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o USAAVLABS TECHNICAL REPORT 67 63
STABILITY AND CONTROL HANDBOOK

ID FOR HELICOPTERS
Q
E. Kisielowski
A. A. Perlmutter
J. Tang
August 1967
S. ARMY AVIATION MATERIEL LABORATORIES

FORT EUSTIS, VIRGINIA
CONTRACT DA 44-177-AMC-197(T)
DYNASCIENCES CORPORATION
BLUE BELL, PENNSYLVANIA
\
lUstrihution •>' this
document is unlimited
DEC 8 1967
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DEPARTMENT OF THE ARMY

U S. ARMY AVIATION MATERIEL LABORATORIES
FORT EUSTIS. VIRGINIA 23604
This report has been reviewed by the U. S. Army

Aviation Materiel Laboratories and is considered
to be technically sound. The work was performed
under Contract DA 44- 177-AMC- 197(T). The main
objective was to update the Stability and Control
Handoook for Helicopters, TREC Report 60-43, and
to provide information required as a guide for pre-
liminary design calculations of helicopter stability
and control characteristics.
Analytical methods are presented for determining

the dynamic stability and control characteristics of
generalized helicopter configurations. This hand-
book also contains information suitable for extensive
digital and analog computer studies for the inexperi-
enced stability analyst and a good reference manual
for the specialist.
Task 1F125901A14203
Contract DA 44-177-AMC-197(T)
USAAVLABS Technical Report 67-63
August 1967
STABILITY AND CONTROL HANDBOOK

FOR HELICOPTERS
Dynasciences Report No. DCR-186
by
E. Kisielowski
A. A. Perlmutter
J. Tang
Prepared by
Dynasciences Corporation
Blue Bell, Pennsylvania
for
U. S. ARMY AVIATION MATERIEL LABORATORIES

FORT EUSTIS, VIRGINIA
Distribution of this
document is unlimited.
r
**..
ABSTRACT
Analytical methods are presented for determining the

% dynamic stability and control characteristics of generalized
i helicopter configurations. The methods utilize calculation
procedures which are considerably simplified through the
extensive use of information presented in graphs and charts.
These charts are applicable to flight conditions from hover
i. to high forward speeds.
The charts for low forward speeds (advance ratios,

/x < 0.2 ) were obtained from the rotor performance data
based on classical rotor theory. However, the high-speed
charts (î>0.3) exclude the major assumptions of classical
theory and include blade compressibility, stall, reverse
flow, large inflow ratios, etc.
This handbook contains information suitable for

expensive digital and analog computer studies and also
provides rapid procedures for predicting helicopter
stability and control characteristics for preliminary
design applications.
iii
FOREWORD
This handbook was prepared by the Dynasciences

v Corporation, Blue Bell, Pennsylvania for the U. S. Army
Aviation Materiel Laboratories, Fort Eustis, Virginia
under Contract No. DA 44-177-AMC-197(T), during the
, period from June 1964 through June 1967.
-
The work contained in this report incorporates
recently available rotor performance and stability infor-
mation and represents a revision and extension of the
U. S. Army Stability and Control Handbook for Helicopters
published as TRECOM Report TREC 60-43 in August 1960.
The Army technical representative was Mr. J. Yeates,

who was assisted by Mr, R. Piper and Mr. R. P. Smith. The
contributions of the Army personnel to this work are grate-
fully acknowledged. The following Dynasciences Corporation
personnel contributed to this work:
Mr. E. Kisielowski Manager Aerodynamics

Dr. A. A. Perlmutter Sr. Vice President
Mr. J. Tang Aeronautical Engineer
Mr. M. George Sr. Aerodynamics Engineer
Mr. N. Miller Sr. Aerodynamics Engineer
Mr. D. Smithgall Technical Illustrator
*d
CONTENTS
Page
ABSTRACT iii
FORWARD V
LIST OF ILLUSTRATES xxii

LIST OF TABLES . xxviii
LIST OF SYMBOLS . xxxi
SECTION 1. INTRODUCTION 1«-1
SECTION 2. GUIDE TO THE HANDBOOK 2-•1
SECTION 3. DEFINITIONS .... 3 1-•1

3.1 DEFINITION OF AXIS SYSTEM 3. 1-•1
3.1.1 Gravity Axes 3 1-•2
3cl.2 Stability Axes 3. 1-•2
3.1.3 Body Axes .... 3. 1-•3
3.1.4 Choice of Axes 3. 1- •5
3.2 STABILITY VARIABLES . 3. 2- 1
3.2.1 independent Variables 3. 2-•1
3.2.2 Dependent Variables . 3. 2- 1
3.3 ILLUSTRATION OF PARAMETERS
AND SIGN CONVENTION . 3.3-1
3.4*
SECTION 4. EQUATIONS OF MOTION . 4-1
SECTION 5. EVALUATION OF TRIM CONDITIONS 5-1

5.1 TRIM CONDITIONS FOR SINGLE
ROTOR HELICOPTERS 5.1-1
5.1.1 Hovering 5.1-1
5.1.2 Forward Speed .... 5.1-2
5.1.3* Autorotation
5.2 TRIM CONDITIONS FOR TANDEM
ROTOR HELICOPTERS 5.2-1
^Subject to future addition
vii
Page
5.2.1 Hovering .... 5.2-1

5.2.2 Forward Speed 5.2-2
5.2.3* Autorotation
5.3 TRIM CHARTS FOR ROTOR
SOLIDITY, a - 0.1 . 5.3-1
5.4* TRIM CONDITIONS FOR
COMPOUND HELICOPTERS
5.4.1* Hovering ....
5.4.2* Forward Speed
5.4.3* Autorotation
SECTION 6. PERTURBATION EQUATIONS

OF MOTION . 6 -1
IECTION 7. STABILITY DERIVATIVES 7 1 -1
7.1 TOTAL STABILITY
DERIVATIVES. 7 1 -1
7.1.1 The X-Force Derivatives 7 1«-1
7.1.1.1 Xu . 7 1 -1
7.1.1.2 Xü . 7 1 -4
7.1.1.3 xv . 7 1--4
7.1.1.4 Xw • 7 1-•5
7.1.1.5 Xw- • 7 1 .7
7.1.1.6 X0 . 7 1 -8
7.1.1.7 *6 • 7 1-•8
7.1.1.8 X<j> . 7 1-•9
7.1.1.9 X^ . 7 1 -10
7.1.1.10*
7.1.1.11*
7.1.2 The Y-Force Derivatives 7 1--11
7.1.2.1 Yu • 7 1-•11
7.1.2.2 Yv . 7 1--13
7.1.2.3 Yv • 7 1«-14
7.1.2.4 Y*r- 7. 1-•14
7.1.2.5 Y9 • 7 1-•15
7.1.2.6 Y*. 7 1-•17
7.1.2.7 Y*. 7. 1-•17
7.1.2.8 Y*. 7. 1-•17
7.1.2.9 Yd, 7. 1-•18
7.1.2.10*
7.1.2.11*
*Subject to tuture addition
viii
Page
7.1.3 The Z-Force Derivat ives 7.1-19

7.1.3.1 Zu . . . 7.1-19
7.1.3.2 Zv . 7.1-21
7.1.3.3 Zw" • 7.1-22
7.1.3.4 z*. 7.1-24
7.1.3.5 ze • 7.1-24
7.1.3.6 ze . 7.1-24
7.1.3.7 z*. 7.1-25
7.1.3.8 Z*. 7.1-26
7.1.3.9*
7.1.3.10* .
7.1.4 The Rolling Moment (£)
Derivat.Lves. . . . 7.1-27
7.1.4.1 *u • 7.1-27
7.1.4.2 Xv . 7.1-28
7.1.4.3 ^w» 7.1-29
7.1.4.4 &W". 7.1-29
7.1.4.5 X*. 7.1-30
7.1.4.6 &e • 7.1-30
7.1.4.7 x<£. 7.1-30
7.1.4,8 J? 7.1-31
7.1.4.9 x^.• 7.1-31
7.1.4.10 x#. 7.1-32
7.1.4.11*
7.1.4.12*
7.1.5 The Pitching Moment (M)
Derivat]-ves. . . . 7.1-32
7.1.5.1 Mu • 7.1-33
7.1.5.2 Mv . 7.1-33
7.1.5.3 Mv. . 7.1-34
7.1.5.4 M
w-- 7.1-35
7.1.5.5 Mß. 7.1-35
7.1.5,6 Mg. 7.1-36
7.1.5.7 M<£. 7.1-36
7.1.5.8 M$. 7.1-37
7.1.5.9 M,/,. 7.1-37
7.1.5.10 Mf . 7.1-38
7.1.5.11*
7.1.5.12*
*Subject to future addition
ix
'- •* i i'**T3Kiitf
Page
7.1.6 The Yawing Moment (N)
Derivatives. 7.1-38
7.1.6.1 Nu 7.1-38
7.1.6.2 Nv 7.1-39
7.1.6.3 N*r 7.1-39
7,1.6.4 NW 7.1-40
7.1.6.5 N0 7.1-40
7.1.6.6 No 7.1-41
7.1.6.7 NI 7.1-41
7.1.6.8 N$ 7.1-42
7.1.6.9 NJ 7.1-42
7.1.6.10 N# 7.1-43
7.1.6.11*
7.1.6,12*
7.2 CONTROL DERIVATIVES. 7.2-1
7.2.1 The Longitudinal Control
( Bic) Derivatives . 7.2-5
7.2.1.1 X 7.2-5
B.C
7.2.1.2 Y 7.2-5
<"c
7.2.1.3 W. 7.2-6
7.2.1.4 ^B,c 7.2-6

f
7.2.1.5
s 7.2-7
7.2.1.6 N
B,C 7.2-8
7.2.1.7 Stability Augmentation

System ( B|s) Derivatives 7.2-9
7.2.1.8 Rate Derivatives ( B|c
and B|s ) 7.2-9
7.2.1.9*
7.2.1.10*

