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TWELFTH EUROPEAN ROTORCRAFT FORUM

(Garmisch·Partenkirchen ·September 22/25 1986)

THE TILT-ROTOR AIRCRAFT:

A RESPONSE TO THE FUTURE?

FROM EUROPEAN INTERROGATIONS

TO EUROFAR ACTIONS

(Paper already presented at Helicopter Manufacturer's Seminar for UKOOA ABERDEEN- September 1986)

J. ANDRES AEROSPATIALE

*

H. HUBER M.B.B.

**

J. RENAUD AEROSPATIALE

***

* Chief Engineer- Helicopter Division Programme Management

** Helicopter Division -Director of Preliminary Design

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

1 - THE HELICOPTER : A MAJOR AIRCRAFT

During the last five decades, emerging from its early ages, the helicopter became a major aircraft in the worldwide aeronautics. Solving the initial problems of piloting, handling qualities, vibrations, designers have patiently transformed it, after World War II, into an industrial product, completing its evolution by the utilization of lighter structures and powerful engines.

Achieving its maturity through the last development of computational aeronautics and practical technologies, taking advantage of an increasing level of knowledge in the field of new materials, aerodynamics, dynamics, avionics, the helicopter is now considered as a safe, reliable and efficient aircraft. In fact, it is at present time, one of the aeronautical tools for

the civil commercial effectiveness and military readiness.

It is obvious that its large rotary wings and its original control system give it a unique flight capability in hover or at low speed, combining good power efficiency and handling qualities.

But, due to its fundamental architecture, high speeds are a serious

limitation for this aircraft, with a decreasing practical interest of this formula for long-range missions.

2 - THE HELICOPTER LIMITATIONS

As the helicopter speed increases, the main rotor experiences a more and more non-axisymmetrical behaviour (fig. 1). At higher forward flight speeds, transonic problems with the occurrence of shock waves cause a limitation for the high-Mach operating advancing blade, whereas the retreating blade enters deeper stall conditions.

These natural limitations for highly three-dimensional interactional

unsteady aerodynamics, cause a gradual loss of lift and propulsive forces, with an increased power requirement.

Furthermore, these alternate aerodynamic forces, strongly coupled with blades and hub dynamics, generate a forced response of this

three-degree-of-freedom (flap, lead-lag and torsion) system. As we know, acting forces and moments for flap and lead-lag in rotational axis have frequencies depending on the number of blades and rotor rotational

frequency. They act through the rotor head to give, in fixed axis, vertical motion to the cabin and stresses and moments to the shaft.

Whatever their origin, the general trend of these alternate loads is to increase with speed (fig· 2).

(4)

Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROfAR

Program

The problem of forced responses is a very important problem since :

- It induces, at high speeds, a significant cabin vibratory level, reducing the comfort and limiting the pratical utilization of the helicopter. - It introduces, in some vital components, alternate loads, which are the

origin of fatigue phenomena defining the aircraft limitations and the service life of these components. Once again, higher speeds have an

undesirable effect in a field which is one of the keys to safety {fig. 3). Furthermore, tail rotors experience hard aerodynamic and dynamic problems. Lastly, the high helicopter fuselage drag generates, at very high speeds, an important power need, with a dramatic fuel consumption.

All these physical boundaries give a clear explanation of the helicopter performance limitations, with, for example, a very smooth approach towards the "200 Knots barrier" (fig. 4).

3 - THE HELICOPTER EVOLUTION

Despite these hard limitations, designers have been utilizing, during the last decade, the most advanced scientific methodology and the highest technological issues, to imagine an expanded future for the helicopter (Ref. 1 to 7).

The latest remarkable milestone for this fruitful trends has been the recent speed record held by Westland Helicopter flying at 216 Knots.

The main ways to extend the helicopter limitations and to increase its operational efficiency could be :

- A more accurate main rotor design, using advanced airfoils, adapted twist, proper tips, selected blade dynamic properties, in order to achieve,

through new computational methods, a better aerodynamic optimization and to reduce dynamic excitation and aeroacoustic sources.

- The utilization of new hubs combining lighter weight and smaller drag with reduced manufacturing and maintenance cost, through a reduction of the number of components, a modular design, an increased service life and an easier maintenance.

-The improvement of tail-rotors (Ref, 8) or the adoption of advanced anti-torque concepts, like the Fenestron Fan-in-Fin, which provides, in its last versions, high hover efficiency, with a good acoustic behaviour, needing less power at fast cruise speed, and providing a high level of safety for crew and ground personnel (Ref, 9).

