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American Development in Stol and Vtol Aircraft

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American Development in Stol and Vtol Aircraft u REPORT 86 CO \- CL. o o_ ADVISORY GROUP FOR AERONAUTICAL RESEARCH AND DEVELOPMENT REPORT 86 AMERICAN DEVELOPMENT IN STOL AND VTOL AIRCRAFT by C. W. MESHIER ROYAL A TT r |5| 12PH C1957 AUGUST 1956 LISP A fi y .1 NORTH ATLANTIC TREATY ORGANIZATION PALAIS DE CHAILLOT. PARIS 16 REPORT 86 NORTH ATLANTIC TREATY ORGANIZATION ADVISORY GROUP FOR AERONAUTICAL RESEARCH AND DEVELOPMENT AMERICAN DEVELOPMENT IN STOL AND VTOL AIRCRAFT by C.W. Meshier This Report was presented at the Ninth Meeting of the Flight Test Techniques Panel held from 27th to 31st August, 1956, in Brussels, Belgium. SUMMARY Current military requirements for aircraft which must not only operate from small unprepared forward areas, but also must achieve flight per­ formance beyond the limitations of present day helicopters, have led to greatly expanded research activity in the VTOL and STOL fields. To-date most of this activity has been directed toward development abd evaluation of basic configurations to achieve the desired flight performance. The modern aircraft gas turbine has solved the problems of obtaining suffi­ ciently high ratios of power to engine weight to make vertical flight of fixed wing aircraft possible. Recent developments in variable incidence and highly-flapped wings promise to allow such vertical flight at con­ ventional attitudes. Less successful effort, however, has until very recently been applied to the problem of controlling such aircraft at very low airspeeds. The problem of providing control power for hovering flight in VTOL aircraft is an obvious one. Not so obvious, perhaps, is that presented by the STOL aircraft. Such aircraft, flying on the 'back side' of the power required curve during landing approach and immediately following take-off will be operating in a regime where gusts, wind shifts, and incorrect piloting techniques can very quickly place the aircraft at an airspeed where it cannot sustain itself at landing speed power levels. If it relies on conventional aerodynamic surfaces outside the slipstream for control the pilot can easily lose control under these conditions. Therefore even STOL aircraft which are normally operated at finite airspeed will require means of control effective at zero airspeed if practical operation from short fields under adverse weather conditions is to be realized. 533.6.015.1 ii SOMMAIRE Les avions militaires n'ont a leur disposition, dans le voisinage des lignes de combat, que des terrains restreints et non amenages. Ils doivent cependant accomplir des performances de vol qui ne sont pas a la portee des helicopteres dont on dispose a 1'heure actuelle. Les carac­ teristiques ainsi exigees de ces appareils ont donne lieu a des travaux de recherche intenses dans le domaine de 1*atterrissage et du decollage a la verticale (VTOL) et sur courte distance (STOL). Ces travaux ont surtout porte, jusqu' ici, sur la realisation et 1'evaluation des con­ figurations de base necessaires a, 1' accomplissement des performances de vol requlses. L'emploi des turbines agaz dans 1'aviation moderne aresolu le probleme qui consiste a obtenir des rapports puissance-poids du moteur suffisamment eleves pour permettre le vol vertical des appareils a voileur fixe, Les progres recemment accomplis dans le domaine des ailes a in­ cidence variable et des ailes battantes laisse entrevoir la possibility de vols verticaux avec assiette normale. Cependant, jusqu'a une date r^cente, c'est avec moins de succ^s que 1'on a aborde le probleme du contrdle des appareils du type decrit a des vitesses tris faibles. II est eVlderament necessaire de disposer d'un moyen de controler 1'appareil VTOL pendant la phase de vol stationnaire. Cette necessite est moins evidente en ce qui concerne les appareils STOL. Un avion de ce type, volant vers le debut de la courbe reprlsentant la puissance necessaire au vol, au cours des manoeuvres precedant 1'atterrissage ou suivant imm^diatement le dlcollage, fonctionnera a un regime oil toute rafale, tout changement de direction du vent ou toute faute technique de pilotage le mettra dans des conditions de vitesse telles que la susten- tation sera insuffisante compte tenu des puissances disponibles aux vitesses d'atterrissage. Si 1'appareil depend, pour sa regulation, des surfaces aeVodynamiques classiques en dehors du souffle de 1'hllice, le pilote peut facilement, dans ces conditions, perdre le controle de celui-ci. Par consequent, meme les appareils STOL qui sont normalement actionne*s a des vitesses limitees necessiteront des moyens de contrfile efficaces a une vitesse nulle si 1'on veut operer a partir de terrains restreints dans des conditions atmospheriques defavorables. 