NASA Technical Memorandum 4446

The Modern Rotor Aerodynamic LimitsSurvey: A Report and Data Survey

J. Cross, J. Brilla, R. Kufeld, and D. Balough

Ames Research Center, Moffett Field, California

OCTOBER 1993

National Aeronautics and

Space Administration

Office Management

Scientific and Technical

Information Program

1993

CONTENTS

Page

Nomenclature .................................................................................................................................... v

Summary ........................................................................................................................................... 1

1. Introduction ................................................................................................................................... 1

2. Instrumentation and Equipment .................................................................................................... 1

UH-60A Black Hawk ............................................................................................................... 1

YO-3A Acoustic Research Aircraft ......................................................................................... 3

3. Test Description ............................................................................................................................ 3

Performance Limits .................................................................................................................. 4

Maneuver Limits ...................................................................................................................... 4

Dynamic Stability .................................................................................................................... 4Acoustics .................................................................................................................................. 4

Support Tests ............................................................................................................................ 5

4. Data Processing and Access .......................................................................................................... 5

Data-Base Contents .................................................................................................................. 5

Data Processing ........................................................................................................................ 5

Data Reviews ........................................................................................................................... 6

Data Access .............................................................................................................................. 6

5. Data Survey ................................................................................................................................... 6Data Anomalies ........................................................................................................................ 6

Sensor Limitations ................................................................................................................... 7

Speed Sweep ............................................................................................................................ 7

High-g Turn .............................................................................................................................. 7

Doublet ..................................................................................................................................... 8

6. Investigations ................................................................................................................................ 8

Performance and High-Speed Limits ....................................................................................... 8

Maneuvering Limits ................................................................................................................. 9Vibration ................................................................................................................................ 10

Dynamic Stability .................................................................................................................. 10Individual Blade Control ........................................................................................................ 11

Blade-Shake Test ................................................................................................................... 12

Low-Speed Data Scatter ......................................................................................................... 127. Predictions ................................................................................................................................... 13

8. Concluding Remarks ................................................................................................................... 13

Appendixes ...................................................................................................................................... 15

A UH-60A Aircraft Description .......................................................................................... 15

B Flight Cards ...................................................................................................................... 23

C MRALS Information File for DATAMAP ...................................................................... 37

D Instrumentation Sign Conventions ................................................................................... 39E Sensor Calibration ............................................................................................................ 41

F Blade Motion Correction Equations .............................................................................. 135References ..................................................................................................................................... 137

Tables ............................................................................................................................................ 139

Figures ........................................................................................................................................... 151

PlIOBl)ll_ PAGE BI.Ai",IK NOT FILMED

...III

NOMENCLATURE

ar

atc

C

CT/_e

Hd

Hp

KI-10KCAS

KIAS

KTAS

Nr

P

P0

qr

rr

rt

R

TO

Vh

blade-root acceleration

blade-tip accelerationblade chord

airspeed position error

thrust coefficient over sigma

blade-hinge offset

density altitude

pressure altitudeblade-motion correction coefficients

calibrated airspeed, knots

indicated airspeed, knots

true airspeed, knots

rotor speed, % of nominalroll rate

atmospheric pressure, sea level standard daypitch rate

yaw rateradial location of blade-root accelerometer

radial location of blade-tip accelerometerrotor radius

atmospheric temperature, sea level standard

maximum achievable velocity in level flight

Vne

W

1313113"

qO

Otk

kl

_t"O

_)1

P

P0

ad

f_

I_n

never-to-exceed forward velocity

aircraft gross weight

corrected blade flapping

measured blade flapping

blade-flapping acceleration

rotor rotational speed

pitch attitude

temperature ratio

corrected blade lead-lag angle

measured blade lead-lag angleadvance ratio

corrected blade-feathering angle

measured blade-feathering angle

damping ratio

local atmospheric density

atmospheric density, sea level standard

rotor solidity

density ratioroll attitude

equations of motion roots

yaw attitude

heading angle

main-rotor speed

undamped natural frequency

SUMMARY

The first phase of the Modern Technology Rotor

program, the Modern Rotor Aerodynamic Limits Survey,

was a flight test conducted by the United States ArmyAviation Engineering Flight Activity for NASA Ames

Research Center. The test was performed using a United

States Army UH-60A Black Hawk aircraft and the United

States Air Force HH-60A Night Hawk instrumented

main-rotor blade. The primary purpose of this test was to

gather high-speed, steady-state, and maneuvering datasuitable for correlation purposes with analytical prediction

tools. All aspects of the data base, flight-test instrumenta-

tion, and test procedures are presented and analyzed.

Because of the high volume of data, only select data

points are presented here. However, access to the entire

data set is available upon request.

ences. An exception is the sensor calibration plots

(appendix E), which are unnumbered and are arranged in

alphabetical order by mnemonic name within appendix E.

2. INSTRUMENTATION AND EQUIPMENT

MRALS involved the use of two aircraft, a UH-60A

and a YO-3A, the AEFA ground station, and special

instrumentation. The primary data were recorded on boardthe UH-60A test aircraft; the NASA YO-3A Acoustic

Research Aircraft was used to obtain the in-flight acous-

tics data. The ground station was used to monitor flight

loads, maintain test conditions, and provide preliminary

postflight data processing. The special instrumentation on

the UH-60A consisted of sensors measuring blade motion,

rotor loads and vibration, control loads, and fuselagevibration.

1. INTRODUCTION UH-60A Black Hawk

This report describes a flight test conducted in 1987

by the United States Army Aviation Engineering FlightActivity (AEFA) at Edwards Air Force Base, California,for the NASA Ames Research Center. The Modem Rotor

Aerodynamic Limits Survey (MRALS), conducted on aUH-60A Black Hawk, was divided into four sections:

high-speed limits; maneuver limits; stability and control;

and acoustics. The sensors included in the test are catego-

rized as follows: rotor parameters, fuselage vibration,

aircraft state, and engine parameters. The data accumu-

lated from this first phase of the Modern Technology

Rotor Program reside at Ames Research Center and are

accessible through two data-analysis/management com-

puter programs, the Tilt Rotor ENgineering Database

System (TRENDS) and the Data from Aeromechanics

Test and Analytics-Management and Analysis Program(DATAMAP).

A data survey is presented here covering a sample of

each of the sensor types included in this test. The survey

includes both statistical and time-history data plots and

summary tables. Data accuracy and data-base limitations

are discussed. A data analysis section is included which

addresses many of the phenomena found in the data.

Appendixes provide reference information on the follow-

ing: UH-60A aircraft physical characteristics (appendixA); flight cards (appendix B); Information File for

DATAMAP (appendix C); sign conventions

(appendix D); and sensor calibration information(appendix E).

The numbered tables and figures cited throughout the

text appear after the main text, appendixes, and refer-

The UH-60A Black Hawk used in this test, tail num-

ber 23748, is shown in figure 1. The physical characteris-

tics of the UH-60A are presented in appendix A. This dis-

cussion of the aircraft will cover the basic production

qualities and the special instrumentation installed for this

test. The test equipment included for this test can be

divided into the following categories: fuselage, rotor

system, and data system.

The aircraft was manned by a pilot, co-pilot, and

flight-test engineer. During MRALS, the flight engineer

controlled and verified the operation of the tape recorder,

maintained the desired aircraft longitudinal center of

gravity (c.g.) trim using the ballast cart, monitored thestatus of the test condition, and maintained the flight notes

on the flight cards.

The UH-60A flight-control system includes five

major automatic subsystems: the stability augmentation

system (SAS); flight-path-stabilization system (FPS); trim

system; stabilator control system; and pitch bias actuator

(PBA). The SAS subsystem is a dual subsystem consist-

ing of a digital (SAS 1) and an analog (SAS2) control. The

SAS is designed to provide three-axis rate-damping, par-tial attitude retention, and limited turn coordination. The

FPS is designed to provide three-axis attitude-hold,

airspeed-hold, and principal turn coordination. The trim

system is designed to provide stick-position-hold and

force-feel. The stabilator control system positions the

stabilator as a function of airspeed and collective posi-

tions, and is designed to control the aircraft pitch attitude

as a function of airspeed. The PBA was designed to insure

positive static and dynamic longitudinal stability. It wasfound to be of little benefit, however, and was disabled for

thistest.Moredetaileddescriptionsofthesecontrolsystemsareprovidedinreference1.

TheUH-60Awasequippedwithaballastcart,showninfigure2,thattravelslongitudinallytocompensateforfuelburn-off,thusmaintainingaconstantaircraftlongitu-dinalc.g.Additionalballastweightwasaddedatthreelocationstoachievethedesiredthrustcoefficients.Figure3showsoneofthetwolocationsoverthefueltanksbehindtheaftcabinbulkhead.Thethirdsitewasonthecabinfloortoeithersideoftheengineersseat.Duringtheacousticstestatransmitter,showninfigure4,wasinstalledinthenoseoftheaircrafttosendtheonce-per-main-rotor-revolution(1/rev)contactorsignaltotheYO-3Aaircraft.

Instrumentationsystem-Apulsecodemodulation(PCM)data-acquisitionsystem,knownasthehigh-capacity,orHi-Cap,systemwasusedduringthisflighttest.Thesystemwassetupforthistestwith58wordsinthemainframe,withtwosubframes.Thefirstsubframewas4levelsdeep,andthesecondwas16levelsdeep.Thisprovideddatasamplingatnominalratesof517,129.25,and32.3samples/sec.ThePCMmapusedforthetestispresentedintable1,whichdetailsthelocationsofallsensors,aswellastheirsamplerates.Filteringof thedatawasprovidedasapartof thesignalconditioning.

Eachtestpointwasidentifiedbyauniquelabelcalledacounter.Thecounterisanumericalseriesthathastheflightnumberinthehundredsplaceandbeginsatzeroforeachflight.Anexampleofthisschemewouldbecounter2208whichistheeighthtestpointobtainedonflight22.

Thiswasthefirstfieldtestof theHi-Capsystem,showninfigure5;allthingsconsidered,it workedverywell.Thedatawererecordedbyusinganon-board,14-track,widebandFMtaperecorder;thedatawerealsotelemeteredtothegroundstationwhereagroundtapewasrecordedasbackup.Thegroundtapewasusedtoprovidedataforthesecondhalfofflight20,counters2015through2021,aftertheon-boardrecorderranoutoftape.

All instrumentationonboardtheaircraftwasgiventwoseparateidentificationlabels--mnemonicsanditemcodes.Bothlabelsarealphanumeric;themnemonicscontainuptoeightcharacters,whereastheitemcodecontainspreciselyfourcharacters.Bothtypesofidentifi-cationlabelswererequiredsinceAEFAusesmnemonics,thedataanalysisprogramTRENDSuseseither,andtheprogramDATAMAPusesonlytheitemcode.Thetwoanalysisprogramsarediscussedinsection5.

Themnemonicsgenerallyareabbreviationsof thesensorname.ExamplesofmnemonicsarePITCHATT,pitchattitude;STABLR,horizontalstabilizerposition;andAZPS,verticalaccelerationatthepilotsstation.Notallmnemonicsabbreviationsaresoobvious,however,asillustratedbyPAICB,whichistheboomsystemstaticpressure.

Itemcodesfallintoone of the following four sets:

one letter and three digits; two letters and two digits; three

letters and one digit; and four letters. All four-letter item

codes are derived parameters (i.e., calculated, not

measured) with the following three exceptions: BFAT,

BFAR, and CART, which stand for blade tip and root

flapwise accelerometers, and ballast cart position, respec-

tively. The item codes use letters to denote sensor type or

aircraft component or both, and numbers to denote exact

physical location or sensor orientation. Examples of the

first-letter notations are the following: "A" denotes anaccelerometer; "B" denotes a sensor related to the

instrumented blade; "D" denotes a sensor that measures

an aircraft state; "E" denotes an engine-related parameter;

"H" denotes an altitude measurement; "M" denotes a

sensor related to the rotor; "R" is a miscellaneous group-

ing; "T" denotes a temperature reading; and "V" denotes a

velocity sensor. The second and third letters provide

further identification of the sensor type. Examples of theuse of numbers are BN50, which denotes the blade-

normal stress at 50% radius, and ET01, which denotes the

engine turbine temperature of engine No. 1. All aircraft-

state parameters, such as control positions, body attitudes,rates, and accelerations, use the numeric code of zero for

longitudinal, 1 for lateral, 2 for yaw, and 3 for horizontalorientations. Table 2 summarizes the item-code structure.

Fuselage- The fuselage instrumentation includes

what are collectively known as aircraft-state parametersand airframe vibration measurements. The aircraft-state

parameters include fuselage attitudes, rates, and angular

and linear accelerations. These are housed on a pallet on

the aft cabin bulkhead, as shown in figure 5. Control-stick

positions, engine data, main-rotor speed, and both main-and tail-rotor contactors are also included in the aircraft-

state measurement list. The aircraft is equipped with an

instrumentation boom that monitors static and dynamic

pressure, outside air temperature, and angles of attack and

side slip. A low-airspeed sensor was installed (fig. 6) inorder to obtain accurate velocity measurements where the

pitot static system did not function. Many of the aircraft

control-system components were instrumented for this

test, including the output motion of the three primary

servos (fig. 7), along with SAS outputs and control mixer

input signals. The tail rotor had only minimal instrumenta-

tion, which included tail-rotor shaft torque, by means of

slip rings at the intermediate gear box (fig. 8) and a tail-

rotor once-per-rev contactor (fig. 9). The aircraft-state

parameters comprise three categories: aircraft parameters

(table 3), test condition (table 4), and engine parameters(table 5).

Table 6 presents the mnemonics, item codes, andorientations of the fuselage vibration sensors. The loca-tions of the accelerometers were selected to match those

used on an airframe shake test conducted by Sikorsky

Aircraft,in supportof the NASA Langley Design

Analysis Methods for Vibrations (DAMVIBS) program

(ref. 2). The precise physical locations of the fuselage

accelerometers are given in table 7. The accelerometers

were sampled so as to provide data up to 20 harmonics,

although the processed data are filtered such that only thefirst 10 harmonics are included in the data base.

Rotor system- The rotor-system instrumentation isdivided into blade loads, control loads, and hub measure-

ments. The blade was instrumented with strain gauges to

measure normal, edgewise, and total stresses, as well as

blade-root and tip normal accelerations. Included with the

blade-load measurement is the pitch-link load. The control

loads primarily include nonrotating hardware, whereas thehub sensors consist of orthogonal accelerations, blade

motions, and shaft parameters. Table 8 presents a

complete sensor list of the rotor-system parameters.The instrumented blade used for the MRALS was

obtained from the USAAF Night Hawk program. The

blade is only slightly modified from the production blade

by the addition of instrumentation wiring laid down in thetroughs cut into the skin of both the top and bottom

surfaces. The aerodynamic contour of the blade is inter-

rupted to some extent, because the room-temperature

vulcanizing (RTV) compound used to cover the wires didnot harden to a uniform surface. The instrumentation

embedded in the Night Hawk blade included four normal,

three edgewise, three total, and two tip-cap strain gauges.

The two tip gauges were disconnected, for MRALS,

and were replaced by two accelerometers, one normal and

one edgewise (fig. 10). The tip-normal accelerometer wasmatched with a root accelerometer mounted on the

outboard section of the hub arm (fig. 11).

The tip-normal accelerometer failed early in the test;

because it was the more important of the two tip sensors,

the edgewise tip accelerometer was used to replace it.

This quick fix initially caused havoc with postflight data

processing, which was not flexible enough to handle

sensor swapping. However, after modification this toowas remedied.

The pitch link that connects the instrumented blade to

the swash plate was instrumented with strain gauges tomeasure the axial control loads. The stationary rotor con-

trol links were instrumented with strain gauges to measure

axial loads. These values were monitored during flight.

The hub instrumentation group consists of

accelerometers, strain gauges, and motion pots. The hub

was instrumented with three orthogonal accelerometers

(fig. 12). The blade-motion hardware (fig. 13) was devel-

oped for the Rotorcraft Systems Integration Simulator

(RSIS) flight test, conducted by AEFA in 1981-1982

(ref. 3). The special hardware was required because of the

unusual hinge arrangement of the hub. The blade-motion

in flap, feather, and lead-lag is allowed by an elastomeric

bearing in each arm of the hub. Proper measurement with

this hardware requires a complex and meticulous calibra-

tion, the theory of which is outlined in appendix F. The

shaft strain gauges are shown in figure 14.

Derived parameters- A group of derived parametershas been included, along with the measured parameters, in

the stored data base. Table 9 presents the mnemonics,

item codes, units, and descriptions of these derived

parameters. The exact equations used to compute the

derived parameters are available as a part of the data base.

YO-3A Acoustic Research Aircraft

Acoustic data of the UH-60 were taken during MRALS

by the YO-3A Acoustic Research Aircraft (fig. i 5). The

Acoustic Research Aircraft is a specially instrumented

version of the low-speed observation aircraft manufac-

tured for the military by the Lockheed Aircraft Corpora-

tion, which is used as a flying microphone platform for

the study of rotorcraft noise. The YO-3A Acoustic

Research Aircraft is equipped with a special instrumenta-

tion package which includes three 0.5-in. microphones,

one on each wing tip and one atop the vertical tail; gain-

adjustable microphone power supplies; an instrumentationboom; a radio link with the test helicopter, which carries

the main-rotor contactor signal; an IRIG-B time-code

receiver; and a 14-track FM tape recorder.

The YO-3A is powered by a highly modified

Continental engine (210 hp), which is equipped with athree-bladed, wide-chord wooden propeller. The engine is

equipped with a very effective muffler which, combinedwith the low-tip-speed propeller, results in a very quiet

aircraft. A thorough discussion of this aircraft is presentedin reference 4.

3. TEST DESCRIPTION

The conduct of the test is divided into four general cate-

gories: performance limits, maneuver limits, dynamic

stability, and acoustics. All test points were partially

defined by the nondimensional value of thrust coefficient

over sigma (CT/C), and the referred rotor speed (Nr/vr0t).

The remainder of the test-point definitions were set by the

requirements unique to each of the four categories.

Detailed descriptions of the required piloting techniques

used to acquire the various test-point types are presentedin reference 1.

The ground station was used during each of the four

test categories testings to establish the required testaltitude and rotor speed. In the event of telemetry (TM)

failure (which did occur) or extended site testing (which

also occurred), the on-board flight-test engineer used a

hand-held,portablecalculatortomakethenecessarycalculations.

TwoseparatesupporttestswereconductedinsupportofMRALS:adynamicshaketestoftheinstrumentedNightHawkblade,conductedbeforetheflighttest;andafuselageshaketestwhichwasconductedconcurrentlywiththeflighttest.

Performance Limits

The objective of the performance-limits test element was

to measure the increase in rotor loads and fuselage vibra-

tion as a function of airspeed and correlate that with

analytical predictions and ground test. This portion of the

test matrix was designed to obtain performance data from

all sensors from hover to Vne at CT/O values of 0.08,

0.09, and 0.10. Table 10 presents the test points obtainedduring this portion of the test.

The data from hover to V h were obtained in level

flight at approximately 5,000 ft pressure altitude. The

speeds from V h out to Vne were achieved while in a pow-

ered descent. Additional test points were obtained atseveral speeds below V h while at maximum power. The

low-airspeed sensor was used to establish airspeed below

25 KIAS; above this speed the ships system was used.

The SAS systems were disengaged for these test points,

except at the high-speed end, where they were required.

Maneuver Limits

The test objective for the maneuver-limits element of

the program was to obtain high-g data in a constant steady

maneuver; that is to say that airspeed, pitch attitude, roll

attitude, pitch rate, pitch angular acceleration, andg loading, were to be held constant. All other means of

achieving high-g loads require that some of these be

continually varying. It is felt that constant maneuvers

simplify the correlation effort with many of the

comprehensive rotorcraft codes.

This portion of the test matrix obtained vibration and

blade-loads data encountered in high-speed wind-up turns

at two gross weight conditions. Table 11 presents the test

points obtained during this portion of the test. Themaneuver limits data was originally to be obtained at the

same altitude as the performance data; however, because

of temporary altitude restrictions placed on the aircraft

during the time of testing, the target altitude was raised to

9,000 ft. This made it impossible to obtain data at

CT/t_ = 0.08. The maneuver limits tests provide aircraft

response data at high-load and high-speed conditions

which can then be compared with level and descendingflight results.

These points were obtained by flying to an initial

altitude of over 11,000 ft, establishing airspeed, nosing

the aircraft over and beginning the wind-up turn. Thebank angle was varied to 37 °, 48 °, 55 °, 60 °, and 65 ° and

held for 5 sec of steady data. Several bank angles were

usually attained during each descent through the target

altitude, while the tape ran continuously. Telemetry was

monitored to assess the quality of each bank-angle condi-

tion and to monitor load buildup. Rotor and control

endurance limits were exceeded at many of the higher

speed points.

Dynamic Stability

The objective of the dynamic stability test was to

quantitatively measure the UH-60's unaugmented, rigid-

body dynamic response to various discrete control inputs.Dynamic stability, a secondary goal of MRALS, was

included primarily to provide some data with which to

evaluate the capabilities of comprehensive analysis com-

puter codes in modeling dynamic stability. An additional

interest in obtaining these data was the individual bladecontrol (IBC) concept, which is discussed in detail in

section 7. The control inputs consisted of doublets and

sinusoidal control sweeps The dynamic stability tests

were performed from trim conditions at two airspeeds:

60 and 140 knots calibrated, and the sinosoidal sweepswere conducted at hover and 108 KIAS (table 12). The

control inputs consisted of longitudinal, lateral, direc-

tional, and collective doublets of approximately +1 in.

from the trim positions. The doublet inputs were designed

to have a total duration of 1.0 sec, 0.5 sec/pulse, before

returning to trim. The control was then held for approxi-mately 7 sec, or until corrective control action was

required. To ensure that only the unaugmented aircraftresponse was measured, both stability augmentation

systems and the flight-path stabilization system were

disengaged.

Acoustics

The acoustic data from MRALS was gathered to

serve as a baseline for the more encompassing tests to beconducted during the second phase of the Modern Tech-

nology Rotor program. The test matrix that was flown

during phase 1, as shown in table 13, was therefore

relatively modest. The air-to-air acoustics data wereobtained with the YO-3A Acoustic Research Aircraft

flying formation with the UH-60A, as depicted in fig-ure 16. Three formations, trail, left, and right (fig. 17),

were flown during this portion of the flight-test program.

The trail formation consists of the UH-60 flying 1.5 rotordiameters behind the YO-3A with its rotor hub in the

horizontal plane of the tail-mounted microphone. The left

and right formations are mirror images of each other, withthe UH-60 at 30 ° elevation above and behind the

4

respectivewing-tip-mountedmicrophoneatadistanceof1.5rotordiameters.Theproperaircraftseparationwasobtainedbyusinganopticalrangefinder,whichwasoperatedbyoneofthepilots.Whileinthetrailformation,bothUH-60pilotshadanunobstructedviewoftheYO-3A,thusensuringthatseparationwasconsistent.However,duringtheotherformationsonlythecrewmemberactuallyflyingthehelicopterhadanunobstructedviewoftheYO-3A.It wasthereforenotpossibletousetherangefinderthroughoutthemaneuver;instead,theformationwasheldbyusingvisualreferences.

Support Tes_

Two support tests were conducted as an integral part

of MRALS, a blade-shake test, and a fuselage-shake test.

The blade-shake test was conducted using the instru-

mented Night Hawk blade prior to commencement of

flight testing. The test involved applying forces to the rootend of the blade with a shaker, while the blade was sus-

pended with bungee cords in a vertical orientation. Thetests produced data on mode shapes and natural frequen-cies, which are discussed in more detail in section 6 of

this report and in reference 5.

The fuselage-shake test was conducted by Sikorsky

under a modification to the NASA Langley DAMVIBS

program. This test involved loading the test fuselage to

model the flight aircraft including ballast, fuel, instrumen-

tation, and crew. It should be noted that the test fuselage

was not that of the flight-test vehicle. Final test results and

correlation with NASTRAN predictions are presented inreferences 2 and 6.

4. DATA PROCESSING AND ACCESS

The goal of processing the flight data was to produce

a data base in the proper format for use with the two data

analysis programs, TRENDS (Tilt Rotor Engineering

Database System) and DATAMAP (Data from Aerome-chanics Test and Analytics-Management and Analysis

Package) (refs. 7-9). The data are stored in what has

become known as the TRENDS format. This actually

consists of several different formats, depending on the

types of data. Data are referenced to a specific sensor

(referred to as a mnemonic or item code) and test point(referred to as a counter).

Data-Base Contents

The data base for the UH-60 consists of time-

histories, statistical summaries, harmonics, loads, and

narratives. Each of these is discussed below.

Blade and control loads time-histories are stored at

the full rate provided by the on-board instrumentation

system, but vibration and aircraft-state sensors have been

filtered and decimated. The fuselage accelerometers were

filtered at 60 Hz, with every other data point eliminatedfrom the stored data base. The aircraft-state time-histories

were filtered at 5 Hz, with every other data point elimi-

nated. Time-histories of the engine parameters and many

of the derived parameters were not processed in order to

minimize data storage requirements.

The statistical data base consists of standard and per-

rev calculations. The standard package includes the mean,maximum, minimum, and standard deviation of each

sensor for each counter. The per-rev package includes the

average vibratory, average steady, 95th-percentile vibra-

tory, maximum vibratory, and steady value at maximum

vibratory. The standard package applies the statistical

equations to all of the data for each sensor and to each

counter. The per-rev package, however, first performs thestatistics on the data from each revolution of each sensor

in a counter, then averages those results to produce thevalues for that counter. Detailed definitions of these

statistical data are discussed in reference 10.

The first 15 harmonics are computed and stored for a

select list of parameters and are then included in the database, accessible for analysis. The maximum, minimum,

and mean for each revolution, computed in the per-rev

statistics package, are added to the data base for selected

sensors. This information is presented for each counter as

a histogram and a revolution history (as opposed to atime-history) plot. The narrative data documents the

flights, as to time, place, events, personnel, and test

points, and are an integral part of the TRENDS data base.

Data Processing

The data from MRALS followed a circuitous route

(fig. 18) from the flight tape to the data base. The first

step in the process converted the data from the flight tape

into the standard AEFA compressor format. These format-

ted data were then reprocessed into the TRENDS dataformat as statistics and time-histories. The on-site engi-

neering evaluation team reviewed all data by usingTRENDS, critiquing for data quality and consistency.

Assuming that the quality checks demonstrated good data,

each test point was evaluated for its premier data. The

premier data were defined to be that section of stable datathat best matched the desired test condition. This section

of the data was called the "time slice." Backup tapes ofthe statistical files were made for transfer of the data to

Ames. The time-history slices were then copied to tapefrom the AEFA formatted data, for transfer to Ames by

using the CUTNSAVE routine.

At Ames, the data-transfer tapes were reprocessedusing the FILLER routine to produce TRENDS formatted

data for permanent storage. The processing with FILLER

at Ames produced statistical files and time-histories from

the time-sliced data. Statistical data of the full test points,

from the backup tapes produced at AEFA, were includedin the data base at Ames also.

A part of the data processing was the manual entry

into the data base, through use of the BASKER routine, ofthe related narrative summaries. The narrative summaries

document the flight log, flight descriptions, and maneuverdescriptions.

