NASA TechnicalMemorandum78452

(NASA-TM-78452|
A SI_FLE
BE'ZBOD FOB
ESTIMATING
BINI_O_
.%OTC_CTATI_ C_SC_NT I_AT_
OF SI_GL_ ROI09 R_LICCPTEg$
(tiASA)
17 p HC
AO2/SF A.01
CSCE 01C

N78-20113

Unclas
11915

G3/05

;
!

A Simple Method for Estimating

Minimum Autorotative Descent
Rate of Single Rotor Helicopters

_t

PeterD. Talbotand LaurelG. Schroers

ii:
!,

_t'
I

March 1978

i
,i
3,

: ,'.

[,:_
e
'_.

,
' ._,0'

A SIMPLE METHOD
DESCENT

FOR ESTIMATING

MINIMUM

RATE OF SINGLE ROTOR

Peter D.

HELICOPTERS

Talbot

"

Ames Research Center, NASA

Moffett Field, California

and

Laurel

_i
_:

AUTOROTATIVE

G. Schroers

Aeromechanlcs Laboratory
U.S. Army R&T Laboratories (AVRADCOM)
Ames Research

-_

Moffett

Center

Field, California

7
ABSTRACT

"i

Flight

I!

with calculations
Empirical

test r_sults of minimum

based on the

correction

dissipation

between
the

for estimating

factors

autorotative

minimum

power required

are derived

that account

these two flight conditions.

minimum

power coefficient

ter for use in the empirical

estimation

Blade

lift

curve

CPMIN

Minimum

Cp

Power

CPo

Profile

CPo H

Hover value of profile

CPl

Induced power coefficient

value

coefficient,

of

slope,
Cp

rate are compared

flight.

for steady iovel

for differences

A method

in energy

is also. presented

for level flight for any helicop-

procedure

NOTATION

descent

of autorotatlve

descent

rate.

5.73/rad
for

level

flight

POWER/_p_3R 5

power coefficient
power coefficient

Cpp

Parasite

power

coefficient

CT

Thrust

fe

Parasite

drag

Kt

Constant

to account

K0

Empirical

KTR

Factor used to account

mo, m t

Correction

PAUTO

Measured

PLVL

Power for level flight,

Rotor

coefficient,

of

here
to

and

hub

W/_O_;'R 4

dynamic
for

fuselage

pressure

ratio,

nonuniform

D/q,

m:'

inflow
3

constant

factors

radius,

arising

off)

Rate of descent

Aircraft

based

from curve

Gross weight,

,_

Control

Mean rotor drag coefficient

Inflow ratio, here

rate

_l

Main

_1

fit to experimental

flight data

of

descent,

m/set

level flight power required,

m/set-

ratio, here

Rotor

with

m/set

axis angle of attack,

CPo

x (weight), N-o/sec

on calculated

true airspeed,

Air density,

in

m
(power

rise

N-m/see

hLVL

Advance

for

for tall rotor power contribution

(rate of descent)

Autorotational

.)

to account

positive

aft, rad

- CT/V_2

V/_R

kg/m 3

solidity
rotor angular

flight,

velocity,

assumed

same in power off and power on

I/see

I
+++++.+
:+,,+
++++
.

+..+++

_+_.v

++
+

,:: ....

o .+

..;.

_.

.+ + + .+ +,+
..

_ .:...

:-

+;

+_.+.f ,

_+........++._+:++++

+ _ ......

_!

INTRODUCTION

For
!

quick

.r

preliminary

methods

mothods

of

should

design
reliably

yield

purposes,

it

estimating

good

is

desirable

helicopter

approximations

to

to

have

convenient

performance.
solutions

Ideally

based

on more

and
these

exact

'

models
,

the

and also

provide

performance.

insight

into

A convenient

and

important
quick

way

physical
of

parameters

estimating

the

go.erntng

autorotative

!
descent
ii

rate

is

based

pared in gli(_ng
This method,

on

the

energy

flight is assumed

however,

the power required

consistently

for gliding

method,

_n which

to be equal

the

minimum

power

to that required

overestimates

dissi-

in level

the autorotative

flight.

descent

rate;

flight being less than that for level flight.

l i

In this paper, measured

number

of helicopters

method

using the minimum

autorotative

are compared with descent

power coefficient

tion is given for calculating

value are discussed.
-I
I'

measurements

,!i

CPMIN

Empirical

to account

that estimates

using

rates

for level flight,

and the parameters

correction

CPMI N"

that can be used for estimating

from flight

rates calculated

test of a

by the energy

CPMIN.

which

factors are derived

for the lower energy dissipation

of autorotative

can be obtained

descent

An equa-

govern

its

from the flight

in gliding

flight so

descent

rate that agree with

flight experience

Finally

a sample of a design

chart is given

CP"IN-M for new designs.