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

- The design of new airframes, combining reduced weight, smaller drag and improved crashworthiness, through the adoption of new materials, and the utilization of advanced aerodynamic and structural computational methods and tests (Ref. 10 to 13).

The improvement of transmissions, in terms of weight, service life, internal noise (Ref.

14).

The improvement of filtering systems, leading, in the future, to the utilization of higher harmonic control systems (Ref.

15).

- The definition of advanced cockpits, with a pilot workload reduction and the definition of new flight mechanics laws through fly-by-wire systems, and more generally a system integration during the design (Ref. 16 and

17).

-Lastly, the utilization of advanced engines, with higher performance, reduced specific consumption, and improved maintenance through the use of modular design and monitoring systems.

4 - ADVANCED AIRCRAFT HISTORY : TOWARDS THE TILT ROTOR SELECTION

There is a gap between present conventional helicopters and fixed-wing aircraft, and it will remain, in spite of the extended capabilities of future helicopters. To fill this gap, considerable research efforts have been directed towards new V/STOL concepts during the last thirty years and, at least, fifty different kinds of research aircraft have been flown, mainly in

u.s.A.

Most of them obtained bad evaluation conclusions, and many crashed.

To understand such poor results, it is advisable to classify these concepts according to (Ref. 18) :

- The type of lift generators (Hovering) Rotors

Free Propellers Ducted Fans Turbo Jets

- The methods to perform the transition Separate propulsion

Thrust deflection Thrust tilting Aircraft tilting

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROfAR

Program

The type of problems raised by this advanced formula depends on their

positions in this classification. But the most common reasons to explain so poor flight results were :

- The bad handling qualities in hover, during the transition and also near the ground, due to weak control, couplings, and bad behaviour prediction. - Specific hovering problems depending on aircraft characteristics, related

to high fuel consumption and poor efficiency, vibrations, noise, ground erosion and debris ingestion.

- The insufficiency of engines and transmissions reliability, as confirmed by several prototype crashes.

In fact, after so many years, if we except the "Harrier type aircraft", with a very specific military application, the only remaining solutions are

rotary-wing aircraft :

- The Compound-Helicopter, despite few design problems, seems now out of date. In the future, its speed advantage over the conventional helicopter will gradually decrease, with important empty weight, and large fuel consumption at high speed.

-The ABC Concept, with two contra-rotative rotors, need also a propulsive auxiliary unit to really take advantage of the concept. Due to large drag, high consumption and vibratory level it exhibits a lowered interest.

-The X-WING, a "not yet born solution", since its highly complex command system, based on a blade blowing device, has not been flight tested. The in-flight rotor stoppage will need a lot of .practical research and an important technological jump. In fact, if its speed capacities are very attractive, that will be done through a high fuel consumption and with a small payload. If its first flight tests are successful, its utilization could concern very limited military applications, in a far away future. In fact, the Tilt-Rotor aircraft seems to be, today, the most attractive Advanced Formula.

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

5 -

THE TILT-ROTOR : A WELL ESTABLISHED PROMISING CONCEPT

Following

u.s.

and European theoretical and ground tests evaluations, the

u.s.

XV15 Program has been one of the latest most fruitful prove-to-concept in the world aeronautical history (Ref. 19).

So, due to its suitable architecture, the tilt-rotor has yet demonstrated its ability to overcome the above mentioned problems.

- Its moderate disc loading provides honest hovering performances, not very far away from helicopter's (Fig.

5).

Furthermore, it does not experience specific problems in helicopter mode, in terms of vibration, ground erosion, debris ingestion. XVlS flight-tests proved a noise level comparable to quieter helicopters of the same class (Fig. 6) and acceptable for surrounding community (Fig. 7 derived from Ref. 20).

-A well-shaped fuselage, with a drag coefficient intermediate between clean helicopters and clean fixed-wing aircraft (Fig. 8 derived from Ref. 21), allows good cruise performances and takes advantage of the installed power for hover flight.

- Its "helicopter-type" cyclic control system is the key to its favourable handling qualities in helicopter mode, and provides good behaviour during the conversion (Fig. 9).

- At least, one of the most important feature of the tilt-rotor should be an appreciable cost-efficiency.

It is obvious, through available results and restricted European market surveys, that the quasi-totality of tilt-rotor potential missions time is performed in aircraft mode, for which the rotor aerodynamic behaviour is axi-symetric (Fig. 10).

The resulting decrease in alternate loads induces a diminution of fatigue. phenomena. Consequently, as well known for rotary-wing aircraft, spare and maintenance part of

D.o.c.

decreases as the service life increases

(Fig. 11).

