NASA

TECHNICAL

NASA TN D-4536

NOTE

o_
.<if|

AN

INVESTIGATION

HELICOPTER
DIAGRAM

OF

THE

HEIGHT-VELOCITY
SHOWING

DENSITY

ALTITUDE

by RobertJ.

Pegg

Langley

Research

Langley

Station,

EFFECTS
AND

OF

GROSS

WEIGHT

Center
Hampton,

Va.

NATIONAL AERONAUTICSAND SPACE ADMINISTRATION

WASHINGTON, D. C.

MAY 1968

K_

NASA

AN INVESTIGATION
SHOWING

OF

EFFECTS

THE
OF

HELICOPTER
DENSITY

By

Langley

NATIONAL
For

sale

by the

Clearinghouse

J.

Research
Station,

AERONAUTICS

Springfield,

ALTITUDE

Robert

Langley

HEIGHT-VELOCITY

for
Virginia

AND

GROSS

Pegg
Center

Hampton,

Va.

AND SPACE ADMINISTRATION

Federal
22151

Scientific
-

CFSTI

and
price

Technical
$3.00

Information

TN

D-4536

DIAGRAM
WEIGHT

il
!:

AN INVESTIGATION
SHOWING

OF THE

EFFECTS

HELICOPTER

OF DENSITY

ALTITUDE

By Robert
Langley

HEIGHT-VELOCITY

DIAGRAM

AND GROSS

WEIGHT

J. Pegg

Research

Center

SUMMARY

Within
method

the

limitations

by which

modified

experimentally

to show

the

Variations
in density

During
used

the

flight

predict

designs

gross

testing

of a helicopter

is given.

The

altitude

by using

changes
shape

are

the use

and gross

of the

of the

semiempirical

calculations

show

nondimensional
derived

this

from

be

flight-test

This
while

of the

curves

This
data.

method

a detailed

changes

curve.

semiempirical

diagram

use

may

for

characteristics.

procedure,
the

diagrams

can be predicted

a generalized

height-velocity

made.

to provide

weight.

diagram

designs,

is intended

height-velocity

in autorotation

being

step-by-step

report

functions

of new helicopter

the approximate

this

helicopter

on semiempirical

to predict

To illustrate

data,

height-velocity

weight

is based

advantageously

also

of density

established

and

curve

available

determined

effects

in the

altitude

generalized

of the

can be
method

can

preliminary

numerical
and

example

equations.

INTRODUCTION

The
failure
for

capability

is limited

certain

in high

region
risk

For
velocity
those

many
diagram

of references

recently

has

of the

there

existing

structural

and

by these

damage

of airspeed

in figure

to perform

a safe

aerodynamic

of geometric

defined

of severe

combinations
shown

by the

combinations

dangerous

tion

of a helicopter

height

and height

design

and airspeed.

combinations

to the

autorotative

landing

after

of the particular
Power

of geometric

failure

height

and

helicopter
within

airspeed

aircraft

and injury

to the

are

expressed

as the height-velocity

best

a power

occupants.

the
results

These

limiting

diagram

1.
years

there

could

has

be treated

1 to 3 were
been
work.

been

a need

analytically
made

sufficiently
Systematic

for

a reliable

for

in an attempt
accurate

flight

experimental

method

any helicopter.
to solve
data

by which

the height-

Investigations

this

problem,

but

available

to aid

in the

measurements

such
only
modifica-

of the height-velocity

as

hh i

h0
,4
Safe

Dangerous
(low

region

region
spe_d)

h
cr

V
cr

.:'.'-"
..:.'
":'"

. ......:.:.;:_..:_-_

Dangerous
(high

reg$on
speed)

Airspeed

Figure

diagram

were

programs

are

carried

out by the

reported

purpose

of the

the

effects

of density

standard
similar
results.
acteristics
detailed
presented

atmosphere)

current

single-rotor

helicopters.

An analytical

procedure

at low hover
numerical
in appendix

height

example

height-velocity

Aviation

4 to 6 and
report

altitude

and gross

Typical

Federal

in references

The
shows

t.-

altitude
on the

These

are

is presented
the

(FAA).

are

based

of these

to a given

on the
height

7.

procedure

diagrams

low hover

in appendixes

results

in reference

a semiempirical

height-velocity

application

The

summarized

corresponding

diagrams

to approximate

illustrating

Agency

is to present

(the

weight

diagram.

density

for
FAA

and

flight-test

rotor-speed

semiempirical

C.