Page
7.2.2 The Lateral Control (Aic)

Derivatives. 7.2-10
7.2.2.1 XA.
A,c ..... 7.2-10
7.2.2.2
K 7.2-10
7.2.2.3 Z 7.2-10
*c
7.2.2.4 xA,c ..... 7.2-11
7.2.2.5 MA. ..... 7.2-11
•c
7.2.2.6 NA. ..... 7.2-12
'c
System (A|S) Derivatives 7.2-12
7.2.2.8 Rate Derivatives (A)r and
Ajs) . . . . 7.2-13
7. 2. 2.. 9*
7.2.2.10*
7.2.3 The Directional Contrc
(Src) Derivatives . 7.2-13
7.2.3.1 7.2-13
*»re
7.2.3.2 Y 7.2-14
*rc
7.2.3.3 2 7.2-14
*rc
7.2.3.4 7.2-14
X
^c
7.2.3.5 M
*rc 7.2-15
7.2.3.6 N
*re 7.2-15
xi
Pa&e

System (Srs) Derivatives 7.2-15
7.2.3.8 Rate Derivatives ( Srr and

(s;sa ) . . . . . 7.2-16
7.2.3.9*
7.2.3.10*
7.2.4 The Vertical Control (0C)
Derivatives. 7.2-16
7.2.4.1 x 7.2-16
ec
Y
7.2.4.2 ec 7.2-17
7.2.4.3 z 7.2-17
ec
7.2.4.4 7.2-17
êc
7.2.4.5 Mec 7.2-18
N
7.2.4.6 ec 7.2-18

System (Ös) Derivatives 7.2-19
7.2,4.8 Rate Derivatives ( 6C and
fl's> 7.2-19
7.2.4.9*
7.2.4.10*
7.3 LOCAL DERIVATIVES 7.3-1
7.3.1 Single Rotor (ot Front Rotor
of a Tandem Rotor Heli-
copter) 7.3-1
7.3.1.1 The Longitudinal Speed
(up) Derivatives 7.3-2
7.3.1.2 The Angle of Attack (aP)
Derivatives. 7.3-2
7.3.1.3 The Side Slip (ßs)
Derivatives. 7.3-3
--Subject to future addition
xii
Page
7.3.1.4 The Angular Pitching

Velocity (q) Derivatives 7.3-4
7.3.1.5 The Angular Rolling
Velocity (p) Derivatives 7.3-4
7.3.1.6 The Angular Yawing
Velocity (r) Derivatives 7.3-4
7.3.1.7 The Longitudinal Flapping
Angle (0|F ) Derivatives 7.3-4
7.3.1.8 The Lateral Flapping

Angle (b|F ) Derivatives 7.3-5
7.3.1.9 Rotor Collective Pitch

(#oF) Derivatives. 7.3-5
7 3. 1 10*
7 3. 1 11*
7 .3 2 Rear Rotor of a Tandem
Rotor Configuration 7.3-6
7 3. 3 Fuselage Derivatives . 7.3-7
7. 3. 3 1 The Forward Speed (upug)
Derivatives 7.3-7
7.3.3.2 The Angle of Attack ((lfyjs
Derivatives 7.3-8
7.3.3.3 The Side Slip Angle (/3S)
Derivatives 7.3-8
7.3.3.4*
7.3.3.5*
7.3.4 Wing Derivatives . 7.3-9
7.3.4.1 The Forward Speed (uw)
Derivatives 7.3-9
7.3.4.2 The Angle of Attack (aw)
Derivatives 7.3-9
7.3.4.3*
7.3.4.4*
7.3.5 es
Horizontal Tail Derivatives 7.3-10
7.3.6 Vertical Tail (Fin)
Derivatives • 7.3-10
7.3.6.1 The Forward Speed (uVT)
Derivatives • 7.3-10
xiii
.
Page
7 3. 6. 2 The Angle of Attack (aVT)
Derivatives. . . . 7.3-10
7 3. 6. 3 The Side Slip Angle (ßs)
7 3. 6. 4*
7 3. 6. 5*
/ .3, 7 Tail Rotor Derivatives . 7.3-11
7 3, 7 1 The Forward Speed (uTR)
7 3. 7. 2 The Angle of Attack (OTR)
7 3. 7. 3 The Side Slip Angle (/3S)
7 3. 7 4 The Tail Rotor Collective
(0OTR) Derivatives . . 7.3-12
7 .3 8 Propeller Derivatives . 7.3-12

7 3. 8 1*
7 3. 8 2*
7.4 CORRECTIONS OF ISOLATED
ROTOR DERIVATIVES FOR
VARIATION OF ROTOR
SOLIDITY (a) 7.4-1
7.4.1 Solidity Corrections for
(/x) Derivatives. . . 7.4-1
(ac) Derivatives . . 7.4-2
(675) Derivatives . . 7.4-2
7.5 ISOLATED ROTOR DERIVATIVES
FOR ROTOR SOLIDITY a = 0.1 7.5-1
7.5.1 Isolated Rotor Derivatives
With Respect to Rotor Tip
Speeo* Ratio (p) . . 7.5-2
7.5.1.1 -r^- forcr- 0.1. 0, ••= 0°

Öp
and MT= 0.8 7.5-2
xiv
Page
7.5.1.2 ^- for cr= 0.1, 0, = o°,
and MT - 0.8 7.5-12
7.5.1.3 A?- for o- - 0.1, 0, = 0°,

Op
and MT= 0.8 7.5-18
<3a>
7.5.1.4 for c z~- 0.1, 0, - 0°,
and MT = 0.8 7.5-25
7.5.1.5 îfor a - 0.1, 0, = 0°,
and Mj =0.8 7.5-34
7.5.1.6 4^ ^r * =
O-1» ö
' - °°>
and MT - 0.8 7.5-42
CY
7.5.1.7 Z
^SJ for All Values of
a, 0| , and MT . 7.5-52
7.5.1.8*
7.5.1.9*
With Respect to Rotor
Angle of Attack (ac) 7.5-53
7.5.2.1 for a- = 0.1, 0. = 0%
and MT - 0.8 7.5-53

7.5.2.2 i^ for a = 0.1, 0, = 0°,
and MT = 0.8 7.5-58
xv
Paê
7.5.2.3 -^— for <r = 0.1, 0, = 0°,

dac
and MT = 0.8 . . . . 7.5-68
7.5.2.4 ~ for <J = 0.1, 0, = 0°,

dac
and MT = 0.8 .... 7.5-76
7.5.2.5 4^" for cr - 0.1, 0, - 0°,
0ac
and MT- 0.8 . . . . 7.5-81
7.5.2.6 -^-for <j = 0.1, 0, - 0°,

Octc
and MT = 0.8 ... . 7.5-86
7.5.2.7 * for All Values of o-,

Oac
0, , and MT 7.5-88
7.5.2.8*
7.5.2.9*
With Respect to Rotor
Collective Pitch at 75%
Radius ( 075) . . . . 7.5-89
7.5.3.1 * for o- - 0.1,0, = 0°,

da 75
and MT= 0.8 .... 7.5-89
n J
d
7.5.3.2 \f"] for o- = 0.1, 0, - 0°,
09. ?5
and MT= 0.8 .... 7.5-98
it Cox
for =
7.5.3.3 4a
Öv.75
* 0-1» öl =
°°'
and MT - 0.8 . . . . 7.5-108
xvi
Pa&e
7.5.3.4 -5J2L for a _ Q.1, Ö, = 0°,

Ot7.75
and MT - O.a .... 7.5-116
for
7.5.3.5 -fp-
Oo 75
* = O-1» Ö
i = 0
°>
and MT= 0.8 ... 7.5-118
7.5.3.6 -5^- for a - 0.1, 0| - 0°,
and MT - 0.8 . . . . 7.5-120

7.5.3.7 / for All Values of a-,
Ö, , and MT 7.5-122
7.5.3.8*
7.5.3.9*
7.5.4 Effect of Blade Twist on the
Isolated Rotor Derivatives . 7.5-123
7.5.4.1 Effect of Blade Twist on the
Isolated Rotor Derivatives
With Respect to p. . . . 7.5-123
With Respect tc 2C . . . 7.5-130
With Respect to 075 . . 7.5-137
7.5.5 Ex feet of Compressibility on
the Isolated Rotor Derivatives 7.5-144
7.5.5.1 Effect of Compressibility on
the Isolated Rotor Derivatives
With Respect to fi . . . 7.5-144
With Respect to ac . . . 7.5-151
With Respect to 075 . . 7.5-163
xvii
~v^MiiM|
Pa&e
7.6 DOWNWASH INTERFERENCE EFFECTS 7.6-1

7.7 LIFTING SURFACE CHARACTER-
ISTICS 7.7-1
SECTION 8. STABILITY CHARACTERISTIC

EQUATIONS 8-1
8.1 COUPLED LONGITUDINAL AND
LATERAL MODES INCLUDING
STABILITY AUGMENTATION SYSTEM. 8,1-1
8.2 UNCOUPLED LONGITUDINAL MODE
(Three Degrees of Freedom) 8.2-1
8.3 UNCOUPLED LATERAL MODE (Three
Degrees of Freedom) 8.3-1
8.4 CRITERIA FOR STABILITY 8.4-1
8.4.1 Routh Criteria for a Cubic 8.4-1
8.4.2 Routh Criteria for a Quartic . 8.4-1
8.4.3 Routh Criteria for a Quintic . 8.4-2
8.5 SOLUTION OF THE CHARACTERISTIC
EQUATION 8.5-1
8.6 ROOTS OF THE CHARACTERISTIC
EQUATION 8.6-1
8.7*
SECTION 9. RAPID METHODS FOR ESTIMATING

