m

t)

,NAVAL POSTGRADUATE SCHOOL

S<:Monterey, California
0

DTIC
ft ELIECTEI
AUG9 384:)

B
THESIS
AN ANALYSIS OF
THREE APPROACHES TO THE HELICOPTER PRELIMINARY
DESIGN PROBLEM
by

Allen C. Hansen

March 1984

Thesis Advisor: D. M. Layton

Approved for public release; distribution unlimited.

84 08 O9 054
 UNCLASSIFIED
.. ... ..... I.. ) __ __ _ __ __,_ __ _ __ _ __ _

S&CURI~y CLASSIFICATION OF THIS PAQ9 (U'ha, Does PAGE0* READ INSTRUCTIONS

PORT DOCUMENTATION PBAIPORZ CSMPLLZTINO FORM
... R T"V l1. f•t0
lie,. TAOOMUM1k9t
....PICII

4. TITLE (old &Aeee010) 19S1 -. _ OF 14EP0ftr a P9CRIO COVERE0

SAn Analysis of Three Approaches to the Master's Thesis
Helicopter Preliminary Dcsiga Problem __M1arch 1981.
4. P914FORMING ORG. 049004T NUNSER9

""" 1. AUTHON(eJ
•S. CONTRACT Oft GOINT NUNOSM,()

Allen C. Hansen
1. 'ERPORMING OR@ANIZAIION NAM AND A SR ISlNNRO TASK
AI•A&WOX UNIT NUMtlrIS
Naval Postgraduate School
,Monterey, California 93943
11. CONTROLN•1O OFFICE NAME AND ADDRoE,,SS It. REPORT DATE
Naval Postgraduate School March 1984
Monterey, California 93943 NU961 OF POU
11.
116
"14. MONITORING AG1NC1 NAME A ADDORSSI( EIfrdtE how C•n.t.o.*.n Of.f.) s. SEcuRITy CLASS. (of thi ?n.,t)

Unclassified
-. ,S. Ise. OEIASSI
SC;H KULE.F1 C ATIONI DOWNOR ADIN3
JTION StATEMEiTi(ci Alii
........ eIf)
"*
ZV.
S..

." 1TIII TION iTATIM t" (of th

...

aspart)
i

.5* IApproved for public release; distribution unlimited.

7I. OISTRIUTION STATEME1NT (?0 1100 *1*t t agntoin In iloek 20. It dIfferal ftm Re060)

%S. SUPPLEMENTARY NOTES

it. KEY waRI@.S (Conthwe on i#eVe8e did* ff "aeaeeyawd ldsnllt by 6164k ""ouhm)
Sensitivity
Preliminary Helicopter Design
, Carpet Plots
HESCOMP
.•. AISTRACT (AIMue 44 Foemse sidleI.D... . a,,
. Idatg
4 by
.. b60.k .) ....
Three methodologies from which to approach the problem of
preliminary helicopter design are explored in this paper. The
first is a sensitivity analysis of the basic helicopter per-
formance equations. The purpose here is to ascertain where
reasonable simplifications can be made that do not seriously
-. 5 degrade the accuracy of the results. The second is a graphical
parametric design method, known as Carpet Plots. In this method

DD ,0Pi=, 10,3 EDITI, o0" NOv , ,isOSSOLETE UNCLASS I FI ED

-• S/4 0102. LF- 014-
0 6601 SECURITY CLASSIFICATION OF THIS PAGE (3fmn Daingered)

S.... - "5 *. .. . - . .- .. . . .. , . .., * ,,. 5. , ,- .. *:.. +, +" *'* _ • , ... . •' + .,",,. .,'tj m ,w '+ %
 UNCLASSIFIED
-. ij41?Y CLASSIFICATION OF THIS PA0901'hot Date Entered)

a graphical solution is developed to meet the design criteria

of the helicopter. In the third, an overview of Boeing Vertol's
Helicopter Sizing and Performance Computer Program is given.
The computer routines which enable a person to access HESCOMP on
the Naval Postgraduate School main frame IBM system are also
provided.

4i.

Accession For
NTIS GRA&I
DTIC TAB
Uxiannounced

".-Distributlon/----
0 Aovailabillty Codes
00 :1 Avall ond/or

UN•CLASS I FIED
2 SECURITY CLASSIFICATION OP THIS PAGE("WOeI' Dot& Fniered,

S.l
 Approved for public release; distribution unlimited.

An Analysis of
Three Approaches to the Helicopter Preliminary
Design Problem

by

Allen C. Hansen
Lieutenant, United States Navy
B.A., University of Pennsylvania, 1976

Submitted in partial fulfillment of the

requirements for the degree of

*• MASTER OF SCIENCE IN AERONAUTICAL ENGINEERING

from the
NAVAL POSTGRADUATE SCHOOL
March 1984

Author: ~(

"Approved by:
Thesis Advisor

Chairman, Department of Aeronautics

/ Dean of Science and Engineering

3
 ABSTRACT

*• •Three methodologies from which to approach the problem

of preliminary helicopter design are explored in this paper.

The first is a sensitivity analysis of the basic helicopter

performance equations. The purpose here is to ascertain

where reasonable simplifications can be made that do not

seriously degrade the accuracy of the results. The second

is a graphical parametric design method, known as Carpet

Plots. In this method a graphical solution is developed

to meet the design criteria of the helicopter. In the

third, an overview of Boeing Vertol's Helicopter Sizing and

Performance Computer Program is given. The computer

routines which enable a person to access HESCOMP on the

Naval Postgraduate School main frame IBM system are also

provided.,-

4
 TABLE OF CONTENTS
I INTRODUCTION . . . . . . . . . . . . . . . . . . 10
i A. GENERAL . . . . . . . . . . . . . . .. . 10

B. OBJECTIVE . .. . ... . ... . 11

SII. SENSITIVITY ANALYSES OF BASIC
HELICOPTER EQUATIONS ......... . . . 13
A. DESCRIPTION OF PROBLEM . . ............ 13
B. SOLIDITY . . . . . . . . . . . . . . . . . . 13

C. DISK LOADING . . . . . . . . . . . . . . . . 14
D. POWER LOADING . . . . . . . . . . . . . . . 14
E. COEFFICIENT OF THRUST AND POWER . . . . .. 14
F. HOVER POWER . . . . . . . . . . . . . . . . 16
G. HELICOPTER SIZING ...... . . . . . . . 18
H. FIGURE OF MERIT . . . . . . . . . . . . . . 19
I. TAIL ROTOR SIZING . . . . . . . . . . . . . 23

J. FORWARD FLIGHT POWER CONSIDERATIONS . . . . 23

K. DENSITY EFFECTS ON TOTAL POWER . . . . . . . 30
III. CARPET PLOT DESIGN STUDY. . . ............ 32
A. DESCRIPTION OF PROBLEM . . . . . . . . . .. 32
B ASUPIN ... ............... 33
SB. ASSUMPTI ONS . . . . . . . . . . . . . . . . 3
C. METHODOLOGY . ...... . . . . . . . . . . 34
D. HOVER EQUATIONS .............. 35

E. WEIGHT EQUATIONS . . . . . . . . . . . . . 39
F. GRAPHICAL ANALYSIS .... ............. ... 45
 .. . . . . . . . . . . . .. . . .
let IV HsCOo
A. DESCRIPTION OF PROGRAM . . . . . . . . 54
B. PROGRAM MODIFICATIONS AND
IMPLEMENTATION ...... . S6
C. PROGRAM FLOW . . . . . . . . . . . . . 57
D. PROGRAM INPUT .... ............. ... 59
E. PROGRAM OUTPUT . . . . . . . . . . . 59
V. CONCLUSIONS AND RECOMMENDATIONS . . . . . . 60
APPENDIX A: NOMENCLATURE ...... ..... . 62
APPENDIX B: CARPET PLOT FORMULATION FOR
20,000 LB. CLASS HELICOPTER ..... 64

APPENDIX C: CARPET PLOT METHODOLOGY FLOW

CHART AND EXAMPLE PROGRAMS . . . . . . 73
APPENDIX D: PROGRAMS TO ACCESS HESCOMP . . . . .. 87
APPENDIX E: HESCOMP INPUT AND OUTPUT EXAMPLES . . 92

LIST OF REFERENCES . . .. ... .. .. . . . . 115

INITIAL DISTRIBUTION LIST ....... ............. 116

.4

6
 LIST OF TABLES

2.1 HELICOPTER WEIGHT COMPARISON .. . . . . . . 20

"2.2 TAIL ROTOR SIZING . . . . . . . . . . . . . . . 24

4.1 HELICOPTER CONFIGURATIONS WHICH MAY BE

STUDIED USING HESCOMP . . ..................... .ss
4.2 PARTITIONED DATA SET ............. 57

N
/7
.9
g.

S,,

m7
 LIST OF FIGURES

2.1 FM VERSUS BLADE LOADING CT/a . . . . . . . . . 21

2.2 POWER REQUIRED VERSUS FORWARD VELOCITY ..... 25

3.1 WEIGHT EQUATION PLOT: CLR a 0.5 . . . ..... 40

3.2 HELICOPTER CARPET PLOTS: CLR ' 0.S ....... 46

3.3 HELICOPTER CARPET PLOTS
FAMILY OF SOLUTIONS . . . . . . . . . . . . . . . 48

." 3.4 HELICOPTER CARPET PLOTS ROTOR

DIAMETER AND WEIGHT LIMITS ...... . . . . .49
3.5 ASPECT RATIO BOU7NDARY PLOT . . . . . . . . . 51

3.6 HELICOPTER CARPET PLOTS

FINAL SOLUTION . . . . . ....... . . . ... .. . 53

4.1 HESCOMP PROGRAM FLOW .............. 58

'S..t
 ACKNOWLEDGMENT

I would like to acknowledge the invaluable assistance

I of Professor Donald M. Layton in this endeavor.
His
encouragement and support greatly contributed to making
this both an interesting and worthwhile experience.

'I

:99

,ON
 N/ -

I• INTRODUCTION

A. GENERAL
The helicopter design process, the subject of numerous
articles and studies is an evolving discipline that borders
on being an art. A successful design must balance the
user's needs and desires against practical capabilities.
With the introduction of composite materials and new
technologies, principally in rotor and engine performance,
significant advances have been made in helicopter capabil-
ities. In some instances, the performances of hybrid
helicopter designs rivals that of a similarly sized conven-
tional aircraft. For example, the YVX, a joint Boeing-Bell
venture, will have the hover and low speed capabilities

of a helicopter while being able to cruise at 300 knots.

Viable commercial and military helicopter designs are
V only thirty years old. The first major use of helicopters

occurred during the Korean conflict. To put this in

perspective, the first large scale use of conventional type
aircraft was in World War I.
Helicopter design can proceed on a number of different
levels, ranging from comprehensive computer design programs
to preliminary analysis using simplifications of the basic
* performance equations. Each has its merit and place.
Computer-aided design provides a great deal of data.

10
 Generally, these programs integrate aircraft configuration
sizing, performance and weight calculations in an iterative
process. An example of a computer design program for heli-
copters is the Helicopter Sizing and Performance Computer
Program [HESCOMP], orginally developed by Boeing-Vertol
. for NASA. This program is currently used as a wide number
of institutions conducting studies in helicopter design.
On the opposite end of the spectrum would be sensitivity
design studies using the performance cquations. Surprisingly
v. accurate simplications of these equations can be made. This
provides the designer with an excellent method for doing
first cut preliminary helicopter sizing at a low cost.

B. OBJECTIVE
This report is an investigation of several of the
methods employed in the preliminary design of a helicopter.

Conceptually, the report can be divided into three parts.

In the first section, a sensitivity analysis of the basic
performance equations is performed. The purpose here is to
ascertain where reasonable simplications can be made
that do not seriously degrade the accuracy of the result.
In the second section a graphical method of doing
parametric de&ign studies, known as Carpet Plots, is
developed. This method allows the user to formulate a
graphical solution matrix to meet the design criteria
specified for the helicopter. Carpet Plots are

11
 4 W-1,K dWa %W41WT r r

particularly instructive since they give visual insight

into the interplay of the various design parameters.

In the last section, an overview of HESCOMP is given.

Programs are developed which enable a person to access

HESCOMP on the Naval Postgraduate School Main Frame IBM

C.i system.

* 4

V,

.12
 Wwu 'U '

II. SENSITIVITY ANALYSES OF BASIC HELICOPTER EQUATIONS

A. DESCRIPTION OF PROBLEM

In preliminary helicopter design, there Pre a number of

instances where a quick first cut analysis would be

extremely helpful. This is especially true in determining

the preliminary size of the helicopter required to meet

the specifications.
Historically, there are a number of variables in the

'UI
performance equations of helicopters which may be treated
as constants. This may allow for significant simplifica-
tions and aid in the preliminary design process.
in this section, a sensitivity analysis of the per-
formance equations is done. In a sensitivity analysis,
each parameter [or variable] is varied in order to deter-
mine its effect on the equation. Variables which are
shown to have little effect may be treated as constants and
4. the equation simplified accordingly.

B. SOLIDITY
"Solidity, a , is the fraction of the disk area that is

composed of blades. It is a function of b , the number

of blades, of a constant cord, c , at a radius, R:

aa
bc
R (2.1)

13
 C. DISK LOADING:

Disk loading is defined as the ratio of the weight to

the total area of the rotor disk.

DL = WEIGHT
(2.2)
mw. W 21
aW W (lb/ft 2
'p 7rR

D. POWER LOADING

Power loading is the ratio of weight to input power.