A rough evaluation of the 10 Tons class tilt-rotor and helicopter, using to-day technology, and based on conventional civil operation, has been performed (Fig. 12).

With the following main assumptions :

-Relative purchase cost (Tilt/Hel.) = 1.15

equal to

u.s.

evaluations for

v.22

OSPREY (Ref.

22)

-Relative Service-life for major components (Tilt/Hel.) = 2 the Total relative

D.o.c.

(Tilt/Hel.) per hour is = 0.84

With a tilt-rotor speed twice that of the helicopter, the total relative

D.o.c.

per km is 0.42, and is consistent with evaluations for a fleet of 20 Tons class aircraft (Ref. 23).

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

So, twice the speed, twice the range, half the cost, that is the tilt-rotor challenge

At least, always for the 10 T class aircraft, the results of the previous analysis show that, in spite of a tilt-rotor unit purchase cost estimated at 1.15 that of the helicopter, this cost is entirely recovered after about ten years (Fig. 13).

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROfAR

Program

6 - THE TILT-ROTOR EMERGENCE : FROM EUROPEAN INTERROGATIONS TO EUROFAR ACTIONS During the last ten years, much consideration was given to Advanced

Aircraft, and more precisely to tilt-rotor by the European Rotary-Wing World. This fascinating challenge has been discussed, through companies prospectives, and in the framework of bilateral contacts, or larger

organizations, including manufacturers and/or government agencies, dealing with research and/or industry, for military as well as for civil purposes. The main common conclusions were the following

- All European Helicopters Companies have sufficient technical level to solve the tilt-rotor problems. Furthermore, some of them have performed activities on this subject (see for example Ref. 24).

- With the development of V-22 Osprey, European Rotorcraft Industries will be soon facing a new situation, with the next delivery of the first

Free-World military tilt-rotor (expected about 1992) probably followed by civil derivatives (expected about 1995).

- The tilt-rotor imminent emergence could eventually Create new markets

Modify the present helicopter world-wide market equilibrium Have a marginal interest for fixed-wing aircraft community.

- No European Company has, at the present time, the capability to launch important actions in this area.

So, cooperation is the only way to preserve the chance of European effectiveness in the field of Advanced Aircraft.

That will need the conjunction of largest European Companies efforts, and the support of their relevant National Authorities, eventually sustained by the various European organizations.

- There is no commercial competition between European companies in this area. Nevertheless, in any common action, these companies will have to take account of their own product policy and priorities, as well as European helicopters programs already launched or under discussions. - Any important action will have to be subdued to the most accurate

evaluation of the scientific, technological, industrial and commercial needs and risks.

- Any main industrial cooperation will have to be sustained by coordinate actions of the major National Research Agencies.

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

Taking account of this large concensus, Aerospatiale took the initiative, at the beginning of· 1986, to call other companies to joint in Eurofar Program.

The following companies (Fig. 14) AERITALIA AEROSPATIALE AGUSTA BRITISH AEROSPACE CASA MBB WESTLAND

who are among the most advanced aeronautical firms from (Fig. 15) FEDERAL REPUBLIC OF GERMANY

FRANCE ITALY SPAIN

UNITED KINGDOM

with the possible assistance of European Companies and Agencies (Fig. 16) decided to joint the EUROFAR Program (European Future Advanced Rotorcraft). Eurofar, which program will be briefly described in following sections, is : - An opportunity for the integration of European manufacturers in the future

main scientific trends.

- A project to effectively start up a program intended to complement conventional helicopters by the end of the century.

It has been envisaged as a new coherent transportation system, offering a very wide field of application, and composed of the following sub-elements - The vehicle, which will be a tilt-rotor aircraft.

- The sub-elements besides aircraft : infrastructures

Air traffic control

Certification and regulation

The analysis process from the aircraft concept to the industrial product could be achieved according to the diagram shown (Fig. 17).

It will also be necessary to evaluate both civil and military transport systems and relevant commonality (Fig. 18)·

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

The "mirror-type" organization to be set-up will be constituted of : - The manufacturers, assisted by Research Agencies, and dealing with the

vehicle.

- The concerned Government Agencies, having in charge the sub-elements beside aircraft (with strong well defined relations between the two above groups).

The main operational goals assigned to the vehicle are - Operational costs reduction

- Safety improvement

- Speed and range increase

- Piloting and operations simplification - Operational limits extension

- Air traffic insertion and downtown penetration capacity It has been decided that a Preliminary Phase was necessary to - Perform a market study and choose a segment

- Perform a general definition of the demonstrator

- Identify the foreseable technical problems and pre-study the critical points

- Carry out a detailed development program and cost evaluation - Set up the industrial organization

As this Preliminary Phase fulfils the main goals of Eureka Charter : - Improvement of European productivity and competitiveness in advanced

technology fields offering a world potential market.

