! " # $% $&' #" ! # (( ' #" !" #! ) * +, , * - ) * ./ 0* " + * . * 1 2 * 2 "" * 3 $ "" #$ $ + , $ $ ( + $ "" * , $ " 4 + $ # , , 4 " $ " + & 5 , ) 6 "" + ( 2 , $ " +, ( ( $ ( ( ( # 7 , , " +$ * 2 , ( " , 2 +* + 2 6 82 + $ , 4 2 ( ( $ + 2 + 2 " , "" , " ( " # . $ , 2 , ( ./ , ( ( 9 3: ) # . , ( , 2 + ( 2 , , 2 + 2 # ), + ( , " +, # 7 , , + $ * + + $ "" $ $ , 2 6 + $ " $ "" , "" , 2 +* "$ + # ), 2 (, , 4 $ " , ./ ( 2 , , $ ( - ) " +, , # , + " , 2 + " + , 9, 4 ( ( , # ), " + $ , , " & 4 ( 2 , , $ " , ( 01 " ( $4 " , ./ 2 +# ), ( ( " $ , 2 6 82 + + $ "" # 1 2 $ ( ! . , 4 " 2 " +, 2 , , " $ " , 2 + + , 2 " " * . " +, 2 , , " $ " , 2 6 + 9# 3 $ "" $ , 4 " $ ! ), " $ " + $ ( & 9 $ 4 2, ,, " $ , $ 2 " * ), " $ " , + $ " $ " 2 "" , 2 +# ), 2 6, ( 9"$ 9 , $ ( : ( " , / ) , +9 ; < /) ). )# "$$" # 2 + , * 1 < , 6 * 11= + $ 9 ( ,*>
1 Helicopter Overall Simulation Tool.
2 Enhanced Rotorcraft Innovative Concept Achievement. Back to Session Subjects
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
Figure 1: ERICA wing at 0 and 90° tilt wing angle.
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
D ), 4 + " $ , + 4 , "" " 4 4 , $ " ( 9 , 2 6 2, $ , 4 ( 4 " ( $ , 4 $ 2, + + $ " , 2 6 # &)1 "! ," ,$+! * *, ,! $"2 2 # $"$,3"! 45 2 $ ), 6 , ( 4 $ * , ( 4 $ , " $ " , 2 + + , 2 , 4 A" +$ 0B# +$ , 2 , " , ( 2 C$ 2, , 2 + + GE@# ), $ , 2 , $ + , 2 + ( #
Figure 2: Wing download evolution with the tilt wing angle in hover
Figure 3: Total power evolution with the tilt wing angle in hover. ), " $ " , 2 + + , $ " 2 " +, " , , ( A1 /IH @B 2 4 " +$ A1 /I E@ 1 /I @B# +$ E* , 2 , , 2 + + 4 9 ( ( + + , ( 2 C$ # ) , 4 , 2 + + , , ( 2 C$ * , ( * 2 + , 4 &( # * " , " , , + AH @* E@ @B $ , 4 ( " , ( $ 2 + + "" " & " 2 4 A" +$ DB* + + , ( 2 C$ # ), 2 + + 2 "$ " , " 2 ( , " , + 4 $ , , , ( A "# B# ), +9 , $ ( , " , 2 + , ( * , , 2 " , ( 2 C$ , $ # +$ E* , 2 , , " , , + , 4 # ), $ + 4 $ " , 2 + + ( " +$ D ( 2 , , 4 $ ( 4 $ 9 ($ # ), +9 " + , 2 + , ( , , , $ ( $ 2 2 6 "" " 4 " +, $ , #
E
Figure 4: Optimum value of the tilt-wing angle for minimisation of total power requirement compared to the slipstream Tilt-wing angle law
Figure 6: Influence of forward speed and tilt-wing angle on total power requirement (DNAC=75°)
), ( , - ) A * 7 6 87 +
B , 4 + " , + $ # +$ G , 2 , - )
$ " $ " 2 + $ , ( 2 , ,
2 + ($ , ( #
Figure 8: Time simulation results including rotor/wing interaction, for an acceleration from hover up to 120km/h at a constant altitude in helicopter mode
&)6 $ $" ,$ ,-,*7$ 7 , " 9 + , " $ " +$ H* , 2 6 " , +, 2 ( $ " , 2 + 2, , " 2 6 ( + 4 9 2 , " , 2 +# ), 6 , " + <$ 2 , , 2 6 82 + + ( 9 , " $ " 4 9 + $ , " ( $ # 4 " , ( F 6 $ , " $ " , " $ " 2 $ + $ , , " $ , , 4 $ " , " 9 , " ( $ 9 , ( " , 2 6 , 2 +# = 4 " ,+,4 $ " 4 9* 2 6 ( + 4 9 2 ( $ " , 2 + 2, , , 2 , " , 2 + $ " +$ H* , " $ " 2 2 ( 9#
Figure 9: Schematic representation of the rotors wake and its impact on the wing in helicopter mode for a lateral flight
G +$ , 2 , , - ) 2 , ( + " , 2 " , +, 2 + , , " & 2 + , " 4 9 # 2 , $ + $ , +, 2 + 2, , $ , " & " 2 + # ), $ + ( ( , , " #
Figure 10: Influence of rotor wing interaction in helicopter mode for a sweep in lateral velocity (Roll moments are referenced to the centre line of the wing)
&)8 ! , 5 $7 "$" ! 0 . 2 9 , , " , ( , "" , 2 " A " 0* *DB# ), $ , 2 $ , 2 6 A" +$ B , " $ , , 2 +# = # #= 5 +, # A " B , 4 ,+, +, , " $ " , 2 ( " , $ 4 9 ( 2, , 2 9 A " B 2 , , " + # • 2 $ , 4 ($ , 2 4 9 , ( 2 ( # . , ( 7 9 J , F 6A "# HB 2, ,9 A C$ 0B 2 , $ 2 4 9 , $ & 4 9 , $ + , #
H
Figure 11: Swirl Induced in the rotor wake
), " $ $ , 4 !