THE LONGITUDINAL STABILITY
CHARACTERISTICS OF SINGLE AND
TANDEM ROTOR HELICOPTERS . . 9-1
9.1 SIMPLIFIED STABILITY METHOD
FOR A SINGLE ROTOR HELICOPTER. 9.1-1
9.1.1 Trim Calculation .... 9.1-1
9.1.2 The Total Stability Derivatives 9.1-1
9.1.2.1 The X-Force Derivatives . . 9.1-1
9.1.2.2 The Z-Force Derivatives . , 9,1-3
9.1.2.3 The Pitching moment (M)
Derivatives 9.1-4
9.1.3 Coefficient of the Character-
istic Equation .... 9.1-5
9.1.4 Roots of the Characteristic
Equation 9.1-5
xviii
9.1.5 Numerical Comparison of the
"Rapid Stability Method" With
the "Formal Solution" . . 9.1-5
FOR A TANDEM ROTOR HELICOPTER .2-1
9.2.1 Trim Calculation. ,2-1
9.2.2 Total Stability Derivatives .2-1
9.2.2.1 The X-Force Derivatives . .2-1
9.2.2.2 The Z-Force Derivatives . .2-3
9.2.2.3 The Pitching Moment (M)
Derivatives .... .2-4
9.2.3 Coefficient of the Character-
istic Equation .2-5
9.2.4 Roots of the Characteristic
Equation . .2-5
9.2.5 Numerical Comparison of the
the "Formal Solution" 9.2-5
FOR A COMPOUND HELICOPTER
9.3.1* Trim Calculation.
9.3.2* Total Stability Derivatives
9.3.3* Coefficients of the Character-
istic Equation
9.3.4* Roots of the Characteristic
Equation ....
9.3.5* Numerical Comparison of the
the "Formal Solution"
SECTION 10. SAMPLE CALCULATIONS . . . 10.1-1

.KJ . i. SINGLE ROTOR HELICOPTER . . 10.1-1
10.1.1 Trim Calculation for a Single
Rctor Helicopter . , . i0.1-l
10.1.2 Stability Derivatives for a
Single Rotor Helicopter . . 10.1-17
10.1.3 Stability Characteristic
Equation 10.1-19
10.1.4 Aircraft Response . . . 10.1-19
xix
Pa&e
10.2 TANDEM ROTOR HELICOPTER. . 10.2-1

10.2.1 Trim Calculation for a Tandem
Rotor Helicopter . . . 10.2-5
10.2.2 Stability Derivatives for a
Tandem Rotor Helicopter. . 10.2-24
10.2.2.1 Front Rotor Isolated Deriva-
tives 10.2-24
10.2.2.2 Rear Rotor Isolated Deriva-
tives 10.2-27
10.2.2.3 Fuselage Isolated Derivatives 10.2-29
10.2.2.4 Total Stability Derivatives. 10.2-31
10.2.3 Stability Characteristic
Equation 10.2-43
10.2.3.1 Coefficients of the Character-
10.2.3.2 Criteria for Stability . . 10.2-46
10.2.3.3 Solution of the Character-
10.2.3.4 Roots of the Characteristic
Equation 10.2-49
10.2.4 Aircraft Response . . . 10.2-50
10.3* COMPOUND HELICOPTER.
10.3.1* Trim Calculation for a
Compound Helicopter.
10.3.2* Stability Derivatives for a
Compound Helicopter.
10.3.3* Stability Characteristic
Equation
10.3.4* Aircraft Response .
SECTION 11. THEORETICAL DERIVATION OF

EQUATIONS OF MOTION. . . 11.1-1
11.1 GENERALIZED EQUATIONS OF
MOTION 11.1-1
11.1.1 The Inertia Forces and
Moments 11.1-1
11.1.1.1 The Inertia Forces . . . 11.1-2
11.1.1.2 The Inertia Moments. . . 11.1-2
xx
Page
11.1.2 The Applied External Forces

and Moments. .... 11.1-2
11.1.2.1 The Aerodynamic and
Gravitational Forces 11.1-3
11.1.2.2 The Aerodynamic Moments. 11.1-13
11.1.3 The Final Equations of Motion 11.1-19
SECTION 12.*
SECTION 13. DISTRIBUTION 3-1
xxi
ILLUSTRATIONS
Figure Page
Section 3.3
1 Definition of Parameters and

Sign Convention for a Com-
pound Single Rotor Helicopter 3.3-2
2 Definition of Parameters and

Sign Convention for a Tandem
Rotor Helicopter . . . 3.3-3
Section 5.3
1 Calculated Characteristics of
a Rotor With 0° Twist for
y. = 0.1 and MT = 0.8 . . 5.3-3
p. = 0.2 and MT = 0.8 . . 5.3-7
3 Calculated Charact -istics jf

/x = 0.3 and MT = 0.8 . . 5.3-11
fi = 0.4 and MT= 0.8 . . 5.3-13
y. = 0.5 and MT - 0.8 . . 5.3-15
p = 0.6 and MT= 0.8 . . 5.3-17
u = 0.7 and MT = 0.8 . . 5.3-19
xxii
Figure Page
LL •• 0.8 and MT - 0.8 . . 5.3-21
Calculated Characteristics of
5.3-23
LL =1.0 and MT= 0.8
LL - 0.3 and MT = 0.7 5.3-25
a Rotor W'th 0° Twist for
I* = 0.3 -nd MT =0.9 . . 5.3-27
12 Calculated C*" racteristics of

a Rotor With -->° Twist for
LL = 0.3 and MT== 0.8 . . 5.3-29
a Rotor With -8° Twist for
LL - 0.3 and MT = 0.8 . . 5.3-31
Section 7.5
11 Variation of
*£>
-5
,._
With
CL
-
OIL &
for Constant Values of 875 . 7.5-1
Co
Variation of -r-2- With —
-3 —
OLL O"
for Constant Values of LL . 7.5-13
d{—)
ff C '
Variation of a With —-
OLL a
for Constant Values of LL . 7.5-20
xx
Figure Page
da. Ci
4 Variation of -5— With —* for
0/x cr
it = 0.1 and 0.2 7.5-26
Variation of -^- With —- for

Op a-
Constant Values of 075 . 7.5-27
Variation of -r-J- With —— for
Constant Values of #75 . 7.5-35
Variation of —With —- for

O/JL <j
Constant Values of 6 .75 7.5-43
8 Variation of 7^ With —^ for

dac cr
Constant Values of y. 7.5-54
Variation of
*§ft With —- for
Constant Values of 075 7.5-59
10 Variation of rg With —- for

dac a
Constant Values of 6 75 . 7.5-69
11 Vc-iation of -^- With -— for

dac cr
Constant Values of /i. . 7.5-77
12 Variation of -3—L With —- for

dac a
Constant Values of ^j. . 7.5-82
xxiv
Figure Page
13 Variation of With p. for All
CL
Values of Q75 and -^- . 7.5-87
14 Variation of .HT With —L for

ÖÖ 75 O
/i = 0.1 and 0.2 . 7.5-90
15 Variation of an With —- for

30.75 a
Constant Values of a 7.5-91
16 Variation of
d&)
°* '
r •
With —^ for
de.75
Constant Values of ac 7.5-99
^)
Or I .... , C
^L
17 Variation of a/f With -^=- for
do 75 o-
Constant Values of ar. 7.5-109
18 Variation of With /j. for All

W.75
'CL
Values of 075 , -^r and ac 7.5-117
ab
19 Variation of With ^ for All
dB'.75
Values of 075 , -~ and a 7.5-119
20 Variation of With^tfor All

dd.75
Values of 075 , CL
-—and ac 7.5-121
21 Effect of Blade Twist on fi
Derivatives 7.5-124
XXV
Figure Paee
22 Effect of Blade Twist on ac

Derivatives 7.5-131
23 Effect of Blade Twist on 075

Derivatives 7.5-138
24 Effect of Compressibility on fj.

Derivatives 7.5-145
25 Effect of Compressibility on ac
Derivatives 7.5-152
26 Effect of Compressibility on 075

Derivatives . • 7.5-164
Section 7.6
1 Variation of KFR vs. X . 7.6-5
2 Interference Factor at a "Half

Tee" Tail 7.6-6
Section 10.1
1 Fuselage Shape of the Sample Single

Rotor Helicopter .... 10.1-2
Fuselage Characteristics for the

Sample Single Rotor Helicopter . 10.1-3
Superposition of the Calculated

and the Experimental Fuselage
Pitching Moment Data 10.1-11
Analog Computer Schematic Diagram 10.1-20
Single Rotor Response Due to Longi-
tudinal Control Input-Coupled Six
Degrees of Freedom . . . 10.1-23
Single Rotor Response Due to

Lateral Control Input-Coupled Six
Degrees of Freedom . . . 10.1-25
xxvi
Figure Page
Section 10.2
1 Fuselage Shape of the Sample

Tandem Rotor Helicopter . . 10.2-2
2 Fuselage Characteristics for the

Sample Tandem Rotor Helicopter 10.2-3
3 Auxiliary Charts for Obtaining

First Approximation for Lift anl
Drag Distribution on Front and
Rear Rotors 10.2-10

Better Approximation of the Trim
Values for Front and Rear Rotors 10.2-15
5 Auxiliary Trim Chart of CMFUS vs.