II

in the

generally

A and B, respectively,
of the

which

charand a

method

is

SYMBOLS

rotor-disk

Ab

total

number

Cd,o

mean

blade

CL

rotor

lift

CL, max

area,

ft 2

rotor-blade

(meters

area,

of rotor

2)

ft 2

(meters2)

blades

section

drag

coefficient

coefficient

maximum

rotor

lift coefficient

CT

thrust

coefficient,

equivalent

gravitational

rotor

hcr

geometric

height

hhi

high

height,

hlo

low hover

hr

rotor

hx

arbitrary

HD

density

HPreq

required

IR

rotor

helicopter

out of ground

flat-plate

drag

area,

acceleration

height

above

hover

height,

height

32.2

ft/sec

(9.8 meters/second

(meters)

(meters)

(meters)

ground

geometric

altitude,

ft

(meters2)

(meters)

ft

above

ft

Vcr,

ft

ft 2

constant,

ground,

at

effect

at power

height,

ft

ft

failure,

ft

(meters)

(kilograms-meters

2)

(meters)

(meters)

horsepower

rotating

inertia,

mass,

slugs

slug-ft

(kilograms)

2)

thrust-weight

power,

Qd

main

rotor-blade

ratio

ft-lb/sec

rotor

time,

(meter-newtons/second)

torque

radius,

ft

power

failure,

time

rotor

induced

velocity

forward

speed,

Vcr

speed

Vmin

forward

Vt

rotor

VV, d

landing-gear

Vx

arbitrary

aircraft

nondimensionalizing

from

power

thrust,

cut

Ib

above

(newton-meters)

(meters)

to touchdown,

seconds

(newtons)

in ground

effect,

ft/sec

(meters/second)

knots

which

speed

for

tip speed,

design

weight,

a power-off

landing

minimum

ft/sec

airspeed

tip- speed

power,

vertical

impact

associated
lb

can be made

at any height,

knots

(meters/second)

with

speed,

ft/sec

(meters/second)

hx

(newtons)

ratio

for

height-velocity

curve

ratio

ambient

air

density

at any altitude,

ambient

air

density

at sea

rotor

ft-lb

seconds

At

before

speed,

radians/second

level,

slug/ft3
slug/ft

(kilogram/meters
(kilogram/meters

3)
3)

knots

design

rotor

final

speed,

rotor

ground

(7

solidity,

speed

effect

radians/second

at touchdown,

parameter,

radians/second

Power
in ground
effect
Power
out of ground
effect

Ab/A

Subscripts:

avg

average

ff

free-fall

initial

SL

conditions

oo

out of ground

effect

upper

portion

of the nondimensionalized

curve

lower

portion

of the

curve

5000

conditions

at 5000 ft

(1524

meters)

900O

conditions

at 9000

(2743

meters)

The

height
condition

at sea

notations

and

level

ft

..

represent

TEST

The
disk

loading

physical
range
uration.
insight

three

single-rotor

and

rotor

characteristics
of aircraft
into various

inertia

chosen

to determining
control

techniques

the

that

not be limited
effects
was

second

for this

two different

to insure

and would

and

derivative,

respectively.

AND PROCEDURES

chosen

and utilize

were

the first

EQUIPMENT

helicopters

parameters

In addition

nondimensionalized

types
the final

represent

a wide

of landing
test

gears.

results

to one specific

of variations

expected

study

would

helicopter

in the configuration,

to be obtained.

range

in

These
reflect
configsome

The helicopters used in this investigation are shownin figure 2. In all further
discussion the test helicopters are referred to by the designationsin figure 2. All tests
were conductedin a manner similar to the tests in references 4 to 6, that is, the pilot
flew over the test course and repeatedly simulated power failure at a specified airspeed
and at progressively lower heights or at constantheights andprogressively lower airspeeds. From the point of similated enginefailure, the pilot maneuveredthe helicopter
to obtain the best combination of airspeed, rotor speed,and rate of descentto effect a
landing. In his judgment, this combination represented the maximum utilization of
available energy without damagingthe aircraft. This flight procedure continueduntil a
combination of height andairspeed was reached which, in the pilot's opinion, represented
a maximum performance point. The tests were flown by skilled test pilots; therefore,
the resulting height-velocity diagrams shouldnot be considered to be representative for
the averagepilot.
In general, the high-speed low-height portion of the restricted flying region
(fig. 1) was not investigated during the present experimental flight tests becausedensity
altitude andgross weight are probably the least important of the many factors affecting
this region. Consequently,this area is not subjectedto analytical treatment in this
report.
Other important parameters reflected in the data obtainedfrom the FAA tests are
terrain, wind, andairspeed conditions. Although terrain has no aerodynamic effect on
the height-velocity diagram, it is an important factor for the pilot to consider when
making an autorotative landing. Becausedebris on the landing site may causedamageto
the helicopter, a poor landing surface can affect the pilot's ability to make a high performancepower-off landing. The referenced tests were madeon terrain which included both
unpavedlanding surfaces with hiddenrocks immediately below the surface soil and on
narrow crownedpaved strips of rough composition. The airspeed was recorded on a
flight-path analyzer and represents a ground speed. All tests were conductedat wind
velocities under 5 miles per hour (2.24 meters per second).
ASSUMPTIONS
The semiempirical procedure andthe analysis of significant test results described
in the succeedingparagraphs are governedby the following assumptions: (a) The range
of design meanlift coefficients varies from approximately 0.31 to 0.60, (b) no rotors with
gross design differences (such as tip jets) are considered, (c) there are no radical differences in the landing-gear configuration or pilot position which would alter the energyabsorption capabilities or pilot visibility from the three test aircraft, (d) tests are not
conductedat density altitudes or gross weights where the maximum collective pitch
neededfor autorotation neededto be greater than the pitch permitted by the placard rotor

(a) Helicopter

A,

L-58-814

(b) Helicopter

B.