(
+)
= Ω − 0 5 0 ? A0B 7 , "$ " , & 4 9 4 + , C$ " , 2 4 9 + 4 9 (,9 $ ! 0 ? 0 0 D 5 D − − Ω − Ω = A B ." , & $ 4 9 6 2 " &( $ " $ * , 2 4 9 , $ + + $ , ( ($ # ) 4 , (( ,* ( 9 $ , 4 * ( , 4 2 , $ ( " 91#7 # 2 +, A " EB , 2 4 9 ($ 2 , C$ A B $ + , & $ 4 9 $ ($ A" +$ 0* B#Figure 12: Axial induced velocity at a location 0.1 R below rotor.
Figure 13: Swirl induced velocity at a location 0.1 R below rotor.
, " +$ ( , $ 2 , " $ + 4 #7 #; $9F
6A "# B# ( 2 $ $ , &(
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$ # , , 2 4 9 + 9"
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, " # ), 2 4 9, ( , + " , 2 , 2 6 , 2 +# +$ D , 2 , " $ " , 2 , 2 , 4 " 2 ( 2 + + " , 2 " " , # ), 2 $ , 2 , , K$( K , , 2 9 4 " 4 A "# * DB#Figure 14: Influence of the swirl and the direction of rotation on the wing download in hover.
• 2 " +, &
. ( & , ( 4 $ " 2 " +, 2 , , -#3 $
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'* A B C$4 A B# 1 7 , , 4 + + $ "" * , , 2 , , 2 + 2 2 , , , +, 4 , + $ A "# D*E* 0* B# ), $ 2 ( ! • 3 $ ( & 9 , 2 6 * + , $ 4 # • + $ " $ " 2 + $ , " 9 , " , 2 2 6 , + $ + 4 $(2 , , 2 + "$ + 4 A" +$ 0 B# 1)% "$" 5 9 ," $ # 2 6 + $ , " , $ 4 9 2 , , , +, 4 , + $ 9 ( , - ) !( )
)( *+ = 3 .3 A B +$ , 2 , $ + 4 $ " , ,+ -+ ( 2 , &( $ " 4 $ " ( ; $9F 6A "# B# ), " , $ 4 9 2 ( #Figure 16: Ground effect on Mean Induced velocities.
+$ 0 , 2 , ( " , ( 2 $ + , "" 2 , &( A ( "# DB# ), $ " , ( 2 $+, , , 2 $ 4 &( 9# "# "# A "# GB
0 1)& "5 -"5 $ -,"! ), $ " , $ 4 9 &( , " $ " , 2 4 , (( $( " ( $ 2, 4 9 , + $ A , &( $ " # # 6 = # ( " +$ 0 B# ." 2 , " , 2 2 6 &( , + $ * , $ + " $ " 2 " <$ $ , " , 2 +# ), + $ " $ " 2 "" 2 ( $ $( " , $ , 2 # ), $(2 , ( , ( ( $ + ( , , " A" +$ 0 B# + " , + $ " $ " 2 (, 2 ( # 1)&)% $2 , + $ "" " ( , + " , $2 ,4 + $ "" A . " +$ B , 2 + 4 , + , " , " $ " 2 $ , " " , 2 F $ 2 ,# $ 6 " ,$ # ( , # . $ , , + $ $ " 9 4 , 6# , $ 4 9 , 6 . , 2 6 $ 4 9( , + $ " " , 2 6 " ( # $ , , ( $ , " 2 6 &( , + $ A 0B 4 / # (( 9 + $ F C$ 2 01 + 230 + 4 ! 0 # 0 ; =/− + ρ AGB
Figure 17: Flow model for rotor outwash analysis in ground effect.