Data Reviews

The data were processed during the conduct of the

test so that they could be reviewed for data quality and

consistency in near-real time. This included looking for

spikes, band edge, time errors, dead transducers, and

misscalings. Two special programs were used in evaluat-

ing the data processing quality, in addition to TRENDS.

To ensure parity, a program called MERGER was used to

compare the statistical data in the AEFA format with thatin TRENDS. A routine called HAZEL was used to

compare the statistical data from the baseline and current

flights housekeeping points. The results, although not

perfect, are much improved over what they would havebeen without this effort.

The data review was followed by the selection of the

prime data, or time-slice, with reprocessing of those datafrom the AEFA to TRENDS format for inclusion in the

permanent data base at Ames. Each test point consisted of

more data than were required for storage in the data base.

The purpose of the time-slice was to store only those datathat were closest to the desired test condition.

The process of selecting the time-slice involved a

routine in TRENDS called Normalize. Select parametertime-histories were plotted which were first subtracted by

the statistical average and then divided by a predeter-

mined allowable deviation value. An example is shown in

figure 19. The 5 sec of data that appeared to be the steadi-

est, and within the allowable band of+l was selected for

inclusion in the final data base. This technique was notused for transient maneuvers, for these test points were

self-defining and the data were selected accordingly. The

statistical files in the final data base contain two subsets,

the full test-point data and the selected prime-data-time-

slice statistics. When accessing data in TRENDS, the

prime data statistics are the default values.

Data Access

The MRALS data base is resident at the Ames

Research Center's computing facility where it is stored on

an optical-disk data retrieval system. Access to the data

from MRALS is obtained in one of two ways using the

two data access programs TRENDS and DATAMAP. The

program TRENDS provides access of time-history data toDATAMAP from inside of TRENDS, or the data files can

be accessed directly from DATAMAP. The TRENDS

program provides access to all of these various data types,

whereas DATAMAP only provides access to the time-history data base.

5. DATA SURVEY

This section presents samples of every major instru-mentation category for a select subset of test points. The

data are presented as statistical plots versus advance ratio,

and also as time-history and azimuthal plots. The entire

data base resides on the Ames Research Center computing

facility. Statistical data sets of select sensors and derived

parameters are presented for the level-flight speed sweeps,

and for the high-g and dynamic stability maneuvers.

Selected time-histories are presented to highlight the

specific changes shown in the statistical plots. The cycle-

averaged time-history data presented in this report havebeen averaged over several consecutive rotor revolutions.

The consecutive cycles used were those whose control

inputs and aircraft states were the closest to steady state of

the available time-histories. The data presented in the

Speed Sweep subsection have been averaged over 15 con-

secutive cycles; the data presented in the high-g maneuver

section have been averaged over 8 revolutions.

Data Anomalies

In the process of reviewing the data obtained from the

Phase I flight test, several observations were maderegarding data anomalies. All of these anomalies havebeen removed from the user accessible data base. The

anomalies are of the following varieties: excessive spik-

ing; band edge; incorrect scaling bias and scaling factor;

pot slippage; static drift; cross-labeling of several

parameters; and excessive noise.

Where possible, the encountered spikes have been

removed from the data base, using a routine in the

TRENDS data maintenance program. The routine takesthe two end points that bound the spike and replace the

spike with their average.

The data found to contain band-edge have been

flagged and removed from the available data base. As a

result, for a given flight, certain sensors may not beavailable for all counters.

During postflight processing, the conversion from

PCM counts to engineering units was occasionally

assignedthe wrong slope or offset. This has been rectified

by adjusting the stored bias or scaling factor resident in

the data base. The procedure for this is to adjust the bias

by the offset found with the R-Cai value for the affected

flight, or to adjust the scaling factor by the offset found in

the average oscillatory values for the affected flight

compared with a comparable test point on one or more

unaffected flights. These corrections have been quite rare,

occurring only on sensors BE01, BE50, and BN70.

Slippage of the motion pots used on the blade-motion

hardware caused errors in the flap, feather, and lead-lag

measurements. At present, these have not been corrected,

but they have been removed from the accessible data base.

Two aircraft-state variables, roll rate and yaw rate,were found to be cross-labeled, and that problem has been

rectified. Aircraft angular accelerometer measurements

were excessively noisy during much of the flight programand have been removed from much of the data base. All

data that have been found to be excessively noisy have

been filtered, where possible, and removed, where

filtering was not possible.The aircraft was instrumented with two tail-rotor

torque gauges, for historically this has been a troublesome

parameter to maintain, principally because of the high

wear rate of the tail-rotor slip rings. On most of the

flights, this parameter gave incorrect results. A correlation

of these data with previous test data has been performed.

Figure 20 presents the composite curve that gives the best

estimate of what tail-rotor torque should be for a speed

sweep.

Sensor Limitations

Each of the sensors included in MRALS have

capability limitations that restrict their application. The

more subtle of these will be discussed here. Applicable

dimensions are provided in appendix A.

The LASSIE low-airspeed data system (VX03,VY03, VZ03) measures the longitudinal, lateral, and

vertical velocity of the air mass under the rotor. It was

calibrated in the low-speed flight regime only, out to 50

knots. Any attempt to use this sensor in any other flight

regime will yield incorrect results. In addition, the datastored in the data base are the raw values, not thecalibrated values. The calibrations were used in the

computation of the true airspeed (VTRU) only.The aircraft-state measurements relative to the center

of gravity (c.g.) were, of necessity, not measured at the

c.g. Their exact locations are given in appendix A. These

measurements must be adjusted when used in analysis, in

order to compensate for the physical offset.

The aircraft angle of attack and sideslip vanes mea-

sure the local angles, not the angles at the c.g. Hence, they

include moment-arm components that arise as a result of

pitch and yaw rates. The physical dimensions of the

instrumentation boom sensors are given in appendix A.

These measurements must be adjusted when used in

analysis to compensate for the unwanted additional

components.

Speed Sweep

Figures 21 through 28 present the statistical mean

values of control positions, main-rotor torque, coefficients

of thrust and power, and advancing-tip Mach number for

all test points of the speed-sweep subset, at all three air-

craft gross weight configurations. These plots present theeffects of the gross weight change and the consistency of

the test points. Figures 29 through 38 present aircraft-state

data taken at CT/t_ = 0.09 only. Figures 39 through 47

present blade, control, and pitch-link loads. They each

consist of two plots: the top one presents the mean value

and the bottom one presents the average oscillatory val-

ues. The figures presenting statistical values are followed

by figures of time-history data. Figures 48 through 51 pre-

sent normal blade bending at 50, 60, and 70% radius, and

push-rod load versus rotor azimuth, respectively. A list of

advance ratio, angle of attack, angle of side slip, and

engine torque for these counters is presented in table 14.

Figures 52 through 55 present the average oscillatory

values of the vertical accelerometers at the pilots seat,

main-rotor hub, vertical tail, and right aft cabin, locations.

Figures 56 and 57 present the vertical and lateral

accelerometer average oscillatory data for the rightforward cabin station.

High-g Turn

Maneuver data were recorded with the aircraft

ballasted for CT/t_ = 0.09 and 0.10 in level flight at the

test pressure altitude of 9,000 ft. This section presentsdata of selected sensors from the 0.09 CT/_ configured

aircraft. Figures 58 through 60 present summary plots of

advance ratio versus aircraft normal loading, pitch attitude

versus bank angle, and aircraft normal loading versus

bank angle, respectively. Figures 61 through 80 present

plots of statistical mean and vibratory versus advance

ratio of the high-speed maneuver points. Each plot

contains the relevant level flight loads and loads obtainedin both left and right turns at the indicated g loading. The

values presented here are not the statistical values residenton the data base at Ames. The exact test condition of

interest lasted only several seconds; however, the storedstatistics in the data base are for the entire stored time-

slice of up to 10 sec. The events preceding and followingthe desired condition have been retained in the stored

time-histories, in order to give the researcher the best

understanding of the exact state of the aircraft during the

maneuver.Thestatisticspresentedherehavebeencom-putedfromthestoredtime-historiesandrepresentthat2-sec-timeperiodwhentheaircraftwasnearestthespeci-fiedconditionandwassteady.Thetime-intervalsusedareincludedin table15.Time-historyplotsofselectedsensorsarepresentedin figures81through85.Thetime-historiesareplottedversusrotorazimuthasdiscussedabove.

Doublet

For this report, two examples of the aircraft's

response to doublet inputs are presented: a 60-knot

(calibrated) longitudinal doublet and a 140-knot(calibrated) directional doublet. The trim conditions foreach of the doublet maneuvers are shown in table 16.

Time-histories of the aircraft's control positions, attitudes,

rates, and accelerations are shown in figures 86 through

90 for the longitudinal doublet and in figures 91 through95 for the directional doublet.

6. INVESTIGATIONS

This section discusses various phenomena observed

in the data survey just presented. A summary discussion

of a gust-alleviation study known as individual blade

control (IBC) is also presented. The following discussions

will often refer to the figures presented in the precedingsection.

Performance and High-Speed Limits

One of the principal interests in conducting this test

was that of the power train and structural limits encoun-

tered in high-speed flight. The particular structural limitsof interest are the rotor-control and blade loads. The data

presented in figures 24, 25, 28, 37, and 38, in section 5,show the increase in the power train loads as speed is

increased. The component limit is defined for this test as

that speed at which the slope of the curve increases. The

particular curve of interest, that is, average or oscillatory,

depends on the sensor. The oscillatory curve is used todefine the limit for structural hardware, such as rotor-

control loads. The average curve is used for power train

components. This definition of the term "limit" does not

involve component life, as is usually the case.The data presented in section 5 (figs. 39 through 47)

show the increase in these loads as speed is increased, for

CT/C = 0.09. Figure 39 shows pitch-link load, both aver-

age and oscillatory, versus advance ratio (p.). The mean

loading is bell-shaped, with the peak occurring aroundIa = 0.18. The high-speed end, 0.35 and greater, is

relatively flat and, not coincidentally, that portion of the

speed sweep conducted in a powered descent. The V h forthis data set resulted in an advance ratio of 0.38.

The plot of average oscillatory load is characterized

by a slight positive slope out to _t = 0.3 where the curve

slope increases sharply. The curve flattens out slightly just

past the point of maximum level flight, where the aircraftbegan its powered descent. The curve then increases in

slope to a value greater than that before the aircraft began

its powered descent.

The corresponding time-history plots for pitch-link

load are presented in figure 51. The plots are presentedwith rotor azimuth on the abscissa and with a conven-

tional orientation of zero over the tail boom. Each plot can

be divided into the following four quadrants: first, 0 ° -90°; second, 90 ° - 180°; third, 180 ° - 270°; fourth, 270 ° -

360 ° . The statistical summary data for the counters

present in these time-history plots are listed in table 14.

The loads approach zero at 60 ° and 150 ° azimuth,

and reach a maximum negative value at 215 ° and 300 °azimuth at an advance ratio of 0.096 (counter 1708). The

negative peak is in the fourth quadrant and just exceeds1,000 ft.lb. The smallest values at this speed are

approximately one tenth the peak value.

As the speed increases to an advance ratio of 0.197

(counter 1704), the zero approach in the first quadrant has

become a slightly positive peak and has moved from 60 °

to 45 °. The zero approach at 150 ° has disappeared alto-

gether. The negative peak at 215 ° has increased in valueand shifted to 200 ° . The second negative peak has

decreased in magnitude but has not shifted azimuthally.

At an advance ratio of 0.314 (counter 1717), the first

quadrant positive peak has moved from 45 ° to 35 ° with no

increase in value, and the negative peak at 200 ° has

moved to 160 ° with a nearly 50% increase in value. The

negative peak in the fourth quadrant has shifted to the

third quadrant, to 255 °, and has increased to more than its

original value at the slowest speed presented.At an advance ratio of 0.395 (counter 3016), the

amplitudes have continued to increase and the peaks have

continued to shift. The positive peak in the first azimuthal

quadrant has continued its shift to 20". The large negative

peak in the second quadrant has continued to grow inmagnitude and has rotated to 150 ° . The negative peak in

the third quadrant has narrowed, but otherwise remains

much the same. A new positive peak is now present at

300 ° in the azimuthal location of the largest negative peak

at 0.0961.t.

The highest speed presented here, 0.460_(counter 3011 ), has several new peaks that were not

previously apparent, most notably at 90 ° and 240 °. Thefirst is a negative peak, and the second is a positive peak.

Of the peaks that carry over from the lower airspeeds,

only the ones in the second and fourth quadrants have

significantlychanged.Thesecond-quadrantpeakhasincreasedbyabout30%andhasreverseditstrendinazimuthalshiftfrom150°to175°.Thefourth-quadrantpeakisnowthelargestpositivepeak,800ft.lb,withminimalazimuthalshiftencountered.

Thecounterlistedintable14areshownin thefrequencydomainratherthaninthetimedomaininfig-ures96through100.Theresultsshowthatonlyforthelow-speedandthevery-high-speedcasesistherealarge4/revcontenttothesignal.Theotherflightconditionsresultinthe4/revcontentbeingthethirdmostprominentcomponent,alwaysslightlygreaterthanthe3/rev.

Thephaserelationshipofthefrequencycontentofthe4/revisshowninfigure101,asphaseangleversusadvanceratio.Thephaseangleisdefinedhereastheazimuthaldeltabetweenpitch-linkloadpeakvaluesfoundfromusingabandpassfiltertoisolatethe4/revcontentofthedatainfigure51.Thesymbolsdenotetheloadpeakofazimuthalquadrantpairs,forexample,thedifferencebetweentheloadpeakinthefirstandsecondquadrants.Itcanbeseenthatthephasesofjustoverhalfofthequad-rantpairsarenominally90°,therestbeingnearly10°eithersideof90°.

Thephaserelationshipsofthe4/revtothe1/revcom-ponentasfunctionsofairspeedarepresentedintable17.Theinformationpresentedherehasbeennondimentional-izedtoapercentageofacompletecyclewhereal/revcycleisreferencedto4.300Hz,anda4/revcycleisrefer-encedto17.200Hz.Thecolumnsarethedifference,inpercentofacycle,thatexistsbetweentheslowest-speedcounterandthefourhigher-speedcounters.Thel/revisrelativetothenegativepeakat260°, andthe4/revisrela-tivetothenegativepeakat208°.Theresultsshowthatthespeedincreaseresultsinanincreaseinphaseshiftofboththel/revand4/revsignals.Thenegativesignindicatesthatthepulsesareoccurringearlierinthecycleasthespeedincreases.Theamountofphaseincreaseofthe4/revoverthel/revissignificant.

Themostobvioussourceofthe4/revloadingistheswashplatetransmittingloadfromtheotherthreebladestothepitchlinkof thefourthblade.If thiswerethesourceofthe4/revloading,thephaseangleatallairspeedswouldbeexpectedtobe90°,becausetheswash-plate-to-bladephysicalrelationshipisfixed.However,asfig-ure101shows,thephaseangleisnear90° inonlyhalfoftheincidences,andtheremainingarenearly10° outofphase.Itwouldbeassumedthatthephaseshiftduetoairspeedisconstantbetweenblades.Therefore,thesummedloadsfromthefourbladesthatareseenbythepitchlink,shouldshiftinphaselikethoseofthesingleblade.However,asseenintable17,thisisnotso.Thereisnoobviouscorrelationbetweenthe4/revandl/revcomponentsofthepitch-linkload.

Thenon-orthogonalalignmentofphaseanglesbetweenthe4/revpeaks,aswellastheinconsistentphaseshiftwithairspeedbetweenthel/revand4/revsignalcomponents,castsdoubtontheotherbladesasthesourceofthehigherharmonicloading.Thisleavesaerodynamicloadingasthenextlogicalcandidate.However,thisrequiresamoredetailedanalysisthancanbepresentedhere,andisleftforaseparatein-depthstudy.

Maneuvering Limits

Figure 59 shows that the aircraft pitch attitude

required to perform the turns to the right was consistentlymore nose-down than for the turns to the left. With the

exceptions discussed below, there is no conclusive indica-

tion that the direction of the turn results in higher or lower

structural loads. The effect of building load factor by

performing wind-up turns to the left versus to the right

can be observed in figures 61 through 80. The following

sensors do show indications of higher loads: blade normal

bending at 0.70 r/R (BN70) vibratory; pitch-link load

(BP00) average; and forward stationary control load

(MR00) average. The increase in loads occurs at 1.9 g for

all sensors, except MR00, where it occurs at all but 1.3 g.It is not certain how much of the load increase is due to

the direction of the turn and how much to the increased

nose-down pitch attitude.

The data from the maneuvering flights presented in

section 5 is reformatted in figures 102 through 106. Each

figure consists of both averaged value and vibratory,

plotted against advance ratio. Each plot contains families

of curves grouped by load factor. Each family is denoted

by a symbol and a curve. The curves have no rigorousmathematical basis; rather they are only an aid in visualiz-

ing the trends present in the data. The symbol labels

represent the approximate mean load factor, and arerounded off, more to ensure an even increment than to

accurately depict the load-factor distribution. There ismuch data scatter in this data set, a result in part to the

complexity of achieving the test points, and in part to the

categorization of the data points for presentation purposes.

The effect of increasing load factor on the averagednormal blade bending (BN70) is greater than the effect of

increasing advance ratio, as shown in figure 102. Thesame is not the case for the vibratory normal blade bend-

ing, however, since the response to both load factor and

speed is relatively linear. The result is that the vibratory

response of the rotor in level flight at an advance ratio of

0.45 is equivalent to sustaining 1.9 g at an advance ratio at

0.375, whereas the steady response at these two flightconditions results in an increase of 200 ft.lb.

The effect of load factor versus speed on the averaged

and vibratory pitch-link load (BPO0) is that the load factor

is an order of magnitude more sensitive (fig. 103). The

vibratoryresponsetoairspeedincreaseappearstobereasonablylinear,whereastheaveragevalueseemstoreachamaximumandthendecreaseasspeedincreases.Thereis littleeffectonthevibratoryresponsebetweenlevelflightand1.3guntilspeedincreasespastanadvanceratioof0.4.Theaveragevalueresponsetoload-factorincreasefrom1to 1.3gissignificantlylesssensitivethanthecorrespondingincreasefrom1.3to1.5g.Thereisasignificantincreaseinloadatboth1.5and1.7gatanadvanceratioof 0.375,whicheffectsboththeaverageandthevibratory.Thiseffectisprominentinallsensorspre-sented,withtheexceptionofthenormalbladeloadat70%radius.Theramificationsofthisobservationarenotyetfullyunderstood.

Themain-rotorstationaryforwardcontrolload(MR00)is,likethepitch-linkload,moresensitivetoloadfactorthantoairspeedinbothitsaverageandvibratory(fig.104).Theaveragevalueincreasesinsensitivitytoloadfactorwithincreasedairspeed,andthesensitivitytoloadfactordecreaseswithairspeedforthevibratory.Thiscomponent,aswiththepitch-linkload,isnotsensitivetoloadfactorfrom1.0to1.3g.Sensitivityincreasesmarkedlyastheg-levelincreasespast1.3.

Themain-rotorstationarylateralcontrolload(MR01)ismoresensitivetoloadfactorthantoairspeedinbothvibratoryandaveragevalue(fig.105).Theaveragedecreasesastheloadfactorincreases,changingtoaposi-tivevalueat1.9g.Thesensitivityofvibratorylevelstoloadfactordecreaseswithspeedincrease.

Themain-rotorstationaryaftcontrolload(MR03)ismoresensitivetoloadfactorthantoairspeedonlyfortheaveragevalue,asshownbyfigure106.Thevibratorylevelismorebalancedbetweenloadfactorandspeed.Theresponsetothehigh-gcondition,withtheexceptionofla=0.42,is insensitivetospeed.Theeffectofloadfactorisminimalfrom1to1.3gforthevibratory,althoughthisisnotsofortheaveragevalue.

ThevibratorycurveofMR01inlevelflightisfiatoutto_=0.4,wheretheslopeincreasesmarkedly.Theload-limitslopechangeforMR03alsooccursnearI.t=0.4,whereasthelimitforMR00appearstobedelayeduntilnearla=0.42.Theremainingsensorspresenteddisplaynosuchapparentslopechange.

Vibration

The sample of data presented in figures 52 through 57contains average vibratory levels for pilot floor, right-forward and aft-cabin floor, vertical tail and main-rotor

hub vertical sensors, and the right-forward cabin lateral

sensor. The data include steady-state dives and climbs at

constant power, and show several trends that are of inter-

est. The first is as expected; vibratory load increases

exponentially with airspeed. These loads are thought to be

caused by the rotor high-speed phenomena of compress-

ibility and dynamic stall. The increase in vibratory load atthe transitional advance ratios of 0.05 to 0.15 are also seen

in the data. This is caused by rotor-wake interference. The

data from the climbs and dives generally fall on top of the

level-flight data. This indicates that the angle of attack ofthe aircraft has a small influence on vibration levels.

Finally, near hover the data show a fair amount of scatter.

The reason for this phenomenon, discussed further later inthis section, is unknown at this time.

A harmonic analysis was also performed and saved inthe data base for the 18 accelerometers. Harmonic data are

useful in helping to identify sources of vibratory excita-

tion. Figures 107 through 114 show a few examples of

this type of data. The data include the 4th, 8th, and 12th

harmonics plotted versus advance ratio for the pilot floor,

vertical tail, right-forward cabin floor, and the vertical hub

accelerometers. The three fuselage accelerometer plots

show increasing vibratory levels for all harmonics with

increasing advance ratio. However, the 4/rev harmonic ofthe main-rotor hub is at a minimum at these advance

ratios. This points to a different source of vibratory excita-

tion for the 4/rev component of the main-rotor hub than

for the fuselage. It is also interesting to note that the two

vibratory levels at the low advance ratios (near hover)mentioned above, are also visible in the 4/rev harmonic

content of all the accelerometers presented here. These

data suggest that the different vibratory levels at the lowadvance ratios are related to a 4/rev phenomenon.

Dynamic Stability

The dynamic stability tests were conducted to obtain

high-quality flight-test data that could be used for simula-

tion validation, preliminary control-system design, and

parameter identification of six-degree-of-freedom (DOF)

rigid-body dynamics. The input profile selected for thesetests was the doublet, as described in section 3. The

doublet profile was chosen to excite the high-frequency

(short-period) dynamics of the helicopter, while maintain-ing a reasonable range of aircraft body attitudes. Limitingthe aircraft excursions from trim allows the use of linear

analysis techniques with reasonable confidence. It alsoreduced the risk of an unscheduled "E-Ticket" ride.

As seen in figures 88(a) and 88(b) the helicopter

change in attitude caused by the 60-knot longitudinal

doublet was less than +2 ° in all axes, followed by diver-

gence. The divergence initially began in pitch and wasfollowed immediately by roll and yaw axes divergence.

This divergence was undoubtedly caused by the phugoid

mode, which is unstable at these flight conditions for the

unaugmented UH-60 helicopter.

For the 140-knot pedal doublet, the deviations from

trim attitude caused by the input were less than +10 ° in all

10

axes,asshowninfigures 93(a) and 93(b). Although there

were initially much greater forces and displacements at140 knots than at 60 knots, the aircraft diverged more

slowly because the phugoid mode is much less unstable at

the higher airspeed.

Another rigid-body mode is readily observed in the

yaw-rate response to the pedal doublet shown in fig-ure 94(b). The mode evident is clearly the Dutch roll

mode and is stable. Analysis of the yaw-rate responseprovides a rough estimate of the Dutch roll mode charac-

teristics. The mode is described approximately by theroots _ = -0.20 sec :t: 1.63i rad/sec (COn= 1.64 rad/sec,

= 0.122). A perturbation analysis was performed, prior

to the flight testing, using the Gen Hel Simulation pro-

gram (ref. 11), for purposes of comparison. This lateraldecoupled solution predicted a Dutch roll root of

= -0.22 sec 5: 1.47i rad/sec (tOn = 1.49 rad/sec,

= 0.148), which agrees very well with that estimated

from the flight-test data.

To investigate the consistency of the flight-test data,comparisons were made of attitudes and rates. The two

types of comparisons that were made are shown in

figure 115 for the 60-knot longitudinal doublet and in

figure 116 for the 140-knot pedal doublet. Figure 115(a)

shows the time-derivative of the measured pitch attitude(d0/d0 compared with the estimated d0/dt based on other

flight-test measurements and calculated from the Euler

rate equation:

d0/dt = q cos t_ - r sin

where q and r are the angular body rates in pitch and yaw,respectively, and t_ is the instantaneous aircraft roll atti-

tude. The two curves show excellent agreement, with avery slight amount of bias evident between the twocurves.

The comparison of"measured" and estimated d_/dt isshown in figure 115(b), with the estimated valuecalculated from

d_/dt = p + tan 0(r cos _ + q sin t_)

where p is the roll rate. The two curves are virtually iden-

tical, with no apparent phase or magnitude shift. Fig-

ure 116(b) shows the same comparison for the pedal

input, and a similar correlation is evident.

Figure 116(a) shows the comparison of measured andestimated dWdt with the estimated value calculated from

dv/dt = sec 0(r cos t_ + q sin t_)

where ¥ is the aircraft heading angle. Again, it is seen that

the two responses exhibit nearly identical behavior.

Although these curves demonstrate that the aircraft

attitudes and body rates are all consistent, they do notform the basis of an exhaustive effort to determine all

scale and bias errors present in the flight-test data. It is

recommended that these data be more closely examined

using state-estimation techniques, or other kinematic

analysis tools prior to detailed dynamic investigations.

Individual Blade Control

The individual blade control (IBC) investigation was

conducted as part of a cooperative agreement with theMassachusetts Institute of Technology. This section will

give a basic description of the IBC concept and sample

results obtained from this flight test. A more complete

analysis and description of this investigation may befound in reference 12.

In a true IBC scheme, each blade would be controlled

independently through use of individual, high-bandwidth

actuators located in the rotating system. The controller

would consist of several subsystems and be designed in a

modal fashion where each subsystem would be fine-tuned

to a particular frequency application. The controller woulduse feedback signals from sensors mounted on each blade

to determine the required control inputs. The true IBCsystem is therefore very flexible, and allows the control of

dynamic phenomena that occur at any frequency,

regardless of the rotor rotational speed.

However, it is also possible to use a conventional

swashplate to control certain multiples of the rotor

frequency. In a four-bladed rotor system, for example, the

0P to 1P and 3P to 5P harmonics can be controlled using a

swashplate, thus allowing a type of"pseudo" individual

blade control. This pseudo IBC can then be used to

control many of the undesirable dynamic effects inherent

to a four-bladed helicopter, since they occur at the rotor

harmonics listed above. Examples of these undesirableeffects include gust response (0P to 1P) and vibration (IP

and 4P). The IBC investigation is presently focused on the

low-frequency gust alleviation system. This system would

require feedback of the 1P blade flapping acceleration,

rate, and displacement, and a controller optimized for the0P to 1P range.

The purpose of this flight test was simply to demon-

strate that blade-mounted sensors (accelerometers) could

potentially provide accurate feedback signals to a

controller. This flight test was entirely an open-loop

experiment, with no controller or control-system interfaceinstalled on the aircraft.

Two miniature accelerometers were placed on theinstrumented Night Hawk rotor blade as shown in

figure 117. The design range of the root accelerometer

was _+5g and the range of the tip accelerometer was

_+250 g. The accelerometers were mounted along the blade

feathering axis, with their sensitive axis approximately

parallel to the main-rotor shaft. To account for blade-pitchchanges, the accelerometers were mounted on the blade at

an angle that would represent an average collective

position in flight.

