UH-60A Blackhawk Eng. Simulation Program, Vol. 1, Math Model

NASA CONfRACTOR REPORT 3 6 6 3 0 9
UIi-60A B l a c k Hawk E n g i n e e r i n g S i m u l a t i o n P r o g r a m :
Volume I - > l a t h e m a t i c a l Model
i
\
J J. H o ~ l tct
4
1
CONTRACT NAS2-10626
Dec entb e r 1 9 8 1
NASA
-.
NASA CONTRACTOR REPORT 1 6 6 3 0 9
U H - 6 0 A Black Hawk Engineering Simulation Program:

V o l u m e I - M a t h e m a t i c a l Model
fZ
.
f-
J.J. H o w l e t t
United Technologies
Sikorsky Aircraft
Stratford, Connecticut 06602
I
Prepared f o r
Xmes R e s e a r c h C e n t e r
u n d e r C o n t r a c t YUAS2-10626
"A
o o c u f i m NO.
SER 70452
TABLE OF CONTENTS
Page Number
FORWARD
1
SUMMARY
1.1
INTRODUCTION
2.1
OVERVIEW OF SIMULATION MODEL
3.1
DESCRIPTION OF THE BLACK HAWK HELICOPTER
4.1
SIMULATION flODULES MATHEMATICAL DEFINITION
5.1
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
6
Main Rotor Module

Fusel age Module
Empennage Module
Tail Rotor Module
Flight Controls Module
Engine/Fuel Control Module
Landing Interface Module
Ground Effects Module
Gust Penetration Module
Motion Module
DEFINITION OF THE BLACK HAWK COCKPIT
I,
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PAGO
mOOCUMENT N O .
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1
I.
SUMMARY
A non-linear mathematical model o f the UH-GOA BLACK HAWK helicopter has

been developed under Contract FIAS2-10626. This mathematical model, which
i s based on the Sikorsky General Helicopter (Gen Hel) F l i a h t Dynamics
Simulation, provides the A r m y w f t h an engineering simulation for Performance
and Handling Qualities evaluations. I n i t i a l l y i t will be applied i n an
analysis mode w i t h eventual application t o real time pilot-in-the-loop
simulation,
:This mathematical model i s a t o t a l systems definition of the aLACK HAWK

he1 icopter represented a t a uniform level o f sophistication considered
necessary f o r Hand1 i n g Qual i t i e s evaluations. The model i s a total force,
large angle representatjon i n six r i g i d body degrees o f freedom. Rotor
blade f l a p p i n g , l a g g i n g and hub rotational degrees of freedom are also
represented. In a d d i t i o n t o the basic he1 icopter modules, supportve
modules have been defined f o r the landing interface, power u n i t , ground
effects and gust penetration. Information defining the cockpit environment
relevant t o pilot-in-the-loop simulation i s presented. This same model was
activated on Sikorskys DEC POP K L l O computer t o generate check cases f o r
use d u r i n g the validation o f the simulation a t NASA.
Volume I o f this report defines the mathematical model using a modular

format. The documentation of each module i s self-contained and includes
a description, mathematical definition and i n p u t for the BLACK HAWK.
Volume I 1 provides background and descriptive information supportive t o
an understanding of the mathematical model.
1.1
PAGE
2.0
INTRODUCTION
This report is Volume I of two volumes, which document the
mathematical model of the UH-60A BLACK HAWK helicopter. This
work was funded under Contract NAS2-10626 by the U.S. Army
Research and Techno1 ogy Laboratories (AYRADCOM) Ames Research
Center.
The objective of this contract was to provide the Army and
NASA with a we1 1 documented, operati-onal and verified engi neeri ng
simulation of the BLACK HAWK helicopter. This work, undertaken
by Sikorsky, provides the Army with a flying qualities analysis
methodology for the BLACK HAWK helicopter which could eventually
be extended to a real time pilot-jn-loop simulation. The
mathematical model provided under this contract I's a tetal
system, free flight representation based on the Si korsky
General He1 icopter (Gen Hel) F1 ight Dynamics simulation. It
is defined at a uniform level of sophistication currently
considered appropriate for hand1 ing qualities evaluations.
This model is also considered to. give representative performance
trends, but should not bs used to define critical performance
characteristics. The modular format presented facilitates the
introduction of additional or more sophisticated modules.
Volume I of this report documents the basic BLACK HAWK mathematical
model, and in addition, defines supportive routines developed
by Sikorsky under this contract. These routines include a
landing interface, power unit, ground effects and rotor gust
penetration models. Presented in this volume is an Overview
of the Simulation Model, Section 3, followed by a Description
of the BLACK H A W helicopter in Section 4. Section 5 contains
the documentation of the Simulation modules. Each of the
module definitions is segregated with its own Table of Contents.
Section 6 contains information defining the BLACK HAWK cockpit
relevant to piiot-in-the-loop simulation. *A single copy
Appendix to Volume I, containing extensive program verification
data generated from a similar model on the Sikorsky Simulation
Facility, provides NASA and Sikorsky with the necessary information
for validating the BLACK HAWK helicopter simulation on the
Ames Simulation facility.
Volume 11 o f this report documents,the derivation o f the

equations, the assumptions inherent in the model and provides
supportive discussion to aid in the understanding of the
mathematical model.
!
2.1
PAGE
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DOCUNEYT YO.
OVERVIEW OF THE SIMULATION
3.0
'
SER 70452
MODEL
The mathematical model o f BLACK HAWK provided under this

contract is based on the Sikorsky General Helicopter (Gen Hel)
Flight Dynamics Simulation. This model is a generalized,
modularized analytical representation .of a total he1 icopter
system. It normally operates in the time domain and allows
t.he simulation o f any steady or maneuvering flight condition
which can be experienced by a pilot.
The overall structure of the model is presented on figures 3. 1

and 3.2 in functional and block diagram format respectively.
The solution in terms of aircraft motion is obtained iteratively
by summing the component forces and moments acting at the
aircraft's center o f gravity and subsequently obtaining the
body axes accelerations. Resulting velocities and displacements
then condition the environment for the components on the next
pass through the program. The datum axes system used are a
set of right coordinate body axes with the origin at the
fuselage center of gravity. The X axis points towards the
nose of the aircraft and is para-1le1 to the center 1 ine of the
aircraft. All calculations are related to this axis system.
The final aircraft motion is transferred into earth axes for
simulator, VFR display and instrumentation drives. The mathematical
module defining the equatioc., of motion are presented in
Section 5.10.
'
The basic model is a total force, non-linear, large angle

representation in six rigid body degrees of freedom. In
addition, rotor rigid blade flappilng, lagging and hub rotational
degrees of freedom are represented. The latter degree of
freedom is coupled to the engine and fuel control. Motion in
the lag degree of freedom is resisted by a non-linear lag
damper model.
The total rotor forces and moments are developed frcm a combination
o f the aerodynamic, mas: and inertia loads acting on each
simulated blade. The rator aerodynamics are developed using a
blade element approach. The angle o f attack and dynamic
pressure on individual blade segments are determined from the
three orthogonal velocity components. These arise as a result
of airframe motion, rotor speed, blade motion and downwash
resulting from the generation of thrust. In the latter case,
which represents the air mass degree o f freedom, a uniform
downwash is derived from momentum considerations, passed
through a first order lag, and then distributed first harmonically
as a function of rotor wake skew angle and the aerodynamic hub
moment. Finally, blade geometric pitch i s summed with the
inflow angle of attack to obtain the total angle of attack at
the blade segment. The full angle of attack range for blade
aerodynamics i s represented as a function of Mach number.
3.1
PAGE
Y ?9 REV
@7'
Blade inertia, mass and weight effects 'are fully accounted for
and their resulting loads, dependent on blade and aircraft
motion, are-added to the aerodynamic loads for each blade.
This suirmation gives the shear loads on the blade root hinge
pins. Total rotor forces are obtained by summing all the
blade hinge pin shears with regard to azimuth. Rotor moments
result from the offset of the hinge shears from the center o f
the shaft. Blade flapping and lagging motion is determined
from aerodynamic and inertia moments about the hinge pins.
During one pass through the program all segments and all
simulated blades are computed. If because of execution time
considerations the simulated number of blades are not made
equal to the actual number, then they are redistributed in
azimuth accordingly. The mathematical module defining the
rotor is presented in Section 5.1.
The fuselage is defined by six component aerodynamic charactsristics which are loaded from wind tunnel data which have been
extend analytically to large angles. The angle o f attack at
the fuselage is developed from the free stream plus interference
effects from the rotor. These interference effects are based
on rotor loading and rotor wake skew angle. Local velocity
effects are not accounted for. The mathematical module defining
the fuselage is presented in Section 5.2.
The aerodynamics o f the empennage are treated separately from
the forward airframe. Thi s separate f ormul ati on a1 1 ows good
definition of non-linear tail characteristics that would
otherwise be lost in the simplifications of multivariate total
aircraft maps. With this approach, changes to the empennage
can be made without reloading basic airframe maps. The angles
of attack at the empennage are developed from the free stream
velocity, p l u s rotor wash and airframe wash. Dynamic pressure
effects from the airframe are accounted for by factoring the
free stream velocity component. By necessiry the wash and
dynamic pressure effects are averaged over the stabilizing
surfaces. The tail rotor is represented by the linearised
closed form Bailey theory solution. Terms in tip speed ratio
greater than /k squared have been eliminated. The airflow
encounted by the tail rotor is developed in the same manner as
the empennage. An empirical blockage factor, due to the
proximity of the vertical tail, is applied to tlie thrust
output. The mathematical modules def i ni ng the Empennage and
tail rotor are presented in Sections 5.3 and 5.4 respectively.
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3.2
PAGE
Y. 29 9EV.
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DOCUMENT no.
SER 70452
The flight control system for BLACK HAWK presented in this

model covers the primary mechanical flight control sytem and
the Automatic F1 ight Control System (AFCS). The latter incorporates
the Stability Augmentation System (SAS), the Pitch Bias Actuator
(PEA), the Flight Path Stabilizntion (FPS) and the Stabi lator
mechanization. These automatic control functions collectively
enhance the stability and control characteristics of the BLACK
HAWK. The analytical dafinition of the control system given
in Section 5.5 incorporates the Sensors, shaping networks, 1 ogi c swi tchi ng , authori ty 1 i tni ts and actuators. Some of
these components have wi de band-wi dths which are beyond the
frequencies normally associated with piloted simulation. They
have been included for completeness and accuracy in analytical
evaluations. The model provided represents the control system
in a complete manner except for the FPS. In this case only
the attitude hold and turn features have been defined.
The engine/fuel control model provided with this simualtion is
a 1 inearized representation with coefficients which vary as 3
function of engine operating condition. The model adequately
provides for closing the rotor shaft speed loop throughout the
normal operating envelope of the ;le1icopter. However, maneuvers
which result in significant rotor speed excursions may result
in discrepancies in the simulation. This engine module should
not be used for engine performance evalua,;on. The modular
formulation does however, faci 1 i tates the i ntroductfon o f a
sophisticated model i f necessary at a later time. The interface
of the engine with the rotor module, shown on Figure 3.3, is
via the rotor clutch. This is programmed to disengage the
rotor shaft from the engine i f rotor required torque drcps
below zero. Under these circumstances, the engine speed
feedback t o the fuel control will cause the engine to seek an
operating condition dictated by the control. The clutch will
reengage when the rotor speed drops below power turbine speed.
The engine fuel control equations are presented in Section
5.6.
The landing interface module, Section 5.7, allows for ground
contact. It is a generalized representation consisting of a
landing gear force reaction model complete with all necessary
space/body geometry calculations to track a free he1 icopter
during a landing onto level ground. The landing gear is
represented by separate non-1 inear tire and strut dynamic
characteristics. Tire in-ground-plane loads are developed as
a non-linear function o f the tire deflection and normal load.
These forces are adjusted depending on the friction criteria
which determines tire skid properties at the ground plane.
The strut i s simulated by an isentropic air spring and velocity
squared damper in parallel. The output loads from the three
landing gears are finally transferred to the center o f gravity
where they are summed with other external forces and moments.
3.3
I-
PAGE'
Section 5.8 defines a simplified ground effects model. During

the development of this module it was evident that anything
more than a simple model based empirically on distance above
the ground plane, was beyond the scope'of this contract. The
model provided, adjusts the downwash at the rotor (and therefore
rotor loads) as a function of height above the ground plane
and forward speed (in terms of rotor wake skew aogle):
The gust penetration routine documented in Section 5.9 provides
for a gust front passing across the rotor disc from any direction.
Behind the front, gust velocities are varied with distance
from the front. The variation can be prescribed by a choice
of several discrete velocity prof i 1 es or a ccjnti nuous turbulence
form due to Dryden. Each rotor blade element and the aerodynamic
centers of fuselage and tail components may be subjected to
horizontal and vertical gust velocities whose magnitude is a
function of the geometric distance from the traversing gust
frqnt. Thus penetration or velocity distributional effects
are almost fully accounted for in the rotor simulation and are
adequately dealt with in the fusel age/tai 1 model.
3.4
PAGE
'1
--
GENHEL FLIGHT DYNAMICS SIMULATlON

'8' RIGID BLADES
- FLAPPING AND LAGGIN0

2OTOR SPEED. OEGREE OF FREEDOM
LAG DAMPER
BLADE: ELEMENT AERO. ( C L= fl60', M = 0-1.0 )
YAWED FLOW
MOMENTUM INFLOW WITH NARMONIC DlSTRlEUltON
'.
HOTOR OUWNWASH
ON EMPENNAGE
AND TAIL ROTOR
<-
ON FUSELAGE
STICKS
MIXING
OW EMPENNAGE
SERVOS
RIGID FUSELAGE
6 OEGREES OF FREEDOM
SIX COMPONENT AERO
a , p a f903
--AEPODY
EMPENNAG&
NP.MiCS
DKQG
SIDE1:ORCE
FiGiJRE 3 . 1
3.5
0-
PAGE
OOCUNEHT
NO.
E!?70452
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Figure 3 . 2
m.t
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OOCUMENT
S E R 70452
no.
E N G I N E INTEGRATION INTO GEN H E 1
CLUTCH
MAIN
FUEL CONTROL
'\
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f-
BODY STATES
VERTICAL
P'I
FLOW
PILOT
-3-
YAW+
)qyn
LONG.
RGLL
LATERAL
FIGURE 3 . 3
3.7
PAGE'
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DOCUMENT N O .
4.0
SER 70452
Descripticn of the BLACK HAWK Helicopter

The UH-GOA I%ACK HAWK, shorn in the figures 4.1 and 4 . 2 , is a
utility transport helicopter developed by Sikorsky for the Army
under the UTTAS program. This medium-sited he1 icopter is designed
to carry eleven combat-equipped troops and a crew of three. The
Basic Structural Design Gross Weight is 16,825 lbs. with a maximum
Alternate Grcss Weight of 20,250 pounds. M-issions include: Troop
Assault, Aeromedical Evacuatiov, Aerial Recovery and Extended Range
Missions. The BLACK HAWK has a maximum level flight speed in excess
of 150 knots and a diving speed in excess o f 170 knots.
The BLACK HAWK has a single main rotor and a canted tail rotor 2s
shown on the general arrangement drawing, figure 4.3. A list of
physical characteristics is given on Table 4.1. The main rotor
consists of four fully articulated titanium/fiberglass blades which
are retained by a flexible elastomeric bearing in a forged
titanium single piece hub and restrained in plane by a conventional
hydraulic lag damper. The 11.0 feet diameter four bladed tail rotor
i s a bearing-less cross-beam arrangement with the shaft tilted 20
degree; upwards. Both rotors have an SC 1095 aerofoil section. The
aircraft is powered by two General Electric Company, T 700-GE-700
engines mounted on top of the cabin which together provide approximately
2,800 h.p. at normal continuous rating. These engines have Hamilton
Standard hydraul ic, and General Electric Company electronic fuel
control components. The drive system consists of main, i3termediate,
and tail gear boxes with interconnecting shafts.
The flight control system on the BLACK HAWK is a redundant hydroelectrical-mechanical system. It includes three two stage main
rotor servos, a Stability Augmentation System (SAS) , a ,Flight Path
Stability System (FPS), and a triple redundant hydraulic supply. The
horizontal tail rotates from a positive angle of about 40' in hover
up to zero with increasing forward speed.
A siinary of the mass properties characteristics is given on Table
4 . 2 . Recommended overall 1ongi tudinal center of gravity 1 imi ts are
-
Siven on figure 4.4.
A more comprehensive description o f the BLACK HAWK helicopter is
given in References 4.1.1, 4.1.2, and 4,1.3.
4.1
PClbE.
* ...ii
.-
4.1
4.1.1
References
F l i g h t I n t e r n a t i o n a l , Week. Ending 25 February 1978, A r t i c l e by
Mark Lambert.
4.1.2
U. S. !.my UH-60A He1 icopter Development Production Program. Prime

Item Development Specification (PIDS) DARCOM-CP-2222-SlOOOD Part I
October 15, 1979.
4.1 ..3
Uti-60A Fami 1 i a r i z a t i o n T r a i n i n g Course Manual
Document.
- S i korsky T r a i n i n g
4.2
PAGE
2s UI. 0
w
n
X
V
4
m
FIGURE 4.1
4&
PAGE
FIGURE a . 2
4.4
PAGE
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STA
732
2) GENERAL ELECTRIC
T700-GI!-700 TURBOSHAFT ENGINES
L-
--- __
WHEEL BASE (28'.IL9")
FUSELAGE 1ENGTH 150*.Z5'*)
--
'J
-
ln
m
A
0
P
IJH-60A BLACK HAWK GENERAL ARRANGEMENT
'd
c
..
Ln
pUti-60A BLACK HAWK RECOMMENDED LONGITUDINAL CENTER OF GRAVITY LIMITS

(DATA FROM SER-70288 PREPARED UNDER CONTRACT DAAJOl -77-C-3001 (P6A)
Woight
1000 L
"0
Furolaga Stotion % In.

I
FIGURE 4 . 4
b
5
m
4.6
PA6t
Y 29 @V.
S1KORSKY
AIRCRAFT
OF POOR QUALITY
slnm
SER 70452
DOCIJMENT N O .
t t C ) l E s P
BLACK HAWK
TABLE 4.1.
LIST OF PHYSICAL CHARACTERISTICS
MAIN ROTOR
Diameter
B 1a d e s
Chord
Airfoil
61 ade Area
Sol i d i t y
T i p Sweep
Twist
S h a f t Angle
VERT I CAL STAB I L I ZE R

53.67
4
1.75 f t .
SC 10952
186.8 f t
.0826
20 Deg.
-18 Deg.
3 Deg.
Span
T i p Chord
Sweep ( I C )
Aspect Rat i o
Airfoil
8.167 f t .
32.3 f t 2
6 ft.
2.83 f t . .
41 Deg.
1.92
NACA 0021
GENERAL
TAIL ROTOR
Diameter
Blades
Chord
A i rf oi 1
Biade Area
Solidity
Twi s t
Cant Angle
Area
Root Chord
11 f t .
4
.81 f t .
SC 1095
17.82 f t 2
.1875
-18 Dw.
20 Deg.
Overall Length
Fuselage Length
Wheel Tread
rlhee.1 Base
64.83
50.06
8.88
28.93
ft.
ft.
ft.
ft.
HORIZONTAL STAB1LATOR
j
Span
Area
Root Chord
T i p Chord
Sweep (1C)
Aspect Ratio
A i rf oi 1
Inci dence/Di hedral
14.38 f t .
45 f t 2
3.67 f t .
2.54 f t .
0 Deg.
4.6
NACA 0014
0 Deg.
4.7
PIGP
mi--
f+J
'\
BLACK HAWK
TABLE 4.2.
SUMMARY OF MASS PROPERTIES CHARACTERISTICS
~~
WEIGHT
CONDITION
CENTER OF
GRAVITY
POSIl 3N
MOMENT OF INERTIA
-L
Ixx
WL
STA
-
IZZ
I xz
-
16000.9
358. o
251 .O
5550
473626 442646
18886
Aeromedi ca-1 Mi ss i on
15479.3
359.0
251.1
4058
475389 441 954
1951U
Aerial Recovery Mission
20250.0
359.6
234.7
00200
227 30
Extended Range Mission
19193.7
352.5
26.1
74633
28076
16330.9
345.7
248.3
71 141
500923 465328
341 44
Basi c Structural Design- Aft
16330.9
360.2
249.5
68263
465774 43271 9
15268
Maximum A1 ternate GM-Fwd
20250.0
347.1
244.4
79532 514803 479012
33850
Maximum A1 ternate GW-Aft
20250.0
360.2
245.1
77898 4821 41 447627
18408
Design Mission
Troops
Bas ic S t ruc t u ra 1 Des i gn- Fwd
- -(Data from SER-70288 Prepared Under Contract DAAJOl -77-C-0001 ( P 6 A )
DOCUMENT
no.
SER 70452
MAIN ROTOR MODULE
5.1
CONTENTS
5.1.1
Module Description
5.1-2
FIGURES
5.1.1.1
5.1.1.2
5.1.1.3
5.1.1.4
5.1.1.5
5.1-7
5.1-8
5.1-9
5.1-10
5.1 - 1 1
5.1.2
Module Equations
5.1-12
5.1.3
Module Input/Output Definition
5.1-28
5.1.4
Komencl ature
5.1-39
5.1.5
Black Hawk Main Rotor Input Data
5.1-49
FIGURES
5.
Body axes to shaft axes transformation

Shaft axes to rotating blade span axes transformation
Definition of Yawed angle of attack
Lag damper kinematic geometry
Main Rotor Equation flow diagram
5.1.5.1
5.1.5.2
5.1.5.3
5.1.5.4
Blade twist input

Blade Section 2D aerodynamic lift characteristics
Blade Section 2D aerodynamic drag characteristics
Lag damper force characteristics
5.1-50
5.1-51
5.1-53
5.;-55
TABLES
t.
5.1.5.1
5.1.5.2
5.1.5.3
5.1.5.4
5.1.6
Blade Twist Input .

Blaae Section 2D Aerodynamic Lift Characteristics
Blade Section 2D Aerodynamic Drag Characteristics
Lag Damper Force Characteristics
References
5.1-57
5.1-58
5.1-61
5.1-64
5.1-65
br
5.1-1
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5.1
Main Rotor Module
5.1.1
Module Description
The main rotor rnodel is based on a blade element analysis in
which total rotor forces and moments are developed from a
combination of aerodynarnic, mass and inertia loads acting on
each simulated blade. The blade segment set up option defined
for this Black Hawk model is that o f equal annuli area swept
by the segment. This technique allows the number of segments
to be minimized and distributes the segments towards the
higher dynamic pressure areas.
The total forces acting on the blade are derived from the
total acce1eI:ation and velocity components at the blade together
with control inputs. Accelerations develop from body m o t h n
and blade motion. Velocity components are made up of body
velocities, gust velocities, the rotor's own downwash and
blade motion.
Before calculations at the blade segment can be executed
several axes transformations must be implemented. Initially
body axes angular and translational accelerations and ~elocities
are transferred to the rotor hub and rotated through the shaft
inclination angles i o and i into rotor shaft axes. These
angles with positive rotatidn of i about the Y axis followed
by i about the resulting X s axis b e shown in Figure 1.1.1.
The dody velocities are non-dimensional ized by rotor tip speed
(s&) to conform with usual he1 icopter analysis practice.
Motion accruing from the rotor shaft degree of freedom is
derived from the engine module.
The rotor airmass degree af freedom is primarily based on a
uniforni downwash distribution developed from rotor thrust by
app! ication of momentum theory. This uniform downwash, which
i s passed through J. first order lag, is modified to account
for the changing distribution with forward speed and aerodynamic
pitching and rolling moment loading on the rotor. In the
first case the resulting uniform downbash is distributed 1st
harmonically around the azimuth as a cosine function depending
on the inclination of the rotor wake. The desirability of
including this first harmonic distribution, which results in
a uniform downwash at hover and a weighted distribution
towards the aft of the rotor disc at high speed, is discussed
in Refeyence 1.6.1. Since this effect is really dependent on
the resultant velocit vector a lateral velocity term is also
added. The desirabil ty of adding a harmonic distribution of
downwash depending on aerodynamic rotor moments has not been
established for Black Hawk but the necessary equations are
incorporated for comp eteness.
5.1-2
PAGE
D O C U M E ~ T' 1 0 ,
SER 70452
The remaining contribution to the velocities at the bjade

segment is that due to blade motion. Blade flapping and
lagging veiocities and angles are obtained by application of a
Fourier prediction technique, rather than direct integration
of acceleration. This approach is derived in Reference 1.6.2.
This method although simple has been shown to be stable and
accurate for the frequencies of concern in he1 icopter stability
and control evaluatfons.
The blade segment total velocity components are developed in
three parts. Those i ndependent of segment position, those
dependent on segment position and interference effects made up
of downwash and gust effects. The velocities at the blade
segments are obtained by transforming the fixed shaft vectors
ifito the rotating hub axes system, then transferring to the
blade hinge position, transforming into blade span axes through
the Euler a n g l e s b (flapping) and S (lagging) and finally
transferring to the segment position on the blade. These
transformations are i 1 lustrated on figure 1.1.2. These total
velocity components are subsequently used to calculate the
resultant velncity, local Mach number, yawed angle of attack
and flow yaw angle. It should be noted that the radial component
of velocity is ommitted in calculating the Mach Niimber which
is used in the aerodynamic map look-up. Reference 1.6.3,
which describes the use of simple sweep theory, indicates tha.t
Mach Number should be based on the unyawed component of flow.
The total local segment angle of attack on the blade is made
up of the blade local pitch angle and the yawed ang;e of
attack at the segment. The former is made up of the control
impressed pitch (collective 8
cyclic A
B >,pitch/flap
coup1 ing ( ), pi tch/lag couby%i ( dl),p&ord!$d
blade
twist and a aynamic component of blade twist due to torsional
elastic deformation. This emperical dynamic component is
prescribed harmonica1 ly based on blade loading. The yawed
angle of attack i s complicated by the requirement to resolve
blade pitch into the local stream direction as shown in Figure
1.1.3. The resulting equation assumes the series approximation
for the tangent of blade pitch.
5.1-3
PAGE
'L
I.
The treatment of the blade segment aerodynamic force calculation

is completely non-1 inear. Lift and drag characteristics are
provided for the range -1806 o( 4 180. Bivariate maps as a
function of angle of attack and Mach Number are used in the
1 +30 allowing good definition of blade stall.
range -30
The complete coverage of angle o f attack a1 1 ows good def in.1 ti on
of aerodynamic characteristics on the retreating blade side of
the disc. This is important at high advance ratios. The
blade segment 1 ift coefficient is determined by applying
simple sweep theory to the unyawed blade aerodynamic data.
This is rigorously applied in 'the linear lift range where the
entry to the unyawed lift coefficient is transformed by the
cosine of the yaw angle (i.e. &
= d C O S X ) and the
entry Mach Number is a function $FA!$e
unylwed component of
flow. At higher angles of attack some liberties are taken
where sweep theory is not valid. These steps are taker1 to
aviod discontinuities in blade lift data as the blade proceeds
around the azimuth. Discontinhities can result in an unstable
flapping and lagging solution. The app:ication of sweep
theory to the determination of drag is not well established.
For this model, drag is determined by entering the drag map
data with the actual yawed angle of attack. (d
=
A development of sweep theory can be found in RefZk&@e
1.6.3.
Sikorsky evaluations of this theory, as applied to rotors, are
documented in Reference 1.6.4. 'I map entry logic is developed
in the equations. It should be noted that a tip loss factor
is applied to the tip segment. Univariate and bivariate maps
of blade lift and drag coefficients as a function of d
and Mach Number are given in Section 5.1.5. The aerodynH&!'
segmental loads are resolved from local wind axes into blade
span axes and summed along each blade to obtain root shears at
the hinge. These forces are subsequently transformed into
ltotating shaft axes. It should be noted t h a t p and 8 are
Euler angles and order of treatment must be observed. The
aerodynamic moments used in the flapping and lagging motion
equations are calculated at this point in the flow. Also, it
is convenient to develop the aerodynamic feedbacks for the
rotor downwash calculation at this time.
q.
'.
i
5.1-4
PAGE
&a*-/. 1' --.
r-5
--.
'
----
.i
t:4
DOCUMENT N O .
SER 70452
The blade inplane or lagging motion is restrained by a damper

system. In the case of Black Hawk the damper i s non-linear
and the kinematics of this system are corplicated bv geometry.
A general i zed representation is uti 7 i zed as presented on
Figure 1.1.4. Essentially the relative positions of the pickups of the damper on the hub and blade are tracked. From
these valu5s an axial velocity is determined. This velocity
is used to enter the map data presented in Section 5.1.5. The
output of this map, which is an axial force, is multiplied by
the instantaneous moment arm to obtain the damper moment about
the hinge. Although flapping restraint equations are iricluded
they will not be activated for Black Hawk.
The contributions to the lagging and flapping motion about t h e
hinge are the aerodynamic moments, the hinge restraint moments
and the inertia moments. The aerodynamic and hinge restraint
components have been previously discussed. The inertia components
have been explicitly introduced into the flapping and lagging
equations of motion. It should be noted that. lagging motion
takes place in an intermediate set of blade span axes because
of the definition of the Euler angles. Also small terms have
been eliminated from these equations. A software provision to
inhibit the 1 aggi ng degree of freedom has been incorporated.
Before the final shear forces and hub moments can be developed
it is necessary to calculate the inertia shear loading on the
hinge pins, Again sinal 1 terms have been el imi nated. Subsequent
to these calculations the three component total shears at the
hinge are determined and the total rotor forces in fixed shaft
axes at the hub center developed. The rotor hub moments
result from a combination of the shear forces at the hinge
pins and moments from the blade hinge restraint. An arithmetic
manipulation of the equations is introduced on these final
equations which allow the sfmulatad blades to be different
from the actual number. This artifice is intended for use in
piloted simulation where computer execution time is crftical.
With the lagging degree o f freedom operating, the major portion
o f rotor torque is developed through the lag damper. Therefore,
if lagging degree of freedom is selucted out, an alternative
equation containing the aerodynamic moment must be introduced
as specified.
5.1-5
PAGE
ET-
w
--.
-~
---
The oscillating nature of the rotor forces and moments make i t

expedient t o f i l t e r the outputs under some circumstances. A
simple f i r s t order f i l t e r is used. The final rotor forces and
mments are obtained by transforming the filtered shaft axes
forces and moments i n t o body'axes w i t h the origin a t the
ceqter of gravity. These are eventually summed w i t h other
coqment outputs t o gjve the total external forces and moments
.jt the center of gravi.ty.
i
I t i necessary t o make provisiqn i n these final rotor o u t p u t s
for the option of selecting t o run w i t h the engine module i n
or o u t . If the engine is selected o u t , perfect rotor speed
governing i s assummed and the shaft torque reaction on the
airframe i s assummed equal t o rotor required torque. If the
engine module is activated then i t s o u t p u t torque i s introduced
i n t o the airframe.
Finally, the rotor wake skew angle i s determined. This i s the
angle that the center line of the rotor wake makes w i t h the
rotor shaft. I t i s the dependent parameter used t o establish
the variation of rotor wash on the fuselage, wing and t a i l .
The sequencing of the program flow i n the main rotor i s critical
and should follow the equation flow in Section 5.1.2.
block diagram of the Main Rotor Module is given on figure
A l l i n p u t data for the elack Hawk Main Rotor is specified
in Section 5.1.5.
1.1.5.
5.1-5
PAGE
I,
r"'
-
SHAFT AXES TO ROfATING BLADE SPAN AXES

