DEVELOPMENT AND TEST OF
THE BO 105 RIGID ROTOR HELICOPTER
Emil F. Weiland
Chief of Helicopter Development
Bolkow GmbH
Ottobrunn, Germany
Abstract
A helicopter layout study made by 881-
kow in 1962 resulted in the definition
, of the twin engined five seater helicop-
ter BO 105 using a four bladed rigid ro-
tor.
1 The specific properties of the fiber-
glass material (high elasticity, low
specific weight, high fatigue strength
capability) have been found to be very
important to meet the design objectives.
Due to a license and cooperation
agreement with the French Sud-Aviation
I Company the three bladed version of the
rotor was flight tested on an Alouette I1
helicopter. The flight test program start-
ed in Spring 1966. The handling qualities
proved to be excellent, the stresses were
well below the permissible and the vibra-
tion level was low after the proper tuning
of the rotor blades.
The BO 105 which is a light utility
helicopter uses two different types of
engines. The Allison 250-Cl8 free tur-
bine engine and the MAN 6022 fixed shaft
engine.
The first flight of the BO 105 took
place in Febr. 1967. The handling qua-
lities were as expected. In particular
the hovering of the aircraft is simpler
than with conventional rotor systems.
Static and dynamic stability was satis-
factory.
BO 105 and Rigid Rotor
Development Program and History
Two parallel programs for the BO 105
development and the first one from a
serie of research programs concerning the
-
rigid rotor system were started in 1962.
(See Fig. 1) The BO 105 development ac-
tually started in 1964 after completion
of a Light Helicopter Design Study (1963)
This was primarily necessary because of
the fact, that no German Military Require-
ment (RFP) for a light helicopter existed.
The study resulted then in a specification
for the Five Seeter Light Utility Heli-
copter BO 105 with the following main
Presented at the 24th Annual National
Forum of the American Helicopter Society,
May 1968.
objectives:
- Five seats capability for military or
civil operations.
- High power reserves in order to ensure
high useful load under high ambient
temperatures and altitudes.
- Twin engine capability,if the resulting
penalties are acceptable.
- Improved maneuvrability.
- Fuselage accommodations for loading of
two standard litters plus medical at-
tendant inside the fuselage.
- Low maintenance. No grease lubrication,
minimum of lubricants and oil level
sight gages. Integrated subsystems
(i.e. hydraulic system, engine and
transmission lube system, electrical
system) if possible.
- Potential to develop a version for in-
strument flight.
The first rigid rotor research work
started in 1962 based on experiences which
were made during an earlier research work
done on a single bladed rotor using an all
fiberglass rotorblade. In 1963 the first
wind tunnel tests with the new ricid rotor
system were made, followed by the design
and construction of a full scale rigid
rotor. The rotor was flight tested on an
Alouette I1 Helicopter.
The Bolkow Rigid Rotor System
General Characteristics
The Bolkow rigid rotor system can be
defined as a rotor using a rotorhub be-
ing practically infinitely with all-
fiberglass rotorblades cantilever mounted
to the rotorhub feathering hinge. (see
Fig. 2) For control purposes collective
and cyclic pitch is used in an identical
way as with fully articulated rotors.
The dynamic characteristics of a heli-
copter using a rigid rotor.system, i.e.
high control power, pitch and roll damping
and dynamic stability are primarily defined
by the natural frequency of the firat flap-
wise bending mode of the rotorblade li2.
his value fixes a flapping hinge offset
of an equivalent articulated rotor having
I the same dynamic characteristicsj. In the
Bolkow system this value is tuned to 1.1
to 1.15 cycles per rotor rev. by mat-
ching the hub diameter and the blade's
30 ft Rotor; Ground and Flight Tests
After successful1 conclusion of the
18 ft diameter rotor program which was
stiffness distribution in the root area. the initial step, the Bolkow Company re-
A second important layout parameter is ceived a further research contract from
the natural frequency of the first in- the government to continue the work by
plane blade bending mode which is be- the realisation of a full scale rotor for
low one cycle per rev. for the system ground and flight testing.
described. In order to get a low ampli-
fication factor for the inplane bending While for the 18 ft rotorblade a
loads, the natural frequency of this room temperature cured resin system was
mode should be as low as possible. Theo- used, the fiberglass technique was devel-
retically an amplification factor well oped during the 30 ft rotor research work
below one can be achieved by using this to the application of a high temperature
supercritical system. In order to avoid cured resin system using heated metal
ground and air resonance problems, there moulds for blade production. The blade
exists a lower limit for the first in- spar is built up by unidirectional glass
plane natural frequency which was found rovings which are impregnated with the
for helicopters of the BO -.105-class to resin during the lamination operation in
, be in the range of .65 to .70 cycles per a special impregnating machine. Each ro-
rev. For the actually achieved system, ving strand is running from the blade's
a value of .70 to .85 was found to be a tip to the root end and then back to the
good compromise. blade tip thereby forming a loop which
carries the metal root attachment. The
Layout design studies proved that in blade spar is C-shaped. (See Fig. 5 ) The
order to realise the above defined rigid trailing edge part is filled with a foam
rotor, a blade with low stiffness and core. The blade's skin which was placed
therefore low stresses and high fatigue into the mould and impregnated first, is
strength capability will be needed to made from woven glass cloth built up in a
achieve a high blade life. It proved to diagonal pattern to get a sufficiently
be possible to meet this requirement by high torsional stiffness. In order to have
using an all-fiberglass rotorblade, be- a CG location slightly before the quarter
cause of the specific properties of the chord line, a balance mass (lead rod) is
fiber-glass material which is used for located in the spar near the leading edge.
the blade structure. Comparing the weight The blade is laminated in two parts in a
specific values of fiberglass with alu- lower and upper mould which are hsated
minum, stainless steel and titanium after closing and then the whole blade is
alloy (see Fig. 31, the fiberglass offers cured in one cycle. The erosion protection
the highest fatigue strength by having strip is then bonded to the blade's lead-
the lowest stiffness per weight. ing edge.