11

Figures118 and 119 show the time-history and

frequency response of the root and tip accelerometers at

80 knots. The root accelerometer displays more high-

frequency content than the tip accelerometer. This is

likely a result of the combination of a more sensitive

instrument (15 mV/g at the root vs 1 mV/g at the tip), andmuch lower overall acceleration levels at the root.

In order to use these accelerations as feedback signals

to a gust-alleviation controller, the flapping position andacceleration (15 and 15") must be determined. The most

elementary model of blade motion assumes a totally rigid

blade. Only steady and IP rigid-flapping motion remain in

this simple approach; 15" and 15may then be easily calcu-

lated using the blade accelerometer information by

15"= [rra t - arr t ] / [e(r t - rr)]

15= [(e - rr)a t - (e - rt )a r ] / (_2e(rt - rr)]

where

arat

rr

rte

root acceleration

tip accelerationradial location of root accelerometer

radial location of tip accelerometer

blade-hinge offset

The blade accelerations must be filtered to the

frequency range of interest, which in this case is approxi-mately 1P (4.3 Hz) before they can be used. Figure 120

shows the relative root- and tip-accelerometer response at

80 knots for an average of four rotor revolutions. These

data were processed with a 5-Hz convolution filter.

Comparison of the accelerometer responses reveals that

there is a significant phase difference between the root

and the tip signals. The tip response apparently leads the

root response by approximately 42 ° of rotor azimuth at

the 80-knot flight condition. Analysis of other flight

conditions shows that various degrees of phase shift existat all airspeeds and rotor Ioadings. Figure 121 shows the

blade flapping based on the accelerometer measurements,

including the phase shift.

The existence of the phase difference between theroot and tip accelerations is not completely unexpected

when one considers that the blade is not rigid and that it

behaves elastically in flight. However, this phase differ-

ence does cause a problem when computing 15and 15"

from the simple equations above, which do not consider

any elastic motion. The two accelerometer signals would

have to be phase-aligned in order to correctly calculate 15

and 15" for the rigid-flapping case. However, shifting the

phase of the signals will complicate any controller design.

Since the phase differences are not constant with airspeed,

additional inputs to the controller are required, and gains

must be scheduled for airspeed.

A possible alternative to the current root-tip sensor

locations, which may help reduce the phase-shift problem

caused by blade bending, would be to move the tip

accelerometer inboard. By placing the two accelerometersclose together and near the root of the blade, bending

effects would be greatly reduced, and the subsequent

phase problem would be eliminated. However, this

arrangement would only work for rigid-flapping estimates

used in gust alleviation or handling-qualities-typeimprovements. Any consideration of vibration reduction

would require a minimum of four sensors at various radial

locations in order to estimate the first flatwise bendingmode.

Another major problem is the rigid-blade model

itself. A completely rigid-blade model is far too restrict-

ing, and does not physically represent the blade dynamics

in flight. It is, therefore, recommended that to more

accurately model the flapping motion, at least the first

elastic bending mode be considered in the bladedynamics.

Blade-Shake Test

A part of the UH-60 phase 1 test documentation

includes a modal analysis shake test, preformed during the

summer of 1986, of the Night Hawk instrumented blade.The shake test was conducted to accurately document the

dynamic characteristics of the instrumented blade. The

results have been compared with the blade as modeled for

the prediction codes that are used in correlation studies

with the flight-test data. The blade-shake test was

conducted to simulate a free-free boundary condition.

This was accomplished by suspending the blade vertically

from the root end by means of bungee chords. A shaker

attached to the blade by a thin stinger at the blade root

was anchored to the support structure.The results of the test are reported in reference 5;

they include the frequencies, damping, and mode shapes

of the first five flapping modes, two chordwise modes,

and two torsion modes. Table 18 shows the frequenciesand damping measured during the test. Figure 122

presents the first and second flapwise mode shapesobtained from the test.

Low-Speed Data Scatter

A recurrent feature found in nearly all of the speed

sweep plots, figures 21 through 47, is a split in the data at

the low-speed end. This split is present in all three CT/Odata sets and has been a subject of much study during the

data evaluation phase of this program. Figure 123 presents

pitch-link load time-history data plotted versus main-rotor

azimuth, with data from both sides of the data split. It isreadily seen that the wave forms of the two subsets are

12

distinctlydifferent,thefrequencycontentisdifferent,andthereappearstobeaphaseshiftaswell.Selectstatisticalaircraft-statevaluesforthesecountersarepresentedintable19.Therehasbeennoacceptablephysicalexplana-tionforthisoccurrence,andnoevidencehasbeenfoundtoindicateamalfunctionoftheinstrumentationsystem.Becausethedatacannotbediscounted,theyhavebeenretainedinthedatabase,andprovideaninterestingareaforfurtherstudy.

7. PREDICTIONS

One of the primary purposes of MRALS was to

obtain quality data for use in correlating with predictionsfrom several comprehensive analytical computer codes,

notably the Comprehensive Analytical Modeling of

Rotorcraft Aerodynamics and Dynamics (CAMRAD)

(refs. 13 and 14)and C-81 (refs. 15 and 16). NASA also

has a modified analysis code originally developed by

Sikorsky Aircraft called Gen Hel (ref. 1 I), for which aBlack Hawk model is available.

A workshop with industry participation was

conducted for the purpose of introducing the MRALS database. As a part of the workshop, manufacturers were

contracted to predict pitch-link loads using prediction

tools of their choice for comparison with the high-speed

test points. Predictions were also made by NASA using

CAMRAD. The results of the prediction efforts are

presented in figure 124. With the exception of company

No. 2, the results were not especially accurate. It should

be noted that the test points being modeled are high speed,

and were obtained in a dive. This introduces many

variables, which, if improperly accounted for, couldadversely affect the correlation.

An inhouse correlation study of CAMRAD and theMRALS data has been undertaken (ref. 17). The effort

focuses on structural blade loads; an example of the

results is presented in figure 125.

8. CONCLUDING REMARKS

It is the intent of this report that it serve not only as adata survey, but also as the reference source for all

matters relating to the Modern Rotor Aerodynamic Limits

Survey (MRALS). As such, in addition to the presentation

of sample data, this report contains detailed descriptions

of the instrumentation, test hardware, and test proceduresused during the test, as well as brief descriptions of the

pertinent data formats and data analysis tools. Six

appendixes have been included in the report so as to

complete the documentation on the first test phase.

The sample data presented here include examples of

all the various sensor types for a speed-sweep from hover

to Vne at a CT/C of 0.09. The data are presented as plotsof statistical averages versus advance ratio, and azimuthal

and time-history plots. The data base has been rigorouslyreviewed for errors, and all detected errors have been

removed. The data have been reviewed from the perspec-

tive of various technical disciplines, including dynamic

stability, vibration, and maneuver and high-speed loads.The more prominent aerodynamic and dynamic phenom-

ena found in the data have been discussed. In addition, a

gust-alleviation concept, individual blade control, wasreviewed, and the details of a blade-shake test aresummarized.

The data base currently resides on the Ames Research

Center computer complex. Access to the data can be

obtained in many ways. Among them are interactive use

of either TRENDS or DATAMAP on the host computerthrough a remote modem, transfer of selected data subsets

in the TRENDS format via digital tape, or transfer of

digital tapes containing harmonic tables stored in aNASA-specified format.

The data obtained from MRALS are currently being

used in correlation studies with several comprehensive

rotorcraft codes, including CAMRAD, C-81, Gen Hel,

and CAMRAD/JA. An industry/academia/governmentworkshop was held in June 1988 to introduce the data

base to potential users. The workshop involved hands-on

sessions with TRENDS and DATAMAP, a review of

industry predictions of pitch-link loads, and a review of

the flight-test program.

This first phase is the beginning of a comprehensive

program to document the physical, aerodynamic, and

dynamic characteristics of the UH-60. It is to be followed

by a second phase which includes extensive airloads,

much more thorough blade loads, blade vibration, hub

impedance, control loads, and a more thorough fuselage

vibration survey. A third phase is planned for an entryinto the National Fullscale Aerodynamic Complex

(NFAC), that will complement the flight data with tunnel

testing. A rigorous fuselage-shake test of the flight vehicle

is planned to follow the specific in-flight vibration test

matrix. The goal of the program is to provide a single

complete, accurate, documented data base for use in

understanding basic helicopter phenomena, and for

correlation efforts with advanced predictive codes.

Ames Research Center

National Aeronautics and Space AdministrationMoffett Field, CA 94035-1000

January 1, 1992

13

APPENDIX A. UH-60A AIRCRAFT DESCRIPTION

The dimensions and pertinent characteristics of the

Black Hawk test aircraft are presented here. The informa-

tion is organized by airframe, vehicle weight, main rotor,

tail rotor, rotor speeds, gear ratios, and engine data. In

addition, the rigging information for both the main and

tail rotors, and rotor azimuth references are presented. The

aircraft stations, waterlines, and butt lines are presented,as are the main and tail rotor azimuthal orientations

relative to the position sensors.

Airframe

Length

Maximum (rotor blades turning)

Fuselage (nose to vertical tail)Main-rotor to tail-rotor clearance

Width

Main-rotor blades turning

Main landing gear

Height

Maximum (tail-rotor blades turning)

Main-rotor ground clearance (rotor stopped)

Approximate moments of inertiaIxx = 4659 slug-fi 2

Iyy = 38,512 slug-ft 2

Izz = 36,796 slug-ft 2

Ixz = 1882 slug.ft 2

Horizontal stabilator

SpanRoot chord

Tip chord

Aspect ratioAirfoil section

Sweep at quarter chordDihedral

Incidence travel (relative to WL)

Taper ratio

Area (total)

Vertical tail

Span

Aspect ratio

Taper ratio

Sweep at quarter chordAirfoil section

Incidence angle (relative to BL)

Area (total)

64 ft, 10 in.50 ft, 0.75 in.2.8 in.

53 fi, 8 in.

9fi, 8in.

16fi, 10in.

7fi, 14in.

172.6 in.

44.0 in.

30.5 in.4.6

NACA 0014

0o

0 o

-38 ° +4 ° to 8° + 2°

1.8745.0 ft 2

8 fi, 2in.1.92

1.62341 °

NACA 0021 to 65% span, 7° trailing edge camberon lower section

0o

32.3 ft 2

P[_!llCal_4._r_ P._._L,J__{._,;,K NO.} FtLtII_,.b

15

Airframe (continued)

Gross weightMaximum alternate

Empty weight

Primary mission

Fuel capacity

Control stick ranges

LongitudinalLateral

Collective

Pedal

20,250 lb

10,750 lb

16,455 lb

364 gal

0 - 10.0 in.

0 - 10.0 in.

0 - 10.0 in.

0 - 4.92 in.

Rotors

Main rotor

Number of blades

Diameter

Main-rotor locationBlade chord

Blade twist (equivalent linear)

Blade-tip sweep

Tip sweep pointBlade area (one blade)Geometric disk area (total)

Geometric solidity ratioAirfoil section distribution (SC 1095)

Airfoil section distribution (SC1095R8)

Airfoil section distribution (SC1095)

Thickness

Main-rotor mast tilt (forward)

Blade aspect ratio

Flapping rangeBlade static droop stop

Blade flight droop stop

Hub precone

Hub prelag

Tail rotor

Number of bladesDiameter

Tail-rotor location

Blade chord

Blade twist (equivalent linear)

Blade area (one blade)

Geometric disk area (total)

Geometric solidity ratioAirfoil section

Thickness

Aspect ratio

Cant angle (from vertical)

4

53 ft, 8 in.341.2 FS 0.0 BL 315.0 WL, in.

1.73 ft/1.75 ft

-18"

20 °0.9286r/R

46.7 ft 2

2262 ft 2

0.0826

0.1304r/R-0.4658r/R

0.4969r/R-0.8230r/R

0.8540r/R- 1.0000r/R

9.5 %

3°

15.4

-6 ° to 25 °

--0.5 °_6 °

8°

7 °

4

lift

732.0 in. FS, 14.0 in. BL, 324.0 in. WL

0.81 ft

-18 °4.46 ft 2

95 ft 2

0.1875

SC1095

9.5 %

6.79

20"

16

Rotors (continued)

Rotor speeds

Main rotor rpmMinimum

Normal

Maximum

DesignTail rotor rpm

Minimum

Normal

Maximum

DesignGear ratios

Main transmission

Input bevelMain bevel

PlanetaryTail takeoff

Generator acces.

Hydraulics acces.

Intermediate gearbox

Tail gearbox

Engine to MR

Engine to TRTR to MR

Rotational speeds at 100%Main rotor (NR)

Power Turbine (NP)

Gas Producer (NG)

Power on

234.7

245.0 to 260.5

275.9

257.8

Power on

1082.7

1130.3 to 1201.7

1273.1

1189.8

Input rpm

29,900.05747.5

1206.3

1206.3

5747.5

11,805.74115.5

3318.9

20,900.0

20,900.01189.8

257.89

20,900

44,700

Power off

232.1

232. I to 270.8

283.7

Power off1070.8

1070.8 to 1249.3

1308.8

I/O ratio

3.6364

4.7647

4.6774

0.2931

0.4868

1.6429

1.2400

2.7895

81.0419

17.5658

4.6136

Engine description

Model

Rated power

CompressorCombustion chamber

Gas generator stagesPower turbine stages

Weight (dry)

LengthMaximum diameter

Engine rotationFuel

T700-GE-700

1553 shp sis at 100%

5 axial stages, 1 centrifugal

Single annular chamber, axial flow2

2415 lb

47 in.

25 in.

Clockwise (aft looking fwd)JP-4 or 5

17

Instrumentationlocations

Sensor FS,inches BL,inches WL,inches

Alphavane 116.5 19.7 208.0Betavane 112.0 25.7 214.0LASSIE 248.0 73.0 270.0Boomairspeed 97.0 25.7 208.0Pitchattitude 389.25 219.45 -3.69Rollattitude 389.25 219.45 -3.69Heading 388.0 222.58 +4.0Pitchaccelerometer 390.25 215.7 +8.75Rollaccelerometer 396.0 224.83 +5.5Yawaccelerometer 393.69 218.45 0.0Pitchrate 393.38 218.45 +6.0Rollrate 393.38 218.45 +6.0Yawrate 393.38 218.45 +6.0CGverticalaccelerometer 396.12 231.45 +6.88CGlongitudinalaccelerometer 396.12 233.2 +5.25CGlateralaccelerometer 395.62 231.45 +5.0A/CCG 361.0 251.0 0.0

Main-rotor rigging

Flight control position Swashplate tilt

Coil Long Lat Pedal Long Lat

Collective

blade pitchat root

Low * * * -8.7 -2.1 9.6

High * * * -4.2 -3.3 24.3Low Aft Lt * -9.4 -7.4 8.8

High Aft Lt * -9.2 -7.6 24.0Low Fwd Rt * 1 ! .0 7.2 9.3

High Fwd Rt * 17.3 6.5 23.4

High Aft Lt Lt -11.3 -7.7 23.6Mid Aft Lt * -11.7 -7.5 16.6

Mid Fwd Rt * 15.6 6.2 15.5

Mid * * * -7.4 -2.6 17.0

Notes: *Indicates the control was pinned at a rigged position. The blade collective position was the

average of all four blades. All numbers in degrees.

18

Tail-rotor rigging

Flight control position Tail-rotor collective blade

Collective Pedal Pitch at the root

Mid Lt -23.3

Mid Rt 7.5

Mid Mid -7.7

Low Mid -0.1

High Mid -16.2

High Lt -23.8

High Rt -I.8Low Rt 6.3

Low Lt - 15.7

19

Ii

I

I']'I'I'1oo_oooo_'I'I_l_l'loO O O O O O O O O O

m

co

u_

r_

<>

{D (/)_D

==

i z iI_1 i.

J

(/) _r

oo __--

(M

oo

O I--SD

.__(_

O

o_

u u

II,,,I,,,,ll,l,l,,,,I , _]-]O O O O O O

tunlep aouaJa)aU

2O

YEL

7 ° 22'

'IRED

180 °

BLK !

Direction ofrotation

Rigging mark onstationary swashplate

,,,__ l Le_vel with respect

BLK _n transmission

Figure A-2. Main and tai/ rotor azimuthal orientations.

21

APPENDIX B. FLIGHT CARDS

The flight cards present a synopsis of each test flight,

including a counter-by-counter description. Each flight

card contains a short summary of the flight, including

flight number, flight date, test director, pilots, flight time,

and counter range. This is followed by a list of the runnumbers (or counter numbers), the coded description of

each test point, the duration of data for each test point, thestart time of each maneuver, and the data types available.

Each counter is labeled with a code that identifies the

test condition. The code is designed to make maximumuse of a feature in TRENDS which allows searches of the

counter labels. The result of such a search is a collection

of test points that have in common the element searched

for (e.g., hover points, or RCALS, or housekeeping

points). The code makes use of the following key terms:

KIASB

KIASS

CTS

LEVEL

SWEEP

R/C

R/S

R AOB

L AOB

MVR

CALS

STATIC

Boom indicated airspeed, knots

Ship indicated airspeed, knots

Thrust coefficient over sigma

Level flight test point

Part of a speed-sweep from 0 to Vne

Nominal rate of climb during test point

Nominal rate of sink during test point

Angle of bank to the right

Angle of bank to the left

Maneuvering test point

Calibration point

Cal point, sensors at nominal value

RCAL Cal point, sensors at resistance value

LEAD-LAG Cal point, blade lag motion input

FULL THROWS Cal Point, stick stir

Examples of counter descriptions are presentedbelow:

60 KIASB,.08CTS,LEVEL SWEEP: This test point was

a part of a speed sweep conducted in level flight. The air-

speed was 60 knots indicated on the instrumentationboom, and the thrust coefficient was 0.08.

142 KIASB,.09CTS,400R/S,SWEEP: This test point was

a part of a speed sweep conducted in a powered descent.

The airspeed was 142 knots indicated on the instrumenta-tion boom, the thrust coefficient was 0.09, and the rate of

sink was targeted at 400 ft/min.

110 KIASB,.10CTS,55R AOB,MVR: This test point was

a part of the maneuver test matrix. The airspeed was! 10 knots indicated of the instrumentation boom, the

thrust coefficient was 0.10, and the angle of bank was 55 °

to the right.

LEAD-LAG CALS, FULL THROW: This counter was a

cyclic calibration of control-stick travel and blade lead-lagtravel. All sensors not associated with this were at static

calibration value.

HOUSEKEEPING POINT,80 KIASB: This counter was

a housekeeping point used to verify the repeatability of allaircraft sensors. The point was taken at 80 knots indicated

boom, and at 2,800 ft pressure altitude.

23

Flightdescriptions

Flight Date Description T/O gross weight, lb e.g., in. FS

9 3-17 Level flight performance at 0.08 16200 361.7

10 3-26 Level flight performance at 0.08 16219 361.5

11 3-27 Level flight performance at 0.08 16260 361.712 4-2 Power descent at .08 16245 361.4

13 4-2 Level flight performance at 0.09 16245 361.4

17 4-14 Level flight performance at 0.09 18166 361.518 4-14 Level flight performance at 0.09 17212 358.2

19 4-15 Level flight performance at 0.09 17201 358.2

20 4-15 Dynamic stability 16430 360.7

22 4-27 Level flight performance at 0.10 20200 361.3

23 4-28 Level flight performance at 0.10 20220 361.1

25 5-16 Level flight performance at 0.10 19018 361.3

26 5-17 Level flight performance at 0.08 16224 361.6

27 5-17 Level, descent performance at 0.08 16200 363.2

28 5-21 Maneuvering limits at 0.10 18131 361.3

29 5-21 Maneuvering limits at 0.10 18218 361.530 5-22 Power descent at 0.09 18193 361.5

31 5-22 Control frequency SWEEPs 18193 363.8

32 5-28 Power descent at 0.10 20198 361.4

33 5-29 Maneuvering limits at 0.09 16217 361.935 5-30 Maneuvering limits at 0.09 16197 361.8

36 5-30 Maneuvering limits at 0.09 16172 361.7

37 6-1 Maneuvering limits at 0.10 18197 361.739 6-2 Acoustics at 0.08 16186 361.6