10 2 16
°FUS • - -
Trim Values for Front and Rear
Rotors 10.2-19
xxvii
TABLES
Table Page
Section 8.1
i
The Coefficients of the •

Determinant for Aircraft
Response Analysis . . . 8.1-3
Section 9.1
I Numerical Comparison of the

Simplified Versus Formal
Stability Method for Single
Rotor Helicopters, JJL = 0.1 9.1-6
II Numerical Comparison of the

Rotor Helicopters, /i 0.2 9.1-7
III Numerical Comparison of the

Rotor Helicopters, fi - 0.3 9.1-8
Section 9.2
I Numerical Comparison of the

Stability Method for Tandem
Rotor Helicopters, Forward
CG. Position (13.3% of
Rotor Radius) .... 9.2-6
II Numerical Comparison of the

Stability Method for landem
Rotor Helicopters, Mid C.G.
Position (1.47o of Rotor
Radius) 9.2-7
xxviii
Table Page
III Numerical Comparison of

ti;e Simplified Versus
Forward Stability Method
for Tandem Rotor Heli-
copters, Aft C.G. Position
(6.97. of Rotor Radius) . 9.2-8
Section 10.1
I Design Parameters for the

Sample Single Rotor Heli-
copter 10.1-5
II Final Trim Values for the

Sample Single Rotor Heli-
copter 10.1-15
III Total Stability Derivatives

for the Sample Single Rotor
Helicopter .... 10.1-18
IV Analog Computer Potentiometer

Settings 10.1-21
Section 10.2
1 Design Parameters for the

Sample Tandem Rotor Heli-
copter 10.2-5
II Lift Distributions on Front

and Rear Rotors . . . 10.2-7
III Drag Distributions on Front

and Rear Rotors . . . 10.2-9
IV Preliminary Trim Results for

the Sample Tandem Rotor
Helicopter .... 10.2-14
Intermediate Trim Results 10.2-18
xxix
mm
Table Page
VI Final Trim Values for the
Sample Tandem Rotor Heli-
copter .... 10.2-20
VII Summary of the Total

Derivatives for the Sample
Tandem Rotor Helicopter 10.2-43
XXX
SYMBOLS
A,Qm constants as defined in the text
JR aspect ratio
AxFUS fuselage frontal area, ft2
Ay- fuselage side area, ft2

Az fuselage pianform area, ft2
A, lateral cyclic tilt of the control axis

relative to the shaft, positive to the right,
rad
a rotor blade lift curve slope, or lift curve

slope of an aerodynamic surface
amn element of a determinant, nrr" row and rv" column
Qo blade coning angle, rad
ai longitudinal flapping angle, positive when

flapping up at front, rad
B, bm constants as defined in the text
BT tip loss factor (0.97)
B| longitudinal cyclic tilt of control axis

relative to shaft, positive when forward, rad
b number of blades
b| lateral flapping angle, positive when

flapping down to the right, rad
C constant as defined in the text
C0 drag coefficient of an aerodynamic surface
xxxi
Co' drag coefficient of a rotor = D/T.F.
CDpus fuselage drag coefficient = DFUS/y/DVc2AxFUS
CD profile drag coefficient of an aerodynamic

surface
C.G. aircraft C.G. position
CH rotor H-force coefficient = H/T.F.
CL lift coefficient of an aerodynamic surface
CL' lift coefficient of a rotor = L/T.F.
CLpus fuselage lift coefficient = Lpus/ypVo AZFUJ
CH» fuselage rolling moment coefficient

S
*TUS' 2 ^V° AX
FUS
Fus
CM fuselage pitching moment coefficients

s
MFUS/ypV0 AXFUS*FUS
fuselage yawing moment coefficient

'FUS 2
-NFUS/Y/>VO AXFUS^FUS
CQ rotor torque coefficient = Q/(T.F.)R
CY' rotor side force coefficient - Y/T.F.
CYPIIC
r Uo
fuselagel side force coefficient
"YFU8/"Â>V0*AYF US
c blade chord, ft
D aerodynamic drag force of an aircraft component,

positive in the direction of wind, lb
Dn ,dn consuants as defined in the text
xxxii
E, en constants as defined in the text
e blade hinge offset, ft
F, fn constants as defined in the text

—A
F force vector = x7+Yj+Zk lb
F(A) stability characteristic equation
fn(A) operator function for aircraft response
G
m9n constants as defined in the text
g acceleration due to gravity, ft/sec^-
H rotor H-force, component of the resultant

rotor force perpendicular to the control
axis, lb
H^n constants as defined in the text
rotor moment of inertia about axis of

rotation, slug-ft2
blade moment of inertia about flapping

hinge, slug-ft^
•xx aircraft moment of inertia about the body

X-axis, slug-ft^
YY aircraft moment of inertia about the body

Y-axis, slug-ft^
ZZ aircraft moment of inertia about the body

Z-axis, slug-ft^
XY .IYZ.I xz aircraft products of inertia pertaining to

body X, Y, 2 system of axis, slug-ft^
geometric incidence of an aircraft component

relative to the body X-axis, rad
xxxiii
H'tifr—Hi Kift?
i,j,k unit vectors along body X, Y and Z axis
respectively
J|,J2, pilot authority ratios pertaining to

stability augmentation system
Kn,kn constants as defined in the text
KFR»KFFUS. downwash interference factors pertaining

to various aerodynamic components as defined
by the subscripts
Kv fuselage download factor
L aerodynamic lift force of an aircraft

component, perpendicular to local wind
vector, lb
oC rolling moment of an aircraft component,

positive down to the right, ft-lb
i^.tfC A, rolling moment total derivatives
St position vector of an aircraft component,

relative to aircraft CG. position, ft
fx longitudinal moment arm, positive when the

point of application of the force vector is
forward from the C.G. position, ft
jfy lateral moment arm, positive when the point

of application of the force vector is to the
right from the C.G. position, ft
iz normal (vertical) moment arm, positive when

the point of application of the force vector
is below C.G. position, ft
M pitching moment of an aircraft component,

positive nose-up, ft-lb
M moment vector = aLi + Mj+Nk, ft-lb
Mu,M0, pitching moment total derivatives
xxxiv
M. first moment of blade mass about the
flapping hinge, slug-ft
M Mach number of advancing blade tip
N yawing moment of an aircraft component,

positive to the right, ft-lb
yawing moment total stability derivatives
n number of propellers
period of oscillation, sec
angular rolling velocity (<£) , positive

down to the right, rad/sec
Q rotor/propeller torque, ft-lb
q angular pitching velocity (#), positive

nose up, rad/sec
dynamic pressure = 4-/oV0 , lb/ft^
R rotor radius, ft
*-
R Routh discriminant
angular yawing velocity ( v//), positive

nose to the right, rad/sec
area of an aerodynamic surface, ft^
constant as defined in the text
T rotor/propeller thrust, force acting along

the shaft or control axis, lb
2 2
T.F. t» rust factor - pwR UlR) , lb
t time, sec
u longitudinal velocity component, along body

X-axis, = u0+ü positive forward, ft/sec
XXXV
instantaneous velocity vector
= u1 + v"|+wT , ft/sec
steady state, or trim value of the resultant

velocity vector = <v/u0 + v0+w0 , ft/sec
velocity of sound in standard atmospheric

condition, ft/sec
lateral velocity component along body Y-axis

= v0+V , positive to the right, ft/sec
rotor induced velocity, ft/sec
W aircraft gross weight, lb
w normal velocity component along body Z-axis,

= WQ+VT , positive down, ft/sec
longitudinal force along the body X-axis,

positive forward, lb
Xu.Xg,. total stability derivatives of the longitudinal

X-force
Y lateral force along the body Y-axis,

positive to the right, lb
total stability derivatives of the lateral

Y-force
Z normal force along the body Z-axis, positive

down, lb
zUtZ0, total stability derivatives of the normal

Z-force
A amplitude of an oscillation
a remote wind angle of attack relative to body

X-axis, tan"1 (w/u) positive nose up, rad
xxxvi
rotor angle of attack; angle between axis
of no feathering and a plane perpendicular to
flight path, positive when axis is inclined
rearward, rad
0 blade flapping angle - Q0~Q| cos if-b, sin \f, rad
ßs aircraft side slip angle = tan" (v/u),

positive when wind vector is to the right of
body X-axis, rad
r rotor dihedral angle = iF-iR, rad
r Lock inertia number = p acR4/!^
Yc aircraft climb angle, rad
A discriminant, or increment, or perturbation

from trim
Sr rudder pedal motion, rad
blade drag constants defining drag polar
€ downwash interference angle, rad
constants as defined in the text
@ blade collective pitch = J0C + 0S , rad
0 pitch altitude, positive nose up, rad
ec blade collective pitch due to pilot control

input, rad
blade collective pitch due to stability

augmentation system input, rad
blade section pitch angle at 0.75 radius, rad
So collective pitch at blade root, rad
e, blade twist angle per unit spanwise distance,

rad
xxxvii
.*•* \tift
Kn constants for solidity correction of local
stability derivatives
A operator = d ( )/dt
X rotor inflow ratio = (V00 sin

»'" a
U -Vj)/ÜR
Cc »I'"»«»" .
/i rotor tip speed ratio = V0cosac/£2R
v constant as defined in the text
nn constants as defined in the text
IT constant = 3.14
p air density, slug/ft^
Z summation
<x rotor solidity = bc/7rR
<; constant as defined in the text
T time constant
^> phase angle, rad
<f> aircraft roll attitude, positive to the

right, rad
X rotor wake angle - a, +tan"'(-/i/X) , rad
X generalized body space angle, rad
^ vectorial, angular displacement relative to

body X, Y, Z axes = <£]*+ 0"f + M > rac*
^ blade azimuth position, rad
\f/ aircraft yaw attitude, positive nose to the

right, rad
Ü rotor angular velocity, rad/sec
xxxviii
Cü instantaneous angular velocity vector
= pi + q j+rk, rad/sec
SUBSCRIPTS
A aerodynamic
c control
F pertaining to front rotor
FR, FFUS effects of front rotor on rear rotor,

front rotor on fuselage, etc.
G pertaining to gravity
HUB pertaining to rotor hub
I pertaining to inertia
i an integer 1, 2, 3 ..., or i aircraft

component
L pertaining to lift
X pertaining to rolling moment
M pertaining to pitching moment
m,n integers as defined in the text
N pertaining to yawing moment
o pertaining to initial condition or steady

state
p propeller
R rear rotor
s stability augmentation system
T horizontal tailplane
xxxix
TR tail rotor
VT vertical tailplane
W v;ing
X longitudinal direction
Y lateral direction
Z normal (vertical) direction
Dots denote time rate of change of variables
Bars denote perturbation values
xl
SECTION 1. INTRODUCTION
The purpose of this Stability and Control Handbook for