- Cooperation reinforcement between companies and research organizations. it has been decided to submit this preliminary phase to the agreement of the relevant Eureka authorities and to ask for the corresponding support

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROrAR

Program

7 - AN EUROFAR WORKING-THEHE : THE 10-TONS CLASS AIRCRAFT

To start the parametric studies and the first step of pre-project and technical evaluations, the 10-Tons class aircraft seems to be a good first working theme for EUROFAR, taking account of :

- Past European studies

- Expected potential missions

- Present state of international fleet, regarding mass and speed range (Fig. 21)

This segment will have, of course, to be confirmed by market study.

The first evaluations performed on this class of aircraft shows that such a tilt-rotor could satisfy the following basic mission :

Transport of 19 passengers over 1000 km - Average speed of 580 km/h

- "Category A" requirements satisfaction (Fig. 22)

From a structural standpoint, the tilt-rotor consists of an airplane fuselage with a fixed wing having a low aspect ratio and wing-tip mounted tilting rotors. The 3-view drawing (Fig. 23) shows the general features of such an aircraft top-winged, with tilting engines mounted at wing-tips with the rotors, and moderate disc loading, leading to a rotor diameter of

10 metres approximately. It will be noted that the geometrical

characteristics of the wing (dihedral and sweep angles ••• ) and rotor, mounting (mast length ••• ) are shown for information only.

A first estimated weight breakdown (Fig. 24) leads to :

- A basic version with a total weight of 10.200 kg, and a useful load of 4.010 kg, corresponding to a "empty-to-gross weight ratio" of 0.607. - A maximum take-off weight of 13.000 kg, with a useful load of 6.800 kg. It appears, obviously, that one of the most important goals is to maintain the empty weight as low as possible.

A possible commuter internal layout, compatible with external sizing previously shown (Fig. 23) could feature three front seat rows, with one aisle, providing, in addition, a compatibility with current military requirements (Fig. 25).

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

Program

The main performances of such an aircraft are the following :

- A useful load/range diagram satisfying the basic mission requirements (Fig. 22) with vertical take-off, and showing the long range/low consumption characteristics of the tilt-rotor (Fig. 26).

The ultimate range can be extended to 6.000 km with a rolled take-off, - The consumption per kilometer is halved if we take advantage of tilt-rotor

high level flight capabilities (7500 m) as compared to ground level

consumption (Fig. 27). At these altitudes,•its consumption is 50

%

that of the equivalent helicopter at ground level.

The high engine power imposed by "Category A" requirements confers very good performance in oblique climb flight (Fig. 28) as well as in hovering ceiling O.G.E. (3.400 m r.s.A. for the basic version) (Fig. 29).

The flight envelope covers that of a helicopter and of a twin-turboprop aircraft, while retaining good characteristics with one engine inoperative

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROrAR

Program

8 - EUROFAR PROGRAM SCHEDULE

The above mentioned communication system, using a tilt-rotor as hereabove described, could be developed during an overall program divided into three phases and leading to the series production of an aircraft (Fig. 31). - Phase 1 : Preliminary studies

This phase will allow gathering all scientific, technological, industrial, environmental and marketing elements necessary to decide the launching of further phases of the program.

- Phase 2 : Technological development and demonstration phase

This phase should allow demonstrating operational in-flight effectiveness of the tilt-rotor concept in the missions identified.

- Phase 3 : Industrial development

This phase should allow developing and certifying the production tilt-rotor aircraft.

The three years-long preliminary Phase 1 (Fig. 32), under final discussions, would be submitted, after companies definitive agreement, to the examination of Eureka's Authorities, for a final decision by European Minister Council in November 1986.

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROfAR

Program

9 - CONCLUDING I!KMARKS

In spite of progress that will be induced by modern sciences and advanced technology for helicopter, the tilt-rotor aircraft is now well established as the most promising aircraft·to fill the gap between conventional

helicopter and fixed-wing aircraft.

Its unique operational capabilities offer the potential of an entirely new transportation system, with a wide scope of applications.

This fact must not be ignored by the European countries and, their active collaboration within the framework of Eurofar Program is a chance for Europe to advance the level of VTOL Aircraft Technology and to maintain European competitiveness.