SW
PL - p7n (lb/hp] (2.3)

In a hover, thrust equals weight; this allows us to

rewrite the power loading for the hover condition as

T ROTOR THRUST
PL = • = ROTOR HORSEPOWER (lb/hp] (2.4)
in

E,. COEFFICIENT OF THRUST AND POWER

The coefficient of thrust, CT , is a non-dimensional

coefficient which facilitates computations and comparisons:

CT a T T (2.S)

Similarly, a coefficient of power, C , has been

I established as:

14
 P P

C -•v 3 (2.6)
~' ApV~T R p(nR)

No significant simplifications can be made to either of

these coefficients. However, it should be observed that

the coefficient of thrust is inversely proportional to the

square of the rotor tip velocity, while the coefficient of
power is inversely proportional to the cube.
Assuming all other factors being equal, increasing the
rotor tip velocity from 600 fps to 700 fps (an increase of

16.7 percent] will have the following result on these

coefficients.

CT AP T

ApVT.67
T
Ap(I.167) 2 (2)

S-T

Ap(l.361)

The coefficient of thrust is reduced by 26.9 percent.

Similarly, for the coefficient of power:

15
 cm

CP P3

P .(2.6)
ApFl1677)

AP (1,589)

The coefficient of power is reduced by 37.1 percent.

F. HOVER POWER
The total power in a hover is made up of two terms,

profile power, Po , and induced power, Pi .

Utilizing black element theory the profile power
required to hover can be expressed as:

Po = ardo p A(QR) 3 (2.7)

The induced power predicted by momentum theory is:

Pi VVin T
(2.8)

SP~~T 3/2+ o(29

The total power required to hover is:

T
- . + p0 (2.9)

16

1- w...
 3 2
P
"T ...T /
A(R) (2.10

Donald M. Layton in Helicopter Performance, [Ref. 1],

found that for the optimum hover power, the induced power
is equal to twice the profile power. The analysis was
performed in the following manner.
By assuming constant weight, density, solidity, and an
average profile drag coefficient, as well as a fixed
rotational velocity, equation (2.10) reduces to

C1
P C2 R2
+r- (2.11)

where C1 and C2 are constants.

As equation (2.12) shows, profile power increases as
the square of the blade radius while the induced power
decreases with increasing blade radius.
The optimum hover power with respect to rotor radius
can be determined by taking the differential and setting it

equal to zero.

dP a 0 - 1 2 C2 R (2.12A)
2

C1
or =- 2 2C R2 (2.12B)

which implies Pi - 2 Po (2.12C)

17

1 7. . . . . .;, r. . . . . .. . . . e e
G. HELICOPTER SIZING
A simplified relationship between the total power
required, gross weight and rotor radius can be developed in
the following manner.
The total power required to hover equation for the main
rotor was developed in the preceding section and is
repeated here for clarity.

PT " i + P0 (2.9)

T K + ar Cdo PIT Vtip 2 (2.0)

In a hover, thrust equals weight. Solving equation

(2.11) for weight one obtains:

W3/2 a [PT - 1a Cdo PT VT 3 R2 - (2.13)

This equation may be further simplified if it is

assumed that the density, average profile drag coefficient
and tip velocity are constants; these are reasonable assump-
tions. Historically, the average profile drag coefficient
of a helicopter has been approximately 0.01. The operating
environment of today's helicopters, especially military,
is below 5,000 feet agl. This allows for the use of the
standard sea level value for density with little error.
Primarily, due to tip mach effects, the upper limit on the
rotor tip velocity is in the range of 700 fps.

18
 The resulting equation with these assumptions incor-
porated into a constant, X , is:

W a [47.527 PT R - K bc] 2 / 3 (2.13)

Equation (2.13) can be further reduced when the order

of magnitude of the two terms is considered.

47.527 PT R >> K1 bc

Thus,

W [47.527 PT RJ2/
( 3 (2.14)

To determine how accurate this simplification is, the

equation is used to approximate the total weight of a
number of helicopters for which the parameters are available.
As Table 2.1 indicates, the weight approximation formula
yields values within six percent of the actual total weight
of these helicopters.

"H. FIGURE OF MERIT

A figure of merit, FM , has been defined for the
helicopter as the ratio of the ideal rotor induced power to
the actual power required-to hover, with non-uniform induced
V.,veoiy
velocity, tip losses and profile drag power.

19
 TABLE 2.1

HELICOPTER WEIGHT COMPARISON

HELICOPTER TOTAL GROSS CALCULATED PERCENT OF

WEIGHT GROSS WEIGHT ACTUAL
(1000 ibs) (1000 Ibs) GROSS WEIGHT

AH-64 14.66 14.69 101%

UH-1N 14.20 13.74 97%
H-3H 21.00 20.63 98%
S76 10.00 9.90 99%
UH-6DA 20.25 19.33 95%
H-54B 42.00 42.00 100%
H-53D 42.00 41.00 98%
H-53E 73.SO 69.00 84%

20

a..
 In a hover, the figure of merit may be written as:

FMI PL -L
(2q15)
5
CT 1 .
p

The figure of merit is customarilty plotted against the

quantity CT/a . According to Zalesch [Ref. 2], CT/c , is
proportional to the average blade angle of attack and can
be used as a measure of rotor efficiency. The curve in
Figure 2.1 is based on data from Reference 2 for a typical
tail rotor helicopter.
Main Rotor Hover Performance

0.00 0.04 o.0o 0.3 ).

Slhde Loadng

A Figure 2.1. FM Versus Blade Loading CT/a

21

A
 Previous studies have shown that a figure of merit
between 0.70 and 0.80 is considered average.[Ref. 3]
If the induced power is between 70 and 80 percent of the
total power, the figure of merit will be approximately 0.7S.
With the figure of merit limited to values between
0.70 and 0.80, the following simplification can be made,
assuming the hover condition of thrust equaling weight and
standard sea level conditions:

FM - 32(2.16)
T

For Navy helicopter design, the rotor radius has been

limited by flight deck spotting constraints to less than
30 feet; the exception to this is the H-3, R - 31 feet and
the H-53, R - 36 to 38 feet [depending on the model].
However, these two helicopters work almost exclusively from
large air dedicated ships such as the LPH, LHA and CV.
If the small deck operating assumption is made,
equation (2.16) can be further simplified to (assuming
R = 28 feet]:

(2.17)

An FM of 0.80 will yield a P to W relationship of:

PT 3/2 (2.18)

,II22
 while an N1 of 0.70 yields a relationship

= _ w3/2
-P 3 (2.19)

If equation (2.17) is solved utilizing the approximate

weight relationship developed earlier of

W3 / 2 - 47.S27 PTR (2.14)

a value for the figure of merit of 0.707 is obtained. This

is within the historical range of values.

I. TAIL ROTOR SIZING

A historical analysis of typical helicopters [Ref. 3),
shows the following empirical relationship for the tail
rotor radius

RT c 1.3 [1 - 1 1/2 [ft] (2.20)

when comparing the results of this equation with actual

tail rotor radius data, it was found that if a multipli-
cation factor of 1.2 is used vice 1.3 a better approximation
"is obtained. The results are tabulated in Table 2.2.

J. FORWARD FLIGHT POWER CONSIDERATIONS

SThe total power in forward flight consists of induced,
profile and parasite power. If the helicopter is a single
rotor vehicle, the tail rotor power should be taken into

23

p5,'
 TABLE 2.2

TAIL ROTOR SIZING

HELICOPTER ACTUAL TAIL ROTOR APPROXIMATION [FT]

RADIUS [FT] [2.20] [2.21]

AH-64 4.6 4.98 4.59

UH-1N 4.3 4.90 4.52

SH-3H 5.3 5.95 5.S

S-76 4.0 4.11 3.79

UH-60A 5.5 5.85 5.4

CH-53D 8.0 8.42 7.78

CH-53E 10.0 11.15 10.29

.4

.4

.'24
1,A'
"I:
 account, as well as all mechanical losses (transmission,
etc.] for accurate calculations. However, a reasonable
approximation can be obtained by considering only the main
rotor and increasing this power figure by several percent
to account for these losses.
Figure 2.2 is a plot of the induced, profile, parasite
and total power curves for typical tail rotor helicopter.

MAIN ROTOR POWER

SSL CONDITIONS
OUT OF GROUND EF7ECT

6* ao~e 4&.0 "a w.s ins.*e M4 146.6 Ium"

VELOCTY (KNMO)

Figure 2.2. Power Required Versus Forward Velocity

The induced power drops off rapidly with increasing

forward-velocity, whereas the parasite power increases
rapidly.
"Parasite power is the power required to overcome the

drag forces created by the aircraft's geometry. These drag

forces are due to pressure drag and skin friction.

25

%.V4*4 ~ ~ ( * *~* -4 *~ A t . .. ..

... 4 t.
 Parasite drag is extremely sensitive to the helicopter's
loading. It is generally a minimum for forward flight and
increases for sideways flight. Helicopters are generally
streamlined for forward flight and the flat ?late area is
a minimum in this direction. The equation for the parasite
power is:

P V f(2.21)
p T f

The parasite power is a function of the cube of the

forward velocity. As such, with the advent of high speed
helicopters a great deal of consideration has been placed
on streamlining the geometric shape in order to reduce this
power requirement.
Blade element theory is commonly used to develop the
profile power equation for forward flight. An excellent
development of this equation is given in Reference 1.
The profile power equation in forward flight is:

Pof p A V [1 + 4.3 (2.22)

Equation (2.23) is a function primarily of the main

rotor geometry. The variable with the most significance

is the rotor tip velocity; increasing the tip velocity from

600 to 700 fps results in a 58.8 percent increase in

profile power [assuming other factors are constant].

26
 The induced power is a f'nction of the induced velocity.
In a hover, the total flow through the rotor system is
induced. As the forward velocity increases, the mass flow
* rate through the rotor disc increases due to the forward
translation of the helicopter. This reduces the induced
velocity.
The equation for the induced power requirements at all
forward velocities is:

P T . Vit (2.23)

where

4 2/V2 '1/2
Vit 2 + Vf/2V2 l .V (2.23a)

At high forward velocities, the induced power required

can be approximated as:

W2
Pi WVit 2pAV£ (2.24)

The total power for forward flight is the sum of the

induced, profile and parasite powers.

PT + PO
0P + Pp (2.25)

27
 P T.Vit + C p A VT3 [1 + 4.3 P

(2.25a)
+½ £ £3

At high forward velocities, equation (2.23) can be

substituted into equation (2.25), resulting in:

Sw2 +1 AV 3 Vf
T do
d T [1 + 4.3
(2.26)
V 3
f

If one makes the following assumptions:

W w const Cdo = const

p = const a = const

VT = const

Equation (2.26) reduce% to

K1 2 2
P R + K + P (2.27)
PT-2 R +p

The derivative of equation (2.27) with respect to radius is:

dPT 2KI
1- + n K2 R (2.28)
R

28

0a
 Setting this equal to zero, one obtains:

1*-
+ 2 K 2 R - 0 (2.28a)
R2
R

R * 2K I + 2 K, RI 0 (2.28b)
R

K1 R2 (2.28c)
R

P. - P0 (2.28d)

This defines point of minimum total power required for

VMAX range. This corroborates with the results obtained by
Waldo Carmona [Ref. 4].
If the total power required is differentiated with
respect to forward velocity and is set equal to zero, it can
be seen that

Pi = 3 P0 (2.29)

or
•% w2 3pv2

a" '

29
 Solving this equation for velocity results in:

Vf = [ ft/sec (2.31)

According to Carmona (Ref. 4], this corresponds to the

best endurance velocity.

K. DENSITY EFFECTS ON TOTAL POWER

The effect of density on the total power required in
forward flight is as follows:
The general operating altitudes of a helicopter are
below 10,000 feet. The corresponding ICAO STANDARD
ATMOSPHERE range for density is

p a 0.0023769 (lb sec2 /ft ] SSL

p = 0.0017553 (lb sec 2 /ft 4] at 10,000 feet

p/pSSL varies from 1 to .7385.

The effect on the components of PT are as follows:
Induced Power:

I/p/pSSL ->l to 1

This translates to a 35 percent increase in the induced

power.

N'
30

ale
 Parasite and Profile Power:
Both parasite and profile powers are directly propor-
tional to the density ratio. Therefore, as you go up in
altitude both P0 and P are reduced.

Read this before writing the report or while plotting the results as this may help
in for a comparison.

j31
 III. CARPET PLOT DESIGN STUDY

A. DESCRIPTION OF PROBLEM
Preliminary helicopter design involves one with a wide
range of choices. For any given payload and performance
specifications, there a number of helicopter designs that
satisfy the requirements. The problem in the preliminary
design process is narrowing these possibilities and
selecting the design which will provide the best helicopter
for the mission.
Obviously, the operating environmental constraints help
to define the basic configuration. These constraints are
usually specified in the Request for Proposal [RFP], in the
case of a military helicopter. For example, typical
constraints placed on the design of a Navy helicopter are
the size of the ship deck and hangar from which it will be
operating, the requirement for a blade fold system, dual
engine configuration and IFR capability.
Even with these design constraints, there is still
a great deal of leeway. In order to insure that the best
helicopter design is selected, an appropriate number of
solutions satisfying the specifications should be inves-
tigated. Since each solution is generally characterized
by a different combination of design parameters, the

32
 selection, according to Greenfield [Ref. 5], can best be
made through a parametric study which allows for the
* optimization of many design parameters.
One method of parametric analysis used is Carpet Plots.
This method is based on the simultaneous graphical solution
* of the weight and hover performance equations. To this
solution set is added to the environmental constraints to
the helicopters size. This effectively brackets the area
of acceptable design solutions.
This method assumes that minimum gross weight is the
criterion by which the best [or optimum] design parameters
are selected.

B. ASSUMPTIONS
1. Airfoil used is a derivative of the NACA 0012
with the following mean approximate values from Reference S.
a - slope of airfoil section lift curve, dCt/da,
per rad.
a - 5.73

6 = blade section drag coefficient

6 0 = .009

62 =.3
2. a) The tail rotor radius is assumed to be .16
times the main rotor radius [Ref. 5].

33
 b) The distance between the rotors, or tail rotor
moment arm, ZTR is 1.19R [Ref. 5]. These ratios reflect
the values of maximum rotor diameter and overall length
specified as size limitations.
3. B - .97. Historical approximation (Ref. 7].