TRANSFORMATIE
M,0
Xs, Y s , Ts Shaft Axes System

X[, v( , Z( R o t a t i n g Shaft Axes System
XES, YES, 2 1 3 Blade Span Axes System
UT,
UR, Up Blade Element V e l o c i t i e s Along
XBs, YBS,
8 a;dBare
ZBS R e s p e c t i v e l y
Euler Angles w i t h
6 R o t a t i o n about
Zs then R o t a t i o n About XBs.
I,
FIGURE 1.1.2
5.1-8
PAGE'
81KORSKY
AIRCRAFT
ORIGINAL PAGE 1st
UmW
OF POOR QUALITY
OOCUMENT N O .
- 9
SER 70452
D E F T N I T I O N OF YAWED ANGLE OF ATTACK
FIGURE 1.1.3
5.1-9
PAGE'
LAG DAMPER KINEMATIC GEOMETRY
----'-I
7
/ t
'--
.-
Lag Damper Axes

XLDMR A l i g n e d w i t h the b l a d e s p a n
and ( Y ,Z)LDMRrotated t h r o u g h OLDMR
FIGURE 1.1.4
5.1.10
TK.
r-=--
@I
1_.
--
SIKORSKYAIRCM
tKiiL"
S E R 701452
MAIN ROTOR FLOW DIAGRAM
ROTOR
CONTROL
SYSYEM
AERO.
LOADI!IG
Swashplate
Motlon
Dormwash
HELICOPTER
flO7ION
ENGINE
I l l
Freedom
A/C
C.G.
BLADE
MOTION
I nt e g r a t i on
*
&
Total Rotor
Forces And
Blade Accel.
About The
To Mot on
To l l a d e Hotfon
To Rotor
Downwash
Ca I cul a t ions
Module
1ntegra:lon
CUFF
il
7
5.i-12
PAGE.
Y29 L t l . G
I/
5.1-13
PAGP'
b
SER 70452
day %
5.1-15
-
Page
5.1-16
Page
c
5.1-17
PAGP'
4
/-
5.1-18
PAGE'
SA29 U 3 . G
'
OOCUMENT
no.
'SER 70452
5.1-19
PIGt.
-?
F---r
'.
SIKORSW
AIRCRAFT
UNWW
TBuilloLoo1m 0
DOCUMENT NO.
5.1-20
PIGE'
SER 70452
OOCUMENT
no.
SER 70452
..
5.1-21
PIGE
c
-.
5.1-22
PAGt.
oocuyr.nr NO.
SEI? 70452
5.1-24
PAGE'
Y 29 41. 6
OOCUMEEIT
no.
SER 70452
37.3
I
5.1-25
P1Gt.
rn
OI.6
3.1-25
-6-
PAGE'
OOCUMENT
no. SER
70452
5 . 1 -;7
SlKORSKY
AiRCFtAFT
.,
>',',--,
\\\-
U N m
3
DOCUMENT NO.
"
SER 70452
.
Mir
??. .
..
..:
i.
C
t
,,-
r,
NS
P
P
5.1-28
PAGE
2s
ev. G
___ ... _.___ -- ,...-LI-----IY------&.?*(-
-LA-
-a
AS
* -
--_
--_
--
..
,--
9;
9-
..
. .
5.1-30
PAGE
..
I -
--
0OC''MENT Y O .
SER 70452'.
I
!
5.1-33
PAGE
5.1-34
PAOt.
F-'-'---
?I
~
__
.
1
SER 70452
OOCUMENT N O .
1'
&pf
.
,
rc:
5.1 -38
__i
P 4Gf
YZS I t . G
-NOTATION
5.1.4
FOR THE MAIN ROTOR MODULE
SYMBOL.
USED 1%
EQUATIONS
P ROG RAM
MNEMONIC
UNITS
'
INDEX
OFSTMR
FT
SPRLMR
RHR
OMGTMR
FT
FT
RADS/S EC
KMRBKl
ND
I.( D
ND
FT
CHDTMR
CHDRMR
Indicating 1 . . .NBS blades simulated

.Indicating 1.. .llSS segments/blade
simulated
Indicating 1.. . (NBS-1 )NSS blade
segments
Blade hinge offset from center
of rotation
Spar length exposed
Rotor radius
Rotor nominal input rotational
speed
Normalized offset
Normalized spar length.
Distance from hinge t o segment
midpoint
Segment chord
Blade t o p chord
Blade root chord
Blade segment area
INDEX
INDEX
KSGMR
DESCRIPTION
FT
FT
FT2
b'
bd
FSCG
LCG
~
G
W LC GB
WEIGHT
BMR
WTBDMR
WTBOD
FSCG
WLCG
FSCGB
WLCGB
LE
LB
LB
INS
INS
INS
Total helicopter weight

Number o f rotor blades
Weight of m e blade
Weight o f helicopter less blades
Total helicopter c,g. position
C.G. position less rotor blades
1,
5.1-39
PLCE
Y 29 REV. I
\ '
DOCUHENT 3 0 .
SER 70452
.5.1.4 (C0nt.d)
SYMBOL
USED IN
EQUATIONS
FSMR
W Lf4R
!xb
!yb
!zb
P
q
r
'xb
VY b
'zb
NOTATION FOR THE MAIN ROTOR MODULE
PROGRAM
MNEMONIC
FSMR
W LMR
VXBDOT
VY BDOT
VZBDOT
PDOT
Q DOT
RDOT
V XE
VYB
VZB
P
xH
yH
zH
..
THETAB
PHIB
PSIB
UNITS
I NS
INS
FT/SEC2
FT/SEC2
FT/SEC2
RADS/ sE C ~
RADS/ sE c2
RADS/SEC~
FTjSEC
FT/SEC
FT/SEC
RADS/ SE C
RADS / S E C
RADS/SEC
FT
FT
FT
gz
DEG
DEG
DEG
FT/SEC2
FT/SEC2
FT/SE C2
"XG
'YG
'ZG
'XG
"YG
"ZG
FT/SEC
FT/SEC
FT/SEC
'b
'b
pb
9,
9Y
DESCRIPTION
5.1-40
PAGE
Fuselage s t a t i o n f o r the main r o t o r

Waterline s t a t i o n for the main r o t o r
Accel . along X-axis
Accel. along Y-axis
Accel . along Z-axis
Angular a c c e l about X-axis
Angular a c c e l about Y-axis
Angular a c c e l about Z-axis
Vel. along X-axis
Vel. along Y-axis
Vel. along Z-axis
Angular r a t e about X-axis
Angular r a t e i b o u t Y-axis
Angular r a t e about Z-axis
Longitudinal r o t o r arm
L a t e r a l r o t o r arm
V e r t i c a l r o t o r arm
Pitch a t t i tude
Roll a t t i tude
Heading
Gravity v e c t o r s
Point gust v e l o c i t i e s . For

use when g u s t p e n e t r a t i o n i s
n o t requi red.
SER 70452
OOCUVENT N O .
5. A . 4
(Cdnt'd)
SYMBOL
USED IN
EQUATIONS
f l XH
/M. YH
/u ZH
/Lc xs
/M Y S
NOTATION <OR THE MAIN ROTOR MODULE
PROGRAM
. MN EMON I C
UNITS
MUXHMR
MUY HMR
MUZHMR
ND
MUXSMR
MUYSMR
MUZSMR
ND
PSMR
QSMR
RSMR
PS. MR
QS.MR
RS. MR
DESCRIPTION
hub v e l o c i t i e s
!XH
Y! H
"
ZH
!xs
VYs
normalized
ND
ND
I Shaft velocities
ND
normalized
1.ID
S h a f t a n g u l a r rates
RADS/ S EC
RADS/SEC
RADS/SEC
RADS/ S EC2
VXH. MR
VYH.MR
VZH. MR
FTISEC'
FTISEC'
Hub a c c e l e r a t i o n s
VXS MR
VYS. MR
VZS. MR
FT/SEC2
ff /SEC'
RADS/SEC2
RADS / S E C
Rotor s h a f t a c c e l e r a t i o n
Rotor s h a f t speed
RADS/SEC
Rotor s h a f t datum speed
5.1 -4.1
pAoP
5.1.4
(Cont'd)
SYMBOL
USED IN
EQ UAT I ONS
PR
4
4
c;3'
6
3'
A~~~
A ~F i
BB1F
A~~~
A ~L i
L
/TOT
KT X
PROGRAM
MNEMONIC
OMR. MR
OMRMR
PSIMR
BRMR
BR. MR
BR. .MR
LGMR
LG. MR
LG. .MR
AOFMR
A1 FMR
81 FMR
AOLMR
A1 LMR
B1 LMR
UTOTMR
K1 XMR
"!HA
KlYMR
THAMR
MHAMR
LHA
LHAMR
RH 0
CTHAMR
CMHAMR
CLHAMR
K1Y
THA
C~~
c~~~
C~~~
UNITS
DESCRIPTION
Rotor s h a f t a c c e l e r a t i o n r a t i o
ND
Rotor s h a f t speed r a t i o
DEG
Rotor azimuth p o s i t i o n
Flapping angle
RADS
RADS/ SEC
Flapping rate
R A D S I S E C ~ F1appi ng accel e r a t i on
RADS
Lagging angle
RADS/SEC . Lagging rate
RADS/s E C ~ Lagging acceleration
DEG
Steady flapping (coning)
Long. f i r s t harmonic flapping
DEG
DEG
Lateral f i r s t harmonic flapping
DEG
Steady lagging
Long. f i r s t harmonic lagging
DEG
DEG
Lateral f i r s t harmonic lagging
riD
Total v e l o c i t y component a t
the rotor
ND
Longitudinal Glauert i n f l o w "actor
ND
Lateral Glauert i n f l o w factor
LB
Aerodynamic component of thrust
FT LB
Aerodynamic component of pi tchi ng
moment
FT LB
Aerodynamic component of r o l l i n g
mmen t
SLUGS/FT3
Air densi t y
Thrust coefficient
Pitching moment coefficient
Rolling moment coefficient
ND
5.1-42
PAGE'
n..
*
(Ccctd) NOTATION FOR THE MAIN ROTOR MODULE
5.1.4
SYMBOL
USED I N
EQUATIONS
PROGRAM
MNEMONI C
CT
KCN
KSM
TDWO
KCTMR
ND
KCMMR
ND
KSLMR
ND
Gain factors on harmonic i n f l o w
TDWCMR
TDWSMR
TDWS
0
DW c
TDPlRI
DWSHMR
1I RADS
DW CMR
1/RADS
DWSMR
1/RADS
UPDMR
~
UT DMR
URDMR
U ~ ~ ~ i ~ i
LAMBMR
/g
DESCRIPTION
Time factor; on harmonic inflow
TDWOMR
TDWC
UNITS
AV M R
1/RADS
1/RADS
1/RADS
1/RADS
VGAVMR
1/RADS
UPIMRI
Uniform component of downwash a t

the rotor disk
Cosine component o f downwash
Sine component af downwash
Total components of downwash
i n blade span axes
Total normal rotor inflow velocity
Average g u s t veloci ty-used w i t h
g u s t penetration routine.
Tota 1 segment i nterference
velocities i n blades span axes
u~IMRI
UTIMRI
1/RADS
11RADS
%IMRI
URIMRI
1/RADS
UPGMRI
1/RADS
1/RADS
1 /RADS
Gust penetration components a t the

blade segment i n blade span axes.
1/RADS
A i rframe upwas h componont s
IMRI
PGMR I
U~~~~~
U~~~~~~
UTGMRI
URGMRI
UPWMRS
UPWMR I
UTWMRI
URNMRI
UTWMRI
URWMRI
5.1-33
PAGE
__.-
5.1.4
(Cont'd)
SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
UNITS
UPAMR
UPBMR
UPMR
UTAMR
UTBMR
UTMR
URPMR
URBMR
URMR
UY AWMR
I'ACHMR
a
cos y
*CUFF
*1 s
B1s
A SP
$ 3
K 1
K 2
T~~~~~~
F~~~ MR
bS
FPO
I
FPC
FPs
Total flow component a t the
FT/SEC
REG
DEG
DEG
DEG
DEG
LB
LB
fA 29 REV.
blade segment
Blade segment Mach Number.
Speed o f sound
Cosine o f segment flow skew a n g l e
Coll ecti ve b l a d e p i t c h
Lateral c y c l i c blade p i t c h
Longitudinal c y c l i c b l a d e p i t c h
Swashplate phase a n g l e
Hinge a n g l e - P i t c h / F l a p coupl ing
Hinge a n g l e coefficients
Pitch/Lag coupl ing
Geometric b l a d e p i t c h a n g l e
R e s u l t a n t force a t blade r o o t
Number o f b l a d e s s i m u l a t e d
Number o f segments s imu 1a t e d
Harmonic components of the
blade r e s u l t a n t f o r c e
DEG
LB
LB
PAGE
t-
Blade segment t o t a l v e l o c i t y
Components i n b l a d e span
axes.
5.1-44
MACHMR
VSOUND
CSGMMR
THETA@
A1 S
87 S
DELSMR
DEL3MR
KAFl MR
KAF2MR
TH~~AMR
FPDYMR
NBSMR
NSSMR
FPOMR
FPCMR
FPSMR
DES CRIPTI ON
l/MDS
1/RADS
1/RADS
1 /RADS
1/RADS
1/RADS
1/RADS
1/RADS
1/RADS
1/RADS
5.1.4 ( C o n t ' d )
SY !*lBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
MODESP
KFPO
KFPC
KFPS
T~~~ MR
KFPOMR
KFPCMR
KFPSMR
THDY MR
eI
NY
A ~MR ~ i
A~~~~~
ACL3MR
AC L4MR
TRANS
LY
'CY
BTLMR
ACDbiR
FP
FT
FR
FPb
FTb
FRb
FXA
FYA
FZA
AFYNMR
ACLl MR
ACL2MR
ACL3MR
ACL4MR
AFTFMR
CLMR
CDMR
BTLMR
OCDMR
FPMR
FTMR
FRMR
FPBMR
FTBMR
FRBMR
FXAMR
FY AMR
FZAMR
UNITS
DESCRIPTION
Equivalent b l a d e f i r s t t o r s i o n a l mode
Harmonic weighting c o e f f i c i ents
f a r blade t o r s i o n a l wind-up.
DEG
Blade segment t o r s i o n a l a e f l e c t i o n
DEG
Actual b l a d e segment geometric p i t c h

Blade segment a n g l e of a t t a c k
Angle of a t t a c k break p o i n t s
f o r l i f t curve.
DEG
DEG
DEG
DEG
D EG
Transformed a n g l e o f a t t a c k f o r map ent$.y

Blade segment l i f t c o e f f i c i e n t
Blade segment drag c o e f f i c i e n t
Blade t i p l i f t l o s s f a c t o r
Prcf i 1e drag c o r r e c t i on
Segment a e r o f o r c e s
DEG
LB
LB
LB
LB
LB
LB
LB
LB
LE
Blade a e r o f o r c a s
- b l a d e span
I
6
axis
Blade a e r o f o r c e s - s h a f t r o t a t i n g a x i s
5.1-45
PAGE
YI 29
REV. G
5.1.4
(Cont'd)
NGTATION FOR THE MAIN ROTOR MODULE
SYMBOL
USE@ IN
EQUATIONS
FXI
FYI
FzI
XT
FY T
FZT
M~~~
M~~~
T~~
M~~
L~~
A~~~~
LDNR
C~~~~
OLDMR
RLDMR
'GEOMR
S O
PROGRAM
MNEMONIC
FXIMR
FY IMR
FZIMR
FXTMR
FY TMR
FZTMR
MFABMR
MLABMR
THAMR
MHAMR
LHAMR
ALDMR
BLCMR
CLDMR
DLDMR
RLDMR
THLDMR
LAGCMR
XLDMR
Y LDMR
ZLDMR
LDMR
LD. MR
FLD i MR
MF FDMR
MFLDMR
MLLDMR
MLFDMR
UNITS
DESCRIPTION
Blade i n e r t i a l f o r c e s - s h a f t r o t a t i n g ax1.s
LB
LB
LB
LB
LB
LB
Blade t o t a l f o r c e s - s h a f t r o t a t i n g a x i s
FT LB
LB
IT LB
FT LB
INS
INS
INS
INS
Aerodynamic component o f thrust force

Aerodynanic component of p i t c h i n g moment
Aerodynamic component of r o l l i n g moment
Input c o n s t a n t s d e f i n i n g the
geometry of t h e l a g damper
kinematics
INS
DEG
DEG
INS
INS
I NS
INS
INSISEi
LB
FT L9
FT LB
FT LB
FT LB
5.1-46
PACE
Y. 29 RSV. C
Aero moments about hinge-blade span a x i s
Component displacemnet of l d g damper

( r e l a t i v e pick up p o i n t s )
Axial displacement o f l a g damper
Axial rate of l a g damper
Axial force o u t p u t from l a g damper.
Flapping moment due t o f l a p damper
Flapping moment due t o l a g damper
Lagging moment due t o l a g damper
Lagging moment due t o f l a p damper
t
DOCUMENT x .
5.1.4 ( C o n t d )
SEH 70452
NOTATION FOR THE MAIN RQTOR MODULE
-.
SYYBOL
USED IN
EQUATIONS
A LHBC
AHBC
ANHBC
v
yb
PROGRAM
MNEMONIC
DLHBMR
DMHBMR
DNHBMR
FT LB
KBETA
KB ETA.
MBMR
T~~~~~
FFTT . LLB
B
S EC
QE
QMEG
r !E!
%
HH
JH
TH
LH
QH
HHB
J~~
THB
L~~
MHS
QHB
LB
LE
Total force component outputs frorn

the rotor i n shaft axes a t the hub
LB
FT i.5
FT LB
FT Le
Total moment component outputs

f r o m the rotor i n shaft axes a t
the hub
5.1- 7
PACE
Y 29 atv.
Delta moments a t hub due io

blade constraints.
FT LS
FT LB
I BMR
WTBDMR
HHMR
JHMR
THMR
LHMR
MHMR
QHMR
HHBMR
31iBMR
THBMR
LHBMR
MHBMR
QHBMR.
TFILMR
Ib
DESCRIPTION
UNITS
Rotor force and moment f i 1 ter

time constant
Engine torque supplied by engine
module if selected.
5.1.4
(Cont'd)
SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
MR
Y~~
hR
M~~
NMR
YPMR
HPMR
cT/C
ct!/fl
cJ/O-
CM,/
cL/C
cQ/S
XMR
YMR
ZMR
LMR
MMR
NMR
CHIPMR
HPMR
CTSGMR
CHSGMR
CJSGMR
CMSGMR
CLSGMR
CQSGMR
UNITS
LB
LB
LB
FT LB
FT LB
DEG
1.1P
Rotor wake skew a n g l e

Horsepower required by r o t o r .
Rotor s h a f t axes f o r c e and moment
coefficients (output only).
I
PAGE
Rotor forces and moments i n body

axes a t the fuselage c.g.
FT LB
5.1-4s
SA 29 REV.
DESCRIPTION
'1
OOCUMENT Y O .
i
I
SZR 70452
5.1-49
PAGE'
Y n
m.G
BLACK HAWK BLAGE TWIST INPUT

M A P NAME:
NRP TYPE:
I N P U T V A R I A B L E (SI :
OUTPUT VFIRIFIBLL:
XSEGMR
TWHAMP
UVA
THSTMA
PRIMARY MdP:
0.00
1.00
0.05
w u * n
Prm)umn
mm
........
FIGURE 1.5.1
5. i - 5 0
PAGE
.._.
,-
--*----.-
..
KIDQB8e
BLACK HAWK MAIN ROT3R BLADE SECTION LIFT C O E F F I C I E N T

BLRCKHBWK
NASR STUDY
SER 70452
DOCUMENT N O .
26-SEP-80
MRP NRME:
NRP TYPE:
INPUT VARIABLE IS1 :
OUTPUT VRRIRBLE:
- AIRFOIL SC 1095
CLMRHP
RFTFMR
CLMAMP
B I VUVR
(1/2)
MACHMR
DII
CLMR
PRiFFlRY MAP:
9.10
0.a
-32.00
32.00
2.00
SECONDARY YAP
0.m
'
- 180.00
180.00
2.00
-Linin
pllLllLiniri
a"
0.00
1.00
0.10
aa
'
.
*
'
Liniv
'
wm~inin
(DDm
LM
0.m
am
o.m
am
am
1.m
-.
'-20O.00
-'160.00
-'I~O.OO -'~o.oo
-I~o.oo
$LOO
~b.00
AFTFUR
FIGURE 1.5.2(a;
5 I-5i
PAGE
Y 29
RCV. 0
8b.00
tk0.00
t's0.00
~OO.OO
r-BLACK HAWK
MAIN ROTOR BLADE SECTION LIFT COEFFICIENT

BLRCKHRYK
HRSR STUOY
26-SEP-BO
FIGURE 1.5.2(b)
5.1-52
PAGE
'
- AIRFOIL S C 1095
C ln A N P
12/21
..- .. ._
.- .. . ....
(Cont'd)
DOCUMENT NO.
BLACK
- HAWK MAIN ROTOR BLADE SECTION DRAG COEFFICIENT
SLRCKHAWK
NRSA STUOT
26-SEP-80
MAP HARE:
R R P TTPE:
OUTPUT V R R I R B L E :
P R I M A R T HRP:
-32.00
32.00
2.00
SECONORRY HAP;
-180.00
180.00
2.00
i-
I
I
- AIRFOIL SC 1095
CDRRHP
11/21
conAnP
I N P U T V R R I R B L E (91 : RFYHHR
SER 70452
B IVUVR
CunR
0.00
1.00
m u m n
muumn
mm
0.10
-umn
m u m
mm
FIGURE 1.5.3(a)
5.1-53
PAGE
BLACK HAWK MAIN ROTOR BLADE'SECTION DRAG COEFFICIENT

BLRCXHRIIA
a!
- NRSR
STUDY
26-SEP-82
AIRFOIL SC 1095 (Cont'dl

12/21
CDqRIlP
. I
--- .
I
I
I
ao
FIGURE 1 . 5 . 3 ( b)
5.1-54
PAGE
T
li
------"
..
BLACK HAWK MAIN ROTOR BLADE LAG DAMPER FORCE tHARACTERISTICS
BLRCt(HRkK
N R S R STUDY
26-SEP-90
11/21
LOFIRMP
M A P NRME:
HRP TYPE:
P R I f l R R Y MRP:
-2.00
2.00
-uan
m u m n
0.10
SECONOGRY MRP:
-re
-7.00
7.00
1.00
ammunlp
-umn
eum
0 '
I"
-r
~-
8 r-1-
I.
I
1-
! I
I
I
I
FIGURE 1.5.4(a)
5.1-55
PnGt
T.
.
!
I
I
I
I
I
I
I
I
BLACK HAWK MAIN ROTOR BLADE LAG DAMPER FORCE CHARACTERISTICS {Cont'c',)
BLACKHRWK
HRSA STUOT
26-SEP-BO
LOHRHP
12/21
I,
1
FIGURE 1,5.4(b)
5.1 -56
PAGE
~-
.. . .
. 1.
8
. ....
..
...~...
...
. .
TABLE 1.5.1
BLACK HAWK MAIN ROTOR PRESET BLADE TWIST
TWMRMP::UVR93
X S EG M R W
TW S T M R##
TWMRLO
EXP 0.d,l.0,0.05
TWMRLO: E x P
0.a.
EXP
-8.95,
E X P , -5.3.
EXP
-9.65,
-1a.9
;MAP ARCUMENT:LOOK UP ROUTINE

iINPUT VARIABLE
;OUTPUT VARIABLE
;MAP NAME
iLOWER LIMITVUPPER LIMITBDELTA
#.a,
0.0,
-2.75,
-7.1,
-1.8,
-6.15,
-10.3,
-10.75,
a.a,
-3.55,
-7.9,
-12.3,
-0.13
-4.4
-0.8
-13.1
5.1-57
PAGE'
n Rtv.
I'
1:
pc'
a
.
,- '
EQCUME?IT N O .
SE!? 70452
TABLE 1.5.2
I. .
-- . .- .
BLACK HAWK MAIN ROTOR BLADE SECTION LIFT COEFFICIENT

ACLlMR:
ACLZMR:
ACL3MR:
ACL4MR:
CLMRMP:
EXP
EXP
AIRFOIL SC1095
11.0
172.0
-5.0
-172.B
BIVUVRIIO
AFTFMR##(17)
MACHMR##(A17)
CLMRO#( A1 7 )
CLMRLO
-32.0,32.8,2.0,
O.O,l.fle,.T
CLMRHI
E X P -180.0,180.0,2.0
i
CLMRLO:
; ** ROTOR COEF. OF L I F T MAP