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROfAR

[REF. 1] [REF. 2] [REF. 3] [REF. 4] [REF. 5] [REF. 6] [REF. 7] [REF. 8] REFERENCES

M.V. LOWSON D.E.H. BALMFORD (WESTLAND HELICOPTERS Ltd)

Future advanced technology rotorcraft

(American Institute of Aeronautics and Astronautics 1979)

G. BEZIAC (AEROSPATIALE)

Perspectives d'evolution technologique de l'helicoptere (l'Aeronautique et l'Astronautique 1979-4)

R. MOUILLE (AEROSPATIALE)

Future helicopters and new technologies

(37th AHS Forum Manufacturers' Panel - New-Orleans 1981)

Richard B. LEWIS II (AVRADCOM)

Future Helicopter Technology (Vertiflite, March-April 1982)

J.P. ROGERS, R.A. SHINN, R.C. SMITH (U.S. Army Aviation Systems Command)

Program

Impact of advanced technology on future helicopter preliminary design

(Tenth European rotorcraft and powered lift aircraft forum -The HAGUE 1984)

K. SCHYMANIETZ, C. SCHICK (M.B.B.)

Modern technologies for future light helicopters (Eleventh European rotorcraft forum - LONDON 1985)

R. MOUILLE (AEROSPATIALE)

L'evolution previsible des appareils

a

voilure tournsnte

(Academie de l'Air et de l'Espace- FRANCE 1986)

G. BLACHERE, F. D'AMBRA (AEROSPATIALE)

Tail rotors studies for satisfactory performance strength and dynamic behaviour

(Seventh European rotorcraft and powered lift aircraft forum, GARMISCH - PARTENKIRCHEN 1981)

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland

EUROFAR

[REF. 9] [REF. 10] [REF. 11] [REF. 12] [REF. 13] [REF. 14] [REF. 15] [REF. 16] REFERENCES (cont'd) R. MOUILLE -F. D'AMBRA (AEROSPATIALE) Program

The "Fenestron" : A shrouded tail rotor concept for helicopters (42th AHS Annal Forum - WASHINGTON 1986)

M. TORRES

(AEROSPATIALE)

Development of composite material helicopter structure (37th AHS Annal Forum, NEW-ORLEANS 1981)

G. BEZIAC (AEROSPATIALE)

Les applications des mat€riaux composites dans la constitution des h€1icopteres

(l'A€ronautique et l'Astronautique N° 98- 1983)

F. GAMBARO - F. NATALIZIA (AGUSTA)

Composite in the development of Agusta helicopters

(Tenth European rotorcraft and powered lift aircraft forum -THE HAGUE 1984)

T.M.C.H. BARTLEY (WESTLAND)

The advanced technology fuselage research programme

(Tenth European rotorcraft and powered lift aircraft forum -THE HAGUE 1984)

DG. ASTRIDGE (WESTLAND)

Health monitoring of helicopter gearboxes

(Eighth European rotorcraft and powered lift aircraft forum -AIX-EN-PROVENCE 1987)

M.

POLYCHRONIADIS -

M.

ACHACHE

(AEROSPATIALE)

Higher harmonic control : flight tests of an experimental system on the SA 349 research Gazelle

(42th AHS Annual Forum, WASHINGTON 1986)

K. SCHYMANIETZ

(M.B.B.)

Impact of systems technology and integration on helicopter design (Seventh European rotorcraft and powered lift aircraft forum, GARMISH- PARTENKIRCHEN 1981)

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Aeritalia Aerospatiale Agusta British Aerospace Casa MBB Westland [REF. 17] [REF. 18] [REF. 19] [REF. 20] D. Von RETH (M.B.B.) REFERENCES (cont'd)

Development of avionic systems for future helicopters (39th AHS Annual Forum, ST LOUIS 1983)

Ph. POISSON-QUINTON (ONERA)

Introduction to V/STOL Aircraft concepts and categories

Daniel

c.

DUGAN (NASA)

Ronald G. ERHART (BELL HELICOPTERS TEXTRON) Laurel G. SCHROERS (U.S. ARMY)

The XVlS tilt-rotor research aircraft (AVRADCOM Technical report BOAlS)

Ron REBER (BHTI)

Ne~t ROTHMAN (BVC)

A perspective on the commercial application of tilt rotor (April 1986)

[REF. 21] J. GALLOT

(AEROSPATIALE)

Amelioration du bilan propulsif d'un helicopt~re

EUROfAR

Program

(17~me colloque d'Aerodynamique Appliquee - GRENOBLE 1980)

[REF. 22] BELL - BOEING

Tilt rotor team V22 OSPREY Ne~s Release

(Press - Conference Proceedings, 42th AHS Annual Forum, WASHINGTON 1986)

[REF. 23] Standley MARTIN J.R.