C. METHODOLOGY
In order to properly develop the weight and performance
equations required for a carpet plot design study, the
payload and performance specifications of the helicopter
are needed. This data is used to tailor the equations for
the design.
The equations will be developed here for a four-place
light helicopter. The equation development procedure is

applicable to other size helicopters; the development for a

medium helicopter, 20,000 lb weight class, is to be found
in Appendix B.
The following specification requirements which are
similar to those in Reference 5 will apply to this design:
1. The rotor diameter should be less than 35.2 feet.
2. The overall length should be less than 41.4 feet.
3. The gross weight of the helicopter should not
exceed 2,450 lbs.
4. The helicopter should be capable of hovering, out
of ground effect at 6,000 feet with an ambient air tem-
perature of 950F.

34
3

S. The useful load at hover shall consist of, as a

minimum, 200 lbs for the pilot, 400 lbs of payload and
sufficient fuel to give the helicopter up to three hours
endurance at sea level conditions.
6. Maximum speed of at least 110 knots using Normal
Rated Power, at sea level.
7. Total Power Required at 6,000 feet and 95°F shall
be not more than 206.

D. HOVER EQUATIONS
1. The main rotor power required to hover out of
ground effect is
Total Main Rotor Power [Hover] - Rotor Profile Power + Rotor
Induced Power

PT = 1.13W ID -
SSOBv"•'Tp/p°
(3.1)

6WVT p/[o 6
+ + 2 Lo.iI2

At an altitude of 6,000 feet and a temperature of

950

PiPo
/ .749395 . Therefore, equation (1) can be simplified
to: -

PT6000/95oF = .035479W[DL] 1 / 2 (3.2)

+ .91971 [10]-5(1 + 1.80779 CLR 2 )W VT

CLRo

35
 The tail rotor thrust required to counterbalance the
main rotor torque is:

T 550 PTR 550 PT

TTR " TR VT "W (.r93.3)

where ZTR h;.s been defined as 1.19R . With RTR defined

as .16R , the tail rotor disk loading can be written,
using equation (3) as:

DL TTR 550 PT 1
TR TT (.16R)
(3.4)
550 PT DL

Greenfield [Ref. 5], in his development, assumes that

i the tail rotor tip speed is equal to the main rotor tip
speed and that 6TR '.02 and 8 TR = .90 . With these
assumptions the equation for the tail rotor power required
to hover can be written as:

PT 205.7 DL 11/2 THover

TRHover 0(.5)

.012605 PT
+• cLRT Hover

36
 The equation for the tail rotor mean blade lift coeffi-
cient can be written as

CLRTR (3.6)
.. 0

if it is assumed that the tail rotor is designed to counter-

balance a sea level main rotor torque equivalent to 90
percent of the installed power.
Substituting equation (3.6) into equation (3.5) one
obtains the following expression for hover tail rotor power:

347DL r / PH 3/2
TTR6000/950 VT-wj-[ + 5.3134 (3.7)

It is assumed that the gear losses amount to 3 percent

Wand that there is a 1 percent cooling power loss, the total

brake horsepower required to hover becomes:

P PTm + PTTR
T 96(.8

Empirical studies have shown that the tail rotor power

required to hover can be approximated by

PTAC * .8 [total horsepower to hover]

This allows one to write the main' rotor power required to

hover as:
PTm = (88)(PTm) (3.9)

37
 Following Greenfield's [Ref. 5] development further,

if equations (3.2) and (3.7) are substituted in equation

(3.8), one obtains
SIN
PTH6000/95o - .036757 W /Ml-"

+ .95803(10)-S [1 + 1.80779 CL2 ] W VT (3.10)

CLRo LRo

+ 2473.6 Tm + 5.5348

Utilizing the approximation for tail rotor power,

equation (3.9), equation (3.10) can be solved for W

(gross weight) as a function of variables VT (tip speed),

DL (rotor disk loading), CLRo (rotor mean lift coefficient)
and PT (total power to hover).
H

K 1 - 411.51 DL 3 1
73/~2
1
2
V
DT
V+
1K
1/21
3

VT + K4 VDl-

where:

K1 P0(0 (3.11a)

K .00025929 (1 + 1.80779 CLRo 2 )

0LO (3.11b)
K2= CLRo 3

38
 KK33 = 553480
5 31c

K4 4 3695.7 (3.1ld)
K5

K .95803
c LRo (1 + 1.80779 CLLRo (3.11e)

Equation (3.11) has been programmed in Appendix B

and solved for tip speeds from 600 to 700 cps and CLR
of .3 to .7.
* Equation (3.11) is one of the two primary equations used
to obtain the data required for a carpet plot design
analysis. Generally, the variables VT , DL, CLRo and

PT I that are required for solution have specific ranges

of values, depending on the weight class of the helicopter
being designed. The graphical results of equation (3.11)

for tip speeds of 600 to 700 fps and mean lift coefficients
between .3 and .7 are illustrated in Figure 3.1.
Both the Fortran and Disspla programs, as well as a
decision making flow chart are provided in Appendix C
to aid in using this method for a design solution.

E. WEIGHT EQUATIONS
Weight equations need to be developed that realistically
reflect the sizing class of the helicopter being designed.
The evolution is greatly simplified if a specific engine

39

*.. .',.~ -
 *11

N% u

cj+j
00

Ct)c

(7 4J

'4

5."

(Sf1) 14B.!GM sso1E

40
 installation [# and horsepower] is assumed, since the
weight of a number of components depend only on the
installed power; this would include such terms as the engine
controls and accessories. Another category would be those
components whose weights depend on either the gross weight
on two or more of the following in combination: rotor tip
speed (VT) , rotor diameter (R), rotor solidity (a).
The equations developed here are taken from the Hiller
Aircraft Corporation Performance Data Report. (Ref. S] In
this report they assumed a specific engine installation,
the Allison T-63 with a military power rating at sea level
of 250 horsepower.
There is a possible problem of the validity of these
weight relationships when applied to different helicopter
design categories. However, assuming a specific engine
determines a ,umber of the component weights, and thus
minimizes the inaccuracies. Using the weight estimation
relationships developed in the Helicopter Design Manual
[Ref. 2], the engine, control and accessory weight can be
calculated and the weight formulas developed here applied
to give a representative useful load and empty weight

formula for preliminary design analysis. This is done in

Appendix C, for a 20,000 pound class helicopter.

* 41
 The following relations are used to reduce the component
weight formulas for the specification helicopter:
n2

W/DL - A - rR2 (3.12)

W/PL - MP- 250 (3.13)

(Military rating for Allison T-63 at sea level.) (PL

Power Loading.)

P */A
7 VT (3.14)

Using these equations the component weight for the

U.. specified helicopter empty weight may be reduced to the
following:

Engine, Controls and Accessories = 617.5 lbs.

Engine Section 1.07

Group .053[W/PL] 19.5 Ibs. (3.15)

Main Trans- Wl.295 .803

mission 10.43 .PLVT) 1221 p (3.16)
(PL VT)~

Rotor Drive W1.066pa (3.17)

Shaft 5.56 (LV) 7...
(DE). 35 = 266 p*7
' (.7

SwI1'14 17449 (.8

Tail Rotor 32.22 - 1 VT (3-

(PL VT) " VT1.14

42

a -r I- -- ~ -aIN*
 The engine, controls and accessories category includes
such items as lubrication and oil cooling system, engines,
:.j communications, engine controls, engine accessories,
instruments starting system, furnishing, flight controls,
electrical system and stabilization. These are considered
fixed weight items determined from specification of the
engine and weight class of the helicopter.

Tail Rotor W'75

Gear Box 3.7 5_...... . 59.47 /V (3.19)
(PL VT" (DL)

Tail Rotor W1.355

Drive .124 .5 .86P*7 V (3.20)
Shaft (PL VT)57 785
7 2.886 p'5 /-

Body and. 916

Gear - 1.91 W' + .0294 W'
Landing

Rotor W1.185 .33

Blade 35.15 35.15 - A (3.21)
Teetering V(L
TT

Rotor Blade .33

Artic- 19.77 , 19.77 - A" a (3.22)
ulated VT(DL)* VT

Rotor Hub 1.21

Teetering .0088 = .0088 WA' 21 (3.23)
DL*Z

Rotor Hub WI.21

Artic- .00975 W 00975 WA (3.24)
ulated DL

43
IV Fuel System .416 per gallon capacity - .0615 WF (3.25)
where IV fuel weight.

The individual component weights may now be combined

into a single expression for the helicopter empty weight.

.9 W * 617.5 + .0617W * 1221P.863 + 266P'7 + 17449

e F 1.14
(3.26)
5 7 /v[ + .0294W' 99
+ 58.47VIY + 2.886P' + .191W.916

-4+appropriate rotor blade and hub weights.

As stated earlier, the design specifications called for

v a useful load consisting of a pilot (200 lbs), payload
(400 lbs) and the required fuel weight (WF). The fuel
weight is calculated for the Allison T-63 in the following
manner: endurance of three hours at 85 percent of normal
rated powered for the T-63 is 180.2 HP and the specific
fuel consumption at this power is .783 lbs fuel/BHP HR.
Including an allowance for a three-minute warm-up at NRP
and using a 5 percent correction factor on SFC, as
specified in Reference 5, the fuel weight becomes:

4 WF = 3(180.2)(.822) + 63 (212) (777) (3.27)

An allowance should also be made for oil plus trapped

fuel. This is estimated at 20 lbs.

44
 The total useful load is the sum of the useful load
items.

W- 200 + 400 + 452.6 + 20 - 1072.6 lbs (3.28)

Vu

A new variable, WBAR , is defined as the sum of the

emply weight plus useful load. It is the of equations
(3.26) and (3.28).

WBAR - 1717.9 + 1221P" 8 6 3 - 266P'7 + 17449 + 58.47VIY

VT
W (3.29)
5 7 /T .0294W' 99
+ 2.886P' + .191W' 916 '

+ appropriate rotor blade and hub weights.

Equation (3.11) together with equation (3.2,9) form the

basis of a carpet plot design study. These equations are
solved simultaneously for WBAR . This solution is best
illustrated graphically, as in Figure 3.2. The graph in
Figure 3. 2 was generated for a specific value of CLR over
a range of tip speeds-[600 to 700].

F. GRAPHICAL ANALYSIS
Graphs similar to Figure 3.1 are generated for several
value of CLR , and are then cross plotted to form Figure
3.2.
The mean lift coefficient, CLR , values are selected
based on what is considered the historical average range of

45
 WW
T1 'W W' ' .U L r

S
* * g 4 4 N
I 4 *
I I U a
I I I a
a 4 * a
** *a a4 4
I U
* a a a
* a I I
* a 4
* U I
4
* aa Ia 4
a
** aa I I
U
rJ
* a a a
* a a
* 0 4 0
4 4
4I II
$4' ____ a a a,
* a a a II
a a
aa aa I

§
3' I U I
* a a 4
*
* a a
a a I

* a a a
** a a a
4aa
* U
*a aa
as aa a aI 4
a -0
C,) aa a* a*4 a
a a a 4

iJ
__ a a a
- a a 0
a a
a a e a
a a ap aa
a* aa a
a I I
a a a U
a a 6
a a a I
a a a a 0
a * a a

a a
a
:a *: a :*
a a S

a a a a
a a
a a
aa a
a a
a a
I
a a a a
a a a a a
a a a a
a a a a a
a a a a a
a aa aa aa aa*4 0.)
a I * a
a aa aa aa aa
* a a a a N
aa aa aa aa 4a
a
a aa aa aa aa
a. a a a
aaa
iiI* ii! a
a aa aa a aa
* a a a a
a a a a a
a a a a &

gg oo og* od* os ooc og

(Sal) L1!SM $SOJD

46
values. Figure 3.3 is basic plot for a carpet plot design
study. Programs are provided in Appendix D which will

generate the required data sets and plots of Figures 3.2

and 3.3.

The solution field depicted in Figure 3.3 is too large

to be of great analytic value and as such must be reduced.

Three parameters, maximum gross weight, rotor diameter

(both specified in the Design Specification) and the

aspect ratio can be used to narrow the field of solutions.

1. Rotor Diameter Boundary

A net to exceed value for the rotor diameter is

generally giwen in the design specifications. This

limiting valie is based on the operating environment of the

helicopter. With R max specified, there is a linear

relationship between'the disk loading and the gross weight.

DL a
W =W
-- 7
Tr R

The resulting bracketing of the solution field by

applying both the maximum gross weight and maximum rotor

diameter limits to the carpet plot are shown in Figure 3.4.

2. Respect Ratio Boundary

It is evident that a further restriction is still
necessary to completely define the region of acceptable

47
 dle

400

C, f)
JI01 1

j //

0: 9;

002Z009 ME 99z 06Z 8

(Sfn 14,/ 9 9JE

489

I. Ta4 9n
 .41

g."4
U'

p1-4
ack

0 t J ~

IS 49 S 1
 design solutions. Studies have indicated that a main
1.
rotor aspect ratio of 21, is a representative upper limit.
Thus

21 R<mr> . b b po CLR VT2

21 C<mr> Ira ar DL

2
or b p CLR VT
DL >

For the case of a two bladed main rotor equation (3.30)

reduces to:

DL > .000012 CLR VT2

The detemination of this boundary graphically is as

follows:
The hover solution plot of Figure 3.2 is replotted 2
relative to the coordinates disk loading and design mean
blade lift coefficient. The limiting curves for
DL - .000012 CLR VT2 are then plotted. The intersection
with the appropriate constant tip speed lines of the hover
solution represent the aspect ratio boundary; Figure 3,5.

1 For a helicopter rotor, the aspect ratio is defined as

Sthe radius divided by the chord.

2 For clarity lines of constant gross weight are omitted.

Sso
I4
'00

~t to

lb 0(2)l
08

'41

*00

~~Is

'4v4

Soo 90 *0 to r 0o00
un o ".4ea
 These intersection points are then cross plotted onto
Figure 3.4. Figure. 3.6 represents a graphical plot of the
solution set satisfying thi performance and structural
design criteria of a small observation helicopter as
specified in this study.

