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On power and actuation requirement in swashplateless primary control of helicopters using trailing-edge flaps

Published online by Cambridge University Press:  27 January 2016

F. Gandhi ,
C. Duling  and
F. Straub
F. Gandhi*
Affiliation:
Rensselaer Polytechnic Institute, Troy, New York, USA
C. Duling
Affiliation:
US Army, Fort Campbell, Kentucky, USA
F. Straub
Affiliation:
The Boeing Company, Mesa, Arizona, USA
*
fgandhi@rpi.edu
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Abstract

This paper examines three specific aspects pertaining to the trailing-edge flap (TEF) enabled swashplateless primary control of a helicopter. The study is based on a utility helicopter very similar to the UH-60A Blackhawk helicopter, with rotor torsion frequency reduced to 2·1/rev, and 20% chord TEFs extending from 70-90% span. The questions addressed in the paper are the power penalty due to aerodynamic drag associated with TEF control, the pitch-index required to limit the range of TEF deflections over variations in aircraft gross-weight and airspeed, and the influence of rotor RPM variation on swashplateless primary control. Results indicate that the power penalty associated with TEF enabled primary control at high speeds is in the range of 6-7%, due to increased drag on the advancing side in the region of the TEFs and at the blade tips. At low to moderate speeds the increase in power is 2-4% on average, more dependent on the pitch-index, and due to drag increase over most of the azimuth in the region of the TEFs. A variation in pitch-index from 16° for lower speeds and gross weights, to 20-22° for higher speeds and gross weights, would reduce the steady level flight TEF defection requirements to under ±3°, leaving sufficient control margin. Increase in rotor RPM does not increase directly increase thrust (as with a stiff-torsion rotor) but reduces the rotating torsion frequency, and together with the increased dynamic pressures increases the sensitivity to TEF control. At low to moderate speeds a 9% increase in RPM reduces the maximum TEF deflections required by about 1°, but is accompanied by a large increase in rotor power. Conversely, a 9% RPM reduction decreases rotor power required, but the TEF defections required increase by 1–1·5°.

Type
Research Article
Information
The Aeronautical Journal , Volume 118 , Issue 1203 , May 2014 , pp. 503 - 521
Copyright
Copyright © Royal Aeronautical Society 2014 

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