;MAP ARGUMENT:LOOK UP R O U T I N E
: I N P U T V A R I A B L E #I,
: I N P U T V A R I A B L E #2
:OUTPUT V A R I A B L E
:PR!MARY
( B A S I C ) MAP NAME
33:LOW. L I M . , UP. L I M . , D E L T A , I I T E M S
;LOW. L I M . ,
DELTA
UP. LIM:,
;SECONDARY ( H I C H A N G L E ) MAP NAME
:LRW. L I M . ,
DELTA
UP. L I M . ,
P R I M A R Y MAP:
A F T F M R FROM -32 T O 32.DELTA-2,MACHMR
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: MACH N O . r . 0
-0.9675,
-1.0,
-%.984,
-121.980,
.-0.724,
-0.37,
-0.19,
0.03,
0.89,
1.10,
0.9828.
0.9856,
.997 ,
1.0,
-0.996,
-0.976,
-0.19,
0.243,
1.25,
0.9884.
0.9675
-0.992,
-0.972,
-0.39,
0.46,
1. 10,
0.9912,
-0.988
-1 .B7
-0.45
0.67
0.98
0.9948
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: MACH N 0 . 1 . 1
-0.9675,
-1.0.
-0.984,
-0.988,
-0.724,
70.37,
-0.19.
.0.53.
0.89,
1.10,
0.9828.
0.9856.
1.0,
.
,997
-0.996,
-0.976,
-0.19,
0.243.
1.25,
0.9884.
0.9675.
-8.992.
-0.972,
-0.39,
0.46,
-iT.
0.9912.
0.67
0.98
8.9940
-0.996,
-0.976,
-0.19,
1.243,
1.25,
0.9884,
0.9675
-0.992.
-0.972,
-0.39,
0.46,
1.10,
0.9912,
-0.988
-1.07
-0.45
0.67
0.98
0.9940
EXP
iXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: MACH N0.=.2
-0.9675,
-1 - 0 ,
-0.980,
-0.984
-5.724,
-0.37
-0.19,
0.03,
1
0.89,
1.10.
0.9828,
0.997,
0.9856,
1.0,
: MACH N O . r . 3
-0.9675,
- 1 *0.
-0.984,
-0.980,
-0.72 4,
-0.37,
-0.19.
0.03.
0.89,
1.10.
0.9828,
0.9856,
0.997,
1. a ,
1 10,
FROM 0 T O 1.
988
- I -07
-a. 45
-6.996,
-5.976,
-0.19,
0.243,
1.25,
0.9884,
0.9675
5.1-58
PAGE
-0.992.
-0.972,
-6.39,
0.46,
1. 10,
0.9912,
-0.988
-1.07
-0.45
0.67
0.98
0.994
T7--.L
- -
TABLE 1 . 5 . 2 (Cont d l
EX P
EXP
EXP
EXP
EX?
EXP
EXP
MACH NO.8.4
-5.9675,
-1.5,
-5.964.v
-5.966,
-5.535,
-5.24,
5.55,
-5.185,
5.98 ,
1.17,
5.9657,
0.9714,
a. 9942,
1.0,
-0.955,
-5.968,
-5.30,
5.280,
1.13,
5.9771,
5.9675
-5.96,
-5.970,
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: MACH NO.m.5
-5.9675,
-1.5,
-5.925,
-5.93,
-5.525 ,
-5.4,
-5.195,
5.55,
5.96,
1.51,
1.57,
1.56,
1.01.
1.5,
-5.94 *
-5.935,
-5.3,
0.295,
5.96,
-5.93,
-5.94,
-0.32,
0.53,
1.08,
1.535,
-5.92
-5.85
-5.44
5.78
1.56
1.52
5.9675
EXB
EXP
EXP
EXP
EXP
EXP
EXP
: MACH NO.r.6
-5.9675,
-1.5,
-5.934,.
-5.93,
-8.66,
-5.6,
-5.195,
0.575.
5.915,
5.947,
:*553,
1.563,
1.01,
1.5,
-5.946,
-5.926,
-5.55.
5.34,
1.0,
1.042 ,
0.9675
-5.942,
-5.922,
-5.52.
0.613,
1 -054
1. e531
-5.938
-5 805
-5.47
5.84
1.58
1.52
EXP
EXP
E XP
EXP
EXP
EXP
EXP
; MACH NO.8.7
-1.5,
-5.9675,
-5.926 ,
-0.925,
-0.83,
-8.78,
-5.255,
5.57,
5.877,
0.92,
5.895,
5.9,
5.985,
1.5,
-5.944,
-5.914,
-5.735,
5.395,
0.923,
5.92,
0.9675
-5.938
-0.958.
-8.64,
5.72,
5.93,
0.94,
-5.932
-5.88.
-0.59
5.83
5.92
5.97
EXP
EXP
EXP
EXP
EXP
EXP
EXP
-5.9675,
-5.87,
-5.79 ,
-5.25,
5.815,
5.88,
5.98,
-5.93,
-5.83,
-5.75,
5.35.
5.845,
5.92
5.9675
-5.91,
-0.81,
-5.69,
5.56,
0.85,
5.94,
-5.89
-5.88
-5.47
5.755
5.86
5.96
EXP
EXP
EXP
EXP
E XP
EXP
EXP
: MACH NO.a.9
-1.B.
-0.9675,
-5.038,
-5.81,
-5.698,
-0.67,
-5.41,
-5.15,
5.765,
5.81,
5.955 ,
5.885 ,
5.98,
1.5,
-5.922,
-5.782,
-5.665,
5.14,
8.83,
0.925,
5.9615
-5.894,
-5.754.
-0.66,
5.39,
8.85,
0.94,
-5.866
-8.726
-0.54
5.64
5.87
0.96
EXP
EXP
EXP
EXP
EXP
EXP
EXP
-5.9675,
-0.822,
-8,662,
-B.24,
8.8,
8-91,
5.985;
-B.918,
-5.758,
-5.62,
5.2,
B.865,
5.94,
5.9675
-0.886,
-5.726,
-3.61,
5.45,
0.88,
5.955,
-5.854
-5.694
-a. 426
5.7
5.895
5.97
MACH
1-85,
-0.b5.
0.510,
1.03,
0.9028,
-5.962
-5.82
-5.42
5.75
5.96
B. 9885
~ 0 . m . a
- 1 -5,
-0.85,
-0.81,
8.58,
5.845,
5.95,
1.5,
MACH N O . - 1 . 0
-A.0,
-5.79 *
-0.63,
-5.55,
5.65,
0.925,
I .0,
5.1-59
PAGE
DOCUMENT
SER 70452
no.
TABLE 1 . 5 . 2 (Cont'd)
HIGH
-0.0,
CLMRHI: E X P
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
iXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
E!(P
EXP
EXP
EXP
EXP
ANGLE MAP: AFTFMR FROM - 1 8 0 TO 1 8 0 , D E L T A = Z
.74,
665
.95. ,
* 7875,
.625,
,4625,
.3,
.1375,
-.025,
-.1875,
m.35,
-.5125,
-.675,
8375,
I
-.
-1.0,
-.98,
-.37,
.83,
1.1.
.98!?46,
1.0,
.8375,
.675,
.5125,
.35,
.1875,
.025 1
-.1375,
-.3,
-.0625,
-.625,
7875,
-.95,
-.665,
-.74,
0.0
-.
.25667.
725 9
-65,
,9178,
.755 ,
.5925,
.43,
.2675,
105,
-.0575,
-.22.
3825,
-.545,
-.7075,
-.87,
-.996,
-.976,
-.19,
.243,
1.25,
,9884,
.9675,
.805,
.6425,
.48,
.3175,
,5133.
-710,
,725,
885,
.7225,
.56,
,39751
.235 ,
,07259
.09 ,
s 2525 9
-.415*
5775 t
-.74,
9025 9
-.992,
-.972,
-,39,
.46,
1.1,
,9912,
,935
.?725,
.61,
.4475 ,
,285 ,
.1225,
.04,
,2025.
-.365.
-.5275,
;69,
8525,
-.
-.
-
155,
--...0075,
17,
--;495,
.3325,
--.
-.6 5 7 5 ,
-.82,
-.875,
-.68,
-.755,
-.a*
-.695,
-.77.
5.1-60
PAGE
.6B
.e75
.a2
.6G75
.8,
.as25 ,
.69,
.5275,
.365,
,2025,
--
.755
.77.
.695,
.84,
-.1225,
-,285,
4475,
-.61,
,7725.
-.936,
-.998,
-1.07,
-.45,
.67,
.98 ,
.994,
.9825,
.74,
,5775,
.415,
,2525,
.09,
-.0725,
-.235.
3975,
-.56,
7225,
-.
-.
-.
-,885,
-.725,
-.71,
-.5133,
.495
,3325
.17
,0075
-.
155
-.3175
-.48
-.
6425
--..805
9675
-.
984
-.724
-..89
I9
.9828
.997
.87
.7075
.545
.3825
.22
.0575
105
2375
-.43
5925
.755
-.9175
-.65
-.725
25667
-.
-.
-.
-
-.
?,
, .
1
.
SIKORSKY
AIRClPAFT
OOCUMENT
'9
no.
SER 70452
TABLE 1.5.3
--BLACK HAWK MAIN ROTOR BLADE
SECTION DRAG COEFFICIENT
AIRFOIL SC1095
i ** ROTOR COEF. OF DRAG MAP **

:MAP ARGUMENT:LOOK UP R O U T I N E
;I N P U T V A R I A B L E el
t I N P U T V A R I A B L E a2
CDMR#*(A17)
rOUTPJT VARIABLE
CDMRLQ
: P R I M A R Y ( B A S I C ) MAP NPiME
EXP -32.0,32.0,2.0,"033;LQW. L I M - , U P . L I W . , D E L T A , # I T E M S ( 0 C T X i )
;LOU. L I M . , U P . L!Pl.,
DELTA
EXC, 0.0,1.0,.1
CDMRH I
;SECONDARY ( H I G H ANGLE 1 MAP NAME
EXP -180.0,180~0,2s0
;LOW. L ! M . , U P . L I M . , O E L T 4
CDMRMP:
COMRLO:
BIVUVRllr
AFYWMRlrW 17)
MACHMRIWA17 1
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EkP
EXP
E XP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: P R I M A R Y MAP: AFYWMR FROM -32 TO 32,DELTA-Z,MACHMR

FROM 0 TO 1.
I MACH NO.M.0
0.6975,
0.63,
0.562,
0.488
0.417
8-34.
0.267,
0.195,
0.015
0.12,
0.518,
0.512.
0.008,
0.00775,
0.0075
0.0875,
0.0575,
0.008,
0.00BS9
0.889
0.01 1 ,
8.017,
0.026,
0.23
0.145,
0.293,
0.345,
0.4,
0.451,
0.507
0.56,
0.63,
0.6975
: MACH NO.m.1
0.6975,
0.53,
8-34.
0.267,
0.5t2,
0 . i95,
0.488,
0.12,
3.00775,
0.018,
8.012,
0.BH8,
0.0075,
8.011,
8.293,
0.56,
0.0075,
0.017,
0.345,
0.63,
0.0168,
0.0085,
0.026,
0.4,
8.145,
0.455,
: MACH NO.m.2
0.6975,
8.63,
0.34,
0.267,
0.012.
0.019,
0.0075,
0.0075,
0.01 1 ,
0.017,
0.293,
0.345,
0.56,
0.63,
0.417
0.045
0.0075
8.009
0.23
0.507
0.6995
0.562,
0.195,
0.008,
0.008,
0.026,
0.J.
0.6975
0.488 ,
0.12,
0.00775,
0.0085.
8.145,
0.455,
0.417
0.045
0.0075
0.009
0.23
0.587
; MACH
EXP
EXP
EXP
E XP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
E XP
NO.r.3
0.6975,
0.63,
0.34.
5.267,
0.012,
0.018,
0.0075,
0.0075,
B.011,
0.017,
0.2Y3,
0.345,
0.56,
0.63,
: MACH NO.r.4
0.6975,
0.63,
0.39,
0.33,
0.022,
0.013,
0.008,
0.008,
0.014,
0.02,
0.293,
0.315,
0.56,
0.63,
0.562,
~.48e,
0.195,
0.0082,
0.008,
0.026,
0.4.
0.69i5
0.12,
8.0079,
0.0085,
0.145,
0.455,
0.417
8.045
0.0875
0.089
0.23
0.587
0.57.
0.51.
0.208.
0.0085,
B.0085,
0.169,
0.448
0.161
0.008
0.0: 1
0.23
0.507
0.265,
0.009,
0.0882,
0.098,
0.4,
0.6975
5.1-61
PAGE
0.455,
DOCUMENT Y O .
SER 70452
TABLE 1.5.3 (Cont'd)
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: MACH NO.r.5
5.63,
0.6975,
8.458,
0.353,
0.12,
5.567,
0.5075,
0.5075,
5.d8,
0.526,
5.315,
0.365,
5.569,
0.63,
NO.r.6
5.63,
0.6975,
6.415,
0.361,
0.564,
0.296,
0.521,
5.0075,
5.153,
0.416,
5.6975
0.51,
0.588,
5.212.
5.469,
0.465
5.183
a. R58
5.01.1
5.262
8.52
0.578,
0.323,
0.57,
0.5085,
5.179,
0.412,
0.6975
0.525,
8.285,
5.526,
0.51 1 ,
5.231,
5.467 9
0.469
8.246
0.0125
5.528
5.283
5.521
0.504
5.285
5.53
0.582
0.323
0.535
B.24,
0.51,
; MACH
EXP
EXP
EXP
EXP
EXP
EXP
EXP
0.191.
0.5585,
5.073,
5.328,
5.576,
5.128.
0.058,
5.122,
5.358,
5.63,
; MACH
EXP
EXP
EXP
EXP
EXP
EXP
EXP
NO.r.7
5.6975,
0.63,
8-46.
5.416,
8.242,
0.177,
0.03 2,
0.558,
0.126,
0.161,
5.365,
5.458
0.578.
6.63,
0.59,
0.373,
0.113,
0.51,
0.24,
5.451,
0.6975
5.545,
0.329,
5.56,
0.535,
5.28,
0.493,
EXP
EXP
EXP
EXP
EXP
EXP
EXP
: MACH NO.m.8
0.6975,
0.63,
8.478,
8.44,
0.29,
8.225,
0.529,
0.017,
8.225,
0.17,
0.4.
0.435,
8.583,
0.63,
0.593,
G.403,
0.!6,
8.04,
5.285,
0.47,
0.6975
0.555,
8.364,
0.1.
5.59,
5.324,
0.558,
5.52
5.325
0.065
a. 128
5.361
0.546
: MACH NO.g.9
L.6975,
8.63,
6.497,
0.463,
0.33,
0.262,
0.256,
0.05,
P.21,
5.262,
E. 4 2 5 I
5.459,
t3.596,
0.63,
0.597,
0.43,
0.283,
0.08.
5.322,
8.493,
0.6975
0.563;
8.397,
0.149,
0.12,
8.356,
0.527,
5.53
0.363
5.651,
5.572,
0.428,
0.252.
0.1525,
5.399,
0.543.
0 553
EXP
EXP
EXP
E XP
EXP
EXP
EXP
NO.ml.5
0.6975,
P.63.
5.514,
0.486,
8.37,
0.297,
0.117.
5.09,
0.249,
0.298,
5.457,
0.486,
0.601
0.63,
'
0.115
5.167
0.390
0 562
; WACli
EXP
EXP
EXP
EXP
EXP
EXP
EXP
0.457,
0.248,
0.1175,
0.37,
0.514,
0.6975
5.1-62
PAGE
5.399
0.152
5.203
0.428
0.572
!'
..
. ... ..
..
.,
. .
..._..
..- -.. _I_--
(Cont'd
TABLE 1.5.3
CDMRHI: E X P
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EXP
EX?
EXP
EXP
ESP
EXP
HIGH ANGLE M A P : AFYWMR FROM - 1 8 0 TO 180, OELTA*2
.0,
1.03,
.84,
.64,
.E7875 I
1.1225.
1.36625,
1.61,
1.8575,
2.0525,
2.08625,
1.98.
1.. 7 8 1 25,
1.335 I
.9725,
.63,
.267,
.012,
.0075,
.017,
.345,
.63,
. Y 725,
1.335,
1.70125,
1.98,
2.08625,
2.9525,
1.8575,
1.61,
1.36625,
1.1225,
.87875,
.64,
.84,
1.03,
.0
.367,
.995,
.8,
.6875,
,9275,
1.17125,
1.415,
1.66,
1.905,
2 - 0 7 8 75 ,
2.08,
1.52875,
1.6275,
,733 v
.96,
'76,
.735,
.97625,
1.22,
I . 46375,
1.71,
1.9525,
2.105,
2.055,
1.8775,
1.55375,
1.19,
,8325,
.488 ,
.12,
,80795
.5085,
* 145,
,455,
,765.
1.1175,
1.48,
1.82625,
2.03,
2,09875,
2.0,
1.76,
1.5125,
1 ,26875.
1 a825 t
* 7825,
.72,
-92,
1.1.
1.2615,
.9,
.562,
.195,
.008,
.0m,
.026,
.4,
'
.6975,
1.045,
1.4075,
1.775,
2.005,
2.0925,
2.02625,
1.01,
1.56125,
1.3175,
I .07375,
.83,
.68,
.88,
1.065.
1.1,
.92,
.72,
.7825 ,
1.025.
1,26875,
1.5125,
1.76,
1.07375
1.3175
1.56125
1.81
2.0,
2 .if2628
2-09875 9
2.0925
2.005
1.975
1.0875
1.045
,6975
34
e 0 18
,0075
,811
.293
.56
.9
1.2625
1.6275
1.92875
2.08
2 .if7875
1.905
1.66
1.415
1.17125
.9275
,6875
.8
,995
.367
2.03,
1 s 82625 9
1.48,
1.1175,
.765,
.417,
.045,
.0075,
.009,
.23,
,507,
.8325,
1.19,
1.55375,
1.8775,
2.555,
2.105,
1.9525,
1.71,
1.46375,
1.22,
.99625,
.735 ,
.76,
.96,
.733
5.1-63
PAGE
aacumEur
NO.
S E A 70452
TABLE- 1.5.4
BLACK HAWK M I N ROTOR BLADE LAG DAMPER -FORCE CHARACTERISTICS
LDMXMP::UVSUVS##
LD M R I W A 16 1
FLD.fIR+#(A16)
LDMRLO
E X P 0.:a,2.0,0.1
LUMRHI
2.8,7.0,1.0
EXP
.
LDMRLO:
.
LDMRHI:
{ M A P ARGUMENT:LOOK UP R O U T I N E
VARIABLE
{OUTPUT VARIABLE
.LOW RANGE MAP NAME
;LOWER L I M I T , U P P E R L I M I T , D E L ' T A
: H I C H RANGE MAP NAME
IL~OWER L I M I T q U P P E R L I M I T g D E L T A
iINPUT
0.0,
900.0,
10B.0,
2960.0,
EnP
: H I G H A N G L E MAP:
3660.8,
37u.0,
4000.0
EXP
L D , M R 0 TO 2 . 0
; LOW A N 6 L E M A P ;
EXP
E XP
EXP
EXP
EXP
3565.0;
1300 , 0 ,
3230.0,
3590.3,
230.0,
1650.0,
3360.0,
3611.0,
DELTA
380.0,
2080.0,
3450.0,
3630.0,
.1
600.0
2400.0
3525 e 0 '
2650.0
3668.0
L D . M R 2 . 0 TO 7.0 , D E L f A = 1 . 0
388s.~,
1875.0,
3940.0
5.1-64
PIIOE'
\
5.1.6
References
1.
A r t i c u l a t e d Rotor Blade Flapping Motion a t Low Advance

Ratios, F. G. H a r r i s , Journal AHS, January, 1972.
2.
Generi??ized R o t o r Performance, Tanner, Watson

SER-50309, 1964
3.
High Speed Aerodynamics and J e t Propulsion, Volume VIII.,

Aerodynamic Components of A i r c r a f t a t High Speed. Princeton
U n i v e r s i t y Prees.
4.
Yawed Blade Element Rotor Performance Method, Paglino,

V.M. , SER-50620, September, 1969.
I.
I
i l 19 P E V . G
_.. -
e---t
FUSEL4GE MODULE
5.2
5.2.1
CONTENTS
5.2-1
Module Description
5.2-2
FIGURES
5.2.1.1
Fuselage Equation Flow Diagram
5.2-4.
5.2.2
Module Equations
5.2.3
Module Input/Output Def i nifian
5.2-1 1
5.2.4
Nomenclature
5.2-12
5.2.5
Black Hawk Fuselage Input Data
5.2-15
TABLES
Inplane Component of Rotor Wash on the Fuselage
5.2.5.1
Downwash Component of Rotor Wash on the Fuselage
5.2.5.2
Fuselage Drag Coefficient Due to Angle o f Attack
5.2.5.3
Incremental Fuselage Drag Coefficient Due to Sidesl ip
5.2.5.4
Fuselage Side Force Coefficient Due to Sideslip
5.2.5.5
Fuselage Lift Coefficient Due to Angle of Attack
5.2.5.6
Incremental Fuselage Lift Coefficient Due to Sidesl ip
5.2.5.7
Fuselage Rolling Moment Coefficient Due to Sideslip
5.2.5.8
Fusel age Pi tchi rlg Moment Coef f i ci ent Due to Angle of Attack
5.2.5.9
5.2.5.10 Incremental Fuselage Pitching Moment Due to Sideslip
5.2.5.11 Fuselage Yawing Moment Coefficient Due to Sideslip
5.2-16
5.2-16
5.2-17
5.2-17
5.2-17
5.2-18
5.2-18
5.2-18
5.2-19
5.2. 19
5.2-79
FIGURES
5.2.5.1
5.2.5.2
5.2.5.3
5.2.5.4
5.2.5.5
5.2.5.6
5.2.5.7
5.2.5.8
5.2.5.9
5.2.5.10
5.2.5.11
5.2.5
Inplane Component of Rotor Wash on the Fuselage

Downwash Component cf Rotor Wash on the Fuselage
Fuselage Drag Coefficient Due to Angle of Attack
Incremental Fuselage Drag Coefficient Due to Sideslip
Fuselage Side Force Coefficient Due to Sideslip
Fuselage Lift Coefficient Due to Angle of Attack
Incrementa! Fuselage Lift Coefficient Due to Sidesl ip
Fuselage Rolling Moment Coefficient Due to Sideslip
Fuselage Pitching Moment Coefficient Due to Angle of Attack
Incremental Fuselage Pitching Moment Due to Sideslip
Fuselage Yawing Moment Coefficient Due to Sideslip
5.2-20
5.2-21
5.2-22
5.2-24
5.2-26
5.2-28
5.2-30
5.2-31
5.2-33
5.2-35
5.2-36
References
5.2-1
PAr,E
--.-
*---A
\*E
F-- --
DOCUMENT
5.2
Fusel age Modul e
5.2.1
Modu 1 e Descr i p t i on
no.
SER-70452
The effects of rotor wash 7 the airframe have been treated in

gross terms. No attempt ha:, been made to determine the local
flow under the rotor disc and apply it to an element analysis
of the fuselage. The implication of the method used is that
any variations in local velocity effects have been ignored.
It is considered that the technique used provides the essential
effects o f more interference velocity with increased rotor
load, and varies as the rotor wake deflects rearward with
increased forward speed.
The angles of attack and sideslip are derived from the body
axes components of velocity. These comprise the components of
f1 ight path velocity , gust components and rotor downwash. The
definition o f the angles are those used in the wind tunnel.
That is, angle o f attack is the geometric angle subtended by
the model relative to tunnel axis at zero yaw angle. It does
not change with yaw ang7e. Angle of sideslip, equal to minus
yaw, is defined as yaw table angle in the horizontal plane of
the tunnel, irrespective of angle of attack. It should be
noted that these angles are not Euler angles.
The fuselage aerodynamic characteristics are specific to the
Black Hawk helicopter. They are not generalized in any way
and are derived directly from wind pnnel tgsts. The aerodynamic coefficients in terms of ft and ft , for forces and
moments respectively, are presented as functions of angle o f
attack and sideslip i n Section 5.2.5. These wind axes forces
and moments are subsequently transfwmed into body axes at the
fuselage center of gravity. The data obtained from wind
tunnel tests up to post stall crinditions must be extended to
+90 to cover the low speed Plight regimes. Near hover, the
most important forces (tail off) are the vertical drag and
side force. These can be estimated fairly accurately.
Because of the definiticos of angle of attack and sideslip the
transformation equation gives invalid body axes forces and
moments when these angles approach 90'.
5.2-2
PAGE
r--j--
To avoid problems during pilot-in-the-loop simulation, filters

are presented which fade out the transformation and introduce
fixed body axes parameters, estimated specifically for hover
arid low speed flight. For open loop anlaysis the longitudinal
degrees-of-freedom are representative. It should be noted
however, that inaccuracies will be encounted in pure side
flight (i.e., rotor side wash on the fuselage does not exist).
A block diagram indicating the fuselage module f l o w i s presented
on figure 2.1.1.
5.2-3
PAGE
I
tl 29 W . G
DOCUMENT
--
no.
--
3%
SER 70452
FIGURE 2.1.1
YZY
m.S
l.l
J .
:.
..
5.2-5
PIGE.
F--.I-
--
5.2-6
-f
PAGP
-.-._.
. .
-- .
-._I
- --
...
LI
_ -71
icy
.3!Wd
8-Z'S
I
'I
If
t,!"
i:
i
--
5.2-10
TzF
QOCIJMEHT N O .
SER 7045;-
II
I
5.2-11
Notat.;sn f o r t h e Fuselaqe M o d u k
5.2.4
SYMBOL
USED IN
EQUATIONS
'XWF
'YWF
'ZWF
V~~~~
v~WIF
v~~~~
PROGRAM
MNEMONIC
VXWF
VYWF
VZW F
VXItlF
VY IWF
VZIWF
EKXWF
EKYWF
EKZWF
EKXW F
EKYWF
EKYWF
DW 0
DWSHMR
OMGTMR
S T
RT
'WF
RMR
PWF
9F/
SNAFWF
CSAFWF
SNBTW F
CS B f w F
lw
T o t a l v e l o c i t y components a t t h e
FT/SEC
fuselage center o f g r a v i t y
FT/SEC
FT/ S EC
FT/SEC
FT/SEC
Rotor wash i n t e r f e r e n c e on t h e
f u s e l age.
Rotor wash i n t e r f e r e n c e factors
Main r o t o r u n i f o r m downwash.
RADS / S EC
FT
Roto r speed
Rotor r a d i u s
Dynam.ic pressure a t t h e body

DEG
DEG
DEG
Body a x i s angle of a t t a c k
ABS (ALFWF)
IJing angle of a t t a c k
DEG
S i d e s l i p angle
W/T model yaw angle ;=-BETAWF)
DEG
DEG
ABS (PSIWF)
S I N (ALFWF)
COS (ALFWF)
s IN ( BETAWF
COS ( B ETAWF
5.2-12
PAGE
SA 29 REV. C
DESCRIPTION
FT/SEC
QW F
ALFWF
AFABW F
ALFWWF
BETAW F
PS I W F
PSABW F
WF
WFI
o( WWF
/ WF
UNITS
' .
5.2.4
Notation f o r the Fuselage Modcle
(Cont'd)
- SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMQNIC
DESCRIPTION
UNITS
DQ FMP
DQFMP
F T ~
Y Q FMP
YQFMP
FT2
LQFMP
LW FMP
FT2
RQ FMP
MQFMP
RQ FMP
MqFMP
FT3
NQ FMP
NQ FMP
FT3
DDQ FMP
DLQFMP
DMQFMP
GOQFMP
DLkrF MP
DMQ F MP
FT2
DQFTOT
Y Q FTOT
LQFTQT
RQ FTOT
MQFTO;'
NQFTUT
DQFTOT
Y Q FTOT
FT2
LQ FTOT
RQ FTOT
MQ FTOT
NQ FTOT
F T ~
FT3
FT3
FT3
FSCGC
W LCGB
FSW F
FSCGB
WLCGB
FSWF
1NS
Fr3
Drag coefficient from angle of

attack
Side force Coefficient from
s i des 1 i p
L i f t coefficient from angle of
attack
Rolling moment coefficient from sideslip
Pitching moment coefficent from
angle of attack
Yawing moment coeff ici ent from
si des 1 i p
k;
..
FT2
IT3
FT2
I IJS
INS
Deltat drag coefficient from sideslip

Delta l i i t coefficient from sideslip
Delta pitching moment coefficient .
from sideslip
Total components of aerodynamic
coefficients a t the wind tunnel
m o u n t i n g p o i n t i n wind axes.
Fuselage station for the fuselage C.G.

Waterline station for the fuselage C.G.
Fuselage station f o r tunnel mounting
point.
5.2-13
-
I?
... 1
PAGE
87287
-I
, -4
5.2.4
(Contd)
SYMBOL
USED IN
EQUATIONS
Notation f o r the Fuselage Module
PROGRAM
MNEMONIC
UNITS
WLWF
INS
Water1 i n e s t a t i o n f o r tunnel
mounting point.
FT
DESCRIPTION
FT
Fr
Fuselage l o n g i t u d i n a l mounting
p o i n t arm.
Fuselage v e r t i c a l mounting
point a n .
Fuselage l a t e r a l mounting
LB
. LB
point a n .
Fusel a g e aerodynami c component
loads i n body axes a t the C.G.
XWF
YWF
ZWF
LWF
MWF
NWF
I
1
LB
Fr LB
Fi LB
FT L6
LB
LB
LB
FT LB
FT LB
FT LB
5.2-14
PAGE
Fuselage aerodynamic component

loads i n body axes a t the C.G.
modified by low speed phasing.
i(
I,
.1
5.2-15
5'
11
PAGP'
*a
d
_
y
I
-
m.0
'1
BLACK HAWK (TAIL OFF IRS OFF)
TABLE 2.5.1
INPLANE COMPONENT OF ROTOR WASH ON THE FUSELAGE
hXWFMP ::B IV##
EXP CHIPMR#e,AAIFMRee
EKXWFM
EXWFLO
E X P - U . ~ . ~ B B .M
B ,. B , 1 3
EXP -6.0,6.0,6.0
EXWFL0:EXP
EXP
EXP
EXP
;MAP ARGUMENT:LOOK Ut ROUTINE

;INPUT VARIABLE # I , bNPUT VARIABLE #2
:OUTPUT VARIABLE
;LOW ANGLE MAP NAME
;LOW L I M , U P P E R LIM,DEL+A,#ENTRYS(OCT)-CHIPMR
:LOW LIM,UPPER LIM,DELTA-AAlFMR
: LOW ANGLE MAP CHIPMR 0 TO 100 (DEL-10) AAlFMR -6,0,6

: AAlFMR=-6
0.08 ,
0.18,
0.3,
0.43,
0.55
0.66,
8-79.
0.9,
1-03.
0.55
0.0
: AAlFMR-0
8.0,
0.54,
0.0
;
EXP
EXP
AAIFMR-6
-8.12.
0.4,
B.O
0.21,
0.1,
8.66,
0.8,
0.82.
0.88,
0.53
0.67,
TABLE
0.42
0.5
0.18,
0.82,
0.20
0.4
0.32
0.94,
2.5.2
DOWNLIASH FROM THE MAIN ROTOR ONTO THE FUSELAGE

EtWFMP::BIV##
EXP CHIPMR++,AAlFMR#*
EKZWFII
EZWFLO
EXP 0.a,100.0,10.0,13
EXP -6.0,6.0,6.0
;
;
EtWFL0:EXP
E XP
EXP
EXP
LOW ANGLE MAP CHIPMR 0 T O 100 (DEL.10)

AAIFMRm-6
1.11,
1.04,
0.6
: AAiFMR-0
1.12,
1.12,
0.6
;
EXP
EXP
;MAP ARGUMENT:LOQK UP ROUTINE

$ I N P U T VARIABLE Jl, INPUT VARIABLE #2
;OUTPUT VARIABLE
$ L O W ANCLE MAP NAME
;LOW LIM,UPPER LIM,DELTA*+ENTRYS(OCT)-CHIPMR
; L O W LIM,UPPER LIM,DELTA-AAIFMR
1.09.
AAIFMR -6,0,6
1 .as
0.88
1.02,
1.00,
l.Bl,
1.065
1.0,
1.12,
1.12,
1.12,
1.12,
1.12,
1.11,
1.12
0.96
1. IS,
1. i a ,
1.15,
1.22,
1.15,
1.16.
0.98
AAlFMR-6
1.15,
1.17,
0.6
5.2.16
777
1.16
-----4
7--
9"'l
BLACK HAVK (TAIL OFF IRS O F F )
TABLE 2 . 5 . 3
FUSELAGE DRAG C O E F F I C I E N T DUE T O ANGLE O F ATTACK
DQFMP::UVRUVR#O
ALFWF*#
DOFI#
DQFLO
EXP - 2 0 . 0 , 3 0 . 0 , 5 . 0
DOFHI
EXP -?0.0,90.0,10.0
;
LOW ANGLE MAP: ALFWF - 3 8 T O 30
DPFLO: EXP
EXP
EXP
45 .BE 3
23.58,
36.58,
;
DQFH I : EXP
EXP
EXP
E XP
;MAP ARGUMENT:LOOK UP ROUTINE

;INPUT VARIABLE
;OUTPUT VARIABLE
:LOW ANGLE MAP NAME
;LOWER LIMIT,UPPER LIMITpDELTA-LOW ANGLE
;HIGH ANGLE MAP NAME
*
;LOWER LIM!T,UPPER LIMIT,DELTA-HIGH ANGLE
37.58,
23.58,
43 - 8 8 ,
31.68,
25.08,
51.08
HIGH ANGLE MAP: ALFUF - 9 0 TO 9 0

150.0,
145.0,
133.0,
61.0,
27.58,
110.0,
45.08,
36.58,
31.68,
5 1 .88,
145.0,
132.0,
DELTA15
27.48,
27.58,
25.06
31.28
DELTA-10
114.025.06,
66.0,
88.0
23.58
84.0
150.0
TABLE 2.5.4
INCREMENTAL FUSELAGE DRAG C O E F F I C I E N T DUE TO SIDESLIP
-.
DOQFMP::UVRUVR##PSABWFe4
DOOF#*
DDQFLO
EXP
EXP
0.8.30.0.5.0
DDQFH I
38.0,98.0,10.0
;
OOQFLO: EXP
EXP
:MAP ARGUMENT:LOOK UP ROUTINE

