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NASA TechnicalPaper 1773

KinematicProperties of the
. , .

Helicopter in Coordinated Turns ' . . ..

I IIIIIII I I I
 - ~

TECH LIBRARY .KAFB, NM

NASA Technical Paper 1773

KinematicProperties of the
Helicopter in CoordinatedTurns

Robert T. N. Chen andJames A. Jeske

AmesResearchCenter
Moffett Field,Califoruia

NASA
National Aeronautics
and Space Administration

Scientific and Technical

Information Branch

1981

I
 NOMENCLATURE

D ,Yw ,L t o t a la i r c r a f td r a g ,s i d ef o r c e ,l i f ta l o n g wind a x e s

g g r a vc ictealtei roantai o
ln

i rate of
climb

moment of i n e r t i aa b o u t x-body a x i s
IXX

I moment of i n e r t i aa b o u t y-body a x i s
YY
moment of i n e r t i aa b o u t z-body a x i s
IZZ

,I,I p r o d u cotifn e r t i a isn body a x e s

IXZ xy
yz
L t oatearl o d y n a m
apnircdo p u l s i v e moment a b o u t x-body a x i s

M t oatearl o d y n a m
apnircd
opulsive moment a b o u t y-body a x i s

m a i r c r a f t mass

N t oatearl o d y n a m
apnircd
opulsive moment a b o u t z-body a x i s

n r a t i o of t h e t o t a l a e r o d y n a m i c a n d p r o p u l s i v e f o r c e a c t i n g o n t h e
aircraft to the weight of the aircraft

n r a t i o of t h e t o t a l a e r o d y n a m i c a n d p r o p u l s i v e f o r c e a c t i n g o n t h e
T
aircraftperpendiculartotheflightpathtotheweight of t h e
aircraft

n r a t i o of t ht eo t a l a e r o d y n a mai n
cp dr o p u l s i v
f oer ac ce t i not hgne
V
aircraftalongtheflightpathtotheweight of t h e a i r c r a f t

n Yn , na c c e l e r o m e t er e a d i n ga l o n gt h e body a x e s( a l s or e f e r r e dt o as
X Y Z n - p a r a m e t ae lr ostnhge body a x e s )

nx y n y, nn - p a r a m e t e r sa l o n gt h e wind a x e s
Z
w w w
P 39 Y r a n g u l a r rates o tfh ea i r c r a fat b o u t body a x e s

R r a d i u s of t u r n

u ,v ,w a i r s p e e d components i nt h ea i r c r a f t body a x essy s t e m

-f
UI 'VI PI componentsof flightvelocity (V I ) i n t h e body a x e ss y s t e m
+
uw YVw ,w w components
of
wind v e l o c i t y (V W ) i nt h eE a r t hr e f e r e n c ea x e s
system

iii
v airspeed(i.e.,speed of f l i g h t w i t h r e s p e c t t o a i r mass)

speed of flight with respect to earth

s p e e do ft h e wind w i t h r e s p e c t t o t h e E a r t h
vW

W weightoftheaircraft

X t o t a l aerodynamicandpropulsiveforceacting on t h e a i r c r a f t
a l o n g x-body a x i s

x,y,z body a x e s s y s t e m

XI Y Y1'
I3 e a r t hr e f e r e n c ea x e s( r e g a r d e d as a n i n e r t i a a x e s i n t h i s r e p o r t )

XWYYW'ZW wind a x e ss y s t e ma l i g n e dw i t h D , Yw, and L

Y t o t a l aerodynamic and propulsive force acting on the aircraft

a l o n g y-body a x i s

Z t o t a l aerodynamicandpropulsiveforceactingontheaircraft
a l o n g z-body a x i s
A
a angle of attack with respect to a i r mass, a = tan-'(:)
W
a
I
"angle of attack'' with respect to Earth, c1I A tan-'(<)

B angleofsideslipwithrespectto a i r mass, B

A
B* alternate definition of a n g l e o f s i d e s l i p , B* = tan-'(:)
V
A
"angle of sideslip'' with respect to Earth, BI = sin-'(<)
BI

r aerodynamicflightpathanglewithrespectto a i r mass,
h - w
r = sin-'( W)

Y aircraft flightpath angle (with respect to Earth) ,y = sin-'

+-
Au,Av,iiw componentsofwind v e l o c i t y (V ) i n t h e body a x e ss y s t e m
W

6e,6c,6a,6 l o n g i t u d i n a l c, o l l e c t i v e , l a t e r a l , and d i r e c t i o n a cl o n t r o l
P displacements

Q,O,Y aircraE
f tu l earn g l ews i t h respect txoyI ,I , z
I

iv
 -+
tilt angle of the n from the vertical plane containing the
T
flightpath

rate of turn of the aircraft about Earth-referenced vertical axis

I
I I Il Il 1 Il I I I
 KINEMATIC PROPERTIESOF THE HELICOPTER IN COORDINATED TURNS

Robert T. N. Chen and James A. Jeske

Ames Research Center

SUMMARY

This paper describes the results of a onstudy

the kinematic relationship
of the variables of helicopter motion
in steady, coordinated turns involving
inherent sideslip. A set of exact kinematic equations which govern a steady
coordinated helical turn about an earth-referenced vertical isaxis
first
developed. A precise and rational definition for the load factor parameter
that best characterizes a coordinated turn is proposed. Formulas are then
developed which relate the aircraft angular rates and pitch and roll attitude
to the turn parameters, angle of attack, and inherent sideslip. These new
closed-form formulasare then used for a detailed evaluation of the effects of
sideslip on the kinematic relationship of the helicopter in coordinated turns.
Important symmetrical properties that exist in these kinematic relationships
are also discussed.

A steep, coordinated helical turn at extreme angles of attack with inher-

ent sideslip is of primary interest in this study. The results show that the
bank angle of the aircraft can differ markedly from the tilt angle of the
normal load factor and that the normal load factor
can also differ substan-
tially from the accelerometer reading along the vertical body axis of the
aircraft. Generally, sideslip has a strong influence
on the pitch attitude and
roll rate of the helicopter. The latter could have a significant on impact
handling qualities because of the direct coupling of roll rate to the thrust
of the main rotor.

The results of the analysis also indicate that pitch rate is independent
of angle of attack in a coordinated turn and that in the absence of sideslip,
angular rates about the stability axes are independent
of the aerodynamic
characteristics of the aircraft.

INTRODUCTION

With the development of armed helicopters for their expanded roles

in
missions such as ground attack and air to air combat, the question of helicop
ter maneuverability is receiving increased attention. Better analytical
methods are needed to achieve a reliable prediction of the rotor thrust limits
and aircraft performance, thereby permittingan accurate simulation of the
trajectory and the orientation of the aircraftin maneuvering flight, espe-
cially those flights involving extreme conditions. Efforts have been and are
still being made (refs. 1-4) to meet this need. Improved flight test tech-
niques are also needed to evaluate and substantiate the actual maneuvering
limitations of the helicopter.
 Basic t o t h e f l i g h t e v a l u a t i o n of h e l i c o p t e r m a n e u v e r i n g c a p a b i l i t y is
s t e a d ya n dc o o r d i n a t e dt u r n i n gf l i g h t( r e f s . 5-6). Thesemaneuvers are o f t e n
conductedalongsteep,helicaldescendingpathsto achieve a h i g h e r l o a d f a c t o r
( a t a g i v e na i r s p e e d )b yt a k i n ga d v a n t a g eo fe n e r g ym a n e u v e r a b i l i t y( r e f . 2).
Althoughtheestablishmentofkinematicrelationshipsinthisandother
maneuveringflightregimes is n o r m a l l y a m a j o r o b j e c t i v e of t h e f l i g h t i n v e s t i -
g a t i o n f o r a s p e c i f i ch e l i c o p t e r( e . g . ,r e f . 51, e x p e r i e n c e h a s i n d i c a t e d t h a t
test d a t a d o n o t c o r r e l a t e w e l l w i t hp r e d i c t i o n sf r o ms i m p l i f i e dt h e o r y . An
exampleshowing l a c k o f c o r r e l a t i o n w i t h r e g a r d t o t h e k i n e m a t i c r e l a t i o n s h i p
b e t w e e nt h eb a n ka n g l ea n dt h en o r m a ll o a df a c t o r i s d e p i c t e d i n f i g u r e 1.

E f f o r t sh a v eb e e n made ( r e f s . 2 and 6 ) t o improve t h e t h e o r y by p r o p e r l y

accounting for the inherent sideslip that normally exists i n a c o o r d i n a t e d
t u r nf o rs i n g l e main r o t o rh e l i c o p t e r s .U n f o r t u n a t e l y ,i nt h ed e v e l o p m e n t of
themodifiedtheory two i m p o r t a n t f a c t o r s h a v e h e r e t o f o r e b e e n i g n o r e d :

1. I n a s t e a d yc o o r d i n a t e dt u r na b o u ta ne a r t h - r e f e r e n c e dv e r t i c a la x i s ,
the tilt ofthethrustvector(or more a c c u r a t e l y t h e t o t a l aerodynamicand
propulsiveforce)ofthehelicopter from t h e v e r t i c a l p l a n e c o n t a i n i n g t h e
flight velocity can differ appreciably from t h e a i r c r a f t b a n k a n g l e , e s p e c i a l l y
i n a s t e e p and t i g h t t u r n w i t h s u b s t a n t i a l i n h e r e n t s i d e s l i p .

2. The d i f f e r e n c eb e t w e e nt h en o r m a ll o a df a c t o ra n dt h ea c c e l e r o m e t e r
s i g n a l a l o n g a v e r t i c a l body a x i s h a v i n g i t s o r i g i n a t t h e c e n t e r o f g r a v i t y
oftheaircraftcanbesignificant,especiallyin a s t e e pa n dt i g h tc o o r d i n a t e d
turn with an extreme angle of attack.