(BELL HELICOPTER TEXTRON) William B. PECK

(BOEING VERTOL COMPANY) JVX Design update

(40th Annual Forum and technology display of the American Helicopter Society- ARLINGTON, VIRGINIA 1984)

[REF. 24] G. BEZIAC

(AEROSPATIALE)

Composite blade for a five-meter diameter tilt-rotor

(4th European Rotorcraft and Po~ered Lift Aircraft Forum

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PROBLEM INHERENT IN HELICOPTER FORMULA:

ASYMMETRICAL ROTOR OPERATION

Q

ROTATIONAL SPEED

1r

v~

FORWARD SPEED

ADVANCING BLADE POSITION

aerospatiale

SPANWISE DISTRIBUTION

OF AERODYNAMIC

(20)

ALTERNATE LOADS ON ROTATING COMPONENTS IN 1/REV, 2/REV, 3/REV, ETC ....

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STRUCTURE

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(21)

NOTION OF SERVICE LIVES FOR VITAL COMPONENTS

PERFORMANCES-SAFETY-COMFORT

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AS 332 AIRCRAFT- WEIGHT

:

8350 kg

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SPEED

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(22)

PERFORMANCE LIMITATION

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(23)

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(24)

ROTORCRAFT HOVER NOISE LEVELS

500ft SIDELINE PEAK HOVER

NOISE LEVEL. PNdB

110

AEROSPATIALE

BELL

212

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SA 342

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GROSS WEIGHT

(25)

TILT ROTOR NOISE

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EVELS SAME AS SURROUNDING COMMUNIT

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NOISE LEVEL dB A 90 80 70 60 50 TILT ROTOR HOVER AT 500ft

~

~

\j

TILT ROTOR CRUISE AT 1000ft HOVER AT 500ft ACCELERATING TRUCK/BUS AT 100ft CRUISE AT 1000ft

..

PASSENGER CAR AT 100ft

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AMBIENT NOISE NEAR FREEWAY CITY CENTER

URBAN SHOPPING CENTER

(26)

AIRCRAFT PARASITE DRAG

aerospatiale

FLAP PLATE DRAG

ft2

m2

50

4

40

3

30

SCOUT

2

20

1

2

s

58

4

6

AERODYNAMICALLY

UNREFINED

HELICOPTERS

s

67

coMPOUNDS

N HEL\COP1£RS

cLEA

T\LT ROTORS

v

22

CLEAN FIXED-WING AIRCRAFT

lbf

8

10

12

14

16

18

T

(27)

OPERATING MODES

FN FN mg HOVER mg HOVER (HELICOPTER MODE)

... v

I

HELICOPTER

I

I

TILT-ROTOR AIRCRAFT

I

mg FORWARD FLIGHT (HELICOPTER MODE)

...

aerospatiale

mg FORWARD FLIGHT FA FORWARD FLIGHT (AIRPLANE MODE)

(28)

aerospatiale

(29)

D.O. C. IS A FUNCTION OF SERVICE Ll FE

DOC

5 ..___

_

____,...._

,

4

3

2

1

~----~---~----+---~

2000

4000

6000

8000

10000

aerospatiale

SERVICE L1 FE

HOURS

(30)

DIRECT OPERATING COST EXCLUDING PURCHASE COST AMORTIZATION

RELATIVE COST a:

~

~

L.U 1-c.. 0.5 0 u 0.4

_.

0.3 w :I: 0.2 0.1

-I

-INSURANCES FINANCIAL PILOT

COSTS WAGES RELATIVE COST a:W 0~ ~~ U.t- a:t-O::I: 1-(!) 0.5

o-

a:_. 0.4 , u.

-

-t-L.U 0.3 -~~

--<! 1-(1) 0.2

-0.1

I

t

-INSURANCES FINANCIAL PILOT

COSTS WAGES

I

·

-I

-FUEL SPARES AND

-MAINTENANCE COST

FUEL SPARES AND

MAINTENANCE COST HENCE

km=0.42

1 TOTAL RELATIVE COST

aerospatiale

(31)

DIRECT OPERATING COST

COST IN MILLION DOLLARS

FOR SAME NUMBER OF km

A

II

f,.