;INPUT VARIABLE
:OUTPUT VARIABLE
;LOW ANGLE MAP NAME
;LOWER LIMIT,UPPER LIMIT,DELTA-LOW ANGLE
:HIGH ANGLE MAP NAME
;LOVER LIHlf,UPPER LIMfT,DELTA-HIGH A N G L E
LOW ANGLE MAP: PSI(ABS1 8 TO 3 0 , DELTA-5
0.0,
28.0,
1 .a,
38.5
4.3,
9.0,
16.3
I
HIGH ANGLE MAP: PSI(ABS) 3 0 TO 9 8 , DELTA-10
ODQFHI: EXP
38.5,
EXP 1 6 9 . 5 ,
76.5,
113.5,
141.5,
164.5
170.5
TABLE 2.5.5
c.
FUSELAGE S I D E FORCE C O E F F I C I E N T DUE TO S I D E S L I P

YQFf4P::UVSUVSW
P S IWFO#
vas ##
EXP
VQFLO
D .a, 3 0 . 0 . 5 . 0
VPFHX
EXP
30.0,90,0,10.0
:MAP ARGUMEPT:LOOK UP ROUTSNE

;INPUT VARIABLE
;OUTPUT VARIABLE
;LOW ANGLE MAP NAME
:LOWER LIMIf,UPPER LIMIT,DELTA-LOW ANGLE
;LOWER LIMI7,UPPER LIMIT,CELTA-HGIH ANGLE
ANGLE MAP: PSIWF B T O 39, DELTA-5 Y(PSI)*-Y(-PSI)

11.0,
23.0,
35.8,
58.8
65.8,
72.0
; LOW
YQFLO: EXP
0.0,
EXP
t
YQFHI: EXP
EXP
HIGH ANGLE MAP: PSIWF 3 0 TO 90, CPLTA-10 Y(PSX)*-Y(-PSI)

72.0,
92.0,
103.0,
10Al.d,
84.0
64.0,
37 -16
5.2-17
TG?
BLACK HAWK(TA1L OFF IRS O F F )
TABLE 2.5.6
FUSELAGE L I F T C C E F F I C I E N T DUE TO ANGLE O F ATTACK
c
t
i.
:.
;MAP AR6UMENT:LOOK
UP ROUTINE
:INPUT VARIABLE
;OUTPUT VARIABLE
(LOW ANGLE MAP NAME
:LOWER.LIMIT,UPPER LIMIT,DELTA-LOW ANGLE
;HIGH ANGL 5 MAP NAME
(LOWER LIMXT,UPPER LIMIT,DELTA-HIGH ANGLE
LQFMP::UVRUVR##
AL FWF
LQFW
LPFCO
EXP - 3 0 . 0 , 3 4 . 8 , 5 . 0
LQFHI
EXP -90.6.90.8.10.0
LQFLO: EXP
EXP
EXP
LOW 4NGLE MAP: ALFWF -38'TO 30 , DELTA-5

-78.R,
-52.0,
-3.R,
-25.0,
-5.0,
1.g.
10.0,
20.0,
38.0,
34.0,
37.0
HZGH ANGLE MAP: ALFWF -90

-24.0.
-63.0,
2a.0,
LQFHI: EXP
EXP
EXP
EXP
50.0,
-54 . B ,
-70.0,
30.0,
TO 9 0
-72.0,
-35.0,
37 .a,
48.0,
39.0,
DELTAmIB
-61 - 0 ,
-13.0,
43-01
22 .d
-13.0
25.0
-86.0
1.0
48.0
TABLE 2 . 5 . 7
INCREMENTAL FUSELAGE L I E C O E F F I C I E N T DUE TO S I D E S L I P

0LQFMP::UVRW
P S IWFUe
DLaF#*
DLQFLO
EX? -30.8,30.0,5.8
;
PLQFLO: EXP
EXP
EXP
:MAP
ARCUMENT:LOOV U P R O U T I N E
.
!INPUT VARIABLE
iOUTPLiT VARIABLE
!LOU ANGLE MAP NAME
(LOWER LIYIT,UPPER LIMIT,DELPA-LOW ANGLE
LOU ANGLE MAP: PSIWF -30 TO 38, DELTAaS

38.0,
28.0,
12.0,
7.0,
2.0,
0.0,
2.0,
5.0,
15-89
22.8,
3.0
10.0
30 :0
TABLE 2.5.8
FUSELAGE ROLLING MOMENT COEFFI$,LENT DUE TO S I D E S L I P
RQFMP::UVSUVSI#
PSIWFW
RQFW
RQFLO
EXP 0 . 0 , 3 0 . 0 , 5 . 0
ROFHI
EXP 30.0,98.0,10.0
RQFLO: EXP
EXP
RQFHX: EXP
EXP
:MAP ARCUMEN1:LOOK UP ROUTXNE

4 INPUT VARIABLE
!OUTPUT VARIABLE
:LOW ANGLE MAP NAME
;LOVER LIMIT,UPPER LIMIT,DELTA-HGIH ANGLE
: LOW ANGLE MAF: PSIWF 0 TO 3 8 , DELTA=S R(PS1 )m-R(-PSI

0.0,
0.0..
0.0,
-30.0,
-75
-1 20.0 t
;
- 1 10.0
HIGH ANGLE MAP: PSIWF 3 0

-110.0,
-100.0,
.x
-106.0,
-100.0
TO 9 0 , DELTAmlR R(PS1 )--R(-PSI

-101.0,
-10P.B
-103.0,
5.2-15
PAGE
BLACK HAWK'(TA1L OFF XRS O F F )
TABLE 2 . 5 . 9
FUSELAGE PITCHING MOMENT COEFFJCIENT DUE TO ANGLE OF ATTACK
;MAP ARGUMEN1:LOOK UP ROUTINE
;INPUT VARIABLE
;OUTPUT VARIABLE
:LOW ANGLE MAP N A M E
;LOWER LIMIT,UPPER LIMI1,DELTA-LOW ANGLE
+LOWER LXMIT,UPPER LIMIT,DELTA-HGIH ANGLE
MQFMP::UVRUYRI*
AL FWF##
MQFM
MQFLO
EXP -38.0,38.9.5.0
MQFH I
E X P -90.0,90.0,10.0
;
MQFLO: E X P
EXP
EXP
MPFHI: E X P
L.
EXP
EXP
EXP
LOW ANGLE. MAP: A L F W F - 3 0 TO 3 0 , DELTA-5

-740.0.
755.5
-630.0.
-520.1.
-230.0,
-90.0,
10.0;
100.0;
450.0,
600.0,
750.0
DELTA-I0
-730.0,
. -385.0,
810.0,
200. 0
-380.0
290.5
HIGH ANGLE MAP: ALFUF -90 TO 9 0

-200.8,
-470.5,
-645.0,
r765.0,
-745.0,
-630.5,
100.0,
450e 0
750.0,
7 a ~ . ~ ,
650.0,
470.0,
'
-760.8
-90.0
825.0
TABLE 2.5.10
INCREMENTAL FUSELAGE PITCHING MOMENT DUE TO S I D E S L I P
;
BLACK HAWK FUSELAGE DEL PITCH MOM VS PSIWF(A8S)
DMQFMP::UVRII)
;MAP ARCUMENT:LOOK UP ROUTINE
PSABWF##
:INPUT VARIABLE
DMaFII
:OUTPUT VARIABLE
DMQFLO
:LOW RANGE MAP NAME
E X P 0,3,38.0,5.8
;LOWER LIMIT,UPPER LIMIT.DELTA-LOW ANGLE MAP
0MQFLU:EXP
EXP
LOW ANGLE MAP: PSItABS) 0 TO 30, DELTA-S

0.3,
15.0,
20.0,
50.0,
130.0,
180.0
90.0
TABLE 2.5.11
FUSELAGE YAWING MOMENT COEFFICIENT DUE TO S I D E S L I P
NQFMP::UVRUVR#I)
P S IWF#Cr
NQFtW
NQFLO
E X P -30.8,30.0,5.0
NaFHI
E X P -90.0,90.0,10.0
t
NQFLO: E X P
NQFHI: E X P
EX?
EXP
EXP
:MAP ARGUMENT:LOOK U P ROUTINF

:INPUT VARIABLE
;OUTPUT VARIABLE
;LOW ANGLE MAP NAME
:LOWER IIMIT,UPPER LIMIT,DELTA-LOW ANGLE
:LOWER LXMIT,UPPER LXMIT,DELTA-HIGH ANGLE
LOU ANGLE MAP: PSIWF -30 TO 30, DELTA-5

-190.0,
-240.0,
-220.0,
-100.B,
B.E,
100.0,
180.0,
240.0,
190.0,
140.0
-180.0
228.8
HIGH ANGLE MAP: PSIWF -9B TO 9 0 , OELTA*l0

440.0,
392.0,
332.0,
259.0,
40.0,
-140.5,
-2 4 0 .0,
-180.0,
190.0,
240.0,
140.0,
59 .g,
-125.0,
-228.0,
-320.0,
-420.0
160.0
0.0
b140.8,
EXP
EXP
5.2-19
PAGE
.. *.&.-
-30.0
r-----
SER-70452
INPLANE COMPONENT OF ROTOR WASH ON THE FUSELAGE
MAP HAWE:
RRP TTPE:
I N P U T VRRIFl6LE [SI :
OYTPUT VARIRBLE:
Exnw
CHIPMR
BIY
FIRlFMR
EKXWF
PAIRARY RAP:
0.30
-Limn
100.00
10.00
m u u n
=m
-6.00
6.00
6.00
'o:a
1b.oo
2b.w
3b.a
~0.w
$b.co
cnIPnA
cb.oo
7b.m
to.oo
90.00
1'01
i
FIGURE 2.5.1
5.2-29
Page
DOWNWASH FROM THE
SER 70452
MAIN R@TOR ONTO THE FUSELAGE
MAP NRHE:
tlRP TYPE:
INPUT VRRIRBLE IS1 : CHIPMA
OU7PUT VRRIRBLE:
P R I l l A R Y MAP:
0.00
100.00
10.00
EZYFMP
eiv
EKZW
- L t m
rramn
arm
CRlFMR
-6.00
6.00
6.0J
/,
!
I
FIGURE 2.5.2
5.2-21
Page
1
FUSELAGE DRAG C O E F F I C I E N T DUE TO ANGLE OF ATTACK

aLSCKHAHK
N R S A STUOY
23-SEP-80
oaw
MAP NRME:
HAP TYPE:
I N P U T VFIAIRBLE [SI :
OUTPUT VRRIABLE:
P R I M R R Y WRP:
UVRUVR
flLFHF
OOF
-30.00
30. 00
m ~ i n t n
ium Linin
5.00
SECONURRY WW;
"-;.
11/21
OOFYP
mlu
-90.00
90. 00
10.00
I
,
LLodlcintri
omu~Linin
a m
-I.-
e-+ioo.oo
-b.oo
-ba.oo
-ko.oo'
-io.ilo
FIGURE 2 . 5 . 3 ( a )
a:oo
RLFWF
zb.00'
1rb.00
eb.io
sb.oo
loo,
.:,
.-
SEX- 70452
FUSELAGE DRAG COEFFICIENT DUE TO ANGLE OF ATTACK ( c o n t ' d )

BLACKHRUK
Nrl$R STUQY
23-SEP-80
OOFMP
12/21
FIGURE 2 . 5 . 3 ( b )
5.2-23
-
Page
.-
INCREMENTAL FUSELAGE DKAG COEFFICIENT DUE TO SIDESLIP
NRP
OUOFMP
NRNE:
NAP TYPE:
I NPJT VFlR I ABLE IS) : PSReWF
OUTflJT VARIABLE:
P A I P A R T WRP:
SECJNOPRY
RRP:
UVRUVR
OOOF
0.00
30.00
5.00
0.IRLIZIW
30.00
90.00
10.00
amnunin
41c~
~iatn
-?=
pec~~imn
POR
'I
FIGUKE 2 . 5 . 4 ( a )
5.2-24
-
Page
--
p------
SER 70452
INCREMENTAL FUSELAGE DRAG COEFFICIENT DUE TO SICESLIP (Cont'd)

BLRCKHAnr
NASA STUDY
23-JEP-80
OOQFRP
12/21
I,
?IGURE 2.5.4(b)
5.2-25
-Page
SER 70452
FUSELAGE SIDEFORCE C O E F F I C I E N T DljE TO S I D E S L I P

BLgCKHRWK
N R S A STUOY
23-SEP-80
MRP NAME:
NRP TYPE:
INPUT VRR IAELE [SI :
OUTPUT VARIilELE:
PRIRRRY HRP:
IC F Y P '
1/21
TQFRP
PS IhF
uvsuvs
YPF
-3O.CO
30.CO
5.CO
SECONOARY M A P :
-9O.CO
9O.CO
10. c3
m u m
mumin
E I U
M u m
m u m
a m
,._.
'
. .
I/
FIGURE 2 , 5 . 5 ( a )
5.2-26
Page
FUSELAGE SIDEFORCE COEFFICIENT DUE TO SIDESLIP (cont'd )

BLACMHflHM
L
,
.
- NRSR STUOY
..I
23-SEP-60
:2/21
YOFHP
I
I
FIGURE 2 . 5 . 5 ( b )
5.2-27
Page
FUSELAGE LIFT COEFFICIENT CUE TO ANGLE OF ATTACK

BLQCKHRHW
N R S R STUCY
22-SEP-80
MAP NAHE:
HRP TYPE:
I N P U T VRRIRBLE IS1 :
ALFWF
OUTPUT VARIRELE:
PRIRARY NAP:
LOFMP
-30.00
30. 00
5.03
SECONOARY NAP:
-90.00
90.00
10.00
:1/21
LOFMP
UVRUVR
LOF
PIALIRITI
a r m untn
mn
m u n n
mun1n
WAm
%1oo.oo
-bo.oa
.ko.oo
-io.oo
-2c.00
O:QO
ALFWF
2b.m
ub.oo
FIGURE 2 . 5 . 6 ( a )
5.2-28
Page
sb.00
8o.00
ibo.oo
SER 70452
FUSELAGE LIFT C O E F F I C I E N T DUE TO ANGLE OF ATTACK ( C o n t ' d )
ELACXHAHU
- NRSR STUDY
XJ-SEP-BO
LOFHP
12/21
t
s
I-
----
FIGURE 2 . 5 . 6 ( b )
5.2-29
Page
A
-
* ---.
__
- -
. . ... . .
. .... -.. .. .
ORIGINAL. PAGE 18
OF POOR QUALITY
SER 70452
INCREMENTAL FUSELAGE LIFT COEFFICIENT DUE TC SIDESLIP
MRP NFIRE;
RFlP TTPE:
INPUT VFlRIR8LE IS1 :
O U T P U T VRRIRBLE:
PRIMRAY
OLOFMP
. PSIYF
UVR
OLPF
NAP:
-30.00
30.00
5.00
M u m
wmunn
=n
FIGURE 2.5.7
5.2-30
Page
--
'
FUSELAGE ROLLING MOMENT COEFFICIENT DUE TO SIDESLIP
HAP TTPE:
INPUT VRRIABLE [SI :
OUTPUT VRRIRSLE:
PRIRRRY M A P :
SECONOART kAP:
UVSUYS
PSIUF
RPF
-30.00
30.00
5.00
M u m
-90. 00
MLinin
PrrmLImn
muun
QLn4
90.00
10.00
-m
I
I
i
I
I
El
. . . .
,
\rh
.
I
i
!,
i.
---
-iI
T
-----t-.---\,
.... I-.
'
.
FIGURE 2 . 5 . 8 i a )
5.2-31
Page
v--..
..
.1
FUSELAGE ROLLING MOMENT C O E F F I C I E N T DUE TO S I D E S L I P ( C o n t ' d )

ROFW
12/21
9
1
I
I
I
. .
,c.
!
I
1
I
FIGURE 2 . 5 . 8 ( b )
5.2-32
Page
---
--
FUSELAGE PITCHING MOMENT COEFFICIENT DUE TO ANGLE OF ATTACK
RQFW
HRP NRtlEz
UVRUYR
IMP TTPE:
RLFMF
INPUT Y R R I A B L ~ I S :
I
UUTPGT V A R I R B C E :
P A I I l A R Y 8RP:
SECONORRT !RP:
I
-20.00
50. 30
5.30
-90. 30
PO.S0
iO.30
00
NOF
O I R L : ~ ~
mLI.1ll
m m
Linin
emmuan
mrm
FIGURE 2.5.9(a)
5.2-33.
-?age
FUSELAGE PITCHING MOMENT COEFFICIEiiT DUE TO ANGLE OF ATTACK (Cont'd)

ELRCXHAHK
NRSR STUDY
+
n
--.
?~-sEP-~o
HOFHP
I
!
'
12/21
I
_
1..
_
I
/ .
FIGURE 2 . 5 . 9 ( b )
T
I L
A
--
.-
- -
SE!? 70452
INCREMENTAL FUSELAGE PITCHING MOMENT DUE TO SIDESLIP
MFlP NAME:
NAP TYPE:
I N P U T VEIAIRBLE tS) :
OUTPUT VARIABLE:
PRIMRRY RRP:
OMOFMP
UVR
PSR8WF
OMOF
0.00
30 00
.
5.00 .
muan
nnm ~mti
9
-1
.
L
----
'
FIGURE 2.5.10
5.2-35
Page
I--
FUSELAGE YAWING MOMENT COEFFICIENT

aLRCKHfldtl
N R S R STUOY
23-SEP-30
DUE TO SIDESLIP
NCFtiP
11/21
FIGURE 2 . 5 . 1 1 ( a )
5.2-35
Pa9e
__l_____._L--
*---
_ - .
r--
FUSELAGE {AWING
MOMENT COEFFICIENT DUE TO SIDESLIP (Contd)
i.
..
FIGURE 2 . 5 . 1 1 i b )
5.2-37
Pace
.-
-.
--.
,.
. .
. . . .
Til
5.3
EMPENNAGE MODULE
5.3.1
CONTENTS
5.3-1
Module Descriptlon
5.3-2
FIGURES
5.3.1 .l
Empennage Ar :, System
5.3-3
5.3.1.2
Empennage Equation Flow Dlagram
5e 3 4
5.3.2
Module Equations
5 3-5
5.3.3
5.3-1 3
5.3.4
Nomenclature
5.3-1 4
5.3.5
BLACK HAWK Empennage Input Data
5.3-19
TABLES
5.3.5.1
5.3.5.2
5.3.5.3
5.3.5.4
5.3.5.5
5.3.5.6
5.3.5 .?
5.3.5.8
5.3.5.9
5.3.5.10
Maln Rotor 1nplane.Wash a t the Horlzontal Tall

Main Rotor Downwash .at the Horirontal Tail
Dynamlc. Pressure Loss a t . the Horfzontal . T a i l
Fuselage Downwash a t . the Horl zoatal Tai 1
Horfmontal Tall L.!fe Coefficlent Due t o Angle o f Attack
Horltontal Tail P r t g Coefflclent Due t o Angle of Attack
Dynamic Pressure Loss a t the Vartlcal Tail
Fuselage Sldewash a t the Verttcal Tall
Vertical 'hll Lift Coefficient Due t o Sldesltp
Vertical Tail Drag Coefficient Due t o Sideslip
5.3-20
5 3-20
5.3-21
5.3-21
5.3-21
5 . 3-22
5.3-22
il
,'I
5.3-22
5.3-23
5.3-23
'
FIGURES
5.3.5.1
5.3.5.2
5.3.5.3
5.3.5.4
5.3.5.5
5.3.5.6
5.3.5.7
5.3.5.8
5.3.5.9
5.3.5.10
5.3.6
Maln Rotor fnplane Wash a t the Horizontal Tall

Main Rotor Downwash a t the Horizontal Tall
Dynamic Pressure Loss a t the Horizontal Tall
Fuselage Downwash a t the Horizontal Tall
Horizontal Tail Lift Coefficient Due t o Angle of Attack
Horizontal Tail Drag Coefficient Due t o Angle of Attack
Dynamlc Pressure Loss a t the Vertlcal Tail
Fuselage Sidewash a t the Vertlcal Tall
Vertical Tail Lift Coefflclent Due t o S i d e s l i p
Yettical Tall 9rag Coefficient Due t o Sldesllp
5.3-24
5.3-25
5 3-26
5 3-27
5.3-29
5.3-31
5.3-33
5.3-34
5.3-36
5.3-38
..
References
... ..-__
DOCUMEYT Y O .
SER 70452
1
5.3
Empennage Module
5.3.1
Modu 1 e Des cr i p t i on
This module calculates the aerodyanmic forces on the horizontal
and vertical tail surfaces resulting from the local zirflow.
The velocities are derived at, and the aerodynamic forces
assumed to act at, the panel center of pressure. Aerodynamic
forces are developed in the local flow wind axes system and
subsequently transferred to the body axes system at the fuselage
CG as defined on Figure 3.1.1. The overall module equatim
flow i s shown in.tblock diagram form on Figure 3.1.2.
II
L
?.
I6
i
The tail can experience aerodynamic interference effects from

many sources. Components of flow from t5.e main rotor and
fuselage are define at present in this module. However, the
equations are formulated to allow easy insertion of other
components. Three components of rotor wash are developed as
a function o f rotor wake skew angle and blade longitudinal
flapping. Tai 1 dynamic pressure blockage and downwesh from
the forebody are developed as a function of angle of attack
and sides1 ip. Small downwash/sidewash angles are assumed and
the velocity delayed to account for the time taken by the
airflow to reach the tail.
The total velocity components for the tail are made up of
contributions from the basic body axes translational and
angular velocities, gust effects, rotor wash, fuselage downwasn
and sidewash. Dynamic pressure 1 oss i s i ntroduced by iactirri ng
the components o f the free stream flow. The actual total
dynamic pressure at the tail is calculated from the resultant
velocity vector. This allows a more representative definition
of dynamic pressure at low speeds where downwash fro:, the
rotor predominates the flow at the tai 1. The 1 ift and drag
forces at the tail are obtained from isolated tail data and
are a function of tail total angle of attack. In the case of
the vertical tail, angle of attack has the same connotation as
sideslip. The lift and drag forces in local wind axes are
resolved into body axes at the tail. (Moments from the tail
about its own axis are not accounted for. ) finally, the
component forces at the empennage are trancferred to the CG
together with the corresponding moments.
5.3-2
PAGE
QRlGlNAL P!\GE IS
OF PDGfi QUALITY
SJKORSKY
AIRCRAFT
--
x
k
3
UMcTtD
- 9
CG
Flgure 3.1.1
Y n uv.6
b f
P
rI'
5.3-5
PA6E
Vd w
Cj
--
5.3-6
PAGE
-1
5.3-7
PIGt.
.....
r+T
. - ... - . .__.
~.
'---
5.3-8
I
PAGE
Y 21
m. c
5.3-9
PAGE
*I
I
'.
I
'1
d l
'I
I
!
'I
'I
573
a
5.3-10
PAGE
ZStrOL
-,
5.3-13
Y
PAGE
r ----
-.---
NOTATION FOR THE EMPENNAGE MODULE
5.3.4
SYMBOL
USED IN
EQ UAT I ONS
PROGRAM
MNEMONIC
UN Its
FSH 1
FSHl
INS
FSCGb
FS CG8
KH
w LHl
I NS
FHt 1
WLH 1
WLCGb
W~~ 1
BLH 1
E LCGb
8~~
E~~~ 1
E K 1~ ~
EKZH 1
% PMR
a i FMR
OWSHMR
.nT
RT
V~~~~ 1
v~ MRH 1
~ M R 1H
Q H ~ ~ W F
a WF
@WF
P wF
BLCGB
KH+2
EKXHl
EKYHl
EKZHl
CH1 PMR
AALFMR
DNSHMR
OMGTMR
RMR
VXMRH1
VY MRH1
VXMRHl
QHlQWF
ALFWF
PSIWF
B ETAW F
INS
INS
Waterline station f o r horizontal

t a i l C.P.
W a t e r l i n e s t a t i o n f o r CG
FT
INS
INS
B u t t 1 ine s t a t i o n for Horizontal

t a i l C.P.
Buttline station for CG
FT
Rotor wash f a c t o r s
NO
ND
NO
DEG
DEG
NO
MDS/SEC
FT
FT/SEC
Fr/SEC
Fr/SEC
ND
DEG
DEG
9EG
5.3-14
PAGE
i 4 29 R I V . G
Fuselage s t a t j o n for h o r i z o n t a l
t a i l C.P.
Fuselage s t a t i o n for CG
FT
GILCGB
KH+1
B
DESCRIPTION
Rotor Wake Skew a n g l e

Roto r 1oFg i t u d $a 1 f 1ap p i n g
Rotor u n i form dhnwash
Trim rotor speed
Rotor r a d i u s
C
Rotor interference! v,locity a t the
Horizontail . t a i l .
i
Horizontal t a i 1 flynami c pressure

ratio
Fuselage a n g l e i f attack. .
Fusel age heading
Fuselage s i des 1 i p
I
)
I .
I '
- '
fI '
i
NOTATION FOR THE EMPENNAGE WODllLE
5 . 3 . 4 (Continued)
SYMBOL
USED IN
EQUATIONS
K~~ 1
E?SH 1
'Xb
v~~ FH 1
'XIH 1
'YIH 1
V~~~ 1
P
PROGRAM
MNEMONIC
KQHl
EPSHl
VXB
VZWFHl
VXIHl
VY IH1
VZIHl
P
r
'XH 1
"YH 1
'ZH 1
r
VXHl
VYH1
VZHl
XGH 1
v~ GH i
VZGH 1
.VXGHl
VY GHl
VZGH1
p'
RH 0
9;,
QH1
H1
Htil
dH1
UNITS
----
DESCRIPTION
--
ND
Downwash a n g l e
Fuselage X axis v e l o c i t y
Fuse/Tai 1 downwash veloci t y
DEG
FT/SEC
TT/SEC
FT/SEC
FT/SEC
FT/SEC
RADS/SEC
RADS/ S EC
RADS /S EC
FT/SEC
FT/SEC
TT/SEC
FT/SEC
Horizontal t a i l t o t a l i n t e r f e r e n c e
ve 1oci t y
Body axes a n g u l a r r a t e s .
I
I
Total v e l o c i t y a t the h o r i z o n t a l
tail.
Gust v e l o c i t y a t ;he h o r i z o n t a l
tai 1.
FT/SEC
1.
I
ALFHl
ALFHH1
BETH 1
SLUG/ FT3
LB/ m2
DEG
DEG
DEG
A i r dens i t y
Dynamic pressure a t the
horizontal t a i 1
Body axis angle of a t t a c k
Total t a i l a n g l e o f a t t a c k
Sides:ip angle
;
I
I
1
!
!
5.3-15
PAGt'
5.3.4
(Continued )
SYMBOL
CSED IN
EqUATI ONS
PROGRAM
.
UNITS
V~~~~ 1
'YMRV 1
"ZMRV 1
VXMRV 1
VYMRV I
VZMRV 1
FT/SEC
FT/SEC
Ff/SEC
s~~~z
SIGV 1
VYWFV 1
DEG
FT/SEC
'XGV 1
vY GV 1
'ZGV I
VXVl
VY v1
VZVl
VXGWl
VYGVl
VZGVl
vxIv 1
vY 111 1
%IV 1
Qv 1
VXIVl
VY IVl
VZIVl
QVl
vxv 1
vYv 1
vzv 1
Fuselage sidewash angle

Fuselage sidewash velocity
t a i 1.
FTISEC
F'i"/SEC
fl/SEC
Gust velocity a t the vertical
FT/SEC
Inteference velocity a t the

vertical t a i 1
FT/SEC
DES
SNAFYl
-.
SNBTVl
CSBTVl
Rotor interference velocities
FT/SEC
AFVFl
BETV1
dE'!'VVl
CSdFV1
DESCRIPTION
MNEMONIC
VYWF\I 1
l,,
,
-.
NOTATION FOR THE EMPENNAGE MODULE
tail.
Angle of attack
Sides 1 i p
Total sideslip angle
DEG
DEG
SIN(ALFV1)
COS( ALFVl )
SIN( SEl'Vl )
COS( BETVl )
5.3.
-16
PAGE
5 . 3 . 4 (Continued)
SYMBOL
USED I N
EQUATIONS
NOTATION FOH THE EMPENNAGE MODULE
PROGRAM
MNEWON I C
UNITS
DESCRIPTION
SNAFHL
CSAFHl
SNBTHl
SCPTHl
C~~ 1
CLH1
CDHl
NO
H' 1
yIi1
zH 1
LH I
MH 1
NH 1
XH 1
Y H1
ZH 1
LH1
1.B
LB
LB
NH1
FT LB
FT LB
FT LB
FSVI
FSVT 1
INS
FVT 1
KV
FT
WLV 1
WLVT 1
INS
BLV 1
BLVTl
I NS
BVT 1
KV+2
FT.
%H
'KXV 1
EKY V 1
E KZV 1
MH1
EKXV 1
EKY V 1
EKZV 1
S I N ( ALFHl )
COS(ALFH1)
SIN (BETH1 )
COS (BETH1 )
ND
5.3-1 7
PAGE
Coef of lift
Coef of drag.
Horizontal tail forces and
moments
Fuselage Station for the vertical

tail C.P.
Waterline Station for the vertical
tai? C.P.
Buttline Station for the vertical
tail C.P.
Rotor wash factors
I
I
--
r--L
5.3.4
(Continued)
SYMBOL
USED I N
EQUATIONS
QVI
QWF
NOTATION FOR THE EMPENNAGE MOW1.E
PROGRAM
MNEM0NI C
QV 1QJF
UNITS
DESCRIPTION
Dynamic pressure r a t i o , r a t i o
KWV1
SQRT (dynamic p r e s s u r e r a t i o )
CLVl
ND
Coef
'DVl
CDVl
ND
Coef of drag
xv 1
yv 1
xv 1
LE
LE
V e r t i c a l t a ' l forces and moments
KQVl
cLVl
"V 1
LV 1
"'V 1
NV 1
i
4
Y v1
zv1
LVl
MV 1
NV1
of l i f t
L6
FT LB
Ff LE
FT LB
Tota.1 Empennage forces and moments
LB
LB
LB
5.3-18
PAGE
,
d
4
L;
--'I
._
DOCUMENT N O .
SER 70452
BLACK HAWK
3&5.5
TABLE
MAIN ROTOR INPLANE WASH AT THE HORIZONTAL T A I L