L-58-81.5

(c) Helicopter
Figure

2.-

C.

L-68-816

Test aircraft.

speed

limit,

(e) the

effects

diagrams

is assumed

pilot

his individual

with

of adverse

to have

been

handling

characteristics

minimized

because

on the height-velocity

of the

high proficiency

level

of the

helicopter,

and (f) the results

are applicable
within a range of
1
disk loadings
from approximately
2_ to 5 lb/ft 2 (120 to 239 N/m 2) and a range of density
altitudes
from approximately
-1000 to 11 000 feet (-305 to 3353 m}.
RESULTS

AND

DISCUSSION

Flight-Test
The

primary

results

variation

of the

different

helicopters

Figure

3(a)

and figure

height-velocity
(fig.

shows
3(b)

diagrams.

of the

the

shows

These

tests

reported

diagrams

2).

Results
in references

with

A summary

density

of this

variation

of the height-velocity

the

of increases

effect

diagrams

and similar

altitude

information

4 to 6 are

shown

in the

and

weight

for

is presented

diagrams

in density
diagrams

with

altitude

form

gross

the

three

in figure

aircraft

3.

gross

weight,

on the height-velocity

experimental

basis

for this

report.
Generalization
The
height

flight-test

data

and airspeed

density

altitude

of similar
curve

shape.

could

weight.

hhi,
the

information

Vcr , and

suitable

for

hcr ) were

the

three

combinations

related

with weight

of all the

factors,

regardless

for the

helicopters

one generalized

helicopters

the basis

that
linearly

diagrams

scaling

all the test

forms

Diagrams

4 to 6 indicate

height-velocity

By using

be obtained

This

of references

(hlo ,

and that

of Height-Velocity

following

of
and

tested

were

height-velocity

of density

altitude

height-velocity

or gross

diagram

analysis.
Scaling
airspeed.
may

Once

these

three

diagram

combinations

A generalized

is based
are

two scaling

hcr , and
to

and are

fixed,

the

nondimensionai

combinations

entire

of height

height-velocity

height-velocity

hcr
shown

the

parameters

airspeed

and down
in figure

used

Vcr.

from

hhi

in this

They
to

analysis

represent
hcr.

The

curve

hhi - hxl

hx2 - hlo
hcr

functions

two parameters

4.

x2=

are

fractions

X 1 = hh i - hcr

on three

and

diagram
is shown

in

4.
The

hlo

height-velocity

then be drawn.

figure

hhi ,

of the

- hlo

of vertical
are

of the heights
distance
defined

hlo,

up from
as follows

100-3201

280

80
220

_o
_

60

200

(12 677 N)

265O ib

(ii y88_)

2415 ib

(10 742 _)

160

b,O
.r-I

2850 ib

4o
220

8o
2o
4o

I,

0
0

i0

20

30

4o

Airspeed,

knots

(a) Height-velocity
diagram variation
Wi|h gross weight.
Average density altitude sea level.
Figure 3.-

Height-velocity

diagrams

obtained from

reference

4 for helicopter

A.

4oo
120

360

!oo
320

28O
8o
Sea
'_

240

--

bJ3

level

5 O00

ft

(1524

m)

7 000

ft

(2154

m)

O00

ft

(5o48m)

hD
0

200

60

Y_
16o

4O
120

))))

20-

IO

20

3O

40

Airspeed,

(b) Height-velocity
6ross

diagram variation
with density altitude.
weight 2415 Ib (10 742 N).
Figure

I0

knots

3.-

Concluded.

IT

(hcrJ

Vcr)

Vx
l

'l'

Od

,_
_i

.4
hx 2

.2

hlo

._

.4

.6

.8

i.o

v
X

v
cr

Figure 4.-

Generalized

nondimensional

height-velocity

curve.

11

The
ure

5.

curve

data

shown

Comparison

in figure
of the three

can be obtained.

sity

altitude

three

and

This

is shown

configurations,

scaling

factors

3 and in references
parts

curve

were

well

6.

The

three

by the

method
(a) The

can be made
(b) The
can be made

tion

cannot

These

high

hover

heights

hlo

failure

Vcr,hcr
when

height,

and

at

are

Flight-test

at least

the following

necessary

sity

altitude,

evaluated.

the

characteristics

that

be determined
curve

a safe

above

zero

the

before

or vice

low hover

autorotative

landing

which

a safe

autorotative

landing

airspeed

below

which

a safe

autorota-

diagram
and

diagram

in figure

1.

Combinations

based

airspeed

on the
at the

generalized

low hover

height-

height,

high hover

data

weights

from

at one density

height-velocity

altitude

must

diagrams

be used

to determine

and relationships:
of the low hover

height

equation

evaluation

of this

of

obtained

and

Qf/C_d

(see

height

appendix

equation
CT/a

A for

depends
with

with

gross

derivation)

primarily

At

weight

for the

and den-

must

on the

be

rotor

particular

speed

helicopter

design).
(b) As indicated
weight

and density

approximately
test

results.

by FAA
altitude

95 feet
The

an

versa

airspeed.

on the height-velocity

height

the variation

(variation

must

which

of Height-Airspeed

parameters

An accurate

indicates

the

hcr.