Whirltower and Wind Tunnel Tests According to the contract, the 30 ft

In order to prove the feasibility of
the rotor system and to back up the ana-
lytical work, a three bladed 18 ft dia-
meter rotor was built. A whirl test pro-
gram was proposed to measure the rotor's
frequency spectrum and stresses. For this central hubbody having either three or
reason the rotorshaft, hub and blades
were equipped with strain gages and the
test stand was installed on a six com-
ponent balance for measuring the rotor-
forces and moments. Tests were carried
out over e wide range of r.p.m., cyclic
and collective pitch. After completion
of these tests the rotor was wind tunnel
tested within a tip speed range from
about 600 to 750 fps with a rotor angle
of attack from minus 8 to plus 12 degrees. whirl test ~articularly stresses in the
(See Fig. 4 ) The rotor system worked
satisfactorily within the whole range of
advance ratios from zero to about .35
(140 knots) which was the limit speed of
the tunnel.
diameter experimental rotor was built in
a three bladed and in a four bladed ver-
sion. For both versions the identical
blades were used. In order to have as
many identical parts for the head as pos-
sible, the stub arms were bolted to a
four attachments. (See Fig. 6) The cen-
trifugal forces are carried by a strap
retention system made from stainless steel
laminations. The shear forces and moments
are carried by oil lubricated roller bear-
ings. All hub parts are built in steel.
The rotor blades as well as the hub com-
ponents were fatigue tested and then the
four-bladed version was installed to a
whirl test stand (See Fig. 7) During the
rotor and rbtormast and their distribut-
ion were measured over the collective and
cyclic pitch range. A very important part
was the tuning of the rotorblade's natural
frequencies. During the initial runs, the
first inplane natural frequency proved to
be higher than calculated and hence too
near to the first harmonic. The natural
 frequency of this mode could be reduced
by matching the blade's stiffness near
the root end. This was achieved by re-
Max. continuous (Std.S.L.)
Take off (6000 ft 9 5 O ~ ) . .. ..
270 hp
208 hp
-
MAN 6022-A3; fixed shaft turbine engine
ducing the chord of the blade (removing
the trailing edge part) in this area. Take off (Std.S.L.) . . . ..
375 hp
Figure 8 shows the two blade designs.
In the foreground is the reduced stiff-
-
ness blade which in accordance to fatigue
Max. continuous (Std.S.L.)
Take off (6000 ft 9 5 0 ~ ) ..
300 hp
250 hp
test results has also an improved and -
Allison 250-C14 free turbine engine
simplified root attachment. Following the
license and cooperation agreement with Take off (Std. S.L.) . . . ..
370 hp
1
Sud Aviation the three blade version of
the rotor was installed to an Alouette I1
helicopter after installation of the test
Max. continuous (Std.S.L.1
Take off (6000 ft 95°F) . .,
326 hp
253 hp
equipment and adaptation of the rotor's Dimensions
...
pitch linkage. The flight test program
1 started in spring 1966 and was finished -
Overall length 27 ft 8.7 in
at the end of the same year. It was carr-
l ied out at Sud Aviation's test facilities
at Marignane near Marseille by cooperation
-
Overall height
(main rotor hub) . . ..
8 ft 7.3 in
of Sud Aviation and Bolkow personnel.(See -
Width (landing gear) 7 ft in

. . . .. . ..
Fig. 9) Because of the fact that the
rigid rotor's geometry was near to the
Alouette's articulated rotor, comparisons
--
Rotor diameter
Solidity
32 ft 1.8 in
%
could be made between the two versions.
Already the first flights proved that
-
No. of seats .... 5