The s e c o n d f a c t o r seems t o b e a r e s u l t o f a n i m p r e c i s e d e f i n i t i o n of t h e
term " n o r m a ll o a df a c t o r . "N e g l e c t i n gt h ea b o v e two f a c t o r s c a n t h e r e f o r e
introduce substantial errors in the kinematic relationships among t h e v a r i a b l e s
of motion i n c o o r d i n a t e d t u r n s , e s p e c i a l l y i n t h o s e t u r n s i n v o l v i n g e x t r e m e
f l i g h tc o n d i t i o n s .T h e r e f o r e ,t h e r e i s a need to c l e a r l y s p e l l o u t a set of
e x a c te q u a t i o n sg o v e r n i n gs t e a d y ,c o o r d i n a t e dt u r n si no r d e rt op r o v i d ea n
a c c u r a t e c a l c u l a t i o n of trim c o n d i t i o n s , s u c h as a i r c r a f t p i t c h and r o l l a t t i -
t u d e sa n da n g u l a r rates.

Accurateknowledgeof a i r c r a f t a t t i t u d e s is necessaryinplanning, con-

d u c t i n g ,a n di n t e r p r e t i n gt h ef l i g h te x p e r i m e n t . A more i m p o r t a n tr e q u i r e m e n t
( b u t less emphasized) i s t h e knowledgeof t h e a n g u l a r rates o f t h e h e l i c o p t e r
i n a c o o r d i n a t e dt u r n . The a n g u l a r rates a b o u tt h e body a x e sc a ne x e r t a sig-
nificantimpactontheperformanceandhandlingcharacteristics of t h e air-
c r a f t . The e f f e c t o f p i t c h rate on a l l e v i a t i o n of s t a l l o f t h e main r o t o r i s
w e l l known ( r e f . 7 ) . A s a c o r o l l a r y ,t h e yaw r a t e c a n e i t h e r a l l e v i a t e o r
aggravate s t a l l on the t a i l rotor,dependingonthesenseofthe yaw rate.
Roll rate h a s a d i r e c t c o u p l i n g t o t h e t h r u s t of r o t o r s y s t e m s i n f o r w a r d
flight because of the asymmetry i n dynamic p r e s s u r e on t h e a d v a n c i n g a n d t h e
r e t r e a t i n g s i d e s of t h er o t o r s .F u r t h e r ,p i t c ha n d r o l l rates s i g n i f i c a n t l y
influence the control stick t r i m p o s i t i o n i n a coordinatedturnbecauseof
aerodynamicand i n e r t i a l( g y r o s c o p i c )c o u p l i n g( e . g . ,r e f s . 8 , 9 , and 1 0 ) .

The o b j e c t i v e s of t h i s r e s e a r c h are t h e r e f o r e : (1) t od e v e l o pe x a c t

e q u a t i o n sg o v e r n i n g a g e n e r a ls t e a d y ,c o o r d i n a t e dh e l i c a lt u r n , ( 2 ) t o examine

2
 the variousdefinitions/interpretations of load factor for helicopters
in
maneuvering flight and establish their relationships to steady, coordinated
turns, and (3) to evaluate the effect of inherent sideslip and other
key flight
parameters on the helicopter attitudes and angular rates in coordinated turns.
The development that achieves these objectives is discussed
in the following
sections, followed by a summary of the results.

KINEMATICS OF THE HELICOPTER IN STEADY, COORDINATED TURNING FLIGHT

In this section a set of kinematic equations governing the helicopter i

a steady, coordinated turn about a vertical axis is developed. Throughout the
derivation we shall retain the generality of the equations consistent with the
flat-earth approximation (ref.11); no small-angle assumptionswill be used.

GI
In steady, turning flight (i.e., = ir, = 8, = 0 ; i, = 6 = i = 0) the
Euler equations (ref. 11) reduce to

X = mg sin e + m(qw I - rvI)

Y = -mg cos 8 sin O + m(ruI - pwI)

Z = -mg cos 8 cos O + m(pvI - quI)

When the aircraft is making a steady turn about an earth-referenced vertical

axis with a steady turning rate iof
, the three components of angular velocity
about the body axes of the aircraft become

p = -+ sin e
q = i cos e sin Q

r = i cos e cos o
Now replacing the three force components X, Y,and Z along the body axes in
equation (la) by the accelerometer readings at the center of gravity of the
aircraft, i.e., nx= X/mg, ny = Y/mg, and n, = Z/mg, and expressing the three
components of the flight velocity VI by

u
I
= V
I
cos c1
I
cos B,
v = V sin B
I I I
wI = VI sin aI cos 8,

I
Equation (la), by virtue of (2) and the substitution above, becomes

nX = sin 0 + tan +’(sin cx

I cos B, cos 0 sin @ - sin BI cos 0 cos @)

n = “cos 0 sin @ + tan $’cos B (cos cx cos 0 cos @ + sin cx sin 0 )

Y I I I
n = -COS 0 cos @ - tan @l(sinB sin 0 + cos cx cos 6, COS 0 sin @)
Z I I

where

iV,
tan = -
g
(4)
For a coordinatedturn, ny= 0 , and the second equation in equations
yields the following constraint equation

sin 0 = tan I+~(COS a

I
cos @ + sin aI tan 0)cos BI (6)

Further, the aircraft pitch and roll attitudes0, @, and the angle of attack
and sideslip are related to a given flightpath angley by the kinematic
relationship:

cos c1
I
COS 6
I
sin 0 - (sin B
I
sin @ + sin cx
I
cos 0
I
cos @)cos 0 = sin y

Note that in steady flight, the force components X, Y, Z (or n,, ny, nz) and
the three moment components, L, M y and N are functions of the aerodynamj,c
flight parameters, V, a , B; p, q, r, and control positions (e.g., 6,,6,, cSa,
6p). Symbolically,1

with similar functional relationships for n n,, L, M y and N. It should be

Y’
emphasized here that V, a , and 0 are related to air mass; VI, aI, and y
are related to earth. Figure 2 shows the relationship of the two sets of
parametersforthecasewhen B = 61 = 0 . Letbethesteadywind
velocity Vw (relative to earth) as expressed in the earth referenced axes
xI, yI, zI. Then the three components of the fli ht velocity (relative to
earth) as expressed in the body axes are given !? by

’For the steady flight consideredhere, the dependency on$, 15, h has
been dropped.
’The definition for the angle of attack and angle of sideslip is a stan
dard one (ref. 11). An alternate definition for the angle of sideslip, which
is sometimes usedin the helicopter technical community,is

We recommend that an asterisk superscriptbe assigned for this particular

definition to avoid unnecessary confusionwith f3.

4
 u
I
= V cos a COS B + Au

v
I
= V sin B + Av

w
I
= V s i n a cos B + Aw

where

cos 0 cos Y cos 0 s i n Y -sin 0

0 s i n @ cos Y sin 0 sin 0 sin Y

- cos Q s i n Y -I-c o s @ c o s Y

0 cos @ cos Y s i n 0 cos 0 s i n Y

+ sin 0 sin Y -
s i n 0 cos Y

and

W
I
a = tan-' -
I U
I

C l e a r l y ,i nt h c calm a i r s i t u a t i o n , VI = V , a1 = a, and BI = B. Thus f o r a

g i v e n s e t of Y , VI, and y, t h ee l e v e na l g e b r a i ce q u a t i o n s( l b ) , (2) , ( 4 ) , ( 6 ),
and ( 7 ) c o m p l e t e l y d e t e r m i n e t h e e l e v e n unknown t r i m v a l u e s i n a s t e a d y
c o o r d i n a t e dt u r n , i . e . , E u l e ra t t i t u d e s 0 , 0 ; a n g u l a r r a t e s p , q , r; t h e
a n g l e o f a t t a c k a, a n g l eo fs i d e s l i p 6, and t h ef o u rc o n t r o lv a r i a b l e s of
t h ea i r c r a f t . F o rc o n v e n i e n c e ,t h i s set of e q u a t i o n s i s summarized i n t a b l e 1.

It s h o u l db en o t e dt h a te q u a t i o n s ( 6 ) and ( 7 ) are t h e two i m p o r t a n tk i n e -

matic e q u a t i o n st h a t relate t h e body a x i sE u l e ra n g l e s 0 and @ t o t h e f l i g h t
p a r a m e t e r s y, a ~ (31, , and @Jl. A s d i s c u s s e d earlier i nt h ei n t r o d u c t i o n , a
s i n g l e main r o t o r h e l i c o p t e r n o r m a l l y e x h i b i t s some s i d e s l i p i n a c o o r d i n a t e d
t u r n , t h e amount of w h i c h d e p e n d s o n t h e a i r c r a f t c o n f i g u r a t i o n as w e l l as t h e
side-force characteristics.

The t u r np a r a m e t e r 0, t h a t relates t h et u r n rate and t h es p e e do ff l i g h t

as g i v e n by e q u a t i o n (5) i s k i n e m a t i c a l l y r e l a t e d t o t h e l o a d f a c t o r w h i c h is
discussed next.

iiiii
 LOAD FACTOR AND TURNING PERFORMANCE

The l a c k of a p r e c i s e and r a t i o n a l d e f i n i t i o n o f t h e term " l o a d f a c t o r "

and t h e f a c t t h a t t h e r o l l a t t i t u d e and the t h r u s t v e c t o r t i l t are g e n e r a l l y
d i f f e r e n t may w e l l b e t h e two m a j o r s o u r c e s t h a t c o n t r i b u t e t o t h e d i s c r e p -
anciesbetweentheoryandflight test r e s u l t s r e l a t i n g a i r c r a f t b a n k a n g l e t o
l o a df a c t o r .I nt h i ss e c t i o n we s h a l l f i r s t d e s c r i b e a n a l y t i c a l l y t h e v a r i o u s
u s e so ft h e term " l o a df a c t o r "f o r a h e l i c o p t e ri nm a n e u v e r i n gf l i g h t . The
differences between these definitions are thenexamined i n b o t h s t e a d y s t r a i g h t
f l i g h t and c o o r d i n a t e dt u r n s .F i n a l l y , a d e f i n i t i o no fl o a df a c t o rw i t h its
rationale i s then proposed for universal use for the helicopter in maneuvering
flight.

A review of t h e h e l i c o p t e r l i t e r a t u r e r e l a t e d t o m a n e u v e r i n g f l i g h t
r e v e a l st h a tt h e r e a r e a t least t h r e e d e f i n i t i o n s ( o r i n t e r p r e t a t i o n s ) f o r t h e
t e r m" l o a df a c t o r . " They are: (1) t h en o r m a la c c e l e r a t i o ni nu n i t so fg ,
nT ( r e f s .2 , 5 , 6, and 1 2 ) , (2) t h ea c c e l e r o m e t e rr e a d i n g a t t h ec . g .o ft h e
a i r c r a f t a l o n g t h e v e r t i c a l body a x i s , -n, ( r e f s . 2 , 5, and 6), and ( 3 ) t h e
t h r u s tt ow e i g h tr a t i on ' = T/W ( r e f s . 4 , 1 0 , 1 2 ) .