52
 _ _ _ _ _ _ lip_ _ _ _ _ _ 0 4

*0 0
v0 4J

aDWD

'4 C4

do$
om~ OM /og '0*
0' 08
(sn 1V5e I9JE

S3#
 ~ ~ ~ ~ ~ ~ ~ ~
- , '- r m%-j -r~brT9
r., r i- F, jw v w ~ ~ w ~ 1Il U~~~1 1 W~

IV. HESCOMP

A. DESCRIPTION OF PROGRAM
HESCOMP is a helicopter sizing and performance computer
program developed by the Boeing Vertol Company. The program
was originally formulated to provide for rapid configuration
design studies.
A number of programming options are available to the
user of HESCOMP. When the type and mission profile of the
helicopter are known, HESCOMP may be used to size the
aircraft. Alternately, it may be used for mission profile
calculations when the sizing details [gross weight, payload,
engine size, etc.] are specified. A combination of these
two options is also available; the program may be used to
first size a helicopter for a primary mission and then
calculate the off-design performance for other missions.

Finally, HESCOMP may be used solely for obtaining helicopter

weight.
Sensitivity studies involving both design and per-
formance tradeoffs can easily be done with HESCOMP. Incre-
mental multiplicative and additive factors can be imbedded
in the input data.
The various helicopter configurations that may be
studied using HESCOMP are detailed in Table 4.1.

54
7ý1-.A " *.
. -7.A' - .*-.. . •* ,

TABLE 4.1

HELICOPTER CONFIGURATIONS
WHICH MAY BE STUDIED USING HESCOMP

".lEcoIpet coluFIGUMTI0oHU WIC. NAV It STUDIO" USING IIEUCOIP.

Additional Lilt/Projulfnion.
•-%"-%l atom Componunto Hhiclh
n•"iotet be Added to Propeller Type at Auxillury
f1elcopter • •oure* for Auxiliary Indepanddnt Sngit.es
Type Auxiliary Independent
a - -
looth Single Tandem !n Propulsion Engines T/5heij ,?rnn T/eot

Pure Helicopter ___,

winged H1ellcopter X
Compound Icopter
lic
(1 Coupled Iprim. engines X
drive auxiliary propulsion
syetum? -

23)Auxiliary independent
propulsion system
(Ju T/Shaft engine x X X X
(ib) T/Fan engisa X I X
to) W/eot engine X It X
Auxiliary Propullion eliescopter

III Coupled I prim. egiinee I

drive auxiKiary propulsion
system-
121 Auxiliary Independent
propulsion system
IaQ T/Shaft engine X X I
Ib) T/Fan engine
Iol T/Jnla ana-Lne LXx -
!oaxial Rotor helicopter
M1) Coupled lvrim. eVt19iio
1
drive auxiliary propulsion
eyetem)
131 Auxiliary Independent
propuel ton system
(a) T/Shalt engine X x X
(b) T/ran onghie X
(of T/Jet engine x

s5
B. PROGRAM MODIFICATIONS AND IMPLEMENTATION
The computer program received from Boeing Vertol

required some modification and reformating in order to run

properly on the Naval Postgraduate School IBM system.

These alterations did not, however, alter the program output

or usability.

HESCOMP, as received from Boeing Vertol, was 17821

lines long and set-up as a sequential data set to be

assemble on a 'G compiler'. The Batch processing system at

the Naval Postgraduate School accepts only programs set to

run on 'H compiler'. Normally, the differences between

these two compilers are minor and programs that run on one

will run on the other. However, this was not the case with

HESCOMP.

In order to facilitate the program debugging process,

HESCOMP was reformatted as a partitioned data set. What

this effectively did was to break the program down into

"eight members of approximately 2000 lines. The program

breakdown is illustrated in Table 4.2.

Each of these were compiled individually and then error

codes analyzed. The member data set was then modified as

required to properly compile.

Once all the members of the partitioned data set

compiled properly, HESCOMP was again formated as a

sequential data set and run utilizing input data for

56
which there was a known output. This insured that the
modifications made to the original program had not altered
the logic, ie., gave faulty results.
The control language program to access HESCOMB on the
Batch processing system and a sample input and out data
set are shown in Appendix D, These are also available
on the Aero disk for copying and use.

TABLE 4.2

PARTITIONED DATA SET

MEMBER NAME LINE NUMBER SIZE FIRST ROUTINE

S1 1 - 1681 1681 AERO

S2 1682 - 4132 2451 CLIMB
S3 4133 - 6531 2399 XIBIV
S4 6532 - 8974 2443 PCWAVL

$5 8975 - 10870 1896 PRINT 1

S6 10871 - 13042 2172 ROT POW
S7 13043 - 15383 2341 CRUS 3
S8 15384 - 17821 2448 TAXI

C. PROGRAM FLOW
The program is conceptually outlined in Figure 4.1,
[Ref. 7]. The program flow is monitored by a general loop,
which controls a series of peripheral programs. Therc are

57
 uospwmiý
W-6 r i p Pimri4.ý
INI ACrp

Itm Wil JIu JSNAW(Lk94?IIP

N

alotllAIW N&A G11N(M1

U01101111
6110111111C
1001
SUM S14 d1611
111111Ca 1`1cf"I W ll
11410it
AIWINMI MSP1MAL(9
004,1141ORA PINIIOWC 01J

111
swoul SIINput

* lWON 511 tLL bllM1S

.f
Is t 4t I % 10611 n

Figur 4.1. 51,S111P Progra F110

ow, 111110,M

UsstsS8
 a total of 44 subroutines. Detailed program descriptions
cam be found in Section 4 of the HESCOMP User's Manual.

D. PROGRAM INPUT
Program input can be loosely group into ten categories:
general information, aircraft descriptive information,
mission profile information, rotor tip speed schedule,
incremental rotor performance, auxiliary propulsion input
schedule, engine cycle information, rotor performance
information, propeller performance information, and
supplementary input information.
The actual amount of input data requires varies greatly
with the program options selected. An example of a data
set formatted to run on the IBM system is shown in
Appendix E. A more detailed explantion is available in
Section 5 of the HESCOMP User's Manual.

E. PROGRAM OUTPUT
An example of the program output is included in
Appendix E. The printout consists of general data, input
data, sizing data [program output] and mission performance
data [for the size helicopter]. Detailed descriptions of
these and diagnostic error statements are described in
Section 6 of Reference 6.

I5
 V. CONCLUSIONS AND RECOMMENDATIONS

Three approaches to analyzing a preliminary helicopter

design were explored in the course of this paper. It was
found that a number of the performance equations could be
greatly simplified with little degradation in the final
results. A sensitivity analysis brought further insight
into the inter-play of the parameters and how changes in
them tended to effect the helicopter performance equations.
Carpet Plots provided the most interesting method of
analysis. Development of a graphical solution matrix
using this method provides a usual interpretation of what
is occurring when key parameters are varied.
Two cases were explored; a light observation helicopter
ite in 3,000
the pound weight class and a heavier utility
helicopter in the 20,000 pound weight class. The Carpet
Plot method provided reasonable solutions in both cases.
In doing the analysis for the utility helicopter, the
initial weight estimation equation had to be adjusted
upward by approximately 2,000 pounds for the equations to
intersect properly. This is not considered a limitation
to this method of analysis, however, it does point up an
area for further investigation. It may be possible to
develop more accurate weighing factors for this equation
when dealing with higher gross weight helicopters.

60
 HESCONIP provides a plethora of information to the user.
However, the price is the amount of inputed data required
for even a simplified analysis. At a preliminary design
* level of analysis, the other methods explored provide a
quicker first-cut look at the potential design.

4'6

561
 APPENDIX A: NOMENCLATURE

TERM DEFINITION UNITS

a Slope of Airfoil Section Radians
Lift Curve
A Rotor Disk Area ft2

AR Aspect Ratio Dimensionless

ATR Tail Rotor Disk Area ft 2

b Number of Rotor Baldes Dimensionless

B Tip Loss Factor Dimensionless
C Main Rotor Cord ft
Cdo Profile Drag Coefficient Dimensionless
at Zero Lift
CLRo Design Mean Blade Lift Dimensionless
Coefficient at Sea Level

CT Coefficient of Thrust Dimensionless

Cp Coefficient of Power Dimensionless

Blade Section Drag Dimensionless

Coefficient
lb/ft 2
DL Disk Loading

FM Figure of Merit Dimensionless

HP Horsepower
LTR Tail Rotor Moment Arm ft

P Air Density lb sec 2 /ft4

Advance Ratio Dimensionless

R Rotor Radius ft

62
TERM DEFINITION UNITS
PT Total Power HP

PTM Main Rotor Total Power HP

PTTR Tail Rotor Total Power Hp

P0 Profile Power HP

Pi Induced Power HP

P Parasite Power HP

PL Power Loading LB/HP

R Rotor Radius ft
T Thrust HP
VI Induced Velocity ,ft/sec

VF Forward Velocity ft/sec

V Aircraft Forward Speed ft/sec

VT Rotor Tip Speed ft/sec

W Aircraft Gross Weight lbs

Wc Empty Weight lbs
WF Fuel Weight lbs
Wu Useful Load lbs

WBAR Empty Weight Plust

Useful Load lbs
a Solidity Dimensionless

63
 APPENDIX B: CARPET PLOT FORMULATION FOR 20,000 LB.
CLASS HELICOPTER

Bi SPECIFICATIONS:
Maximum Gross Weight: 20,000 pounds
Maximum Rotor Diameter: 30 feet
B2 PRELIMINARY ENGINE SIZING:
B2.1 Utilize equation (2.14) to determine engine
horsepower category.

2 3
W- [4.753PTRJ /

20,000 - [ 4 7 .5 3 PT 30]2/3

T -
- 1983 HP

B2.2 Use the engine selection parameters tables B.l

to determine the number and type of power plant
[table taken from Reference 3].
B2.2a Type and number selected: 2 type C.
B2.2b Specifications:

Dry Weight Per Engine: 423 pounds

Shaft Horsepower at Standard Sea Level:
Military 1561 HP
Normal 1318 HP
B3 WEIGHT EQUATION FORMULATION
B3.1 To obtain the engine control and accessory
weight use items 7, 9, 10, 11, 12 and 13 of
the weight estimation relationships developed
in Reference 3 for a utility helicopter:
#7: 609 lbs; #9: 129 lbs; #10: 76 lbs;
#11: 410 lbs; #12: 439 lbs; and #13: 302 lbs.

64
 TABLE B.1

ENGINE SELECTION PARAMETERS

The following turboshat power plant data are

presented for one engine.

Engines: A B C D* E F

Dry Weight (ibs) 158 288 423 709 580 750

SHP (ssl) Military 420 708 1561 1800 2500 3400

Normal 370 6i9 1318 1530 2200 3000
Cruise 278 494 1989 1148 1650 2250
SFC (ssl) Military .650 .573 .460 .595 .615 .543
Normal .651 .573 .470 .606 .622 .562
Cruise .709 .599 .510 .661 .678 .610
Initial Costs $93K $100K $580K $360K $640K $700K
Operating Cost
per hour/engine $8 $16 $20 $35 $40 $60
Preventative Maint
per hour/engine $25 $50 $100 $125 $160 $220
MTBMA (hrs) 3.5 3.0 2.0 3.0 4.0 3.5
MDT (hrs) 0.7 0.6 0.5 1.3 2.0 2.6
MTBF (hrs) 185 210 205 285 280 320
MTBR (hrs) 600 750 800 800 1000 750

1~6

,• 65
B3.2 Simplifications

W A a TR2 w - MHP 31,00 ; P -

B3.3 Engine Group

.053(5100)1.07 - 272 lbs

B3.4 Main Transmission

4WI.295
2 5 =1 0.43 W.863 A+.432
10.43 wi
.863-... W,4'
i3 W
863V 863
(Lpm Vt) [T] (*.pm)"

= (l0.43)(3100) "863p",863
86 3
- 10,748P'

B3.5 Rotor Drive Shaft

5.56 W1.0 = 5.56(3100)'7P.7

(xpm VT) [Lk]

7
- 1545P'

B3.6 Tail Rotor

,WI.'14 307,600
32.22 w1.14 307 60
(xpm VT)1.14 VT'

66
B3.7 Tail Rotor Gear Box

3.7 ...... 75' W.7 (3.7)(3100)' SP,"

(9.pm VT)

* 206P' S

B3.8 Tail Rotor Drive Shaft

5 7 P' 5 7
.124 1.357 7" (.124)(3100)'
8
(Lpm) .7W,

57
- 12.12P' VT[-

B3.9 Landing Gear

9 16 99
= .191W' + .0294W'

B3.30 Rotor Blades Articulated

197 W1.206 .33

- 19.77 WVT DA

B3.11 Rotor Hub Articulated

.00975 W1 .
21 .0097SWA 21

67

*J
 0.7

B3..12 Fuel System .0615 IV

Calculation of fuel weight three hours at

cruise SHP

1513 lbs + 10%

1664 lbs

B3.13 Total Equation

WB - 12,987,* + 107948P" 8 6 3 + 1545P. 7

307600 + 206P"5 + 12.12p"57

VT 1. 4 12 1 P ' /T ?

916 + .0294W14 99
+ .191W

+19.77 W- Aa 0 S + .00975WA 2 1
1VT
70 B4 HOVER EQUATION

Following the formulation in Section of Chapter 3,

the weight equation based on the design mean lift coeffi-
cient and power required is:

F
"" 2 [32 ~~3/4V
i1+ K3 1/ JT .K
4
2 1 411.51 DL72V
VT 3 '1

VT +K KsT
5

This number was increased from 8987 to 12987 to bring

the curves together. This reflects a 4000 lb useful load.