EXH1MP::BIVlllr
E X P CHIPMR##,AAlFMR##
EKXH!##
EXHlLO
E X P 0.0,100.8,10.0,13
E X P -6,0,6.0,6.0
;MAP ARGUMENT:LOOK U P ROUTINE

:INPUT VARIABLE el, I N P U T VARIABLE #2
;OUTPUT VARIABLE
;LOW ANGLE MAP NAME
;LOU LIM,UPPER LIM,DE!.TA,+ENTRYS(OCT)-CHIPMR
;LOW LIM,UPPER LIM,DELTA-AAIFMR
,i
: LOW ANGLE MAP CHIPMR B TO 189 ( D E L m 1 0 ) AAlFMR -6.0.6

: .AAIFMR--6
EXHIL0:EXP
EXP
EXP
EXP
EXP
EXP
0.0,
0.a.
8.0
: AAlFMRmZ
-0.4,
8-69
a! .0
: AAIFMR-6
-8.56,
a.32,
-0.2,
0.05,
1.3,
1-84
-0.2,
-0.6,
1-06.
8.83,
-0.8,
0.6,
-1.74,
0.86,
1.55,
0.54
0.8
0.12,
1-39
0.36
0.3,
-8.32,
r.12,
0.66
0.04
0.54
0.0
I
~
TABLE 3 . 5 . 2
MAIN ROTOR DOWNWASH AT THE HORIZONTAL T A I L
EZHIMP::BIV#~
EXP CHIPMR+e+AAlFMR#*
EXP
EXP
:MAP ARGUMENT:LOOK U P ROUTINE

;INPUT VARIABLE 9 1 , INPUT VARIABLE #2
EKZHl#+
;OUTPUT V A R I A B L E
EtH 1 LO
:LOW A N G L E MAP NAME
8 . 0 , 1 0 0 ~ 0 ~ 1 0 . 0 , 1 3;LOW LIM,UPPER L I M , D E L T A , + E N T R Y S ( O C t ) - C H I P M R
-6.0.6.8.6.0
;LOW LIM,UPPER L I M , O E L T A - M I F M R
: LOU ANGLE MAP CHIPMR 0 TU 180 (DEL-lBI AAlFMR - 6 , 0 , 6
I
EZH1LO:EXP
EXP
t
EXP
EXP
EX?
EXP
AAIFMR=-B
-0.13,
1.88,
1.14
0.8,
1.8,
1.91,
1.04,
1.82,
I .69,
1.86
1.42
0.4,
0.94,
2.84,
1.35
2.88,
1.84,
2.14,
1.91,
1.89,
1.98
1.62
f .36,
2.21 ,
1.91 ,
2.20,
1.98,
2.16,
2.06
1.96
AAlFMR=$
: AAlFMRm6
0.7s;
2.14.
1.56
5.3-20
PAGE
7--
191
BLACK HAWK
---TABLE 3 . 5 . 3
DYNAMIC PRESSURE LOSS AT THE HORIZONTAL TAIL
QH1MP::UVRi)w
ALFUFW
OH 1 QWFII
QHlLO
EXP -38.0,30.0,5.0
QHlLO:
EXP
EXP
EXP
;LOW ANGLE MAP-NAME

$LOWER LlMXT, UPPER LIMIT, DELTA
: LOU ANGLE MAP ALFHHI - 3 0 TO 3 0 DELTA-5

1 .a,
1 .a,
8-959
0.76,
0.76,
0.75,
0.76,
0.76,
0.91,
1 .a,
i .B
0.76
0.82
'I
TABLE 3 . 5 . 4
FUSELAGE DOWNWASH AT THE HORIZONTAL TAIL
EPH1MP::UVRUVRw
ALFVF#r!
EPSHl##
EPHlLO
EXP -30.0,36.0.5.0
EPHIHI
EXP -90.0,90.0,10-8
I
EPHILO: EXP
EXP
EXF
;
EPHlHZ: EXP
EXP
EXP
EXP
;MAP ARGUMENP:LOOK UP ROUTINE

;INPUT VARIABLE
;OUTPUT VARIABLE
;LOW ANGLE MAP NAME
;LOWER LIMIT,UPPER LIM1T.DELTA-LOW ANGLE
{LOWER LIMITsUPPEX LIMITSDELTA-HIGH ANGLE
LOU ANGLE MAP ALFHHl -30 TO 30 DELTA-5

1 .a,
1.4,
1.1,
8.8,
0.5,
a.45,
0.4,
0.38,
8.19,
-8.12,
-0.4
HIGH ANGLE MAP ALFHHl -3.9 TO 9 0 DELTA-10
0.0,
8.25,
8.7,
1.2,
1.9,
1.8.
1.1.
0.55 *
0.38,
a. 19,
-8.4,
-8.7,
-0.65,
-8:45,
-8.15,
0.0
0.55
0.33
1 .d
3.4s
-R. 75
TABLE 3.5.5
HORIZONTAL TAIL LIFT COEFFICIENT DUE TO ANGLE OF ATTACK
,ASPECT RATIO*4.6 ,8014 AIRFCIL

{INPUT VARIABLE
;OUTPUT VARIABLE
;LOW A N G L E MAP-NAME
%LOWER LIMIT,UPPER LIMIT,DELTW-LOW ANGLE
;LOVER LIMXT,UPPER LIMIT,DELTA-HIGH ANGLE
CL HlMP
t-
EXP
E XP
;
LOW ANGLE MAP ALFHHl 0 TO 30,DELTA*5 CL(ALF)--CL(-ALF)

8.0,
8.356,
0.71,
1 .a39
0.95
8.735,
0.745
HIGH ANGLE MAP ALFHHl 39 TO 9 0 , D E L T A m l 0 CL(ALF)m-CL(-ALF)

a. 558
0.745,
8.847,
0.847,
8.745 ,
0.294,
8.8
CLHlLO: EXP
EXP
CLHIHI: EXP
EX'P
5.3-21
PA6t
Y 1) MY.
-1)-
BLACK HAWK
TABLE 3.5.5
HORIZONTAL T A i L DRAG C O E F F I C I E N T DUE TO ANGLE O F ATTACK
CDHIMP: :UVR'U'VR#(~ .
.
AFAHHl#+
CDHIM
CPHILO
EXP 0.0,30.0,5.0
CDHIHI
EXP 38.8,90.0,10.0
'
CPHLLO: EXP
EXP
'
'
$MAP,ARGUMNT':LOOK UP ROUTINE:
;fNPUT VARIABLE
;OUTPUT VARIABLE
;LOW ANGLE MAP NAME
iLOWER LIMIT*UPPER LIMIT*DELTA
$ H I G H ANGLE MAP NAME
;LOWER LIMIT,UPPER LIMI1,DELTA
LOW ANGLE MAP ALFHHI 0 TO 30,DELTA*5 CD(ALF)-CD(-ALF)

0.ar ,
0.022,
0.04,
0.19,0.3E
8.37,
0.43
: HIGH ANGLE MAP ALFHHl 30 TO 90,DELTA-lIb CD(ALF )=CD(-ALF)

0.43,
8.531.
8.702,
0.888 t
1-85
EXP
1.161,
1.2
C D H I H I : EXP
'
TABLE 3.5.7
DYNAMIC PRESSURE LOSS
-.
OVlMP::
EXP
UVRW
P SA R WC ##
~P~CIWF+~
QP3LO
0.0,30.0,5.0,7
;
L.
EXP
EXP
ATaE
VERTICAL T A I L
I M P ARCIIMENT:LOOK UP ROU'l?-NE;INPUT VARIABLE

;OUTPUT VARIABLE
;LOU AHGLE MAP NAME
SLOWER LsIMIT, UPPER LIMIT. DELTA, NO OF ENTRYS(PSABWF1
LOW ANGLE MAP PSI(ABS.1 8 T O 3 0 DELTA-5

8.62,
8.88,
0.64,
8-66.
1.08
8.72,
8.?9
TABLE 3.5.8
FUSELAGE SIDEWASH AT THE VERTICAL T A I L
SGV IMP : : UVSUVS#C
PSIUFU#
SIGPS##
SGP3LQ
EXP 8 . 0 , 3 8 . 0 , 5 , 0
SGPOHI
EXP
8.0,98.0,30.0
;
8.6,
;
EXP
ARGUMENT:LCOK.UP ROUTINE
!INPUT VARIABLE
;OUTPUT VARIABLE
;LOU ANGLE MAP NAME
ILOWER LIMIT, UPPER LIMIT, DELIA-LOW ANGLE
\HIGH ANGLE MAP NAME
;LOWER LIMIT, UPPER LIMIT, DELTA-HIGH ANGLE
;HAP
LOW ANGLE MAP PSIWF 8 TO 3 0 DELTA-5
8,B,
EXP
EXP
-8.4,
6.2
-0.6,
0.8,
HlCH ANGLE MAP PSIWF B TO 9 0 DELTA-38

6.8,
0.2,
0.8,
8.8
1.4
TABLE 3.5.9
VERTICAL T A I L L I F T C O E F F I C I E N T DUE TO S I D E S L I P
3 5-32.3
FT**2
CLV1MP::UVRUVRCe
3 E TVV 1 #e
CLVI#*
CLVIL0
EXP -30.0,30.0,5.0
CLVIHI
EXP -90.8,90.0,10.0
CLV1LS:EXP
,ASPECT RATIO -1.92 ,0021 MOD AIRFOIL

;INPUT VARIABLE
;OUTPUT VARIABLE
;LOW ANGLE MAP NAME
;LOWER LIMIT,UPPER LSMIT,DELTA-LOW ANGLE
;LOWER LIMITSUPPER LIMfT3DELTA-HIGH ANGLE
LOU ANGLE MAP BETVVl -30 TO 30,DELTA-5

-1.08,
-1.30,
-0.93,
-0.73,
-8.5
.
E XP
0.38,
0.61
: HIGH ANGLE MAP BETVVl -90 TO 98,DELTA-10

-0.0,
-0.12,
-0.28 ,
-0.46,
-0.88,
-1.08,
-0.93,
-8.5,
0.38,
1.82,
0.89 ,
0.8,
8.48,
8.32,
0.17,
0.0
-8.66
-0.06
0.63
-0.28,
EXP
0.82.
CLY1HI:EXP
EXP
EXP
EXP
-0.06,
8.89,
0.16,
0.89
L.
5..
c:
TABLE 3.5.10
VERTICAL T A I L DRAG C O E F F I C I E N T DUE TO S I D E S L I P
CCVlMP ::UVRUVR##
B ETVV 1e#
EXP
EXP
;HAP ARGUMENT:LOOK UP ROUTINE

;INPUT VARIABLE
COUl#*
;OUTPUT VARIABLE
CDVl LO
;LOW ANGLE MAP NAME
-30.0.30.0,5.0
COVIHI
tHIGH ANGLE MAP NAME
-90.0+90.0,18-0 SLOWER LIMIT.UPPER LIMIf'OELTA-HIGH ANGLE
: LOU ANGLE MAP BETVVl -38 TO 30,PELTA-8
0.36,
8.265,
0 . If4 ,
0.118,
EXP
0 -833,
0.018,
0.021,
0.044,
CDVlLO: E X P
EXP
0.162,
CDVlHi: E X P
EXP
EXP
EXP
0.248,
0.355
HIGH ANGLE MAP BETVVl - 9 8 TO 90,DELlA-5

1.1,
1.025 ,
0.965,
0.875,
0.575,
0.36,
0.174,
8.866,
0.044,
0.162,
0.355,
0.58,
8.875.
0.965,
1.02,
1.08
0.066
0.092
I
0.745
0.01 e
0.78
.~
__
. .
MAIN ROTOR INPILANE WASH AT THE HORIZONTAL T A I L
flAP NFIME:
MAP TTPE:
INPUT V R R I q B L E IS1 :
OUTPUT VRRIRELE:
PR I n
EXHlHP
CHIPMR
EIV
AAlFMR
EKXH 1
,MAP:
FIGURE 3.5.1
0.00
100.00
10.00
n m
am.LD
-6.00
6.00
6.00
r----
g?Yi
MAIN ROTOR GOWNWASH AT THE HORIZONTAL TAIL
HAP NAME:
EZH I R P
MAP TYPE:
I N P U T V A R [ABLE
OUTPUT Y R R I R B L
Si
:
P R I R R I I Y MRPr
eIv
CHIPHR
AFllCUR
EKZHl
'
0.00
100.00
!O, 00
-6.00
6.00
6.00
.
I
)
-
Pmunn
m~rm
R
,
'
..
,,
FIGURE 3 . 5 . 2
5.3-25
-Page
.
'
-7
!
-7
.'
'
F"
I
DYNAMIC PRESSURE LOSS AT THE HORIZONTAL T A I L

1
I
'
M A P NRME:
MAP T Y P E :
INPUT VRRIRELE
GHlflP
(SI : RLFWF
OUTPUT VRAIRBLE:
bVR
w i w
PRIttAAt HRP:
-30.00
30.00
5.00
"'.
cI
FIGURE 3 . 5 . 3
_-
LIP-
"
am
r---
'?!Y I
- -
FUSELAGE DOWNWASH AT THE HORIZONTAL T A I L
11/21
EPHI!tP
MRP NRME:
nw
TYPE:
iNPUT V R R I A B L E (SI :
OUTPUT v m I R e L E :
PRIMRAY HRP:
SECONORRT
nw:
EPH I M P
RLFWF
UVRUVR
EPSH 1
-30.00
30.00
5.00
u u m
-9fr.00
90.00
10.00
-unn
m u i n
n u m
QTn
Et.
3
h
I)-!
FIGURE 3 . 5 . 4 ( a )
7Sl"AlRc~T
OF POOR QUALITY
#k-d
%d".
Docunent No.
SER 70452.
FUSELAGE DOWNWASH AT THE HORIZONTAL T A I L (Cont I d )
. NASR
8LRCKHRYK
gL
\
I
23-SEP-60
STUOY
.
.
.
I
"
I
I
!
. . I
!
dI
.
,
12/21
'
I
r
EPH IHP
!
.
I
I
-1
--------;
:
.
.
_
L
U
T--
----.I
SY"RCRAET
OHlGlPIAL P,'-,:.L
1,
&-.
Lli
OF POOF? QYALfTv
Document No.
SER 70452
HORIZONTAL T A I L LIFT COEFFICIENT DUE TO ANGtE OF ATTACK
S L A C ; ~ ~ ! F I H K NASfi S T U O T
24-SEP-40
CLH 1MP
M R P NAME:
uvsuvs
M R P TYPE:
LNPUT V F ~ R I R ~ Lrrj!
E
OUTPUT V R A I R8.LE ;
ALFHHI
CLH 1
PRIMART MAP:
SECONORAT
-?O. 00
30.00
5.00
MAP:
-90.00
90.00
10.00
I
..
...
._-...
_-.
....... .....-.
..............
.
._._.___.. .
.
,.._
...
- ......
-.-......
. .
..
.....
........
_-_..____._
-._ _--.
,-
-.
. _...-. ._.- ,.
............
...-..............
...
.......
.._.._..-
................
.-.
.....
.............
..
_.-
.I_.._CI,.
.......
_.-.._,
. . . .
.....
.-...
-...-.
.-
-.. _
^.
..--..-..I_..
I
.
-.........
...... -.-. --.

..........
.........
..............
......_.......
..--.-. --..
.
I.
- - - .-
. . . . . . . . . . . . . . . . . --_. . . . . . .
.__
-. . . . .
................
-.-
......................
flLFHHl
FIGURE 3 . 5 . 5 ( a )
.....
........._.....-
..,-- ---.-
- . -_
....,
- ...
-. --.--...
- . . . . . . . . . . ---.. -- .-....--
.........
.,..
____
A_.-.
._..
....
-_._c_
....................
- ...---..
......
.-... . . . . . . . . . . .
'40.00
80.00
80.00
lbU.00
&
'
HORIZONTAL T A I L LIFT COEFFICIENT
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5.3-30
Page
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.-.-
HORIZONTAL T A I L DRAG COEFFICIENT DUE TO ANGLE OF ATTACK
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11/21
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HORIZONTAL T A I L DRAG C9EFFiCIENT DUE TO ANGLE OF ATTACK (Cont'd)
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5.3-34
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ELRCKHAHK
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Document No.
SER 70452
I.(
VERTICAL TAIL LIFT COEFFICIENT DUE TO SIDESLIP

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25-SEP-80
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VERTICAL TAIL LIFT COEFFICIENT DUE TO SIDESLIP (Cont'd)
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VERTICAL TAIL DRAG COEFFICIENT DUE TO SIDESLIP

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5.3-38
Page
L.
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VERTICAL TAIL DRAG COEFFICIENT DUE TO SIDESLIP (Cont'd)
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5.4
SER- TZr4'32
T A I L ROTOR MODULE
5.4.1
CONTENTS
5.4-1
Module Description
5.4-2
FIGURES
5.4.1.1
Equation Flow Diagram
5.4-3
5.4.2
Module Equaticms
5.4-4
5.4.3
Module InputAutput Definition
5.4-9
5.3.4
Nomencl ature
5.4-10
5.4.5
Black Hawk Tail Rotor Input Data
5.4-14
5.4.6
References
5.4-15
I/
5.4-1
PAGE
_ . . ....
--
--
DOCUMENT
5.4
Tail Rotor Module
5.4.1
Modfile Description
!do.
SER 70452
This module calculates the forces and moments at the center of

gravity which are generated by a canted tail rotor. This
rotor is represented basically by a simplified, closed form,
Bailey Solution as developed in Reference 4.6.1. All terms i n
tip speed ratio C f i ) greater than squared have been eliminated.
In orde:- to obtain the actual tail rotor collective pitch
value, ( 8 ) , the Bailey equatiorls have been modified to
account fik 6 (pitch-flap couplfng). This reduces the btade
pitch which is impressed by the control system.
The airflow impinging or! the tail rotsr i s developed from the
free stream, rotcr wash and fllselage sidewash, together with
body angular rate effects. The total components of velocity
are resolved though the cant angle into the tail' rotor shaft
axes system.
The Baile;y theory equation is normally presented as the
thrust coefficient in terms of the It' coefficients. It
should be noted that the equations have been manipulated to
obtain an expressioti for downwash. This was found to be
necessary to obtaitl an unconditionally stable solution. It is
important that program flow follows the equation flow for a
stable tail rotor solution (Figure 4.1.1).
i s applied to the final thrust output

K
to account for the Jk&!mity
of the vertical tail. This
correction is empirical and based on flight test data of other
he1 icopters.
A blockage factor
This simplified tail rotor model only calculates thrust. No

account of H force is included in the final tail rotor force
outputs. The tail rotor thrust is finally resolved into force
and moments in body axes, at the center of gravity.
'I
cc
-------
'I,
FIGURE 4.1.1
5.4-3
t-b'S
.JWd
ii
DOCUMENT
5.4-5
Page
n?.
SER ?045?
5.4-7
PA6t'
KY--
--
--
-TIC--
- r - T
DOCUMENT N O .
%R 70452
t
DOCUMENT
no.
SER 70452
fi.58f AGE
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L:
5.4-9
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SER 70452
oocuncni NO.
NOTATION FOR THE TAIL ROTOR MODULE
5.4.4
SYMBOL
USED IN
EQ U AT I ONS
F~~~
F~ CGB
F~~
LTR
LCGB
\TR
BLTR
B~~~~
B~~
%PMR
a l FMR
%HMR
S T
RT
E~~~~
E~~~~
KZTR
XMRTR
v~MRTR
%MRTR
@WF
P wf-
QTRQWF
K~~~
I GTR
PROGRAM
MNEMONIC
FSTR
FSCGB
KTR
W LTR
WLCGB
KTR+l
B LTR
BLCGB
KTR+E
CHI PMR
AA1 FMR
DWSHMR
OMGTMR
RMR
EKXTR
EKYTR
EKZTR
VXMRTR
VY MRTR
VZMRTR
A 1FAW F
PSIWF
QTRQW F
KQTR
SIGTR
UNTS
INS
INS
Fr
INS
INS
Fr
INS
'
INS
Fr
DE G
DEG
ND
RADS / SEC
Fr
ND
ND
ND
Fr/SEC
FI'/SEC
FT/SEC
DEG
DEG
DESCRIPTION
Fuselage s t a t i o n f o r t a i l r o t o r
Fuselage s t a t i o n fcr CG
Tail r o t o r longitudinal arm
Waterline s t a t i o n f o r t a i l r o t o r
Waterline s t a t i o n f o r CG
Tail r o t o r v e r t i c a l arm
Buttline station f o r t a i l rotor
Buttline s t a t i o n f o r the CG
Tail r o t o r l a t e r a l arm
Rstor Wake Skew Ang
Longitudinal main r o t o r f l a p p i n g
Uniform downwash a t the main r o t o r
Trimned r o t c r speed
Main r o t o r radius
Main r o t o r wash f a c t o r s
Main r o t o r wash a t the t a i l r o t o r

1,
I
Fuselage angle of a t t a c k
Fusel age yaw a t t i tude
Dynamic Pressure r a t i o a t the
tail rotor
----
DEG
5.4-10
PME
Fuselage sidewash a t the t a i l r o t o r
(Cont'd)
5.4.4

~-
SYMBOL
tiSED IN
EQUATIONS
PROGRAM
MNEMONIC
VXB
VY 6
VZB
VYWFTR
VXITR
VY ITR
VZITR
VXGTR
VY GTR
VZGTR
P
'xb
vY b
'zb
Y
' WFTR
V~~~~
v~ ITR
V~~~~
V~~~~
v~ GTR
V~~~~
V~~~~
"YTRB
%TRB
V~~~
V~~~
V~~~
PTR
~
RTR
AXTR
/CcYTR
/CCZTR
/CcTR
VXTRB
YY TRB
ViTRB
VXTR
VYTR
VZTR
GAMTR
OMEGTR
RTR
MUXTR
MUYTR
MUZTR
MUTR
DESCRIPTION
UNITS
FT/SEC
FTISEC
FT/SEC
FT/SEC
FT/SEC
FT/SEC
FTISEC
FT/SEC
FT/SEC
FT/SEC
RADS/SEC
PADS/ S E C
RADS/SEC
FT/SEC
FT/SEC
FT/SEC
FT/SEC
FT/SEC
FT/SEC
DEG
RADS/SEC
Fr
ND
ND
ND
ND
Body .xes vel oci t i e s
Fuselage sidewash v e l o c i t y
Total i n t e r f e r e n c e vel o c i ti es a t
the t a i l r o t o r
Body axes g u s t v e l o c i t i e s
Body axes angular r a t e s
Total v e l o c i t i e s ait the t a i l r o t o r

i n body axes.
Total v e l o c i t i e s a t the t a i l r o t o r
i n s h a f t axes.
Tail rotor
Ta.il r o t o r
Tail rotor
S h a f t axes
rotor
cant angle
trim speed
radius
v e l o c i t i e s normal i t e d by
t i p speed.
I,
5.4-11
PAGE
'
SIKORSKY
NRCRAF"
5.4.4
OOCUIENT N O .
(Cont'dj
SYMBOL
USED IN
EQUATIONS
z;
PROGRAM
MNEMONIC
1:
BTLTR
1/RADS
b~~
ATR
BTR
CrR
CHRDTR
FT
A~~
D~~~~~
W
' STTR
~ T R
SMR
K~~~~~
'BVTTR
YR
DEG
LB
DELTTR
T~~
$3
B
X~~
Y~~
Z~~
R"
TTR
0~~
UNITS
DESCRIPTION
1 Bailey C o e f f i c i e n t s
t,5.1
t3.2
t3. 3
B
G
%R
T~~
ao/
SER 70452
DEL3TR
B1~ASTR ~
DWSHTR
TWSTTR
LAMBTR
OMGMR
KBLKTR
VBVTTR
CDTR
RH 0
XTR
YTR
ZTR
DEG
~ DEG
DEG
..
DEW %R
RADS/SEC
FT2
SLUGS;FT3
LB
LB
LB
5.4-12
PACE
Blade t i p l o s s f a c t o r
Constant .
Blade s e c t i o n l i f t curve Slope (2D)
Actual number of bladr; on the
tail rotor
Blade Chord for the Tail r o t o r
Tail rotor comnanded blade p i t c h
Tail Rotor Thrust
Rate o f change of coning w i t h
thrust
Flapping hinge offset angle
Blade pitch c o r r e c t i o n t o l i n e a r twist
Actual Blade p i t c h
Uniform downwash a t the t a i l r o t o r disc
Linear blade twist
f a i 1 "bar inflow
Actual r o t o r speed
T a i l rotor blockage from v e r t i c a l t a i l
Airspeed breakpoint f o r blockage f a c t o r
Tail r o t o r drag
Ai r density
Tail r o t o r forces a t the CG i n
body axes
B!q!--'
_-
I
b
OOCUHIENT NO.
5.4.4 (Cont'd)
SER 70452
L~~
RT'
LTR
FT LB
MTR
FT LB
;L
i.
5.4-13
PAGE
Tail rator moments at the CG i n

body axes
5.4-14
PIGT'
DOCUMENT
5.4.6
no.
SER 70452
References
1.
Simplified Theoretical Method of Determining the Characteristics

of a Lifting Rotor in forward Flight, Bailey, NACA Report 716
5.4-15
PAGE'
OOCUMEYT N O .
5.5
SER 70452
FLIGHT CONTROL SYSTEM MODULE
5.5.1
CONTENTS
5.5-1
F l i g h t Control System Module D e s c r i p t i o n
5.5-2
FIGURES
5.5.1.1
5.5.1.2
5.5.1.3
5.5.1.3
5.5.1.3
5.5,1.4
5,5.1.5
5.5.1.5
5.5.1.5
5.5.1.6
5.5.1.6
5.5.1.6
5.5.1.6
5.5.1.7
5.5.2
5.5.3
Overview o f the C o n t r o l System Simulati(on

BLACK HAWK g e l i c o p t e r Motion Sensors
BLACK HAWK P i t c h SAS Channels
BLACK HAWK R o l l SAS Channels
BLACK HAWK Yaw SAS Channels
BLACK HAWK P i t c h B i a s A c t u a t o r
BLACK HAWK P i t c h FPS Channel
BLACK HAWK R o l l FPS Channei
BLACK HAWK Yaw FPS Channel
5.5-5
5.5-6
5.5-7
5.5-8
5.5-9
5.5-10
5.5-11
5.5-12
5.5-13
( a ) BLACK HAWK C o l l e c t i v e C o n t r o l
( b ) BLACK HAWK L a t e r a l C y c l i c C o n t r o l
( c ) BLACK HAWK L o n s i t u d i n a l C y c l i c C o n t r o l
( d ) BLACK HAWK T a i l R o t o r C o l l e c t i v e C o n t r o l
BLACK HAWK S t a b i 1a t o r C o n t r o l System
Module I n p u t / O u t p u t D e f i n i t i o n
BLACK HAWK C o n t r o l System General I n p u t Data
5.5-14
5,5-15
5.5-16
5.5-17
5.5-18
5.5-19
5.5-20
(a)
(b)
(c)
(a)
(b)
(c)
5.5-1
PAGE
5.5
FLIGHT CONTROL SYSTEM MODULE
5.5.1
F1 i g h t Control Simulatiiln Module Description
The simulation of the f l i g h t control system i s presented entirely i n

terms o f block diagrams indicating the transfer function between
signals. The Background information presented i n Section 3 . 5 o f
Volume I1 complements this description o f the cantrol system
simulation. An cverview of the control system simulation nomenclature,
for the various elements, i s presented on Figure 5.1 . l , The block
diagrams, subsequently pr%sented, are aligned w i t h the flow of this
figure. I t will be noted i n studying this section, t h a t the bandwidth
o f some control system components i s hide. This leads t o time
constants of some o f the transfer functions being small. For completeness
these components have been retained i n the model, thus xaking i t necessary
t o provide a t e s t for cycle tfme i n the corresponding algorithms t o ensure
u n i t y g a i n ' i f cycle time i s large relative t o the function's time
cozstant.
( a ) Sensors - The transfer functions for the sensors are presented

5iTTjCr-e 5.1.2.
(b)
S t a b i l i t y Augmentation System (SAS) The simulation definitians

for
. . pitch,
.
roll. and yaw SAS channels are shown on Figures 5.1.3
( a ) , ( b ) , and ( c ) respectively. Each figure incorporates the
representatior, of the digital and analog SAS channels. In
general, the helicopter motion sensed by the gyroscopes i s
passed through signal conditioning f i l t e r s before being shaped

by the SAS networks, The signal i s then processed t h r o u g h a
washout, i f required, and the 2:l gain change switch. The
switch definition i s ON/ON, b o t h channels working a t gain
1.0, ON/OFF, d i g i t a l channel only working a t gain 2.0, OFF/ON,
analog channel only working a t g a i n 2.0. F i n a l l y , the signal
i s restricted i n amplitude by a 5% a u t h o r i t y limit. I n the
case of the d i g i t a l channel, the signal i s passed through B
zero order hold t o account for update delays. A switch i n the
yaw channel inhibits the lagged rate term a t speeds above
60 knots and introduces lagged lateral acceleration f o r a i d i n
t u r n coordination.
!>
The following logic applies for a l l cofitrol system channels:

In the IC Mode: 1. Outputs of a l l synchronizers are zero.
2. Outputs o f a l l integraters are zero 3r
have defined initial values.
In the Compute Mode: The logic i s defined on the block diagrams.
- The PEA representation i s presented

The i n p u t signals are derived as indicated.
( c ) Pitch Bias Actuator (PBA)
on figure 5.1.4.
I t should be noted t h a t the pitch rate signal i s picked o f f
%=*
J' '
DOCUMENT
no.
SER 70452
downstream of the signal conditioning. The three i n p u t signals

are limited, passed t h r o u g h a g a i n and summed t o o b t a i n the
signal o u t p u t t o the X A actuator. The actuator travel i s
restricted by a + 3%/SeC rate limit and a r 15% a u t h o r i t y
.
limit. Because The PEA algorithm i s cotnpuTed by the d i g i t a l
computer, the simula,tion includes a zero order hold.
(d)
- ThePathsimulation
representation
Stabilization channels
F1 i g h t P a t h S t a b i l
o f the pitch, roll
are presented on Figures 5.1.5 ( a ) , ( b ) and ( c ) respectively.