The l a c k o f a u n i f i e d d e f i n i t i o n o r i n t e r p r e t a t i o n of l o a d f a c t o r f o r a
pure helicopter in maneuvering flight may stem f r o m t h e f a c t t h a t t h e t h r u s t
o f t h e main r o t o r i s u s e d f o r l i f t i n g t h e a i r c r a f t as well as f o r p r o v i d i n g
t h ep r o p u l s i v ef o r c e .I nt h e case o f a c o n v e n t i o n a lf i x e d - w i n ga i r c r a f t
(CTOL), t h e p r o p u l s i v e f o r c e i s n o t o b t a i n e d f r o m t h e m a i n l i f t i n g d e v i c e , b u t
r a t h e r from a j e t o r a n a i r screw. The d e f i n i t i o n o f l o a d f a c t o r f o r a CTOL
aircraft has been uniquely based on t h e l i f t o f t h e a i r c r a f t .

For t h e s a k e ofcomparison, w e w i l l add t o t h e a b o v e t h r e e d e f i n i t i o n s , a

f o u r t ho n ed e r i v e df r o mt h ef i x e d - w i n gp r a c t i c e , i.e., (4) the lift to weight
r a t i o of t h ea i r c r a f t , n = L/W ( r e f s . 11, 1 2 ) .
=W

Note t h a t t h e t h r u s t t o w e i g h t r a t i o , n ' , g e n e r a l l y d i f f e r s from t h e

r a t i o of t h e t o t a l a e r o d y n a m i c a n d p r o p u l s i v e f o r c e t o w e i g h t o f t h e a i r c r a f t ,
n,which i s t h e v e c t o r sum of t h e s i g n a l s of t h e t h r e e o r t h o g o n a l a c c e l e r o m -
eters a t t h e c e n t e r o f g r a v i t y o f t h e a i r c r a f t a n d t h e y are n o r m a l l y a v a i l a b l e
i nt h es t a n d a r d t e s t i n s t r u m e n t a t i o n complement.For preciseness, n instead
ofn' w i l l b eu s e di nt h es u b s e q u e n td i s c u s s i o n s .F o r a p u r eh e l i c o p t e r
( i . e . ,c o n v e n t i o n a lr a t h e rt h a n compound h e l i c o p t e r ) t h e two q u a n t i t i e s ,
namely, n and n ' , are a p p r o x i m a t e l y e q u a l .

The f o u r d e f i n i t i o n s of l o a d f a c t o r i n a steadycoordinatedturn are

i n t e r r e l a t e d by

n = cos y (8a)
T COS $1

= (niw + tan2 B, s i n 2 y>1/2 ( i n calm a i r ) (8b)

6
 (nT2 - cos2 y)1/2
-n, = cos 0 cos 0 1 ( s i n 6, s i n @+cos a c o s 6, c o s 0 s i n a)
cos y I
(9)
To o b t a i n( 8 b ) ,o n ef i r s tn o t e st h a t n
XW
= -sin y and t h a t 2
nT2 = nYw + nzw.
2

It c a n be shown t h e n t h a t nYw = -tan 61 s i n y . I n e q u a t i o n (9) i t s h o u l db e

n o t e dt h a t +i s f o rr i g h tt u r n s and - i s f o rl e f tt u r n s .F u r t h e r , 0 and CP
s a t i s f y ( 6 ) and ( 7 ) . Also,

and

n = n sin ct - n c o s ct
ZW X Z

From t h ea b o v er e l a t i o n s h i p s , w e o b s e r v et h a t n i s a l w a y sg r e a t e rt h a no r
e q u a tl oe i t h e r nT o r -n,. In calm a i r , nT 2 n always, and n+ L -nz
ZW
whenever aI and y h a v et h e same s i g n .I n a s t e a d yc o o r d i n a t e dl e v e lt u r n ,
i np a r t i c u l a r , i t i s s e e nt h a t n i s a l w a y se q u a lt o nT,and t h a t i n calm
air ,
-n
- Z
nT = nzw cos c1
I

indicatingthatthefirst,third, and f o u r t h d e f i n i t i o n s c o i n c i d e .

The e f f e c t s of a and B o nt h ef o u rd e f i n i t i o n s of l o a df a c t o ri ns t e a d y
c o o r d i n a t e d 2g(nT) r i g h tt u r n si n calm a i r are i l l u s t r a t e d i n f i g u r e 3. For.
l e v e lt u r n sn o t et h a t n = n = nT = 2 throughoutandthat-nz i s indepen-
ZW
d e n to f 6 as c o n f i r m e db yt h ea b o v ee q u a t i o n F
. o rc l i m b i n g and d e s c e n d i n g
t u r n s , n i s independentof ct and B (by t h e same t o k e n nT is also); n is
ZW
independent of a , and i s symmetrical w i t hr e s p e c tt o y and B as confirmed
b ye q u a t i o n( 8 b ) ; -n, is symmetrical w i t hr e s p e c tt o 0 and i s a l s o sym-
metrical w i t h r e s p e c t t o t h e p a i r (cr,y) as evidentfromequations(8b)
and ( l l b ) .T h e s ee f f e c t s a r e i n d e p e n d e n to ft h ed i r e c t i o n of t h et u r n .

F i g u r e s 4 and 5 show, r e s p e c t i v e l y ,t h er e l a t i o n s h i p sb e t w e e n -nz andnT,

and n and nT f o r a range of nT from 1 t o 3g. The a i r c r a f t i s flown i n
ZW
calm a i r and t h ec o o r d i n a t e dt u r n s a r e r i g h td e s c e n d i n gw i t h y = -20". Note

I
 that -n, is s t r o n g liyn f l u e n c ebdy CY,
but n
zw i s independent
of a. Both
-n, and n are o n l yw e a k l ya f f e c t e d by t h ei n h e r e n ts i d e s l i p .
ZW

Of fundamentalimportance i s t h e f a c t t h a t n and nT dependupon flight-

p a t ha n dt h e r e f o r e are independentof CY and 6 . On t h eo t h e rh a n d ,b o t h -n,
and n, are f u n c t i o n s of t h ei n h e r e n ts i d e s l i pa n d n, i s a l s od e p e n d e n t
W
upon a n g l e o f a t t a c k i n a g i v e nc o o r d i n a t e dt u r n . They are t h e r e f o r ed e p e n d e n t
o nt h es p e c i f i ca e r o d y n a m i cc h a r a c t e r i s t i c s of t h eh e l i c o p t e r . It i s o n l y
l o g i c a l ,t h e r e f o r e ,t oa d o p t n as t h ed e f i n i t i o n o fl o a df a c t o rf o rt h e
h e l i c o p t e ri nm a n e u v e r i n gf l i g h t . A s a c o r o l l a r y t h e term n o r m a ll o a df a c t o r
s h o u l db eg i v e nt o nT, n o t -?,. The v a l u eo f nT c a nb ec a l c u l a t e df r o m n
u s i n ge q u a t i o n( l o a )o r from Y! u s i n g( 8 a ) .

To f u r t h e r s t r e n g t h e n t h e a b o v e s t a t e m e n t , w e s h a l l now c o n s i d e r a s p e c i ? l
case ofcoordinatedturn,namely, a c o o r d i n a t e dt u r nw h e r et h e rate of t u r n Y
approacheszero.This i s s t e a d y" c o o r d i n a t e d "s t r a i g h tf l i g h t ,w h i c hc a n
r e a d i l y b e shown t o b e i d e n t i c a l t o s t e a d y s t r a i g h t w i n g - l e v e l f l i g h t .

C o o r d i n a t e dS t e a d yS t r a i g h tF l i g h t

With i = 0 e q u a t i o n s( 8 a ) , (9) , (loa) , and ( l l a )r e d u c et o

n = cos y
T
-nZ = COS 0

n = l

n
ZW
= C O S ( @ CY) -

The a i r c r a f t p i t c h a t t i t u d e 0 i s s t r o n g l yi n f l u e n c e db yt h ei n h e r e n ts i d e s l i p
i nt h i sf l i g h tc o n d i t i o n .I nf a c t ,

sin y
sin(0 - a ) =
I c o s B,

Thus,while nT and n are i n d e p e n d e n to ft h ea e r o d y n a m i cc h a r a c t e r i s t i c so f

t h eh e l i c o p t e r , -nzand n depend on t h ea e r o d y n a m i cc h a r a c t e r i s t i c s as w e l l
ZW
as wind c o n d i t i o n s .I nt h e calm a i r s i t u a t i o n , c1 = aI, andn+becomes

n =W = ( l - cos2 $
sin2 I )"'
When s i d e s l i p i s a b s e n t i n c o o r d i n a t e d s t r a i g h t f l i g h t ( g e n e r a l l y i n t h e case
o ff i x e d - w i n ga i r c r a f t )e q u a t i o n (14) y i e l d s n = c o s y, which i s s e e n t o b e
ZW
i d e n t i c a tl o nT.

8
 Theamount o f i n h e r e n t s i d e s l i p d e p e n d s on t h e l a t e r a l - d i r e c t i o n a l a e r o -
dynamic c h a r a c t e r i s t i c s of t h eh e l i c o p t e r .F i g u r e 6 shows a ne x a m p l eo ft h e
f l i g h t test r e s u l t s o f t h r e e h e l i c o p t e r s (from r e f . 1 3 ) i n s t r a i g h t w i n g - l e v e l
f l i g h t . A s i n d i c a t e di nt h i sf i g u r e ,s u b s t a n t i a li n h e r e n ts i d e s l i pc a nb e
p r e s e n t i n low s p e e d s .

Now w e r e t u r nt oe q u a t i o n ( 1 2 ) . I f w e u s e n as t h ed e f i n i t i o no fl o a d
f a c t o r as proposed e a r l i e r i n t h e r e p o r t , t h e n n = 1 i n a s t e a d ys t r a i g h t
f l i g h t( l e v e lo rn o t ,a n d ,i nf a c t ,c o o r d i n a t e do rn o t ) .S i n c es t e a d ys t r a i g h t
f l i g h t i s u n a c c e l e r a t e df l i g h t ,t h ec h o i c eo f n as l o a df a c t o r i s indeed
appropriate.