#

_i

"

ESTIMATION

PROCEDURE

!'

Energy Metho_
The essence
of the

potential

of

the

energy

the rate at which energy

energy

method

is

recognizing

of the helicopter
is dissipated

:_
that

the

in steady gliding

rate

of

change

flight is equal to

in overcomi_tg rotor and fuselage drag.

iI.i"

Estimates

nf

different

flight

level

the

fllght

energy

rate

of

energy

condition*,

is often

that

In order

to see

off,

of

results,
:

of

of

(2).

and

higher

from

than

data

rotor

to

the

ohta{ned

the

to rate

for

power

of

for

descent:

with

isolate

drag,

flight

he rearranged

approach

is,

were

by

CPMIN

the

fitght

power

power,

profile

power,

(2)

vs

rates

rates

obtained

of

from

of

descent,

descent

level

computed

fllght

i, indicate

that

the

of descent

so computed

The

of

that

measured

in tall
from

still

in flight.

rotor

power,

powered

cause.

to

values

of

of

is

discrep-

in aerodynamic
are

are

used

with

way,

from

rotor

CPNIN

that

fllght

The

h_sufftcorrection
geometry

check

is readily

and

as

the

_l tail

KTa(CPo+

CPHIN

expressed

drag,

Cp

the

there

data

a good

level

of

CPMIN

power,

fuselage

has

reports.

C_IN"M

expression,
The

flight;

if the

if one

source

or differences

gliding

However,

useful

rate

Activity

measure-

Test

measurements

required.

to give

the measured

were

(1)

Aviation

of calculating

a simplified

m/see

plotted

Calculation

From

N-m/set

Army

the
is

various

torque

method

fuselage

well

often

|n fact,

directly

(flR)CPHIN/C T

of

be differences

main

factors,

Values

in Figure

drag

this

can

helicopters

shown

could

cleat

good

required

ancy

and

are

fllght.

related

= CPMIN(nO_P_R_')

C r, this

power

consistently

:_

how

several

Equation

ments

level

and

with

however,

equation

the definition

power

for

calculated

hW
From

dlsslpatiot_,

CPl

c_dculated
sum

rotor

of

power

for

the

level

main-rotor-induced

oontrlbution

Is

+ t.pp)

(3)

'
,

'_

'_

#:

"_

'''s_

'

:1

"

_#s'
'

_"

s"

r ' _'

'.

':

"

ss

_ '''--.:

"

'

'"

::

_:"

_';

sI_'

s:,

2"

ss

:'

--s

"

......

.....

:s..

"

.......

....

The

main

plied
by

rotor

by

profile

power

function

of

approximatin_

the

Reference
represented

_,

It

profile

shows

the

by

CPo

can

can

be

power

that

the

be

expressed

lumped

as

with

the

the

rise

with

speed

increase

in

profile

hover

fuselage

as

multi-

parasite

_3

power

value

drag

function,

with

speed

can

be

factor

CP 0

--=

1 + 3_2 +_

(4)

p4

CPoH

'_

In the

region

'

factor

as

of

(p = _/CPMiN),

interest

this

variation

is replaced

with

the

follows

i:

+ KO_3 = i + 3_2 + 3
8-_

(5)

Thus

3+3

xo - _
For

example,

The

K0 _

induced

25

at.

_ -

contribution

_.

(6)

0.12.

Cpi

is approximated

by

using

the

uniform

I
",

inflow

model

at higher

where

p >>

I.

I
The
multiply

fuselage
the

drag

whole

is

treated

power

expression

power

then

as

a constant.
to

account

The
for

factor

tall

KTR

rotor

is used

to

I
!

requirements.

I
|

The

expression

for

becomes

'

The

approximation
The

hover

that
profile

thrust
drag

- weight
of

the

is used

throughout

blades

can

this

note.

be calculated

from

CPoI t

CPoH

L_ = 0.009

= -_-

(8)

(6CT_
_-_a/

+ 0.3

2
(9)

' _J

>

"

"

'"

'.

" _-._-_"

--

"

......

........

'"

"' .

'

-"

"i

Having
easily

expressed

the

dlfferentJated

power

with

equation

respect

CFHIN= KTR

_CP, iN
The numerical
process

and

constants

arise

expression

(i0) some independent

r/R) rather

estimate

induced

of

by measuring

CPoHKO

equation

can

found.

The

be
romHt

than rectangular

for each hellcopter

the

minimum

from the value

1.13 used for

[s

(tO)

,'

(ll)

::
)

fe

Ki

and the

for the inflow being

(uniform).

In order to use

is required.

slopes of

It can be

Cp vs t_
3

a_ high speed

term.