the natural frequency of the rotor blade's Weight and Performance

second flapwise mode which was near to
3 per rev. was causing high vibrations -
Basic empty weight ... .
2360 lbs
particularly in the transition range. The
blades were then tuned by adding a 5 lbs -
Design gross weight - .-
4409 lbs
tuning mass at approx. .5 radius. The
vibrations were then practically within
-
Alternate
(overload gross weight) .
5070 lbs
the same level as for the standard Alou-
ette. The results of the tests can be -
Take off weight = design gross weight;
cruise flight with 1015 lbs of fuel
summarized as follows:
(normal tank capacity) cruising in sea-
- The entire flight envelope of the basic level
Alouette I1 could be covered without range .......... 320 n.m.
I -
overstressing at any flight conditions.
The handling qualities proved to be ex-
payload (one ~ i l o t ) ...815 lbs
cruise flight with 883 lbs of fuel
cellent over a wide range of experiment- cruising in sea level
a1 control input ratios (tests were made
range .......... 275 n.m.
I from about .6 to 1.1 times that of the
Alouette 11). payload (one pilot) ... 947 lbs
- Stick forces proved to be low enough to
fly the helicopter up to Vmax with
- weight;
Take off weight alternate gross
=
fuel load 2000 lbs cruising
servocontrol off. in 6500 ft
range .......... 710 n. m.
The Alouette I1 is still flying and
has accumulated about 500 hours of the ..
payload (one pilot) *. 380 lbs
planned 1500 hours endurance flight pro- * for ferrying, mission can be flown
gram (up to 1st of march 1968). with two pilots
- Vne (design gross weight) 135 kts
BO 105 Technical Definition
and Description - Cruise speed . . . . . . . 124 kts
- Hovering ceiling O.G.E.(MAN) 11500 ft
General Characteristics - Max. rate of climb . . . . . 2060 fpm
(max. continuous)
Engines. Allison and MAN engines can
I be installed alternatively. One of the most important decisions
during the layout was whether to install
- Allison 250-~18free turbine engine one or two turbines. Comparative studies
l
I Take off (Std. S.L.) .. . 317 hp based on engines being offered by the
manufacturers came to the result, that Tail Rotor Drive. The tail rotor shaft
the advantages of a twin engine capabili- is driven by one bevel gear stage placed
ty will be high enough to accept the between the mixing and the epicyclic gear.
penalties in weight, price and maintenance The rotor brake is installed at the tail
which were found to be surprisingly small rotor drive pad. The single piece tail ro-
(approx. 10 % in engine price.and 5 % in tor drive shaft is carried above the tail-
drive system weight). boom in rubber mounted bearings (subcriti-
cal system) and drives into the intermidi-
A three view drawing of the BO 105 is ate gearbox. A short drive shaft is locat-
given in Fig. 10. In order to achieve a ed between the intermediate aearbox and
low A.U.W. and small overall dimensions the tailrotor gearbox. All ciutches are
a disc loading in the range of about 5 flexible (Bendix-Type)
.. and flanged
- to the
to 6 lbs/sqft was found to be an optimum shaft-ends.
compromise. A four bladed rigid rotor
having a diameter of 32 ft 1.8 in result- Power Plants
ed. In order to get good accommodations
forbaggage and litter installation, the Two types of turbine engines were se-
fuselage was designed with a baggage com- lected which can be installed alternative-
partment below the transmission compart- ly.
ment directly behind the pilot's and
passenger's cabin (see Fig. 11) being Allison 250. The Allison 250-~18mod-
accessible from the cabin as well as from
the rearloading doors. The tailrotor was
el havine
->
. -
a take off ratina of -717
. sho is
currently installed in the helicopter.
placed comparably high above the ground Because the engine has a free power tur-
on the tip of the vertical fin in order bine, no clutch is needed. The n1 gover-
to achieve a good accessibility to the ner control is done mechanically by cable
rear doors and to avoid tail rotor dama- (Teleflex). The nII governer setting as
ge during landings on uneven ground or well as the load sharing is done with
when using a floatation gear. electrical actuators operated by a beep
switch placed on the pilot's collective
Airframe (see Fig. 12) stick. Because the transmission is de-
signed for a 375 hp engine (MAN) later on
The structural part is a semimonoco- the model 250-C14 can be installed, which
que riveted aluminum design. The cabin will give the helicopter higher perfor-
and baggage compartment floors are bond- mance capability, particularly in high
ed aluminum sandwich panels. Also the altitude and high ambient temperature
ventral panel of the fuselage is a sand- missions.
wich design. The non structural parts,
such as rear doors, engine fairings, front MAN 6022. The development of this en-
and aft fuselage shells are laminated gine which is installed in the second pro-
fiberglass. The engine compartment is totype is also supported by the BMWi. The
shielded by a titanium-firewall. The land- turbine which is shown in Fig. 15 is a
ing gear is of the skid type with bend- single or fixed shaft engine using a two
ing tubes without dampers. stage centrifugal compressor and a three
stage axial turbine. A gearbox mounted in
Transmission System front of the engine reduces the turbine's
43000 rpm to 6000 rpm. The gearbox case
The drive system which is shown in contains also the auxiliary drive pads
Fig. 13 contains the two turbines locat- for the governer, starter-generator, oil-
ed side by side and parallel to the rotor pump etc. A torquemeter is installed in
plane driving with shafts via sprag type the gearbox, measuring the axial thrust of
overrunning clutches into the main gear a helical gear thereby giving an electro/
box. pneumatical signal for the torquemeter in-
dicator and for the load sharing system.
Main Gearbox (see Fig. 14). The For load sharing, the torque signais are
main gearbox which is designed in coopera- balanced against each other, thereby ad-
tion with the gearbox manufacturer Zahn- justing the governer setting of both en- ,
radfabrik Friedrichshafen (Z.F.) has three gines in order to obtain equal power from
stages. The fii-st stage (one for each en- each engine. The load sharing may also be