=A

II

oerospotiole

OPERATING

COST

UNIT

PURCHASE

COST

YEARS OF

OPERATION

(32)

PARTICIPATING COMPANIES

A

E

ROSPATIALE

WESTLAND

BRITISH

AEROSPACE

CASA

MBB

AGUSTA

AERITALIA

(33)
(34)

\euROFARI

aerospatiale

POSSIBLE PARTICIPATION

• AIRCRAFT • ENGINES • AVIONICS . • RESEARCH AEROSPATIALE - AGUSTA - MBB - WHL

AERITALIA, BRITISH AEROSPACE, CASA ... MTU - RR - TURBOMECA

«OPEN CHOICE»

(35)

IMPORTANCE OF THE CONCEPT (A) TILT-ROTOR SOLUTION IA21l PERFORMANC IA22l SAFETY (A23l COMFORT (A24} COST (A25l HELICOPTER ROTOR

AT HIGH SPEED PERFORMANCE

(All) (A12l GUIDING PRINCIPLES (8} EXPERIENCE GAINED IN EUROPE (821) IDENTIFICA -TION OF AERO-DYNAMIC PROBL~~~l IDENTIFICA-TION OF AERO-ELASTIC PROBL M B VOLUTION OF TECHNOLO -GIES (824) EUROPEAN CO-OPERATION ( 811) PRODUCT DEFINITION (C) 10-TON WORK THEME C21 MAIN CHARACTE -RISTICS (C22) SAFETY (A13l EUROFAR (812} COMFORT (A14l PRE-FEASIBILITY PHASE (813) COST OVERALL PROGRAM (A15l (814) SELECTION OF

TILT-ROTOR SOLUTION PARAMETRIC STUDY

(36)

CIVIL CONCEPT EFFECTIVITY (D) INFRA -STRUCTURE PROBLEMS (021) URBAN PENETRATION PROBLEMS (AIR TRAFFIC CONTROL) (NUISANCES) (022) REGULATION AND CERTIFI -CATION PROBLEMS (023) COST-EFFICIENCY (011) MILITARY CONCEPT EFFECTIVITY (E) NEW OPERA-TIONAL POSSI-BILITIES PRO -IDEO BY TILT ROTOR (E21) MILITARY IMPLICATIONS (E22)

ANAL VSIS GUIDE LINES (2)

MARKETING STUDY

(012)

INVENTORY OF MISSIONS FOR VARIOUS OPERATORS

(E11)

ATTRACTION TO 10-TON SEGMENT

(013) POSSIBLE COMMONALITIES (E12) CIVIL/ MILITARY COMMONALITY

CIVIL MISSIONS PARTICULAR CASES

(F) MILITARY MISSIONS (F21) PARTICULAR CASES (F22) ( F11) (F12)

(37)

£UROfftR

( £uropean future Advanced Rotorcraft)

MAIN PROPOSAL

(38)

I

EUROFAR SCHEDULE

I

* 18 DECEMBER 1985

*

27 FEBRUARY 1986 * MARCH-JULY 1986 * SEPTEMBER 1986 * NOVEMBER 1986

aerospatiale

SUBMISSION OF AEROSPATIALE'S PROPOSAL TO FRENCH EUREKA SENIOR REPRESENTATIVE.

Fl RST MEETING OF EUROPEAN MANUFACTURERS

• CONSTITUTION OF THE I.P.G (INDUSTRIAL PROJECT GROUP) AND THE I.M.C.

(INDUSTRIAL MANAGEMENT COMMITTEE)

• AGREEMENT ON A GENERAL COMMON APPROACH

• DEFINITION BY I.P.G. OF THE ADMINISTRATIVE, FINANCIAL AND TECHNICAL COMPONENTS OF THE INDUSTRIAL ORGANIZATION TO BE SETUP FOR

ACHIEVEMENT OF THE EUROFAR PROJECT PRELIMINARY PHASE. AGREEMENT BY I.M.C.

• SET UP THE PROPOSAL

TRANSMISSION OF COMMON PROJECT TO EUREKA'S SENIOR REPRESENTATIVES OF THE VARIOUS GOVERNMENTS CONCERNED.

(39)

19/24 ·PASSENGER SEGMENT

aerospatiale

(* 1st PRODUCTION AIRCRAFT DELIVERY DATE) - - - -- -- - - -- -- - - -- -- -- - - -· OSPREY 18/20000

w

kg 20000 EH101 15000

(

*

1989

14290

-r-

- - - -

-

- -

-fe)

10000 S-70/UHGO (* 1978 )

9200

+-- - - -- - - -fA'I

8300

r -- - -- - - - ----3:...:3_2_.:_(_* _ _ ..:...:._fii)

7940

-r-- - - -- - - - -fA'I 5000 0 100 (* BELL 214 1982 ) 200

( '*

1991)

EUROPEAN TILT ROTOR

10/12000

\*

1998)

(40)

SELECTED SEGMENT*

I

BASIC MISSION : TRANSPORT OF 19 PASSENGERS

OVER 1000 km

AT 580 km/h AVERAGE SPEED

PRESSURIZED AIRCRAFT

AVERAGE CONSUMPTION: 1.2 kg/km

WITH 40 MINUTES RESERVE

MAXIMUM FERRY FLIGHT DISTANCE : 6000 km

TO BE CONFIRMED BY MARKET STUDY

aerospatiale

I

TOTAL WEIGHT 10.200:.