68

N.
 where:

;"•K 1 " -c--(

.9583 +187 CIRo 2)

-2!K 2 " T6000/gs0 .21

K 3 - 0.00025929 (1 + 1.80 7 8 CLRo )

CLRo

,1

• B.5 GRAPHICAL, RE.SULTS

• Figure B.1 is an example of equation (3.13) plotted

J'• against equation (B.4) for a specific design mean lift
.00
•: coefficient.
i• Figure B.2 illustrates the family of curves obtained

•-=--•when the design mean lift coefficient is varied from

369569
to 0.72 20.3
In Figure B.3 the solution matrix depicted in Figure

S~B.2 is narrowed by the constraints placed on the gross

v,•.','weight, rotor diameter and aspect ratio.

I.A
 'I

a a e B U S
Be Be U B B
a B U I *
B * * a a
B
,.
B
: :a fJB
'iDa
* * * B *
B B B U 0
9 B U B B
* B U B
B d B B
* * B B
* * C B
ii

U
a U I S B
B * B B B
B B B, *
a a B
B B
I
U
B B
* B a U U
a a B B
a a * B
a a B a

a a a C.

a B B
B B B B
*B**B B
aU
B U
BIB
.B B
B BB
B -0
* B £ I
* * a
B U * B

.0 'I U B
0 * *
B
a B
B B
B
e B B B B
C a B B
-- B B B
B B B U U -
0 a
B U
B B
B
B
*
B
£
mEwi -Bp-4

* U B B
* B U
A, B I B 0 >...
1%' B B B B I *
U U I 0' U"4
B B I B p4
B B B
U I B I
-

* B B
: £
: B
0. a
* U
a
B
a
B
a
to
0 U
B U
9 B
B
B
B *
-
I B a B
B I U U
B B B U
U B
4 - U B
B B
B
I
B 0
B B
a B I B B*
U * B a
B
a
B
.
a a
a B
a
i*4
B B B
U a a
a I B B
a a a
B B U a a
* a a a
a a B B
B I a B
a a '
a a B I B
U I a
N
B
a U B i
a a j a
* p B B
* B U B B
* U B B B

00961 OOOBL - 00981

C
Si. I
sri 0 !M SSOJD

I.
.4

70

. -
- w. ~ ~ * W q ~. J W~W9 ~Y ~¶tdW' W'~' ~~~(~ 4
.~ '~ 4

# 0

I,4,J

0*6 *0io a0o 0s 00s

sq *4io * P5

71C
 r.W*in *. -- ' ni

--w
I
I,
*
N
* * 1%
I
ii I
*:
I
,.*

Ig I
a

1/ I *'*
*

* 9
;11
*/:
I
aa

;a
aa aa
0

* U

* * a * a
'a a * *' aa
* a a I a
*
a. *
: *
: *
* a
* a
a
I Ia
a
:*a :* *f-4

0 a a a a.
4%N.
__
0 *a U a *a *a
44
z a
a
*

*
* a
a *
a
a
a
-%

4
1q 1 :
a a
a. a * a
U *
'a a a
@1 I a
* a
aa S
* a
** aa
* a
* a
* a
aa" a
a
I
r4j
a
0; S
.30
oo9O oooaz oos ooosL oogrn
sqj PL4 8!OM CSOJ

72

*1 -. : - - - - * .,-
 APPENDIX C. CARPET PLOT METHODOLOGY FLOW CHART AND
EXAMPLE PROGRAMS:
This section contains a flow chart to help organize
a carpet analysis and example IBM computer programs to
produce the data sets and disspla graphs.

S
_.4•
k-
, ,7
01,80a ff* for

OU tcI 3rcp

IToo0oM

slop

74
 GRAPUICAL ~TFEI~
Iz~C FlOGBAM

AL
0118H** A! E VAS j *4*4*444OT
COE 4**44 f 8*A44I4A

~*4w**44* LIrT COM1ICENT.

C* li AS CALCOULAEDFCHAPOREDEUTO
,1ZAIIZADLES:~lWlGH
C**
SG il LIT C ! ! C T
C* C I
C. I **S(50)

C4*

CT
C
C
CALL rRTCMS L!,E ','T' DIS
"SK
1 '~CATA ,A ,CT5'
C

cc 10 10199
C CRITI AZ )A
C CIT2DIj AL 1) WN1(1), W21 (1),W2 (1)0,WB2 (1)
REAPJ2D JA A3
10 CONTI? ,W'IA'I 1 B4t,5I)U5I
C
C---- CALL DISSILA SCCTINES FOR PLOT-------------------------------------
C
CALL TEUPI
CAL R~fES
CALL PAGE (1. E
CALL GIAC! (O.Cf
CALL PHYSgB
CALL AREAdD (1.
(11U 1.2
CALL IrJAM

CALL sixAIF '3 Atc)

*CALL NTAIS

CALL (GUAN! (W)EIGHT I (B) $ D

CALL HEIGHT (.,'cI
CALL ACkIN (0~ jLC~T1 (C)ABPET MI)CTS. (CLR=0.5)$S'
C CALL MESSAG ('IR~I0TE CjN B(C)LBPET (P)LCTS: (CLR=O.5)3',

TI__
I7
C 1
 CALL UIZGIT (o20)

CAL
CAL ciil
CA
CHIM D'~
CoRyl
0
DL.:v,
:g ~

C RD 4.6,...51

CAL HEGH
a~ D :
CAL L,
ioNIS I~
C CALL C I aS.46CI~iLE$ 5IPA
C CALI L, It (1,f AASZ6S.IPI(), 1
C CALL TLIit CiE(CUV
C HAL LI INDIVEAT' A1,34J4 ,4.8)
C L0NA I~ AT353

! INI

IALI
jA It76RSHSlpU
C L M G Mviot
 AlW

OMAINYC y AtItZ
C? 301 I h1I OGA
11iHOWOFSPSLU1811 10*SHI *f*g* **

******* NOSMENCLZD3ZGATUREU~FTI AIL **g*

C: CLI Islas A H1I AT hIF INOM

I I JQH I HACBSIATEZTCH
CLASS QUAIO

3ag2 g5*.W*L*
C..oil I111 NHADNo CLLTUt!

C* CLa SGNa
I N LEF CZICZNT,
C* V, AAT"I 60HIGT! **LI"
mg
I a C~gI GH ORC N.

C V42UL OISEFULE OAT

HI7 IW
ATVTCUSV7
3IT:6 NXON
C: 1jIi SCM!!4fVAZjLATL VTiNCS700 I
0- 0 LA I I SP06ODING CIS LCI.* ATVT6
C* DV2I6
EUALS TH4 CBI SP ONDENG rIS LCLIALIN ATV=2
AC* DC7T I OIS Th! CCOISK
IC ING FCI CLOAIN T T=5

C' g)6ý2 5 W~iGM,~5 Al*4DL

IL u

1 ^AI
30102.0 07
AT V1ý5e6782
C Cý6V2
EAT&5 DL 45 .E6!
AT V 4 c.4 /
C* J 9ir
I4AL T&1 CCH~.9' 419.§2IN399.72,2382.A99/U60

C--D 0114
AhI /- - - -- - - -

4 23
LA 646 2124 6§ 6:8
:' Sj-x
;8365.10,2352./

14 11/1 P1idil:i72. ''

DA A 1; ý
 C--- CALL D13SILA SCDUN!5E FOR PLO% -----------------

V C

2At~.' 1.2I
CAj iINDU 1'0sl
CAIL EIuLTI %
CAL,. IN B c K%2SjG

CAL it~ 9C)is (I OADHTIudll v 100

CA.1 ACI J~CPTZS (C)I1RPIT (P)LOTSS,
CALL RZZGIR (520
CAL ORAD (2. ,.1*.3C4,230C..5O..25S0.)
C. 18K
CAtL EARA3
CA L LIGLIN

CAl C av DL 7w7,50
CAL DAS4
CALL COD 1 DV 1,6vT, Q
CALL C BY D'2,6YT.AM5.0
Dv

CALL CODY (VI

IM5 IVT5,5, 0
CALL THKCBY 4. 36)

C CALL ULall A
C maxLNaLINZ T(X A1,300,20)
Atk
C CALL L NIS 'I aCYILES INU i3
C A1 L H S :f lST$IA
C A L YL GN ( CIB OC E1
C L!GZNLE (I A 1,L4,14.I40.8)
CA DON IlL
C IKAT SjA!RMINj! ,
1

END

78

ram
I -, * -
 Cs**** Ei CC;PT~. DESIGN P10AOG
rt)A~HLCAL SI*aaaa
c0*0400sI A EC fATC BOUNDABY
C**0ses LOCICIfHCVE AND UI N1L-3JCD SOLUTIONS
00***CIII! PLC N 9 HU 1 aRa
ctoss~ooe DY &L HANSIN a .a
c***.**** THIS PSCGSAM IS EZSIXt*L TO GRAPHIC~ALLY DETIRMINE aaaa
11Z AS181j jAT OOLZZ.DAIT REQUIBENNTS
noTCH SXIN SING IJZVIOUNLDt ONIRAT IODOR*aaa
ATA ****
Cot

C* VAIIABLZSz a
Cs
Ce CLB DESIGN AIAN LITT COEYPICENT
Co VT JPVLCT
C. DL SKLCADING
2'C* As ASPECT BATIC. HISTONICALLLY ASSURIED TO BE LESS THAN 21 a

LCACZNG AT VT:6
V tIICIMPODINGDISK
VS~ EJ
IAJS CCRSOUING DISK LOACING ~60
VAT
C* I
UAS 181 CCRA!S; ON I EGIK 5.~C fNG AT VT. ~
TB! CCNNESPONCING CISX LCACING AT VT*700
C: c. 0118 3I UUALS
ALS TEE L~lT COZY AT Vla~bOQ
CC* Z ALS THE LIFT COZY AT V706J
C: cc 1 UALS TE1 LIPT COZY AT ýl 6
C~5EUALS TH1 LI.FT COZF AT V1:675
Ca C UE ALS TEl LIFT COEY AT V 7 00
814 Ji4 CL 4 ~rL (10) C60 (10) ,C625(l0) ,C650(10),
C~ IT3 15) , DVT4 (5) ,DVT5 (5)
(41).hTi)"b
C---- DEFINE LAIL----A-- ------------------------------------
DATA DlVT3/~.8:~
" 44;. :
CATA DVT12.06,2.'41,2.63,2.74
P
J77;
;2.SO/
DATA DV T
DATA D)VT4,4 05:"84:9 82 & 7/~
DATA V5.O
DATA CLIJ.* .4,. lA,..7 2
DATADL/2,~. 1,A., . 4,2.!,2.b,2;12, 2.9
DATA C60 .41, .4,d 5 7:: 65
DATA C /4 :4~,* ::4,34D* ~ ,. ,f
5J9
DATA C ý: L',M,:4 *~4 .'9.1,A, 5.
CAT A cb7.#if :34:, 41,43 .4 ,.4 ,49 4.1,.3
DATA C7QC.1 31 3J. ,3 7,. 39 .41,.'43,.45,.L7,.49/
C
C--- CALL DISSILA SCUTINES FOR PLOT -- - - - - - - -

C CALL TEK618
CAL S17 (3IIALL)
CALL HWSCAL (' CSlE
CALL PH!SY
CALL FlBAE
C AlL S vISSL
CALL BASAL? ('I/flCSD)
CALL MIXAL? (S AEC'
CALL
¶ ~~~CALL IMTAXS
SZIDCHN 901aI
.01,0h1
CALL HEIGHT
1016)
CALL MES5* IN IOTE (C) ARPET (P) LOTS$'

V 79
 CALL oii".Lo.t'n (4--i

ClT CoV (..Cie)

CALL PARA3
CALL CURV (DiC6'g QQ
* ~CALL CURV (DLb,IU
CALL C *1,
CALL C I V 1
L21, DLC *1 0
CALL CURVE 'DII CLR,50
cAt CURVE DVI .CLB,,
CA CURlIi( 0V14CLR, ,u
CALL CURVE (DV TiCIB,5,O
* ~CALL T00NIEL
HKCIV(.3)
CALL
STOP
END

80
 ~Ippsss***S GRAPHIC AJ.tELLCURTzI DESIGN PEQOGAM s,.ss
Cos is os*4 Nl!t Y OF SOLUTIONS 5*5*
C ***aCAIN! I PLOT NUPIER 4 ****
cD*Xs*B AL HANSIt *ses
C*~*0455* THIS PDCGDAM IS DESIGNID TO ILLUSTRATE THE FAMILY 5555
CF SCIOIICNS FOR HOVIl AHU USEFUL LOAD
cssss~s~s EQ UIIIIflllSIOF AETEVIERING 10103 SYSTEM **5*
UITH ECICI DIAMETER AID MAX GBOSS BOUNDRIES. 555*
C5*s*5** s CUBSEDVATION CLASS HELICCRTER

C*NOMENCLATURE '

C' VARIABLES:
4C* CLI ZESIGE MEAN LIFT CGIEICENT i
V
12 TIP VELOCITY 5
co 14L DISK LCADING
C* N WEIGHT IS CALCULATED ITC! POUER EQUATION
C* WE USEFUL LOAD PLUiS EMIPTb WEIGHT
Co P1 ICIER AVAILABLE IN HCDSNPONEB 5

C DLU EQ UALS THE DISK LOADING FCJ CLRw.3

4C* C14 EQUALS Thl DISK LOADING PCf CLR8.4
C* DLS EQUALS THE DISK LOADING ICE CLRu.5
C* CL6 EQUALS THE DISK LOADING 101 CLBu.6
C: LEQ UALS THE DISK LOADING 701 CL~tu.7
CS WJ 1IQU AL THE %EIGH! FOR CLftu.3
,C: 14 EQUALS THE WEIGHT FOR CLRO.4
CS is EQUALS THE UEIGHT4 FOR CLB:.5
c: 6t EQU ALS THE WEIGEýT FOR CLR.E
CS W7 EQUALS THE %EIGHT FOR CLRs.7
c* W~ll 7qUALS WEIGHTS AT VTm6 QQ
05 1112 I GALS WEIGHTS AT VT=6
Ce WV13 EQUALS WEIGHTS AT 'eTu6p
05 111T4 EQUALS WEIGHTS AT VT b 5
C5 WITS EQ DAIS WZIGHIS AT VTz700
C* DVT EQUAf TEE CCREESPONDING DISK LOADING AT VTu 0?
C* PV12 EQ JALJ THE CCERESPOHDZHG tISK LOALING AT VT a2
05 C1T3 EQUALS TEE CCRRESPONDING DISK LOADING AT VT 0
C* DYIM S QUAIS THE CCBR!SPQNCING LISK LCADIUG AT VT 611
CS iZVTS ZQUALS TEE CCBRISPONDING DISKr LOADIrNG AI VT'* 0
C' SL! 30101 DISK kiCUNLAIT
C* WbG MAX GROSS %EIGHT BOONCARY

(5 ,bl(5' ? h,b
)3 I,.b_T.5 i'5b (2)~'"(2)
C--- D!IPNE DATa ------- -- ---------------------------------------------

D~e.6j
DAA ¶ j.4fi:43 .879213.236.5/
DATA DL4/. 9 41' 46g4. .
PA A 99.1 ,235I2.9/

DATA OLi.4. 112.8 901-8 *!&

, 3
DIIA W64 e424 78

DATA :7 234 ,

DATA i 5:11 8V .* 852/5

DATA DVT~js ~ .
/ 41bl.. i 6

DATA DVTS42.O5,2.47,s.69,2.81 ,2.67/

81
 UAJA 1) 14

a~~U.
CATA A

C
C---- CALL DISSILA SCUTYNZS FOB PLOT -------------------
C CALL TZUE 18
* CALL NEDBUF

CALL p IAGI (0.