gine) is a 900 bevel gear. The second sta- done manually by the pilot after disengag-
ge, which is the mixing stage, is a spur ing the automatic load sharing system. For
gear type. The last stage is an epicyclic speed droop compensation there is an au-
gear with five planets. The output of the tomatic trim unit which measures the ro-
epicyclic stage is splined to the lower tor's rpm and adjusts the engine's nII
end of the rotor shaft. Output splines governer setting. This unit can also be
for the auxiliary units are placed later- disengaged and manual operation is pos-
ally on both sides of the gearbox. sible.
 The centrifugal clutch which is mount-
ed on the engine's output shaft engages
automatically on a speed being about
15 % higher than the ground idling speed.
Hence the engines can be started with the
rotor stopped. The turbine has a take off
power of 375 hp under standard sealevel
conditions. Under the U.S. Army Hot Day
condition (6000 ft. 950F) the take off
power is still 250 hp.
Rotorsystem
The rotorsystem is a four bladed ri-
gid system having a diameter of 32 ft.
The blade chord is 10.6 in giving a soli-
ty of 7 %. Fig. 16 shows the rotor in-
stallation.
Rotorhub. In the BO 105 rotorhub,
titanium (TiA16V4) is used as a primary
material. Only two different titanium
dieforgings are needed one for the star
shaped center part (see Fig. 17) which
includes also the pitch housing, and one
for the pitch arms which carry the blade
root attachments. The centrifugal forces
are carried by a criss-crossed strap re-
tention system made from titanium lami-
nations. Each pitch housing contains two
roller bearings which are oil lubricated
by a central oil reservoir installed on
top of the rotorhub. The pitch horns are
made in aluminium and bolted to the pitch
arms. The rotorhub is flange mounted to
the rotorshaft by 12 preloaded titanium
bolts.
~ o t e l a d e ,The rotorblade is a modif-
ied and improved version of the blade for
! the 30 ft DIA-~otor.NO tuning masses are
needed for frequency tuning. For erosion
protection atitaniumallo~strip is bond-
ed at the outer portion of the blade
(.6R to tip). For the inboard section
polyurethane is used.(See Fig. 18)
The frequency tuning of the rotor is
given in Fig. 19, which shows the natural
frequenoies of the first two uncoupled
modes. The blade has a nearly constant
mass distribution, constant chord and
constant thickness ratio with a symmetric-
al airfoil section (NASA 0012 modif.),
I Tailrotor
The tailrotor is of two bladed teeter-
ing semi rigid type (see Fig. 20). The
centrifugal forces are carried by a
single strap retention system which cross-
es the rotorhub. The rotorhub has a built
in delta three hinge of 45O. The flapping
hinge bearings as well as the pitch change
bearings are dry teflon bearings. There
is no lubrication or greasing in the
tailrotor. The tailrotorblades are bond-
ed metal aluminium and are foam filled
(Polyvinylchloride).
Control System
The cyclic and collective control
system uses push pull rods (see Fig. 21).
In order to have the access from the
passenger cabin to the cargo compartment
free from obstructions, the rotor control
linkage is placed on the left hand side
of the fuselage. A hydraulic servo control
system is used for the collective, lateral
and longitudinal input. All three actuat-
ors as well as the oil reservoir, filters,
valves, pressure transmitter are install-
ed in a single block as an integrated
package which can be assembled as a whole
unit and installed in the helicopter's
transmission compartment at the left hand
of the main gearbox. The hydraulic sy-
stem which is not duplicated uses a
variable flow pump flanged to the main
gearbox on the left side. Between the
actuator package and the swashplate is
the mixing linkage. The tailrotor con-
trol system uses also push pull rods,
but no boost system. The control rods
are located on the right hand side of
the fuselage and inside the tail boom.
Fuel and Oil System
To insure the full safety of the twin
turbine installation. there
-
is an indeoen-
dent fuel system for'each engine. ~ l e = I
trical boost oumos are installed
~ ~ ---- ~- ~ - in
- ~-~ the
---.
~
fuel tank, whichcis a bladder type tank.
installed below the cargo compartment
floor with its CG near the helicopter's
CG.
The lubrication systems for the two
turbines and for the main gear box are
separated and independent. The oil coolers
include a mechanically driven fan instal-
led at the right hand side of the gear-
box.
Electrical System
The electrical system (28 V.D.C.)
contains two engine mounted generators
having 3,5 kVA each and a batterie having
a capacity of 26 Ah.
Basic Performance Characteristics
Fig. 22 shows the "power required"
curves for various aircraft weights as
well as the "power available" for the
different alternate engines MAN 6022
Allison 250C14 and 250-~18for standard
sealevel conditions. The curve indicated
4409 lbs is the design gross weight, the
5070 lbs curve shows the alternate gross
weight of the BO 105 production version.
The climb speed for various aircraft
weights when using the MAN turbine is
plotted versus speed in Fig. 23 for twin
andsingle engine operation under stand-
ard sealevel conditions using maximum
continious power.
The range versus speed is plotted
in Fib. 24 for the design gross weight
using the normal fuel tank cpacity (883
lbs of fuel) and for the ferry mission,
taking off with the 5070 lbs alternate
gross weight, using an auxiliary fuel
tank. The fuel load is then about 20001bs.
This mission can be flown with two pilots.
The curves in Fig. 24 are plotted for the
MAN turbine. Values for the Allison en-
gine are also indicated for the speed
which gives the optimum range.
Fatinue and Subsystem Testing
In order to get the required safety
for the prototype flight testing and to
achieve the desired reliability of the
components, many fatigue and subsystem
tests were made.
-
Rotor
Rotor whirl tests with the BO 105 ro-
tor were made and are still continued on
a special test bench, similar to the
rigid rotor whirl test stand. The test
stand includes the complete dynamic sy-
stem of the helicopter such as engines,
transmission system, rotor and the con-
trol system. The tests are made under