Flight-test

two gross

(a) To determine

6 for

den-

be determined.

method.-

representing

below

maximum

indicated

for the

must

which

height
from

height-velocity

the values

midpoint

weight,

a height-velocity

height

is that

is the

initiated

a specific

curve,

in figure

and

airspeed.

starting

Determination

velocity

weight

Combinations

into

is that

hhi

failure

and airspeeds

To draw

or gross

in fig-

height-velocity

in gross
shown

replotted

as follows:

at zero

height

a power

be made

altitude

and

a summary

agreement

and airspeed

defined

height

midpoint

good

is transformed

are

a power

after

(c) The

herein

low hover
after

that

of variations

Height-Airspeed

of height

diagram

used

5 shows

scaled

chosen.

combinations

height-velocity

The

of density

Required

actual

of figure

is independent

in figure

regardless

4 to 6 are

flight-test

at the

midpoint

(29 meters).

This

corresponding

airspeed

data,

the variation

of critical

of the height-velocity
approximation
at the

diagram

should

midpoint

Vcr

12

j
i

height

i_

with

remains

be checked
is determined

with

gross
at

flightby

Density

hhi

altitude

Sea

Weight

level

2415 Ib

(I0 742 _)

(15e4 m)

2415 lb

(lO 742 N)

ft

(2134 m)

2415

ft

(3048 m)

2415 ib

(io 742 _)
(12

_ oooft
7 000
lO ooo

Ib

[] Sea

level

2850

_> Sea

level

265o lb

Ib

(i0

742

677

N)

N)

(i1 788 N)

gD
6
Q

(her, Vcr)

II

lhlo

la) Helicopter
Figure 5.-

Nondimensional

height-velocity

A.
curves for the test

helicopters.

13

hhi
Density
O

Sea

Weight

altitude
level

1450

lb

(6470

N)

5oo0zt (1}24=)

1450

ib

(6470

N)

7000

145o

lb

(6470

N)

1600

ib

(7117

N)

ft

(2134

m)

O
[] Sea

level

13

_Q

d
(D (her,Vor)

d4e
D*O

.4

.8

.6

I
1.0

v
X

V
cr

(bl Helicopter
Figure

5;

B.

Continued.

14

Density
hh

oF

Weight

altitude

Sea level

9 I00 Ib (40 479 N)

5000 ft (1524 m)

9 lOO ib (40 479 _)

7000 ft (2134 m)

9 lO0 lb (40 479 N)

!
,2

Sea level

i0 I00 Ib (44 927 N)

Sea level

II I00 Ib (49 375 N)

E]
0
II

(D

(hcr, Vcr)

[]

I
oJI

.6

d
11

.4

[]
.2

in
' io

I--

.6

I
.8

--]
1.0

V
x

v
cr

(c) Helicopter C.
Figure 5.- Concluded.

15

Helicopter

Helicopter

Helicopter

.4

,2
[]
[]

,2

.4

.6

.8

1.0

V
x

v
CT

Figure 6.- Summary height-velocity curve for helicopters A, B, and C.

16

7o

Helicopter

6o

(CL/_

2400

lb (lO

t_

2600
2800

lb
ib

Helicopter

14)

679

N)

Ill
565
12 455

N)
N)

(CL/G

= 15)

5o
o

O
_)
o

1450
1600

it
lb

Helicopter

(6450
(7117

N)
N)

40

>

a
30

= 7)

lO0

lb

(40

479

N)

[h ll

lO0

lb

(49

375

N)

g
_

(CL/_

927

20

r_

lO

lO

20

30

40

50

60

70

Velocity

for

minimum

power,

Vmin,

knots

FiguFe 7.- Variation

of Vcr with Vmi n for the three test helicopters.
Plain symbols
indicate tests at sea level; flagged symbols at 5000 ft (1524 meters); tailed symbols at
6900 ft (2103 meters), except helicopter A at 10 000 ft (3048 meters).

obtaining

a curve

From this
altitude.

relationship,

(c) The
high
tion

hover
of

hhi
The

ately

scaled,

altitudes.
racy

heights

the basis

resulting

the

from

generally

height-velocity

provide

to show

to

Vmi n

be determined

obtained

conform

Vcr

similar

at any

the

to that

gross

weight

two height-velocity

to the

curve

shown

in figure

in figure

7.

and density

diagrams
8 which

should

shows

the

yield
varia-

Vcr 2.

flight-test

initial

of
may

data

that

with

Semiempirical
needed

Vcr

flight-test

The

as the

of the variation

for

diagrams
extrapolations

height-velocity

flight-test

diagrams

a particular

helicopter,

to different
then

gross

reflect

the

when

weights
same

appropri-

and density

degree

of accu-

data.