Helicopters is to provide a systematic summary of methods for
estimating the stability and control characteristics of
generalized helicopter configurations.
The information contained herein represents a

revision and expansion of the material presented in TRECOM
Report TREC 60-43, published in August 1960. That work
utilized rotor performance data which derived from classical
rotor theory and covered the forward speed range from
hovering to advance ratios of a = 0.3. The present volume
incorporates these results up to advance ratios of j± =0.2
and utilizes recently published rotor data for advance ratios
ranging from /x = 0.3 to tt = 1.0. The latter data includes
the effects of rotor blade compressibility, reverse flow, and
blade stall.
The available rotor performance data, as discussed

above, was utilized to develop comprehensive stability charts
which considerably simplify the calculation procedures for
helicopter stability and response characteristics.
Helicopter equations of motion presented in this

handbook are derived without resorting to the simplifying
assumptions of decoupling the longitudinal from the lateral
directional degrees of freedom. These equations incorporate
the contributions of the wings, the auxiliary propulsion
system, and the horizontal and vertical tailplanes; they also
include the effects of various stability augmentation systems.
The resulting aircraft equations of motion can be directly
utilized for digital or analog computer studies.
Comments concerning this work are invited and should

be directed to the U. S. Army Aviation Materiel Laboratories,
Fort Eustis, Virginia 23604.
1-1
SECTION 2. GUIDE TO THE HANDBOOK
The main objective of this handbook is to provide

under one cover a comprehensive summary of analytical methods
for predicting stability and control characteristics of
generalized helicopter configurations. The information
contained herein is intended to be used for preliminary
design purposes, but it is also suitable for detailed digital
or analog computer studies.
The handbook is organized in such a way that it is

self-sufficient. For a given flight condition and a config-
uration, the complete set of stability derivatives can be
calculated and the required helicopter stability and response
characteristics can be determined. The use of reliable test
data, especially for the fuselage characteristics, is strongly
recommended.
The various sections of the handbook have been

numbered with a decimal system which provides maximum flex-
ibility for revising, deleting or supplementing any of the
material, with a minimum disturbance to the remainder of the
volume. The following pattern was developed for the numbering
system:
Section: An orderly numbering system is used,

with numbers having not more than
two parts separated by a decimal
point, e.g., 3.2 or 10.1.
Subsection: Subsections have numbers with more

than two parts, e.g., 3.1.2 or 10.2.1.
Page: The page number consists of the

section number followed by a dash.
Example: Page 3.1-20.
Figures: Figure numbers follow a numerical

sequence starting from 1 for each
section.
2-1
Tables: Table numbers follow a numerical
sequence starting from I for each
section.
Equations: Equation numbers (where required)

follow a numerical sequence starting
from 1 for each section.
References: References are located at the end of

each section. References are numbered
in sequence starting from 1.
The overall organization of the handbook proceeds in

a computational sequence from the general to the particular.
Hence, the equations of motion are presented before the total
derivatives, which in turn precede the local and isolated
derivatives.
For digital computer work, the general equations of

motion, Section 4, can be used directly. For analog computer
work or hand calculations, the stability characteristics of a
helicopter are obtained by proceeding as follows:
Determine trim conditions Section 5
Determine the isolated

derivatives Section 7.5
Correct the isolated

derivatives for rotor
solidity Section 7.4
Determine local
Determine total
Determine characteristic
equation Section 8.1
Determine roots of the

characteristic equation ..... Section 8.5
2-2
"
Determine control,
Determine response
to control input Section 9
Rapid methods for estimating the longitudinal

stability of conventional single and tandem rotor helicopters
are presented in Section 9.
2-3
SECTION 3. DEFINITIONS
3.1 DEFINITION OF AXIS SYSTEM
Sketch 1 below shows a right-angled coordinate axis

system commonly used in stability work.
Sketch 1. Definition of Axis System
In analyzing aircraft stability, a variety of reference

axes can be utilized. Descriptions of various axes
systems are presented in References 1 and 2.
In general, the choice of the appropriate reference axis

depends on the nature of the stability problem and the
aircraft configuration to be analyzed.
The most common systems of reference axes presently in

use are:
(a) Gravity Axes

(b) Stability (Wind) Axes
(c) Body Axes
The following subsections contain brief descriptions of

these axes systems.
3.1-1
»r
3.1.1 Gravity Axes

Gravity axes refer to a right-handed system of Cartesian
coordinates with the origin either fixed at a point on
the surface of the earth or at the aircraft C.G. (moving
with the aircraft).
In each case the Z-axis is pointing to the center of the

earth (positive downward), the X-axis is directed along
the horizon (positive forward), and the Y-axis is
oriented to form a right-handed orthogonal axes system
(positive towards right).
The gravity or earth axes are primarily useful as a

reference system for the gravity vector, aircraft
altitude, horizontal distance and orientation. The use of
these axes introduces certain simplifications in the
stability analyses, in that the linear velocity components
(u, v, w) along X, Y, Z axes are independent of aircraft
rotation about the C.G. and are only functions of air-
craft translation and the climb angle ( yc) • *•*• follows
that in the derivation of the equations of motion the
aerodynamic force contribution is accounted for through
the sine or cosine of climb angle ( yc). Further
simplifications occur for level flight ( yc= 0). However,
the use of gravity axes introduces rather cumbersome
corrections to aircraft inertia terms and products of
inertia in accounting for aircraft rotation.
3.1.2 Stability Axes

The stability axes represent a right-handed system of
Cartesian coordinates, with the origin located at the
aircraft C.G. and with the axes oriented such that the X-
axis is coincident with the velocity vector and ij, positive
pointing into the relative wind. The Z-axis is perpen-
dicular to the relative wind and is positive downward,
and the Y-axis is oriented to form a right-handed
orthogonal axi- system (positive to the right). The use
of stability ax s eliminates the terms containing w0 and
v0 and thus introduces substantial simplifications into
the aerodynamic terms. In this case, the only existing
linear velocity component is u, which is independent of
aircraft rotation (as in the case of gravity axes) and
which represents perturbation of the forward velocity
vector. However, the moment of inertia and product of
3.1-2
inertia terms vary for each flight condition. In general,
these terms are assumed to be constant in the equations
of motions. This limits the use of the stability axis
system to small disturbance motions.
In addition to simplification of the aerodynamic terms,

V the use of stability axes systems has a specific applica-
tion in correlating the theoretically calculated stability
results with wind tunnel results, which are automatically
resolved parallel and perpendicular to wind.
3.1.3 Body Axes
The body axis system refers to a right-handed, orthogonal

system of axes fixed at aircraft C.G., rotating and
translating with the aircraft. The X-axis is aligned
along a reference line (datum line) fixed to the vehicle
(positive pointing forward). The Z-axis is perpendicular
to X-axis, positive towards the bcttom of the vehicle.
The Y-axis is mutually perpendicular to X and Z, positive
when pointing to the right.
The use of the axes fixed to the vehicle insures that the
inertia terms in the equations of motion are constant
(independent of flight conditions); fur^ ermore, by
coinciding one of the body axes with a principal axis of
inertia, certain products of inertia terms can be
eliminated. In this axis system,the aerodynamic forces
and moments depend on relative velocity orientation with
respect to the body as defined by the angles a and /3S .
Body axes are particularly useful in the study of aircraft

dynamics, since velocities and accelerations with respect
to these axes ere the same as those that would be
experienced by a pilot or would be measured by the
instruments mounted in the aircraft.
3.1.4 Choice of Axes
Since it is more convenient to express the aerodynamic

and gravicational forces and moments with respect to body
axes than to express inertia forces and moments with
respect to wind or gravity axes, a body axis coordinate
system has been selected for the work in this handbook.
For this axis system, the following definitions are made:
3.1-3
-.*.•; w.-i**Üfl|
i i •
(a) Linear Velocities
V =u i + v j + w*k
In the above definition the velocity components

u, v, and w consist of the sum of initial (trim)
values u0, Vo, and w0 and of their perturbation
values, respectively.
(b) Angular Displacements
X = <£i + 0j +v//k
(c) Angular Velocities About C.G.
cü = pi + q j +r k
(d) Forces
F=xT+YT+Zk
(e) Moments
M = c£i + M j+Nk
(f) Moment Arms
I «jLi+JLj+JLk
3.1-4
REFERENCES
Thelander, J. A., Aircraft Motion Analysis, Technical

Documentary ReDort FDL-TDR-64-70, Air Force Flight
Dynamics Laboratory, Air Force System Command,
Wright-Patterson Air Force Base, Ohio, March 1965.
Dynamics of the Airframe, Bu Aer Report AE-61-4 II,