), 2 0 . + 23. + 4 ! 0 0 0 # 0 # 0 / /+ + ρ = + ρ AHB / + , C$ * 2 ! 0 0 # # 0 B# A # / / / # =∆ = + − − = ρ A B ." -+ , $ 4 9 " , 2, $ " + $ "" * $ , 9+ 4 , " 2 + 2 , ,$ # -+ ! 0 # # # 0 -+ # = ρ A B
C$ A B L A B + 4 , " 2 + 2 . -+ ! 0 0 0 # # 0 # # # 0 # = ρ -+ = ρ -+ # 0 0 = A 0B ), $ , ( 2 , &( $ $ " " +, , 4 " 2 + A3214 B A5 106B $ 2 , $ $ " , (-#78 ) A "# DB ( + " 4 $ # +$ G , 2 " + 2 , A C$ 0B , ( 64 9 " , &( , (-#78 ) $ #
Figure 18: Comparison of peak outwash velocity in ground effect.
), &( $ " , M5 E , 2 " , $2 , 4 9 " , +, 2 0" E " # ), &( $ " , M5 E 2 , )7 -$ A" +$ HB , 2 , , ( 6 $2 , 4 9 2 9 , " " $ *E# " , ( + ( " , 2 6 # . , ,9( , " 2 < , 4 $* , " , 4 92 , , " , ( + ( * 2 " 2!
( )
( -+ E * 0 0 = * " ≥096&( A B A 096&( 2 6 + " % $2 ,4 9 , ( + ( B# +$ H , 2 + + 2 , &( (-#78 ) $ #D ), $2 ,4 9 " C$ A 0 B 2 $ ($ , + $ " $ " 2 "" # 1)&)& . ( + + < + , 4 ), + $ " $ " 2 &( 9< 5 ) " , 4 + , < ( ($ 4 A "# HB# ." , 2 ( " , $ 4 9 + * 2 , 2 6 2 < ( + + , + $ # ), " +$ , 2 $ 91# #N 69 , " < 5 ) " A "# HB# ), , 4 2 , 9 , 2 # ) ($ , " $ " 2 "" $ , ( + + < , 4 ! • ), + A" +$ 0 B $ + " , " " 2 < ( + + , + $ * • ), " $ $(2 , " 2 , , 2 + ϖ A$(2 , B κ A 2 , B* . , " $ " 2 + ! • ), 4 9( " * • ), ( + 2 , ζ + , $(2 , , 4 , 2 + 2 , , $(2 ," 2* • ), 4 9 + $ 2 , ζ + , $(2 , #
Figure 20: Schematic ground fountain effect modelling with impinging jets.
9 9 , !
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E 1# #N 69+ 4 "# H " , 2 , κ! − + − = 0 F F 0 0 0 π φ φ π κ A B 2 ,
(
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+ , ( , + A " +$ 0 B# "# H* 1# #N 69+ 4 ( 2 < " $ ( + , ( + 4 9( " $ " +$ 0 00# ), ( + " 2 ! : : * ζ η # # + = A GB . , ( , ( + , 2 , 2 < #Figure 21: 2-jet fountain spreading characteristics (Ref. 19)
Figure 22: Empirical 2-jet fountain dynamic Pressure Profile (Ref. 19)
), 4 9( " A" +$ 00B , + , $(2 , A "# HB# ), 4 9 + $ * 2 , ζ + , $(2 , * + 4 $ + ( $ < , 4 $!
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ζ ζ ζ: : * * & = & = ⋅ * " ζ ≥ : A HB 1)&)1 $ " 2 "" 2 , 4 ; #0# + 4 , $2 ,4 9" , , 2 < , + $ 9 C$ * " $ 9 , , 6 " , < 1 ($ # ), $ + C$ G H ( 4 , 4 9 + $ , ( + + , $(2 , # / 2 , , 4 9( " " +$ 00* ( ($ , " $ " 2 + , 2 + ( # ), " $ " 2 "" , 2 , 4 $ , 4 $ , $ ( " +$ 0 , 2 + 2 , , &( $ #Figure 23: Download evolution in ground effect with tilt-wings at DWING=0°. 6 ), $ " " + , - ) " , + " 2 + 2 6 82 + , 4 (( , ./ ( # ), $ ( , ( ( " $ ! • ), 2 + + " $ 2 , 4 " 2 " +, " "" + ! , $ , 9($ + , 2 + , ( , 2 " $ 2 6 82 + , " , ( 2 C$ * • ) , + $ " 2 , 4 5I 0 6 8,* • " +, 2 , 2 6 82 + ! , $ , 2 , , 2 6 9 ( , 2 + $ , 4 9, " $ , , 2 +* • 2 4 9 $ , 2 6 , 4 ! , $ ( , 2 , "" " , 2 , 2 , "" " " # • . , 4 , + $ "" $ + , , " , $ 4 9 , + $ " $ " 2 "" , 4 # ), + "" , 2 , 4 $ # $$ 4 2 ( $ ! • & " , 2 " 2 " +, " 4 * • & " , + $ " $ " 2 "" , ( , 4 * • & " + $ "" + 2 ( " 2 " +, * • " , + $ "" , 2 +* • 5 " , $ 2 , ( " 2 $ #
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