overload conditions as well as according
to MIL-T-8679.
Rotorblade. According to the fact,
that the utilisation of fiberglass for a
rotorblade is relatively new, extensive
fatigue tests were made in this field.
The blade fatigue tests can be divided
in two sections, specimen tests and
full scale tests.
Primarily two types of specimens
were used. A relative short specimen
which was tested under alternate bending
having a high shear to tension stress
ratio to prove the interlaminar shear
strength and a longer specimen (see Fig.
25) having a lower shear to tension
stress ratio in order to produce glass
failures, which was also tested under
alternate bending. In order to get com-
parable results with the full scale tests,
all specimens were cut from full scale
blades. The test results for the long
specimen are shown in Fig. 25, where the
S-N curve is plotted showing the limits
for various values of survival probability.
To cover the full range of ambient temp
peratures, additional low and high tem-
perature tests were made. Tests with aged
specimens are still running. Based on the
results currently available and on ear-
lier blade tests it can be stated that
the fiberglass blade will be able to with-
stand all practical environmental con-
ditions.
The full scale blade tests included:
The blade inboard and root section with
attachment was submitted to chordwise,
flapwise alternate bending preloaded
by simulated centrifugal force (see
Fig. 26). Tests were made under alter-
nate combined bending loads up to
3500 ft-lbs where the blade life was
still in the range of 2 million cycles.
It was also observed that the crack
propagation rate is very low.
- The blade outboard section was tested
on
- - - resonance test benches in fla~wise
~
bending (see Fig. 27). In this machine
the blade is suspended on soft springs
and its first free-free mode is excited
by an excenter. The amplitude is con-
trolled by the stroke of the excenter
and by its rpm. The tests were made with
-
an alternatinn elongation, at the anti-
node of , 8-in which is similar
to an f 1000 in alternating bending
stress of approx. 48000 psi. Usually
the first cracks were detected in these
tests after about 1.5 to 2 million
cycles.
- Additional tests were made under alter-
nating torsional moments corresponding
to about ten times the measured flight
loads resulting in a blade life of
3 to 4 million cycles before the first
crack appeared.
- Special tests were also made for the
erosion protection and with simulated
strokes by lightning.
Rotorhub. For the rotorhub parts
two various types of fatigue tests were
done :
- The rotorhub central part with the
pitch housing was tested under alter-
nate bending loads up to about 6000
ft.lbs. Fig. 28 shows the test in-
stallation where the loads were in-
duced by hydraulic actuators.
- The criss-crossed strap retention sy-
stem was tested with simulated centri-
fugal preload under alternating tor-
sional deflect,ions up to + 14 degrees
in the full range of steady torsional
 I deflection.
- under
The pitch change bearings were tested
alternating bending loads in
the pitch houding with cyclic pitch
change.
- nate
The pitch arms were tested under
bending and a S-N curve was
alter-
ob-
tained.
I I
- Aconnection
special test was made with the flange
rotorhub to rotormast under
alternate bending with bending moments
up to 11000 ft/lbs.
I I
A special problem which had to be
' solved was to avoid fretting corrosion
on the titanium-steel interfaces. The
problem could be solved by chrome- or
in some cases silver plating the steel
parts. In the case of the flange connec-
tion a silver plated shim was found to be
the best solution to avoid fretting cor-
rosion.
I brake was installed to simulate rotor
Control System
The complete control system including
swashplate, pitch linkage, mixing unit
and mechanical control system was en-
durance tested under overload on a special
subsystem test bench (see Fig. 29). The
test installation also included the com-
plete hydraulic servo control system. Col-
lective and cyclic stick were operated
mechanically. The pitch link loads were
simulated by a spring system. The pro-
gram included tests with servo control off
Additional tests were made with the con-
trol system components, particularly those
above the servo actuators and with ac-
tuators themselves by the manufacturer
and by Bolkow..
The tailrotor was endurance tested on
a tail rotor test stand under ~ v e r l o a d con
dition. In addition the tail rotor blades
- the initial flight testing of the new
and hub were fatigue tested by alternat-
ing bending.
II Transmission
Main Kearbox. A closed circuit bench
was built up at the manufacturers plant
to test the main gearbox. Fig. 30 shows
this equipment schematically, it includ-
es also hydraulic actuators to simulate
the rotorshaft bending moments. The main
gearbox was spectrum tested, .according
to MIL-T-8679 and under overload con-
ditions. The installation is shown in
Fig. 31.
I' Special tests were made additionally with
- rotorshafts (alternate bending)
I' - Overrunning clutches
-
-
Flexible couplings for the drive shafts
Centrifugal clutch (for MAN turbine)
Tail rotor drive system .
The tail
rotor drive shaft was tested under ben-
ding loads due to the flexibility of the
tailboom with deflections twice the max.
deflection of the tailboom under maneuver-
ing loads. The intermediate and the tail-
rotor gearbox were tested by the manufac-
turer on a test stand and during the tail
rotor overload tests.
Various test installations were used:
- MAN single test stand for endurance
-
testing and preflight tests.
MAN twin test stand (see Fig. 32) where
two engines were installed side by side
driving via centrifugal clutches and
overrunning clutches into a mixing gear-
box. A rotating mass with an electrical
inertia and rotor power. This test in-
stallation was particularly used to
test the dual engine governing system
such as response to rapid changes in
power required and under simulated fai-
lure of one engine. The engine gover-
ning system proved to have excellent
dynamic characteristics. In particular
rapid collective pitch deflections could
be simulated without significantdroop in