Bureau of Aeronautics, Navy Department (presently,
Bureau of Naval Weapons, Naval Air System Command
Headquarter), Washington, D.C., September 1952.
3.1-5
•
B
3.2 STABILITY VARIABLES
3.2.1 Independent Variables
Following are the selected independent stability

variables:
(a) Linear Velocity Components (ft/sec) u, v, and w -

defined in Subsection 3.1.4(a)
(b) The Angular Displacements (radians) <f> , 6 and i//

defined in Subsection 3.1.4(b)
3.2.2 Dependent Variables
(a) Free Stream Angle of Attack (radians)
a = tan
"'A
v
u'
The perturbation angle of attack is given by:
(b) Sideslip Angle (radians)
/3s=tan {"]
The perturbation sideslip angle is given by
(c) Interference Angles (radians)
Changes of local velocity due to aerodynamic inter-

actions are accounted for by the interference angles
€
F»€R'€FUS '*W>*T »€TR »€VT e C
* -
3.2-1
•
3.3 ILLUSTRATION OF PARAMETERS AND SIGN CONVENTION
Typical single and tandem rotor configurations

together with the definition of parameters and the
illustration of the sign convention utilized herein
are presented in Figures 1 and 2 respectively.
3.3-1
3.3-2
U
OJ
u
a
o
u
•H
C r-i
Ö0 d)
*4 X
C/3
^
•o 0
c •u
03 0
a:
co
^ f
CD CD
AJ T3
<D
£ cfl
c
CÜ H
^
CO ca
CU
^
4-1 0
o^
c fi
0 0
TH •H
•U •U
•H c
c 
U-l C
QJ 0
Q U
a)
3,3-3
SECTION 4, EQUATIONS OF MOTION
The generalized equations presented herein pertain to

6 degrees of freedom of coupled longitudinal and lateral air-
craft motions, about the body system of axes described in Sub-
section 3.1.3. Included also in this section are the
equations of motion of various stabilization devices.
The analysis is performed for generalized aircraft

configuration, which may consist of the following components:
(a) Single rotor

(b) Two rotors in tandem rotor configuration
(c) Fuselage
(d) Horizontal tailplane
(e) Vertical tail
(f) Tail rotor
(g) Propellers or jet engines
(h) Wings
(i) Various stabilization devices
The equations of motion presented herein can be

adapted to single rotor helicopters, tandem rotor helicopters,
and various types of compound helicopters by selecting those
aerodynamic and design components which pertain to the air-
craft under consideration and by eliminating the components
which do not apply. To insure the generality of the equations,
all products of inertia are retained. A detailed derivation
of the equations of motion is presented in Section 11.
Hohenemser's quasi-static assumption, References 1

and 2, is utilized in the analysis. This assumption implies
that the flapping motion of the rotor may be specified in
terms of fuselage angular motion. According to Reference 1,
this assumption is valid if u)^/Dt<0.\ , where w^ is the
fuselage angular velocity and ß is the rotor rotational
speed. Present-day helicopters generally satisfy this
criterion.
From the theoretical derivations presented in

Section 11, the equations of motion for a generalized aircraft
configuration are:
4-1
(a) The X-Force Equation
X = lX)F+(X)R+(XVus+(X)w+(X)T+(X)VT+(X)TR+Z(X)p.+W sin <;b sin ^

i=l '
-W cos <p sin 8 cos v//--^-(u + qw-rv) = 0
where
(X) F=|(LFcos A, -YF sin A, ) sin (a-€F)-DF cos (a-€F) cos ß,
-(LFsin A, +YF cos A, ) sin ßs
(X)p=i(LpCos A|R+YRsin A, ) sin (a-*R)-DRcos (a-€R)J cos ß<
(LR sin A, -YR cos A, ) sin ßs

R R
(XVus-1 [LFussin (a-^Fus^ _DFUSC0S â_€njs)Jcos ßs "YpusSin 0,
(X)w = |Lwsin (a-cw) -Dwcos (a-€w) cos ßs
1X)T = |LT sin (a-cT) -DTcos (a-eT) I cos ßs
(X)wT=-DVTcos (a-eVT)cos
, w» )S
^ S+Lw
i i_ Tsin
VT *... ß
s VT Hs
(X) TR = [YTR Sin

(«"«TR* "DTR C0S
^-€TR) COS ßs -JJR S\T\ ß
(X)p.=
p, TPj
p. cos ip.
P,
-Np.
P,
sin ipP,,
4-2
(b) The Y-Force Equation
Y = (V)F +(Y)R +(Y)FUS +(Y)W +(Y)T + (Y)VT +(Y)TR + £(Y)P. +Wsin <£cos i//
W
+ W cos <£ sin d sin ^--=- (v + ru-pw)-0
where
(Y) F =[(LF cos A, -YF sin A, ) sin (ct-€F) ^DF cos (a-*F) I sin ßt
+(LF sin A, + YF cos A, ) cos ßs
(Y)R = |^LR cos A,R + YR sin A,R) sin (a-€R) - DR cos (a-€R)J sin ß.
+ (LRsin A, -YR cos A, ) cos ßs

R R
(Y) FUS = [LFUS sin (a-€FUS)-DFUS cos (a-€FUS)J sin ßs + YFUS cos ßs
(Y) w= Lwsin (a-cw)-Dwcos (a-€w) sin ß<
(Y) j =1 LT sin (a-€T)-DT cos (a-€T)J sin ßs
(Y)VT= - DVTcos (a-€VT) sin ß$ -LVTcos ßs
lY>TRB[Yn«,ln{a"€TII,"DTltC08(a"€TR,J GiP
^S +TTRC0S ß%
(Y)p.=Yp.
4-3
tm nllMlt
(c) The Z-Force Equation
n
Z»(Z)F4(Z)R+(Z)FUS+(Z)W+(Z)T+(Z)VT+(Z)TR+Z(Z)P. +Wcoscf>cos0
-•—(\ÄT+pv-qu) = 0
where
(Z)F =-[pFsin (a-€F) + (LFcos Alp-YF sin A,F)cos(a-€F)J
(Z)R = -1DR sin la-€R) + (LRcos A, + YR sin AIR) COS (a-€R) I
(Z)FUS = -|pFUSsin (a-€FUS) + LFuscos (a-€FUS)J
(Z)w = - Dwsin (a -cw) + Lw cos (a-€w)
(Z)T =—lpT sin (a-€T) + LT cos(a-€T)J
(Z)VT= - DVTsin(a-€VT)
=
(Z
VR -[DTRsin <a "€TR> + YTR cos <«-«TR)J
(Z)Pj = -[TPisin ip.+Np.cosip.j
4-4
(d) The Rolling Moment Equation (£)
£ -I CC)| -I f(Z)iJf
L v.-(Y),I2 +tC0)l +^x
i=l i=l ' ' '
+ (Z)wV(Y)wiZw+(Z.T^T-(Y)J2T
+ (Z)
VT^VT-(Y,VT^VT+(Z,TR^TR-(Y)TRiZTR
•i-l[(Z)p,iyp.-(Y)p lZp+Q„, +/FUS +<^HUBF-^

I I
-P IXX+ixZ^ +
P^) + r<^(IYY-IzZ^ + I
XY(C|-rP)
+ IYZ(q2-r2) =0
where i refers to the i^ aircraft component and ( )

is evaluated by letting i =1, 2, 3, etc., or the '
appropriate component designation.
Also ( )j refers to inertia terms. Similar notation is

utilized in the pitching and yawing moment equations
given below.
(e) The Pitching Moment Equation (M)
M =Z(M). =I[(X)J2. -(Z)JX. +(M0). J + M-j.
(Z)
M=(X)FV^)^XF + (X)RV R^R
4-5
—*"•"
+lx)wf2w-(z)wlXw+(x)T^T-(z)T^XT
X) l +(X) (Z)
+< VT **n*\n VT TR *ZTR- TR* *TR
+ Q
HUBR TR
+ 1 1
-qq IIvY
YY + lMt^-p^-rpUxx-
XZ «!
+ IyY(p+rq)+IYZ(f-pq)=0
(f) The Yawinß Moment Equation (N)
i=l i=l
+ ^XW-(X)W^W+(Y)T^T-(X)T^T
TR
(X, +N U,+QF Q
+I[(YLV
I I A] ' " "
-r I^zz^xz
77 + L,(p-qr)-pq(IYY"W
+ IXY(p2-q2)+lYZ^ + Pr)=0
4-6
REFERENCES
1. Hohenemser, K. , Dynamic Stability of a Helicopter With

Hinged Rotor Blades, NACA Technical Memo No. 907,
National Advisory Committee for Aeronautics (presently,
National Aeron-utics and Space Administration),
Washington, D.C., 1939.
2. Kaufman, L., and Peress, K., "A Review of Methods of

Predicting Helicopter Longitudinal Response",
Journal of Aeronautical Sciences, March 1956.
4-7
•«»
'
SECTION 5. EVALUATION OF TRIM CONDITIONS
The trim, or steady-state, equilibrium conditions for

a helicopter can be obtained by simultaneously solving the
equations of motion with all acceleration and inertia terms
t set equal to zero.
In order to evaluate the trim conditions for a

generalized helicopter configuration, the following design
parameters must be known:
(a) The aircraft gross weight W, lb

(b) The location of rotor hub (or hubs)
relative to aircraft C.G. position, ft
üxFAFJzF and 'XR.'YR.'ZR
(c) The rotor radii RF and RR, ft