3c5m iii CONTENTS Page SUMMARY i i LIST OF FIGURES NOTATION vi 1. INTRODUCTION 2. CONTROL REQUIREMENTS 3. HELICOPTER CONTROL 4. POSSIBLE CONTROL DEVICES 5. CURRENT VTOL/STOL CONFIGURATIONS 6. CONCLUSION ACKNOWLEDGMENTS REFERENCES FIGURES DISTRIBUTION iv LIST OF FIGURES Page Fig.1 VTOL pitch angular acceleration capability Fig.2 VTOL roll angular acceleration capability Pig.3 VTOL yaw angular acceleration capability 10 Pig.4 VTOL pitch control. Maximum control fuel flow as percentage of lifting power fuel flow 11 Pig.5 Some American VTOL/STOL projects 12 Pig. 6 •» " 13 Fig. 7 14 Pig. 8 15 NOTATION T/i__v component of rotor thrust perpendicular to rotor shaft with full control input h distance from rotor hub to helicopter centre of gravity lyy pitching inertia of helicopter W gross weight b span A aspect ratio I moment of inertia M control moment H translational acceleration a angular acceleration c,K constants G.W. gross weight Suffixes The suffixes i and 2 denote two similar aircraft configurations. vi AMERICAN DEVELOPMENT IN STOL AND VTOL AIRCRAFT* C.W. Meshier* 1. INTRODUCTION The Development of STOL/VTOL aircraft has been primarily concerned with the aero­ dynamics of achieving vertical lift and performance. The stability and control problem that these aircraft pose has been either temporarily shelved or slighted for later consideration. This review of recent American developments in STOL/VTOL aircraft discusses this flying qualities question. The STOL concept is not new, but until quite recently, design attempts consciously directed at STOL performance were very few. However, progress can be rapid now. As with helicopter development, which has followed generally a pattern of various rotor and control arrangements, coupled with the application of various available power plants, it is projected that VTOL/STOL developments will follow various known schemes for the derivation of vertical thrust, coupled with the application of various power plants to provide the thrust power. Successful STOL/VTOL aircraft will probably evolve as more efficient power plants are developed. Test bed VTOL/STOL aircraft, utilizing existing engines, are feasible at present. It is considered that useful tactical aircraft can be attained only after the efficient power plants are available. Several VTOL/STOL test bed programs are now procured through U.S. Army, Air Force, and Navy sponsorship. Engine developments are underway or planned to support the STOL/VTOL potential and to improve helicopter capability. Proven gas-turbine engines which, on the average, develop about twice as much power per pound of engine as piston engines, will be ready for STOL/VTOL aircraft. The real headache will be the job of making these aircraft easily controlled and safe throughout all flight regimes. 2. CONTROL REQUIREMENTS As in the development of the helicopter, a pattern of various rotor or propeller and control arrangements is suggested. The spectrum of propeller-driven types includes the ducted propeller, tilting wings, deflected slipstream, and tail sitters. The jet VTOL aircraft include the tilting jet, the tail sitter type, and the deflected jet. There are obviously a considerable number of possible solutions to the aerodynamicists' one problem of developing lift at low-speed, but the related second problem of deve­ loping control forces and moments at low speed may, in some cases, even overshadow the lift problem. * Lieut.-Commander, United States Navy, Bureau ofAeronautics, Navy Department, Washing­ ton. D.C., U.S.A. f'Short Take-off and Landing' and "Vertical Take-off and Landing'. The control capability of the STOL/VTOL aircraft should be one of the most important considerations in its design. Every concept to achieve vertical lift with the new engines and devices now available to the aerodynamicist requires some control compromise, and every proposal must be carefully examined in order to ascertain some probability of adequate control. The question immediately arises, 'What is adequate control?' Some requirements for control in a hover and transition must be established in order that logical design decisions can be made. As no operational VTOL aircraft are in existence, no experience factors or specifications are available for the control designs. Experimental VTOL aircraft which have flown, on the other hand, have been noted for the marginal suitability of their control systems. It did not seem practical, therefore, to examine these aircraft as adequate criteria for control requirements. Since the only aircraft with successful operational VTOL experience is the helicopter, it appears expedient to review the control capability of this type in attempting to establish criteria for the control to be required of STOL/VTOL aircraft. 3. HELICOPTER CONTROL Accordingly, a survey was made of the control power of existing helicopters. Inter­ views with test pilots indicated that maximum available angular acceleration was a good measure of controllability in hover. This appeared to be a reasonable yardstick. Angular accelerations of an aircraft produce proportional translational accelerations at the pilot's seat. These translational accelerations are one of the important items of sensory information used by the pilot in flight. These opinions are rein­ forced by results of helicopter flight activities carried out at the Langley Aeronau­ tical Laboratory of the National Advisory Committee for Aeronautics. Reference 1 presents one of the first published indications that angular acceleration response to control inputs was indeed an important measure of helicopter handling qualities.
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