The synchronization elements i n the model must track d u r i n g
the simulation trimming pha.se and i n the IC mode. Diiring the
compute mode, they must track w i t h the" FPS o f f . The FFS shaping
networks are re1 ativel y straightforward, however, a degree of
complication i s intrcduced by the automatic turn coordination
capability. On the helicopter the t u r n switch is enabled by
seveval channels of complex logic. For this simrtlation i t i s
recomnended t h a t the switch be enabled by one p a t h on?y.
FPS ON, VXBIKT>tiO kts, plus trim release
pressed, plus f)b>z0
Exit i s by feet on the pedals and trim release pressed. For
analysis purposes the t u r n switch can be enabled as required.
Since the FPS i s computed i n the digital computer, the f i n a l
o u t p u t to the trim actuator i s passed through a zero order
hold. The trim actuator has 100% a u t h o r i t y w i t h i n certain
control force constraints and i s rate limited a t 10Z/sec.
( e ) Mechanical Control System In a d d i t i o n to i t s function as a

mixing u n i t for control coupling, this area i n the simulation
i s used t o b r i n g together the various elements o f the control
system computed upstream. T h e representations o f the four
primary controls, main rotor collective blade pitch, lateral
cyclic blade pitch, l o n g i t u d i n a l cyclic blade pitch and t a i l
rotor collective pitch are shown on Figures 5.1.6 ( a ) , ( k ) ,
( c ) and ( d ) respectively. The longitudinal cycl ic p i t c h
channel will be used f o r purposes o f discussion. The o u t p u t s
from the d i g i t a l and analog SAS channels are sumed and
processed through the SAS actuator dynamics, resul t i n a i n
actuator travel i n inches (xBILs). This i s summed w i t h the
PBA (XBSAS), the FPS (XBOLS) and ?he p i l o t control stick i n p u t
(Xi3+2). The trimming algorithm i n p u t ( X B + l ) i s added i n the
simulation a t t h i s p o i n t f o r cases where trim i s accomplished
using the control sticks. The resultant linkage motion i s
converted i n t o equi Val ent degrees o f 1ongi tudinal cycl ic before
being s u m d w i t h coupled mction frm other controls i n the
mixing u n i t . The o u t p u t from the mixing u n i t BlSMIX i s
modiffed by tne primary servo dynamics g i v i n g the final
l o n g i t u d i n a l cyclic impressed on the main rotor. Additional
i n p u t s are added a t t h i s p o i n t for use i n analysis. Travel
limits for tPe rotor head are g i v e n on page 5.5.20.
1
3--3
PAGf
',
!
(f)
S t a b i l a t o r The representation of the analog network

c o n t r o i l i n g the stabilator is presented on figure 5. 1.7..
The network provides for the feedback o f velocity,
collective stick, lateral acceleration and pitch rate
scheduled as a function o f forward speed. The o u t p u t
from the network is passed through the dynamics o f the
limited rate t a i l servo. For the simulation provision
i s made for ar alternative i n p u t (STBSET) for use i n
analysis
\
1
5.5-4
-.m
PLGE
SER 70452
DOCUMENT N O .
OVERVIEW
OF THE
CONTROL SYSTEM SIMULATION
I
1,
Ih3? LOOP
SERYQ
BlSIL
THOIL
THRIL
"
XAILS
XBILS
XCILS
XPILS
XBIL
XCIL
XPIL
BlSSW THOSUM
*AlSSUM
I I
THRUSH
+A1S
I.(
B1S
THETAO
THETYK
XBBAS
XBSUM
XCSUM
XPSUM
B1SSUM
THOSUM
THRSLlM
BlSMIX
THOMIX
THMIX
XA
XB
xc
~-
OUTER
LOO?
A1 SBL
B1 S0L
THO0L
THRL
W L
XBBL
XC0L
!POL
XAOLS
XBOLS
XCOLS
XPOLS
XA+1
XB+1
::c+1
YDII
nr
FIGURE 5.1.1
5.5-5
PAGE
trimnlng a t i t o p i l o t
A1S + 2
0
1c
ala
*
7
9
L
THETAO + 2
T. .H.- m
. .R..
XP+2
k 29 R t V t
A1S + 1
81s + 1
THETAO + 1
THETTR + 1
XP
GllTER LOOP
SERVO
canned Inputs
FA lot-In-loop
-2
BLACK HAWK
HELICOPTER MOTION SENSORS
FIGURE 5.1.2
I,
5.5-6
PAGE
SBKORSKY
AIRCRAFT
lmmp
m
"
I/
FIGURE 5 . 1 . 3 ( a )
5.5-7
PACE
I'
45dWSR
I
.
+ 4
FROH ROLL
RATE 6YRO
tROM ROLL
LlHlT
_
1
_
3
1
VERTICAL GYRO
t7
DLG
--.139X/DLC
DIGITAL
Tu.
H
w
U
m
z
;L
4
0
2
ANALOG
BLACK HAWK ROLL SAS CHANNELS
._
Sl3NNWH3 SVS MVA IMVH I3Wl8

cu
In
-a0
LL
9oww
VI
w
I:
V
3
-,E LL
. .
3 ;
3 0
,NI 09> A
e
i v iI 9 Ia
s i i
!
i
I
FIGURE 5.1.4
5.5-10
._
PAGE'
?I
FIGURE 5.1 . 5 ( a )
5.5-11
P1Gt'
Pr-----
II (I
b
Q o
FIGURE 5.1.5(b)
5.5-12
PACE'
i;:
1 '
I-
s
"
FIGURE 5 . 1 . 6 ( a )
DOCUMENT N O .
SER 70452
U
CI
u
4
-I
FIGURE 5 . 1 . 6 ( b )
5.5-15
PAGE
..I..
-./.-....
r-"-
OOCUMENT NO.
SER 70452
.,;
I,
FIGURE 5.1.6(c)
5.5- 16
-PAGt
-I
FIGURE 5.1.6(d)
* 7
r---- -
'$
'*
-4.
(m
I
I
.
'?
I
FIGURE 5 1 . 7
5,5- 18
PAGE
Y 29 UV. 6
---
b ,n'
ORIGINAL PAGC :S
SIKORSUY
AIRCRAFT
Yzl
m.c
OF POOR QlJALlTY
43
UNWED
- 0
5.5-1 9
PACE'
9"
Ia
us
.3Wd
02 -E"S
.
i
' I
..
. -. .
..d
"1
--
@"I
ENGINE/FUEL CONTROL MODULE
5.6
5.6.1
CONI'ENTS
5.6-1
Module Description
5.6-2
FIGURES
5.6.1.1
5.6.1.2
5.6.1.3
5.6.1.4
Engine/Fuel C o n t r o I l D r i v e R e p r e s e n t a t i o n
Engine/Fuel Control F l o w Diagram
Electric Fuel Control U n i t f l o w Diagram
Rotor Degree of Freedom C l u t c h R e p r e s e n t a t f o n
5.6-4
5.6-5
5.6-6
5.6-7
5.6.2
Module Equations
5.6-8
5.6.3
Module I n p u t / O u t p u t Definition
5.6-19
5.6.4
Noment T a t u re
5.6-20
5.6.5
BLACK HAWK Engine/Fuel Control I n p u t Data
5.6-24
TABLES
5.6.5.1
5.6.5.2
5.6.5.3
5.6.5.4
5.6.5.5
5.6.5.6
Steady S t a t e Engine Performance

Col 1ect i v e / S t a t i c Droop Compensation R i ggi ng
Load Demand S p i n d l e Cam Output
Steady S t a t e Fuel Flow Required
Steady S t a t e Discharge Pressure
Engine Tfme Varying C o e f f i c i e n t s
5.6-25
5-6-25
5.6-26
5.6-26
5.6.27
5.6.27
FIGURES
5.6.5.7
5.6.5.2
5.6.5.3
5.6.5.4
5.6.5.5
5.6.5.6
5.6.5.7
5.6.5.8
5.6.5.9
5.6.5.10
5.6.5.11
5.6.5.12
5.6.5.1.3
5.6.6
Steady S t a t e Engine Performance

Coll e c t i v e / S t a t i c Droop Compensation Rigging
Load Demand S p i n d l e Cam O u t p u t
Steady S t a t e Fuel Flow Required
Steady S t a t e Discharge Pressurc
Partial P g / P a r t i a l WF vs. Gas Generator Speed
P a r t i a l P 3 / P a r t i a l NGG v s . Gas G e n e r a t o r Speed
Delta WF/Delta P 3 vs. Gas G e n e r a t o r Speed
P a r t i a l QG;/Partial W F vs. Gas Generator Speed
P a r t i a l QGG/Partial NGG i s . Gas G e n e r a t o r Speed
P a r t i a l Q p T / P a r t i a l )$IF vs. Gas Generator Speed
P a r t i a l Q p T / P a r t i a l N F r vs. Gas G e n e r a t o r Speed
Partial Q p T / P a r t i a l NGG vs. Gas Generator Speed
References
5.6-29
5.6.30
5.6.31
5.6.32
5.6.33
5.6.34
5.6.35
5.6.36
5.6.37
5.6.38
5-6-39
5.6.40
5 .'6.41
5.6.42
!
I
DOCUMENT N C .
5.6
ENGINE/FUEL CONTROL MODULE
5.6.1
Module Description
SER 70452
This engine/fuel control model i s basically a linearized represent a t i o n w i t h coefficients which vary as a function o f engine operating
condition. This model adequately provides for closing the rotor shaft
speed loop throughout the normal operating envelope of the helicopteq,
However, maneuvers which result i n significant r o t o r speed excursion4
may result i n discrepancies i n the simulation. All the usual restrictions and assumptions o f linear simulation are applicable and should .
be observed. In an analysis mode deviatfons from trim are not large,
b u t for pilot-in-the-loop operation some means of continuously
synchro.nizing the steady state engine torque must be developed. This
engine module should n o t be used for engine performance evaluation.
The elements o f the model are shown on the simplified block diagram
They comprise the control interface w i t h Gen. Hel.,
o f Figure 6.1.1.
fuel c o n t r o l , gas turbine, power turbine, and rotor shaft speed
degree-of-freedom interface w i t h the Gen. He1 rotor. This model
which derives total S.H.P. a t the rotor shaft by appropriately
factoring the o u t p u t from one engine i s applicable for evaluations
i n the governed range. A transmission clutch i s represented allowing
disconnect of the rotor drive a t zero torque required by the rotor.
This allows autorotations and recoveries t o be executed.
I n i t i a l i z a t i o n o f the engine/fuel control module i s accomplished by

u s i n g the steady state engine performance required t o trim the
he1 icopter simulation i n free f l i g 5 t .
A basic background t o the complete T . 7 Q O engine/fuel control system
A detailed block diagram o f
i s given i n references 6.6.1 2nd 6.6.2.
the simulation i s qiven i n Figure 6.1.2.
The basic engine control system operation i s through the interaction

o f the Electrical (ECU, Figure 6.1.3), and Hydromechanical (HMU)
control units. In general, the HMU provides for gas generator speed
control and r a p i d response t o power demand. The ECU trims the HMU
t o satisfy the requirements o f the load so as t o maintain rotor speed.
The Load Demand Spindle (L3S) i s a function o f collective pitch
setting and pruvides compensation t o reduce rotor transient droop.
Any steady state errors resulting from inconsistent collective
positioning are trimned by the ECU. In the simulation, this i s
triimed by the difference between actual gas generator speed (from
steady performance d a t a and t h a t resulting from the collective setting).
Thesr :haracteristics are implemented i n the simulation.
5.6-2
PAGE
--
r--D O C U ~ E N TNO.
SER 70452
I n general, isochronous governing of the rotor speed i s maintained

by developing an error relative t o the reference speed and
comnanding more or less power t o stabilize a t the required speed.

Basically, this process involves the speed error demanding a
change i n gas generator speed (NGG) via the shaping of the ECU
electrical network, Figure 6.1.3. T h i s signal i s summed w i t h
the LDS i n p u t i n the HMU, ana compared w i t h the actual gas generator
speed. The subsequent error, commands changes i n fuel flow
leading t o a higher or lower gas turbine speed and changes i n
the gas flow. This i n t u r n provides increased or decreased power
a t the driveshaft from the power turbine. In the simulation, torque
o u t p u t from one engine (Qpt) i s derived from three sources. From
direct changes 'in fuel flow, from changes i n gas generator speea
and as a result o f changes i n power turbine speed. These increments
are summed t o o b t a i n a t o t a l change i n engine torque from trim and
subsequently factored by the number o f operating engines and
engine/rotor gearing r a t i o , t o o b t a i n engine torque o u t p u t t o
the rotor shaft.
The interface w i t h the main program i s presented on Figures 6.1 . l

and 6.1.2.
The rotor can be visualized i n simple terms as a
damper responding t o changes i n rotor speed. However, the significant
effect of the rotor relates t o the changes i n torque loading
as a result of control inputs and changing statcs. Rotor shaft
accelerations result from torque differences i n o u t p u t from the
power turbine and torque required by the rotor. The simulation i s
initialized a t trim such t h a t the rotor i s a t the i n p u t speed and
AQ-0. A clutch i s modelled, Figure 6.1.4, which will disengage
the rotor from the engine a t a zero rotor torque level. When Gen
He1 i s being executed i n combination w i t h the engine, t o t a l engine
torque must replace rotor torque as a reaction i n the airframe equations.
5.6-3
PllOt'
DOCUMENT N O .
ENGINE/ FUEL CONTROL/DRI VE REPRESENTATION
SER 7.3452
'i
'i
'I
.SER 70452
Cri:G!NAL FAGE IS
OF POOR QUALITY
'i
7,"
I.
I
I
FIGURE 6.1.2
5.5.5
SZKORSW
AIRCFIAFT
N E 1 CONTROL
ELECTRIC CONTROL
.- Uj4IT
I
I
1
,
1
--
5.6-6
P I X
Y ?9
q CY
.-
-I
' I
ORIGINAL PAQE E3
OF FOOH QUALITY
e
D O C U M E N T NO.
SER 70452
I
1:
..
',
FIGURE 6.1.4
I
I
5.6-7
5
PA6f
5.6-8
PAGE
S1Kc3YYSW
AIRCRAFT
ORIGINAL ?AX i3
OF POOR Q i l k L l l Y
DOCUHENT N O ,
SER 70452
> QRQTRy
5.6-9
PA6E
un
M.6
0 1-9'5
.3DVd
I.
'I
.39Vd
E 1-9's
I
P1
jj
'T
.....
---- iq
I
5.6-14
PAGP'
. -
_-
'
-1
. .. .. .
..
0J
5.6-16
.39Wd
L 1-9 5
-5.6-18
.PAGE
5.6-19
TZF
t
5.6.4
4
1
SYMBOL
USED IN
EQUATIONS
QTRIM
QHMR
GGWM
GGSS
~
)
NETOT .
NGGLDS
LDS
XCPC
QMR
I\'GG
N
NE
N~~~~~
OS CAM
xC
(L
(TOT FU L)
(
Total torque required a t trim.

Filtered torque required by the
l b FT
main rotor.
Factor t o account f o r t a i l rotor
torque plus losses
Actual rotor torque required.
l b Fr
Gas generator speed
% RPM
~% RPM ~ Gas generator
~
~ speed a t triln.
Number o f engines.
Load demand spindle o u t p u t .
% RPM
Load demand spindle rotation,
DEG
Col 1ecti ve stick position.
% COLL
1 b FT
KT RQ
KQ
mw
~
LDSTRM
~
SUM2
NPTREF
) ~ ~
DESCRIPTION
UNITS
QRQTRM
QTRIM
(QREQ TRIM
I*
PROGRAM
MN EMON I C
~
~
% \RPM
LB/HR
RPM
,
I
Synchronized
~
~ LDS o u t ~p u t a t trim.
~
Total fuel flow.
Power turbine reference
speed, RPM. (Set by Sync w i t h
rotor speed a t trim).
I.
I
NPTl 00
LDSEI
NPTD
NPT
QTRIM
FLQREQ
N P T 100
RPM
NPTD P
NPT .
QTRIM
% SPM
FLQREQ
I t FT
X RPM
J b FT
100% power turbine speed

LDS incremental i n p u t from trim.
Power turbine speed error.
Actual power turbine speed.
.
F i J tered Rotor Torque
Filtered Rotor Torque used i n

the clutch model,
i
!
I
!
I,
i'
5.6-20
PAGB'
OF POOR QUALITY
NOTATION FOR THE E N G I N F U E L CONTROL M O D U I
SYMBOL
USED I N
EQUATIONS
PROGRAM
MNEMONIC
UNITS
DES CRI PTI ON
ID61
I 061
v~~
v~~
VHG
VLG
'I
"G
QINT
B
vsvs
vss
vS
vss
VDM
%M
DMD
M
VDMD
MAMA
VTM
INS
V~~
INS
X RPM
E cu
GE
EC
Electron4 c Control Unit

Shaping Network Vari ab1es
VGVG
QINT
BBBBB
% RPM
SECS
SECS
GGRPMR
;"o
RPM
5.6-21
P LCP'
SA 21 Rn. 0
Incremental ECU o u t p u t
Power t u r b i n e t o rotor gearing.
Total ECU o u t p u t
ECU g a i n c o n s t a n t s
ECU time c o n s t a n t s
ECU time c o n s t a n t s
ECU dead band d e f i n i t i o n
ECU l o g i c v a r i a b l e s
ECU g a i n c o n s t a n t s
Demanded change i n G.G.
r e f e r e n c e speed.
5.6,4
(Cont'd.)
NOTATION FOR THE ENGINE/FUEL CONTROL MODULE