procedure.variation

for

of the

A first-order
height-velocity

approximation
diagram

of the
with

gross

various
weight

parameters
and density
17

Altitude
Helicopter

Helicopter

i0 250
4 500
200

(3124 m)
(1372 m)
(61 m)

2 415
2 650
2 850

ib (i0 742
Ib (ll 788
ib (12 677

N)
N)
N)

ft (2103 m)
ft (-91 m)

1 450
1 600

lb
ib

N)
N)

--300 ft (--91 m)
5 000 ft (1524 m)

9 i00
i0 i00

lb (40
Ib (44

479
927

N)
N)

4 425

Ii i00

ib

372

N)

6
[3"

900
-300

ft
ft
ft

Weight

(6 450
(7 117

160
Helicopter

<_

5OO

120

ft

(1349

m)

(49

4OO

"_
0

. 80

.,_

3o0

o
40

_
i00

I
0

Figure

altitude

may

expressions

be made
derived

(a) The
appendix

8.-

Variation

with the

I
600

(Critical

velocity)

of

height

hhi

with

of

may

the variation

9,f/ft d

FAA

be calculated
of

9{/_d

with

constant.

expression
A mean

is approximate
value

cr

i000

1200

1400

knots 2

FAA flight-test

flight-test

data.

data

and

mathematical

by using
with

of the ground

the

CT/a

equations

derived

can be expressed

in
as

= 2.24_-_

At

may

\
last

2, V

taken from

be expressed

as

IRgtd2

At = {1-

This

800

B.

_f

and the variation

Vcr z

experimental

in appendix

low hover

A; however,

I
400

200

_d/550HPreq,

because
effect

the

ooA

collective

is shown

pitch

in figure

is assumed
9.

18

i!J

to be held

hr

Minimum_-_
.6

for:

licopter

43
elicopter

O
_J

elicopter

I:b 1_8
I1

_.o

.2

.b

.6

.8

1.o

hr

2R

Figure

(b) The
from

figure

9.-

airspeed
10 which

CL/a.

Figure

is the

expression

Ground effect as determined

at the
shows

midpoint

of the

the variation

10 is extrapolated
presented

from

from

in reference

Vcr

as 95 feet

is the

ratio

at

Vmi n
data

may be estimated

at various

of references

values

of

4 to 6 and

CL/a

CT

p2
The

Vmi n.

critical

height

at the

midpoint

is taken

(29 meters).

(c) Because
figure

8, figure

which

fall

within

The

method

appendix

tip speed

diagram

10.

8 (p. 231) as

a
p

with

flight-test

C_L_L= 2

where

data of reference

height-velocity

of
the

the experimental

of tbe

excellent

10 is assumed
the

range

presented

correlation

of the FAA

to be sufficiently

accurate

of variables
in this

covered
section

by the

is illustrated

flight-test
for

FAA

data,

conventional

as shown

in

helicopters

tests.

by a sample

problem

in

C.

19

6o

5o

4o

r4
o
0
rH
OJ

3o

g
,rl
4J

2o

lO

',_1

I
40

30

I
50
Velocity

Figure

10.

I
60

for minlmum

Variation

of Vcr

CONCLUDING

The
using

semiempirical

helicopter

example,
other

approximate

nary

altitudes.

height-velocity
qualities,

design

requires

of the

helicopter.

based

Because
helicopter
inherent

data

several
The

diagrams

landing-gear

a background

of judgment

are

and density

and

method

(aside

(modified

for design

also

from

case,
data

report

to obtain

use).

provides

those

from

configuration
a means

visibility)

other

taken,

attributable

use

for

diagrams

during

proper

of

at

of determining"

characteristics

however,

a means

height-velocity

provides

and pilot

In the latter
design

knots

for a particular

weights

arrangement,

of pertinent

Vmi n

in the present

flight-test

altitude

with

Vim,

I
8o

REMARKS

presented

height-velocity

at one density

weights

handling

method

power,

I
70

to

the prelimiof the procedure

helicopters

and

an element

on experience.

of the

height-velocity

semiempirical
diagrams

nature
described

of the method
in this

for determining

report,

certain

in the procedure:

20

basic

variations
limitations

in

(a) Height-velocity
flight-test
flight

data

from

the

from

experienced

for the

height-velocity

minimize

resulting

very

as limitations

(b) The
field

obtained

manuals

report

diagrams

average

diagrams

the

test

use

of this

pilots

and

procedure

should

are

based

not be used

on

in

pilot.

derived

by using

the method

influence

of handling

qualities,

landing-gear

be exercised

when

method

is extrapolated

presented
arrangement,

in this
and

of vision.
Caution

higher

mean

and other

Langley

must

lift coefficients)

aerodynamic

Research
National

where

effects

will

the

tests
have

were

not conducted

an increased

effect

to higher
since

stall,

on the helicopter

altitudes

(and

compressibility,
performance.

Center,
Aeronautics

Langley

Station,

and Space
Hampton,

Administration,
Va.,

December

13, 1967,

721-06-00-06-23.