CALL 0 Act

CALL BARIi
CALL PSSWIS L
CALL MIXALF (STAI0r)
CALL EIGE?Af'
CAL IsAI S AD!G'I0
CAL HEIGET :18
CALL HEIHT1.
HACIN
CALL LJCOPTES (C)MBET (P)LOTSS'o
CALL HIGH (t
.9CALL G A ( . ?1,3.C.230C. 5C.,2550.)
CALL TNICCBV (.0IS)
CA GI
CALL CURVE DO 3,h35,
CALL CURVE DL,4:,',,
CALL DS
CALL CCUY BiV L1 w.
CALL CO VE D0L7:I,
CALL CURVE D7N,
C 1LL CUV jDvl! 1 hVT!,5,
CALL CURVE DV~zIhVTZ 5,O)
CALL CURVE DVI3,hVT3,5,0)
CALL CURVE (DV1 ,hVT'4,5.
E (D~j
UjCRC1V l VT5,5 :Q)
CALL CONCCT
CALL CURVEvir 20
CML CURVE (02,RLl,2,0)
CAL.L COMME
U ~s7oPI
Jur

82I
 CosL~0 H OLTCN
lO *******
C******** CAfl PLOT NUMISR 5
BY AL HANS~t
?ooso
HIS -MQAN1 DEIGI 10. IELUSTkT HE F AMILY
C****** CF SC UIC KS POD NOV I NO ~SIYUL 0OA
Cos***** IQ UIlI~lNS OF A TE12181M0 SOTOR SYSTEM
C******NWITH SCTCR CIAMETSR EAX GROSS idlIGHT AND
@0**4*0*o*A h$IJARTXO CIUNDAIL 3.*oo.
C*******Cliffi TIO N CLS 11L ISCETR

Coso 000
Cos VONSNCLITUR! *
Cs
CO VARTABLES2
Co *
C* CLI CISIG$ BIAS LIFT couFIZCINT *
Cs I TIP VIICCZT! 0
Co CL CURK LCACING
Co v &EIGHT IS CALCULATED P1CM POWER EQUATION *
C' Ni OSEFOL LOAD PLUS IMPT'Z WEIGHT
CO PA f WIiE AVAILABLE lb HCSIk~iEll
C****
Co' EQUI AL$ THE CISK LOADING PCI CLRu.3
CO ML 2 UAj THE CISS LOADIb P CLRU..4
co 1S 9 UA Thl DISK LOADING FV CLR :5
Cs DL6 E UAL3 THE DISK 1OADI&G PCt CLR:.

CO V5 UALS THE hlIGHT FOR CLBS.

Cs W ASTElfGIFPCI:

CVVTS IIU11 M CGH AN!

C: iCTIJ
A CAISK L4UCAC.11A! ATVa
CO OT 3 00KitCRSP"C)
A CIS TEASPEC
C RAlTIOia GT
Cs
OTI S UAS ThlCCCS!SPONZINraE~, CCN A T7
C I%RAX C "5yD "It0

4 4b;G
.1 b IIC.4.
ilT (1 i

2 ;. 33
.07Sia.MI6037
JA I&"006-" 2,S014467k.1
ZIATA 02 j~~a43 . 4
DAA A. Al 4k14 9. * 644i
0 .. 40
SA AO % ;! 6
CAA vY /ýq~ aJ~ 644.6 93234.5

DATA WDvTi1,.2OeN .~.Z6J 71 u 72/

90DdJ

83
 DATA l0i
V A 3/1146. ;i~
DAT~~~~A MO 45.

CALL ZISSILA IC97ZU!S FOR PLO2 ---------------

---

CAL 1150 1 01.

4 ~~~~CA4 UA~ (G6

CAL XMAS 1 I Ical5 1%)ODN~.10

CAL all a'~CS4)XMTgLS)'10

CAIPuy$ a
CAL PlAlA
CALL L 1A 03INr
CAL CDV
1 M S 0L ,5

CALL C UDVI (0146;CS 14iniH o(Z)SlI

CALL AsCD .OU

CALL CI NU~

CALL CORVu 01UG.~8

tS
~$tiJ I
8oa
i I IC
CA CaaD IY5
CA.H5 ( 36
CA C.

CA a 1 M

84
 C 1113 PROGRAM 1S C131GN TO GENERAll THE EATA FOR THE GRAPHTCrAy
Lbl.6UilUh wt 'am. arlm' AN" TH usrl LCAD E01IA11UN. mwr.I? rs
5 I
E zAua SU~s A? b A (.AisrT ILO? HELICCPTIR ESSIGN PAPAMtETRIC OPTIMIZATICN
C ASSUMPTIONS:
14C 1> INGINISP19CIPIZE
CVIAIZALE OPTICN3
C

CALL PITCHS (OVILI1C11 00002 1,'rzSK $01CRPT100

C _
-- -------- ---- ---- ---- ---
C --- --------------
Ca ----- a -aaa------------------
CALL F3!TCAS 0!1L!E1 4,'03 ,DTSK ',1 CIPT21,
C_ >DATA 0,$A

IC-L aa

C PAS 2 i AV ILAl!
c r.'12013K LODN
- %, C CUTAT
l 2~ VL iC17 CZDSE
C

K 80 7 8*C L 9* 2)
93/C IS*III +11.
K 0gC2)
21 /CLSO(11.¶.8078 4CLRt*2)

*4D O (.;
DO0 1C VII*60C,70C.25
C
C ARRAY INCR!IN'ZE3s
C ioliGal EQTJATZCb
C
W 1402Si(41.1rL*5/ (%T*.1.5)*d1K*?~~.w..K

CALCULASICN 01 WE CAIA

C M

-.- F4? 1: 1641:103) 4/

4PO

3 4. D)/O.02379*Z,*V 852
w- 4 4 4 144 ý 4 6* *u~
*4-~-
4 6yu~-
6~44A*r~~jw~
4 444 o ,.0^k*

C HE AS ECI IATIO AC W AP O TE IN CASPIT PLOOTDA

C CCIDISPONCINC UBIGHT ?EST BE QBT lNED. ISIS PROGRAE UTILIZES
Cj M.A111

CV461111 *OPTIC ~S
4AT
VI

DATA0

Do 90 .1 5

c :2Pi 1,
PNT VA ALZ up

c it ,LDISK LOADING
C VIs TIP VILOCIII ?I/SEC
C
C CONSTANTS BASUr Cb CLI
K1: o.9se3 /CL14t)*('1+1.8O78*CLB(L)**2)

I5J1954/11
11H EQUATIC$

I ~.31V3 ) /Lj IL*.)*5)-K~4 VT +5* 5(bL (L) 5

90 CONTIN d ~) I
C SUMA? SIATEMIlI

2? MINAT I~.IIWc4//
STOP
END

86
 APPENDIX D. PROGRAIS TO ACCESS HESCOMP

This section contains the control language programs

needed to access HESCOMP on the IBM main-frame computer.

4,:

87
 0*000 too
00*0*0 0 4r 4 F01 W fO

0*0 low M

0*0 *000a

... 0*0 A 9~*aN UN N .4 0 SOIWMF 0

C;~~0@
C; 0 w %Moo*
00 *S0* 1%ADo 0N
0* 00Ao N45 1

In 0 W0 U

40 14N**.ý
. ~ N 0

0*:40 ON 00 U04 99.-fm~r '9.9....... 4 0N 0 0 00 ' N 0NVU90 .

9ý%4 S ON
0* ab 0*

*0 *00
0* 4.10 *00
00 0 &
00 sli **0l %4 -A
00* 00.
w9 VI&
9I~'N* 1 0 40wo1. 99 W 0 VN- V9 NO M qVq,@*'"
40 'a 99 00% 000O 9'949Mtf4" 00 9I Ua P-149 0% 4**1MONMO9 AD
U 0"J
D Q t%, .8;(W4Q
1r99
* 0 U 0 W@U4M
990$ 0 W:v~f9 U#V -a'0U W *'iW109 1

. - Mv* O

o0 al 44 0 "U*ý-a0"w~o f-~

~No *04 NO

00 A to*# . 4p

*00 mi* 0 .04. In 1 4 5 -1..9

S
00~ ~ 0a'NO 000 0,00@0 .. #..00 1~e. 0 *@ 0N 000 00" O 9 ~~^
"f. 0m
N*994 loin

I.%Otc w;N, I 00ofm"wk 0NOW-4mM"4 40

00 99* 00 88
 a 0
ooO ---
j ----
S.

*ow 0 00o
Agmcq 04NON Wo

eo. 06 0 0 0
%UM6@ a 604 p 0.

S 0D ~ 000 SN * a 0 a

MOM N0i 0*PN aA S sNUG fU-o o ko@.a- aU o900 -

to* :V f ow.A~l- a. 0rm 0010 * S6916 il AF0 a1 *0s
0S* Ow Wi owl
C,0. 0 w; OrN= ON-Nrm 0N

'41

*0
OnO0n$0 0U
P40 0 Q c

N~I glt Mm n MmS

=0N98WW~ N4 KnNOW LMW.~4 soN1 t0" .00 or. took
NOG*U¶0Ul@0q
5 lR000000eJ
-oO M Q@ 0~ 0 9 0 9 *

N0*0 ,.0,..@.. . ~ 0 9- 0* 0U . .0 S~n~j90~e~89N @

 0%0d0(40% M. w* ON
9 SO :(. 00NN9~
bO
0
-09 000-
O sC%
- - *
a
a 0
00
0 40 6 . . -0.0
COOI...
0f
ON 4
6*...00 U'.
.
-1
0. 0 0
M.
VN. Sor Cp
.*

F-wev@@0 04 00 4(.0 l..

*j OMNd In tOO
10 GO U10

. ef t = 4 0 .0 ac
O S U29 V1=1
60 00
W vivi" ad.%!
.1" e10 11" UNA~ . U%
rO. 0 # d0
940 W 00A.l6%P ~~0 000 'D'" U%0
0 4 LO
vf# 000

40 1PlR M4m-&" M0Wa11am

WCU a%.0 W"J0 *4Woo* 42F otna t va %.AO
N~~~. 0 00#064 N 0%Nc 0 0 0 O 0 0.010 0I-
1s0 GM
to owpl1.0I
400
NO ,. ,C 0 OO0.NOO0000@"w . . W NMONON.W0O Oft FO ON 0 4-* **~~

0*P -0" G *ol14 NON" '449 N-M -W- a

df40%NM040 to warN(. -0* f% a0 ON-0 90 a* M30
.t 1A60 0AOt-4V 41 60a@10 M .0 ý 904 0 .0*w"o O 0M ENGA ON. 1 9- 0 C a--fr$0
*i 00a o0i-
(VNi M MU,

4N-C04~E0" N N00 0 N00000"M 0 ERN,&%

OwNI 00(9
000'0 *00W *
6100 eM
V% fi C 1eO (NMCwo"

*090
U991
 APPENDIX B: HESCOMP INPUT AND OUTPUT EXAMPLES

This section contains samples of the IBM computer

input and output.

92
 ~~ ~ ~ ~ ~~ ~ ~~'Wlq~~r~
4~ '~W~~ ~ ~ j~w ~ ~j~ 9i¶ ~~~~~~~~a Oro'~

4. ,ý f . .4

-n 3 0 00 )OCO to-.~J- #000Q 040000

4~fr~rý N ~ 0~0
A40 toolN
* 04 *I 4 f4 t f * 4 0 M! !N # 0 Owr
04
44

44 godh
Cm 0 00000 .t0j@00~0 0 0
00000
4AA m @0.oN 0*.J0 0 0 .,0'00.

v 4 0

COS0 -f 4oC

4 .. JAfl2000O O U. 0 0004 4.,3e0*.ZN00

- 0 Li 1-
Iat4 a .- - r 0

40 -400

a... 044

04
00 ~3 '4f OfO 200000W Jt00000000 000 0000000000

'4-O f" -J- I-10

~~.fa~~
mu~~~ S a
Ua M&.Io" 6

o. hIn=MC
JU 0
S
Ai NW 04.4 h

14%0 #notU
wo Ub mhan
4.
04 tO0 000 ? 10
04 M'
1 . 9I*
001J
U
i
..
W
W
~
4A.IS 0
U ' J~
UIfW0
W ~ 9j
0
4
* 404 FA6 . *o~3l*..** * 0

as-.iU
"hiM 04 1- m a llwap0O~ alf41r a~ " 0" i v
"VtoOwRwArr At 00 -4" 0.00

W194
 4010M, 000050 a.00000 a 0000
a00000 00-2 0OM0 005
00S 0;;.u'P.~ IV 0f00~ i000'e 0 0 OmfYW 000 000el all
Awf=0 0~~0~~ n 0
IE000''0 0cfl'o am*0 *000 a l

an .0 go NC
000~C0er-o0@mNN--'
. * .ga .0
000
0 0000U9.U4
.000-
e
~'40*CN0
M~'~. C Caw
000
C
10000
0010,13
00O
Z.-

" 0m "0 o 0 ...