Havingdetermined a r a t i o n a l d e f i n i t i o n o f l o a d f a c t o r w e now p r o c e e d t o
examine t h e rate and r a d i u s o f t u r n i n a steady helical turn.

Rate andRadiusofTurns

I n a steady turn a t a givenspeed,anincreaseinloadfactorincreases

t u r n rate a n dr e d u c e st u r nr a d i u s . A t a g i v e nl o a df a c t o r ,a ni n c r e a s ei n
s p e e dd e c r e a s e st u r n r a t e and i n c r e a s e st u r nr a d i u s .F u r t h e r m o r e ,f o r a given
loadfactor,thehelicopterturns a t a f a s t e r t u r n r a t e andon a smaller
radius in a helical turn than in a level t u r n .

In a steadyhelicalturn,theturn r a t e c a nb ed e r i v e df r o me q u a t i o n s( 8 a )
and (loa)

wherethepositivesign is f o r a right turn and t h e n e g a t i v e s i g n is f o r a

l e f tt u r n . It f o l l o w st h a tt h et u r nr a d i u s is

VT2 cos2 y

F i g u r e 7 shows t h e r a d i u s and t h e r a t e o f t u r n s f o r several v a l u e s of t h e

f l i g h t p a t ha n g l eo v e r a r a n g eo ff l i g h ts p e e d s . The t i m e t oc o m p l e t e a 180°
t u r nf o r a r a n g eo f V and y i s shown i n f i g u r e 8.
I

I I I I l 1 l1 I I I I Il I1 1I
 HELICOPTER ANGULAR RATES AND ATTITUDES I N STEADY COORDINATED TURNS

The a i r c r a f t a n g u l a r v e l o c i t i e s a b o u t t h e body axes h a v e s i g n i f i c a n t

influence on the thrust capability and s t a l l c h a r a c t e r i s t i c s of b o t h t h e m a i n
r o t o r and t h e t a i l r o t o r .T h e r e f o r e , i t i s i m p o r t a n tt oe x a m i n et h ee f f e c t s
of t h e f l i g h t p a r a m e t e r s s u c h as y, a, B y and V , as w e l l as l o a df a c t o ro n
angular velocities of the helicopter in a coordinatedturn.

The h e l i c o p t e r p i t c h i n g v e l o c i t y , f o r e x a m p l e , h a s a well-known e f f e c t o n
t h et h r u s tc a p a b i l i t yo ft h er o t o r . A p o s i t i v e - p i t c h i n gv e l o c i t y ,s u c h as
t h a t w h i c h exists d u r i n g a c o o r d i n a t e d t u r n , h a s b e e n shown t o p r o v i d e a n
i n c r e a s e dt h r u s to rg - c a p a b i l i t yd u et ol o a d i n go ft h ea d v a n c i n gb l a d e and
unloading of the retreating blade, thereby providing a stall-alleviating effect
for a liftingrotor. The p r i n c i p a l mechanism c a u s i n g t h i s e f f e c t i s d u et o a
g y r o s c o p i c moment a c t i n go nt h er o t o rs y s t e m( r e f . 7 ) . Conversely, a n e g a t i v e
p i t c h i n g v e l o c i t y w i l l a g g r a v a t e s t a l l o ft h er o t o rs y s t e m . As a corollary,
yaw rate h a s a s i g n i f i c a n t e f f e c t o n t h e s t a l l c h a r a c t e r i s t i c s of t h e t a i l
r o t o r .I nf a c t , i t i s a ni m p o r t a n tf a c t o rt ob ec o n s i d e r e di nt h ed e s i g n of
t h e t a i l r o t o rs y s t e m( r e f .1 4 ) . The h e l i c o p t e r r o l l r a t e c o u p l e s d i r e c t l y t o
t h et h r u s to ft h e main r o t o rs y s t e m( r e f . 8 ) . The e f f e c t i s d u ep r i m a r i l yt o
t h ec h a n g ei nt h er o t o ri n f l o wd i s t r i b u t i o n . A s s u c h , i t i s p r i m a r i l ya n
aerodynamic r a t h e r t h a n a n i n e r t i a e f f e c t s , as i s t h e case f o r t h e p i t c h i n g
velocity discussed previously.

HelicopterAngularRatesinSteadyCoordinatedTurns

The a i r c r a f t a n g u l a r v e l o c i t i e s i n t h e body-axessystem i n a coordinated

h e l i c a lt u r nc a nb ed e v e l o p e du s i n ge q u a t i o n s (2), ( 6 ) , and ( 7 ) . From equa-
t i o n s (2), i t i s c l e a r t h a t p , q , and r are f u n c t i o n so fa i r c r a f tt u r n rate
and t h e body-axesEulerangles 0 and @. S i n c e i n a c o o r d i n a t e dt u r n , 0 and @
a r e f u n c t i o n s of y, aI, and BI a s i n d i c a t e di ne q u a t i o n s (6) and (7), and
t h e r a t e of t u r n i s a f u n c t i o n ofnT, VI, and y, i t would seem t h e nt h a tp ,
q , r would a l s ob ef u n c t i o n so f nT, y, VI, a ~ and , BI. However, i t w i l l be
shown i n t h e f o l l o w i n g t h a t a l t h o u g h s u c h i s t h e case f o r p and r , t h e p i t c h
rate q i s i n d e p e n d e n to ft h ea n g l eo fa t t a c ki n a c o o r d i n a t e dt u r n .

E q u a t i o n s ( 6 ) and (7) , respectively, become

q = t a nc o s BI (r c o s aI - p sin a )
I

Y sin y
q t a n 6, = - c o s BI
- ( sr i n a
I
+p cos a )
I

by v i r t u e o f e q u a t i o n s (2).

D e n o t i n gt h e two terms i n t h e p a r e n t h e s e s i n t h e a b o v e e u q a t i o n s b y r'

a n dp 'r e s p e c t i v e l y ,n a m e l y , r ' = r c o s a1 - p s i n a ~ and ,
p' = r s i n aI + p c o s "1, e q u a t i o n s( 1 6 )a n d( 1 7 ) become

10
I

. where p'
and r' are r e l a t e dt o p and r by a r o t a t i o ni n a ( i . e . l, o o s e l y ,

"'> (:;)
p'and r' are t h e r o l l and yaw rates a b o u t t h e s t a b i l i t y axesj,

cos a -sin

(:) = ( s i n a,
I
cos c1
I

Notefromequation (20) t h a t p I 2 + r t 2 = p 2 + r 2 . T h e r e f o r e ,f r o m( 2 ) ,
p' + r' = tp
- q 2 . When this i d e n t i t y i s u t i l i z e d ,e q u a t i o n s( 1 8 ) and(19)
w i l l yield the following quadratic equation for the pitch rate:

(coset' $,)q2 + ( 2 i ~s i n y s i n B,)q + +'(sin2 y - c o s 2 B ~ )= o (21)

The s o l u t i o nf o r q i s t h e r e f o r eg i v e n by

S i n c e q i s a l w a y sp o s i t i v ei n a s t e a d yt u r n ,r e g a r d l e s s of t h et u r nd i r e c -
t i o n , t h e r e i s no a m b i g u i t y i n s e l e c t i n g t h e p r o p e r s i g n i n e q u a t i o n ( 2 2 ) .
From e q u a t i o n( 2 2 ) , i t i s clear t h a t i n a c o o r d i n a t e d t u r n , p i t c h r a t e i s inde-
pendent of a n g l eo fa t t a c k . However, r o l l and yaw rates a r e a f f e c t e d by a I ,
which i s e v i d e n tf r o me q u a t i o n s( 1 8 ) ,( 1 9 ) ,a n d( 2 0 ) .

I ne q u a t i o n( 2 2 ) ,t h e r a t e of t u r n i s r e l a t e d to V I , y , and nT by
e q u a t i o n( 1 5 ) . The two terms t a n $1 and s i n $1 t h a t are r e q u i r e di n equa-
t i o n s ( 1 8 )a n d( 2 2 )c a nb ee x p r e s s e di n terms of t h el o a df a c t o r ,n ,a n dt h e
f l i g h t p a t h a n g l e , y , as f o l l o w s :

1
I
tan = 2 -
c o s y (nT
- cos2 y)1/2

and

I
 ... .. ... , "_
. .... .. -

I ne q u a t i o n s( 2 3 a )t h r o u g h( 2 4 b ) ,t h ep o s i t i v es i g n is for a rightturn and

the negative sign i s f o r a l e f t t u r n .

F i g u r e s 9 and 10 show a n g u l a r v e l o c i t i e s a n d p i t c h a n d r o l l a t t i t u d e s i n
s t e a d y ,c o o r d i n a t e dr i g h tt u r n s 3 a t nT = 2gand f l i g h t s p e e d of 60 k n o t s w i t h
v a r i o u sc o m b i n a t i o n so f a, B , and y. Note t h a tt h e a i r c r a f t p i t c h rate i s
n o td e p e n d e n t on a, b u t t h e r o l l and yaw rates are. Note a l s o t h a t r o l l rate
changessignfrompositivetonegative when t h e a i r c r a f t p i t c h a t t i t u d e c h a n g e s
from p o s i t i v e t o n e g a t i v e . The e f f e c t o f t h e i n h e r e n t s i d e s l i p o nt h ea i r c r a f t
r o l l rate i s much morepronouncedthan are e i t h e r t h e p i t c h o r t h e yaw rates,
o v e rt h er a n g eo f y and a c o n s i d e r e d .