I
SYMBOL
USE3 IN
EQUATIONS
PROGRAM
MNEMONIC
UNITS
% RPM
LDSEI
A NGGE
T~~~
ANf .
GGRPME
TNGG
A wfl
FUEL
ACT WF
A p3
P3 D
TP3
A 'Eff
TMV
A QGG
A NGG
TP3
I NCWf
TMV
GGQD .
GGRPMD
SEC.
.LR/ HR
LB/HR
SEC.
LB/HR
SEC.
LE/ FT
X RPM
SLUGS iT2
LB FT
GG
A QPT
PfQ
A QE
PTE
QE
QH E+
OSHAF.
4 s
OSHAR
di so
QMSFO
A NPt
% RPM
KCF
3.1,
LB FT
LB TT
R A E / SEC2
RADS /SEC
RADS/S E C
NPTD
5.6-22
PAGE'
RESCRIPT1 ON
Increment i n LDS o u t p u t
from trim.
G.G. speed error.
SPD servo time constant
Incrementa7 fuel flow demanded
Actual metered increment
i n fuel flow.
Change i n compressor discharge
pressure.
Lag i n fuel feedback loop.
Compensated demand i n fuel flow
Fuel metering valve time constant
Gas generator accelerating torque
Incremental change in gas
generator speed.
Conversion factor.
Inertia o f G.G. rotor.
P.T. incremental torque o u t p u t
per engine.
P.T.. incremental torque o u t p u t
( a t rotor speed)
P.T. total torque o u t p u t
Rotor shaft acceleration
Actual shaft speed.
Initial shaft speed.
Incremental P.7'. Speed From Ref.
'
SUKORSKY
AIRCRAFT
ORtGINAL PAGE
' OF
POOR QUALITY
O O C U ~ E N Tno.
SER 70452
NOTATION FOR THE ENGINE/FUEL CONTROL MODULE

~~~
SYMBOL
USED IN
EQUATIONS
'
%
MR
a MR
PROGRAM
MNEMONIC
UNITS
OMMRO
OMRAT.
RADS/S EC
OMGRR
RAOS/SEC2
RADS / S EC
JTOTE
;REST
SLUGS Fr2
SLUGS Fr2
RAT
J~~~~
REST
KHS
KHS
Trim rotor speed.

Rotor hub acceleration
Rotor hub speed.
Rotor speed relative t o trim.
Inertia upstream of clutch
Inerta downstream o f clutch
less blades
Gas generator heat s i n k factor
',
I
5.6-23
TzF
Y 29 RCV. 6
.d
y.yl
_-_.
.
-s
.3Wd
PZ-9
I"
I
SALn
m.5
80
/OO
65
70
75
8
0
85
90
?5
/oo
I'
5 6-26
"-
5.6-27
PAGE
-7-
--
_c
L.
5 6-28
PAGE'
awrwmu-43L.
ORlGINAL FAp;;< TfJ
OF POOR QUALITY
Document No. SER 70452
BLACK HAWK STEADY S ?ATE ENGINE PEFF0R:lANCE
MRPA 1
URP NRME:
RRP TYPE:
UVA
I N P U T V R R I R B L E IS1 : QRQT'fNltNGiNE'
OUTPUT V A R I R B L E :
GCSS
QRQfRt"/ENGINE x I2'0
FIGURE 6.5.1
5 6-29
7qF
I
I,
I
BLACK HANK COLLECTLVE S T A T I C DROOP

CO;?PXATOR RIGGIfiG
x,
FIGURE 6.5.2
5.6-30
-Page
rf-.-
BLACK HAWK
LOAD DE!?AND
S P I N D L E C4P.1 OUTPUT
M A P NRME:
MAP TYPE:
INPUT VRRIAELE IS1
I*
OUTPUT YFIRIRELE:
PRIMAAT
MRPC2
:
LOS
UVR
NGGLPI
MAP:
0.00
LOO.00
20.00
Munn
ummunin
611
0
Q
d.00
1b.m
2b.m
3b.m
dm
FIGURE 6.5.3
dbP
6b.m
7b.a
rb.m
&I .a
Ib
mi--=---
BLACK HAWK-ENGINE STEADY STPITE FUEL
M R P FIRME:
FLOW REQUIRED
MRPRS
MRP TTPE:
?NPUT V n f l I R E L E ~ S I:
OUTPUT V R R I R B L - :
GCSS
U
VA
-...
sun2
FIGURE 5.5.4
5.6-32
Page
BLACK HAWK
ENGINE DISCHAliGE PRESSURE FOR STEADY CONDITIONS
MAP NARE:
MAP TYPE:
INPUT V A R I A E L E IS1 :
OUTPUT VARIABLE:
CCRPW
MRPfl2
UVR
KFUN*2
CRIRRRY NRP:
70.00
100.00
5.00
0
F I G U R E 6.5.5
.. ..-
.-
muan
m c t l t n
mil)
Document No.
BLACK HAWK
SER 70452
ENGINE TIME VARYING COEFFICIENT
U R P NRRE:
U R P TYPE:
INPUT Y R R I R e L E IS1
OUTPUT VRRIRRLE:
UWR4
UVR
GGRPH
KFUN+rl
P R I R R R Y NAP:
70.00
100.00
5.00
-um
m u m
wm
-_.
+-
'e
8
'e
---.--..----
e
-
...........
.......
-.
.-.
-.r
.
i
..
I...__
.--
.I_-.C.._..
.-.f--.-
C-..
-.
--_.
__-.
---~
..-... --......
-.--__--_-.
-.--_.--.
-----._.- ....
....
. ._-...
.......
.........................................
....-_--..-.
.---.-...-----........
-.-_
-.--
--.
.-........
....
!
-.
--.*
....
......
I
.
C-.I..-..-*I.-C..-..----C-
i
.
.
a
..
0
'
_c
2 -...
.
.
.--.
--.
0
'
----
-I--
..
.-
....
84
9I.m
'
!
1b.m
.....
.-_
_-..
-.
..
.-.
okm
c.
A m e b.a
.--
I
.
.
--
.... ..-.-
C&k?
.-.L
'
.m
00711
J.
-.-.
..
e.
!
-..
- .____..
.
.
C
.
.-
.....
-_.-..._ ......:
..
..
.
I
-
..........................
-.
I_*
r l o ~ ob.m
II
I'
FIGURE 6.5.6
I'
Document No.
BLACK HAWK
*YP NRUE:
. .
N'rlP87
TTPF.
.
-
llVR
..-: . . . . . . . . . . . . . . . . . . .
... I
.-.-. . . . . . . . . L
-....
.........
.
--
......
........
. . . . . .
....
........
FIGURE 6 . 5 . 7
..
.._..--.
.....
.- . . . . .
L.
*-A.
I---
-.-.. .
'.I
ENGINE T I M E VARYING C O E F F I C I E N T
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SEi? 70452
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SER 70452
BLACK HARK
ENGINE TIWE VARYING COEFFICIEMT
URP
mne:
M R P TYPE:
iNPUT 'JRAIRRLE IS1 : GGRPM
OUTPUT VRAIRELE:
P R I M R Y MAP:
70.00
!00.30
5.00
MAP83
UVR
KfUN+3
m u m
ammuan
a m
F
AP3
4.0
1b.a
2b.a
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FIGURE 6.5.3
4ii.a
.a
Idb$?
ab
7b.a
8b.m
sb.a
rbt
I,
i4
..
4
OF POOR QUALITY
- EMGINE TIME VARYING COEFFICIENT
BLACK HAWK
MAP NRME:
MAP TYPE:
I N P U T VRR-RBLE 1s) :
OUTPUT V d I f l B L E :
P A I f l R R T MflP:
~ Q G G + NGG%
MRP85
UVR
GtAPfl
KFUN*5
70.00
100.00
5.00
ammuam
a m
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5.6-37
Page
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_._ .. .._._.. "r _..-._-.

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FIGURE 6.5.9
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9b.m
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Document No.
BLACK HAWK
Z 7 . V -
...
SER 70452
ENGINE TIME \!P,l?Y IF.(: 3 E F F I C I E N T
MRP NRRE:
HRP TYPE:
I N P U T V R R I R B L E IS1 : GGRPM
OUTPUT
VRRIRRLE:
Pfl I R R R Y MRP :
HRPflS
UVR
KFUN*S
70.00
m u m
5.00
m u m
mm
100.00
i
I
FIGURE 6.5.10
I
SLACK HANK
.
I
P R I M A R Y MRP:
FIGURE 6.5.11
"
' I
BLP.CK HAWK
MRP wnE:
HRP TYPE:
I N P U T V R R I R E L E IS1 :
OUTPUT VRRIRBLE:
HAPElO
GCRPM
UVR
r(FUN*10
P R l H R R Y 8RP:
;I
5
k
L.
FIGURE 6 . 5 . 1 2
,.
Document
BLACK HAWK
- EIIGIIYE
No. $ER 70452
TIME VARYING C O E F F I C I E N T
I'
FIGURE C.5.13
1.
T700 Fuel and Control System, J. J. Curran,

AHS National Forum Paper, May 1973
2.
General Electric, T700 Operations Manual
5.6-42
PAGE
29 REV. t
..-.
.- .
..
. .
... .. ...... . .
. .
LANDING INTERFACE MODULE
5.7
5.7.1
CONTENTS
5.7-1
Module Descriptior!
5.7-2
FIGURES
Landing
Landing
Landing
Landing
5.7.1.1
3.7.1.2
5.7.1.3
5.7.1.4
Gear Tire and S t r u t R e p r e s e n t a t i o n

Module Axes System
Gear Geometry
I n t e r f a c e Equation Flow
5.7-5
5.7-6
5.7-7
5.7-8
5.7.2
Landing I n t e r f a c e Module Equations
5.7-9
5.7.3
Landing Interface Input/Output Data D e f i n i t i o n
5.7-27
5.7.4
Nomenclature
5.7-28
5.7.5
BLACK HAWK Landing Module I n p u t Data
5.7-40
TABLES
5.7.5.1
5.7.5.2
5.7.5.3
5.7.5.4
5.7.5.5
5.7.5.6
Cube Root S o l u t i o n for I n p l a n e S t i f f n e s s Equations

Tire L a t e r a l S t i f f n e s s
Tire V e r t i c a l Load Deflection Data
Tire V e r t i c a l S t i f f n e s s
Main
Main
Main
Tail
Tai 1
Tire Vertical Load Deflection Data

T i r e V e r t i c a l Stiffness
5.741
5.7-42
5.7-43
5.7-44
5.7-46
5.7-47
FIGURES
5.7.5.1
5.7.5.2
5.7.5.3
5.7.5.4
5.7.5.5
5.7.5.6
Cube Root S o l u t i o n f o r I n p l a n e S t i f f n e s s Equations

Main Tire L a t e r a l Stiffness
Main T i r e V e r t i c a l Load Deflection Data
Main Tire Vertical S t i f f n e s s
Tail Tire V e r t i c a l Load Deflection Data
T a i l Tire V e r t i c a l Stiffness
5.7-48
5.7-19
5.7-51
5.7-52
5.7-53
5.7-54
5.7-1
PACE.
un
C I
m.0
&
;(
y-- --
DOCUMENT n o .
5.7
LANDING INTERFACE MODULE
5.7.1
Module Description
SER 70452
This generalized representation consists of a landing gear

force reaction model complete with a1 1 necessary spacehody
geometry calculations to track a free helicopter landing onto
a level ground plane. The landing gear is represented by
separate non-linear tire and strut dynamic characteristics as
shown i n Figure 7.1.1.
Tire in-ground-plane loads are developed
as a non-linear function of the tire deflection and normal
load. These forces are adjusted depending on the friction
criteria which determines tire skid characteristics at the
deck surface. Finally, strut loads are summed with other
external forces and moments at the helicopter CG.
'!
Axes S stems. Two axes systems are used in this landing

e d u l e as shown in Figure 7.1.2. All landing gear
forces and moments are formulated in axes parallel to the
primary body axes system passing through the CG. The space
axes system of which the ground plane is set at WLFD is used
to determine the landing gear proximity to the ground. Inplane
friction forces are cnecked in the space axes system.
Landinq gear qeometry. In the equations defining the geometry
of the landing gear, Figure 7.1.3;
It i s assumed that the
strut moves along the line parallel to the helicopter Z axis.
No account is taken of drag linkage constraints which cause
the axle to move in an arc in the X-Z plane. This geometry
together with the Gen He1 calculated position of the helicopter
C.G. position in space,is used to establish the location of
the tire, axle reference and gear reference points for each
gear in space axes. These coordinates are used later to
determine the proximity of tire contact and subsequent tire
and strut deflections.
[.
C '
Determination of tire contact. The determination of tire

contact, for an arbitrary 'orientation of the he1 icopter re1 ies
on establishing the length o f a normal line from the ground
plane to the axle reference position. When the distance along
the gear line becomes less than the tire radius, contact has
occurred. Subsequently, thi s difference i s defined as radi a1
tire deflection. In practice tire contact can occur at any
point on the width of the tire. In the model the contact
point i s assumed to be at the center of the tire tread, irrespective
of the distortion resulting from radial or axial loading.
5,7-2
-5
PAGE
-.
-.--A
mR?T-.--
--
--J
Determination of tire inplane deflections and loads. In order

to establish the degree o f inplane deflection and corresponding
loading on the tire; it is necessary to track the intersectionof the landing gear line relative to the ground plane. Essentially
two equations of the gear line, (each projected into a two
dimensional plane) are sol ved for the intersecti on coordi nates
with the ground plane. When contact for an individual tire i s
established, the point of intersectian is retained and on
subsequent iterations through the program, tire deflection is
determined by comparing the new and old gear line intersections.
The coordinates of the initial contact are retained until the
tire leaves the ground or. i s mo'dified by the tire slipping.
The latter aspect is discussed later. Following the transformation
of t h e 'deflections into h e l i c o p t e r body a x e s , t h e t h r e e
componwts of deflection at each'tire are used to enter the
"tire characteristics data file," to obtain the three components
of tire force.
Determination of ti re contact conditions. Following the
determination of tire forces from the he1 icopter/qround plane
re?ative motion, a test of the ability of the inpfane friction
forces to resist the applied forces, without slipping, must be
established. The tire forces obtained in helicopter axes must
be transferred to the ground plane for the friction'check.
Classical fyiction considerations provide for a coefficient of
static friction and a coefficient for sliding friction. In
the former case (when brakes are set), the maximum amount of
inplane load which can be resisted without slipping, is proportional
to the coefficient of friction and the normal loading. When
this level is exceeded, motion will result. Then the force
resisting the motion will depend on a reduced (sliding) coefficient
of friction and the normal force. In practice, there is a
smooth transistion between the two conditions. However, the
model assumes a discrete change. A further assumption i s that
the test for frictional loads in the model assumes that X and
Y inplane components can be tested separately. In practice,
the resultant force determines slip conditions. This latter
assumption was made to simplify the model and facilitate the
introduction of brakes. When the brakes are activated, it is
assumed that the wheels are locked. For brakes off, a very
low coefficient of friction is introduced into the tire X
direction. The wheel degree of freedom i s not currently
represented and therefore spin up (say on landing) inertia
loads are not calculated. If slip is not occurring, calculated
tire forces are passed unchanged. If slippage i s occurring,
the inplane forces are set to the value for sliding friction.
5.7-3
PAGE
OCCUMNT
'
no.
SER 70452
Reinitialization of the original tire contact point as a

resylt of siippaqe. Under conditions of no-slip the tire
inti ane def ection is develooed from consecutive calculations
of' t'ie gear line intersection with the ground plane. During
slip conditions, the contact point for the tire moves and the
initialization of the gear-line intersection must be revised
to reflect the tire movement and establish a new value for the
contact point to be used on the next pass through the program.
Acceleration of %he landinq gear strut. Under steady conditions,
the loads transferred to the airframe by- the strut will be
.
equal to the ti re reactions. However*, .under transient conditions ,
the acceleration of the unsprung mass can modify the loading.
Under light loading condition (where a significant portion of
helicopter weight is reacted by the rcitor), the strut operates
in a preload range. Under these conditions, where tire reaction
load is less than the strut preload setting, tire loads are
transferred to the airframe with zero strut deflection. Once
the preload setting is exceeded, the strut (unsprung mars) is
accelerated depending on its own dynamic characteristics, the
tire applied loads and the unsprung mass. Note that logic
precludes the equation flow reverting back to the preload mode
until the natural transient provides a zero strut deflection
condition. The strut is assumed to have velocity squared
damping and an isothermal air spring. A software switch is
provided which a1 lows bypassing the strut calculation.. Finally,
the strut loads are transferred to the helicopter CG for
summation with other external forces.
? .
5.7-4
?AGE
...
p
ORIGINAL PAGE I3
OF POOR QljALlTY
DOCUHPHT
NO.
SE3 70452
WiDING GEAR
TI RE AtlD STRUT REP RESEJITATI ON
'.
LANDING MODULE AXES SYStn;l

..
..
L.
I
t
L.
FIGURE 7.1.2
5.7-6
Page
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.-
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7
PAGE
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SER 70452
I
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5.7-8
--
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SER 70452
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.
5.7-7 0
Page'
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5.7-1 1
--
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SER 70452
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5.7-1 3
Page
ORIGINAL PKtik
OF POOR QUALIW
SER 70452
I.
I
1
!
I
I
i
ORIGINAL PAGE fS
OF POOR Q5ALITY
SER 70452
I
'(I
'.'CC*I
5.7-1 5
Paqe
SER 70452
...
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5-7-20
rage
5.7-21
D=
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5.7-23
PAGP
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5.7-25
m
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5.7-26
PAGE'
b--
e
.
-
DOCUMENT NO.'
SER 70452
5.7-27
--i
PAGE
.-
.)
NOTATION FOR GEN. HEL. LANDING SIMULATION
5:7.4
!,
.
._
SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
UNITS
'SH
SH
FT
He1 i copter center o f gravity
'SH
SH+1
FT
position in space axes.
'SH
SH+2
FT
'SHO
SHO
FT
Initial position o f he1 icopter
'SHO
SHOtl
FT
in space axes.
'SHO
SHW2
FT
vN
vN
FTISEC
vE
vE
FTI S EC
vz
"2
FSCGB
FSCGS
W LCGlj
W L CGB
DES CRI PT I ON
He1 icopter space axes velocities
FTISEC
INS'
INS.
Helicopter c.g. less rotor.
:,
FSNGA
FSNGA.
INS.
Fuse. s t a t . o f nose g.ear s t r u t .
FSMGA
F SMGA
INS.
Fuse. s t a t . o f main gear s t r u t .
BLMGA
B LMGA
INS.
B u t t . s t a t . of main gear s t r u t
..
.. .._. .
,
*ad.
a. -*; .76
?
.
.
.
I
-
.-.._
.-.__---
'
,------
SSKORSW
AIRCRAFT
ORlGINAL PACE
E8
OF POOA QUALlTY
oocunEtu
SER 70452
NO.

SYCIBOL
USED iN
EQUATIONS
'
PROGRAM
MNEMONIC
W LNGAO
W LMGAO
W LNGAO
X~~~
X~~~
Y~~~
RMGA
LMGA
N GA
RMGA, LMGA:
W L RMGA
Z~~~~
NGA+l
RMGA+l
LMGA+l
NGA+2
RMGA+2
LMGA+2
R~~
R~~
RTN F
RTMF
Z~~~
z~~~
PHBS]
U N i'iS
DESCRIPTION
INS
INS
WL. position of free extension

o f the axle.
FT
FT
FT
Pgsi tion of freely extended

axles i n body axes.
FT
FT
FT
Fr
FT
INS
INS
Nominal nose t i r e radius.

Nominal main t i r e radius.
Helicopter body t o space axes
trans f orma t i on mat ri x
Defined i n the
Motion Module
NTSO
NTSW1
NTSCk.2
FT
FT
FT
Nose t i r e reference position

in space axes under free
extension.
X~~~~~
RMTS 0
RMTSO
ZRMSO
RMTSO+l
RMTS 0+2
FT
FT
FT
Right t i r e reference position

in space axes under free
extensi on.
X~~~~
Y~~~~
Z~~~~
5.7-29
PAGE
SER 70452
O O C U ~ E N TN O .
-SYMBOL
USED IN
EQUATIONS
'LMTSO
LMTSo
Z~~~~~
PROGRAM
MNEMUNIC
LMTS 0
LMTS0+1
LMTS0+2
UNITS
DESCRIPTION
Left ti re refercnce pos i t i on
i n space axes under free
extension.
FT
FT
FT
Nose s t r u t deflection
DLNG
DL RG
DLLG
FT
FT
FT
'NAS
NAS
Z~~~
NAS
NAS+l
NAS+2
Nose axle referenc
FT
i n space axes.
xRAS
RAS
RAS
zRAS
MS+l
RAs+2
'US
yLAS
zLAS
'NGSR
'NGSR
Z~~~~
Right
position
FT
I
FT
FT
FT
R i g h t axle reference position

i n space axes.
LAS
US+l
us+2
FT
Left a x l e reference p o s i t i o n
i n space axes.
NGSR
NGSR+1
NGSR+2
FT
FT
FT
FT
FT
5.7-30
PAGE'
Nose gear reference position

i n space axes
DOCUMENT N O .
SER 70452

-
SYMBOL
USED IN
EQUATIONS
MNEMONIC
UNITS
~MGW
YMGRSR
Z~~~ R
RMGSR
RMGSR+l
RMGS Rt2
FT
'MGLSR
'MGLS R
LMGS R
LMGS R+l
Z~~~~~
LMGSR+Z
FT
FT
W LFD
W LFD
FT
DNNA
DN RA
DNLA
FT
PROGRAM
DESCRI PTI ON
I'
I.
d~~~
d~~~
d~~~
Fr
FT
Left gear reference position

i n space axes
Fr
Height of ground plane.
FT
CSAN G
CSBNG
CSGNG
DLTNG
DLTRG
DLTtG
R i g h t gear reference josi t i on

i n space axes
Normal distance from the ground

plane t o axle reference point for
nose, r i g h t and l e f t gear.
Direction cosines of gear

line.
FT
Fr
FT
Nose tire r a d i a l deflection.

Right t i r e r a d i a l deflection.
Left t i r e r a d i a l deflection.
Coefficients of gear line
equation projections i n 2 D
for the nose, r i g h t and l e f t
1and1 ng gear.
( a ) ~ ~RG,
, . LG
( b ) ~ RG,
~ , LG
( c ) ~ RG,
~ , LG
( d ) ~ RG,
~ , LG
5.7-31
PAGE
DOLUHENT N O ,
SER 70452

SYMBOL
USED IN
PROGRAM
EQUATIONS
MNEMONIC
UNITS
( I D)NGO
I DNG
I DNG+1
)I DNG+2
~ ~
I DRG
I DRG+l
I DRGt2
IDLG
I DLG+l
I) DLG+2
~ ~
FT
FT
FT
( y I DINGO
( Z ~
( x~D) RGO
( y I D) RGO
( z ~RGO~
( x ~ oLGO
)
( y ~LGO
~ )
( z ~
( I NT NG
( y I NT)NG
( I NT)NG
( I NT ) RG
(
INTI RG
~RG ~
( I I ~ TL G
( I NT ) LG
(z
( INT LG
)
~
I NTNG
INTNG+l
I NTNG+2
I NTRMG
I NTRMG+l
'.
Initial deck contact positions

before distortion of t i r e s .
FT
Fr
FT
FT
FT
FT
FT
Fr
~ I NTRMG+2
)
I NTLMG
I NTLMG+l
I NTLMG+2
FT
DELNG
DELNG+l
DELNG+2
DELRNG
DELRNG+l
DELRNG+2
FT
Fr
FT
FT
FT
FT
FT
FT
FT
PAGE
FT
5.7-32
Y 29 RfV.
DESCRIPTION
Intersection of gear line w i t h

deck plane in space axes for
the nose gear.
Intersection of gear line with
deck plane in space axe< for
the r i g h t gear.
Intersection o f gear line with
deck plane in space axes tor
for l e f t gear.
Tire deflections in the deck
plane for the nose gear.
Tire deflections i n the deck
plane for the right gear.
SYMBOL
USED I N
EQUATIONS
PROGRAM
MNEMONIC
UNITS
DESCRIPTION
Tire deflections i n the deck

plane for the l e f t gear.
Fr
FT
FT
Tire deflections i n helicopter

body axes for nose gear.
FT
FT
FT
FT
FT
FT
FT
FT
FT
[A HSB]
(KTx)N.
T i re defl ecti on i n he1 i copter

body axes for l e f t gear.
Helicopter space t o body axes

trans formati on ma tri x
- R. . L
(KTY)N, R, L
(KTz)N,
Tire deflection5 i n helicopter

body axes for r i g h t gear.
R, L
KTXN ,R ,L
lb/FT
KTYN ,R, 1
'Ib/FT
1b/FT
KY ZN ,R ,L
LB
LB
5.7-33
P kGE
-.
.-
Tire forces i n helicopter

body axes f o r the nose gear.
LB
--
Tire 3 component stiffness

coefficients Note t h a t these
can be replaced by loading maps.
.
\
,
~~
SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
~ FTH
~ R
FTHR+1
~ ~ FTH
~ R+2
(
(
x
y
)
)
~
~
( y FTHR
LB
LB
LB
Tire forces i n helicopter

body axes for the r i g h t gear.
~ FTH
~ L~
~ FTH
~ L+ 1
Tire forces i n he1i.copter

body axes for the l e f t gear.
( Z ) FTHL
FTHL+2
LB
LB
LB
df4
dN
DMDM
DNDN
INCHES
INCHES
Main gear t i r e diameter

Nose gear t i r e diameter
pM
pRM
PMRPMR
RAT PRM
lb/in2
lb/in2
Majn gear t i r e pressure

Main gear rated t i r e pressure
N~~
N~~
NTN
NTM
No. o f t a i l gear wheels
pN
PNPN
RAT PRN
lb/in2
in/in
Nose gear t i r e pressure

Nose gear rated t i r e pressure
FTDN
LB
LB
LB
L9
LB
LB
LB
LB
LB
Tim forces i n the space

a l i g n e d along helicopter
f a r the nose gear.
T i r e forces i n the space
a l i g n e d along helicopter
for the r i g h t gear.
Tire forces i n the space
aligned along helicopter
for the l e f t gear.
RN
FTDN+:
FTDN+2
FTDR
FTDR+l
FTDR+2
FTDL
FTDL+I
FTDLQ
Y. 29 Rf3. G
DESCRIPTION
UNITS
No. o f main gear wheels
axes b u t
X axis
axes b u t
X axis
axes b u t
X axis
_..I/
...

SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMON I C
UNITS
KMUXX
KMUXBK
KMUXO
Factor for brakes

Value o f K/,J brakes on.
\/a;ue of Krg brakes off.
Longitudinal t i re coef. o f f r i c t i on.
KMU
TTBMM
FTDW
FTDLM
DESCRIPTION
LB
LB
LB
'I
Max. friction .load t h a t can

be sustained i n the X direction.,
Factor for sliding friction.
KSLIP
Max. friction load t h a t can be

sustained in the Y direction.
FTDLM+l
LB
LB
LB
DELSPN
DELSPR
DELSPL
tT
F7
FT
Amount of t i r e deflection
sustained during s l i p conditions
in the X direction.
FTDNWl
FTDRM+l
I
I
DELSPN+l
DEL S P R+ 1
DELS PL+ 1
FT
FT
FT
Amount of t i r e deflection
sustained during s l i p coiiditions
in the Y direction.
i
i
I,
!,
5.7-35
PAGE
Y 29 111. t
I
I
DOCUNENT NO.
SER 7 0 4 5 2

SYMBOL
USED IN
PROGRAM
MNEMONIC
EQUATIONS
FTAN
FTAN+l
FTAN+2
FTAN+3
FTAN+4
FTAN+S
(
( Y FTAR
UNITS
LB
LB
LB
LB
fTAR+1
LB
FTAR+2
LB
FT
FTAR-i.4
FTAR+S
3AL
FTAL+1
FTAL+2
FTAL+3
FTAL+4
FTAL+5
Tire forces and moments a t the

ax1 e . reference position ,, nose
gear.
ET
FT
FT
FTAR
~ ~
FTA.Ri3
DESCRIPTION

ax1 e reference posi t i on , right
gear.
FT
FT
LB
LB
LB
FT

axle reference position, l e f t
gear.
Fr
Ff
I
I
DELSSN
DELSSN+l
FT
FT
DELSSN+2
FT
Amount of s l ippage of gear

intersection p o i n t is space
axes, nose gear.
i'
5.7-36
PAGE
"I
OOCUHENT Y O .
SER 70452
I
SYMBOL
USED Iri
EQUATIONS
PROGRAM
MfaEMON I C
DELSSR
DE LS SR+l
DE LSS R+2
FT
DELSSL
DELSSL+l
DELSSL+2
FT
DL. .NG
D t . .RG
DL. .LG
DL.NG
DL. RG
DL. LG
DLNG
DLRG
DL LG
"NG
M~~
UN ITS
DESCRIPTION
Amount of slippage of gear

intersection p o i n t is spa'ce
axes, right gear.
FT
Fv
FT
Amount of s 1 i ppage of gear

intersection p o i n t i 3 space
axes, l e f t gear.
F T I
Wheel ax12 motion along s t r u t

1ine
FT
FT
FT
Fr
FT
FT
R
FT
FT
FP REN
FPREM
LB
LB
Nose gear s t r u t preload.

Main gear s t r u t preload.
FSTRN
FSTRR
FSTRL
LB
LB
LB
S t r u t force transferred t o
airframe f o r the nose, r i g h t
and l e f t gear.
MASNG
MASMG
SLUGS
Unsprung mass of nose gear.

Unsprung mass o f main gear.
SLUGS
5.7-37
PAGE
>'
.
OOCUHENT N O .
SER 70452
NOTATION FOR GEN. HEL. LANDING SiMULATION

,
SY M W L .
USED ! J
EQUAT I ONS
PROGRAM
MN EMON I C
'NG
CNG
CMG
c~~
RT RTT
LFRTT
C RGH
CLGH
CRGL
CLGL
KOLEOM
KSP+7
KSP+lO
KOLEON
KS P+6
RT RTT
L FRTT
C RGH
CLGH
CRGL
CLGL
KOLEOM
KOLEON
FGRN
FGRN+l
FGRN+2
~ ~ ~
FGRN+3
FGRN+4
FGRN+S
( x, FGRN
FGRN
( z )
( L, FGRN
( M FGRN
( FGRN
(x
)
)
FGRR
( L ) FGRR
( M ) FGRR
SA 29 VV. 0
FGRR
~
~
FGRR+l
~ ~ ~
FGRR+2
FGRR+3
FGRR+4
FGRR+S
~ ~ ~
UNITS
LB/(FT/SEC)'
LB/(FT/SEC)*
FT/SEC
FT/SEC
LB/ (FT/SEC)'
LR/( FT/SEC)2
LB/(FT/SEC)'
LB/(FT/SEC)*
LB-FT
FT
FT
LB- FT
FT
LB
LB
LB
FT
FT
'
I
I
DESCRIPTION
Velocity squared damping f o r

nose and main gear struts
*
Velocity break points on

s t r u t damping
Corresponding damping ccjcf.
of velocity squared damping
for the main gear.
Isothermal a i r spring coef. main gear.
free extension of main gear.
Isothermal air spring coef. nose gear
Free extension of nose gear.
Gear forces and moment a t
the gear reference positionsnose gear.
Fr
~ LB
LB
LB

the gear reference positions
right gear.
FT
n
n
I,
iI '
DOCUMENT Y O .
SER 70452

SYMBOL
USED IN
EQUATIONS
FGRL
( y ) ~
. ( z ) ~
( L ) FGRL
FGRL
(N)FGRL
(
x~~
LG
Z~~
LLG
M~~
LG
PROGRAM +
MNEMON I C
UNITS
FGRL
~ FG~ RL+~ 1
~ FGRL+2
~ ~
FGRL+3
FGRL+4
FGRL+S
LB
LB
LB
XLG
Y LG
ZLG
LLG
MLG
NLG
LB
LB
LB
Fr
DESCRIPTION

the gear reference positions
left gear.
FT
FT
FT
FT
FT
Total gear loads a t the

helicopter CG i n body axes.
5.7-40
PAGO'
m
2)
av.G
1,
I
5.7-41
PAGE
Y 29
m. E
r-
5.7-42
PAGE
7-
7----=--hd
.I
5.7-43
PASE
i.'
5.7-44
PAuE
Y 29
m. c
D O C U M E N T NO.
SER 70452
-t
1
I,
5.7-45
m
Y 29
m. 5
mF------
--
5.7-46
PAGE
.-
a?
1,
I
i;
I
5.7-48
_..
5.7-49
rvr.
----
.
1
_
.I-
.....
. .
- ..
,.
...
SER 70452
5.7-50
SER 70452
(*)
-
.,..._.
I..,,
1
h
5.7-51
. ,
., ,
, ..-
T 1
- , : - . I
..
.1
.-
. .-
.7
-* 7 : - ,-,,.
.
I.
~-1
5.7-52
T-y.
--
--
----Ti
'Xi
ORIGINAL PAGE F
9
OF POOR QUALIW
SER 70452
'
5.8
GROUND EFFECT MODULE

CONTENTS
5.8-1
5.8.1
Module Description
5.8-2
5.8.2
Ground Effect Module Equations
5.8-3
5.8.3
Module I n p u t / O u t p u t Definition
5.8-4
5.8.4
Nomenclature
5.8-5
5.8. S
BLACK HAWK Ground Effect I n p u t Data
5.8-6
5.8-6
References
i.8-7
-5.8-1
PACE
El. Q
5.8.1
Modul e Description
This module simulates the effect of ground proximity on a
helicopter by modifying the main rotor downwash equation,
k
The modification factor was derived from Black Hawk hoverpower flight test results (ReTerence 5.8.6-1).
The modification factor is reduced as flight speed i s increased
at constant height by a wake angle correction
It-is likely that recent and on-going research on this subject
(Reference 5.8.6-2) will lead eventually t o an empirical model
describing +,he local rotor inflow velocity due to the hyperbolically shaped ground vortex and its image that has been
shown i s exist at low speeds. Unfortunately, sufficient data
for corr.c:;ation of such a model has n o t yet been published.
..
i
i
r
!. ,
i..
u2
PAGE
The part i s square brackets [ ] i s the ground proximity effect

(usually switched t o 1 when 2>5 x R), the r e s t of the equation
i s as quoted i n the main rotor downwash section.
5.5-3
CAGE
r--r
I
i
5.8-4
PASE'
L '
i
1.
1. .:
NOTATION FOR THE GROUND EFFECT MODULE
5.8.4
i1'
SYMBOL
USED IN
EQUATIONS
PROGRi,M
MNEMONIC
UNITS
cT
CTHAMR
DWo
DWSHMR
KCT
R
KCTMR
RMR
S
TDWO
TOW OMR
Main r o t o r thrust c o e f f i c e n t
Fr
SEC
Fr
;I
DESCRI PTI ON
LAMBMR
Yain r o t o r uniform self induced

veloci'iy
T h r u s r gain - f o r uniform downwash
Main r o t o r r a d i u s
Lap1 a c e o p e r a t o r
Time c o n s t a n t f o r uniform
downwash c a l c u l a t i o n
:;eight of r o t o r hub above ground
Main r o t o r inflow (=/L( -0 )
zs
IJ0
UTOTMR
Total main r o t o r inflow
MUXSMR
v e l o c i t y i n X d i r e c t i o n , s h a f t axes
MUYSMR
Velocity i n Y d i r e c t i o n , s h a f t axes
/ut.,
P X S
PY S
MUZSMR
WLMR
WLGND
NLMR
WLGND
IN
IN
Vt
"2
PZ s
i
I
Velocity i n Z d i r e c t i o n , shaft axes
FT'/SEC
Waterline S t a t i o n o f Rotor Hub

Waterline S t a t i o n o f the Ground
(Nominal )
Vertical Velocity
II'
5.8-5
PAGE
II 29
RtV. G
5.8.5
.Input Data
The parameters .115 and

2/3 in equation 5.8.2-1, were empirically derived from data i n
Reference 5.8.6-1 which i s pertinent to Bla.ck Hawk aircraft.