CTR 901

CTR 902CTR 903

CTR 904

CTR 905

CTR 906

CTR 907

CTR 908CTR 909

CTR 910

CTR 911

CTR 912

CTR 913

CTR 914

CTR 915

Counter descriptions: Flight 9

Preflight static CALS

Preflight RCALS

LEAD-LAG CALS, FULL THROWHOUSEKEEPING POINT, 80 KIASB

80 KIASB,.08CTS,LEVEL SWEEP

80 KIASB,.08CTS,LEVEL SWEEP

90 KIASB,.08CTS,LEVEL SWEEP

100 KIASB,.08CTS,LEVEL SWEEP110 KIASB,.08CTS,LEVEL SWEEP

120 KIASB,.08CTS,LEVEL SWEEP

130 KIASB,.08CTS,LEVEL SWEEP

70 KIASB,.08CTS,LEVEL SWEEP

50 KIASB,.08CTS,LEVEL SWEEP

40 KIASB,.08CTS,LEVEL SWEEP

30 KIASB,.08CTS,LEVEL SWEEP

24

CTRCTRCTRCTRCTRCTRCTRCTRCTR

Counter descriptions: Flight 10

1001

1002

1003

1004

1005

1006

1007

1008

1009

Preflight static CALS

Preflight RCALS

LEAD-LAG CALS, FULL THROWS

HOUSEKEEPING POINT, 80KIASB

130 KIASB,.08CTS,LEVEL SWEEP

60 KIASB,.08CTS,LEVEL SWEEP

22 KIASB,.08CTS,LEVEL SWEEP

22 KIASB,.08CTS,LEVEL SWEEP

140 KIASB,.08CTS,LEVEL SWEEP

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

Counter descriptions: Flight 11

1101

1102

1103

1104

1105

11061107

1108

1109

Preflight static CALS

Preflight RCALSLEAD-LAG, FULL THROWS

HOUSEKEEPING, 80 KIASB

17 KIASB,.08CTS,LEVEL SWEEP

9 KIASB,.08CTS,LEVEL SWEEP

HOVER,.08CTS,LEVEL SWEEP

HOVER,.08CTS,LEVEL SWEEP

5 KIASB,.08CTS,LEVEL SWEEP

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTRCTR

CTR

Counter descriptions: Flight 12

1201

1202

1203

12041205

1206

1207

1208

12091210

1211

Preflight static CALS

Preflight RCALSFULL THROWS, LEAD-LAG CALS

HOUSEKEEPING POINT, 80 KIASB

140 KIASB,.08CTS,LEVEL, SWEEP

148 KIASB,.08CTS,500R/S,SWEEP

137 KIASB,.08CTS,climb,SWEEP

158 KIASB.08CTS, 1600R/S,SWEEP128 KIASB,.08CTS,800R/C,SWEEP

128 KIASB,.08CTS,600R/C,SWEEP

156 KIASB,.08CTS,R/S,SWEEP

25

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

Counter descriptions: Flight 13

13011302

1303

1304

1305

1306

1307

1308

1309

1310

1311

Preflight static CALS

Preflight RCALSFULL THROWS, LEAD-LAG CALS

HOUSEKEEPING POINT, 80KIASB

90 KIASB,.08CTS, LEVEL SWEEP

91 KIASB,.08CTS, LEVEL SWEEP

30 KIASB,.08CTS, LEVEL SWEEP

19 KIASB,.08CTS, LEVEL SWEEP

15 KIASB,.08CTS, LEVEL SWEEP

15 KIASB,.08CTS, LEVEL SWEEP

10 KIASB,.08CTS, LEVEL SWEEP

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 17

1701

1702

1703

1704

1705

17061707

1708

1709

1710

1711

17121713

1714

1715

1716

1717

1718

1719

Preflight static CALSFULL THROWS, LEAD-LAG CALS

HOUSEKEEPING POINT, 80 KIASB

70 KIASB,.09CTS, LEVEL SWEEP60 KIASB,.09CTS, LEVEL SWEEP

50 KIASB,.09CTS, LEVEL SWEEP

40 KIASB,.09CTS, LEVEL SWEEP

30 KIASB,.09CTS, LEVEL SWEEP22 KIASB,.09CTS, LEVEL SWEEP

18 KIAS,.09CTS, LEVEL SWEEP

10 KIAS,.09CTS, LEVEL SWEEP

10 KIAS,.09CTS,SAS on,LEVEL

80 KIASB,.09CTS, LEVEL SWEEP

80 KIASB,.09CTS, LEVEL SWEEP

90 KIASB,.09CTS, LEVEL SWEEP

100 KIASB,.09CTS, LEVEL SWEEP

110 KIASB,.09CTS, LEVEL SWEEP

120 KIASB,.09CTS, LEVEL SWEEP130 KIASB,.09CTS, LEVEL SWEEP

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 18

1801

18021803

1804

1805

1806

1807

1808

Preflight RCALFULL THROWS, LEAD-LAG CALSHOUSEKEEPING POINT

137 KIASB,.09CTS, LEVEL SWEEP

25 KIASB,.09CTS, LEVEL SWEEP

115 KIASB,.09CTS, LEVEL SWEEP

HOVER,.09CTS, LEVEL SWEEPHOVER,.09CTS, LEVEL SWEEP

26

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

Counterdescriptions: Flight 19

1901

1902

1903

1904

1905

1906

1907

1908

1909

1910

1911

1912

Preflight static CALS

Preflight RCALSFULL THROWS, LEAD-LAG CALS

HOUSEKEEPING POINT

3 KIAS,.09CTS,LEVEL SWEEP

3 KIAS,.09CTS,LEVEL SWEEP

5 KIAS,.09CTS,LEVEL SWEEP

15 KIAS,.09CTS,LEVEL SWEEP

15 KIAS,.09CTS,LEVEL SWEEP25 KIASB,.09CTS,LEVEL SWEEP

35 KIASB,.09CTS,LEVEL SWEEP

45 KIASB,.09CTS,LEVEL SWEEP

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

Counter descriptions: Flight 20

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

20152016

20172018

2019

2020

2021

Preflight static CALS

Preflight RCALS

FULL THROWS, LEAD-LAG CALS

57 KIASB, l"fwd long,doublet57

57

57

59

57

58

57

57

127

127

127127

127

127

129

127

127

KIASB, 1"fwd long,doublet

KIASB, 1"aft long,doublet

KIASB, 1"It lat,doublet

KIASB, l"lt lat,doublet

KIASB,

KIASB,

KIASB,

KIASB,KIASB

KIASB

KIASBKIASB

KIASB

KIASB

KIASB

KIASB

KIASB

1"rt lat,doublet

l"lt ped,doublet

l"rt ped,doublet

l"up col,doublet1"fwd long,doublet

"aft long,doubletI "It lat,doublet

1"rt lat,doublet

1"It ped,doublet

1"rt ped,doubletl"rt ped,doublet

l"up col,doublet

1"dn col,doublet

27

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 22

2201

2202

22032204

2205

2206

2207

2208

2209

2210

2211

2212

2213

2214

2215

2216

2217

2218

2219

2220

2221

22222223

1 Preflight static and RCALS

Preflight static CALS

Preflight RCALSFULL THROW CALS

HOUSEKEEPING POINT, 80KIASS

70 KIASB,. 10CTS,LEVEL SWEEP

60 KIASB,. 10CTS,LEVEL SWEEP

60 KIASB,. 10CTS,LEVEL SWEEP

50 KIASB,. 10CTS,LEVEL SWEEP

40 KIASB,. 10CTS,LEVEL SWEEP

40 KIASB,. 10CTS,LEVEL SWEEP

30 KIASB,. 10CTS,LEVEL SWEEP

30 KIASB,. 10CTS,LEVEL SWEEP

22 KIASB,. 10CTS,LEVEL SWEEP

18 KIAS,. 10CTS,LEVEL SWEEP

10 KIAS,. 10CTS,LEVEL SWEEP

80 KIASB,. 10CTS,LEVEL SWEEP

90 KIASB,. 10CTS,LEVEL SWEEP

100 KIASB,. 10CTS,LEVEL SWEEP

110 KIASB,. 10CTS,LEVEL SWEEP120 KIASB,. 10CTS,LEVEL SWEEP

130 KIASB,. 10CTS,LEVEL SWEEP

137 KIASB,. 10CTS,LEVEL SWEEP

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 23

2301

2302

23032304

2305

2306

2307

2308

2309

2310

2311

2312

2313

2314

23152316

2317

2318

2319

2320

Preflight static CALS

Preflight RCALS

Preflight static CALS

Preflight RCALSFULL THROW CALS

Hover, IGEHOUSEKEEPING POINT,80 KIASS

25 KIASB,. 10CTS,LEVEL SWEEP

35 KIASB,. 10CTS,LEVEL SWEEP

45 KIASB,. 10CTS,LEVEL SWEEP

18 KIAS,. 10CTS,LEVEL SWEEP

18 KIAS,. 10CTS,LEVEL SWEEP18 KIAS,. 10CTS,LEVEL SWEEP

15 KIAS,. 10CTS,LEVEL SWEEP

133 KIASB,. 10CTS,LEVEL SWEEP

128 KIASB,. 10CTS,LEVEL SWEEP

118 KIASB,. 10CTS,LEVEL SWEEP

HOVER,. 10CTS,LEVEL SWEEP

Postflight static CALS

Postflight RCALS

28

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

Counter descriptions: Flight 25

2501

2502

2503

2504

2505

2506

2509

2510

2511

2512

25132514

2515

Preflight static CALS

Preflight RCALSFULL THROW CALS

HOUSEKEEPING POINT, 80 KIASB28 KIAS,. 10CTS,LEVEL SWEEP

23 KIAS,.10CTS,LEVEL SWEEP

5 KIAS,. 10CTS,LEVEL SWEEP

10 KIAS,. I 0CTS,LEVEL SWEEP

23 KIAS,. 10CTS,LEVEL SWEEP

28 KIAS,. 10CTS,LEVEL SWEEP

24 KIASB,. 10CTS,LEVEL SWEEP

20 KIASB,. 10CTS,LEVEL SWEEP

20 KIASB,. 10CTS,LEVEL SWEEP

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 26

2601

2602

2603

2604

2605

2606

2607

2608

2609

2610

2611

Preflight static CALS

Preflight RCALSFULL THROW CALS

3 KIAS,.08CTS,LEVEL SWEEP

3 KIAS,.08CTS,LEVEL SWEEP

10 KIAS,.08CTS,LEVEL SWEEP

28 KIAS,.08CTS,LEVEL SWEEP

24 KIASB,.08CTS,LEVEL SWEEP,NG

24 KIASB,.08CTS,LEVEL SWEEP

Settling with power,NG10 KIAS,.08CTS,LEVEL SWEEP

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 27

2701

2702

2703

2704

2705

2706

2707

2708

27112712

27132714

2715

2716

Preflight static CALS

Preflight RCALSFULL THROW CALS

HOUSEKEEPING POINT, 80 KIASS

166 KIASB,.08CTS,R/S,SWEEP170 KIASB,.08CTS,R/S,SWEEP

175 KIASB,.08CTS,R/S,SWEEP

3 KIAS,.08CTS,LEVEL SWEEP

3 KIAS,.08CTS,LEVEL SWEEP

10 KIAS,.08CTS,LEVEL SWEEP

28 KIAS,.08CTS,LEVEL SWEEP

25 KIASB,.08CTS,LEVEL SWEEP

24 KIASB,.08CTS,LEVEL SWEEP

132 KIASB,.08CTS,LEVEL SWEEP

29

CTRCTRCTRCTRCTRCTR

CTR

CTR

CTR

CTRCTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 28

2801

2802

2803

2804

2805

2806

2807

2808

2809

28102811

2812

28132814

2815

2816

2817

2818

2819

28202821

2822

2823

2824

2825

2826

Preflight static CALS

Preflight RCALSFULL THROW CALS

LEAD-LAG CALS

110 KIASB,. 10CTS,0 AOB,MVR

110 KIASB,. 10CTS,37L AOB,MVR

110 KIASB,. 10CTS,48L AOB,MVR

110 KIASB,.10CTS,55L AOB,MVR

110 KIASB,. 10CTS,60L AOB,MVR

129 KIASB,. 10CTS,0 AOB,MVR

129 KIASB,.10CTS,37L AOB,MVR

129 KIASB,. !0CTS,48L AOB,MVR

129 KIASB,. 10CTS,50L AOB,MVR

129 KIASB,. i0CTS,60L AOB,MVR

138 KIASB,. 10CTS,0 AOB,MVR

138 KIASB,.10CTS,37L AOB,MVR

138 KIASB,. 10CTS,48L AOB,MVR

138 KIASB,. 10CTS,60L AOB,MVR! 38 KIAS3,. 10CTS,60L AOB,MVR

138 KIASB,.10CTS,55L AOB,MVR

138 KIASB,. 10CTS,55L AOB,MVR

148 KIASB,.10CTS,0 AOB,MVR

148 KIASB,. 10CTS,37L AOB,MVR

148 KIASB,. 10CTS,48L AOB,MVR

148 KIAS B,. 10CTS,55L AOB,MVR

148 KIASB,. 10CTS,60L AOB,MVR

3O

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

Counter descriptions: Flight 29

2901

2902

2903

2904

2905

2906

2907

2908

2909

2910

2911

2912

29132914

2915

2916

2917

2918

2919

2920

2921

2922

2923

2924

Preflight static CALS

Preflight RCALS

FULL THROWS, LEAD-LAG CALS

HOUSEKEEPING POINT, 80KIASS

158 KIASB,. 10CTS,0 AOB,MVR

158 KIASB,. 10CTS,37L AOB,MVR

158 KIASB,. 10CTS,48L AOB,MVR

158 KIASB,. 10CTS,37R AOB,MVR

129 KIASB,. 10CTS,0 AOB,MVR

129 KIASB,. 10CTS,37R AOB,MVR

129 KIASB,.10CTS,55R AOB,MVR

129 KIASB,. 10CTS,60R AOB,MVR

129 KIASB,.10CTS,55L AOB,MVR

138 KIASB,. 10CTS,0 AOB,MVR

138 KIASB,. 10CTS,37R AOB,MVR

138 KIASB,. 10CTS,48R AOB,MVR138 KIASB,. 10CTS,55R AOB,MVR

138 KIASB,. 10CTS,60R AOB,MVR

138 KIASB,. 10CTS,55L AOB,MVR

138 KIASB,. 10CTS,37R AOB,MVR

138 KIASB,. 10CTS,37R AOB,MVR

148 KIASB,. 10CTS,0 AOB,MVR148 KIASB,. 10CTS,60L AOB,MVR

148 KIASB,.10CTS,60L AOB,MVR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 30

3001

3002

3003

3004

30053006

3007

3008

3009

3010

3011

3012

3013

3014

3015

3016

3017

3018

Preflight static CAL

Preflight RCALSFULL THROWS, LEAD-LAG CALSHOUSEKEEPING POINT

137 KIASB,.09CTS,LEVEL SWEEP137 KIASB,.09CTS,LEVEL SWEEP

148 KIASB,.09CTS,800R/S,SWEEP

128 KIASB,.09CTS,690R/C,S WEEP

158 KIASB.09CTS, 1800R/S,SWEEP

119 KIASB.09CTS, 1100R/C,SWEEP

169 KIASB.09CTS,3200R/S,SWEEP

23 KIAS B.09CTS,800R/C,SWEEP

162 KIASB.09CTS,2300R/S,SWEEP

132 KIASB.09CTS, 100R/C,SWEEP

152 KIASB.09CTS, 1100R/S,SWEEP

142 KIAS B.09CTS,400R/S,S WEEP

169 KIASB.09CTS,3100R/S,SWEEP

137 KIASB,.09CTS,LEVEL SWEEP

31

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 31

31013102

3103

3104

3105

3106

3107

3108

3109

3110

3111

3112

3113

3114

3115

3116

3117

3118

3119

Preflight static CALS

Preflight RCALSFULL THROW CALS

Hover,long stick sine sweeps

Hover,long stick sine sweeps

Hover,long stick sine sweeps

Hover,lat stick sine sweeps

Hover,lat stick sine sweeps

Hover,pedal sine sweeps

Hover,col stick sine sweeps

Hover,col stick sine sweeps108 KIASB,long stick sweeps

108 KIASB,lat stick sweeps

108 KIASB,pedal sweeps

108 KIASB,coll stick sweeps

108 KIASB,long stick sweeps

108 KIASB,Iong stick sweepsPostflight static CALS

Postflight RCALS (if present)

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

Counter descriptions: Flight 32

32013202

3203

32043205

3206

3207

3208

32093210

3211

3212

3213

3214

3215

3216

32173218

Preflight static CAL

Preflight RCALFULL THROWS, LEAD-LAG CALS

Preflight RCALHOUSEKEEPING POINT, 80 KIASS

133 KIASB,. 10CTS,LEVEL SWEEP

138 KIASB,. 10CTS,500R/S,SWEEPBad data---no record

119 KIASB,. 10CTS,500R/C,SWEEP

149 KIASB. 10CTS, I 100R/S,SWEEP

123 KIASB,. 10CTS,400R/C,SWEEP

140 KIASB,. 10CTS,500R/S,SWEEP

138 KIASB,. 10CTS,500R/S,SWEEP

126 KIASB,. 10CTS,200R/C,SWEEP

144 KIASB,. 10CTS,700R/S,SWEEP

3 KIAS,. 10CTS,LEVEL SWEEP

Hover,. 10CTS,LEVEL SWEEPHover,. 10CTS,LEVEL SWEEP

32

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

Counter descriptions: Flight 33

3301

3302

3303

3304

3305

3306

3307

3308

3309

3310

3311

3312

3313

3314

3315

3316

3317

3318

3319

3320

Preflight static CALS

Preflight RCALS

FULL THROWS, LEAD-LAG CALS

HOUSEKEEPING POINT, 80 KIASS

110 KIASB,.09CTS,0 AOB,MVR

110 KIASB,.09CTS,37L AOB,MVR

110 KIASB,.09CTS,48L AOB,MVR

110 KIASB,.09CTS,55L AOB,MVR

110 KIASB,.09CTS,60L AOB,MVR

i 29 KIASB,.09CTS,0 AOB,MVR

129 KIASB,.09CTS,37L AOB,MVR

129 KIASB,.09CTS,48L AOB,MVR

129 KIASB,.09CTS,55L AOB,MVR

129 KIASB,.09CTS,60L AOB,MVR

138 KIASB,.09CTS,0 AOB,MVR

138 KIASB,.09CTS,37L AOB,MVR

138 KIASB,.09CTS,37L AOB,MVR

138 KIASB,.09CTS,37L AOB,MVR

138 KIASB,.09CTS,48L AOB,MVR

138 KIASB,.09CTS,60L AOB,MVR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 35

3501

3502

3503

3504

3505

3506

3507

35083509

3510

3511

3512

35133514

3515

3516

3517

Preflight static CALS

Preflight RCALSFULL THROW CALS

HOUSEKEEPING POINT, 80KIASS

148 KIASB,.09CTS,0 AOB,MVR

148 KIASB,.09CTS,37L AOB,MVR

148 KIASB,.09CTS,48L AOB,MVR

148 KIASB,.09CTS,55L AOB,MVR

148 KIASB,.09CTS,60L AOB,MVR158 KIASB,.09CTS,0 AOB,MVR

158 KIASB,.09CTS,37L AOB,MVR

158 KIASB,.09CTS,48L AOB,MVR

158 KIASB,.09CTS,55L AOB,MVR158 KIASB,.09CTS,60L AOB,MVR

163 KIASB,.09CTS,37L AOB,MVR

163 KIASB,.09CTS,60L AOB,MVR

163 KIASB,.09CTS,55L AOB,MVR

33

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

Counter descriptions: Flight 36

3601

3602

36033604

3605

3606

3607

3608

3609

3610

3611

3612

3613

3614

3615

36163617

3618

3619

36203621

Preflight static CAL

Preflight RCALFULL THROW CALS

HOUSEKEEPING POINT, 80KIASS

129 KIASB,.09CTS,0 AOB,MVR

129 KIASB,.09CTS,37R AOB,MVR129 KIASB,.09CTS,37R AOB,MVR

129 KIASB,.09CTS,48R AOB,MVR

129 KIASB,.09CTS,60R AOB,MVR

138 KIASB,.09CTS,0 AOB,MVR

138 KIASB,.09CTS,37R AOB,MVR

138 KIASB,.09CTS,48R AOB,MVR

138 KIASB,.09CTS,55R AOB,MVR

138 KIASB,.09CTS,60R AOB,MVR

158 KIASB,.09CTS,0 AOB,MVR

158 KIASB,.09CTS,37R AOB,MVR

158 KIASB,.09CTS,60R AOB,MVR

158 KIASB,.09CTS,55R AOB,MVR

163 KIASB,.09CTS,0 AOB,MVR

t63 KIASB,.09CTS,37R AOB,MVR

163 KIASB,.09CTS,60R AOB,MVR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTR

CTRCTR

CTR

CTR

CTR

Counter descriptions: Flight 37

3701

3702

3703

3704

3705

3706

37073708

3709

3710

3711

37123713

3714

3715

3716

3717

37183719

3720

3721

Preflight static CAL

Preflight RCALFULL THROW CALS

HOUSEKEEPING POINT, 80KIASS

110 KIASB,. I 0CTS,0 AOB,MVR

110 KIASB,.10CTS,37R AOB,MVR

110 KIASB,. 10CTS,37R AOB,MVR

110 KIASB,. 10CTS,55R AOB,MVR110 KIASB,.10CTS,55R AOB,MVR

148 KIASB,. 10CTS,0 AOB,MVR

148 KIASB,. 10CTS,37R AOB,MVR

148 KIASB,. 10CTS,48R AOB,MVR

148 KIASB,. 10CTS,60R AOB,MVR

148 KIASB,. 10CTS,55R AOB,MVR148 KIASB,.10CTS,55R AOB,MVR

158 KIASB,. 10CTS,0 AOB,MVR

158 KIASB,. 10CTS,0 AOB,MVR

158 KIASB,. 10CTS,60R AOB,MVR

158 KIASB,. 10CTS,55R AOB,MVR

158 KIASB,. 10CTS,55L AOB,MVR

158 KIASB,. 10CTS,60L AOB,MVR

34

CTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTRCTR

Counter descriptions: Flight 39

3901

39023903

3904

3905

3906

3907

3908

3909

3910

39113912

3913

3914

3915

3916

3917

3918

3919

3920

3921

3922

39233924

3925

Preflight static CALS

Preflight RCALSLEAD-LAG CALS

HOUSEKEEPING POINT, 80KIASS

77 KIAS,LEVEL,trail,acoustic

77 KIAS,LEVEL,left,acoustic

77 KIAS,LEVEL,right,acoustic

77 KIAS,400R/S,right,acoustic

Bad point77 KIAS,400R/S,left,acoustic

77 KIAS,800R/S,left,acoustic60 KIAS,LEVEL,trail,acoustic

60 KIAS,LEVEL,left,acoustic

60 KIAS,400R/S,left,acoustic

60 KIAS,800R/S,left,acoustic

60 KIAS,800R/S,left,acoustic

124 KIAS,400R/S,trail,acoustic

124 KIAS,800R/S,trail,acoustic

100 KIAS,LEVEL,trail,acoustic

100 KIAS,LEVEL,left,acoustic

100 KIAS,400R/S,trail,acoustic

60 KIAS,LEVEL,right,acoustic

60 KIAS,400R/S,right,acoustic60 KIAS,400R/S,trail,acoustic

Bad point

35

APPENDIX C. MRALS INFORMATION FILE FOR DATAMAP

The data analysis computer program DATAMAPuses information that is stored in the information file to

facilitate computation and display of related data sets. Thefile contains related sets of sensor item codes that are

organized by their physical location, and that are given

four-character group names. Each group can be a one-,

two-, or three-dimensional array. The third dimension is

limited to only two values.The information file is divided into two sets of

information. The first sets equivalences that relate itemcodes with codes used in DATAMAP for derivation

equations. The first line, for example, equates the itemcode MRZI with the internal code MRAZ, and sets82.63 ° as the location of the instrumented blade When the

MRZ1 blipper is triggered. All azimuthal plots generatedneed this information to properly phase the rotating

parameters. The word end is used to terminate this set.

The second set follows immediately after the first. It

contains groups of sensors that are physically related. A

group has a four-character name and includes item codes,

labels, and physical location information.

Each group name is followed by a narrative descrip-

tion of that sensor set. This description is included on any

MRAZ MRZ1 82.63/

TRAZ MRZ2/

TASK VTRU/

OATM T 100/

STAT H001/

MTOR RQ 10/MFLP BH01 82.63/

MFTH BH02 82.63/END

NBRB BLADE REAR BENDING, UH-60/1

FRACTN OF RADIUS

R/RADIUSBLADE ROOT

0.50, 0.60, 0.70//BLBB//

BR50/BR60/BR70//

END

NBEB BLADE EDGEWISE BENDING, UH-60/1FRACTN OF RADIUS

R/RADIUS

BLADE ROOT

0.10, 0.50, 0.70//BLBB//

BE01/BE50/BE70//END

NBNB BLADE NORMAL BENDING, UH-60/1

plot produced using this group name. The next line

identifies the azimuthal offset of that sensor group with

the main-rotor once-per-rev contactor. The next two lines

are the labels applied to the first two dimensions of the

array. These are followed by the physical locations of thesensors and the orientation of the first entrant, for the

first-array dimension. If this is a two- or three-

dimensional array, the information for the second-array

dimension follows. Next is a four-character code unique

to the type of sensors included in the group. If the group is

a three-dimensional array, these codes are followed by theorientation of the third dimension.

In the information file, the item codes are presented

last and in the reverse of the order just discussed; that is,the third dimension is varied first, then after a slash thesecond dimension is incremented and the third dimension

is again varied. When the second dimension has been

completely varied, a double slash denotes that the firstdimension is incremented. The other two dimensions are

then varied as before. Each group information section is

terminated with the word END. A more thorough explana-tion of the structure of the information file can be found in

reference 7.

FRACTN OF RADIUS

R/RADIUS

BLADE ROOT

O.10, 0.50, 0.60, 0.70//BLBB//

BN01/BN50/BN60/BN70//

END

S2VZ VERTICAL FUSELAGE VIBRATION, UH-60/!BUTT LINE

INCHES

CENTER LINE

-35.5, -31.0, 0.0, 31.0, 35.5//FUSELAGE STATION

INCHESFORWARD

253.0, 295.0, 702.2//FSZV//

NULL/AF04/NULL/AF02/NULL//

AF07/NULL/NULL/NULL/AF06//

AF 10/NULL/NULI_JNULLIAF09//

NULL/NU LL/AF 12/NULL/NULL//

END

S2VY LATERAL FUSELAGE VIBRATION, UH-60/1FUSELAGE STATION

INCHES

FORWARD

pI_IIB(>EI'.qNGPAGE EH..Ai'_KNOT FiLl

37

253.0, 295.0, 398.0, 702.2//BUTT LINE

INCHES

CENTER LINE

-31.0, 0.0, 31.0, 35.5//FSYV//

AF03/NULL/AF01/NULL//

NULL/NULL/NULL/AF05//

NULL/NULL/NULL/AF08//

NULL/AF ! I/NULL/NULL//END

S2VX LONGITUDINAL FUSELAGE VIBRATION,UH-60/1

BUTT LINE

INCHES

CENTER LINE

-83.5, 31.0, 83.5//FUSELAGE STATION

INCHES

FORWARD

253.0, 732.0//FSXV//

NULL/AF00/NULL//

AF 14/NULL/AF !3//END

38

APPENDIX D. INSTRUMENTATION SIGN CONVENTION

Stick position

Longitudinal cyclic

Lateral cyclicPedal

Collective

Aircraft state

Angle of attack

Side slipPitch attitude

Roll attitude

HeadingPitch rate

Roll rate

Yaw rate

Pitch acceleration

Roll acceleration

Yaw acceleration

Control linkages

Longitudinal SAS output

Lateral SAS output

Directional SAS output

Forward stationary link loadLateral stationary link load

Aft stationary link load

Longitudinal mixer inputLateral mixer input

Directional mixer input

Rotor components

Mast bending

Mast torquePitch-link load

Blade flapping

Blade feathering

Blade lead-lag

Blade normal bending

Blade edgewise bendingBlade rear bending

Accelerometers

X hubY hub

Z hub

Fuselage vertical

Fuselage longitudinal

Fuselage lateralBlade vertical

Positive direction or motion

Stick motion aft from full fwd

Stick motion to right of full left

Right pedal forward

Stick motion up from full down

Nose-up from wind axisNose left from wind axis

Nose above horizon

Starboard wing downClockwise

Nose-up angular velocityStarboard wing down angular velocity

Nose right angular velocityNose-up angular acceleration

Starboard wing down angular acceleration

Nose right angular acceleration

Corresponding to aft long. stick

Corresponding to right lat. stick

Corresponding to right pedalLink in tensionLink in tension

Link in tension

Corresponding to aft long. stick

Corresponding to right lat. stick

Corresponding to right pedal

Top of mast toward instrumented bladeCounterclockwise loading at mast bottomLink in tension

Instrumented blade moves upward

Blade moves nose-upBlade moves aft of zero

Lower surface in tension

Leading edge in tensionLead and lower surface in tension

Toward the hub center

Toward the blade trailing edge

Upward out of rotor plane

UpwardForward

Out starboard side

Up out of rotor plane

Note: Hub accel package was 335 ° lead from the instrumented blade.

39

APPENDIX E. SENSOR CALIBRATION

Plots of pulse-code modulation counts to engineering

unit conversion curves and the resultant polynomial

coefficients for each sensor used in the test are presented

here. The calibration plots are unnumbered and are

arranged in alphabetical order by mnemonic name. Themnemonic names are listed and described in tables 3-6, 8,

and 9.

Each plot is labeled with the mnemonic and thecalibration date. Most coefficients are only first-order,

although some are presented as higher-order, sometimes

needlessly, for the functions are nearly linear. A case in

point is yaw rate, given as a third-order polynomial whena linear fit is all that is needed. The linear fit is what was

used in processing the data whenever possible.

P.,q'Iif,,,_]_NG VAC_I I_.hi'_K NOT FN..I_NEO 41

ID

4O

3O

2O

10

0

-10

-2O

-3O

-401650

Mnemonlc name ALPHA

Callbratlon date 9 Apr 87

Polynomlal coefflclentsB0 -.3462790E+03B1 0.1712208E+00

1750 1850 1950

Figure El.

2050 2150PCM counts

Sensor calibration plots.

2250 235O 245O

42

4

3

2

(3 0

-1

-2

-3

-4

- Mnemonic name AXCG

Calibration date 8 Oct 86 _/v-,

Polynomial coefficients _ '

B0 -.4019535E+01 _u

, , J t I , , , t I , , , J I , i i i I , , i , I , , i i I i i i i I , , , t I

1000 2000 3000 4000 5000 6000 7000 8000PCM counts

Figure El. Sensor calibration plots (continued).

43

1.6

1.2

.8

.4

(3 0

_.4

--.8

-1.2

-1.62000

Mnemonic name AXMRTCalibration date 28 Jan 87

Polynomial coefficientsB0 -.1602985E+02

m

i , i I i i i I i i i I i i i I i ! i I i i i I i , _ I i i i I

2040 2080 2120 2160 2200 2240 2280 2320PCM counts

Figure El. Sensor calibration plots (continued).

44

1,6

1.2

.8

.4

0 0

--.4

--,8

-1.2

-1.61300

_- Mnemonic name AXPSCalibration date 12 Mar 87

Polynomial coefficients- B0 -.2768987E+01

I , I I i i , I a I I I I I I J I I I I i , , I i , I I I , I I

1500 1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensor calibration plots (continued).

45

1.6

1.2

.8

.4

0

-,4

-.8

Mnemonic name AYCSCalibration date 12 Mar 87

Polynomial coefficientsB0 -.2719930E+01B1 0.1320782E-02

-1.2

-1.61300

, I , I i _ J I , _ I I I , I I I I J I , , , I , I I I I , I I

1500 1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensor calibration plots (continued).

46

1.6 --

1.2

.8

.4

0

-.4

-.8

-1.2

-1.61650

Mnemonic name AYPSCalibration date 12 Mar 87

Polynomial coefficientsB0 -.5690278E+01B1 0.2785256E-02

i , i I , , , I , , , I , i , I i i i I , i i I i i l I , , l I

1750 1850 1950 2050 2150 2250 2350 2450PCM counts

Figure El. Sensor calibration plots (continued).

47

1,6 --

1.2

.8

.4

0

-.4

-.8

-1,2

f I I I I I I I I

-1.6 I0 1000

Mnemonic name AYCGCalibration date 9 Oct 86

Polynomial coefficientsB0 -.1008978E+01B1 0.4978717E-03B2 0.8744669E-09

I I I I

2000I I , i i i I I I I I I I I I I I I I I I I I i i I I

3000 4000 5000 6000 7000 8000PCM counts

Figure El. Sensor calibration plots (continued).

48

.8-

.6

.4

.2

,irao_- 0 -X

-.2

-.4

-.6

m

n.81100

Mnemonic name AYCGSENSCalibration date 10 Mar 87

Polynomial coefficientsB0 -.1889467E+00SR , =

i i i I I I , I , , , I , i l I I I , I i i i I i t I I , _ i I

1300 1500 1700 1900 2100 2300 2500 2700PCM counts

Figure El. Sensor calibration plots (continued).

49

1.6

1.2

.8

.4

0

-.4

-.8

-1.2

Mnemonlc name AYRACCallbmtlon date 12 Mar 87

m

m

m

m

n

m

B

m

-1.61300

Polynomial coefficientsB0 -.4315342E+01B1 0.2111913E-02

i , , I , , , I i i i I i i i I i i i I i , i I i i i I , , , I

1500 1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensorcalibrationplots (continued).

5O

1.6

1.2

.8

,4

-.4

-.8

-1.2

-1.6400

Mnemonic name AYRFC

Calibration date 12 Mar 87

Polynomial coefficientsB0 -.2314235E+01B1 0.1125418E-02

I I I i I I l I i , , I i i i I i i I I , , i I i i i I I i i I

800 1200 1600 2000 2400 2800 3200 3600PCM counts

Figure El. Sensor calibration plots (continued).