Some symmetrical p r o p e r t i e s are noteworthy: a simultaneouschange i n t h e

s i g no f y, a, and B r e s u l t s i n o n l y a s i g nc h a n g ef o rt h er o l l rate; t h e
signs and t h em a g n i t u d e so ft h ep i t c ha n d yaw rates remainunchanged. When
t h e d i r e c t i o n of t h e t u r n c h a n g e s , s a y f r o m r i g h t t o l e f t , t h e m a g n i t u d e s of
t h e a n g u l a r rates are symmetrical w i t h r e s p e c t t o t h e s i d e s l i p and t h e s i g n s
of t h e r o l l and t h e yaw rates are changed.Thus, a l l l e f tt u r np a r a m e t e r s may
bederivedfromtherightturncomputations bymaking t h e p r o p e r s i g n c h a n g e s .
Symbollically:

R i gthutL
r net futr n
(@nT' VI> (@nTY VI>

Y
a)
B
+

-;) +
-P

-r9

2)
-B
21 -h -Prq B
-f q
P
-r

I t i s of a d d i t i o n a l i n t e r e s t t o examine t h e b e h a v i o r o f p i t c h rate f o r
two s p e c i f i c f l i g h t c o n d i t i o n s , namely ( a )c o o r d i n a t e dl e v e lt u r n s and
( b )c o o r d i n a t e dt u r n st h a th a v e no i n h e r e n t s i d e s l i p ( a s n o r m a l l y t h e case f o r
f i x e d - w i n g a i r c r a f t ) , and f u r t h e r t o o b s e r v e t h e i n f l u e n c e o n r o l l and yaw
rates t h a t f o l l o w b a s e d on e q u a t i o n s (18) , (19) , and(20).

C o o r d i n a t e dl e v e lt u r n -W i t h y = 0 , e q u a t i o n( 2 2 ) becomes

q = )I sin
cos B (25)
I

The c o r r e s p o n d i n gf o r m u l a sf o r p and r are g i v e ni nt h ea p p e n d i x .U s i n g

e q u a t i o n s (15) a n d( 2 4 a )a n dn o t i n gt h a tf o r y = 0 and nT = n ,e q u a t i o n( 2 5 )
becomes

3Unlessnotedotherwise, a l l t h e t u r n s a r e f l o r n i n calm a i r .

12
Thus, f o r a c o o r d i n a t e d , l e v e l t u r n a t a g i v e ng - l e v e la n ds p e e d VI, t h e
presence of sideslip decreases the aircraft pitch rate, therebyreducingthe
stall Alleviation effect discussed earlier.

More symmetrical p r o p e r t i e s r e l e v a n t t o t h e c o o r d i n a t e d level t u r n may b e

o fi n t e r e s tt on o t e . I t i s e v i d e n ft r o me q u a t i o n s (25) and (26) t h a t q i s
independentof c q and i s a n even f u n c t i o no f 61, i . e . , symmetrical w i t h
r e s p e c tt o 61; t h a t r i s symmetrical w i t hr e s p e c tt ot h ep a i r( a ~ , BI); and
t h a t t h e r o l l rate i s s k e w - s y m m e t r i c a l w i t h r e s p e c t t o t h e p a i r (aI, BI> ( i . e . ,
p i s a n odd f u n c t i o n ) . The l a s t two p r o p e r t i e sc a nb es e e n fromequa-
t i o n s (18), ( 1 9 ) , and ( 2 0 ) , and a l l of t h ea b o v e symmetrical p r o p e r t i e s a r e
shown i n f i g u r e 9.

F i g u r e 11 shows t h e e f f e c t o f t h e i n h e r e n t s i d e s l i p on t h e a i r c r a f t angu-
lar rates i n c o o r d i n a t e d , level r i g h t t u r n s o v e r a r a n g eo fn o r m a ll o a df a c t o r
from 1 g t o 3 g .A g a i n ,t h ef l i g h ts p e e d i s 60 k n o t s ,a n ds e v e r a lv a l u e so f
angle of attack a r e shown.

Coordinatedturnwithoutsideslip-Ifsideslip is notpresentin a coor-

dinatedturn,thenthepitch rate becomes

q = Y sin cos y (27 1

Formulas f o r p and r a r e g i v e ni nt h ea p p e n d i x .E x p r e s s e di n terms of t h e

loadfactor,theaboveequationcanalsobewritten as:

It i s r e a d i l ys e e n f r o me q u a t i o n s (26) and ( 2 8 ) t h a t f o r t h e same load

f a c t o r and speed of f l i g h t , a c o o r d i n a t e d h e l i c a l t u r n ( e i t h e r c l i m b i n g o r
descending)increasestheaircraftpitch r a t e o v e r i t s c o u n t e r p a r t i n a coor-
d i n a t e dl e v e lt u r n . Thusby t a k i n ga d v a n t a g e of t h e r a t e ofchangeofpoten-
t i a l energyoftheaircraft, a h e l i c o p t e r a t a g i v e na i r s p e e dc a ng e n e r a t e more
I'
g" i n a h e l i c a l t u r n t h a n i n a levelturnbeforeencountering stall.

It i s o ff u n d a m e n t a li m p o r t a n c et h a tt h ep i t c h rate q i s independentof
t h ea e r o d y n a m i cc h a r a c t e r i s t i c s of t h e h e l i c o p t e r . It dependsonlyonthe
t u r n i n gp a r a m e t e r s , i . e . , VI, nT, y, and t h ed i r e c t i o n of t h et u r n . By t h e
same t o k e n , t h e r o l l and yaw rates a b o u t t h e s t a b i l i t y a x e s , i . e . , p'and r',
are a l s oi n d e p e n d e n to ft h ea e r o d y n a m i cc h a r a c t e r i s t i c so ft h ea i r c r a f t .I n
f a c t , f o r a c o o r d i n a t e dt u r n , a l l a i r c r a f t h a v e i d e n t i c a l a n g u l a r r a t e s about
their stability axes, which are c h a r a c t e r i z e d by t h e same set o f f o u r t u r n
p a r a m e t e r s i f no s i d e s l i p i s p r e s e n t .

T h i si m p o r t a n tk i n e m a t i cp r o p e r t yh a sf a rr e a c h i n gr a m i f i c a t i o n s .S i n c e
fixed-wingaircraftnormallyexhibit no i n h e r e n t s i d e s l i p i n a coordinated

4The t u r n o f i n t e r e s t h e r e i s c h a r a c t e r i z e d b y a set of f o u r t u r n param-

eters o r t h e i r - e q u i v a l e n c e s u c h as nT, y, Y, c o u n t i n gt h em a g n i t u d ea n dt h e
d i r e c t i o n of Y as two p a r a m e t e r s .

13
t u r n , the a n g u l a r rates a b o u t t h e s t a b i l i t y axes w i l l b e i d e n t i c a l f o r all
t h e s e a i r c r a f t , i.e. ,
8

p' = -\y sin y

q' = \y sin
cos y

r' = \y cos $1 cos y

Note t h a t (29) c a na l s ob ed e r i v e dd i r e c t l yb yt r a n s f o r m i n g i through y

and @l. It f o l l o w st h a t a l l t h ek i n e m a t i c terms i nt h eE u l e re q u a t i o n s( l a )
and ( l b ) w i l l a l s o b e i d e n t i c a l i f t h e s e a i r c r a f t h a v e t h e same weightand
i n e r t i ac h a r a c t e r i s t i c sr e f e r e n c e dt ot h e i rs t a b i l i t ya x e s . It i s o n l yl o g i -
cal, then, to use the stability axes to isolate the influence of inertia effect
and t o s t u d y t h e i n f l u e n c e ofaerodynamic c h a r a c t e r i s t i c s ondynamic b e h a v i o r
duringsteep,turningflight.

Helicopter Pitch and R o l l A t t i t u d e s i n C o o r d i n a t e d T u r n s

With t h e a n g u l a r rates c a l c u l a t e d as shown i n t h e p r e c e d i n g s u b s e c t i o n ,

t h e a i r c r a f t p i t c h and r o l l a t t i t u d e s c a n b e o b t a i n e d as f o l l o w s :

I f we s u b s t i t u t e t h e r o l l and yaw rates i n t o t h e a b o v e e q u a t i o n s , t h e r e s u l t s

become

s i n y c o s a, sin a
I q I
sin 0 = +7
cos B Y tan I' t a n 0, cos B
I I
+

tan @1 c o s 8,
t a n CP = (31b)
cos a
I
- tan @l sin a
I
sin B
I
- (+/q)tan +1 sin y sin a
I

where q i s g i v e nb ye q u a t i o n ( 2 2 ) . F o rc o n v e n i e n c e t, h e s ee q u a t i o n sa l o n g
withtheformulasfortheangular rates a r e summarized i n t a b l e 2.

U n l i k et h ea n g u l a r r a t e s , which are f u n c t i o n so f "1, BI, and t h e com-

p l e t e s e t of f o u r t u r n p a r a m e t e r s , t h e p i t c h and r o l l a t t i t u d e s dependon aI,
f31, a n do n l yt h et h r e et u r np a r a m e t e r s ,n a m e l y y , nT ( o r @'), and t h ed i r e c -
t i o n of t h e t u r n . The p i t c h and r o l l a t t i t u d e s i n a c o o r d i n a t e dt u r n are
i n d e p e n d e n to ft h ef l i g h ts p e e do rt h e rate o ft u r n . A s i n t h e case of t h e
a n g u l a r rates, t h e r e are a l s o i n t e r e s t i n g symmetrical p r o p e r t i e s f o r t h e p i t c h
and r o l l a t t i t u d e s w i t h r e s p e c t t o t h e d i r e c t i o n of t h e t u r n , y , aI, and BI
as summarized i n t a b l e 3. Also, i t i s i m p o r t a n tt on o t et h a t @ # (ply unless
"1 = B I = 0.

14
 F i g u r e 1 0 shows the i n f l u e n c e o f s i d e s l i p on t h e a i r c r a f t a t t i t u d e s i n
s t e e p h e l i c a l t u r n s a t nT = 2g. F i g u r e1 2 shows i t s e f f e c to v e r a r a n g e of
t h en o r m a ll o a df a c t o rf r o ml gt o 3g. I na d d i t i o no n ec a n see f r o mt h e s e
i l l u s t r a t i o n s t h a t +1 and @ c a nd i f f e rm a r k e d l yi n a c o o r d i n a t e dt u r n a t a
h i g h e rv a l u eo f nT, e s p e c i a l l y a t e x t r e m ev a l u e so f y , "1, and BI; and t h a t
s i d e s l i p h a s a s t r o n gi n f l u e n c eo nt h ep i t c ha t t i t u d eo ft h ea i r c r a f t . The
symmetrical p r o p e r t i e s from t h e s e f i g u r e s i n d i c a t e t h a t i f t h e p i t c h and r o l l
a t t i t u d e s 0 and @ h a v eb e e nc a l c u l a t e df o r a r i g h tt u r n a t nT, y , aI, and
81, t h e n t h e i r v a l u e s f o r a l e f t t u r n a t nT, y , "1, and -61 w i l l b e 0 and
-@. T h i sa n do t h e r symmetrical p r o p e r t i e s are shown i n t a b l e 3.