21

APPENDIX A
DERIVATION

The
copter

low hover

and equating

nique

may

stant

acceleration

to the
the

height

be used

problem

resulting

low hover
The
Figure
yields

forces

because

cannot

equation

is derived

to the

an average

of gravity.
and

This

be used

does

indicate

rate

method,

therefore,
time

effect

vertical

of vertical

of maneuver

to obtain
the

by summing
of change

value

HEIGHT

load

of density

on the

momentum.
factor

yields

histories

forces

This

modifies

tech-

the

only a first-order

con-

solution

of the trajectories.
altitude

heli-

However,

and gross

weight

on the

height.
aircraft

11 shows
the

these

equation

OF LOW HOVER

is assumed
the

forces

to be initially
acting

on the

hovering

at some

height

above

A summation

helicopter.

the ground.

of vertical

forces

equation
m]_=T

-W

= g(n - 1)
Integrating

equation

(A1) gives

the helicopter

vertical

(A1)
velocity
= ho + g(n - 1)t
The
ment

helicopter

vertical

is obtained

equation

displace-

by integrating

(A2)

hlo=h=hoAt+g(nThe
must

This

evaluation

Figure

22

11.-

Forces acting

on the helicopter during

landing maneuver.

the vertical

power-off

maneuver

load

may be made

of two methods:
speed

(landing-gear
, from

by

(a) If a vertiis specified

structural
equation

navg

hlo

(A3)

now be evaluated.

cal impact

tions)

1)_

average

factor

one

(A2)

considera(A2)

-- VV'd + 1
g Z_t

(b) If some

knowledge

trol

inputs

and

with

rotor

speed

their

of the

(A4)

con-

interrelation

is available,

APPENDIX A
through a numerical integration of the thrust, the average load factor may be obtained
as

SO_t T dt
navg
Proper

collective

average

load

landing

gear.
By the

pitch

factor

use

control

results

of the

inputs

in impact

value

of

at

must

W At
be made

velocities

(derived

IR_d2
At = 550HPreq,
and the value

of

_2f/_ d

(AS)
in the thrust

within

the

expression

structural

in appendix

limitations

so that

the

of the

B)

_f )
ooA (1 - _dd

(A6)

as
(AT)

equation

(A3) may

be evaluated

from

hlo =
The
lower
the

low hover

free-fail

kinetic

height,

height

and potential

limit

equations

(A4),

from

exists.

free-fall

This

(AT)

l100HPreq,_A

as computed

energies

(A6), and

equation
height

(A8),
limit

does

not indicate

is determined

that

by equating

as follows:

mgnff

1 mV
2-_
= _
V,d [

hff = __gd2

fl)

(A9)

23

APPENDIX B
ROTOR-SPEED

DECAY

THE

Analysis
ability

of the

low hover

of the designer

readily

amenable

method

by which

sions

for

Qf/_d

Figure
generalizing
history

diameter

and

the

typical

analysis
speed
of the

are

then

flight-test

of the
and

expression

collective

ground.

This

rotor-speed

from

of the

in part

upon

expression

data

are

be estimated.

in appendix
data

1) depends

Flight-test
may

used

in fig.

accurate

manipulation.

AT

HEIGHT

(defined

characteristics

At

12 shows

of rotor

rotor

decay

hlo

a sufficiently

to mathematical
rotor

LOW HOVER

height

to obtain

CHARACTERISTICS

used

The

the

which

is

to develop

resulting

expres-

A.
helicopter

C which

low hover

height.

useful

Figure

pitch

during

a vertical

power-off

figure

shows

that

is little

there

are

in

12 is a time

descent

within

apparent

one

variation

in

3O

20

10

2O
N)

[]

ID
r--t

_o i0

Weight

ude

4_

o 5300 !1615
m)
g

[]

_000

ft

(1521_

_h29

ft

(13_ 9 m)

m)

9 100

lb

(40

479

N)

lO _o0 ib (44 927N)

Time

from

power

cut,

sec

Figure 12; Typical effect of collective control input on rotorspeed decay rate at the low hover point (helicopter C).

24

It

ii

100

ib

(h9

379

N)

APPENDIX
rotor-speed
inputs

decay

are

typical

were

taken

the

other

two test

input

from

teristics

the

could

as tip jets,

of

CT/a

rate

cient

These

of 1.2 at a

T/W

the

and

FAA

are
= 1.

in ground

by the pilot.

indicated
useful

trends

because
when

in figure

The

12.

effect.

The
are

they

configuration)

data

for

the use

collective

fig-

of one

control

rotor-speed

high profile

this

representativeof
permit

the

These

decay

drag

charac-

devices,

such

blades.

semiempirical
At.

analysis

Figure

flight

assumed

inputs

if exceptionally

rotor

in the

CT/(r

from

are

the

modified

used

rigging

the

introduced

on the

pitch

expedient

data

upon

characteristics

_f/_d with

and control

to be most

(dependent

installed

collective

C; however,

be considerably

were

as derived

etry

found

helicopter

Two relationships
tions

particular

helicopters.

decay

retains

the

of those

ure

rotor-speed

with

tests.