This can be seen by differentiating

the

its

The factor 1.13 accounts

(with

for the

way,

I I/_

k6 [CPoHKO + ('fL/2_R_)]'

triangular

and correcting

1"13CT2

of differentiation.

obtained

to

thi_

POH+ 1.144c_l:'

= I

in

(7) with respect

to

)J and ignoring

term:

._

_Cp =--+fe
3(p 3)
2_R 2

(12)
CPoH KO

Thus,

:.
!,

fe
A sample flight
2 for

Figure

extracted

an AH-IG

for several

The measured

test result of
helicnpter.

flight

KO = 24.5.

CF

plotted versus

As a matter

other hellcopters

and estimated

shown in Figure 3; the values

and

(13)

- CPo H

2_R2L_]measure d

values of

values

of interest,

are shown in Table

CPMIN

shown result

The calculated

u3

is shown
the

helicopters

values of

show good agreement

results

1.

for several

from using

fe

in

are

KTR = l.lO

with measured

values.
6

i:'._ : ....

'......

"

"

"'

','"

iit

'

" .....

"

"

.....................................""

"

Empirical
With
to

estimate

data
.

in

the

of

knowledge
the

Figure

descent

correcting

the

the

autorotative
1,

rates

of

direct
that

merit with measured

value

rate
use

exceed

calculated

Correction
of

of

of

descent.

values

of

satisfactory

the source of the discrepancies

in

rate

equation

Two methods
descent

i_!

calculated

rate

descent

between

CPMIN

effect

to

bring
the

from

KTR

into

the

results

explored
them

of
agree-

term equal to
knowledge

of

values.

between

measured

error plus one linearly

the

be used

_lways

were

test and calculated

acknowledging

can

as observed

energy

the discrepancy

values as a constant
in

method

and implied a particular

and the calculated

energy

One was sectlng

of

the

of

between

The other was simply expressing

the

However,

observed.

rates of descent.

unity which was not very

CPMIN,

CPMIN

those

Factors

true

values

dependent

on

difference

'!

rate.

for level flight and

Cp

for minimum

This was done by putting a least squares

Fig. I.

The result

is expressed

autorotation

fit through

descent

the data shown

in

by

CPMI N
hEST m ml_ R
where

m0

CT

was found to be 2.30 m/sec and

Method of Estimating
As an aid to rapid computation
which influence
fixed values
done for

+ m0

autorotative

of solldlty

o = 0.04

and

For any new design,

ward manner

and

mI

was found to be 0.66.

and to provide

insight

Equation

and presented

the rate of descent

into the parameters

(IO) can be solved for

as the ratio

fe = 0.005, 0.020 and 0.060

using Figure 4 and Equation

(14)

Rate of Descent

rate of descent,
fe

m/see

Cp/C T.

This was

in Figure 4.

can be computed

(14) as follows:

in a straightfor-

1.

Obtain

fe/_R2

the

for

hypothetical

design

Compute

3.

Interpolate

value

of

CT

as

CPMIN/C T

Compute

the

the

of

CT

low altitude

altitude

conditions.

optimum

CT

by using

interest.

See

also

1 and compute
Keferencc

weight,

rotor

speed

values

of

fe/_R?

in

values

of

fe/_R2

and

a_r

Figure

and CT.

2.
density.

4 to

obtain

Addit_onal

multiplying

CPMIN/C T

by

(ml_R)

and adding

(14).

shown

in

conditions

the

charts

covers

1,,w disc

loading,

high

tip

to low tip speed, high disc loading, and high

For any given set of rotor

for minimum

Table

constructed.

descent

rate of descent

i
'

design

by Equation

The range

of

fe

helicopter

be readily

of

of

constant

at

can

rate

indicated

speed,

from
between

for o _ 0.040
4.

estimate

2.

charts

m0,

the

a reasonable

CONCLUDING

parameters,

(a minimum

of

there

is an

CPMIN/CT).

REMARKS

Flight test data show that the power absorbed by the main and tall rotor
is consistently lower in gliding flight than in level flight, suggesti'ag that
if appropriate

correction

rate of a new design

Equations

can be estimated

classical

equations

level flight power required

descent,

designs

are

obtained

is presented.

required

power and for

CFMIN

on solidity,

descent

in level flight.

were derived
The

thrust coefficient,

and

drag area to rotor disc area.

The value of correction

of

autorotatlon

for level flight power required.

is shown to depend mainly

the ratio of parasite

the minimum

from the power

for the speed for minimum

from simplified,
rate of descent

factors are applied,

factors whlchmay

be applied

in order to estimate minimum

and a graph

for

estimating

rate

to the equation

for

autorotatlonal

rnte

of

new

descent

for

.....

! ! r

,q
J

The utility
insight

into

of using

the

the parameters

the accuracy
design

,
I

":1

graph

of making

"''

and correction

affecting

and convenience

autorotation
such estimates

factors

is

performance
during

to

"i_

provldo

4 _'-

_omc

and _o tncroa_
the preliminary

process.
REFERENCES

1.