.51

1,6

1.2

.8

.4

0

-.4

-.8

-1.2

m

-1.61650

Mnemonic name AYVT

Calibration date 13 Mar 87

Polynomial coefficientsB0 -.1270879E+02B1 0.6190348E-02

' ' I I i I i J i i I I i i i I i _ i I i i i I i i , I , , i I

1750 1850 1950 2050 2150 2250 2350 2450PCM counts

Figure El. Sensor ca/ibration p/ots (continued).

52

1.6 --

1.2

.8

.4

0

-.4

-.8

-I .2m

-1.61500

Mnemonic name AZCGCallbmtlon date 21 Jul 87

Polynomlal coefflclentsB0 0.4488046E+01B1 -.2014685E-02

i i i I i i i i i i i I i , , I , , , I i , , I i , i I , , , I

1700 1900 2100 2300 2500 2700 2900 3100PCM counts

Figure El. Sensor calibration plots (continued).

53

(3

1.6 --

1.2

.8

.4

-.4

-.8

-1.2

-1.6800

Mnemonic name AZCSCalibration date 12 Mar 87

Polynomial coefficientsB0 -.3627596E+01B1 0.2264888E-02

I ! I I I I I [ I I I ] I I I [ i I , I , , , I i i i I , , , I

I000 1200 1400 1600 1800 2000 2200 2400PCM counts

Figure El. Sensor calibrationplots (continued).

.54

1,6 --

1.2

.8

.4

0

-,4

-.8

-1.2

-1.60

Mnemonic name AZLACCalibration date 12 Mar 87

Polynomial coefficientsB0 -.1227143E+01B1 0.1067390E-02

i , , I , I I I I I I I i i i I i i i I i i i i i I i I , , , I

400 800 1200 1600 2000 2400 2800 3200PCM counts

Figure El. Sensor calibration plots (continued).

55

1,6

1.2

.8

.4

0

-.4

-.8

m

m

I

m

-1.2

m

n

-1.6800

Mnemonic name AZLFCCalibration date 12 Mar 87

Polynomial coefficientsB0 -.3534442E+01B1 0.2198036E-02

[]

i , , I i i i I i i , I _ , , I i i i I , i i I i i i I , i i I

1000 1200 1400 1600 1800 2000 2200 2400PCM counts

Figure El. Sensor calibration plots (continued).

56

1,6 --

1.2

.8

.4

r3 0

-.4

-.8

-1.2

-1.61300

Mnemonic name AZLSTCalibration date 21 Jul 87

Polynomial coefficientsB0 -.4846154E+01B1 0.2403846E-02

i i i I i , , I , J , I i i i I i i i I i i i I i i , I , , i I

1500 1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensor calibration plots (continued).

57

1,6 -

1.2

.8

.4-

0-m

m

m

ml 4 m

m

m

-1,2

-1.6178(

Mnemonic name AZMRR

Calibration date 16 Apr 87

Polynomial coefficientsB0 -.1921709E+02B1 0.9950167E-02

, , , I J _ , I J , I I I I I I I a _ I , , _ I i _ I I I , , I

1820 1860 1900 1940 1980 2020 2060 2100PCM counts

Figure El. Sensor calibration plots (continued).

58

m

4

0

-4

--8

-12

-16

-20

-240

Mnemonic name AZMRT

Calibration date 11 Apr 87

PolynomlalcoefficlentsB0 0.0000000E+00B1 0,0000000E+00

, _ , I , , i I , , , I i i i I , L l I I I I I I I i I _ _ _ I

200 400 600 800 1000 1200 1400 1600PCM counts

Figure El. Sensor calibration plots (continued).

59

1.6 --

1.2

.8

.4

0

--.4

--,8

-1.2

Mnemonlc name AZPSCallbmtlon date 12 Mar 87

Polynomlal coefflclentsB0 -.1428413E+01B .

i , i I ! I I I I I I I I I I I I I I I i i i I i i , I i i i I

400 800 1200 1600 2000 2400 2800 3200PCM counts

Figure E i. Sensor calibration plots (continued).

6O

1o6 -

1.2

,8

.4

0

-.4

-.8

-1.2

-1.6800

Mnemonic name AZRAC

Calibration date 12 Mar 87

Polynomial coefficientsB0 -.3106426E+01B1 0.2008032E-02

i = , I t i i I i , i I i i = I i I I I I I t I i t I I a i i I

1000 1200 1400 1600 1800 2000 2200 2400PCM counts

Figure El. Sensor calibration plots (continued).

61

1.6 --

m

1.2-m

• 8 --

m

• 4 m

0

m,4

mo8

-1.2

-1.680O

Mnemonic name AZRFCCalibration date 12 Mar 87

Polynomial coefficientsB0 -.3326827E+01B1 0.2109592E-02

, , , I , , , I _ , l i l I I I t l l I I I ! I i i i I , , , I

1000 1200 1400 1600 1800 2000 2200 2400PCM counts

Figure El. Sensor calibration plots (continued).

62

1.6

1.2

.8

.4

r_ 0

--.4

--,8

-1.2

-1.61650

m

Mnemonic name AZRSTCalibration date 21 Jul 87

Polynomial coefficients

i = J I _ , i I I I I I I I I I I I I I I = = I I _ ' I , , = I

1750 1850 1950 2050 2150 2250 2350 2450PCM counts

Figure El. Sensor ca/ibration p/ots (continued).

63

1.6

1,2

,8

.4

0

-.4

-,8

-1.2

m

m

-1.61450

Mnemonic name AZVTCalibration date 13 Mar 87

Polynomial coefficientsB0 -.9609586E+01B1 0.5181301E-02

l i i I i i i I i i i I I , i I , , i I i , i I i i i I , , , I

1550 1650 1750 1850 1950 2050 2150 2250PCM counts

Figure El. Sensor calibration plots (continued).

64

8O

7O

6O

Mnemonlc name BCARTCallbratlon date 13 Mar 87

Polynomial coefflclentsB0 -.8987528E+02BI 0.4244099E-01B2 0.3677081 E-06

5O

,'= 40

3O

2O

10

01400 1800 2600 3000 3400

PCM counts

Figure El. Sensor calibration plots (continued).

38OO 4200 4600

65

4O

30

Mnemonic name BETA

Calibration date 9 Apr 87

Polynomial coefficientsB0 -.3495960E+03B1 -.1710894E+00

20

10

-10

-20

--30

-401650 1750 1850 1950 2050 2150

PCM counts

Figure El. Sensor calibration plots (continued).

2350 2450

66

16-

14

12

10

Mnemonlc name COLLSTKCallbratlon date 20 Jan 87

Polynomial coefficientsB0 -.5700089E+02B1 0.5688018E-01B2 -.1990626E-04B3 0.2798660E-08

-- 8¢.1L_

6

4

2

01700 1900 2100 2300 2500 2700

PCM counts

Figure E1. Sensor ca/ibration plots (continued).

2900 3100 3300

67

160

140

120

100

¢..

o 80s._

0.

n

m

B

m

B

m

60

40

20

0 i i1000

Mnemonic name DMIXACalibration date 21 Jan 87

Polynomial coefficientsB0 -.1702830E+03B1 0.1572327E+00

I I I I I

1100 1200 1300 1400 1500 1600 1700 1800PCM counts

Figure El. Sensor cafibration plots (continued).

68

160

140

120

100

eoQ.

60

40

Mnemonic name DMIXECalibration date 20 Jan 87

Polynomial coefficientsB0 0.2724480E+03

B1 -.9910803E-01

20

01500 1700 1900 2100 2300 2500

PCM counts

Figure El. Sensor calibration plots (continued).

27C 2900 3100

69

160

140

120

100

_ 80

60

4O

2O

01700

Mnemonic nameCalibration date

DMIXR20 Jan 87

Polynomial coefficientsB0 -.2820755E+03B1 0.9433962E-01

= i , I , I i , i I

1900 2100 2300 2500 2700 2900 3100 3300PCM counts

Figure El. Sensor calibration plots (continued).

7O

65

55

45

35

o 25o

15

5

-5

-151900

Mnemonic name FUELTMP1Calibration date 16 Mar 87

PolynomlalcoefficlentsBO -.2601539E+03

B1 0.1256254E+00

i i i i i i i I i i i I J i i I J , _ I , i , I i i , I , _ , I

2000 21 O0 2200 2300 2400 2500 2600 2700PCM counts

Figure El. Sensor calibration plots (continued).

?]

65

55

45

35

P25

15

5

.-5

i

Mnemonic name FUELTMP2

Calibration date 16 Mar 87/

Polynomial coefficients _"B0 -.2562661 E+03 _"B .

-151900 2000 2100 2200 2300 2400 2500

PCM counts

Figure El. Sensor cafibration plots (continued).

2600 2700

72

16

14

12

m

m

n

Mnemonic name LATSTKCalibration date 21 Jan 87

Polynomial coefficientsB0 -.3836205E+03B1 0.1014762E+01B2 -.1036024E-02B3 0.5108365E-06B4 -.1221352E-09B5 0.1142027E-13

10

m

8t_

4

01700 1900 2100 2300 2500 2700

PCM counts

Figure El. Sensor calibration plots (continued).

2900 3100 3300

73

16

14

12

10

F- Mnemonic name LONGSTKCalibration date 20 Jan 87

Polynomial coefficientsB0 -.1032299E+03B1 0.1137405E+00B2 -.4289272E-04B3 0.5827809E-08

,=m

p 8

4

2

01700 1900 00 2300 2500 2700

PCM counts

Figure El. Sensor calibration plots (continued).

2900 3100 3300

74

1600 -

1400

1200

1000

P 6oo

600

Mnemonic name MGT1Calibration date 21 Jul 87

Polynomial coefficientsB0 -.1819666E+04B1 0.1209594E+01B2 -.2125214E-03B3 0.2430321E-07

400

200

0 , i i I , l_i I , I I I i i I I i i i I i i ,1400 1800 2200 2600 34003000

PCM counts

I i , i I i , , I

3800 4200 4600

Figure El. Sensor calibration plots (continued).

?5

1600

1400

1200

1000

m

m

Mnemonlc name MGT2Callbmtlon date 21 Jul 87

Polynomial coefficientsBO -.2003604E+04B1 0.1312678E+01

B2 -.2383995E-03B3 0.2613546E-07

o 800O

600

400

200

01400 1800 2200 2600 3000 3400

PCM counts

FigureEl. Sensorcalibrationplots (continued).

3800 4200 4600

76

8OOO

7000

6000

50OO

4000

3000

2000

1000

Mnemonic name MRALSSCalibration date 28Jan 87

Polynomial coefficientsB0 0.8143852E+04B1 -.3951408E+01

400 8O0

Figure El.

1200 1600 2000PCM counts

Sensor calibration plots (continued).

2400 2800 3200

77

.6-

.2

-.2

-.6

r_ -1.0

-1.4

-1.8

-2.61460

Mnemonic name MRAXHUBCalibration date 16 Mar 87

Polynomial coefficientsB0 -.1853201E+02B1 0.1092045E-01

I I I I i i i I i i i I i ' _ I i i i I i i J I i i l I ' ' i I

1500 1540 1580 1620 1660 1700 1740 1780PCM counts

Figure El. Sensor calibration plots (continued).

78

1.6 --

1.2

.8

.4

0 0

--.4

_.8

-1.2

-1.6130(

Mnemonic name MRAYHUBCalibration date 27 Feb 87

Polynomial coefficientsB0 -.4763765E+01B1 0.2339001E-02

' ' , I I i , I , , _ I _ I I I i , i I _ J , I _ _ , I , i J I

1500 1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensor calibration plots (continued).

79

1.6

1.2

.8

.4

0

--,4

--,8

-1.2

-1.61800

- Mnemonic name MRAZHUB- Calibration date 27 Feb 87

Polynomial coefficientsB0 -.5169193E+01

• n

i i l I i J i I I , , I , , , I , i i I , , , I i I I I I i I l

2000 2200 2400 2600 2800 3000 3200 3400PCM counts

Figure El. Sensor calibration plots (continued).

8O

0

-400

--800

-1200

m

_o -1600Q.

-2000

-2400

-2800

-32002850

- I_ Mnemonic name MRBR5

Calibration date 16 Mar 87

\ Polynomial coefficients

' , ' I I , , I , I , I i R I I , , , I I i i I i J , I , i , I

2950 3050 3150 3250 3350 3450 3550 3650PCM counts

Figure El. Sensor calibration plots (continued).

81

0

--4OO

-8OO

-I 200

-2000

-2400

-28OO

Mnemonlc name MRBR6 _]

Callbratlon date 13 Apr 87 //

Polynomlal coefficlents /

.o

_32002, i i t i I i t i , l , , , , i i i i t I i I i i ,I , , , , t , , , , I i i , , I400 2500 2600 2700 2800 2900 3000 3100 3200PCM counts

Figure El. Sensor calibration plots (continued).

82

-400

-1200

-2000

-2400

-2800

-32002850 2950

Mnemonic name MRBR7

Calibration date 10 Mar 87

Polynomial coefficients

3050 3150 3250 3350 3450PCM counts

Figure El. Sensor calibration plots (continued).

3550 3650

83

8000

7000

6000

5000

4000q..

3000

2000

1000

01300

Mnemonic name MREB5

Calibration date 20 Apr 87

Polynomial coefficientsB0 0.9606490E+04

B1 -.4640816E+01

I

1400 1500 1600 1700 1800 1900 2000 2100PCM counts

Figure El. Sensor calibration plots (continued).

84

200 -

-200

-600

-1000 -

-1400 -

-1800 -

-2200

-2600

-30001750

Mnemonic name MREB7

Calibration date 20 Apr 87

Polynomial coefficients /

* i i I , i , I i i i i I I i I I I I I I I I I I t I I ' i i I

1850 1850 2050 2150 2250 2350 2450 2550PCM counts

Figure El. Sensor calibration plots (continued).

85

2OOO

1000

0

-1000

-2000

--3000

-4OOO

-5OOO

--60001500

B

Mnemonic name MREBX1-- Callbmtlon date 20 Apr 87

- Polynomial coefficients- B0 -.1179750E+05

B1 0.5231708E+01

I I I I I , , ' J I J _ , , I , i i i I I I = , I , = = = I i i , t I i i , , I

1600 1700 1800 1900 2000 21 O0 2200 2300PCM counts

Figure El. Sensor calibration plots (continued).

86

20

15

I Mnemonic name MRFLAPCalibration date 25 Feb 87

Polynomial coefficientsB0 -.5194639E+02B1 0.2650322E-01

10

5

-2O

_25 t , , , i , ,

1200 1400

PCM counts

i I _ _ _ I _ _ , I i i i i J i i I i I i I I I I I

1600 1800 2000 2200 2400 2600 2800

Figure El. Sensor calibration plots (continued).

8?

16000

14000

12000

10000

B

D

B

m

i

i

l

Mnemonic name MRFLSSCalibration date 10 Mar 87

Polynomial coefficientsB0 -.9483284E+04B1 0.4671568E+01

8000

6OOO

4OOO

2000

0 400 800 1200 1600 2000PCMcounts

Figure El. Sensor calibration plots (continued).

2400 2800 3200

88

20

16

12

m

n

D

Mnemonic name MRLAGCalibration date 25 Feb 87

Polynomial coefficientsB0 -.8148590E+02B1 0.2761946E-01

1800 2000 2200 2400 2600 2800PCM counts

Figure El. Sensor calibration plots (continued).

3000 3200 3400

89

20

16

12

B

m

m

m

Mnemonic name MRLAG

Calibration date 25 Feb 87

Polynomial coefficientsB0 -.6760722E+02B1 0.2718347E-01

8

4

-201500

9O

1700 1900 2100 2300 2500 2700 2900PCMcounts

Figure El. Sensor calibration plots (continued).

8O00

7000

Mnemonic name MRLSSCalibration date 10 Mar 87

PolynomlalcoefficlentsB0 -.9758932E+05B1 0.5427659E+02

6000

5O00

4000

3000

2000

1000

01650 1670 1690

Figure El.

1710 1730 1750PCM counts

Sensor calibration plots (continued).

1770 1790 1810

91

320

280

240

200

.O-r160

120

80

40

0500

Mnemonic name MRNB5

Calibration date 19 May 87

Polynomial coefficientsB0 -.6220000E+03B1 0.8885714E+00

600 700

Figure El.

800 900 1000PCMcounts

Sensor calibration plots (continued).

1100 1200 1300

92

800

700

600

500

_: 400

300

200

100

0

m

m

m

n

m

1000

Mnemonic name MRNB6

Calibration date 19 May 87

Polynomial coefficientsB0 -.1136143E+04B1 0.9428571 E+00

I I i i I I I I I I I i i i i I i i i i I

1100 1200 1300 1400 1500 1600 1700 1800PCM counts

Figure El. Sensor calibration plots (continued).

93

4000 -

2000

-2000

.o"r -4000

-6000

--8000

-10000

-12000

Mnemonic name MRNBX1Calibration date 10 Mar 87

Polynomial coefficientsB0 -.1314260E+05B1 0.4438568E+01

i i i I , i , I , I I I I I I l I I I l I I J I , i J I i I t I

400 800 1600 2000 2400 2800 3000 3200 3600PCM counts

Figure El. Sensor calibration plots (continued).

94

25

Mnemonic name MRPITCHCalibration date 25 Feb 87

Polynomial coefficientsB0 -.2552716E+02B1 0.2716370E-01

20

15

"o

10

5

-5800

®

1000 1200 1400 1600 1800 2000

PCM counts

Figure El. Sensor calibration plots (continued).

2200 2400 2600

95

"OV

30

25

20

15

10

0

Mnemonic name MRPITCH

Calibration date 25 Feb 87

Polynomial coefficientsB0 -.3148755E+02B1 0.1626760E-01B2 0.4872385E-05B3 -.7655810E-09

-51300 1500 1700 1900 2100

PCM counts2300 2500

96 Figure El. Sensor calibration plots (continued).

8OOO

7000

Mnemonic name MRPR

Calibration date 28 Jan 87

Polynomial coefficientsB0 -.8298799E+04B1 0.3968818E+01

6000

5000

4000

3000

2000

1000

0 400 800 1200 1600 20(PCM counts

Figure El. Sensor calibration plots (continued).

2400 2800 3200

97

16000

14000

12000

10000

8000

6OOO

4000

m

nMnemonlc name MRSEBLCallbratlon date 10 Mar 87

Polynomlal coefflclentsB0 0.1307158E+05B1 -.6401361E+01

2000

0 400 800 1200 1600 21PCM counts

Figure El. Sensor calibration plots (continued).

24OO 2800 320O

98

31

29

27

25

O_

:z: 23

21

19

17

m

m

B

B

151400

Mnemonic name PAICBCalibration date 8 Oct 86

Polynomial coefficientsB0 0.3449028E+01B1 0.6619479E-02B2 -,5299158E-10

i

m

m

m

m

m

B

m

B

1800i , i I , , i I _ I I I I I I I I I I I , , i I i , i I _ _ , I

2200 2600 3000 3400 3800 4200 4600PCM counts

Figure El. Sensor calibration plots (continued).

99

31

29

27

25

i-ra

21

19

17

151400

Mnemonic name PAICSCalibration date 8 Oct 86

Polynomial coefficientsB0 0.3903395E+01B1 0.6506748E-02

i i i I i , i I i i i I i i i I i i i I i i i I , , _ I i i i I

1800 2200 2600 3000 3400 3800 4200 4600PCM counts

Figure El. Sensor calibration plots (continued).

loo

8 Mnemonlc name PEDAL

Callbratlon date 20 Jan 87

Polynomlal coefflclents7 B0 -.1468469E+02

B1 0.5798212E-02B2 0.6939471E-06

6

5

74

3

2

1

0 i , , , , , I1950 2050 2150 2250 2350 2450 2550 2650 2750

PCM counts

Figure El. Sensor calibration plots (continued).

101

O_

"O

80

60

40

20

0

-20

-40

-60

-804O0

Mnemonic name PITCHATTCalibration date 6 Nov 86

Polynomial coefficientsB0 0.1807608E+03B1 -.8805703E-01

800 1200 1600 2000 2400PCM counts

Figure El. Sensor calibration plots (continued).

2800 3200 3600

!02

160 Mnemonic name PSAFT

Calibration date 20 Jan 87

Polynomial coefficients140 B0 0.2032382E+03

B1 -.7710100E-01

120

,- 100

Q.

6O

40

2O

0 I I , , I

1200 1400 1600 1800 2000 2200 2400 2600 2800PCM counts

Figure El. Sensor calibration plots (continued).

103

160 -

140

120

IO0 -

80

60

40

20

0 '1500

Mnemonic name PSFWDCalibration date 20 Jan 87

Polynomial coefficientsB0 -.1228934E+03

B1 0.7457121E-01

!

1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensor calibration plots (continued).

, I

3100

104

160 Mnemonic name PSLAT

Calibration date 20 Jan 87

Polynomial coefficients140 B0 0.2738120E+03

B1 -,1011122E+00

120

100

c

Q.

6O

4O

2O

0 , , rT] I , i , I , , , I1500 1700 1900 2100 2300 2500 2700 2900 3100

PCM counts

Figure El. Sensor calibration plots (continued).

105

800

600

FMnemonlc name PTCHACCCallbratlon date 12 Feb 87

Polynomlal coefflclentsB0 -.5867191E+03B1 0.2866239E+00

4OO

200

o_ 01o

-2OO

-4OO

-6OO

-8000 1000 2000

Figure El.

3000 4000 5000PCM counts

Sensor calibration plots (continued).

6O0O 70O0 8O0O

106

40

30

20

10

O

o1:1

-10

-20

-30

m

-4O600

Mnemonic name PICHRATECalibration date 9 Oct 86

Polynomial coefficientsB0 -.6174093E+02B1 0.2988495E-01

, , , I i i = I i i = I i i t I , , I l t I I I , , , I , , , I

1000 1400 1800 2200 2600 3000 3400 3800PCM counts

Figure El. Sensor calibration plots (continued).

107

3,2

2.8

2.4

2.0

m

m

B

m

B

m

B

D

m

E

D

Mnemonic name QCICB

Calibration date 8 Oct 86

Polynomial coefficientsB0 -.2088619E+01B1 0.1019921 E-02

O1z 1.6

1.2

,8

.4

01400 1800 2200 2600 3000 3400

PCMcounts

Figure El. Sensor calibration plots (continued).

3800 4200 4600

108

3.2

2.8

2.4

2.0

m

B

m

m

m

m

m

Mnemonic name QCICSCalibration date 8 Oct 86

Polynomlal coefflclentsB0 -.2091740E+01B1 0.1020725E-02

o_

-r- 1.6

1.2

.8

.4

01400 1800 2200 2600 3000 3400

PCM counts

Figure El. Sensor calibration plots (continued).

3800 4200 4600

I09

8O0

700

600

500

,.Q";" 400

3OO

200

100

I I I I I

1400 1800

Mnemonic name QEIC1Calibration date 9 Oct 86

Polynomial coefficientsB0 -.5124470E+03

B1 0.2501861E+00

i I ,

2200 2600 3000 3400 3800PCM counts

Figure El. Sensor calibration plots (continued).

, , I , , , I

4200 4600

llO

80O

700

Mnemonic name QEIC2Calibration date 9 Oct 86

Polynomial coefficientsBO -.5124997E+03B1 0.2499914E+00

600

500

300

200

100

01400 1800 2200 2600 3000 3400

PCM counts

Figure El. Sensor cafibration plots (continued).

3800 4200 4600

ill

32000

28000

24000

20000

-'-=16000

12000

8000

4000

R

m

m

Mnemonic name QMRCallbmtlon date 10 Mar 87

Polynomial coefficientsB0 0.1085732E+06B1 -.5332671 E+02

m

m

m

O;ll,ll==l

1450 1550 1650 1750 1850 1950 2050PCM counts

Figure El. Sensor calibration plots (continued).

I I I I

2150

i I

2250

112

32000

28000

24000

20000

16000

12000

8000

4000

01910

Mnemonic name QMR1Callbmtlon date 21 Jul 87

Polynomial coefficientsB0 0.3521715E+06B1 -,1722110E+03

J _ i I I I I I I

1930 1950 1970 1990 2010 2030 2050 2070PCM counts

Figure El. Sensor calibration plots (continued).

113

800

700

600

500

.Q

_: 400

300

200

100

_

850

Mnemonic nameCallbratlon date

OTR228 Jan 87

Polynomial coefficientsB0 -.1719935E+04

B1 0.1305949E+01

l l , I , i , I i I i i I I " _ , I

850 950 1050 1150 1250 1350 1450 1550PCM counts

Figure El. Sensor calibration plots (continued).

114

150

50

-50

-150

¢:

--350

--45O

-550

m

i

Mnemonic name QTR3Calibration date 10 Mar 87

Polynomial coefficientsBO -.2452100E+04B1 0.1313390E+01

B

-6501300

, , i I I I I I I | I I I I I I I i i I i i i I i i i I ' i , I

1400 1500 1600 1700 1800 1900 2000 2100PCM counts

Figure El. Sensor cafibration plots (continued).

!!5

1600

1400

1200

1000

800

600

400

200

Mnemonic name RADALTCalibration date 8 Oct 86

Polynomial coefficientsB0 0.1447126E+04B1 -.3571364E+00

0 1000 2000 3000 4000 5000PCM counts

FigureEl. Sensor ca/ibration p/ots (continued).

6000 7000 8000

116

80O

600

Mnemonic name ROLLACCCalibration date 12 Feb 87

Polynomial coefficientsB0 -.5881751E+03B1 0.2866744E+00

400

200

oG)v) 0Q)

"0

-200

-400

I--800 , , , i I , , , , I , , , , I , , I , I J , , , I , , , , I i i i , I i , , , I

0 1000 2000 3000 4000 5000 6000 7000 8000PCM counts

Figure El. Sensor calibration plots (continued).

ll?

O)¢D

80

60

40

20

-60400 80O

Mnemonic name ROLLATTCalibration date 6 Nov 86

Polynomial coefficientsB0 0.1816944E+03B1 -.8870631 E-01

1200 1600 2000 2400PCM counts

Figure El. Sensor calibration plots (continued).

2800 3200 3600

118

"ID

160 -

120

80

4O

0

-4O

-8O

-120

m

Mnemonic name ROLLRATECalibration date 9 Oct 86

Polynomial coefficientsB0 -.2047027E+03B1 0.9945041E-01

-160 , i t I i i i I i I I I I I I I I I I I t t t I ' _ ' I , , , I

600 1000 1400 1800 2200 2600 3000 3400 3800PCM counts

Figure El. Sensor calibration plots (continued).

119

800

700

600

500

Ei=. 400i--

Mnemonic name RPMMRCallbratlon date 9 Oct 86

Polynomial coefficientsBO -.3463539E+03B1 0.1691285E+00

300

200

100

01600 2000 2400 2800 3200 3600

PCM counts

Figure El. Sensor ca/ibration plots (continued).

4000 4400 4800

120

160

140

120

100

.o

6O

4O

2O

0

m

m

D

m

1000

Mnemonic name SASACalibration date 21 Jan 87

Polynomial coefficientsB0 0.1765420E+03B1 -.5055612E-01

i , i I I I I ' ' ' I

1400 1800 2200 2600 3000 3400 3800 4200PCM counts

Figure El. Sensor calibration plots (continued).

121

160

140

120

100

O.