13 shows
In this

to permit

(appendix
the variation

semiempirical

the

rotor

to attain

A) are

the

varia-

of

_f/f_d with

approach

rotor

a maximum

lift

geomcoeffi-

Therefore,
_T

CL_ maxPA Qf 2R2

6C T pA_2_R

(Bla)

O"

1.o

.9

Helicopter

Helicopter

<>

Helicopter

.8

0
0

@
.7

.6

_d
5

"

1
.05

&

.06

--l-....__

.07

.08

I -

.09

.I0

Figure

15-

Experimental

variation

of rotor

speed ratio with

CT/O; theoretical

limit at CL, max = 1.2.

25

APPENDIX

= 2.24

_dThis
a

curve

is indicated in figure 13.

c_C-T-/a relationship
y

vented

Although

(Blb)

the results from

does exist, control rigging problems

helicopter

are believed

A show
to have

that
pre-

helicopter A from
Once

the time
this time

the value of

interval from

attaining maximum
flf/_d

power

in figure

power

lift.

is determined

from

failure to touchdown

interval is obtained

after a complete
shown

from

a simplified

failure and is modified

the trim conditions

At

may

statement
to conform

of the helicopter,

be estimated.

The

of the rotor torque

value

equation

with the flight-test results

14.

[]
[]

O
Helicopter
D
Helicopter
<> Helicopter

A
B
C

Figure

26

14.-

Experimental

variation

of rotor

speed ratio with

time interval

from

power failure

to impact at the low hover point.

of

APPENDIX

dfZ = AQd'_[
C_ "_2dt
IR
_'_dd/

IRad2

d at

the

equation

of a straight

,)

IRCZd2

d (_----_)
and by using

f I

550HPreq,_A

line
At=

(_1- _---_dAt

(S2)

\
This

expression

approximation
simplified

nature

rotor-speed
Figure

for the

time

14 shows

assumes
first

of equation
history
the

constant

2 or 3 seconds
(B2),

although

variation

At

it does
it does
with

collective

pitch

of the power-off
not yield

for

maneuver.

an accurate

approximate-the
f_/f_l

and is therefore

the

time
three

only
Because

representation
interval
test

a valid
of the
of the

At

adequately.

helicopters.

27

APPENDIX

NUMERICAL

A numerical
method
The

example

outlined

problem

and density

in the

is given

text

for

height-velocity

and

curve

EXAMPLE

to illustrate

a helicopter

is (a) to determine
altitude,

here

hlo,

(b) to use

to obtain

at one
Vcr,

these

the
gross

hcr , and

values

hhi

and the

the height-velocity

application
weight

of the

and three

for

a given

generalized

diagram

semiempirical

density
aircraft

altitudes.
weight

nondimensional

at the particular

weight

and

altitude.
The following
A=

960ft

f=8ft

(89.2

(0.74

values

are

m 2)

functions

of the aircraft

I R = 760 slug-ft
R=

m2)

17.5ft

V t = 650 ft/sec

CL/a = 5.9

VV, d = -8 ft/sec
hr-7.0

The

following

values

are

W=3700

kg-m2)

ft

functions

(198.1

= -3.5

m/sec)

(-2.44

(2.13

lb

(13 656N)

= 0.0591

(5.34m)

b=3

Cd, = 0.013

(1030.5

configuration:

_2d = 37.1

m/sec)

radians/sec

radians/sec

portions

to

m)

of density

altitude.

HD
HPreq, oo
ft
Sea

Equation
evaluate

the

level

Sea level
1524

.0752

310

9000

2743

.0851

320

(A8) is used
low hover

with

height

hlo =

figure

300

5000

the

9 and integrating

appropriate

values

found

1 - 2.24

ll00HPreq,

1 - 2.24

_A

the above

= 7607.8

equation,

the

HPreq,_A

following

obtained:
(hlo)sL

28'

in preceding

as

IRQd2Vv_d

By using

0.0648

= 12.1 ft

(hlo)5000

= 10.7 ft

(hlo)9000

= 9.4 ft

(3.69
(3.26
(2.87

meters)
meters)
meters)

low hover

(C1)

heights

are

APPENDIX
The

forward

mance

calculations

density

altitude.

airspeed
such

Prequired

for

minimum

power

given

in reference

as those

= Pinduced

+ Pprofile

1.13W 2

Vmi n

9 (ch.

the

speed

minimum

for

dPrequired
dV

where

derivative
power

+ Cd,oAbPVt

For

the

this

equation,

.3

from

Vmin

figure

figure

V, the equation

equation

weight

or

(C2)

for the

forward

10 the following

+ 1.5pVmin2f

9.