No separate i n p u t data i s required.
5.3-6
PAGE
Y 29 R t V . t
5.8.6
References
1.
LTC Alan R. Todd t o Mr. R. Merritt, Sikorsky Aircraft

Letter "Free hover performance" 22 October 1976
2.
Sheridan & Wjesman "Aerodynamics o f He1 icopter F1 i g h t

Near the Ground" AHS Paper 77.33-04 May, 1977
II
5.8-7
PAGE
CJ 29 ?CY
GUST MODULE
5.9
5,9.1
CONTENTS
5.9-1
Module Description
5.9-2
FIGURES
Gust F r o n t Geometry
Gust S e l e c t i o n Function
Gust Penetration Geometry
5.9-5
5.9-6
5.9-7
5.9.2
Gust Modul e Equations
5.9-8
5.9.3
5.9-17
5.9.4
Nomencl ature
5.9-18
5.9.5
Gust I n p u t Data
5.9-23
5.9.6
Ref e rence s
5 9-24
5.9.1.1
5.9.1.2
5.9.1.3
5.9-1
PAGE
a'
DOCUMENT
5.9
Gust Module
5.9.1
Description
NO.
SER-70452
This module proauces local a r velocities a t a l l rotor-blzde

segment positions and a t the fuselage and empennage aerodynamic
centers, caused by various types o f gusts. The i n p u t gusts may
be discrete or continuous.
The o u t p u t velocities are calculated i n the local axis-system
i n which they are toabe used. T h u s the fuselage and t a i l terms
are i n body axes while those a t the blade segments are i n blade
flapped and lagged axes.
The discrete gusts are Characterized by..having a f r o n t 1 ine designating
the beginning of a disturbance, travelling through the atmosphere
a t velocity V on a compass bearing pj~ (Figure 5.9.1.1).
Behind
this f r o n t l i # e , the change i n a i r velocity can assume a step or
rounded ranp o r pulse shape, characterized by a magnitude llHGAMp
and rise-time G
(Figure 5.9.1.2).
Since the a i r c r a f t
i s defined t o bdDf?ying i n i t i a l l y a t V
on compass bearing @
the g u s t f r o n t can sweep across the aiQ?aft (or be penetrated bBo'
the a i r c r a f t ) from any direction and a t any speed, by m a n i p u l a t i n g
the relative speeds and compass bearings.
The continuous gusts are represented by the Dryden Model. The
gust i s assumed t o be aligned w i t h the aircraft heading such t h a t
only longitudinal and vertical vectors are defined. This i s a
necessary restriction, w h i c h avoids frequency shifts that would
invalidate the gust spectrum model. A t a i r c r a f t trim speeds
greater t h a n 50 ft/sec, a stationary gust field i s traversed by
the a i r c r a f t ; a t trim speeds less t h a n 50 ft/sec, the gust field
traverses the a i r c r a f t a t 50 ft/sec. While the l a t t e r process
i s not a very appealing a r t i f i c e mathematically, i t i s necessary
i n order t o avoid unrealistic time lags i n the gust definition
equations and f l y i n g the a i r c r a f t i n a constant up or down-draught
a t hover.
A penetration distance G ( f t . ) i s defined which represents the
distance t h a t the a i r c r a f t reference hub centroid has penetrated

i n t o the gust. I n i t i a l l y the gust f r o n t i s assumed t o be close
t o the edge of the rotor d i s k i n the upwind direction.
A rearward approaching gust i s n o t possible w i t h o u t further
manipulation of the model. The propagation rate of the gust field
across the rotor i s defined by V
which then allows the penetrat i o n of any blade-segment, t o be'khculated (GPRjk,see figure 5.9.1.3).
5.9-2
PAGE
r_-
p
f
--
r+) 'I
..
DOCUMENT Y O .
SER-70452
Description (Cont-inued)
5.9.1
For the discrete gusts GpR.k 1 s introduced expl'

' l v into the
profile equaticns and the dust increment can b
?d
directly. However, for the continueus gust c.
.
a table
o f gust values, determined a t fixed time (disti:
! sntervals,
(TABINK) are available. These d a t a are obtainea by passing
independent, Gaussian, u n i t R.M'.S.no-;se signals, produced by
passing uniformly distributed white noise thraugh the inverse
Gaussian d i s t r i b u t i o n function (Reference 5.9.6-Z), t h r o u g h the
Dryden f i l t e r s . The assumption i s made that perturbations i n
speed and heading are small enough such that the time cmstants
i n the gust functions can be considered constant, and t h a t d a t a
can be loaded i n t o the tables a t fixed displacewnt intervals.
These assumptions are consistent w i t h the frequency/kirspeea
contraints o f the Dryden Model application.
fi
The g u s t velocities generated by either discrete or continuous

functions, are i n an axi.s s e t defined by the ho,-izontal gust
front. Three transformation matrices are required t o orient
i n t o the blade axes and one for tne body axes. These velocities
are added to the other local velocities a t the various stations.
The vertical gust component contributes t o the t o t a l inflow o f
the main rotor. Becsuse a basically uniform inflow i s assuined
in the Gen He1 rotor simulation, t h p change i n inflow can be
sinul ated by a d d i n g a representative ve1oc.r t y over tne whole
disc, The division of the blade i n t o segments i n Ger, He1 is
such 8s t o give equal areas of swep'c a n n u l i . , making i t possible
t o take a simple mean as the represdntative velocity of the
additional inflow. Following the transformation o f the t-direction
component from space t o (through body ) shaft axes, the mean
incremental velocity (VGAVMR) can be aaded t o the downwash
equation t o compensate the total inflow.
The gust velocity a t the fuselage i s assumed t o be the same
value experienced a t the rotor hub. The empennage velocities are
based on the hub velocity w i t h an approximate time delay t o
account for the penetration O F the specific component.
This model of gust pene.tra,tion may be criticized on the grounds
t h a t the p o i n t fuselage a.irlaad used i s not consistant w i t h
the detailed penetration of the rotor blades. Fixed wing simulations
c o m n l y overcome the distribution problem by introducing correl a t e d
non-inertial rotational rates due to Gust (Reference 5.9.6-1).
5.9-3
PAGE
I
i
DOCUMENT
5.9.1
NO.
SER-70452
Descri p t i o n (Continued)
I t i s f e l t that the separation of the t a i l used here, accounts for a
sufficiently large portion of the non-rotor component gust distrib u t i o n effects and that further terms (for which there are l i t t l e
i f any data) are unnecessary. In the same vein i t i s sufficiently
accurate (and convenient i n the implementation) to assume the
aerodynantic center of the fuselage t o be a t the c.g.
.
Discrete lateral gusts may be handled by orientation of
However, the continuous g u s t case is invalidated by usinfa!&
value other than zero for $kw,due t o apparent frequency s h i f t s
i n the gust spectrum.
e
PAGE
y\
29 REV. C
2,
'.
VALID FOH DISCRETE

FUNCTIONS ONLY
/
+-
I:
. .
5...
Figure 5.9.1.1
5.9-5
r AGE
'i
DOCUMENT
no.
SER 70452
.e-
q$ W G
v;wo
CHotr
V
2xG:ott
'.
Figure 5.9.1.2
5.966
PAGE
F'
i
"
.I
SIKORSW
AIRCRAFT
OR1G:NAL PPKX 1.";

OF POOR QUALiTY
,
DOCUMENT Y O .
SER 70452
BL
Figure 5.9.1.3
5.9-7
PACt'
'I
".I
DOCUMENT
no.
SER-70452
!.
5.9-9
PAGE
Y 29 R t l . G
I
-
nr.
--
. .
DOCUMENT
NO.
-=--
SER-70452
5.9-10
PAGE
.I
i;
5.9-11
PAGE
DOCUMENT N O .
SER-70452
I
SA 29 QEV.
ic
II
'I
'i
i
j
!
I
!
I
I
!
1: 1
1
I,
1,,
1
I
1:
1'
1:
'I
I
1,
I.
31Vd
Pt
3 r-
ZSi70 L- 83s
O N LN3Hn304
-*
Fs
SI-6 S
3Wd
.*
.
//
'I
I
5.9-16
PAGE
SA 23 SEW. G
1
I
'
4
5.9-17
PAGE
54 29 n t v . G
I'
pmJ-----
--
N o t a t i o n f o r Gust Module
5.9.4
SYMBOL
USED IN
EQUATTOK
PROGRAM
MN EMON I C
UNITS
PSI DOT
RAD/SEC
'b
PSIB
DEG
A / C Heading
'bo
PSI BO
DEG
I n i t i a l Heading
PSIRW
DEG
R e l a t i v e Wind Headiris
9,
PSIWD
DEG
Wind Heading
V KT
VKT
KNOTS
Airspeed
VHW
VHW
FT/SEC
Wind Speed
VFLD
VFLD
FT/SEC
Gust Propagation Rate
AD
TABINK
FT
Gust Table Space
TIME
TIME
SEC
I n t e g r a t i o n Time I n t e r v a l
AFT
DELFT
FT
Table I n i t i a l Dead Space
FSMR
FSMR
INS
Fuse, S t a t i o n f o r T.R. Hub
FSTR
FSTR
INS
Fuse. S t a t i o n f o r T.R. Hub
R~~
INPPNT
RMR
FT
Radius o f Main Rotor
IN PPNT
MAXPNT
MAXPNT
GO
GOO
FT
GP
TABRUN
FT
Table Run D i s t a n c e
ICUPD
ICUPD
FT
S t a r t of Data i n Table
\
'b .
'
RW
DESCRIPTION
. Rate o f Change o f
A/C Headintj
Table Loading i n I.C. Mode
Maximurr. Table P o i n t s
(= 'RMR
S a 8
PAGE
-. _._
Flotation f o r Gust Module (Continued)
5.9.4
~~
SYMBOL
USED I N
EQUATIONS
PROGRAM
MNEMONIC
TABLEH
TABLEH
TABLEV
TABLEH
G'
GGGPRM
FT
Hub C e n t r o i d P e n e t r a t i o n
Distance
KSGMR
ND
Normal ized O f f s e t '
y2
KMRBKl
NO
Oistance from Hinge t o

Segment M i d p o i n t
PSIMR
DEG
Rotor Azimuth P o s i t i o n
LGMR
RADS
Lagging Angle
GPR '
GPRSP
FT
P e n e t r a t i o n of Any Blade
Segment
TABMAX
TABMAX
GMAX
GGGMAX
FT
Max Distance i n t h e Tables
VHWG
VHWG
FT/ S EC
H o r i z o n t a l Gust V e l o c i t y
VVWG
VVGIG
FT/ S EC
V e r t i c a l Gust V e l o c i t y
VHGAMP
VVGAMP
VHGAMP
VVGAMP
FT/SEC)
FT/SEC)
D i s c r e t e Gust P r o f i l e Amp1 itude Functions
GHQIS
GVD I S
F T
FT
)
)
D i s c r e t e Gust P r o f i l e D i s tance Functions
Dryden F i l t e r I n p u t s
UNITS
DESCRIPTION
au
av
Table o f H o r i z o n t a l V e l o c i t i e s
Table of V e r t i c a l V e l o c i t i e c .
Max Number o f Table L o c a t i o n s
I,
L"
5.9-19
-.-
PSCE
Y 29 REV. G
.-
'4
r--:
1
-
ORIGINAL PAGE 18
OF POOR QUALlTV'
Notation
-
5.9.4
f o r Gust Module (Continued)

~
-~
_ _
SYMBOL
lJSE5 IN
EQUATIONS
P ROGMM
MNEMONIC
UNITS
GAUSSH
GAUSSV
LAC
FSCGB
LPRAC
FT
Rotor ' t o CG Offset
FSCGB
INS
Fuselage S t a t i o n f o r . C.G.
FSMR
FSMR
INS
Fuselage S t a t i o n s f o r Main
Rotor
GPAC '
GPACP
FT
Gust P e n e t r a t i o n o f C.G.
eb
THETAB
DEG
Airframe P i tcii Atti tude
PHIE
0EG
Airframe Roll A t t i t u d e
DEG
Long. Rotor S h a f t Incidence
DEG
Lat. Rotor S h a f t Incidence
L"
+b
b'
if3
OESCRIPTION
)
)
Horizontal and V e r t i c a l
Gaussian Ratidom Number
T1
T lMAXT
T2
T2MAXT
T3
VHWGR
T3MAXT
VHGIGR
FT/ s EC
Horizontal Gust Vel. from

Tab1 e
V e r t i c a l Gust Vel. from
Table
VVWGR
VVWGR
FT/SEC
UPGMRD
UPGMR
FT/ S EC
UTGMRO
FT/SEC
UTGMR
5.9-20
PAGE
S p a c e 4 o d y Transf. Matrix
B o d p S h a f t Transf. Y a t r i x
S h a f t G l a d e T r c n s f . Matrix
Three Component Gust V e l o c i t i e s

)
)
a t the Blade Segment
Of7lGINP.L TREE
2s
OF POOR QUALITY
.
I
N o t a t i o n f o r Gust Module'
5.9.4
_z
SYMBOL
USED I N
EQUATI ONS
PROGRAM
MNEMCNIC
UNITS
VRGMR
URGMR
FT/SEC
UPtiMR
N0
)Three Component I n t e r f e r )ence; Components a t t h e

)Rotor. Summed t o Memora
)UPIMRI , UTIMRI , URMRI.
UTGMR
URGMR
X r
U'tS
DWo
VGAVMR
DESCRIPTION
ND
T o t a l Normal Rotor Inflow

Velocity
NO
MUZSMR
ND
V e r t i c a l Shaft V e l o c i t y ,
Normal ized
DWSHMR
NO
Uniform Component o f DownWash
VGAVMR
VZSGUS
nT
OMGTMR
bMR
8MR
NSS
ss
NO
Average Gust V e l o c i t y a t the

R!,tor D is k
FT/SEC
V e r t i c a l Shaft Component,
Av. Gust V e l o c i t y
RADSISEC
Rotor Speed
VHWGAC
VHWGAC
FT/SEC
VVWGAC
VVWGAC
FT/SEC
VXGWF
VXGWF
FT/SEC
VY GWF
VYGtlF
VZGWF
VZGWF
1
1
NO
LAMBMR
Number of Rotor
B1 ades
Number of Segments/Blade
)
)
)
H o r i z o n t a l and V e r i t c a l Components of Gust V e l o c i t y a t

the Fuse C.G.
FT/SEC
) Components of Gust V e l o c i t y
) i n Body Axes a t t h e C.G.
)1
R/SEC
)1
5.9-21
PAGE
Y 29 REV. G
'
rF
-
-I
" I
Nbtation f o r Gust Module (Continued)
5.9.4
USED IN
EQUATIONS
PROGRAM
MNEMON I C
Vxb
V XB
HT
VT
TR
..UNITS
HT
VT
TR
DESCRIPTION
FT/SEC
Body Axes Longitudinal

Vel oci t y
FT/SEC
Components o f Gust V e l o c i t y
a t the Horizontal T a i l ,
V e r t i c a l T a i l and T a i l Rotor.
5.9-22
PhCE
Y 29 9 1 V . S
.I
'I
DOCUMENT n o .
5.9.5
SER 70452
.j
Data
The only data of concern here are the continous gust power
spectrum parameters. All other data is defined elsewhere in
Gen He1 or i s arbitrary (e.g. VHGAMp and G~~~~ describing a
discrete gust).
The following values are taken from Reference 5.9.6-1:
.1
A1 ti tude
(h)S1750 ft
1750
.,
A 1 ti tude
( h ) )1750 f t
145 h"3
'I
1750
7
(For lateral gusts, bv= 6" and L, = Lu.)
5.9- 23
PAGE
7-
JOCUMEYT YO.
5.9.6
SER 70452
References
1.
2.
''Background Information and User Guide f o r MIL-F-8785B(ASG)

"Military Specification Flying Qualities of Piloted
Airplanes", AFFDL-TR-69-72, C. R. Chalk, et. al.,
August 1969.
"Modeling Turbulence for F1 i g h t Simulation at NASA-Ames" ,

CSCR No. 4, Benton L. Parris, January, 1975.
,'I
'1
I
I
I,
I
5.9-24
PAGE
DOCUMENT NO.
SER 70452
HELICOPTER MOTION MODULE
5.10
5.10.1
CONTENTS
5.10-1
Module D e s c r i p t i o n
5.10-2
FIGURES
I
5.10.1.1
Body Axes System
5.10-3
5.10.2
Module Equations
5.10-4
5.10.3
Module Input/Output Definitiort
5.10-13
5.10.4
Nomenclature
5.10-14
5.10.5
Black Hawk I n p u t Data
5.10-19'
5.10.6
References
5.10-21
5.10-1
'I
OOCUMEYT Y O .
5.10
He1 icopter Motion Module
5.10.1
Module Description
---
SER 70452
The force: ~ n i rmoments derived from the various simulated

components of the aircraft are summed to develop the total
external forces and moments at the airframe center o f gravity
in body axes, Figure 10.1.1. Introduced at this point, for
convenience, are the gyroscopic moments resulting from rotating
components. These equations are set up to cover any number of
items of rotating mass aligned with the three body axes. The
total external forces and moments are introduced into the
general equations of motion from whiTh the 6 components of
acceleration are solved. It will be seen by comparing
with those on page 116 o f Reference 10.6.1, that certain
small terms have been eliminated. It should be noted that
these are the equations o f the aircraft less rotor blades,
(which have their own degrees o f freedom) and the appropriate
mass is used. In order to obtain stable solutions under all
operational ccnditions it i s recommended that some velocity
prediction technique be used in the determination o f the body
axes velocities,as presented. It should also be noted that
since the p and r equation are coupled, they should be solved
simultaneously as written. The Euler angular rate equations
are given, followed by the body to space velocity axes transformation. Large angles are assumed.
The three component equations of motion, for any specified

point on the helicopter are presented in general form basically
for output. However, lateral acceleration isfed back to the
control system. It i s recommend that at least two entries to
these equations be provided to cover subsequent analyst requirements. The remaining equations in this section are provided
for analyst output.
5.10-2
PAGE
BODY AXES SYSTEM
1-
Xb, Y,,
fb
.
Body Axes System. O r i g i n a t the

Center of Gravity. X A x i s P a r a l l e l
t o A i r c r a f t Center Line.
FIGURE 10.1.1
5.10-3
PACE'
3-
v-
---
5.10-4
PAGP'
'1
-----,
SER 70452
..-
a.
5.10-5
v
PAGE
I
5.10-6
vrn
m.0
--
' - - - - *
p1Ba'
'
fig =
fk&&
7
f
-#
..
..
I'
I
5.10-7
'
'
-=---
==-
-----
i'
2.
- .
5,1098
PAGE
un
av.6
,38Vd
6-0I 'Ei
,
,'
5.10-10
PAGE
. b.
,-
I
b
5.10-11
PAGE
OOCUMENT N O .
SER 70452
I.
5.10-12
Page
(.. . .)
5.10-13
PAEt
r--___
-.
5.10.4
NOTATION FOR THE HELICOPTER MOTICN MODULE
SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
UNITS
SUMXB
SUWB
SUMZB
SUMLB
S UMMB
S UMNB
SUMXB
SUMYB
SUMZB
SUMLB
SUMMB
SUMNB
LB
LB
LB
FT LB
FT LB
FT LB
DESCRIPTION
Total external force acting a t
the fuselzge c.g. along the X Y
and Z axes respectively
Total external moments acting about
the X , Y and Z axes respectively
("' )MR
(*... )TR
Tai 1 rotor components

Fusel age components
Empennage components
Land1ng Gear components
Additional Arbitrary Inputs
L..)MF
( ....
( - - -) L G
)ADD
HXGY
HY GY
HZGY
XGY
J Y GY
ZGY
XGY
'Y GY
'ZGY
LGY
MGY
NGY
HXGY
HY GY
HZGY
3 XGY
JYGY
JZGY
W XGY
WY GY
WZGY
LGY
MGY
NGY
Gyroscopic effects, angular

Momentum
SLUG FT2 Ratation inertia about the X , Y and
SLUG FT2 2 axes respectively.
SLUG FT2
RADS /SEC Rotational speed o f components.
RADS/ SEC
RADS/S E C
FT LB
Gyroscopic effects. Total
FT LB
moments i n body axes.
FT LB
7-
. .. - .
5.10.4
NOTATION
FOR THE HELICOPTER MOTION MODULE
SYMBOL
USED IN
EQUATIONS
PROGRAM
MNEMONIC
UNITS
DESCRIPTION
FT/SEC
FT/SEC
FT/ S EC
'Xb'
'Yb'
'Zb '
WEIGHT
LB
IX
IX
SLUGS FTL
IY
IY
IZ
IZ
I xz
SLUGS FfL
SLUGS FT2
SLUGS FT2
Aircraft gross weight

Inertia about body X-axis
Inertia about body Y-axis
Inertia about body Z-axis
C r o s s coupling inertia
B~~~~
WTBOD
FSCGB
WLCGB
BLCGB
LB
INS
I NS
INS
Weight o f the body

Fuselage station of the body c.g.
Materline station of the body c.g.
Buttline station o f the body c.g.
!Xb
VXBDOT
Y! b
VYBDOT
VZBDOT
FT/SEC2
FT/SEC*
FT/SEC2
Accel. along X-axis

Accel. along Y-axis
Accel. along Z-axis
'bd
s CGB
W~~~~
t:
P
pass predicted body axes

velocities.
xz
1.
1 Half
Zb
P
9
r
'xb
vYb
'zb
P DOT
QDOT
RDOT
RADS/SEC2
RADS/SEC2
RADS/SEC2
VXB
FT/SEC
FT/SEC
FT/SEC
Y XB
Y ZB
5.10-15
PAGE
..
Angular accel . about X-axis

Angular accel. about Y-axis
Angular accel. about Z-axis
Vel. along Y-axis
Vel. along Y-axis
Vel. along Z-axis
'i
NOTATION FOR THE HELICOPTER MOTION MODULE
5.10.4
SYMBOL
USED IN
EQUATIONS
PROGRAM
MN EMON I C
RADS/ S EC
RADS/SEC
RADS/ SEC
DESCRIPTION
UNITS
Angular r a t e a b o u t X-axis
Angular r a t e about Y-axis
Angular r a t e about Z-axis
1
?b
?b
pb
D E W SE C
THEDOT
PHIDOT
PSIDOT
DEG/SEC
DEG/SEC
DEG
DEG
DEG
TH ETAB
PHIB
PSIB
Pitch r a t e
Roll rate
Heading r a t e
Pitch
Roll
Yaw
I
POEG
QDEG
RDEG
SNTHEB
CSTHEB
SNPHIB
CSPHIE
SNPS IB
CSPSIB
[ AHBS']
vN
VN
vE
"2
VE
Vt
DEG/SEC
DEG/SEC
DEG/SEC
Angular r a t e about X-axis

Angular r a t e about Y-axis
Angular rate a b o u t Z-axis
SIN (THETAB 1
COS (THETAE
SIN( PHIB)
COS { PH IB )
SIN(PS1B)
COS( PSIB)
Body t o space a x e s t r a n s f o r m a t i o n
FT/SEC
FT!SEC
FT/SEC
Velocity t o tbe north

V e l o c i t y t o the e a s t
Vel oci t y down
matrix.
5.70-16
-PAGE
ETb
(j;) '!
---.-----
5.10.4
SYMBOL
USED I N
EQUATIONS
PROGRAM
MNEMONIC
NORTH
NORTH
EAST
ALT
Fr
FT
FT
P o s i t i o n north
Position east
A1 t i tude
vc
GAMTRU
FT/MIN
DEG
C1 imb vel oci t y

True climb a n g l e
NX
G's
Body Axes l o a d factors
NY
NZ
G's
G's
V KT
KNOTS
EAST
ALT
"C
XT
KT
UNITS
DESCRIPTION
V e l o c i t y i n X-2 p l a n e
I
a":
qF
FSPS
w LPS
BLPS
ALFRE
BETFRE
QFRE
DEG
DEG
FSPSi
w LPS
BLPSi
INS
INS
LE/ IT2
INS
1 PS
FT
hPS
FT
bPS
FT
AXPSl
AYPSl
AZPS 1
Free stream a i r flow v a r i a b l e s
Fuselage s t a t i o n of p o i n t o f tit e rest

Waterline s t a t i o n o f p o i n t o f i n t eres t
B u t t l i n e s t a t i o n o f p o i n t of nterest
Longi t u d i na 1 arm
V e r t i c a l arm
L a t e r a l arm
F T / S E C ~ P o i n t +I a c c e l . along X-axis
R/SEC* Point #I accel along Y-axis
FT/SEC*
P o i n t #I a c c e l . a l o n g Z-axis
I
I
I
I
I
i
I
I
1
I
1'
5.10-1 7
PAGE
% 29 411. t
:.)
SIKORSW
AIRCRAFT
5.10.4
SYMBOL
USED IN
EQUATIONS
V
xps
5PS
%pS
.CNG[IL
LATB L
PROGMM
MNEMONIC
UNITS
DESCRIPTION
VXPSl
VY PS 1
UPS1
FT/SEC
P o i n t #I vel# along X-axis .

P o i n t #I vel. along Y-axis.
P o i n t #I vel. along Z-axis.
LNGBLl
LATB L 1
DEG
DEG
Longitudinal b a l l
L a t e r a l ball.
FT/SEC
FT/SEC
5.10-18
PAGf
- 7 '
uPA6t
-19
m a m.6
'
'
F--<
Ti
'
-=-
er
il
t
i
1.
///7.-0
5.10-20
PAEE'
r-
SJKBRSKY
AlRClRAFT &Vu-
5.10.6
'
References
1.
Ip
Dynamics o f F l i g h t , Etkin, B . , John Wiley & Sons Znc.,
1959.
5.10-21
PhGb
SA 29 REV.
'
DEFINITION OF THE BLACK HAWK COCKPIT
6.0
CONTENTS'
6.1
6.1
Overall Cockpit Arrangement
6.2
6.2
Pilot's Primary Controls
6.2
6.3
Control Range Characterlstics
6.2'
6.4
Control Force Feel Characteristics
6.2
6.5
References
6,3
FIGURES
6.1.1
6.1.2(a)
6.1.2Cb)
6.1.3(a)
6.1.3(b)
6.1.3(c)
6.1.4
6.1.5
6.1.6
6.2.1
6.2.2
6.3.1
6.4.1
UH-6A BLACK HAWK Cockpit

Cockpit Component Identification
Cockpit Component Identffication (Cont'd. )
Cockpit Geometric Deflni tion
Cockpit Geometric DeftnitSon (Cont'd)
Cockpit Geometric Deffnition (Cont!d)
Upper Console Panel Assembly
Lower Console Panel Assembly
Instrument Panel Assembly
Cyclic Stick Grip
Collective Stick Grip
BLACK HANK Angular Control Motions and Displacements
BLACK HAWK Ccntrol Forces and Gradients
6.4
6.5
6.6
6.7
6.8
6.9
6.1 0
6.11
6.1 2
6.14
6.1 5
6.:6
6.17
1
I
6.0
DEFINITION OF THE BLACK HANK COCKPIT
6.1
Overall Cockpit Arrangement
t:
The overal? layout o f the cockpit environment i s shown on the

I
6.2
photograph, Figure 1.1. This general view i s supported by

identification of cockpit components on Figures 1.2a and 7 . 2 b .
The cockpit geometric definition,relating t o the p i l o t ' s seat,
controls and instrumentation, I s presented on Figures 1.3d,
1.3b and 1 . 3 ~as 3-view general arrangement drawings. Diagrams
defining the upper and lower consoles are shown on Figures 1.4
and 1.5 respectively. The most significant items are the switching
functions on the upper console and the StabilatorlAuto F l i g h t
Control Panel on the lower console. The f l i g h t instrument panel
arrangement i s shown an .Figure 1.6.
P i l o t ' s Primary Controls
A diagram o f the p i l o t ' s cyclic stick g r i p is presented on Figure
2.7. The g r i p incorporates the following f t n t i o n s of significance:
:.
Stick triin provides for lateral arid longitudinal stick

trim a t 1/2"/sec.
i.
T r i m release while depressed the force system i s deactivated

leaving a l i m p stick.
A diagram of the p i l o t ' s collective stick g r i p i s presented on
Figure 2.2. A friction device on the p i l o t ' s lever can be turned
t o adjust the amount of friction and prevent the collective stick

from creepiilg.
h'
k
6.3
Control Range Characteristics

The control notion, b o t h i n t e n s of control displacement i n inches
o f travel and angular sweep are presented on Figure 3.1. AI so
provided are the corresponding angular outputs a t the rotor head.
6.4
Control Force Feel Character4 s t i cs

The control forces, gradients and breakouts f o r the primary controls
are give,? on Figure 4.1. The values presented were derived from
measurements a t the 50% control position.
More detailed information concerning a l l aspects o f the cockpit may
be sbtainad f r o m References 6.5.1 t h r o u g h 6.5.4.
6.5
REFERENCES
1.
Black Hawk P i l o t Manual TM55-1520-237-10
2.
Black Hawk MOS 35K Avionics Mechanics Manual
3.
Black Hawk F a u l t I s o l a t i o n Manual TM55-lXJ-237-MTF
4.
Black Hawk Simulation F l i g h s T r a i n i n g System Device 2038.

NAKRAEQIPCEN 76-C-0086-4001 Volume I ADDENDUM 1 .
'.
6.3
PAGP'
SER 704%
COCKPIT COMPONENT I DENTI FI CAT1 ON

,
FIGURE 6 . 1 . 2 ( a )
I
..
F"
,
8
COCKPIT COMPONENT IDENTIFICATION

,
/ .
FIGURE 6.1.2(b)
6.6
PIEf'
0
H
IC(
C(
LL
u
m
a
I-
s
w
CI
c
C(
a.
Y
\ \
' I / /
\w
-A
FIGURE 6.1.3(&)
6.7
PACf'
r--7
DOCUMENT
COCKPIT GEOMETRIC D E F I N I T I O N
ENGINE W w E R
PILOT UflLllY
LIGHT
FIGURE 6.1.3(b)
no.
SER 70452
Lk
'I
.
I
COCKPIT GEOMETRIC D E F I N I T I O N
RE EXTIWISHER
~.~PILOT'S CHiri
PLOT'S ':!IN HlNWW
INSTRUMENT PANEL
I
F I G U R E 6.1.3(c)
6.9
PASE
~~
.o
HI
'corn
01)
P
T
m
mn
Y T
UPPER CONSOLE
PmEL ASSEFBLY
FIGURE 6.1.4
U
6.1.0
lqjz
'
0
Q
0
Q
0
O
I
e
I
sl
r
0
;P
;o
c
m
P
d
0
0
-*,
LIJ
-------
.. .
Y-'
,'
E
Ir
_-
FIGURE 6.1.6
6.12
PhGE
!
Y
RtV. G
-.
DOCUMENT NO.
SER 70452
II
I,
FIGURE 6.1.6 (Cont'd.)

6.1 3
D
SWITCH \
\ENABLE
I
HOOK
E SWITC H
TRIM
RELEASE
SWITCH-
-r
--
CYCLIC STICK GRIP
..
. .
SERVO SHUT OFF
ENGINE SPEED
'SEARCHLIGHT
CONTROL
rr\
.-
COLLECTIVE STICK GRIP

..
j!
5
-.
BLACK HAWK ANGULAR CONTROL MOTIONS AND DISPLACEMENTS
High Collective
Low Col 3 ecti ve
*** Mid C o l l e c t i v e
*'H* Wt t h C v e r t r a v e l
**** .Considers Control Reduction
due t o redundant q u a d r a n t
**
CONTROL -P OS I TI ON
j(IP,)
REFERENCE
-L__
0
10.0
10.0
22.5
46.55
24.05
COLLECT1VE
Low
High
A
LONGITUDINAL
CY CLI c
Forward *
Pinned**
Aft ***
5.0
3.89
5.0
10.0
LATERAL CYCLIC
Left *
Pinned **
Right
Left***
A ***
QcUFF
9.9
25.9
16.0
'
13.95
10.84
13.95
27.9
Forward
Aft
Aft
16.5
-11.0
-12.3
28.8
Vertical
5.0
.96
5.0
10.0
11.63
2.24
11.63
23.26
Left
Left
Right
AIs
-8.0
-1.54
8.0
16.0
Vertical
QTRCUFF
Left
On
29.9
15.0
0. I
29.8
2.69
0
2.69
5.38
Pinned ***
Right ***
BIS
PEDAL
-
Above
(DEG)
Neutral
Cyclic
Horizontal
Above
OUTPUT @
ROTOR
10.33
0
IO. 33
20.66
Right
****
I
->-
FIGURE 6.3.1
6.1 6
xz
A.-
!i
BLACK HAWK CONTROL FORCES AND GRADIENTS
DATA DERIVED FROM ATP 27000

~-
CONTROL
STROKE
MAXIMUM
TRIM OFF
F RI CTI ON
NOMINAL
TRIM ON
BREAKOUT*
NOMINAL
TRIM ON
GRAD1 ENT
NOMINAL
TRIM ON
~~
Lateral Cycl i c
10.0 in.
,625 l b .
.95 l b .
.54 l b / i n
3.65 l b .
Longi t u d i nal
Cycl i c
10.0 i n .
.625 l b .
1.35 l b .
.73 l b / i n
5.0 l b .
'Pedal
(+ Overtravel )
4.92 i n .
(5.38 i n )
4.0 l b .
7.2 l b .
Co 11ec t i ve
10.0 i n .
,625 l b
* Breakout
(Trim On) = Detent + Friction (Trim O f f )

All Values Measured From 50% Control P o s i t i o n
'TGURE 6.4.1
6.17
PAGt'
.-
6.5 l b / i n
23.2 l b .
(24.7 1bS

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NASA CONfRACTOR REPORT 3 6 6 3 0 9

Volume I - > l a t h e m a t i c a l Model

NASA CONTRACTOR REPORT 1 6 6 3 0 9

U H - 6 0 A Black Hawk Engineering Simulation Program:

OVERVIEW OF SIMULATION MODEL

DESCRIPTION OF THE BLACK HAWK HELICOPTER

SIMULATION flODULES MATHEMATICAL DEFINITION

Main Rotor Module

DEFINITION OF THE BLACK HAWK COCKPIT

A non-linear mathematical model o f the UH-GOA BLACK HAWK helicopter has

:This mathematical model i s a t o t a l systems definition of the aLACK HAWK

Volume I o f this report defines the mathematical model using a modular

Volume 11 o f this report documents,the derivation o f the

OVERVIEW OF THE SIMULATION

The mathematical model o f BLACK HAWK provided under this

The overall structure of the model is presented on figures 3. 1

The basic model is a total force, non-linear, large angle

The flight control system for BLACK HAWK presented in this

Section 5.8 defines a simplified ground effects model. During

GENHEL FLIGHT DYNAMICS SIMULATlON

- FLAPPING AND LAGGIN0

E N G I N E INTEGRATION INTO GEN H E 1

Descripticn of the BLACK HAWK Helicopter

Siven on figure 4.4.

A more comprehensive description o f the BLACK HAWK helicopter is

given in References 4.1.1, 4.1.2, and 4,1.3.

U. S. !.my UH-60A He1 icopter Development Production Program. Prime

Uti-60A Fami 1 i a r i z a t i o n T r a i n i n g Course Manual

T700-GI!-700 TURBOSHAFT ENGINES

WHEEL BASE (28'.IL9")

FUSELAGE 1ENGTH 150*.Z5'*)

IJH-60A BLACK HAWK GENERAL ARRANGEMENT

pUti-60A BLACK HAWK RECOMMENDED LONGITUDINAL CENTER OF GRAVITY LIMITS

Furolaga Stotion % In.

LIST OF PHYSICAL CHARACTERISTICS

VERT I CAL STAB I L I ZE R

SUMMARY OF MASS PROPERTIES CHARACTERISTICS

475389 441 954

Aerial Recovery Mission

Extended Range Mission

Basi c Structural Design- Aft

Maximum A1 ternate GM-Fwd

79532 514803 479012

Maximum A1 ternate GW-Aft

77898 4821 41 447627

Bas ic S t ruc t u ra 1 Des i gn- Fwd

- -(Data from SER-70288 Prepared Under Contract DAAJOl -77-C-0001 ( P 6 A )

MAIN ROTOR MODULE

Module Input/Output Definition

Black Hawk Main Rotor Input Data

Body axes to shaft axes transformation

Blade twist input

Blade Twist Input .

Main Rotor Module

The remaining contribution to the velocities at the bjade

The treatment of the blade segment aerodynamic force calculation

&a*-/. 1' --.

The blade inplane or lagging motion is restrained by a damper

The oscillating nature of the rotor forces and moments make i t

SHAFT AXES TO ROfATING BLADE SPAN AXES

Xs, Y s , Ts Shaft Axes System

UR, Up Blade Element V e l o c i t i e s Along

Zs then R o t a t i o n About XBs.

FUSELAGE 1ENGTH 150.Z5')

i ROTOR COEF. OF DRAG MAP