60

40

20

m

m

Mnemonic name SASECalibration date 21 Jan 87

Polynomial coefficientsB0 -.7930338E+02B1 0.5047956E-01

01000

a a I

1400

I I

1800 2200 2600 3000 3400PCM counts

Figure El. Sensor calibration plots (continued).

i I , , , I

3800 4200

122

160

140

120

100

R

60

4O

2O

08OO

Mnemonic name SASRCalibration date 21 Jan 87

- Polynomial coefficients- B0 -o7354469E+02

1 0,5197505E-01

I i I_ I I , , I I

1200 1600 2000 2400 2800 3200 3600 4000PCM counts

Figure El. Sensor calibration plots (continued).

123

0 m

5O

4O

3O

10

0

-10

-202000

Mnemonic name STABLRCallbratlon date 27 Jul 87

Polynomlal coefflclentsB0 0.1158927E+03B1 -.3637280E-01

Figure El. Sensor ca/ibration plots (continued).

124

60

50

40

30

O_20

"O

10

0

-10

-20130O

Mnemonic name STABLRCalibration date 22 Jan 87

Polynomial coefficientsB0 0.1308648E+03B1 -.1360467E+00B2 0.1026003E-03

I_ B3 -.5080118E-07B4 0.1204147E-10

I t i I I I I I I I _ I i i i I i t i I i i i I , i i l ' ' i I

1500 1700 1900 2100 2300 2500 2700 2900PCM counts

Figure El. Sensor calibration plots (continued).

125

O1

"O

10

5

0

-5

-10

-15

-20

B

-2380O

Mnemonic name TRIPCallbratlon date 15 Jan 87

Polynomial coefficientsB0 0.7598709E+02B1 -.9468259E-01B2 0.3855590E-04B3 -.7712664E-08

i i i I , , , I I I I [ I I I J i i i I i i , Irlrl, , I , , _ I

1000 1200 1400 1600 1800 2000 2200 2400PCM counts

Figure El. Sensor calibration plots (continued).

126

60 Mnemonic name TTIC

Calibration date 19 Mar 87

Polynomial coefficients50 B0 -.1225123E+03

40

30

°o 20

10

0

-10

-20 , , , , , , i2400 2600 2800 3000 3200 3400 3600 3800 4000

PCM counts

Figure El. Sensor calibration plots (continued).

127

180

160

140

120

" 100O_

8O

60

40

202500

Mnemonic name WFVOL1Calibration date 19 Mar 87

Polynomial coefficientsBO -.1486476E+03B1 0.7411224E-01

i i , I i I I I i i I I I I , I , , , I , , i I i i i I i = , I

2700 2900 31 O0 3300 3500 3700 3900 41 O0PCM counts

Figure El. Sensor calibration plots (continued).

128

180

160

140

120

8O

60

40

m

Mnemonic name WFVOL1Calibration date 19 Mar 87

Polynomial coefficientsBO -.1486476E+03B1 0.7411224E-01

20 ' ' ' t , , , I , , , I I i i I i i I I I I i I , , i I , J i I2500 2700 2900 31 O0 3300 3500 3700 3900 41 O0

PCM counts

Figure El. Sensor calibration plots (continued).

129

180

160

140

120

lOO01

80

60

40

202400

- Mnemonic name WFVOL2Calibration date 19 Mar 87

Polynomial coefficients ,,[3BO -.1805257E+03B1 0o9028371E-01 /_"

n I

I I I I I I I I I I I I , I _ I , , , I , I , I J ' t I ' t I I

2600 2800 3000 3200 3400 3600 3800 4000PCM counts

Figure El. Sensor calibration plots (continued).

130

190

170

150

130

11o

90

7O

5O

302501

m

Mnemonic name WFVOL2Calibration date 5 Nov 86

Polynomial coefficients JZ]B0 -.1827928E+03B1 0.9167063E-01 j_

B a B

i , I I i i i I , I I I I I I i I I i I _ I I I I I I I I , J I

2700 2900 3100 3300 3500 3700 3900 4100PCM counts

Figure El. Sensor calibration plots (continued).

t31

%

"O

8OO

600

400

200

0

-200

-400

Mnemonic name YAWACCCallbmtlon date 13 Feb 87

Polynomial coefficientsB0 -.5872578E+03B1 0.2864545E+00

I-800 , , , , i ,

0 1000

I I I I I I I I I ! I I I I I i I I l I I I i i I I I I I I I I I |

2000 3000 4000 5000 6000 7000 8000PCM counts

Figure El. Sensor calibration plots (continued).

132

O)4>

'tO

80-

60

40

20

0

-20

-40

-60

Mnemonlc name YAWRATECallbratlon date 9 Oct 86

Polynomlal coefficlentsB0 -.1236281E+03B1 0.6180311E-01

B2 -.1175595E-05B3 0.1832699E-09

--80 I , , , I , , , , I ' ' ' i I i i i I I i I I I i , , , , I , , i , I , , , , I

600 1000 1400 1800 2200 2600 3000 3400 3800PCM counts

Figure El. Sensor calibration plots (concluded).

133

APPENDIX F. BLADE MOTION CORRECTION EQUATIONS

The blade-motion hardware developed for the Black

Hawk aircraft has inherent interdependency of its mea-surement of blade flapping, feather, and lead-lag. The

hardware produces three signal outputs that are cross-

coupled, requiring a calibration to acquire the 10 coeffi-cients of kinematic motion. The kinematic blade-motion

equations are given in the following equations:

Flapping [3= (kl[3 '2 +k213'+k3)+ k4(1-c°s 0')(1 +sin [3')

Feathering 0 = (ks0 '2 +k60')(i- k7 tan _')

(cos _,)0.5

Lead- lag X = _,'- k80'(1 +sin 13')k9

where

0' measured feathering

13' measured flapping

%' measured lead-lag

kl. 10 blade-motion correction coefficients

0 true feathering

[3 true flapping

X true lead-lag

PRBGlil_NI_ PAGE, I_I.ANK NO'I FtCMED

135

i

REFERENCES

1. Buckanin, R. M. et al.: Rotor System Evaluation,

Phase 1, AEFA. AEFAPN 85-15, Edwards AFB,

Calif., Mar. 1988.

2. Durne, J. A.; Howland, G. A.; and Twomey, W. J.:

Comparison of Black Hawk Shake Test Results

with NASTRAN Finite Element Analysis. 43rdAnnual National Forum of the American

Helicopter Society, May 1987.

3. Abbott, W. Y. et al.: Validation Flight Test of

UH-60A for Rotorcrafi Systems Integration Simu-lator. USAAEFA No. 79-24, Edwards AFB, Calif.,

Sept 1984.

4. Cross, J. L.: The YO-3A Acoustics Research Aircraft

System Manual. NASA TM-85968, 1984.

5. Kufeld, R. M.; and Nguyen, D.: UH-60A BladeShake Test. NASA TM-101005, 1989.

6. Goodman, R.: UH-60A NASA/AEFA ConfigurationGround Vibration Test Results. SER-701619,

Sikorsky Aircraft Co., Stratford, Conn., May 1990.

7. Philbrick, R. B.: The Data from Aeromechanics Test

and Analytics-Management and Analysis Package,Vol. 1 Users Manual. USAAVRADCOM-TR-80-

D-30A, Bell Helicopter Textron, Fortworth, Tex.,Dec. 1980.

. Philbrick, R. B.: The Data from Aeromechanics Test

and Analytics--Management and Analysis Pack-

age. Vol. 2. System Manual. USAAVRADCOM-

TR-80-D-30B, Bell Helicopter Textron, Fortworth,Tex., Dec. 1980.

9. Watts, M. E.; and Dejpour, S. R.: DATAMAP

Upgrade Version 4.0. NASA TM-100993, 1989.

10. Bondi, M. J.; and Bjorkman, W. S.: TRENDS, the

Aeronautical Post Test Data Base ManagementSystem. NASA TM-101025, 1990.

11. Ham, N. D.; Balough, D. L.; and Talbot, P. D.: The

Measurement and Control of Helicopter BladeModal Response Using Blade-Mounted

Accelerometers. Paper No. 6-10, 13th EuropeanRotorcraft Forum, Sept. 1987.

12. Johnson,W.: A Comprehensive Analytical Model of

Rotorcraft Aerodynamics and Dynamics. Johnson

Aeronautics Version. Vol. I Theory Manual.Johnson Aeronautics, Palo Alto, Calif., 1988.

13. Johnson,W.: A Comprehensive Analytical Model of

Rotorcraft Aerodynamics and Dynamics. JohnsonAeronautics Version. Vol. II. Users Manual.

Johnson Aeronautics, Palo Alto, Calif., 1988.

14. Van Gaasbeek, J. R.: Rotorcraft Flight Simulation

Computer Program C81 with DATAMAP Inter-face. Vol. I. User's Manual. USAAVRADCOM-

TR-80-D-38A, Oct. 1981.

15. Hsieh, P. Y.: Rotorcrafi Flight Simulation Computer

Program C81 with DATAMAP Interface. Vol. II.

Programer's Manual. USAAVRADCOM-TR-80-D-38B, Oct. 1981.

16. Howlett, J. J.: UH-60A Black Hawk EngineeringSimulation Program. NASA CR- 166309, 1981.

17. Totah, J. J.: Correlation of UH-60A Phase I Flight

Test Data with a Comprehensive Rotorcraft Model.

To be published as NASA TM.

Ptt6Gt_I)_hiG PA_ _t.ANK NOT FILMED 137

r._,,.,."l"_ ,,,-_r:,.-r,._,,., i v BLANK

......... _4KF Oa, _-o'_ "''

r/_F _-----

Table 1. PCM data system map

00 - SYNCI 01 - SYNC2

09 - QMR 10- QTR2

18- MRNB6 19- MREB5

27 - MRLAG 28 - MRPITCH

36 - AZCS 37 - AYRFC

45 - AZLST 46 - AZRST

50 - SPARE

- SPARE

- QEICI

- QEIC2

PCM WORD LENGTH

MSB LOG

FRAME SYNC CODE

BIT RATE

FRAME RATE

FRAME TIME

WORD RATE

WORD TIME

FRAME LENGTH

CYCLE DEPTH

CYCLE TIME

SFID WORD

02 - TIMEI 03 - TIME2 04 - TIME3 05 - SF1D 06 - RECNO 07 - STATUS 08 - MRSEBL

11 - MRNBXI 12 - MREBXI 13 - MRBR5 14 - MRBR6 15 - MRBR7 16 - MRNB5 17 - MRNB7

20 - MREB7 21 - AZMRT 22 - AZMRR 23 - MRFLSS 24 - MRALSS 25 - MRLSS 26 - MRFLAP

29 - AXMRT 30 - MRPR 31 - MR/TRAZI 32 - AXPS 33 - AYPS 34 - AZPS 35 - AYCS

38 - AZRFC 39 - AZLFC 40 - AYRAC 41 - AZRAC 42 - AZLAC 43 - AYVT 44 - AZVT

47- MRAXHUB 48- MRAYHUB 49- MRAZHUB

51 - PTCHRATE 52 - AXCG 53 - QMR 54 - PITCHATT 55 - VOLTSTD1

- ROLLRATE - AYCG - PTCHACC - ROLLA'I"F - VOLTSTD1

- YAWRATE - AZCG - ROLLACC - YAWAT'F - VOLTSTD2

- SPARE - AYCGSENS - YAWACC - QTR3 - VOLTSTD3

- VOLTSTD 1

12 - VOLTSTD4

FBT - MGT 1

0101 0010 0000 0011 0101 0111 -MGT2

360 KBPS - FUELTMP1

617 FPS - FUELTMP2

1.93 MSEC - PAICS

30K WPS - PAICB

0.03 MSEC TRACK 4 FM #1 - TTIC

58 WORDS TRACK 5 IRIG TIME - RADALT

16 FRAMES TRACK 6 MILLER - RPMMR

30.95 MSEC TRACK 7 Bt-PHASE L - FCTSI

WORD 5 TRACK 8 FM #2

56 - FCTS2

- FCTSAPU

- WFVOLI

- WFVOL2

- COl_ LSTK

- LONGSTK

- LATSTK

- PEDAL

- STABLR

SPARE

- ALPHA

- BETA

SPARE

SPARE

SPARE

- TRIP

57 - DMIXE

DMIXA

DMIXR

SASE

SASA

SASR

PSFWD

PSAFT

PSLAT

PBA

LSSY

LSSX

LSSZ

- QCICB

- QCICS

- BCART

139

Table 2. Item code key

A### Accelerometer

F ....... FuselageH ...... Hub

nn nn'th physical location

B### Blade bending strain gauge

E ...... Edgewise bending

N ...... Normal bendingR ...... Rear total bending

P ...... Pushrod loadingnn % radial location

D### Misc. aircraft-state parameters

1..... Control positionA ..... Aircraft attitude

AC.. Aircraft angular accelerometersL ..... Aircraft linear accelerometers

M ..... Control mixer positions

P ..... Primary servo positions

R ..... Angular rates

S ..... SAS output positions

00 Longitudinal orientation01 Lateral orientation

02 Yaw orientation

03 Verti:al orientation

E#_ Engine parametersF ..... Fuel-related

Q ..... Torque related

T ..... Temperature-related

H#4_ Altitude parametersMR## Rotor control loads

nn See DSnn Coding

R### Rotor-related parameters

Q ..... Torque-relatedO ..... Miscellaneous

V### Velocity-related parameters

Note: All item codes consisting of four letters are derived parameters

except BFAT and BFAR.

140

Table 3. Aircraft parameters

Mnemonic Description Units Item code Group

BCART

COLLSTK

DMIXA

DMIXEDMIXR

LATSTK

LONGSTK

MRTRAZI

PBA

PEDAL

PSAFT

PSFWD

PSLAT

QMRQTR2

QTR3RPMMR

SASA

SASE

SASR

STABLR

TRIP

Ballast in. CART AP

Control position, collective in. D 103 AP

Mixer input, lateral % DM01 AP

Mixer input position, long. % DM00 APMixer input, directional % DM02 AP

Control position, lateral in. DI01 AP

Control position, longitudinal in. D 100 AP

Main-rotor, tail-rotor azimuth (Event) MRZ! AP

Pitch bias actuator position % R002 AP

Control position, directional in. D 102 AP

Primary servo position, aft % DP03 AP

Primary servo position, forwd % DP00 AP

Primary servo position, lat. % DP01 AP

Main-rotor torque ft.lb RQ 10 AP

Tail-rotor shaft torque ft.lb RQ20 AP

Tail-rotor shaft torque ft.lb RQ21 AP

Rotor speed rpm VR04 AP

SAS output position, lateral % DS01 AP

SAS output position, long. % DS00 AP

SAS output position, dir. % DS02 AP

Stabilator position deg R003 AP

Tail-rotor imprest pitch deg R021 AP

141

Table 4. Test condition parameters

Mnemonic Description Units Item code Group

ALPHA

AXCGAYCG

AYCGSENS

AZCG

BETA

HEADINHEADING

LSSX

LSSY

LSSZPAICB

PAICS

PITCHAT

PITCHATT

PTCHACC

PTCHRATE

QCICBQCICSRADALT

ROLLACC

ROLLAT

ROLLATT

ROLLRATE

TTIC

YAWACC

YAWATT

YAWRATE

Angle of attack deg DAA0 TC

Linear acceleration c.g., longitudinal g DL00 TC

Linear acceleration c.g., lateral g DL01 TCSensitive lateral acceleration g AF90 TC

Linear acceleration c.g., normal g DL02 TC

Angle of sideslip deg DSS0 TC

Aircraft heading at 25 sps a deg DAI2 TC

Aircraft heading deg DA02 TC

Raw airspeed (LASSIE) long knots VX03 TC

Raw airspeed (LASSIE) lateral knots VY03 TC

Raw airspeed (LASSIE) vertical ft/min VZ03 TCBoom altitude inHg H001 TC

Ship's altitude inHg H002 TCPitch attitude at 25 sps deg DA10 TC

Attitude, pitch angle deg DA00 TCPitch acceleration deg/sec 2 DAC0 TC

Angular rate, pitch deg/sec DR00 TC

Boom airspeed inHg V00 i TC

Ship's airspeed inHg V002 TCAltitude (radar range) ft H003 TCRoll acceleration deg/sec 2 DAC 1 TC

Roll attitude at 25 sps deg DA11 TC

Attitude, roll angle deg DA01 TC

Angular rate, roll deg/sec DR01 TCOAT (outside air temperature) °C T 100 TCYaw acceleration deg/sec 2 DAC2 TC

Alternate for heading deg DA22 TC

Angular rate, yaw deg/sec DR02 TC

aSamples per second.

Table 5. Engine parameters

Mnemonic Description Units Item code Group

FCTS 1 Engine I fuel total 0.1 gal EF01 EP

FCTS2 Engine 2 fuel total 0.1 gal EF02 EPFCTSAPU APU fuel totalizer 0.1 gal EF03 EP

FUELTMP1 Engine fuel temp. no. 1 °C EF07 EPFUELTM2 Engine fuel temp. no. 2 °C EF08 EP

MGT 1 Turbine exhaust temp. °C ET01 EP

MGT2 Turbine 2 exhaust temp. °C ET02 EP

QEIC 1 Engine 1 output shaft Q ft. lb EQ01 EP

QEIC2 Engine 2 output shaft Q ft.ib EQ02 EP

WFVOL1 Engine 1 fuel rate gal/hr EF05 EPWFVOL2 Engine 2 fuel rate gal/hr EF06 EP

142

Table 6. Fuselage accelerometer table

Mnemonic Description Units Item code Group

AXPS Pilot longitudinal accel, g AF00 VP

AYCS Co-pilot lateral accel, g AF03 VP

AYPS Pilot lateral accel, g AF01 VP

AYRAC Aft cabin R lateral accel, g AF08 VP

AYRFC Forward cabin R lateral accel, g AF05 VP

AYVT Vertical tail lateral accel, g AF11 VP

AZCS Co-pilot vertical accel, g AF04 VP

AZLAC Aft cabin L vertical accel, g AF10 VP

AZLFC Forward cabin L vertical accel, g AF07 VP

AZLST Horiz. tip L long accel, g AF14 VP

AZPS Pilot vertical accel, g AF02 VP

AZRAC Aft cabin R vertical accel, g AF09 VP

AZRFC Forward cabin R vertical accel, g AF06 VP

AZRST Horiz tip R long accel, g AFI3 VP

AZVT Vertical tail vertical accel, g AFI2 VP

MRAXHUB Hub acceleration X g AHOX VP

MRAYHUB Hub acceleration Y g AHOY VP

MRAZHUB Hub acceleration Z g AHOZ VP

Table 7. Fuselage accelerometer locations

Sensor location Longitudinal Lateral Vertical FS BL WL

Pilots floor X X X 253.0 31.0 206.7

Copilot floor X X 253.0 -31.0 206.7

Fwd. cabin floor right X X 295.0 35.5 206.7Fwd. cabin floor left X 295.0 -35.5 206.7

Aft cabin floor right X X 295.0 35.0 206.7Aft cabin floor left X 295.0 -35.0 206.7

Vertical tail X X 732.0 0.0 325.0

Horiz. tail tips (L&R) X 702.0 _+83.5 247.0

143

Table 8. Instrumented blade sensor list

Mnemonic Description Units

i i

Item code

AXMRT

AZMRR

AZMRT

MRALSS

MRBR5

MRBR6

MRBR7

MREB5

MREB7

MREBXIMRFLAP

MRFLSS

MRLAG

MRLSS

MRNB5

MRNB6MRNB7

MRNBX1

MRPITCH

MRPR

MRSEBL

Tip acceleration edgewise gRoot acceleration flapping g

Tip acceleration flapping gMR link load aft lb

MR rear bending 50% radius lb/in. 2

MR rear bending 60% radius lb/in. 2

MR rear bending 70% radius lb/in. 2

MR edgewise bending 50% rad. ft.lb

MR edgewise bending 70% rad. ft.lb

MR root edgewise bending ft.lb

MR flapping degMR link load forward lb

MR lead-lag degMR link load lateral lb

MR normal bending 50% radius ft.lb

MR normal bending 60% radius ft.lb

MR normal bending 70% radius ft.lbMR root normal bending ft.lb

MR pitch deg

MR pushrod load lb

MR shaft bending in.-lb

BEAT

BFAR

BFAT

MR03

BR50

BR60

BR70

BE50

BE70

BE01

BH01

MR00

BH00MR01

BN50BN60

BN70

BN01

BH02BP00

RQll

RP

RP

RP

RP

RP

RP

RPRP

RP

RP

RPRP

RP

RP

RP

RP

RP

RPRP

RP

RP

Mnemonics

Table 9. Derived parameter list

Description Units Item code Group

AMU

CP

CPROTOR

CT

FLAP

FSCGGW

HDB

HPB

HPS

LEADLAGMTIP

P1TCHC

REFRPM

SHPTVCALB

VT

VTB

Advance ratio, derived u

Power coef. (eng. q)

MR power coef. (QMR), derived --MR thrust coef., derived

Corrected blade flapping deg

A/C longitudinal c.g., derived in.

A/C gross weight, derived IbBoom density altitude, derived ft

Boom press, alt. corrected ft

Ship press, alt. corrected ft

Corrected blade lead-lag deg

Advancing-tip Mach number

Corrected blade pitch deg

Referred main-rotor speed rpm

Combined engine shaft hp hp

Boom calibrated airspeed knotsCorrected compiled TAS knots

Boom true airspeed knots

VOMU

CPOO

CPMR

CTOO

FLAP

FSCG

FSGWHDBO

HPBC

HPSC

LLAG

VTIP

PTCH

VRMR

ESHP

VCAS

VTRU

VTAS

DP

DP

DP

DP

DP

DPDP

DP

DP

DP

DP

DPDP

DP

DPDP

DP

DP

144

Table 10. Speed sweep test matrix

Condition CT/_ Pressure altitude, fl Calibrated airspeed

Level flight

Climb and powered descent

0.08

0.09 4,000 to 6,500

0.10

0.08

0.09

0.10

0-40 in 5-knot increments

40-140 in lO-knot increments

140-V h in 5-knot increments

0-40 in 5-knot increments

40-140 in lO-knot increments

140-V h in 5-knot increments

0-40 in 5-knot increments

40-120 in lO-knot increments

120-V h in 5-knot increments

140-Vne in 5-knot increments

130-Vne in 5-knot increments

120-Vne in 5-knot increments

Table 11. Maneuvering flight test matrix

Condition CT/_ Pressure altitude, ft Vertical g loading Calibrated airspeed

Left and right turns 0.09 7,900 to 9,500 1.0 120 - Vne in 20-knot increments1.251.5

1.75

2.0

0.10 1.0

1.25

1.5

1.75

2.0

7,900 to 9,500 120- Vne in 20-knot increments

Table 12. Dynamic stability test matrix

Condition CT/O Pressure altitude, ft Calibrated airspeed Axis

Doublet 0.08 4,000 to 6,500 65 Longitudinal, lateraldirectional, collective

0.08 4,000 to 6,500 140 Longitudinal, lateraldirectional, collective

Sinusoidal 0.00 2,500 Hover Longitudinal, lateraldirectional, collective

0.08 4,000 to 6,500 140 Longitudinal, lateraldirectional, collective

145

Table 13. Acoustic test matrix

Calibrated airspeed, knots Rate of descent, ft/min CT/O Altitude, ft Positions relative to YO-3A

60 0 0.08 Left, right, trail

400 4,000 Left, right, trail800 Left

80 0 0.08 to Left, right, trail400 Left, right

800 7,000 Left

100 0 0.08 Left, trail400 Trail

800 Trail

Table 14. Aircraft-state statistical summaries for the speed-sweep time-history plots

Counter I.t o_ 13 Engine-Q

1708 0.096 -1.1 -13.1 1398

1704 0.197 1.6 -7.4 1150

1717 0.314 -2.8 --4.1 1670

3016 0.395 --5.2 -1.3 27013011 0.460 -2.6 -2.5 2361

146

Table 15. Time intervals for maneuver data

Counter Test point description Start time, sec

3305 110 KIASB,.09CTS,0 AOB,MVR 2

3306 110 KIASB,.09CTS,37L AOB,MVR 7

3307 1I0 KIASB,.09CTS,48L AOB,MVR 4

3308 110 KIASB,.09CTS,55L AOB,MVR 4.5

3309 110 KIASB,.09CTS,60L AOB,MVR 4

3310 129 KIASB,.09CTS,0 AOB,MVR 6

3311 129 KIASB,.09CTS,37L AOB,MVR 7

3312 129 KIASB,.09CTS,48L AOB,MVR 2

3313 129 KIASB,.09CTS,55L AOB,MVR 3.5

3314 129 KIASB,.09CTS,60L AOB,MVR 5

3315 138 KIASB,.09CTS,0 AOB,MVR 2.5

3316 138 KIASB,.09CTS,37L AOB,MVR 3

3317 138 KIASB,.09CTS,37L AOB,MVR 2.5

3318 138 KIASB,.09CTS,48L AOB,MVR 6

3319 138 KIASB,.09CTS,48L AOB,MVR 5

3320 138 KIASB,.09CTS,60L AOB,MVR 4

3505 148 KIASB,.09CTS,0 AOB,MVR 6

3506 148 KIASB,.09CTS,37L AOB,MVR 4

3507 148 KIASB,.09CTS,48L AOB,MVR 4

3508 148 KIASB,.09CTS,55L AOB,MVR 5.2

3509 148 KIASB,.09CTS,60L AOB,MVR 4

3510 158 KIASB,.09CTS,0 AOB,MVR 7

3511 158 KIASB,.09CTS,37L AOB,MVR 6.5

3512 158 KIASB,.09CTS,48L AOB,MVR 53513 158 KIASB,.09CTS,55L AOB,MVR 3

3514 158 KIASB,.09CTS,60L AOB,MVR 3.5

3515 163 K/ASB,.09CTS,37L AOB,MVR 1.43516 163 KIASB,.09CTS,60L AOB.MVR 0.25

3517 163 KIASB,.09CTS,55L AOB,MVR 4

3605 129 KIASB,.09CTS,0 AOB,MVR 2

3606 129 KIASB,.09CTS,37R AOB,MVR 8

3607 129 KIASB,.09CTS,37R AOB,MVR 2

3608 129 KIASB,.09CTS,48R AOB,MVR 4

3609 129 KIASB,.09CTS,60R AOB,MVR 4

3610 138 KIASB,.09CTS,0 AOB,MVR 8

3611 138 KIASB,.09CTS,37R AOB,MVR 5.63612 138 KIASB,.09CTS,48R AOB,MVR 2

3613 138 KIASB,.09CTS,55R AOB,MVR 6

3614 138 KIASB.,09CTS,60R AOB,MVR 8

3615 158 KIASB,.09CTS,0 AOB,MVR 2

3616 158 KIASB,.09CTS,37R AOB,MVR 7

3617 158 KIASB,.09CTS,60R AOB,MVR 8

3618 158 KIASB,.09CTS,55R AOB,MVR 8

3619 163 KIASB,.09CTS,0 AOB,MVR 8

3620 163 KIASB,.09CTS,37R AOB,MVR 5

3621 163 KIASB,.09CTS,60R AOB,MVR 7

147

Table 16. Trim conditions for doublet maneuvers

State or control Longitudinal doublet Pedal doublet

VCAS, knots 62 136

VTAS, knots 68 152

Longstk, in. 4.5 3.5Latstk, in. 4.8 5.2

Pedal, in. 3.2 3.3

Colistk, in. 4.3 7.9

oc, deg 0.8 -5.413,deg -8.3 -1.1

0, deg 1.5 -1.7

_, deg -1.4 -0.54

_, deg 13 34

co, rpm 260 259

tx 0.156 0.352

Mti p 0.75 0.88CT/CY 0.08 0.08

Table 17. Nondimensionalized phase relationship of 4-1/rev frequency content

1704 to 1708 1717 to 1708 3016 to 1708 3011 to 1708

l/rev -11.1 -16.6 -23.6 -27.7

4/rev -12.2 -36.7 -42.2 -36.7

Table 18. UH-60 blade modal frequencies and damping

Description Frequency, Hz % Critical damping

1st flapwise 4.34 0.27

2nd flapwise 12.55 0.09

3rd flapwise 24.99 0.12

4th flapwise 41.63 0.14

5th flapwise 63.71 0.161st torsional 44.55 0.10

2nd torsional 82.44 0.21

I st chordwise 25.40 0.24

2nd chordwise 67.38 0.14

148

Table 19. Statistical aircraft-state values for low-speed data split time-history plots

Counter _ PITCHAI_r Collstk Engine hp CT/O

1710 0.034 4.9 5.5 1505 0.0904

1711 0.016 8.0 6.0 1760 0.0904

1712 0.029 7.8 6.0 1679 0.0912

1713 0.228 2.3 5.4 1145 0.0914

1807 -0.006 5.1 7.2 2133 0.0899

1808 -0.007 4.2 7.3 2203 0.0901

1905 0.022 6.8 7.2 2242 0.0907

1906 0.008 5.0 7.2 2185 0.0896

1907 0.020 4.3 7.1 2149 0.0895

1908 0.032 6.4 6.9 1969 0.0899

1909 0.034 5.9 7.0 2054 0.0906

149

¢.O

,t-,,,

PRI_ .C,.EDIN4_PAf._:_ t_.ANK NOT FILMED

ORIGINAL PAgE

BLACK AND WHITE PHOTOGRAPH 151

o_

152ORtGiNAE PAG,S

8LAGK /;,[_E_ WHITE PNOTOGRAPr4

z_

.Q

oi

ORIGINAL PALRE

BLACK AND WHITE PHOTOGRAPH

153

E

154 ORIGINAL PLSE

BLACK 'AND WHITE PHOrOGRAPFi

ci

"15

t_

t6

t_

155

156

(b) Center rack.