+ v d._yv
dV

of

+ 0.86Vmin(p-P--o)+

Vmi n

are

found

by trial

= 62.3 knots

(Vmin)9000

= 66.4

of
(Vcr)s

O.029Vmin2(p-o)

and

error

= 0

(C4)

to be

= 57.5 knots

(Vmin)5000

values

(C3)

(C3) becomes

(Vmin 2 + v2)3/2
the values

oAbPVtVmin

77 of reference

(Vmin)sL

From

any desired

perfor-

3(1 + 3/12) + PVt 3f

8
2

to

v Vl + 0.75Cd,

helicopter,

106

P/Po
From

respect

1"13W2
Vmin +
_-_ |
2Ap
I[..
3/
min 2 + v 2)

sample

6) for

from

becomes

can be obtained

-3.37

(C2) with

= 0 =

dv/dV

of equation

be obtained

+ Pparasite

2Ap(V 2 + v2) 1/2

By taking

may

Vcr

are

L = 24.0

knots

obtained

CL/a

= 5.9

knots

(Vcr) 5000 = 37.5

knots

(Vcr)9000

knots

= 49.0

for

29

APPENDIX
The

critical

for

all

gross

for

the

scatter

weights

8, three

is assumed

and

density

indicated

By using
ure

height

the

values

of

diagram.
prise

the

values

hhi

At each

diagram

included

three

changing

density

is assumed

presented

previously

and the

linear

(hhi)9000

= 635 ft

(194 meters)

(extrapolated

data)

hhi ,

altitudes,
altitude

Vcr , and

by substituting
of figure

Vx/Vcr
figure

curve

of fig-

(92 meters)
data)

of

height

obtained.

(extrapolated

is generated

meters)

data.

L = 303 ft

hlo ,

(28.7

to be the mean

(137 meters)

scale

value

velocity

height

95 ft

= 454 ft

is done

ordinate

are

This

at approximately

(hhi)5000

of

This

altitudes.

velocities

(hhi)s

The

to be constant

by flight-test

critical

hcr

the

6.

are

now used

appropriate

These

ratios

values
are

Xl(hcr

- hhi)+

hx2=

X2(hcr

- hlo) + hlo

the

arbitrary
the

15 shows

at one gross

height

resulting
the

effect

height-velocity

ratios

which

com-

in the following

form:

hhi

hx

points.

in the

rearranged

hxl=

from

to find the

is evaluated,
(See

fig.

15.)

on the height-velocity

weight.

30

i
!
!

and the
Since

heightthe

diagram

example
of

APPENDIX

700

200 _-

6oo

16o5oo

Sea

level

12o- ._ 40o
ft

(1524

9000

ft

m)

(2743

m)

3 O0

80-

2ool

40
io0

2o

I
4o

I
6o
Airspeed,

Figure

15.-

Effect of density altitude on the height-velocity

weighing 3700 Ib (16 458 N).

I
8o

I
ioo

knots

diagram

for an aircraft

31

REFERENCES

1. Rich,

M.J.:

An Energy

Aircraft.

Paper

2. Jepson,

W.D.:

Twin

Size

Landing
Apr.
4. Hanley,

E. F.;

and

1956,

5. Hanley,

Feb.

J.;

and Take-Off

Characteristics

Diagrams

and

1962,

pp. 33-37.

Soc.,

vol.

Part

of

Power
Part

8, no. 2, Apr.

H -

1963,

Rich,

Rept.
6. Hanley,

Following

and DeVore,

J.;

J.;

Helicopter.

Descent

Aeron.

Sci.,

of the

Effects

vol.

and

23, no. 4,

Engine

Helicopter.

Tech.

of Altitude
Rept.

on

ADS-l,

J.;

Gilbert;

Alfred;
Co.,

Rept.

ADS-84,

Including
FAA,

and

Inertia,

and

Single

Martin,

of a Heavyweight

and DeVore,

ADS 67-23,

An Evaluation

of the
Engine

Height

Velocity

Helicopter.

Tech.

An Evaluation

of the

1965.

DeVore,

Diagram

Publishing

July

Tech.

Raymond

Low Rotor

Diagram

William

10. Stepniewski,

J.

An Evaluation

Gilbert:

William

MacMillan

of Helicopter

Failure.

Gilbert:

and De Vore,

FAA,

Velocity

Power

of a Single

ADS-46,

Velocity

7. Hanley,

An Investigation

Diagram

of a Lightweight,

Height

M.J.:

1964.

William

Diagram

32

VTOL

1962.

7, no. 4, Oct.

Helicopter

and

pp. 345-356.

William

FAA,

9. Young,

vol.

J. Am.

Characteristics

the Height-Velocity

8. Gessow,

Landing

Helicopter

35-50.

3. Katzenberger,

Rept.

Jan.

I - Height-Velocity
Soc.,

Requirements.

Gear for

Sci.,

of the

Part

Helicopter

Alighting

Aerospace

Considerations

J. Am.

Heliport

Safety

Inst.

Helicopters.

Descents.

pp.

No. 62-16,

Some

Engine

Absorption

Oct.

Meyers,

High

FAA,

Nov.

Gilbert:
a Practical

Shirreh
Rotor

Inertia,

Single

Engine

1966.

An Analysis
Method

for

of the
Its

Helicopter

Height-

Determination.

Tech.

1967.
Garry

C., Jr.:

Aerodynamics

of the Heliocpter.

The

c.1952.
A.:

W. Z.:

Helicopter
Introduction

Engineering.
to Helicopter

Ronald

Press

Aerodynamics.

Co.,

1949.

Rotorcraft

Committee.

NASA-Langley,

1968--

2 L-5817