rpm. The 50 hr preflight .qualification
test was finished in November 1967.
Ground and Flight Testing
Test Program
The test skedule for the prototypes
Vl; V2 and V3 is shown in Fig. 33.
It was planned to use the prototype V1 for
subsystems such as control and transmis-
sion system utilising an articulated ro-
tor for extra safety in the flight test
program.
Unfortunately this helicopter w(rs heavi-
ly damaged by ground resonance with the
articulated rotor during impedance tests
in Sept. 66.
In view of the fact that in the mean-
time significant flight test results with
the rigid rotor on the Alouette were avail-
able, the V2 was assembled with the rigid
rotor as planned. The first flight of the
BO 105 V2 equipped with Allison engines
took place in Febr. 1967 (see Fig. 34).
In the first Elight test phase (111 flights,
49 flight hours) the experimental steel ro-
torhub was installed. After covering the
BO 105 flight envelope the production
version titanium head was installed in
Nov. 1967. 100 hrs of flight testing
were completed in March 1968.
The prototype V3 which is equipped
with the MAN turbines started tie down
tests in Aug. 1967. These ground runs
were' particularly aimed to test the en-
gine governing system on the helicopter.
First flight was in December 1967. Cur-
rently ground runs are made according
to MIL-T-8679 and FAR 27.
Test Results
After finishing the preflight ground
tests according to MIL and FAR require-
ments and the impedance tests to prove,
that the helicopter is free of ground re-
sonance the actual flight test program
started.
Test Equipment. In order to get as
much information as possible in a mini-
mum of time with the required safety a
telemetric equipment was used. The para-
meters being of primary importance in-
cluding the conversation with the pilot
were recorded in the ground station con-
tinuously by tape during the entire
flight. The most critical values can be
followed directly on a 10-channel os-
cilloscope. The board instrumentation
includes also a magnetic tape, operated
during the whole flight, a luminoscript
recorder controllable by the pilot and
the telemetric transmitter. In order to
reduce slip ring losses a rotating am-
plifier package is installed on top of
the rotor head. In total there are:
31 Straingage stations on the rotor-
blades for flapwise and lagwise
bending and torsion.
12 Straingage stations on the rotorhub
and mast.
15 Parameters are indicated in the con-
trol system including straingages
and potentiometers.
25 Measuring points for stresses, de-
flections, control values, accelerat-
ions etc. on the fuselage, tailrotor,
gearbox and power plant.
The equipment includes also a gyro
platform, 8 accelerometers at various
fuselage stations and straingages on
the tail rotor.
Flight Envelope. The test flights
-.
of the Drototvoe V2 covered the follow-
ing flight envelope. (Up to 1st of March
1968)
- Altitude in forward flight up to
13000 ft.
- Hovering O.G.E. in altitudes up to
9800 ft.
- Weight from 3400 to 4000 lbs.
- Max. Airspeed in 5000 ft was 135 kts
in 13000 ft was 120 kts.
- Load factor in steady state turns
n = 2 up to 115 kts (altitude 3000 ft).
- CG range from 8.3 in forward to 2 in aft.
Horizontal flights, maneuvres, climbs,
autorotations and single engine flights
were made within this envelope. It also
included flights with simulation of en-
gine- and hydraulic servo control failures.
Loads and Stress Levels. The stresses
in the blades, hub and rotormast proved
to be as low as expected inside the whole
flight envelope and being only a fraction
of the permissible values. For an example
the blade's flapwise bending moments in
the most critical root end section are
plotted versus speed in Fig. 35.
Fig. 36 gives the alternate pitch
link loads versus speed. From a minimum
value at an airspeed of about 60 kts
there is only a slight increase with
speed. There is no indication of stall
flutter in the whole speed range. Compar-
ed to other helicopters with fully arti-
culated rotors of the same weight class,
there is no significant difference in the
level of the pitch link forces.
Handling ~ u a l i t i e s ~According
. to
oilot rooorts. the handlinn oualities
proved tb be bxcellent. 1tUtook only a
very short time for the pilots to get
familiar with the helicopter's response
characteristics. There was no tendency
to overcontrol the helicopter. In parti-
cular the hovering of the aircraft is
simpler than with conventional helicopt-
ers. The highmanoeuvring capability due
to the high control power is shown in
Fig. 37 for lateral and in Fig. 38 for
longitudinal step control inputs. They
indicate the low time constant and high
damping for roll and pitch motions. For
lateral control the response is faster
due to the lower inertia of the heli-
copter for roll.
The stick forces without hydraulic
boost were acceptable.
The control and governing of the two
engines caused n o problems.
Vibrations. All pilots who have flown
the helico~terpointed out the remarkably
low vibration level of the helicopter. The
v e r t i c a l v i b r a t i o n amplitude i n t h e
c a b i n i s p l o t t e d v e r s u s s p e e d i n F i g . 39
which g i v e s a comparison between t h e
B0 105 w i t h t h e p r o d u c t i o n t y p e t i t a n i -
um hub a s w e l l a s t h e BO 105 w i t h t h e
e x p e r i m e n t a l s t e e l head u s i n g a 3 l b s
b l a d e t u n i n g mass a t .58 R and t h e R i g i d
Rotor A l o u e t t e I1 u s i n g a 5 l b s b l a d e
t u n i n g mass a t .5 R. The c u r v e s i n d i -
c a t e t h e improvement which was a c h i e v e d
d u r i n g t h e development program.
There was no d a n g e r w i t h ground o r
f l i g h t resonance.
Concluding Remarks
J u n e 1968
5. 61ock1, H.; S t e p a n , A . , BO 105 V2-
F l u g v e r s u c h e , A b s c h n i t t I. 0-200 km/h
Bolkow P 3 - P r u f n i e d e r s c h r i f t N r . 110
6. T e l e k i , A . ; GlSckl, H . ,
F l u g v e r s u c h e vom 18.9.-13.10
Bolkow P 3 - P r i i f n i e d e r s c h r i f t Nr. 157
7. T e l e k i , A.; G l o c k l , H . , BO 105 V2-
Flug- und Bodenversuche m i t T i t a n -
r o t o r k o p f (1. A b s c h n i t t 9.11.67 -
2 8 . 2 . 6 8 ) , Bolkow P 3 - P r u f n i e d e r s c h r i f t
N r . 172