I

(41)
(42)

WEIGHT BREAK DOWN

aerospatiale

kg WEIGHT 13.000 12.000 11.000 10.000 9000 8000 7000 6000 5000 4000 3000 2000

USEFUL LOAD EMPTY WEIGHT TOTAL WEIGHT

(43)

oerospatiale

SHOULDER WIDTH

2020

1750

I

400

0

2080

0

2280

(44)

USEFUL LOAD

I

RANGE CHART

USEFUL

LOAD

(kg)

1000

0

0

1000

0

500

aerospatiale

I

I

(km)

2000

3000

RANGE

1000

1500

(Nm)

(45)

CONSUMPTION PER KILOMETER

aerospatiale

kg/km

I

0 m- I.S.A. 1.8

t--

- - - t - - - - + - - - + - - - l

7500 m - I.S.A.

'<-

I

~

1 . -- - - + - - - +....;000-WE I G HT-\.'+-~ 0.51--- - - 4 - - - - + -- - 1 - - ---+ 200 300 400 500 600 ( km/h)

'

'

'

'

..

(kt) 150 200 250 300 Vp/T.A.S.

(46)

AIRPLANE OBLIQUE CLIMB ON 1 OR 2 ENGINES

(ft/mn)

5000

4000

(m/s) 25~--~----~--~~---+----~--~

2000

1 0

-aerospatiale

0

0

WEIGHT

(kg)

7000

8000

9000

10000

11000

12000

13000

(47)

HOVER CEILING 0 G E

CEILING

-0 0 0

....

X X E ~

5 . _ -

+

-15 5 5000

aerospatiale

10.000 WEIGHT (kg)

(48)

FLIGHT ENVELOPE

ALTITUDE

30

0

-

0 0 0 0 0

....

....

X X

....

~

25

E

20

15

10

5

0

.l

SERVICE CEILING

I I n .,

(Vz=0

.

5

m/s

OR 100

ft/mn) /

F

~

IGHT WI"~H

" ' ,

/

2 ENGINES

.I 8 7

6

---

--+----

~

/ , I

· '

~

O.E

.

I. AT INTERMEDIATE

---+---:=---~

---1!

1

/

/ CONTINGENCY RATiNG

5

L-

--~~--

~~

~~

====~---4~--~

/ / - '

1

~.E.I.

AT MAX

1

l

\

4•_--_----~~r~---1-~~,rC~O-N~T~, I-N_U_O_U_S~.~\\'~\---+--_,~

:j

RATING

I

,

\

\

3._----~---~, ~r-\+-~r-~

"'•

"

2..--

---+-

----

~

I

~I

1+---+----~r---+---~~_,~~~--~

0

J

/

J

(km/h

...

0

100

200

300

400

500

600

'

'

'

'

'

0

50

100

150

200

250

300

(Kt)

aerospatiale

(49)

I. II. Ill.

I

EUROFAR

I

EUROPEAN COUNCIL

I

PRELIMINARY PHASE

I

I

DEMONSTRATION PHASE

I

DEMONSTRATOR ' INDUSTRIAL DEVELOPMENT

I

PROTOTYPE PRODUCTION

I

PRELIMINARY PHASE DESIGN

I

IEUHUFAR

I

OVERALL PROGRAM 1990 1986 1987 1988 1989 1991 1992 APPROVAL

...

GO-AHEAD

...

1st FLIGHT ~r

aerospatiale

1995 2000 1993 1994 1996 1997 1998 1999 1st FLIGHT ~r

...

-,_AUNCH

..

1sttLIGH. 1s~rELIV ERY

I

(50)

I

EUROFARl

TIMETABLE FOR PRELIMINARY PHASE

YEAR 1 YEAR2 YEAR 3

Market Studies CJ CJ CJ

c:

Rotor Studies

• DtHinition Small Scale Large Scale

v

v

"V

• Design and Testing

Vehicle Studies

• General Architecture

Complete Model

• Technology

v

Concept Definition

.,

,

Flight ControlsfHandl. and Ride Qualities Operational Systems Studies

Demons ;tor Engine 8elict1on Powerplant Studies

Pre-Project Definition

1: rChoice of size

Demonstrator Definition and Preliminary Design

Operational and Environmental Studies

Certification Studies Design

Planning and Costing for Following Phases Manufacturing

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