Cl9 wl oW0T

* ~ ~ 000VIP
co 0t.0~00-000C*tn0 0 0 00." 00 0 000"2 1

64 w

" 0 0 COO40 -10

o' .. 0f*4'700000000a 00104P

CIS0Ne0 000000, 0." co

'D'4(OWm 'nVV C'- 0~ 9~2-'9 000 ~0 .'.0 -,Q'

IV

000000o 00000000013 *0000g00 act *02000000o "COO

0~ ~~ ~~
P0N.%
V' A- IN CC
VIA INA
0.IC e 000~10i.94P I 1 eeo f.,.V0-N C C~l4,4'C
0 410O

.94
 no ~ MII ~ *a ~ ~ d~~
V-2 -R c co

02 a I

00- 0 100
10 00) o000 0 0, 0 0o~o S00 c000
a4 00300
100 .0 0 00 0 000000oo
000 . .go00 000 '313-0 00
000 .0 00 .% M 0 *00000" 0
#9 .- .0 0- l 4* DOG,

loC we 000Med"

.*II o 100 00 0j *'A 0000

0
.111
0
90
.00 * *9
~M9oco-0,
~~' .aO-'oao
*9*-.
~ 04012.
~3.I (0*9
-V 0
-
.m~9 ft
03
0USI.
q
.13
61N
l
N.
of.9
ý
km
.

11 110042

fww

0 ~ 00 ~ 0 ~ 030
000 OZOZ ~ ' 00 0j 000003 000 0000000000pa000

"%Aa~
a1w W 0" 4.44 4 f~ WIa

11
. 4.1a

995
 ISP

4,1

\v l

I'i

44

A4 .

bam.
'2312=

964
 14 40 1-

u fu 91

144

LINS Alma LI .

All w
- t
2Aý
w L l"
aWM I toi Ix 0 U1"
en
cu 4ý .- U MAF4ow A k

?E. M .4 1 W,2vl w o 391A

A9 0, w .. .L4.

4,' C 0 0-4
W en LIU.
U 0
VI ~
0 C9J~ WOW W I.
AO ul*.l0
u-so a
0w * ,--

OP. 4 ~ . U0954

VJ~'%l.40 597.
41 s~41

.u I ~m- 4 .~j o~ 913.4

v10

0.4.

a-l

4 * .i.4.
of,'

---k-~ u -% J J

tn .84L" am w
4. =.40 p l

-wa" 44 u=%ww
- Z0- Z0j6 p=l lm.
as~ '.4

I% I
i Inn
timm

0..S
4&A
6A 44

co 4 wvwvcw'Q
W..~8hN C4N48

.98
 ON64OAt

OK-("
'PIS

64.
45 b.
.4 14

FA. sm as* 'A. ' a ez sIn&

U~~~-t
f uI0 i~ l0. VI J .4~ 0-Nd j 64 "20

a a

ka-ab 0 0tu'".4
H
a 0, w z.

c o 4. a 04 vs*
.j 'a " I. ' a a-wl 1O am#0
"ig.m
C. a . 1. 0 r" " 4 .w 4
0,
. a w lu'".MM.S wa 00jwwfA e*I13wN
""44..JM".
.4 .&1 0 2 .j00 0
a. a0-4%
INOw wMWVV
.0. 'a
4s W:u 4 ke W-4dlob W
Awo6Z S
.w ANI"p0 ~ B

43.4
a... Ua~
~~..a~D
m4
5 3 45
a.

4
~
h
U44
INa... *0

6UV
3 4
U .
U44
4ku~

~am.Ito.U
UUa-

Q0J4
44.3w
in
4U3s
d41
t43
N4U

g.. .4w" . i "OM.aIto-* M u MON"**j as 0

tma % aa

99
 p. (%

0 4

Q4- 0. '. w. 0U .4A t~.

.4 11' "13 i
W. 036P4 C ..
m .0 . us O
4-o 4 01.' 0
4~~ . f* al
Om-
W 01 IU.. Is. p~ 00§4S.
.0a mer
,o .. 0 - 1.,% 4-."-i Lj w Ln uu51.

*
C6 "
a -wl J-q =-4 wt79 4 .4. o
aw
l

01. 0 Iag C6 a4. 1-1. (6. X W 00* 1i

uO u =t fti0 n. 1.30 IU
14.3 w. 3 .J&. OU Owl
5510 U X d 0 1
4= N IiU 0aOdWn 4.444l
ad3 bb, 0 -u 04 A.0.6 2 -1 cm '31S =0 uU-.I

11*
444 14 tof U-U w. * b4 164 al44544l WN 91 06.b544'u Acalditw
Ii'. 025u4149.md . 40 f"ws"di404d "6.QUU ww.49-A~
U . 4 444 .4.. *J'%AamJU 0W
U. 1 (4.4 w .0 a1 . .413.

. al4n . ... I .41.4

A0 0 I 4 24 -4l14 P
0 -04.44
44
. I 4 03 41..1*404 44 0b42 nfU E 1. u 04 w m. d4& U4.
1M
V1W 4, -4 t o 3 40
U .I.. 'a ' 64
4G.0,4 1 W a. . 5 3
92 04 '0 L IM tat UStPW
U1S 0*6 0. .4
k4 i

U ~~4
MD, 4

A4m1 Lug OA om a 03 4a 1

Id 0 -'

(10
 wc

S.3
CA A .4 t

%- J

4101
 "WIm

04k

3144

al ki
bi .ww UN

4fft t2 -0

S'3U .v &a. .4
4 n a, jo a ..

.4.44ma ... an.4OS w U35.4

.aa
U.Us.Sb4.O

Mo.4

"'AU'

Cs 6305-

31102

'AS.55
 C. 4 a
W w

=.. J. . m 1
o- n -.I
UI11. 04- -0

*~ ~ Qgoak U

44 - 44
.. A.4
WWWU I.,.="k

0:. wa

w44 '.

04.

h~. J103
 000.

.4

M *4 w U

p.c- i i.(044

U. 3p . p.4j 1 .&
k.0m cm a.

-. 44 In W 4.
.JG F. -3 1441.
ma,
63 0* O"U lo W3 I~
*4
A.
0 *t ""
~-0d.
.0
3ý
=U A
4
.r.
U
6 .
Iin 4i
u
&4
W
04 A
C.
u m. &Wa
a. U0,~
p

=-
'Mem.4 ui WI 'a. I A wd & 4 W..

On
x WSm s 26 W 6 x 0 t.40. -r.10.3

I. .040 -. p 0.0 4.
R2 0'Cd 2 Mn .0 W ~
Ala .2
W0 WO -14 0
Wo l 30 0 ,j
6h noISaaW * 6 104 U
an o o. _
wl *4 - 0 '0 * :;1 ,.0 6
.4inW .4 0
G6 Ulm S01 lb W 4 i .5
n 41 I. $AN..0
g-
%..IlSS
Ai s4 0* U Adis p ~~ 0 .~
~ 0~ p14
,

~~
o ~ . .4 ~ 3 ~. .*4 .. . 3 aU

U 44~N 4 .24 p104 0 40~

4k rM..eN~p. . . 54p
 4 f' P99UM
Fm01 Me NWNON44
Old

0.J 9..0.
;.
W.U
A %9
41* -l
3.1 .9
-
.
~ .
.", Ij
0
'1
30 A U - 0 0
4,6-

cc
cc 00 00
cc w

Zl. 69 -C to0 0 am

.j ~ ~
Xz 1;4LI . 0:
09; 9
0 0" # 0
A.JAV-
M%9~
MAW IlAW%1 IL11 Nap.1 r991
099999-p -0 -e

99j 4C* U 0 0

Z.1a ke. 0 OWN ~ -. ON W W

IL x 0 0A 04 0
W . At &

LA0 U. Of% .00 .0 .t.

LI Ol. oo JL 4UJI. - m - - -

U.1 4.W. 04 04 . .
~~91~ 9. N9 9 P90~.9'* A

I C! uj-- 0b.0- W& - - -

-a0 AL~ 09 ' * .0 0 0

410C
9 f Uu. 0'^ N 90 U% 6%M~ 4M WM
LI~ ~ 19~ V9 9-0.. A ,9cu MXO . ON N N

20 99* x ~ -f- X 0
9
9W - ,ae
.L
4K

Ow:; 1; 41.9 -41 =.0.9 wl 140'0W4.

%UL. '?9U
ww 2,4 4p94 Vl
Z9 t0 9 aot
vat

19 vj W- W9 wi AU

0
U .1
0.
OI
z9.
- ~ a
.pm
@N-0
9
0"1
N1
f-
m 9.
wel
N'?
fy. N99
% (if
&N
wpm

-, L JL -, 9 -9 -9 -v -9 -9 --

9: . LZIJul f. fy
0.N * of- or- Co. Op9 of-.*

1. 609
I 96 9 -1999 999 9. 99- 9 '.9- 9110 99 '9
 ý,;-.w -lr -JFI "r :177

w;v M FY op.
116 ýcx "a 004
N 5 'fly,

J.1
'L

b -WO "NO
2 NO
&,.W x0m j 43 IATCI :V 40
jOw JZW w M 1 10
Jj 1 4c; ZI;

4 1 61 1 0 1 W I
z
- r It
-5
ui, -- j- Q 0
A jr.6i u
%Wj

.. :C:
n
w 11
1=4 11 Ir O'W 1 0, N
R,11-u 1- ":- 1 1-
ai olQ 04 OQ

WIX

C30: 00ý OM I
Nw N -r N I^ I

C6C6 OL Nir NUN CVW%M.Nin MNL-%

CL mu no no
a QP MWO tj Ll
LL.CLJ 146) C
60
Z6 0 Cw 0 a
aw
ce.

uj
z
In 00,
CLJK I , TY I tr ci CP I V, N I tr
ALIMO.
*to 010 0-00 a-is
:1.14 uj 9 ! % !2 ý 2
0 0

LA %ULA.Z a 0MO 0 WO ONO ONO

L2 A$.. . % ýJ 'N 0 NNO NNO N 0
-99 1ý -AA -h -- 0
I LUCC) I"

Gj 10 - I f" C; I N
Im" ý; 1*1 1 1
N I :! li ; NN
0 1 1
W U. 0

N.01, NMW fý-Llla moo MVo

-0-0 r"-0 Z-O
kA N 0 N 0 0
U3 IL

Fm wt dw IL

6. www
": .. 4 -. 4 a
X., a ZC41 nuN WON :!ON vWN
W-wo ft vww V-fi lw4pw vw lu""u
.. 'Qu " i Vwu
Vl Wý6 CL UP 0
60
w w w

Ma41* su;"
.%Ow
0.4"w W-W MI-V JZO
Nwa -'VO "W40 tfdc ~ 3

:90
00100 NOQ
a 4IU900
coo

!:,Z* tzt CLL N'! -N! N

X V N ., ONO UNO ONO ch.- a

106

,-T-ý ýr&XCA
 'L IA I 0 " *VA A

'Cid

C-.
O.IA41 -1 * 1 I*
C * * N I
5.00* , e . 1 .~ 1

*Moo 1- 1-1110 -, I r.tIP.

i' *j 1 l

-CD
M.WU - C60 -W * - W * &
- C* - . CLU

* C C; C *

91
!-C1 K
CL 0 C U I' 10 1A
ýu~ 10-10 410
WOO

0 4KDCC Wa
COOK w Ci 4.10 LI CU 6 02 CC
-4 a 0.__ Wg 1 1 a g . 1 0

CU WI I 0 C.0
II

CKC
U ~ ~~ ~ ~ tA ~ p*t ~ Fg ~ -W '
WI QIA
of-It
CC.3 Q CCCIo I *EI I I- ~ l

4W i 01 0l o-0l W.Wg WV91 40!m

W: 40W1d ~N. MNIu WNI
-00 M
2.0%NI

-Wj ELI CCO 00 I'OaC.CW 1.40A

S~d'* I4 C .. vCII tJ * I M11 4% ft.

U= CL Ca 4 AOLIQ C Crr Cilo

0 ~ ~ I .0g ag- g9 i ~Cp-~I1g
V, IN. in 'gt Lg% M *I . N og"
- @N
Saa. LItoo0.ig M,-= .g0 nvi
6-470m
~OIL.- ~ -ag
I : =-I'
I', C og 010
60 r. 02 0 U 0
'MV2

-Z g 30 -. aa 0'- V90.. ic ali P.0a

y .EN woo
.a 9%N. .

IL - LI U- 0- a )F 4-0 0f-

10
pgb

j3
3" ..

*, * *~sa .41 Moa "a ",p a4

": -I P. M NA '- NO 4s
%Ldf
Wo
P.
d pi N
4~o 4*w %;j A * A
w

r.S. S.

IL Os4 !441 4 0.40

OU .00 .00

wo

It 'A **4 A 1sAI N IC1 * ,:

4N *N V4N" - N

4C : 11U U A. A. 61N
04% L *u AC ZaS *00 0-0AU U Aow #.U -Mo

V j 0
j@ 0 U

W.0 "d ofP. 0 a1 It Ue I .: 4 U.