For a c o o r d i n a t e d l e v e l turn,equations(30a)and(30b) may b e r e d u c e d t o

sin 0 = sin o1 cos a s i n B

I I
+ cos $1 sin c1
I (32a)

tan $1 c o s 8,
tan @ =
COS a
I - t a sni n a
I sin f3
I

by v i r t u eo fe q u a t i o n( 2 5 ) .F i g u r e s1 0 and12 show t h e i n f l u e n c e o f s i d e s l i p
on t h e a i r c r a f t a t t i t u d e s i n c o o r d i n a t e d l e v e l r i g h t t u r n s a t nT = 2g and
o v e r a r a n g eo ft h en o r m a ll o a df a c t o r from l g t o 3 g , r e s p e c t i v e l y . Note t h a t
t h e e f f e c t of s i d e s l i p i n a l e v e l t u r n i s somewhat weaker as compared t o t h e
s t e e p e r t u r n case.

A d d i t i o n a l symmetrical p r o p e r t i e s f o r a c o o r d i n a t e d l e v e l t u r n are ( 1 )t h e
r o l l a t t i t u d e i s symmetric w i t h r e s p e c t t o t h e p a i r ( a I , BI) and(2) t h e p i t c h
r a t e i s skew-symmetric w i t h r e s p e c t t o t h i s p a i r . T h i s c a n b e s e e n from
equations(32a)and(32b).

FurtherDiscussionsoftheResults

The new f o r m u l a s d e v e l o p e d i n t h e two p r e c e d i n g s u b s e c t i o n s , w h i c h

directlyconnecttheaircraftangular r a t e s and p i t c h and r o l l a t t i t u d e s t o
theturnparameters,angleofattack, and s i d e s l i p c a n b e u s e d t o d r a s t i c a l l y
simplify the t r i m computation for the helicopter in a steadycoordinated
h e l i c a lt u r n .T h i ss i m p l i f i c a t i o n i s due t oe q u a t i o n s( 2 0 ) ,( 2 2 ) ,( 3 1 a ) ,
and(31b) e s s e n t i a l l yd e c o u p l i n gt h e 11 g o v e r n i n ge q u a t i o n s shown i n t a b l e 1.

For a s t e a d yc o o r d i n a t e dh e l i c a lt u r n ,t h e 11 g o v e r n i n g e q u a t i o n s
u n i q u e l y d e t e r m i n e t h e t r i m v a l u e s of t h e f o l l o w i n g 11 f l i g h t parameters:

Angleof a t t a c k and s i d e s l i p a, B (01: a,, 8,)

A i r c r a f t a n g u l a r rates PY q , r
A i r c r a f t p i t c h and r o l l a t t i t u d e s 0, @
Control positions, e.g. , 6 e , 8,s 6,s 8p

5Recall t h a t t h e t u r n i n q u e s t i o n i s c h a r a c t e r i z e d by a set o f f o u r t u r n
p a r a m e t e r s as d i s c u s s e d earlier.

15
It would b e n e c e s s a r y , w i t h o u t t h o s e f i v e new f o r m u l a s f o r a i r c r a f t a n g u l a r
rates and p i t c h and r o l e a t t i t u d e s , t o i n v e r t a n a s s o c i a t e d 11x11 J a c o b i a n
m a t r i x i n e a c h iterative cycle in the numerical solution of the eleven (non-
l i n e a ra l g e b r a i c )g o v e r n i n ge q u a t i o n s .W i t ht h ea i r c r a f ta n g u l a r rates and
0 and CP e x p r e s s e de x p l i c i t l yi n terms of aI and BI ( s e ee q u a t i o n s( 3 1 a )
and(31b),theassociatedJacobianmatrixcanbecompressedinto a s i m p l e r 6x6
as n o r m a l l y i s t h e case f o r a s t e a d y s t r a i g h t - f l i g h t c o n d i t i o n .

Let c y 2,
- and g bedenotedby

where f l yf p , . . ., f s are t h e f i r s t s i x s t e a d y s t a t e E u l e re q u a t i o n si n
t a b l e 1. Note t h a t g = g(2). Then - f takesthefollowing form

-
f = F [-
c, g(c)] = 0
”
(34)

The a s s o c i a t e d s i x b y s i x J a c o b i a n m a t r i x a f / a c
“ becomes

The J a c o b i a n m a t r i x a f / a c i s a n e c e s s a r y i n g r e d i e n t i n t h e i t e r a t i v e methods
”

f o rn u m e r i c a ls o l u t i o n of t h e trim e q u a t i o n s .I f ,f o re x a m p l e , a Newton-type
procedure i s used,thenanalgorithmfordeterminingthe trim v a l u e s f o r t h e
vector - c b e g i n n i n gw i t ha ni n i t i a lg u e s s so i s of t h ef o l l o w i n gs o r t
C = c +6c
-i+l -i -i

where X i 5 1 i s a dampingparameter f o r a s t a b l ei t e r a t i o n . With t h e t r i m

v a l u ef o r c
- d e t e r m i n e d ,
s a y tst,
h ed e s i r e d trim v a l u e sf o rt h ea ngular
r a t e s and 0 and @ f o l l o wi m m e d i a t e l y w
, hich are

Intheabsence ofaninherentsideslipin a s t e a d yc o o r d i n a t e dt u r n , as
is normallythecaseforfixed-wingaircraft,the t r i m computationcanbe made
even s i m p l e r . A s d i s c u s s e d e a r l i e r , t h ep i t c h r a t e , u n d e rt h i sc o n d i t i o n , is
now o n l y a f u n c t i o n of t h et u r np a r a m e t e r s ;p , r , 0 , and @ are f u n c t i o n s of
t u r np a r a m e t e r sa n d aI o n l y .T h e s ef o r t u i t o u sp r o p e r t i e ss h o u l db eb e n e f i -
cial in applications for fixed-wing aircraft.

16

- . ..
 In the preceding paragraphs, w e have dwelled on the calm air situation.
Inthepresenceof a s t e a d yw i n d ,t h ef l i g h tp a r a m e t e r s a t trim and gt st
w i l l no l o n g e r b e c o n s t a n t . I n f a c t t h e y w i l l dependon t h e h e a d i n g o f t h e
a i r c r a f t e x c e p t when t h e wind i s p u r e l y v e r t i c a l i n t h e e a r t h - r e f e r e n c e d a x e s
system. A s s u c ht h e y w i l l become p e r i o d i ct i m e - v a r y i n gf u n c t i o n s .

In the presence of a horizontalwind,forexample,the body a x e s compo-

n e n t s of t h e w i n d , Au,Av, Aw w i l l b e f v n c t i o n s o f t h e a i r c r a f t h e a d i n g ,
which i s c o n s t a n t l y c h a n g i n g w i t h t i m e (Y = constant).Forgivenwindcondi-
t i o n s ( d i r e c t i o n a n dm a g n i t u d e s ) ,t h e t r i m c o m p u t a t i o np r o c e d u r ed e s c r i b e d
a b o v ea p p l i e d a t a s p e c i f i c h e a d i n g o f t h e a i r c r a f t , s a y Y = Yl, w i l l result
i n a quasi-steady t r i m value (st, .
st1y=yl When t h e a i r c r a f t h e a d i n g c h a n g e s
from Y l t o Y, t h ec o r r e s p o n d i n gq u a s i - s t e a d y t r i m v a l u e s (c will
-t ' B t ) Y = Y ,
d i f f e r f r o mt h o s ef o rt h eh e a d i n g a t Y,. Thus, a s t e a d yf l i g h tw i t hc o n s t a n t
f l i g h t p a r a m e t e r s w i l l no l o n g e r e x i s t i n a coordinatedturninthepresence
of a s t e a d y h o r i z o n t a l wind.

CONCLUDING REMARKS

A set o f e l e v e n e x a c t k i n e m a t i c e q u a t i o n s w h i c h g o v e r n a s t e a d y ,c o o r -
dinated,helicalturninvolvinginherentsidesliphasbeendevelopedinthis
a n a l y t i c a ls t u d y . A v a r i e t y of d e f i n i t i o n s and i n t e r p r e t a t i o n s o fl o a df a c t o r
for the helicopter i n maneuveringflighthasbeen examinedand i n t e r r e l a t i o n -
s h i p se s t a b l i s h e df o rs t e a d yc o o r d i n a t e dt u r n s . It i s c o n c l u d e dt h a tt h em o s t
l o g i c a l d e f i n i t i o n of l o a d f a c t o r t o b e u s e d f o r t h e h e l i c o p t e r is the ratio
of t h e t o t a l a e r o d y n a m i c a n d p r o p u l s i v e f o r c e t o t h e w e i g h t o f t h e a i r c r a f t .
This ratio is also the vector sum of t h e s i g n a l s o f t h e t h r e e o r t h o g o n a l
a c c e l e r o m e t e r s a t t h ec . g . of t h e a i r c r a f t . I n a s t e a d yc o o r d i n a t e dt u r n ,l o a d
f a c t o r i s i n d e p e n d e n to fa n g l eo fa t t a c ka n ds i d e s l i p ; i t d e p e n d so n l y on t h e
t u r np a r a m e t e r s .L i k e w i s et h el o a df a c t o rn o r m a lt ot h ef l i g h t p a t he x h i b i t s
p r o p e r t i e s similar t ot h o s e of t h et o t a ll o a df a c t o r .F u r t h e r m o r e ,n o r m a l
loadfactor,instead of t h e a c c e l e r o m e t e r s i g n a l a l o n g t h e v e r t i c a l body a x i s
i s more a p p r o p r i a t e t o a s s o c i a t e w i t h t u r n p e r f o r m a n c e i n t h e p r e s e n c e of
sideslip.