(d) The rotor solidities o> and crR
(e) The rotor rotational speeüs (ÜR)F and
(&R)R , rad/sec
(f) The blade Lock inertia numbers yF "id yR
and blade twists ötp and 0,R
(g) The blade mass moments of inertia MsF
and MsR, slugs-ft
(h) The flapping hinge offsets eF and eR
(i) The number of blades b, per rotor
(j) The tip loss factor, BT 0.97
(k) The fuselage projected areas, ft^, frontal
A
xFUS> side AYFUS and Planform AZRJS
(1) The fuselage overall length y?FUS , ft
(m) The geometric, fixed incidences of wing iw ,
tail iT , and rotor shaft inclinations relative
to the fuselage iF and iR
(n) The horizontal, vertical tailplane areas, ft^
(o) The wing area, ft?
(p) The Lift curve slopes of rotor blades,
horizontal tail, vertical tail, wing, etc.
(q) The moment arms ^X.^Y and iz of horizontal
tail, vertical tail, wing, tail rotor, etc, ft
(r) The tail rotor tip speed (£lR )TR , and the
tail rotor twist (0|)TR
(s) The propeller geometry
5-1
5.1 TRIM CONDITIONS FOR SINGLE ROTOR HELICOPTERS
5.1.1 Hovering
The calculation procedure given below utilizes the

expressions for thrust, constant inflow and coning
angle presented in Reference i.
The simplifying assumptions made in Reference 1,

such as constant induced velocity, no radial flow,
tip loss factor By = 0.97, etc., are incorporated
in this procedure.
The vertical trim condition for hovering can be

calculated as follows:
TF = KVW
where
Kv = fuselage download factor,
<V<TF->F
where
(T.F.)F= ^Tr[R2(ßR)2J
CT.
(f| -0.4704\)F
6.75
0.3042
°o, .-|M0.22I3 0•+O.3O42X

'.75
5.1-1
•
5.1.2 Forward Speed
The trim procedure for forward speed utilises the

performance charts. Such charts, for helicopter high
forward speeds, corresponding to advance ratios fcmm
fj. 0.25 to fj. 1.4 are presented in Reference 2. These
ciarts, as pointed out in Reference 2, incorporate the
effects of blade stall, flow compressibility and large
inflow angles. The low-speed performance charts,
corresponding advance ratios of ^. < 0.2, were obtained
from the results of Reference 3 and are herein presented
in Section 5.3.
The trim procedure for forward flight is performed as

follows:
(a) Determine the required design parameters for a

single rotor helicopter as specified on page 5-1.
(b) Establish the helicopter operating conditions such

as V0,(ßR)F,(ßR)TR, p , V$, etc.
Then compute
V,
MF H-TR--
(ÜRV (ftR)TR
V0+(wQ.R) F V0+(ttR)TR
(MT)F (MT:
V< TR
(T .F.)F = [/>TrR2(ftR)2 (T.F.) TR" />7rR2mR)2 TR
flo:ffV
(c) Obtain fuselage lift and drag coefficients CLFUS

and Ct;; r for aFus 0> then calculate
= C
DFus DFusqoAXpus, LFUS= CLFUsq0 AZpu;
5.1-2
(d) Calculate the first approximation for the main
rotor lift and drag coefficients,thus:
CL\ _ W-Lrus
[iT.R)a]F
C ' D FUS
[(T.F)a]F
Also compute rotor lift and drag using
U = ;TF a
IF
DF = T.F £L1
* JF
(e) Using Reference 2, calculate the chart values of

rotor lift and drag coefficients corresponding to
rotor solidity of a =0.1, thus:
[<%\u],"<^V
Col ACT . C,' 2
v
_ o- 'o.ijp a 2^ a (•*-)
. F
where
(Acr)F =(jF -0.
5.1-3
(f) Using the values of [(CL'/<r)0 ,] and j(CD/cr)0 ,] trom
step (e) and £!c, MTp and /i F from steps (a) and (b),
enter the appropriate trim charts, presented in
Section 5.3 or Reference 2, and obtain the first
approximations for the following rotor trim
parameters corresponding to cr = 0.1: *
tac)0.ljF • Q|
F » bl
F • #75F« ^F.(Co/a )p
(g) Calculate main rotor angle of attack ac and
rotor torque QF as follows:
C \ , Ac ,CL'J
QF .[(T.F.)<r(%-)]F
(h) Using XF from step (f) and ac from step (g),

obtain the first approximations for the following
interference angles:
K
€
FUS
=
FFUs(fan a
c " /T>F
€T= KFT(tan ac - y )F
€
TR = KFTR(tan ac - — )p
where KFFUS , KFT , KFTR are the downwash inter-

ference factors discussed in Section 7.6.
(i) Using the trim parameters obtained in the steps

above, assume two values of CMFUS an^ calculate
aFUS from the following equation:
5.1-4
JxFLF-izFDF^XTqoSTqT(iT^T^
GFUS -€ FUS
S
ixFDF-izFLF^xTqo T<3T
where
BIr=(-ac+i)F
The straight line obtained by connecting the two

points thus calculated is superimposed on the
experimental fuselage pitching moment curve of
( CMFUS VS. a FUS )• The point of intersection
will yield the fuselage trim angle of attack a pus
(j) Using aFUS from step (i), enter fuse lag 64 charts
and obtain
C C C C afld C
CLFUS » Drus i YpuS' *FUS » WFUS N FUS *
Then calculate the following fuselage trim values
L =
FUS CLniQ
FUS•q<> Az'FUS ' DFUS = CoFusqo AXpus
c
Y
FUS = C
YFUS <*0 A
YFUS X FUS= XB1MSC|V
0AA
Xcnel FUS
FUS^ FUS
MFUS = CMpilc q0 AxAFUS ^Fus , = c

FUS• NFUS NFusqoAxFusiFus
(k) Using the values of NFUS from step (j) and QF

from step (g), determine the following ta.'l-rotor
parameters:
T'TR . W^F
fl -J1
XTR
5.1-5
- • .«
a
TR -(THO-JTR
(1) Knowing the tail-rotor parameters jUTR = ftF,

MTTRs[V0+lflR)T^/V9 and S,TR and using the
a
value of (CL/CT)TR from step (k) and cTR = 0,
en; r the appropriate performance charts and
obtain the following tail-rotor trim values:
[^)aL^WxTR,e,5T(,-ooTR,a,TR,b, TR
then compute
DTR.[(T.F.)a^]TR
and
QTR«[(T.F.)aR(^?)] TR
(m) Using values of €FUS from step (h) and aFUS

from step (i), calculate
S Q f €
<* FUS FUS
5,1-6
and then obtain
aT = a +iT - €T
CLj= aT aT
C =
CL2
DT (CDQ+ ^-)T
wnere
(CDo)TÔOI
D C
T " DT%ST
(n) Using the trim parameters obtained above and

assuming A(p = <jb = YTR = yc =0, solve
simultaneously the X and Z equations from
Section 4 to obtain a better approximation for
*:he main rotor drag and lift, thus:
Dc « Lr a- K
i - îfl~K2
LF - —; 2p
l+a
b.1-7
where
K, = Wa -L.FUS(a-€FUS)-LT(a + iT-€T)
+ DFUS+DT+DTR
and
s
K2 DFUS(a- €FUS) + DT (a + iT -fT)
+ DTR(a-€TR)+LFUS+LT-W
Then obtain
1
°"'F Ll<r ;o.i.f: .(TF)a-JF
(l^)=r_D_
°" F L(TF)(7J
and compute
mm-^^'i
(o) Repeat L-teps (f) through (n) with new values OJ
[(CL'/<r)o.,]Fand [(C0'/o )0.,J until convergence is
achieved, yielding the final trim values.
5.1-8
(p) Calculate main rotor side force,thus:
YF • L(TF)<T |(- ê»v % eHb, t §M2e75 b,+f x b,
I 3 v 2 | | 2V . .1
a a Xa a a+ Q| b|+
6" ° '" 2"^ °"^ ° ' 4^ 8^ 'JF
((j) Using the latest trim values, compute the main

rotor lateral cyclic pitch A,F (from rolling
moment equation) and aircraft roll attitude ^>
(from side force equation), as follows:
-jZFLF+iSbrfM2k
and
(r) Finally, compute the main rotor longitudinal cyclic

pitch B. using latest trim values, thus:
B =
iF «-<*<*+ 'F
in general, for a< 5 , the above iteration

procedure is very rapidly convergent, and therefore
one or two iterations are sufficient to obtain the
final trim conditions.
5.1-9
» •
REFERENCES
1. Gessow, A., and Meyers, G. C., J". , Aerodynamics of the

Helicopter, The MacMillan Company, New York, 1952.
2. Tanner, H. W., Charts for Estimating Rotary Wing Perform-

ance in Hover and at High Forward Speeds, NASA
Contractor Report CR-114, National Aeronautics and
Space Administration, Washington, D.C., November 1964.
3. Stability and Control Handbook for Helicopte-s, TRECOM

Report 60-43, U. S. Army Transportation Research
Command (presently, U. S. Army Aviation Materiel
Laboratories), Fort Eustis, Virginia, August 1960.
5. 1-10
5.2 TRIM CONDITIONS FOR TANDEM ROTOR HELICOPTERS
5.2.1 Hovering
The hovering trim conditions for tandem rotcr heli-

copters are obtained by simultaneously solving the
Z-force and pitching moment equations for the non-
accelerated condition:
T - , KyW
F
• *XFCOSiF-izFS'niF
Jy
'Xo
COS ip-JL
R
sin
and
rR = KvW-TF
The thrust coefficients for each rotor are obtained by

using the simplified aerodynamic expressions of
Reference 1.
TF - TR
CT
(T.F.) *~ (T.F)
R
2
•1(SLI_.£I\
a\a 2,CTX BT2
°.7SF D 3
B^ *?7575* B r-J
B7
3 T
where
BT =0.97 - tip loss factor