Gessow,
McMillan,

2.

Wagner,

A.;

and Myers,

G. _., Jr.:

Aerodynamics

of the Helicopter.

1952.
S. N.:

AGARDCP-124,

Problems
October

o Estimating

the Drag of a Helicopter.

In

1973.

1"

:)
i'

i
it

i._ .:..

..........

i:

Table I.

Valueu

of

Power Curves at High

fe
p

Obtained

from Slopes of

for Severn]

Helicopters.

r
fe

Gros_

weight

Helicopter
m2
YHO-2HU

ft ?

lh

1.68

18.3

705

1,540

OH-6A

.57

6.2

1,099

2,400

UH-12E

2.09

22.7

1,150

2,510

OH-SA

.81

8.8

1,159

2,530

OH-58A

.98

10.6

1,159

2,530

YH-41

1.91

19.7

1,374

3,000

UH-IF

1.17

12.7

3,080

6,725

AH-IG

1.78

19.3

3,930

8,580

UH-IC

1.07

11.6

3,923

8,565

CH-3C

3.54

38.5

7,145

15,600

,i

kgf

]0

L
!

i
,_

FIGURE CAPTIONS

Figure

Compariqon
based

on

Figure 2

Cp vs _3

Figure 3

Comparison

of

measured

CPMiN

from

autorota_ion
level,

minimum

dest'ent

rate

with

tha_

flight.

for the AH-IG helicopter.

of measured

and calculated

minimum

level flight power

coefficient.

Figure 4

Ratio of minimum

power coefficient

to thrust coefficient

vs thrust

coefficient.

L
i
i

,i

,i

f
i
T

11

:i
iI

11-.i

10

EXACT AGRLE

,i

'i

" 9J-

'i

,_ I

.,/

=E 8[-

'

7 /....

.L

9
T )( R), m/sec

10

11

Comparison of measured autorotatlon minimum descent rate with that

based

LEASTSQ. FIT

.i

(CPMIN/C

oo..

OH-58A

=CH-3C

UH-12E

Figure i

_-

_E _O

.,_AH-1G

on

L_

CPmin

from level

flight.

..,
+

",

_...j.
___ +=)+

++

_.J -._.:,_
_.,,_, ......._ .........

'.-.!

, .......
_'---,4..

_............4 .... ,

B
B

....................

,2'
-8

U)

gOLx d0

1
.

,064 -KTR= 1.10

o = 0.04
.060 --

.056 --

fe/_'R2
0.060

I:

.o36
.002

Figure

Ratio

.003

of

coefflclent.

minimum

.004

.005
CT

,006

.007

.008

power

co6_flclent

to

thrust

coefficient

vs

thrust

:,

1,.._, No.

'

"

i 2. Goqlrnn,mt A_"ClUlOnNo.

NASA TM-78452

"

3. RKlpltnt', Ciltal_l No.

4. Ti,o
ma s_mi_Is
A SEHPLE METRED FOR ESTI_L_TING MINIMUH AUTOROTATIVE
DESCENT RATE OF SINGLE ROTOR XELTCOPTERS

s,..p_tD,.

8. Performln
90rgonuation Ropor!No.

Peter D. Talbot and Laurel G. Schroers

A-7134

i,

g._

o._im__

"10.W_'k Unit No.

_'_

505-10-23

NASA-Ames Research Center, and Aeromechanlcs

Laboratory, U.S. Army R&T Laboratories (AVRADCOH)
Ames Research Center, Hoffett Field, Calif. 94035
I

s, Performtn9
DrginitatoonCode

7. Author(s)

'

_2.Space
Spom_ng_v
N_memd _
Administration,
Center_ Moffett

National Aeronautics
Washington,
D.C. 20546,andand

Fie ld_o.Callf..94035

It.Comr_-t
orGrant
No.

13.Type
ofe_o_ _dHemorandum_
PeraodCovered
Technical

..

16.Supc_em_ntarv
Nora

U.S. Army Aviation

R&D Command,

Ames Research

14.sponm,
i_ _c,

Code

, 1
16, ahc_e_

Flight test
results of minimum autorotatlve descent rate are compared
with calculations based on the minimum power required for steady level
flight.
Empirical correction factors are derived that account for differences in energy dissipation between these two flight condlt_ons.
A method
is also presented for estimating the minimum power coefficient for 1eve]
f11ght for any helicopter for use in the empirical estimation procedure of
autorotatlve descent rate.

Aircraft design
performance

testing

and

Unlimited

STAR Category
19. SeCWttyCIImH, |o| thisrepoO)

Unclasslfled

20. $aCufIWCtlmlf. (Of this I_10)

Unclasslfl.e.d
......

- 05
_1, No, of Pages

L7

22. Pvoco*

$3.50

*For Nile by the Natloml8TechnicalInformationService.Springfield.V,ro,noa 22161