Figure 5. Continued.

OR,_,,_,_L PAGE

BLACK AI'_CWI_I'FE PHOTOGRAPN

_1 ACK ;',ii'_-:.'.,":.-iF','EF.i!()i-C)C,_,_P}A

(c) Starboard rack.

Figure 5. Concluded.

157

, !

Figure 6. Low-airspeed sensor.

158

_t-, f_ .OR,..__dp,L PAC-.E

8LA(,K AND WHITE PHOTOGRAPh-,4

u_

K

"" h__' _' _'_ _" ; ".,2':: ,L

...... _ o

159

160ORtS ;;"!l-_,L PAGE

t:!ILACK AND WHITE PHOTOGRAPN

ca

RI ...._',"_"_ _':- _,,,i-:i'; f:" i)l-tC) _.... .....,_,_.PH_'161

Figure 10. Tip accelerometer.

162

[l,','-,_t tl; ¢" ,_Un_,,."OR: J,, I".L it; :=:-

BI..AC_, ANO WHITE PHOTOGRAPH

(b

,0

cc

's,--.

BL.AC}K A_'_D W ':.ii'E P}-_O TOGRA_'>_"I

163

q)E

111

(3

¢3

(3

164 ORI'_i?_AL FAGE

E#,

"_" -' _- F;tff.)TOGRAPHBLACK Ai,,iD "' "165

166

_'..:_ _.

BI.._K Ai,iD ,,_,_14liE pI..iOTOGRAPB

, -J _ L_ t-_ , _

u'i

167

.c

_6

168BLACK AND WNI'TE F,FIOTOGRAPN

YO-3A TEST HELICOPTER

SIDE VIEW

- _BTOTA! _

TOP VIEW

(a)

HUB-TO-TAIL TIP j,.,_ /, _--..___

_/_ ././// TEST HELICOPTER

SIDE VIEW

___ MICROPHONES

HUB-TO-TAIL

_ MICROPHONE DISTANCE

TOP VI

(b)

HUB-TO-TAIL TiP _ -/_,\

MICROPHONE DISTANCE __

/ "/ TEST HELICOPTER./

SIDE VIEW

m-- -- . =" :

.//" HUB-

•"/ MICROPHONE DISTANCE

MICROPHONES

TOP VIEW

(c)

Figure 17. YO-3A/UH-60A formations. (a) Trail formation, (b) /eft position, (c) right position.

169

UH-60 BLACK HAWK PHASE I DATA PROCESSING

AEFA

1

I UTNSAVESTORES SELECTED TIME SLICES

FOR NASA PERMANENT DATA BASE

NASA2 : I

FILLERCREATES FULL-TIME HISTORY

STATISTICAL FILES FOR TRENDS

3 NASA

TRENDS

DETERMINE TIME SLICES, SPIKES,

AND BAD PARAMETERS

AT AEFA

4

AT AMES

[ TIME- SLICED 1

/ DATA FILES )

_, (BACK- UP /

DATAMAP

DATA ANALYSES

Id

F

MERGER COMPARISCNOFHAZEL STA'r]STICALDATA

I FILLER

: CREATESTRENDS'TIME HISTORY AND

STATISTICAL FILES

TRENDSDATA ANALYSES AND

_ OF SELECTED

FILES TO DATAMAP FORMAT

1

Figure 18. Data processing flowchart.

170

u

c_L_

!!ii _

i iil_. : -'° i

._¢'

i i J

i_ -I !

0 1-

530NL111_ : 1517-NOII3NNJ

8

i•s _ 7-_

o I- _.O]AI_]O : 1517-NOI±3NA]

o I-

$70_1N03 : 1517-N0113NnJ

o.70

_N

05

171

400

350

300 _

,_, 250.Q

I

w 200

E0

150

100

50

.@

TRQ-SH-60B AND UH-60A (PHASE I) • SH-60B

0 QTR2

• QTR3

®•®

@

• O O

®

®® • Q

• ® •

I I ' I , i i I l l I ] ' ' l I i i i I ' ' I I , i l I I I l I , , l I

20 40 60 80 100 120 140 160 180

Airspeed (KCAS)

Figure 20. Composite tail-rotor torque vs advance ratio.

172

4O)

0--I

3

......................... -_©.E) ..................0

Legend© - Sweep08

[] - Sweep09

.................... 0 - SweeplO .............

ch:_® q

On 0_°

[] :........................... i ........................... i ..............

I I , I I I I I I j , I I I I I I I I I I I I I I I I I I I I I , I I I I

-.2 0 .2 .4

AMU Advance ratio, derived

Figure 21. Statistical mean of longitudinal stick,"all speed sweeps.

.6

e-°_

-= 5

.,J

3-.2

........................... i.._....2_., o .......... _-._ ............................................:: oc '_. o o ::

2 ::o......................... i ......... _ ...... ..0 ............................. i .... l-I ] Sweep09

00 - SweeplO

0

I I j I 1 I I I I I j I I I I I 1 I I I = I I I I l

0 .2 .4

AMU Advance ratio, derived

.6

Figure 22. Statistical mean of lateral stick; all speed sweeps.

173

A

.g

-g

1 i i i ' i i i I i i i i i I I , i i J i I I I i i i i i t

-.2 0 .2

AMU Advance ratio, derived

Legend© - A08

[] - A09- A10

i L I I i i ¢ , i

.4 .6

Figure 23. Statistical mean ot pedal; all speed sweeps•

c

o(J

10

6

4".2

o @DO :©©©0

I I I I I I I I I i i I I i ! i I I I I i I I I I I i i

0 .2AMU Advance ratio, derived

................ .... i ..........................

<> LegendDO O - A08

.... .O ........................... [] - A09 •0 DO o - A10

I I I I I i i 1 I

.4 .6

Figure 24. Statistical mean of collective stick; all speed sweeps.

174

,,0

v

s=0

60000

40000

20000

0-.2

00 0

.-i 06 ^ O0 Legend

0 (D-_ ................................. O-A08.................................... O [] A09 "

O - A10

i i , i i i ; i 1 i i * l , , I I I I I I I I i I i i

0 .2 .4 .6

AMU Advance ratio, derived

Figure 25. Statistical mean ofmain-rotor torque; all speed sweeps.

".= .8=E

.6-.2

P...................................................... i o .# --_-- ..............................................

0Q,

i i , 1 i i i i i I i i i i i 1 , , J

0 .2

AMU Advance ratio, derived

Legend0 - A08

[] - A090 - A10

i i i , i i 1 , i

.4 .6

Figure 26. Statistical mean of tip Mach number, all speed sweeps.

175

.11

.10

U).09

0

,08

LegendO - A08[] - A09

*_"*4N% <,-A1o

0C)

.................¢--,,e°--_,o ....o ..........._.0 : 0

II*tll*LIIAi*lllltLillllllili

0 ,1

-o....................0_0 ....% ....© ©:

i i i i i , t L i I i i , J i _ t i i i i i i i , i i _ i

.2 .3 .4 .5

AMU Advance ratio, derived

Figure 27. Statistical mean of CT/G,all speed sweeps.

.015

Q.

o

.010

.005

i|lllAll|

-.1 0

.................. :-<:,-,_;(......... i.................. !.................. ! ......... _.-_ .... _ .....rn: m "" : : i ,_,C. CTO_OC_o i ! : u :

: [] ,E_,<> ,,-, i _ i_:: i Legend

.................. i....0 ...... _l_'_-[_i__._,_i__ k__...... ! .................. ! o-A08

: : : 0 -AIO

i i _ | i I I I I i * i i i I i i i L.LJ--X i t t i * I I I I I I I _ i I i * I I I _ I _ | _ i J

.1 .2 .3 .4

AMU Advance ratio, derived

Figure 28. Statistical mean of Cp/c_,all speed sweeps.

.5

176

A

C,D

0--I

_ooo

Q o o

_o0 0

0 0

0

................................................

0 0co

°o ,_• ,0 O. ..........

....................................................................................... C_o,: .... o

0

2 ......... * ......... i ......... J ......... i .........i

-.1 0 .1 .2 .3

AMU Advance ratio, derived

ilJll*lJJ

.4 .5

Figure 29. Statistical mean of longitudinal stick; CT/_ = O.09.

10

A

0

-10

0

8..Oo%0oo %o o

............... * .................

ocb ci_,q:o °

0

-.1 0 .1 .2 .3

AMU Advance ratio, derived

O

....... O .....

ii|,l*lll

.4 .5

Figure 30. Statistical mean of pitch attitude, CT/_ = 0.09.

177

6

iO

Ci0

_- c_.E o8" 5 .................. :................... . .................. ;

O

OO

¢g.-I

o

O

ilillllt L

-.1 0

oO0

00

0

...............................

00

oo

0

0Q

i _ A i i i i i i I i i J ,L * , i J _ * J * 1 l * I A l I I i , , * , , , | l I I i t t 1 I I

.1 .2 .3 .4

AMU Advance ratio, derived

Figure 31. Statistical mean of lateral stick; CT/(T= 0.09.

.5

'5l£

5

0

-5

-10 .........

-.1 0

(30

0 00

........ o ....0 0

(3 O00 0

O_

0.................. ................... : .................. ,.................. ,. .................. : .................

: : 0

......... i ......... i ......... i ......... i .........

.1 .2 .3 .4

AMU Advance ratio, derived

Figure 32. Statistical mean of roll attitude; CT/G= 0.09.

.5

178

0

-5

A

G

-10D.

"r-

-15

O O.................. •.................. • ...... O ......... ,°

O0 o

oo_0

0

80

%0

0......... O ............. 0 ......

c_d,ooc°0 :

................a6@.............................T..................!....................................

......... j .................. i ......... i ......... i .........

0 .1 .2 .3 .4

AMU Advance ratio, derived

.5

Figure 33. Statistical mean of tail-rotor pitclx C T/<_ = 009.

4O

A01

"10v

In

.ID

O'}

20%

0

0 (_ 0 0 0 n

.........................................................................i o._o%.....................@d cbc_

-20 ....... ,,I,,,,,,,,, ,,, ......

-.1 0

iAilll||JliJ_llll|l|JlllllJl_

.1 .2 .3 .4

AMU Advance ratio, derived

.5

Figure 34. Statistical mean of stabilator angle; CT/G = 0.09

179

2O

10

A

010

"0

(u 0I-Q.

.1{

-10

0

00 ............ 0 ............................................

0

°Ooo _bc cpce

0 .1 .2 .3 .4 .5

AMU Advance ratio, derived

Figure 35. Statistical mean of angle of attack; CT/(_= 0.09.

0

I

v

m.$

-lo .................. :.................. _....

: d

-20 , ........ I ...... ,,,I ......... I ......... I .........

-.1 0 .1 .2 .3

AMU Advance ratio, derived

2O

00

00

10 ...............................................................................................................0

o -o0- ................................o5: ........: 0

:0 0 0: (3 0

"(9(9 ' .....................................................

.4

Figure 36. Statistical mean of side slip angle; CT/E= 0.09.

.5

180

3000

O.e-

•. 2000J_¢/)

1000-.2 0

O

©

O

O

O

'O ......................................... o ....... .........................

O

OO

O00

0000

00

0

, , * * J , i J , i i i i l i * i i i

.2

AMU Advance ratio, derived

1 i i , a , t t l

.4 .6

Figure 37. Statistical mean of shaft horsepower; CT/CT= O.09.

00MJ

400

3O0

200

100

oOUJ

400

300

200

100-.2

_ Legend

---_ .... ._ ..................................................... O- EQ01 ..A - EQ02

! * J i i , i i i J J i i t i i i i 1 , I I I ! J i i 1

0 .2 .4 .6

AMU Advance ratio, derived

Figure 38. Statistical mean of engine torques; CT/G= 0.09.

181

-400

0

o -600m

-800-.1

0

!0

00(3

0

0

0 0 0 0

0

................................................. .. .....................................

0 o Oq'

°: 0 0 0: 0

| i I I L t J i i i A t i , , , | I I

.4 .5

0

[ | , = , , , , . i = i , , = = . | n I , I l I I = I , , = I t n | I I = .

0 .1 .2 .3

AMU Advance ratio, derived

20OO

1500

0>

d 10000Q.in

5OO

0

.................................................: 0 0 :

: _ :

0 4 ...i......................... 0 ...... Q............. 0 0 0°no9 o ',

: (:9 :

q : :O0 '. :

0 ......... I ......... I ......... i ......... I ......... i,j,i, ,,,,

-.1 0 .1 .2 .3 .4

AMU Advance ratio, derived.5

Figure39. Average (top) and vibratory (bottom)pitch-link loads;CT/_ = 0.09.

182

0

o

0>

0

o

20OO

0

-2000

-4000 .........-.1 0

9°°o o00

qg_O0 0

0 00ocb

.................................... _..... e d ..........

: 0

o

J i I i i i A J i j J i i i A i | i i i i A _ _ , i i i J i , i i i _ n i i i i i J A i i i i

.1 .2 .3 .4

AMU Advance ratio, derived

1500

1000

5OO

A A I | I I I I j i * * I I I I I I * [ I I I | I j I I I

-.1 0 .1

.................................... ., .................. I .................. _- .................. ' ..................

0

00 0 0 0oo

o o coo 9j o o

.....................................!_._u ....'.......................................................o© :

i00 ::

i i i L I i i i i I I I i i i i i i _ i i i I I l i i 1

.2 .3 .4

AMU Advance ratio, derived

Figure 40. Average (top) and vibratory (bottom) forward link load; CT/G= 0.09.

.5

.5

183

500

0

YP"

-500=R

-1000

-1500".1

.....................Oo...... OOo....i0

_00

0,'

0

0

........ ...... r"

0

0

0

0

0 0

0

0

0

1500

0

=Z

1000

500

0-.1

0

0

0

0

0

_0o

o£,O q 9) @ o o

J a J * i a * | i J | j I I * | a I i I J J J * * * * i z

0

00

I I a i I i J i I | J i J i | * J i I

.1 .2 .3

AMU Advance ratio, derived

ili*llll |

.4 .5

Figure 41. Average (top) and vibratory (bottom) lateral link load; CT/G= 0.09.

184

UH-60A A/C 7d8 PHASESPEED SHEEP AT .09 CT/SCTR(S) 170-1 - 30]8

DOC_n_

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AMU Advance ratLo,

a

oOOO@!

i J i i | i J J i I i i i i i i i i :

0,3 0.4 0.5

derLved

Figure 42. Average (top) and vibratory (bottom) aft link load; CT/_ = 0.09.

185

O_D

UH-60A A/C 7'_8 PHASE ISPEED SNEEP FIT .09 CT/SCTR [ S ] 1704 - 3018

TESTS

I

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-0.1 0.0 O. 1 0.2 0.3

RHU Advance raLLo, derLved

oo

................... i.................. L .................. ,..................

O0

0 ............ • .................. , ..................

illl|llll

0.4 0.5

Figure 43. Average (top) and vibratory (bottom) blade normal bending, 50%: CT/cr= 0.09.

186

0

UH-60R FI/C 7'i8 PHASE TSPEED SNEEP FIT .09 CT/SCTR(S) 1704 - 3018

TESTS

I

0

I

123

z_rn

0

I

0I'3I.n1

.................. - .... .0...............................: 0

.................. r .................. ,..................

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i i i i i i i i i I i A i i i J i J i

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I ................................... ................! !o oi i o

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oo

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0

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..................................... ..@.............. 0 ........................................................c9o :

i | i i | | i i i i i A i i L i i i i i i i I i i i i i I | | | i i I i i i

O.L 0.2 0.3 0.4 0.5

FIHU Advance ratto, dertved

Figure 44. Average (top) and vibratory (bottom) blade normal bending, 60%: CT/(_ = 0.09.

187

O(.0

UH-60A A/C 748 PHASE I TESTSSPEED SWEEP RT .09 CT/SCTR(S) 170d - 3018

Z

rn

i

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{Mi

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0-. 0 ...........0 .... ......

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-0. !

| i i | i i i i 1 I i i i i | i i ,

0,0 0.I 0.2 0.3

nNU Rdvance not,to, derived

||1111111

0.I 0.5

Figure 45. Average (top) and vibratory (bottom) blade normal bending, 70%: CT/O= 0.09.

188

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UH-BOA A/C 7_8 PHASE: ISPEED SWEEP RT .09 CT/S

CTR(5) 170't - 3018

TESTS

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O.O O.t 0.2 0.3 0.i 0.5

FIMU Rdvance ratto, dertved

Figure 46. A verage (top) and vibratory (bottom) blade normal bending root; C T/(_= O.09.

189

o0

UH-60A A/C 7H8 PHASE ISPEED SHEEP fiT .ogcT/sCTRiS) 1709 - 3018

TESTS

o[,1r'n

0

ooIf)

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................ ,..... C) .......... 4.................. ; ..................................... ,...................

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i i i i i i i i i I i i I i i i i i i i i i i i i i i i i i t i i I i i i I i i i i i i i i i

g.o 0.I 0.2 0.3

flHU ndvonce notLo, derLved

IIIIIIIII

0.I 0.5

Figure 47. Average (top) and vibratory (bottom) edgewise bending root; CT/_ = 0.09.

190

0

i

? ililili I'i'l'l'l'l 'i'l'l'''i'l'l'i'i'!'l'i'l'i'l'l'i_l'l'i' i' i_ I:l_rlt' I'i'i'i'"• 000 , _00 .800 3. 200 3. 600 4.. 000

)_.200 :.6o0 2.000 a.,_oo 2.800

AZIMUTH (OEG) CXIO 2

NFIRMAL BLADE BENOZNC- WITH SPEED INCREASE

CYCLE AVERAGE: MR NORMAL BENDING 50% RADIUS

COUNTER MULTIPLE GROSS WT 18166. SMIP MDDEL UH-60LF1NG CG 361. 51-1IP IO 748

1708/BN50

1704/BN50

1717/BNSO

3016/BN50

Figure 48. Normal bending 50% R vs azimuth at four speeds; CT/_ = 0.09.

191

0,,,--I

x

cA_.3

I

Z

00oJ

0

o

000

0

oi

00DO

i

00

T

0

QDi

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.000

\

'.,

: \

/ /il

/// \;y /

\

/'° /

.400

\ _\ II\ •• .\ /

• 800 1.200 £.600 2.000 2.400 2.800

AZIMUTH (DEG) (XIO 2 )

3.200 3.600 4.000

NORMAL BLADE BENDING WITH SPEED INCREASE

CYCLE AVERAGE: MR NORMAL BENDING 60% RADIUS

COUNTER MULTIPLE GROSS WT 18166. SHIP MODELLONG CG 361. SHiP ID

1708/BN60

170#/BNBO

.... 1717/BN60

-- 30 16/BN60

30 11/BN60

UM-60748

Figure 49. Normal bending 60% R vs azimuth at five speeds; CT/(_ = 0.09

192

00(,j

00cO

0

o

7.000

\

._00 .800

i,,,,,,,l,,,,,,,l,i,,,i,l,,,,,i'l'i'i'i

1.200 1.600 2.000 2. 400 2. 800 3. 200 3. 600 4.000

AZIMUTH (OEG-) (XlO 2 )

NFIRMAL BLADE BENDING. WITH SPEED INCREASE

CYCLE AVERAGE: MR NORMAL BENDING 70% RADIUS

COUNTER MULTIPLE GRDS$ WTLONG CG

1708/BN70

1704/bN70

17 17/BN70

---- 30 16/BN70

30 t 1/BN70

10166. SHIP MODEL UM-6036 1 i SHiP ID 748

Figure 50. Normal bending 70% R vs azimuth at five speeds," CT/_ = 0.09.

193

r,-i

C3

X

o

0

ooi

G

l

<_I

i

0

(0

i

0

0

i

0

.I-

i

,i,l,i,l,i,i,i,l,l,l,i,l,i,j,i,l,i,a,i,l,i,i,i,l,i,j,i,l,i/i,i,l,t,i,i,l,i,l,i- \

i

0

O0

i

.00_i_i_i_,i_i_`i_i_i_iii_i_j_ii`i'_i_i'i_'i'i'i'_'i_i'i'_'i'iji'_iji'i_

,40 .80 1.20 1.60 2.00 2.4-0 2,80 7.20 3.60 4.00

RZIIVlUTH (DEG) (XI0 2 )

P ITCHROD LOAD WITH SPEED INCREASE

CYCLE AVERAGE: FIR PUSHROD LOAD

COUNTER MULTIPLE GROSS WT 18 161[$.LDNG IZG 361.

1708/BP00

170_/DPO0

17 IY/BPO0

30 IB/BPO0

30 11/BPO0

SHIP MODEL UH-60SHIP [D 748

Figure 51. Pitch-link load vs azimuth at five speeds; C T/G = 0.09.

194

O}v

0

O

0

O

Q.N_t

.5 ..................................... ' .................................... :....................................

O

0

%o O o o o o_O q_

o Oo ° o @ oDOl_ 0 0

0

i i i i _ i _ i i [ i i i i i _ , i L i i J L i i i * _

.2 .4

AMU Advance ratio, derived

.6

Figure 52. Vibratory vertical pilot station vs advance ratio," CT/G = 0.09.

O}

0>

.Q .5

J=N

0

O0 0 O

0o o

o oo o,CO_a.....................o........P.................o.....................::....................................

0 O0 0 0

0

0

iiiiiiiii

0

0

0

I i I I i i I i i

.2 .4

AMU Advance ratio, derived

i14111111

Figure 53. Vibratory vertical hub vs advance ratio; CT/G = 0.09.

.6

195

O>m!;N<

O©

de a o0

1 ......................................................... O ...................................................

00 o

JB8 °°°%°°

i I i I I I I I i ] I i I I I I I I I

0 .2 .4

AMU Advance ratio, derived

lIliti,_,

.6

Figure 54. Vibratory vertical tail vsadvance ratio; CT/_ = 0.09.

A

v

0

m.u

.6

.4

.2

0

©

O0

o oO Oc 0

o oO0 0...e ......o .-.°.....................................o........._ ........................................

O 00 0 O 000

o o o°0 0

0I I I I I _ I I I

.2 ,4

AMU Advance ratio, derived

Figure 55. Vibratory vertical tail vs advance ratio; CT/_ = 0.09.

.6

196

,,,,-,,,,

0

tj1=N

0

0

0

>m..5 ........................................................................... •.... _ ..............................

©

o0

OoO oo°° o o 0 0

30G 0 0 0 :

I I I I I I I I i i n I n i _ i I ii I I I I I i A I

0 .2 .4

AMU Advance ratio, derived

.6

Figure 56. Vibratory vertical right forward cabin," C T/_ = 0.09.

o

.4

1=>,,

0

O0

0 0

>

m..2 ............................................................. 0C5 ............................................0 0 0 0

0

0 0 000

Dgo

0

IIIlillll

0

0o © o o

jil&ll laj

.2 .4

AMU Advance ratio, derived

Figure 5Z Vibratory lateral right forward cabin," C T/G : 0.09.

.6

197

o

8=,

o

05

04

03

08

AII

O13 O G* o °o l

Q $

AB

A

° 213 Oo m

A

B m

• o o A • o []

• m

• &

mD o

• , , i , , , t . , , i , , , t , . . L , , . a , . .

1 0 12 14 16 18 2.0 22

DLO2, ( Verltcal Acceleration at CG )

13 Level

• 13G

• , 15G

o 17G

s 19G

Figure 58. Advance ratio vs vertical g loading maneuvers; CT/(_ = 0.09.

10

-20

c_rA °o

4)

A [] •

+,, ,,D _i, A

o41,

O& •

lem° o A O i i

O_ O

-30 , . . i . . • _ . . . i , . • 1 . . • i • . . i . • . i . . .

80 -60 -40 -20 0 20 40 60

DA01, Roll Angle ( Deg )

B Level

$ 13G

& 15G

o 17G

= 19G

8O

Figure 59. Pitch attitude vs roll angle for maneuvers; CT/c_ = 0.09•

22-

L_

o=m

_e

L_

o"

20-

18-

16-

t,4

12-

1.0

08

-100

D []D

_, []

D

[]

t, ,,

i i +

-50 0 50 100

DA01, Roll Angle ( Deg )

Figure 60. Vertical g loading vs roll angle for maneuvers; CT/C_= 0.09.

-3550

-3575

-3600

A

-3625

u

-3650

0

-3675zm

-3700

-3725

-3750u.30

I I I I

0.35

B

4

I

0.40

VOMU

(a) A verage.

&

I

0.45

r:l

A

@

0.50

a Level Flight

o 1.3GRight

A 1.3 G Left

1800

u

"0

0,--I

0

,,D

0I"-

zm

1600

1400

1200

1000

8OO

6OO0.30

| I

0.35

Figure 61.

@ A&

&D

[][]

& []6

A

| | | i i i i 8 I • . •

0.40 0.45

VOMU

(b) Vibratory.

Normal bending 70% R vs p, left and right banks, 1.3 g.

0.50

[] Level Vib

A 1.3 G L Vib

o 1.3 G R Vib

199

A

J_m

O

zm

-3550

-3600

-3650

-3700

-3750

-3800

-38500.30

&

I

0.35

[]

[]

• I • •

0.40

VOMU

(a) Average.