N
itI S its. aA~i
.IN 0,6 V.0 4w .
a' ^ 0 S i Va1 V 0 U~

-~~~~~p *@ * 0 a a #ft.1
VS
VO We I. OR! 8pp*01Z,008 01 a~ Okg a

11110 A- W, R I
31 In 2 A 0 A1 I A% o
a a e a e' a a 1 u C

a ~ ~~ ~IA
0P ' IImA ,, 4'I IM V4 AI .0.i -
OP. P., 40N

1.- N0 U C
to 00 :4 4;ft o
C 0 C 0 C D W 'a 0

ft%t. -. 4&J elJ 64 #0 1010

.I 0 49

-lt # #A W44 0*III oai N o OVIM

OW II .0,1.

6 k: '
We 1 4 4 Z

W ~ ~in ~=; ~
_,W$ 0 ~ , 4
 141 V 44 4 44404 44414441

fto fto fto 2

fto fto 'ip0. 09

10p4 so 2

";., '0:. r9
.2.9 001 Jo ItCPS
W.U 0., 9z;9

2 9 4 0 60 60 06 0a 6 0 of

00 00 a* Do a* 000 ora0

".0a a

044~ 44 4 44 4 4 4

:.0 0I 0000 0w 0w

"M 9 * 4 9in44 .14 P.W .4m 940 OVA .IA

z -W
&Mow -

9W9 WU B'%

99

j; jW94
Vp110 P4 ; j% 4 0 4
4ý 4rt el4f4

4 I'dt
ft T wl N Ny N ft N 1. 44 N N N N ft

- - - - - - - -
Ux: tot W6

.4mwm
1;4 :' 9; N

0W 41

oww - - 9- - W.l9 4^4r

Ma - 1*. 90ý *9a 9 90 90W ;:0 P P000 094 99 99. 949

0~ 90
0 6 10 09 A" 640 ~ 0 f4 0.19"4.49 909 MUW
0 - p9 09-ON
w.41~ o ".O of-IA ow #1N 9.4% 61069It N
9.6 '9449 41.0 I41'9% d41IVA A9 IA WF 49 W" t.
6A 064 41.0 *4
w - - 9

-w~ 94
W; I99 99 99t . 00 " 09a 09 0 9 ftl 9 ti 9 "al
9- ~~ ~ ~ ~94' ~ 90994
f ON9 "4WN .40 9.0
ON901 ON9 044 ON 4994
fw J"Y9 . 0J4
-W- MIM9 - d- P------ ----- -

- C .4.9109
TR.4TVWT vq§lwmCt

I.

4 04

'IAM

*'d110
ow.
 14 U,.04or

s f N *f01. 0.10 01 N 4f 0'1P

91 6909 11*90.9?
Val

F 0
4. No
0 P. 9 Ni o .
I ft 6
9 P. F. PSN

JAo 0 ' .i O 2. 0, 0 .o

4ww
tow 141t.01

Aw 4WI 0v Cu 0 0 0. al OW 04

00A0 "MAfW.? .? "t 1 *C ot

.. :a: I*
W£r.J * I * 41 5 WWI WeI
9. * 0 lo I0 1 Q1P1 WI 9 wr WNS
"":43C 1U ou Oct! 600 oU I go O CU .0CU 0

ON

W! X x00 t 'v:,. -:C 4, 1C '1 -0- -;0 C

". C
vi
*%!oIN n 1 e%1 40 1 W'4JI 4*001 will
1*0 I ; tI wo11 Polo '1,!I 't I
ju 1. F. c I
P.Mt. I
P-S
N . N* 1 9
~ ~~ 1 ~NI.N~ ~ ~ N ~ , ~W0WIN"
COW i .
v0
~ o'9
.
.0P
.4
SC I
.1

*.UN
IM0 0ot N 0 N u.. 0 P W 9... N 0 o0I NN NN

SUM0 M5 U o 0 0 *fu 'U

u N W ry W 0U 9W 0 0 U

%A9W 0 69 0-0 o: o90 o 02 64 P 9 W2 0

o0 U-Z1 0 U- 1" UD F. t- C. f-
0I'Ztl 019 ,f I a'O tNOg' 4u

0.4
4166.
1
Olf 01
Nim VOW
1 9U N
Vow
I
Now
N1 -v ~ 7' uI
"
W CO
NIW
UN
'01 I
10aUl
Ol 0 1000 le00 IO C O1 CIO0 *on010 of* 010 Of*
M§1 8

- 09 9 a9 - 9 9 -
k- %0 0 -1 -O
A 1 0

00 C0 C C0

W ~ lAS
Wooos
U
a~
ft
N
'"Po
I WOO
WW
NOO
0W- WW6
NOj m-0
C
NO0 UNO
w- WWU
NO
"KP
No
V0~
Nloo
d1r 0
No

Jot M 0 4% C 0 0

o*0in MW oI* aIIn 01 U% 0 in~ f .1. o0 v%0WN99

cc CI - I' I I CN
-I C. I
-oN 00
-o
WNNa 000000 a1 00 a1 01 IC@0 10 0 0
CC 0 0 0 02 C C C L0

P-510
W N . N ' 0 0 I C P-0;
*. 1-0 1 -00 Pooo 10
W:1 0.
WS . .- W u t 0 0 Iro -- u W *
ow 0
w 0 . -0 9r

3 ~
V
f~
of-
04c;'9U~ .04c;
-ot l
ofUI'O
001
NcU19
.
"419
0%
p-9 *oUN 50
ot
Nc;
51'
00
90
ftj
o

U 4 IUWO40 00000 0 90NC00 10.0

 ta N a

4 4

Itg0 0 P,

Will 04. j

Al1 . o'P. if 10 1, . 0

U 00 0 0

44ld In
MOP 40u040WM
IC . I ~ ~ e

Mal. WU WC. 0 W
ma16Zu W 0 v

LU

Ol Al ofS ofgP*f9*

Ofi00
ZCI NU03r f40 N

kiL. Meg F.00 .t d Pm

U.10 W . g 4 g p. 0 .
%W~

213 ti Ole %MD

IN Icl

mo~ 11
e M No m Ic NUMI Nino

* * i ~ 100 0 go

?.Y~~~~~~ 004L
&M 00. 9
Wuiniin 0 W UcO 00

SC" zh~ - Cý - C C! - C!
IL 0 0 0)
SI..

xJA-J' aI w, W , 0
t-UJO U. wo 4116 z~ .09t
At &... 0NI ; f.40
w,.i

%C112
IF 116 told ""104fr-4 lalrylp".1 NZ: Up". PUZ Ir. m N 4mN V" uMN-N 40 4* 04-4

442 ý40 om a do

416
JC6 A NO ftlj tNj NO
..U&C a .3 7 0 45 p 0 111
VOR V li 0 . a "" .0 4 , *4
IAOC- n

ONO MUNQ 460*0 Ajý.Ua mulm %PFfi 43-re OPMO firmu -tvc -f4a

f -%W .16 j 4.V$t

kn , .,r0C
rm % ZWO
V:in -FR
in #Zlr
wig
RIZKM
0 VAACW% 01%0 f4-C
Wig
1 0 0 1 1 . :
.Jac 0.961A
-4 - .411116 ja 4jj Jj jj I jJ Jl; Ow wo OU

W
v a
L' "J
as G.
4LI.- Jaw
UVI lqUjW (10 W 0 W U 0

wlý I %Pf- I VOY0 lpf. I U.4%I V-01 I IPI" 1 0-401 Iron 0 4pv. 1 IPVNI
.j mi 116 0"C; A.; 49!
0. 1:01
OQ 00 04 416 fQ 4v 04

01 1.140 1
MIN% f"#" Alm 1"m Plem "If" I fol"I I"M` #AMI of MVI ; ("If"
... J40 4ml Irm I *M, -r"i Won WM%I zm im
'Cult
Tj

W ow 111.416 a NN '4N ".1"i Nry ",NY MwN NN N44 N-4 fyfv NFY
x 4. oci &WO 46WO &6,00 01600 LJOU mow W WOU &03 &10 mew
U, 412 li ju jo C;U Ow 441 CW ow #W 0 OU
goUS 110
&MAU 4L a 0 0 4j U 0 0 at: CC) UO, ca

0 a 0

N tý 1 1. '1 1 , 401 4P ri 0-110 all

Lx 0 10, w; 1 41 .1,41 ., T ý; 1 00, .. : 14, C;
of In 10 64110 U%1 0 9% 1 w%1 -0 "IS $13 wig -ric

Uj 0 a 13 02
x
A UAL 13 m") Rms
-fY,) .0ý0
ONO
-Nlo
RV?
"no .4cl, il;rll iýa iz? 11; 'C'
Revo ON
2 W MCM 0-0 -0ý 10,610 01 -8 v0%;s ko";g 601;8
01
ulW, Z-, LU
Vulu a 9li a
z
ft
46M.-

fl"Q 11
in 41,116ul Ul" cow UlW cow w1w ulw fj I W 0 1'r w1w wtw W W
to wos. CZ& of; 01; 015 01; *1; olý 01; of- co- gig cl;
w lot m 'A In
oil ot 5 . M, 1 01 1
0 0 0 P.,

1:1;Ur 1~1 lmr6 111.71, 4*141"Ul IZZ"411 z 0: rlul

P.- U NOW cluc, 4-30 wcýo ZW% :0% 4jvO M71% g(pw GQU ftyýw
= . b- a 6% 0
M% 0 In
SkAah
W.J mg 116
2- 0 0 0 0 0 0 0 0 0 0

OL vlvw VX-r w1we. 1ý06,#ftq -*W"I % III '% "1

It 6# No. m ý!46PI %ýo'JI., %= l ýU:ý
61 P-JL- "Iti-I WU- woz cc= wv= V:4-
.Awwo 6J.-VI 115PIC a W- ýZw tmmv-w d!fpu f-W-U Wv.%j :::Uw Qv-O Wv.U
wuhlu U6P-CL 14 01410.2 ru" CC3 Uo VC I, 4)m ý0-0 t4tuu IOU Irwo Inou
=-A:ý *Pt C6 MY tj N 0 It, 61 ry 4.4 W Mm a "I U 111 0 1" U
W..0 w

C6
0
Ic I'M "'41" 000: 0",
P. 60 Wj .. Wj .0160 or W N
'j.",
Ir
-. 1w -x -*,mw
ft P- n6w wrlw WM, li VIU W W
WL UCL IM-w 4-V w-w C.-O -'a It""O ,-0 wiýc N-0 W.,ow 0-0
Uj 'T . z - 9 - - L! , L! N i N U

I's tr
I.,

U tp p- Ir on
W OL v oI ut In in in 0,
3 r, fol Ml "I m Am MI M; I" f"
.0 zqU
0 -00 0 coo eve on*
1610
a~- 4cr ""00 =12
'Lot
It-w` oN IN N
2-t a,
L a -ey N
0.- a. tj "NO -q-4j
.. tlil fur-13
.11
14)" NP-0 Ito- W.O ".0 -0 MA- 0
-'o,

113
 "44

2$ 1-'N CU "0o
N 0f N aN

l~w No.?
*4* NOW 40 - .
409 e
d '@

6I

" "T. -04

q-q Sn ow o 0 0of

I N I N I N
al: WU.- 0
tA - U.. e*I 0-t fI-
eft 4-

4LU

N% of 42W 61 NI vs Ies
4W. w aMw 0 ow emA0

4A WLL FM61 OlVin @V-I mm

5"VM 0.NUN

1w . I 0 4 10 414l
104
g
iw~ i :O o P
010 U10 M ~ 'a
ife Ia' O9

w I3 0-6 010 etcU coo4 age1 @O

coo01 I.5a

3- 6 9014 -. - m a -
W, - 0 -"a

0- C, a*
'jA 0.0
£2- 21 0 1. 0

*I M 1 n g *C~ .0 *lP. -

0.00-N0
l W!01 01 0 wI~I r A.V-
£.L. 01
W.. £-1j
0 l:l
M'M
tT
0P MO '0 MO 0.
r
0 ~~:;. ~ ~ tc 0 J20 0w 0O f0j j

441, 0: V- :' @ 1( 'Vl C!~C I"U ".019 4M

u 911 141 0 1",0 0 0 SIR1 a

03k
OIL 0 aM 1o*
0 0 u
g0 aa e I
cm ac 0- 0
0C&
f"l~ 4. a*
41 -U to: M t* PI ee LaV

0
wo 0 Lco0 mo 0 aloe fpc00.
0 U. u Wk* -A~ 1A %- OM
4 MOMU 11.0 .
99
0.- * l 92!0 C e

£. U 1~ U 0 0 I114
 LIST OF REFERENCES

1. Layton, Donald M., Helicopter Performance, Naval Post-

graduate School, Monterey, California, 1980

2. Zalesch, Steven E., Preliminary Design Methods Applied

to Advanced Rotary Wing'Concepts, university of
Maryland, May 1973.

3. Layton, Donald M., Helicopter Design Manual, Naval

Postgraduate School, Monterey, California, July 1983.
4. Carmona, W. F., Computer Programs for Helicopter High
Speed Flight Analysis, Master's Thesis, Naval Postgrad-
uate School, Monterey, California, 1983.
S. Hiller Aircraft Corporation Report 60-92, Proposal for
the Light Observation Helicopter PerformanceDiTaWta
Report, 1960.
6. Class Notes, Helicopter Performance Course, Naval
Postgraduate School, Monterey, California, 1963

115
 INITIAL DISTRIBUTION LIST
No. Copies
1. Defense Technical Information Center 2
Cameron Station
Alexandria, Virginia 22314
2. Library, Code 0142 2
Naval Postgraduate School
Monterey, California 93943
3. Department Chairman, Code 67 1
Department of Aeronautics
Naval Postgraduate School
Monterey, California 93943
4. LT Allen C. Hansen, USN 5
Air Department
USS Enterprise (CVN-6S)
FPO San Francisco 96601
5. Professor Donald M. Layton S
Code 67Ln
Department of Aeronautics
Naval Postgraduate School
Monterey, California 93943
6. Aviation Safety Programs 2
Code 034 Zg
Naval Postgraduate
Monterey, CaliforniaSchool
93943

1116