A f t e r s u c c e s s f u l c o n c l u s i o n of t h e
f i r s t s t e p of t h e BO. 105 development p r o -
gram, t h e f l i g h t t e s t a c t i v i t y i s con-
t i n u e d and w i l l b e e x t e n d e d .

The p r o d u c t i o n o f t h e BO 105 i s c u r -
r e n t l y under p r e p a r a t i o n and t h e f i r s t
two p r e p r o d u c t i o n a i r c r a f t w i l l s t a r t
f l i g h t t e s t i n g s t i l l t h i s y e a r . The t y p e
c e r t i f i c a t i o n i s s k e d u l e d f o r end of
1969.

F u t u r e p l a n s i n c l u d e r e s e a r c h work t o
i n c r e a s e t h e p o t e n t i a l o f t h e Bolkow
R i g i d Rotor i n s p e e d a s w e l l a s i n g r o s s
weight.

Special e f f o r t s a r e running t o devel-

op a n a l l w e a t h e r v e r s i o n of t h e BO 105.
T h i s i n c l u d e s t h e equipment o f t h e f i b e r -
g l a s s r o t o r b l a d e w i t h an e l e c t r i c a l de-
i c i n g s y s t e m and f l i g h t t e s t i n g of an
e l e c t r o n i c a l g y r o s t a b i l i s i n g system.
According t o c a l c u l a t i o n s and a i m u l a t i o n
t e s t s i t i s e x p e c t e d t h a t t h e h i g h con-
t r o l p o w e r and i n h e r e n t damping of t h e
r i g i d r o t o r w i l l give excellent r e s u l t s .

References

1. R e i c h e r t , G . . F l u g e i g e n s c h a f t e n b e i
Hubschraubern m i t e l a s t i s c h ange-
schlossenen R o t o r b l a t t e r n , Jahrbuch
1963 d e r WGLR

2. R e i c h e r t , G . , Flugmechanische Beson-
d e r h e i t e n d e s g e l e n k l o s e n Hubschrau-
b e r r o t o r s . J a h r b u c h 1965 d e r WGLR

3. R e i c h e r t , G ; O e l k e r , P., H a n d l i n g
Q u a l i t i e s w i t h t h e Bolkow R i ~ i dR o t o r
System, p a p e r p r e s e n t e d a t t h e 2 4 t h
Annual N a t i o n a l Forum of t h e American
H e l i c o p t e r S o c i e t y . May 1968

4 . Greune
~~-~ Ch.: . Wazelt.
~~- F.:~ --. S~ t e-a
ra--n . -A.
- -

Power and Speed C o n t r o l f o r P a r a l l e l

.
O p e r a t i o n of two S i n g l e - S h a f t Gas
Turbines i n a H e l i c o p t e r Application,
p r e s e n t e d a t t h e AGARD P r o p u l s i o n and
E n e r g e t i c P a n e l ' s 31 s t Meeting,
 'I::
YATERIIL PROPERTIES

m ~ : ;zEcv
z .'ELk, ,ZF;En
.
rn-~ wwcm
""RM.L I cm., F.,,W6
," . d
=*,'LC
BD 10s AND RIGID ROTOR DEVELOPMEW H l s r n w "8"' "8 -as c-I
V" -8 % ,%< w 8" w
1 80 #S, RG,O m -w
,,..-.,,
-.-.
=-. .,.,.
". ,-
, l l .L,rm.
..s,r.,-o 8,