• I

0.45 0.50

[] Level Flight

• 1.5GRight

A 1.5 G Left

,¢3u

o

"0010--I

2

J_

>

0

zrn

18OO

1600

1400

1200

1000

8OO

6000.30

&&

& &

& []

0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 62. Normal bending 70% R vs IJ, left and right banks, 1.5 g.

0.50

[] Level Vib

A 1.5 G L Vib

• 1.5 G R Vib

2OO

A

v

O

Zm

,,D

"O

O--I

O

,,ID

O

Zm

-3550

-3600

-3650

-3700

-3750

-3800

-3850

-3900

1800

1600

1400

1200

1000

8O0

6OOO.3O

[]

[]

[]

[]

[]

[]

A

o

& A

| | i

0.40

VOMU

(a) Average.

I

0.45

o

A&

o

&

& []

Figure 63.

• • a | J = • • !

0.40 0.45

VOMU

(b) Vibratory.

Normal bending 70% R vs p, left and right banks, 1.7 g.

0.50

0.50

[]

o

&

[]

A

0

Level Flight

1.7 G Right

1.7 G Left

Level Vib

1.7 G L Vib

1.7 G R Vib

201

A

¢0e_

|

v

O

ziT,

-3550

-3600

-3650

-370O

-3750

-3800

-38500.3O

[]

• I

0.35

[]

[]

[]

[]

[]

[]

[]

A @

A @@

. . ! , i , , A ,

0.40 0.45

VOMU

(a) Average.

0.50

[] Level Flight

e 1.9GRight

A 1.9 G Left

202

.O

i

m0

,,J

.a

0

zm

2000

1500

1000

5OO0.30

B

@

@

@

i | I I I i | I

0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 64. Normal bending 70% R vs p, left and right banks, 1.9 g.

0.50

[] Level Vib

•_ 1.9GRVib

e 1.9 G L Vib

-600

A

v

00Q,,mm

-650

-700

-750

-8OO

-85O

-900

-950

-1000_).30

[]

I

0.35

[]

[]

%

o

[]

&&

, , I , • , J I

0.40 0.45

VOMU

(a) Average.

[][]

&

o

o

0.50

o Level Flight

• 1.3 Right

•" 1.3 Left

"O

O

--I

O

..D

OOn

2OOO

1500

1000

5OO0.3O

i ! |

A

&

• A []

0

& []• []

A 0

A

0

[]

i | ' I I . , i

0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 65. Pitch-link load vs p, left and right banks, 1.3 g.

i

0.50

[] Level Vib

o 1.3 G R Vib

A 1.3 G L Vib

203

OO

(1.

[]

-600

-7OO

-800

-900

o1000

-1100

-1200

-13000.30

r_

I

0.35

El

[]

O

& &

I i

0.40 0.50

[] Level Flight

• 1.5 Right

A 1.5 Left

VOMU

(a) Average.

O_.n

v

"0

0i

0

N

00

[]

3000

2500

2000

1500

1000

50O

0O.3O

&

o &

[] 0

& &

&

r:l

[]

B

I I I I | I I I I " I

0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 66. Pitch-link load vs #,left and right banks, 1.5 g.

0.50

El Level Vib

• 1.5 G R Vib

A 1.5 G L Vib

204

-600

-800

A

-1000

00i,,m -1200

-1400

-1600O.30

[] ml[] [] [][] G

[]

& A

4)

AO

i , = = I i m m , l , , . i I n a

0.35 0.40 0.45

VOMU

(a) Average.

0.50

[] Level Flight

• 1.7 Right

A 1.7 Left

3000

25O0

A

2000

OJ

15002

o 10000

m

500

00.30

&

oA

A

A []

B

d_[]

I ' ' ' I = i o . I a | m

0.35 0.40

VOMU

(b) Vibratory.

Figure 67. Pitch-�ink/oad vs p,/eft and right banks, I. 7 g.

I • • | |

0.45 0.50

[] Level Vib

• 1.7 G R Vib

A 1.7 G L Vib

205

O_

m

v

OOelm

-600

-8OO

-1000

-1200

-1400

-1600

&

Im

[]E

(IO

&

-1800 ' . I , , , , I , , , ,0.30 0.35 0.40 0.45 0.50

VOMU

(a) Average.

El Level Flight

e 1.9 Right

A 1.9 Left

4OOO

206

A

W

u

v

o..J

o

.Q

00nm

35OO

3OOO

2500

2000

1500

1000

5OO

0o.3O

, , I ,

0.35

Figure 68.

@

&

nvl[] m

i , i I i i i i I i i t |

0.40 0.45 0.50

VOMU

(b) Vibratory.

Pitch-link load vs /3, left and right banks, 1.9 g.

[] Level Vib

e 1.9 G R Vib

A 1.9 G L Vib

-1000

.,Om

00

n-

-1500

-2000

-2500

-3000

-3500

-40000.30

, , , o I

0.35

B[]

• , ,

[]A

6@[] []

A

• i i i

0.40

VOMU

(a) Average.

[][]

| i

0.45

A

M

! I i |

0.50

[] Level Flight

• 1.3 Right

& 1.3 Left

GO

"O

O.J

o

oo

=E

2000

1500

I000

5OO

00.3O

El

&

I

0.35

Figure 69.

@

@

& &@

[]

[]&

[]

I

0.40

VOMU

(b) Vibratory.

|

0.45

A &

@

[]

[]

Forward link load vs It, left and right banks, 1.3 g.

= ,

0.50

m Level Vib

A 1.3 L Vib

* 1.3 R Vib

207

-1000

.0E

v

00

-1500

-2000

-2500

-3000

-3500

-4000

-4500

-50000.30

mm

&@

&

&

[]

&

&

I , , , , I I

0.35 0.40 0.45

VOMU

(a) Average.

|

0.50

[] Level Flight

• 1.5 Right

& 1.5 Left

208

A

.Qm

1Dm0--I

0

,I0

00

(=

3O00

2500

2000

1500

1000

50O

00.30

@ &• &

A A

&

A

[]

B

i i | i I ' ' I , • • I | a i

0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 70. Forward link load vs #, left and right banks, 1.5 g.

@

|

0.50

[] Level Vib

,t 1.5 L Vib

• 1.5 R Vib

A

i

OOn-=E

-1000

-2000

-3000

-4000

-5OOO

-60000.30

A

A

[][] []

@

= I = i i i f • I .

0.35 0.40 0.45

VOMU

(a) Average.

[][]

@

0.50

[] Level Flight

• 1.7 Right

& 1.7 Left

A

i

v

¢0o

==,,o

OO

=E

4000

3500

3O00

2500

200O

1500

10O0

5O0

00.30

@

,0,

AA

e

[]

• l , i i i I , , I • , |

0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 71. Forward link load vs It, left and right banks, 1.7 g.

i

0.50

[] Level Vib

A 1.7 L Vib

• 1.7 R Vib

209

A

.IOm

OO

_r

-I000

-2000

-3000

-4000

-5000

-6000

-70000.30

[]

&

I

0.35

&

m[]

• i

0.40

&

[]m

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o

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m Level Flight

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(a) Average.

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2500

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1500

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500

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i i i i i i I I

0.35 0.40 0.45

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(b) Vibratory.

Figure 72. Forward link load vs p, left and right banks, 1.9 g.

|

0.50

[] Level Vib

& 1.9 L Vib

• 1.9 R Vib

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o

-400

A

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& 1.3 Left

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I |

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(b) Vibratory.

Figure 73. Lateral link load vs tl, left and right banks, 1.3 g.

0.50

[] Level Vib

• 1.3 R Vib

& 1.3 L Vib

211

E-raI.I.

m0

0.J

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-200

-400

-600

-800

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A &

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212

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0

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0.45

Figure 74. Lateral link load vs p, left and right banks, 1.5g.

0.50

[] Level Vib

• 1.5 R Vib

A 1.5 L Vib

A

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=E

1000

500

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1.7 Left

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Figure 75. Lateral link load vs t J, left and right banks, 1.7 g.

0.50

Level Vib

1.7 R Vib

1.7 L Vib

213

1000

A

.Q

v

n-

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1.9 Left

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2500

2000

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Figure 76.

A

• •

&

o

o

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0.40 0.45

VOMU

(b) Vibratory.

Lateral link load vs i1, left and right banks, 1.9 g.

&

|

0.50

D Level Vib

• 1.9 R Vib

A 1.9 L Vib

m

v

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2000

1500

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0.35 0.40 0.45

VOMU

(b) Vibratory.

Figure 77. Aft link load vs i1, left and right banks, 1.3 g.

[] Level Vib

o 1.3 G R Vib

a 1.3 G L Vib

0.50

215

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Figure 78. Aft link load vs p, left and right banks, 1.5 g.

o

l i l i

0.50

[]

o

A

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1.5 G R Vib

1.5 G L Vib

1000

i

v

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-2500

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&

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VOMU

(a) Average.

3000

A

¢0

M

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rl

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1500

1000

500

@

&

& H

H

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0 i I I | J i I I I I

0.30 0.35 0.40

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(b) Vibratory.

• | , • • •

0.45

Figure 79. Aft link load vs p, left and right banks, 1.7g.

[] Level Vib

o 1.7 G R Vib

•', 1.7GLVib

0.50

217

1000

500

A -500

-1000

O

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3000

2500

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2000

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Figure 80. Aft link load vs [_, left and right banks, 1.9 g.

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e 1.9 G R Vib

A 1.9 G L Vib

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Figure 81. Aft link load vs azimuth at four g-loadings.

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Figure 82. Lateral link load vs azimuth at four g-loadings.

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Figure 83. Forward link load vs azimuth at four g-loadings.

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Figure 85. Normal bending 70% R vs azimuth at four g-loadings.

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Figure 89. Aircraft angular rates of longitudinal doublet at 60 knots. (a) Pitch and roll rate, (b) yaw rate.

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Figure 90. Acceleration at aircraft c.g. of longitudinal doublet at 60 knots. (a) Vertical c.g. acceleration, (b) lateral and

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Figure 91. Control positions of directional doublet at 140 knots. (a) Longitudinal cyclic, stick and mixer, (b) lateralcyclic mixer.

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Figure 93. Aircraft attitude of pedal doublet at 140 knots.

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Figure 95. Acceleration at aircraft c.g. of pedal doublet at 140 knots.

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(a) Average.

Figure 102. Normal bending 70% R vs advance ratio over g-loading sweep.

I I I I I

.50

239

2000

"0w0

i

>.,i-_

ot_

L_

..O*l

o

z 1000CD

500.30

[] Levelvib @ 1.3GLvib A1.5GLvibm

O 1.7 G L vib 1311.9 G L vib

S

S

Sss f

s S / /

.." ,<,_" _>,,-

...."" _,_._,'A//,, ,111 /" _ // j_"

." ./ _D/

I I I I I I I I I I I I

.35 .40

VOMU

(b) Vibratory.

Figure 102. Concluded.

i I.45

I I I i I.50

240

-600

-800

A

.Qm

m -10000a

c,m

J_u

if. -1200ooft.II1

-1400

-1600.30

[] Level flight @ 1.3 left A 1.5 left 0 1.7 left n 1.9 left

F1

\

_'_.

X _.\

\\

\\

\\

%%

%%

%%

%%

[]

A

_°_

A

Q%

A AA ®

I I I I I I I I

.35

J

f

Q

I i = i L I =

.40 .45VOMU

s

(a) Average.

Figure 103. Pitch-link vs advance ratio over g-loading sweep.

i I

.50

241

3000

25OO

A

2000

0

1500

o0

1000m

500

[]

m

L

m

B

m

0.30

Levelvib @ 1.3GLvib Z_l.5GLvib 0 1.7GLvib E_ 1.9GLvib

t I I I t I t t I I I t t I I t t

.35 .40 .45

VOMU

(b) Vibratory.

Figure 103. Concluded.

I I.50

242

D Level flight

-1000 -

1.3 left Z_ 1.5 left 0 1.7 left a 1.9 left

-2000

,,--,-3000

o

--4000

-5000

-6000.30

t i i I i t i t I , t , t I.35 .40 .45

VOMU

Figure 104.

(a) Average.

Forward link load vs advance ratio over g-loading sweep.

I I i i I.50

243

D Levelvib O 1.3Lvib A1.5Lvib O 1.7Lvib D 1.9Lvib

4000 -

D

i

3500 -

3000J_v

o 2500

O

2000,m

>OOm 1500-

1000

5o0

0.3(

a

-'<D-

%%

%%

A

I I J I I I I I I I I I I I.35 .40 .45

VOMU

I I I I

(b) Vibratory.

Figure 104. Concluded.

I

.50

244

[] Level flight

400

1.3 left A 1.5 left 0 1.7 left a 1.9 left

u)J_m

,p,,

0I'1"

200

0

-200

--400

-6O0

-8O0

-1000.30 .35 .40 .45

VOMU

(a) Average.

Figure 105. Lateral link load vs advance ratio over g-loading sweep.

245

[] Levelvib @ 1.3Lvib

4000

1.5 L vib 0 1.7 L vib _ 1.9 L vib

3500

3000

1000

500

0.30

0

.35 .40 .45VOMU

(b) Vibratory.

Figure 105. Concluded.

.5O

246

1000 -

0

m

-1000o

-2000

-3000.30

[] Level flight 0 1.3 left A 1.5 left o 1.7 left a 1.9 left

A

/

0_ A A A //®

// •

""_" ,.,_. _.. _ __ __ _ ..._ ,.,,,. .I'_" s "°

__ ....... "0-i i i l n t _ n I n n

.40 .45VOMU

I I I I

.35

(a) Average,

Figure 106. Aft link load vs advance ratio over g-loading sweep.

| I

.50

247

13 Levelvib O 1.3GLvib Z_l.5GLvib

3000 -

O 1.7 G L vib Q 1.9 G L vib

2500

A

W,-, 2000v

"O

o

o 1500

.,Q,m

>

On- 1000

500

m

0.30

®

....... - Oo ./'A X/// ,_'0

_.._ A /_/

_.A_ .... ._'_" ,x

I I I I I I I J I , I I I I I J

.35 .40 .45VOMU

(b) Vibratory.

Figure 106. Concluded.

i I

.50

248

•4- O MRAZHUB.HM4 A MRAZHUB.HM8

O O

O _.3N _

O _

_ mo e,J

°°F \°m "I-.2 O

_.z oII1 N_ '_ .1

:' _ --__-z ....... -x-_-__ _ °_JJ_ I I I_I i III I i i i i | I i i i i I I I I I I I I I I I I III I i i i i I I I III

0 .1 .2 .3 .4 .5AMU advance ratio, derived

Figure 107. Hub vertical vibration 4/rev and 8/rev harmonics vs advance ratio.

249

.4

N

c.30

L.

_Qoo

_.2

d

N<.1IIC

0

O

O 0

OO 0

O

O

O O

O

o y° 0

%o

0 00

0 0

0 o

O0

_'(_II I J I I IIII i II IIIIIIIIIIIII ll]il IIII I III I I ] I l I i l I i

.1 .2 .3 .4 .5

AMU advance ratio, derived

Figure 108. Hub vertical vibration 12/rev harmonics vs advance ratio.

250

.6

"6

'_ ._ .2_.-,-

0

- O AZPS.HM4 Z_ AZPS.HM8

?A_

o "-_. o o _--o-_o a°

°,T,_ o o A_--m_ _ .i i I I I i i i i i i i I I i i i i i i I I i I i i i i I l I i i ii l I I I i i i l I

.1 .2 .3 .4 .5AMU advance ratio, derived

Figure 109. Pilots seat vertical 4/rev and 8/rev harmonics vs advance ratio.

251

.6-

D

B

c.o

L_

_.4t,,}

t_m

.u1::O

OiB

'v-- .23i

N

i

°o°III IIIIII II

.1

o,,II IIIIII IIIIIII.2 .3 .4 .5

AMU advance ratio, derived

Figure 110. Pilots seat vertical 12/rev harmonics vs advance ratio.

252

.6-

_ .4c

c 0

2_

,.o_ .2..r

<

0

O AZRFC.HM4 A AZRFC.HM8

- O

//o o / I

o oo oo °_ !

_ A o o ___ ,7',,,_-, _,T,_-, ,, ,T,,T_--,, _,--_T_, _, _, _,,,,,,,,,,,,,

.1 .2 .3 .4 .5

AMU advance ratio, derived

Figure 111. Right forward cabin vertical 4/rev and 8/rev harmonics vs advance ratio.

253

.6-

m

t_,m

c,.Q

u

@U.

'1-

U.

N

.4

.2

0

0

.1 .2 .3 .4

AMU advance ratio, derived

Figure 112. Right forward cabin vertical 12/rev harmonics vs advance ratio.

, HI.5

254

.8-

t_5.6

>

_.4

N

0

Figure 113.

O AZVT, HM4 A AZVT, HM8

O

0

0

A

00

A

0

0

0

A

.2 .3 .4

AMU advance ratio, derived

Vertical tail vertical 4/rev and 8/rev harmonics vs advance ratio.

255

.8-

m

W -_.6-

_.4

0JC_l

Jo.._.,___o_oo ,-,oj._.o_

.3 ,4

AMU advance ratio, derived

Figure 114. Vertical tail vertical 12/rev harmonics vs advance ratio.

| I

.5

256

UH-60R RiO 74B PHRS[ I TESTSFLT 20:OYNRMIC STABILITY

CTR 2006:57KIRSB,l'RFT LONGpDOUBLET

Or'J

°,.9............................ i .................. - ........ : .......................................................'..z'- _

or)

o (a) i .....i i i i i i I i i i i i ! J LI I I I I I I I I I I ' n , n I , l

I

LEGEND

D/DT

ESTI

0

O

...........................i...........................!...........................!...........................

0

5 10 15 20

TIMC IN SECONOS

I3_ T[._, O_

C3 OU

E--I

OE C:)

(/30.3

ESTI

Figure 115. Comparison of Euler rates for longitudinal doublet at 60 knots. (a) Measured and estimated dO�dr,

(b) measured and estimated de�dr.

257

0

[.-,u-)r..,j

0

I

UH-60R FI/C 748 PHFISE I TESTSFLT 20:OYNRMIC 5TRBILITY

CTR 2017s 127KIRSB,I'LT PEO,OOUBLET

i ,

(a)=''lll*='lll,llLjl I =,,_===,lj II=,nli, I

LEGEND

D/DT

ESTI

CI('%1

E--,

O'3

LJ

°(M

i

0IIIllllil|'rlllllllllilllllll

10 15

TIME IN SECONDS2O

LEGEND

D/DT

ESTI

Figure 116. Comparison of Euler rates for pedal doublet at 140 knots. (a) Measured and estimated d_/dt , (b) measuredand estimated d_/dt.

258

RADIALSTATION 15.0(INCHES): 27.0

0.0 30.0

SHA__CENTERLINE

BLADEA'I'rACHMENTPOINT

ROOTACCELEROMETER

ELASTOMERICBEARING

BLADEFEATHERINGAXIS

TIP

ACC ELE ROMETER

NOTE: BLADE SKETCH NOT TO

SCALE

Figure 117. Radial locations of blade accelerometers.

259

O'3

C_9

..2L,.JC.)f.J(IZ

O_

[--,

o

£Z)t"3

Q

0

UH-6OFt Ft/C 7H8 PHFtSE I TESTSFLT I7:LEVEL ?LIGHT CT/S - 0.09

CTR ]713:80 KIFISB,.O9CTS,LEVEL SNEEP

ll,iiillii,,llliii,illllll,,I

0 0.2 0.4

TIME

i i i i i i I , , i t i i i i i i , ,

0.6 0.8

IN SECONDS

tO

CD

._J_JCJ

(I:

O_

0

U')

0

0

-r ..................................................................

20 30 40 50 60 70 80

FREOUFNCY (HZ)

Figure 118. Time and frequency plots of root acceleration at 80 knots.

260

UH-BOR Ft/C 748 PHFISE ] TESTSFLT IT:LEVEL FLIGHT C?/S - 0.09

CTR 1713:813 KIFISB,.OgCTS,LEVEL SNEEP

d_

(]z

0

|......

,, i , , , J , , i ..... :.... j ......... i ......... i .........

0.2 0.4 0.6 0.8

TIME !N SECONDS

l.n

or)

cB

_I

oo

oo00_

n:

0 10

....... L ............. ! ............. t ............. J ............. J ............. J ............. J .............

20 30 40 50 60 70 80

FREOUENCY (HZ)

Figure 119. Time and frequency plots of tip acceleration at 80 knots

261

u_ u_

UH-6019 FI/C 74B PHASE I TESTSYLT 17:LEVEL FL]GHT 03"/5 - 0.09

CTR 1713; BO KIRSB, .OgCTS,LEVD_ SNE_P

: i

d d

= i i', : i i i, i i i i i

_ ........ _......... , ......... i ......... i ......... i ......... j ......... =......... _ ......... , ......... _ ......... , ........

30 60 _ I20 150 1_ 210 240 270 300 330 360

ROTOR RZIMUTH (DEG)

Figure 120. Root and tip accelerometer response at 80 knots.

LEGEND

ROOT

_sir__.

UH-6OFI 19/C 7't8 PHRSE-1 TESTSF'LT ]7:LEVEL FL]GHT CT/5 - 0.09

CTR 17]3:80 KIRSB .09CTS LEVEL SWEEPoo

6_

¢_l ........ I ......... I ......... I ......... I ......... I ......... 1......... I ......... I ......... I ......... I ......... I ......... i ......... I......... I ......... I ......... I ......... I .........

20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 3'10. 360

ROTOR RZIMUTH (DE6]

Figure 121. Calculated blade flapping from accelerometers.

262

4

3

.-. 2

"t3

-2.

-3

--4

-5

I I 1 I I I I I I I I I I I I I I I

Trailing edge data -

, ---- Leading edge data -

_ -

°

UH-60 Blackhawk main rotor blade first flapwise mode at 4.34 Hz

I I I I I I I 1 I q 1 I I I I ! t2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

Blade stations

5

4

3

2

0

"_ -1n-

-2

-3

-4

-5

I 1 I I I I I I I I I I i I I I I

- _ Trailing edge data.... Leading edge data

UH-60 Blackhawk main rotor blade second flapwise mode at 12.55 Hz

I I I I I I I I I I I I t I I t I2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

Blade stations

Figure 122. First and second flapwise mode shapes.

263

''''+'l'''''1'l'''J'i'l'+'l'i'l'l'J'_'l'l'+'l'i,+,J,i,l,,,,,,,l,l,l,,,l,,,,,,i

\

0

X

0

CO

I

/ \/+f-\%

r '\\I \

\//

/J

0

I

.00 ._0 .80

RYCLE AVERAGE:

COUNTER MULTIPLE

DATAMAP

t.20 1.60 2.00 2.,+0 2.80 3.20 3.60 _.ooAZIMUTH (DEG) (XIO 2 )

LOW SPEED DATA SCATTER

MR PUSHROD LOAD

GROSS WT 18166. SHIP MODEL UH-60LONG CG 361. SHiP ID 748

1906/BP001907/BPO0

1908/BP00

I909/BPO0

1710/BPO0

1711/BPO0

1712/BPO0

1713/BPO0

1807/BPO0

1808/BPO0

190S/BPO0

(VERS 3.07) 29 JUN '89 12:01:57 NASA ARC

Figure 123. Pitch-link load vs azimuth of low-speed data scatter.

264

30O0

2OOO

E"

e-

= 1000a.

0.2

O

Company 1

Company 2

Company 3

..... Company 4

..... Company 5

m__ NASA/CAMRAD

Flight test

(D

//J

//

///

/

@

/

///

f//

I/

//

//

/I

/f /, o. _"

J j SS o _

Q..°°°° °_

°* ...._°/*oo..Q...-"" /

f

o_

°

I I I i I.3 .4 .5

Advance ratio

Figure 124. Pitch-link load vs advance ratio, flight vs industry predictions.

I.6

265

UH-60fl fl/O: TRIL NUMBER 748PHfISE I CORRELflTION WITH CRMRflD

LEVEL TRIH,CT/S-O.0847, TRUE R/S-15OKT

v

zco __

I

i 0

-ii;\ .........._.......................i...........1i;:• ................

...................• i .................................................................................

lllllllililllllllll

90

Phase 1

i'-'--0-- CAMRAC

i i i i i , , A i I i L i i i i I I I

180 270 360

ROTOR RZIMUTH (DEG)

Figure 125. CAMRAD/MRALS correlation of blade-normal bending.

266

,4.

REPORT DOCUMENTATION PAGE FormApprovedOMB No. 0704-0188

Public repoMing burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources,gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of thiscollection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for information Operations and Reports. 1215 JeffersonDavis Highway. Suite 1204. Arlington. VA 22202-4302. and to the Office of Management and Budget, Paperwork Reduction Project {0704-0188), Washington, DC 20503.

1. AGENCY USE ONLY (Leeveblank) 12. REPORT DATE _3. REPORT TYPE AND DATES COVERED

I Technical Memorandum

5. FUNDING NUMBERS

October 1993TITLE AND SUBTITLE

The Modem Rotor Aerodynamic Limits Survey:A Report and Data Survey

6. AUTHOR(S)

7,

J. Cross, J. Brilla, R. Kufeld, and D. Balough

PERFORMINGORGANIZATIONNAME(S)AND ADDRESS(ES)

Ames Research Center

Moffett Field, CA 94035-1000

9. SPONSORING/MONITORINGAGENCY NAME(S)ANDADDRESS(ES)

National Aeronautics and Space Administration

Washington, DC 20546-0001

11. SUPPLEMENTARY NOTES

505-59-36

8. PERFORMING ORGANIZATION

REPORT NUMBER

A-91183

10. SPONSORING/MONITORING

AGENCY REPORT NUMBER

NASA TM-4446

Point of Contact: J. Cross, Ames Research Center, MS 237-5, Moffett Field, CA 94035-1000;(415) 604-6571

12a. DISTRIBUTION/AVAILABILITY STATEMENT

Unclassified -- Unlimited

Subject Category 01

13. ABSTRACT (Maximum 200 words)

12b. DISTRIBUTION CODE

The first phase of the Modem Technology Rotor program, the Modem Rotor Aerodynamic Limits Survey, wasa flight test conducted by the United States Army Aviation Engineering Flight Activity for NASAAmes Research

Center. The test was performed using a United States Army UH-60A Black Hawk aircraft and the United States Air

Force HH-60ANight Hawk instrumented main-rotor blade. The primary purpose of this test was to gather high-speed,

steady-state, and maneuvering data suitable for correlation purposes with analytical prediction tools. All aspects of

the data base, flight-test instrumentation, and test procedures are presented and analyzed. Because of the high volume

of data, only select data points are presented here. However, access to the entire data set is available upon request.

14. SUBJECT TERMS

UH-60, Rotor loads, Fuselage vibration

17. SECURITY CLASSIFICATIONOF REPORT

Unclassified

NSN 7540-01-280-5500

18. SECURITY CLASSIFICATIONOF THIS PAGE

Unclassified

19. SECURITY CLASSIFICATION

OF ABSTRACT

15. NUMBER OF PAGES

27016. PRICE CODE

A12

20. LIMITATION OF ABSTRACT

GPO 583-676/19027Standard Form 298 (Rev. 2-89)Prescribed by ANSI Std 2'39-18

29e- 102