New f o r m u l a s t h a t e x p l i c i t l y r e l a t e a i r c r a f t a n g u l a r r a t e s and p i t c h and

rollattitudestotheturnparameters,angleofattack, and s i d e s l i p h a v e b e e n
o b t a i n e d .T h e s ef o r m u l a sd e c o u p l et h ee l e v e ng o v e r n i n ge q u a t i o n s ,t h u sd r a s -
tically simplifying the computation of t h e k i n e m a t i c s f o r t h e h e l i c o p t e r i n
s t e a d yc o o r d i n a t e dt u r n s .I n c o r p o r a t i o n of t h e s ee q u a t i o n si n t ot h es t a n d a r d
helicoptersimulationcomputercode may i m p r o v e t h e a c c u r a c y o f t h e t r i m com-
p u t a t i o nf o rc o o r d i n a t e dt u r n s . A d e t a i l e d e v a l u a t i o n of t h e e f f e c t s o f s i d e -
s l i p on t h e k i n e m a t i c r e l a t i o n s h i p s i n calm a i r i n d i c a t e s t h e f o l l o w i n g :

1. I n a s t e e p , h e l i c a l , c o o r d i n a t e d t u r n a t h i g hn o r m a ll o a df a c t o ra n d
largeanglesofattack and s i d e s l i p , t h e b a n k a n g l e o f t h e a i r c r a f t c a n d i f f e r
markedlyfromthe tilt ofthenormal l o a df a c t o r .L i k e w i s e ,t h en o r m a l o a d
factor can differ substantially from t h e a c c e l e r o m e t e r s i g n a l a l o n g t h e verti-
c a l body a x i s w i t h t h e o r i g i n a t t h e c e n t e r of g r a v i t y of t h e a i r c r a f t .

17
 2. S i d e s l i p h a s a s t r o n g i n f l u e n c e o n t h e r o l l rate and t h e p i t c h atti-
t u d eo ft h eh e l i c o p t e r . It t h e r e f o r ee x e r t si n f l u e n c eo nt h ep e r f o r m a n c e as
w e l l as t h e h a n d l i n g q u a l i t i e s o f t h e h e l i c o p t e r .

3. The p i t c h rate o f t h e h e l i c o p t e r is d e p e n d e n to nt h et u r np a r a m e t e r s
and s i d e s l i p ; i t i s i n d e p e n d e n to fa n g l eo fa t t a c k . The p r e s e n c eo fs i d e s l i p
reducesthepitch rate, t h e r e b y r e d u c i n g t h e s t a l l a l l e v i a t i o n e f f e c t onthe
main r o t o rs y s t e m .A l s o ,f o rt h e same l o a df a c t o ra n ds p e e do ff l i g h t ,a n
increase in flightpath angle results in an increased pitch rate andaugments
the stall alleviation.

4 . I m p o r t a n t symmetrical p r o p e r t i e s e x i s t f o r t h e a n g u l a r r a t e s and t h e
p i t c h and r o l l a t t i t u d e s w i t h r e s p e c t t o t h e d i r e c t i o n o f t u r n , y, "1, and BI.
T h e s ep r o p e r t i e sf u r t h e rs i m p l i f ya n a l y s i sa n dc o m p u t a t i o n . They are summar-
i z e d i n t a b l e 3.

Inthepresenceof a s t e a d y , h o r i z o n t a l wind t h e r e no l o n g e r e x i s t s a
c o o r d i n a t e dt u r nw i t hs t e a d y( c o n s t a n t )f l i g h tp a r a m e t e r s . A l l o ft h ep e r t i -
n e n tv a r i a b l e so ft h em o t i o n , i . e . , 0 , 0 ; p , q , r; a , B ( o r a 1 and BI) and
t h ec o n t r o lv a r i a b l e s 6,,
6,, 6,, 6p ( e . g . ) w i l l c h a n g ew i t ht h eh e a d i n go f
the aircraft for a specificturn,characterized by t h e f o u r t u r n parameters
described earlier i n t h e r e p o r t .

Ames ResearchCenter
NationalAeronauticsandSpaceAdministration
M o f f e t tF i e l d ,C a l i f . , 94035,January1981

18
 APPENDIX

AIRCRAFT ANGULAR RATES I N COORDINATED LEVEL TURNS AND

COORDINATED TURNS WITHOUT SIDESLIP

In this appendix formulas for aircraft angular rates f o r the two s p e c i a l

flight conditions that were examined a t some l e n g t h i n t h e t e x t , namely,
(a) c o o r d i n a t e d level t u r n s a n d (b) c o o r d i n a t e d t u r n s t h a t h a v e no s i d e s l i p ,
w i l l b ed e r i v e d . It w i l l a l s o b e shown h e r e t h a t , u n d e r these s p e c i a l c o n d i -
tions, the formulas can be obtained in a more d i r e c t manner.

Coordinated Level Turns

The a n g u l a r rates c a n r e a d i l y b e o b t a i n e d b y s u b s t i t u t i n g e q u a t i o n (25)

i n t oe q u a t i o n s( 1 8 ) ,( 1 9 ) ,a n d (20), a s f o l l o w s :

p = -Y(sin $1 cos a
I
s i n B, + cos $1 sin a

q = Y sin
cos 8,

r = -Y(sin $1 sin a
I
sin
I
- cos $1 cos a )
I

Equation(Al)canalsobeobtainedin a d i f f e r e n t , b u t more d i r e c t way.

From e q u a t i o n( 8 b ) w e o b s e r v et h a t when y = 0 o r 61 = 0 , o r y =+@I = 0,
+
then n
zw-- n Tw, h i c hi n d i c a t e tsh a t n
YW
= 0 and t h a t h e r e f o r e nT and -n
=W
coincide.Thus, i t follows t h a tt h ed i r e c t i o n s
+
of VI, nT,and
+ 3w
(which i s
p e r p e n d i c u l a rt ob o t h VI andZT)form t h es t a b i l i t ya x e ss y s t e m (-%, yw,
- z w ) .T h i sp r o p e r t yf o rt h e s es p e c i a l cases can now b eu s e dt oo b t a i n( A l )
d i r e c t l y from ( 2 9 ) t h r o u g hr o t a t i o n si n BI and a ~ . For y = 0 , w e have
0:

a
I
sin B

I
c o s B,

I
c o s B,

which i s i n d e e d i d e n t i c a l t o ( A l ) .
-cos a

-sin a
I
cos B

I
s i n B,

I
sin B
I
-si:
cos a
a]t
I
0

sin
Y c o s $1
$1) (A2)

CoordinatedTurnsWithoutSideslip

Under t h i s c o n d i t i o n , p i t c h rate i s g i v e nb ye q u a t i o n ( 2 7 ) . By v i r t u e
ofequations(18),(19),and ( 2 0 ) , t h ea n g u l a r rates c a n b e shown t o b e

19

l l l l l lIlIl
 p = -Y(cos a
I
sin y + cos $1 s i n aI c o s y)

q = Y sin $1 cos y

r = -"(sin a
I
sin y - cos (I1 cos a
I
c o s y)

A s i n t h e case o f c o o r d i n a t e d , l e v e l t u r n s ,e q u a t i o n (A3) c a n a l s o b e o b t a i n e d

a]k
d i r e c t l y from(29) as f o l l o w s :

0
I

I
0

0 cos a
I
-Y s i n y
sin

Y cos
$1

$1
cos y

cos y
)
I t s h o u l db ee m p h a s i z e dt h a te x c e p tf o rt h e s e two s p e c i a l cases t h e angu-
l a r rates i n t h e body a x e s s y s t e m c a n n o t b e o b t a i n e d d i r e c t l y f r o m ( 2 9 ) .

20
 REFERENCES

1. Livingston, C. L.: Maneuverability Prediction. Paper presented to the

Southwest Region of the American Helicopter Society, 16, Dec.1966,
American Helicopter Society J., vol. 14, no.1, Jan. 1969, pp. 49-66.

2. Wells, C. D.; and Wood, T. L.: Maneuverability - Theory and Application.

American Helicopter Society J., vol. 18, no. 1, Jan. 1973, pp. 10-22.

3. Livingston, C. L.; and Murphy, M. R.: Flying Qualities Considerationsin

the Design and Development of the Hueycobra. American Helicopter
Society J., vol. 14, no. 1, Jan. 1969, pp. 49-66.

4. Keys, C. N.: Rotary-wing Aerodynamics Vol. I1 - Performance Prediction

of Helicopters. NASA CR-3083, Jan. 1979.

5. Lewis, R. B., 11: Hueycobra Maneuvering Investigations. In: 26th

American Helicopter Society, Annual NationalForm, Washington, D.C.,
June 16-18, 1970.

6. Lewis, R. B., 11; Bailes, Edward E.; McClellan, Randy D.; Claxton,
JohnD.;
and BUSS, Marvin W.: Engineering Flight Test AH-1G Helicopter (Huey-
cobra) Maneuvering Limitations Final Report. U.S. Army Aviation
Systems Test Activity, Edwards Air Force Base, Edwards, Calif., March
1971.
(USAASTA-69-11)

7. Brown, E. L.; and Schmidt, P. S.: The Effect of Helicopter Pitching

Velocity on RotorLift Capability. American Helicopter Society J.,
vol. 8, no. 4, Oct. 1963, p. 1-6.

8. Chen, R. T. N.: A Simplified Rotor System Mathematical Model for Piloted

Flight Dynamics Simulation. NASA TM-78575, 1979.

9. Chen, R. T. N.: Effect of Primary Rotor Parameters on Flapping Dynamics.

NASA TP-1431,1980.

10. Saunders, George,H.: Dynamics of Helicopter Flight. John Wiley & Sons,
Inc., NewYork, 1975.

11. Etkin, Bernard: Dynamics of Atmospheric Flight. John Wiley& Sons, Inc.,
New York, 1972.

12. Seckel, Edward: Stability and Control of Airplanes and Helicopters.

Academic Press, New York,1964.

13. Winn, A. L.; and Kishi, J. S.: Study: Pilot Perceived Jettison Envelope.
Final Report. U.S. Army Aviation Systems Test Activity, Edwards Air
Force Base, Calif., June 1973. (AD-768171)

21

I I I l I I1 I I1 I I II1 l Il Il l l 1I
14. Lynn, R. R.; Robinson, F. D.; Batra, N. N . ; and Duhon, 5. M.: T a i l Rotor
Design. P a r t I: Aerodynamics. American
Helicopter
Society J.,
v o l . 15,no. 4 , O c t . 1970, pp. 2-15.