I 1 / I 1 1 1
....,. *.... .-:--- ..... "".-"-.'.'
"...%.*
,..<<SM ,LC.- ".om.- lLYIIUI( ..mot 10.1 ( 102 sum I+,= 8w.w
l.ea7,m

"w,r. .", /*..,l,n

,..,.mmm
%,

I I I
.- -....... ,"*-"....-A.,.
<'"Z?"'
..-.- .:"", '* ,,,u,m
I I I I

ur. L"":?,. -:""",..".* =-"

,-*.s
-,"c.m
rum
,T#ALS".,
Glal ,s* 80. I.B.01) aram -9 .9m

-. .- ,.".",-."..
..-.*. "
Fic.3 Comparison of Material
Pronerties

Fig.1 RO 105 Development Mistor

THE RIGID ROTOR SYSTEM

Fig.4 18 ft Diameter Rigid Ilotor-

Wind T u n n e l T e s t i n g

Fig.:! Balkow Itigid Rotor System

Fig.5 Design o f Fiberglass

Rotorblade

31
I Fig.6 30 ft Diameter Rigid Rotor-
Experimental Hub
Fig.9 Rigid Rotor Alouette I1

Fig.7 3 0 ft Uiarneter Rigid Hotor- Fig. 10 UO 105 T h r e e View Tlraxuing

Whirl Test

8010S-LITTER INSTALLATION

Fig.8 Fiberglass Rotorblades w i t h Fig.11 Litter Installation

different Inplane Stiffness
 Fi(l.15 MAN 6022 Turbine Engine
Fig.12 Airframe

80 105- DRIVE SYSTEM

Fie. 13 ])rive System

"C-t' .
Fig.16 Titanium Rotorhead o n BO 105

Fig.17 Titanium Rotorhead-

Fig. 14 blain Gearbox
Components
33
Fig.18 U O 1 0 5 ilotorblade-Root Part Fig.21 C o n t r o l System

80105- POWER REQUIRED

400

50 ,DO
+IrtJ

Fig.22 Power R e q u i r e d V e r s u s S p e e d

Pig.19 Natural Frequencies o f t h e

DO 1 0 5 ) t o t o r
00 105- RATE OF CLIMB

Fig.27 R a t e o f Climb v e r s u s > p e e d

34
 BO I05 - RANGE

I
M 100 '~.j

Fig.27 R o t o r b l a d e F a t i g u e T e s t Bench
F i . 24 llange v e r s u s S p e e d - Resonance - Dending

8blKOW FIBER-GLASS ROT0RBLbDE.S-N CURVE FOR

ALTERNATE BENDING; CONFIDENCE LEVEL: 95%

lo. 503 106

",, YYYBCll
c,c,es
or*

Fic.28 Titanium llotorhub -

Fatigue Test

Fig.25 S-N Curves f o r t h e R o t o r b l a d e

Fiberglass >laterial

Fig.26 R o t o r b l a d e F a t i g u e T e s t Uench
- Combined B e n d i n g
Fis.29 C o ~ ~ t r oSly s t e m T e s t Rench

35
 IPi,;. 30 ;,laill (;carDox T e s t Uerlcll
( s c l ~ r ? n l a t i c n) l

m
.
litllL

, -.--
illl

::q
5.
[!<..,?.#
,.r
33 ; .do 10;
~ i ~ Ground a n d I ) l i c h t
T e s t Pr0i:ramrn
,
I;. ..,
.5:
I
.
,L r,. - 4
! ,,z.e-
:
F,

1; >.*:a
...*
i,wr-n

/Ii 4 '
i21 ' . ii
I! /
11 ..
; .,"j
I&.
i ;'
:j&.Z
--4
7

I F . H a i n r:e;~rbox jn t h e T e s t Bcnch

iI Fig.34 1 0 5 V 2 F l i C h t Test
A L T E R N f l I N b BENOlNG MOMENT FLAPWISE. BLADE ROOT LONGITUDINAL CONTROL INPUT IN HOVERING

ETlCI

:::r-z
DEFLECTION [in1

IL

O o
80 103 V 2 TITaNIUM HUB 17-1 PITCH RL\TC

10

0
2 I[%]

Fig. 35 Rotorblade Bending Moment Fig. 38 Longitudinal Control

versus Speed Response

VERTIChL VIBRATION IN ChslNE

ALTERNnING PITCH LINK LOADS VERSUS SPEED AMPLITUDE lPllOT SEATITI

[*mml [*in1

arc rt<.d B O I O I YP TITANIUY HUB

0.1- 0.004

0.002

BOIOS-TIThNIUU HUB
I I I
25 I0 75 i00 [W]

I
50 $00 150 rbo [krnrnl

Fig. 36 Rotor Pitch L i n k Load Fig. 39 Vertical Vibrations

LATERAI STICK
OEFlCCTlON

:
'
p0
1
- 1.1
-3.0
.
Iinl 80105 Y Z TITnHIUU HUB

IT.0.
W.1

-I0

-20
0
NOU RATE

r $IS]

Fig. 37 Lateral Control Response