22
 TABLE 1.- EQUATIONS GOVERNING A COORDINATED HELICAL TURN

Steady-stateEulerequations:

I
n
X
- sin e - t a n$ , ( s i n c1
I
cos B
I
cos 8 s i n $ - sin B
I
cos 0 cos $) = 0

n = O
Y
I
n
2
+ cos e cos 4 + t a n+ l ( s i n BI s i n e+ cos c1 cos B,
cos e sin $1 = o 1

Kinematicrelationship:

s i n $ = t a n$ , ( c o s c1
I
cos $ + sin c1
I
t a n8 ) c o s 6,

s i n y = cos a cos B,
I
sin eI - (sin B
I
sin $ + sin c1
I
cos B c o s+ ) c o s 8

p = -6 s i n e'
q = $ cos e sin $

r = $ cos e cos 4

where

+VI 1
tan $1 = -=
g
2 -(n2 - 1)lI2 ,
cos g
+ right urn; - l e f tt u r n .
 TABLE 2.- ALGORITHMSFOR A/C ANGULAR RATES AND EULERANGLES IN A
COORDINATED HELICAL TURN

Given:

Then:

q 1 0

r’ = 9 ; p l = - j, s i n y
tan cos B
I
cos B
I
- tan BI

p = p’ cos c1 - r’ s i n a
I I

r = p’ s i n c1
I
+ r ’ cos a
I

24
TABLE 3.- SUMMARY OF SYMMETRICAL PROPERTIES
OF AIRCRAFT ANGULAR RATES, ATTITUDESAND
n-PARAMETERS (AT n T y VI>

r~ - I
" "

right turn Left turn

25
26
 0
/-

0 TEST DATA

0
1.o 1.4 1.8 2.2
NORMAL LOAD FACTOR, g

Figure 1.- Bank angle normal load factor relationships. (From ref. 5)

VECTOR "w
WIND VECTOR

Figure 2.- Air-mass referenced and earth-referenced flight parameters

( B = Br = 0 ) .

27
 2.2 - - - -
- p = -15" TO 15" - a = -15"
"" .= ." I".
- CY = -15" TO 15" a = 15"
/3 = -15", 15" \ """ "
L
1.8 I I I I I I I

-I
u1
0
2
1.%

2.2

-
T O = -15" TO 15" T C Y =15
"-.
2.0 """m

-CY= -15" TO 15" a = -15"

15" f3= -15",
I I J
"""

I I
L
"
1.8 I I
-5 -10-15 0 10 5 15 -10-15 -5 15 010 5
a,deg deg
fit

F i g u r e 3 . - C o m p a r i s o no ft h ev a l u e so ft h ef o u rl o a df a c t o r si ns t e a d y
c o o r d i n a t e dr i g h tt u r n s . V = 60 k n o t s ; nT = 2 g .

28
 3.0
r = -20 RIGHT
TURN

2.6

2.2
N
S
I

1.8

1.4

1.o 1.4 1.8 2.2 2.6 3.0

"T

F i g u r e 4.- Relationship between -nz and nT.

3.0
r = -20 RIGHT
TURN
IDENTICAL FOR ALL CY

2.6

2.2
c B = -20" TO 20"

3
N
C

1.8

1.4

2.6 2.2 1.o 1.8 1.4 3.0

"T

Figure 5.- R e l a t i o n s h i pb e t w e e nn z w and "T.

29
 ,RT 15 7

a3
3
10 - AH-1G
ci
W'
-I
(3
z
5 - ""
-" -" "
Q 0 - OH-6A
-LL
-I -5 -
" ""

VI
W
-
n -10 -
v)
I I I I I I
LT -15
40 60 80120 100 140 160
CALIBRATED AIRSPEED, knots

F i g u r e 6.- Inherentsideslipinsteadywing-levelstraightflight.
(From r e f . 13)

100

600

500
75

E 400 0

vi \
4
-
3
a 3
0)
0)

a
[r:
300
50 E
Q
K
U
3 2
t- U
3
-I
200

25

100

3
0 1.5 2.0 2.5 3.0
NORMAL ACCELERATION, nT, g

Figure 7.- T u r nr a d i u sa n dt u r n rate insteadyhelicalturns.

30
 1.5 2.0 2.5 3.0
"T' g

F i g u r e 8.- T i m e r e q u i r e dt oc o m p l e t e 180" t u r n .

31

I I IIIIIII Ill l l l l
 = 15"
3O I

-*-.
10 - -a\

" "0

-10 -
-" -" 1I y = 20"

-20
"
p,
""- = 15" = -15"
I
- I

y = 0"

"z -10
a
-20I I I I 1 I I I I I I I

p = 15" /3 = -15"
30
I /I/

10 -
""-
.C

-
0 "A
y = -20"

-10 1
-20
-15
-10
-5 0 5 15
10
CY, deg

Figure 9.- Effect of c1 and B on angular rates in steady coordinated right

turns. V = 60 knots; nT = 2 g.

32
i

01 = -15"
a = 15"

I I I I I I

8o

50'
r

I I
T

I I I I
c
r

I I
a = 15"

I
T

I I I 1

I- T

a = 15"

cb
Q! = -15"
-50 I I I I I

80

m
6
" % 0 6
70
I,. T ""
T
0' = 15" 0 ' = -15" y = 0" Q! = 15" Q! = -15"
50L~ I I I I I I I I I I I

/3 = -15 Q! = -15"

-50

8o r T r T

F i g u r e 10.- E f f e c t of a and f3 o nt h ea i r c r a f ta t t i t u d ei ns t e a d y _ c o o r d i n a t e d
r i g h t t u r n s ; nT = 2 g.

33
 1 Report No. 2. Government Accession No 3.Reaplent's Catalog No.
XASA TP-1773
4Tltle and Subtltle 5. Report Date
A p r i l 1981
KINEMATIC PROPERTIES OF THE HELICOPTER I N COORDINATED
TURNS
6 . Performlng Organlzatlon Code

7. Author(s) 8. Performing Organlzatlon Report No.

R o b e r t T. N . Chenand James A. J e s k e A-8399

10 Work Unlt No
9. Performmg Organization Name and Address
505-41-21
NASA-Ames R e s e a r c h C e n t e r 11 Contract or Grant No
M o f f e t tF i e l d , CA 9 4 0 3 5

13.Type of Report and Period Covered

12. Sponsormg Agency Name and Address
T e c h n i c a lP a D e r
N a t i o n a lA e r o n a u t i c sa n dS p a c eA d m i n i s t r a t i o n 14 Sponsormg Agency Code
N a s h i n g t o n , D . C . E0546

15. Supplementary Notes

IG. Abstract
T h i sp a p e rd e s c r i b e st h er e s u l t so f a s t u d yo nt h ek i n e m a t i cr e l a t i o n s h i po ft h ev a r i a b l e s of
h e l i c o p t e rm o t i o ni ns t e a d y ,c o o r d i n a t e dt u r n si n v o l v i n gi n h e r e n ts i d e s l i p . A set o fe x a c tk i n e -
m a t i ce q u a t i o n sw h i c hg o v e r n a s t e a d yc o o r d i n a t e dh e l i c a lt u r na b o u ta ne a r t h - r e f e r e n c e dv e r t i c a l
a x i s i s f i r s td e v e l o p e d . A p r e c i s ea n dr a t i o n a ld e f i n i t i o nf o rt h el o a df a c t o rp a r a m e t e rt h a t
b e s tc h a r a c t e r i z e s a c o o r d i n a t e dt u r n is p r o p o s e d .F o r m u l a sa r et h e nd e v e l o p e dw h i c hr e l a t et h e
a i r c r a f t a n g u l a r rates and p i t c h a n d r o l l a t t i t u d e s t o t h e t u r n p a r a m e t e r s , a n g l e o f a t t a c k , a n d
i n h e r e n ts i d e s l i p .T h e s e new c l o s e d - f o r mf o r m u l a s are t h e nu s e df o r a d e t a i l e de v a l u a t i o n of t h e
e f f e c t so fs i d e s l i po nt h ek i n e m a t i cr e l a t i o n s h i po ft h eh e l i c o p t e ri nc o o r d i n a t e dt u r n s .I m p o r -
t a n ts y m m e t r i c a lp r o p e r t i e st h a te x i s ti nt h e s ek i n e m a t i cr e l a t i o n s h i p sa r ea l s od i s c u s s e d .
A s t e e p ,c o o r d i n a t e dh e l i c a lt u r n a t e x t r e m ea n g l e so fa t t a c kw i t hi n h e r e n ts i d e s l i p is of
p r i m a r yi n t e r e s ti nt h i ss t u d y .T h er e s u l t s show t h a t t h e b a n k a n g l e o f t h e a i r c r a f t c a n d i f f e r
m a r k e d l yf r o mt h e t i l t a n g l e of t h en o r m a ll o a df a c t o ra n dt h a tt h en o r m a ll o a df a c t o rc a na l s o
differsubstantiallyfromtheaccelerometerreadingalongthevertical body a x i s o f t h e a i r c r a f t .
G e n e r a l l y ,s i d e s l i ph a s a stronginfluenceonthepitchattitudeandrollrateofthehelicopter.
The l a t t e r c o u l d h a v e a s i g n i f i c a n ti m p a c to nh a n d l i n gq u a l i t i e sb e c a u s e of t h e d i r e c t c o u p l i n g of
r o l l r a t e t o t h et h r u s to ft h em a i nr o t o r .
The r e s u l t s oE t h e a n a l y s i s a l s o i n d i c a t e t h a t p i t c h r a t e i s i n d e p e n d e n to fa n g l eo fa t t a c k
i n a c o o r d i n a t e dt u r na n dt h a ti nt h ea b s e n c eo fs i d e s l i p ,a n g u l a rr a t e sa b o u tt h es t a b i l i t ya x e s
are i n d e p e n d e n to ft h ea e r o d y n a m i cc h a r a c t e r i s t i c so ft h ea i r c r a f t .

17. Key Words(Suggested byAuthorls)) 18. Distrlburlon Statement

H e l i c o p t e rk i n e m a t i c s U n c l a s s i f i e d - Unlimited
C o o r d i n a t e dh e l i c a lt u r n s
Load f a c t o r
Sideslip
A n g u l a r r a t e s a n da t t i t u d e s
S u b j e c tC a t e g o r y 05
-L
19. Securlty Classif. (of thus report) 20. Security Classlf. (ofpage)
this No.
21. of Pages 22. Price'

Unclassified Unclassified 41 A0 3