Q
= 5.73 - blade lift curve slope
5.2-1
and
(4?)
7 F
= (O.I52IX+O.IU07S
f )
°F
h£) = (O.I52IX+O.III0775,)
X R R
5.2.2 Forward Speed
The trim procedure for tandem rotor helicopters is in

principle similar to that of single rotor helicopters
described in Section 5.1.2. The maior difference arises
from the fact that some tandem rotor helicopters operate
with predetermined values of longitudinal cyclic pitch
( B|c ) on the front and rear rotors. Knowing the longi-
tudinal cyclic schedule, which for those helicopters is
a function of forward speed, simplifies the trim proce-
dure for tandem rotor helicopters.
Generally, the front and rear rotor geometric parameters

are identical.
Based on this assumption, the trim procedure for tandem

rotor helicopters is as follows:

tandem rotor configuration as specified on page 5.1
(b) Establish the helicopter operating conditions such

asV0J IlR, a,/),Vs , etc.
Then compute
_ V0
Vo+ßR
MTT=
vs
5.2-2
TR =PTrRZ(ÜRY
ô''YPyo
(c) Obtain CL s and Co me from the appropriate

fuselage characteristic charts assuming values for
a . Start with a = aFUS = 0; then calculate
C
D
FUS
=
oFüôAxFUS
L
FUS= ^FUSÔ^FUS
It is recommended that the fuselage characteristics be

extracted from the appropriate experimental data.
(d) Using Z-force equation, calculate, (CL/cr)F ,

assuming arbitrary values for (C^'/CTJR, thus:
(Q_\ _ W-LFUS + DFUS grus (CL' )
Also compute
aCp= a + iF -Blfr - cF
ac = a + i
R * ~B|R "€R
where a is given in step (c)
5.2-3
:*J
Assume initially that
€ = € = €
F R FUS=0
(e) Using X-force equation, calculate (CD/o-)*T0TAL

using values of steps (c) and (d), thus:
l x
& 'TOTAL & F O* 'R (T.F
Then compute
i \ ACT /Ci »
^Co.iV ^F- ^? (>V
(a aC
C0.lV R "272 I a >R
where
Ao- = <r- 0.1
Assume initially that
€ = €
R FUS=0
(f) With appropriate values of(CL,/cr)p and(ac0|)-

and (CL/o-)R and (-Co.|)R from steps (d) and (e),
enter the trim charts and read off
[&oX [*J„
5.2-4
Then compute
r' ACT.CL'
v
O' V Vo- 'o.\ . F
r ' A(T X,'?"

0- 'R
1
o- 'o.\ i(
2M* . R
and
(CD.) + tQjL) = (Qfi_)
(g) Plot (CL'/cr)F, (C0/or)F , (CL/o-)R , (C0/cr)R

and (CQ/CT)TOTAL obtained from steps (d), (e) ,
and (f) vs. (CD'/<r)TOTAL from step (f). Draw a
straight line of (CD'/O-)*TOTAL = Wo/0"'TOTAL .
At the point of intersection of this line with
{CDl/<TVTOTAL VS
* (CD/CT)TOTAL curve read off:
(CL/CT)F, ICD/CT)FI (CL'/T)R and (C0/<r)R
anci
Convert (CD'/<J)F (CD'Ô")R thus obtained
into [(CD/cr)0 ,JF and [(CD'/cr )o.iJR > using equations
from step (f).
(h) Using the values of (CL'/cr)F , [(CD/cr)0|jF

(CL'/cr)R and [(CD'/(7)o.i] enter the appropriate
rotor trim charts and obtain
a a
iF. X
F» iRand X
R
(i) Compute all necessary interference angles, thus
€F = KRF(ton ac - - )
5.2-5
£R = KpR(tan ac - £ )F
€
FUS " KFFU£^tan aC " £ V + K
RFUs(fün «C " £ }R
where KRF , KFR, etc., are the rotor downwash

interference factors discussed in Section 7.6.
The values of aCp ,ac. art obtained in step (d),
and Xp |XR are obtained in step (h).
(j) Solve the pitching moment equation and compute

CMFUS using the values obtained in steps (h) and
U),thus:
(T.F)o- (MHU8F-t-MHUBR)
CM !A sin a -B cos a)-
FUS q0AxFUSW - (T.F.)o-
where
C '
A = - W)+lz(^)J F-L^)+iz^.R
L
[ix(^)-iz(^ v-fw^>- lz(^)

cr -R
B-[w^)-i2(^)jF t[W%.,-lx(^
-|«$+k&l<?-[i&)+fe &>]„ -
ebn2M«
+ =
^HUBF ^HUBR °'F+% -3«F"B«R
5.2-6
Also obtain
a
Fus= a €
FUS
where a is given in step (c) and eFUS is

obtained in step (i).
(k) Repeat steps (c) through (j) for one or two

different values of a and obtain a cross plot
of (CL/O-)FI (CQ/O-V , €F, (Cu7cr)R , (CD/O-)RI €R '
€
Fus and CMpus versus aFUS .
(1) Superimpose the available fuselage data (preferably

test data) of CMp s versus aFUS on the cross plot
obtained in step (k). The point of intersection of
the available fuselage moment data (CMFUS versus
a
FUS ) with the corresponding values computed in
step (k), will yield the first approximation for
the trim values of aFÜS and CM .
(ra) Enter a,-us from step (l) on the cross plot of

step (k) and read off trim values of
(lH.<%. «F . &>„ , (%•)„ . «„ and« FUS
Then compute
a = a + €
FUS FUS
acF=a + 'F " B,F - €F
acR = a + iR -B,-€R
5.2-7
(n) Repeat steps (c) througli (in) using values of
€ and
<*FUS » FUS > «F €R from steps (1)
and (m) and obtain the final trim values for front
and rear rotor as follows:
&),$),§•), Oc«, eB,\,a0,ol.b1, etc.
Obtain the following fuselage characteristics

using the available fuselage data:
C| a r
^FUS
1
. us ' CY
FUS'
C
*FUS * CM
FUS * C
NFUS ' ' us » €FUS
Then compute
L = C A
FUS LFUS % zFUS » DFUS = CDRJS q0 A x FUS
Y
FUS= C
YFUS ^0 A
YFUS • Xpmf C
3CFUS % A
XFUS ^FUS
M
FUS=CMFusqOAXFusÄFUS y NRJS
= C
NpUS ^0AXFUS tpüS
(o) Calculate rotor side force (CY/OO for front and

rear rotors using
F4 = — [~ 4"/ ^ x 75a
° +
3 ^7sb| +
"§" P ^75 bi + -^ X b|
I 3 2 1 I 2
+ — a0a, - — /i Xa0-/x a0a, +— â,b,+ -g/xXb,
5.2-8
(p) Solve rolling and yawing moment equations of
motion and obtain A|F and A)R as follows:
+ tf.FUS
o-(TF).
+
[-^•^»t^v-^v^
(-Li (9k\ + ebÜMsirR(Cft. R

/Cm £ (CA_p £V
I L Vo-V^^STfFlr^V VR SV' Vcr
+ -£^
o-(TF)J
ttXF -^ -L (•/ +1^R2 a^R + ZaVT.U
^ F - *F ^ F
öTTTF! bj tbj )
T 'R
+X FUS
cr(IF) H&JM*-M<J
CL,
2<r(TF) .VH-v*>
fit
(q) From the Y-force equation, solve for the roll

attitude, thus:
_ v o- 'R v a 'F ^ CT'FA'F ^cr'RM IR

4>- w
(TF)or
It is found from experience that adequate accuracy

is obtained without additional iterations.
5,2-9
REFERENCE
1. Gessow, A., and Meyers, G. C., Jr., Aerodynamics of the

Helicopter, The MacMillan Company, New York, 19 52.
*
V
5.2-10
5. 3 TRIM CHARTS FOR ROTOR SOLIDITY, cr= Q. 1
Classical rotor aerodynamic theories, such as those

presented in References 1 and 2, utilize several simpli-
fying assumptions which limit the applicability of the
resulting equations to low forward speeds. To increase
the range of applicability, some of these assumptions
have been eliminated in Reference 3, which presents
charts of pertinent aerodynamic rotor parameters for the
tip speed ratios ranging from u. 0.3 to /x 1.4. These
charts include the effects of blade compressibility and
retreating blade stall and do not rely upon small angle
assumptions of the classical theory. However, the charts
are prepared for only one value of rotor solidity o* = 0.1
and do not include the rotor Y-force data.
In applying the above performance charts for rotor

solidity different from <7 - 0.1, appropriate solidity
correction factors were utilized as presented in
Reference 3. The required Y-force data were generated
by utilizing the equation of Reference 2 together with
the pertinent performance results obtainable from
Reference 4. The charts for rotor inflow ratio X and the
blade flapping parameters o0 and b| , which were not
included in Reference 3, were derived from the results of
Reference 4 and are presented in this section.
All low-speed performance charts for /x 0.1 and 0.2

were derived from the classical rotor performance results
of Reference 5, and are presented in Figures 1 and 2.
The high-speed charts which are not included in Reference
3 are presented in Figures 3 through 13.
The performance charts of Reference 3 and those presented

here cire derived for constant values of LL , MT , and 0, .
The relationships between the basic rotor performance
parameters, such as CLVcr , CDV<j, CQ/O", Q| , ac and 9 75 ,
are presented in the form of carpet plots. The parameters
such as X , Q0 and b| for all values of LL are presented
as a function of rotor angle of attack, ac , for constant
values of C[_/a . Using the above parameters, the rotor
side force coefficient can be computed from the following
equation:
5.3-1
-
^•yC-^*7A+T*T5b, + -|-/*TBb.+TXbl
+ -^-aoQ|-y/xXQo-M2 aoai + -^Maibi +"g"M Xb }

i
The utilization of the above mentioned performance

charts with the analytical expressions wherever
necessary constitutes an integral part of the stability
method presented in this Handbook.
5.3-2
0.020 r
0.015
0.010
0.005
o
9
C
1 1
y \
/ /
/ /
\1
0
1// \
\ /
-0.005 /
-0.010 \
/ \
^
A
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-0.015
2
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< ~~\
tr.
Q -0.030
-0.035
%
-0.040
V
-0.045
-0.050
fi =0.1
MT =0.8
e, = 0°
r
<7 = D.I
-0.055
Figure 1. Calculated Characteristics of a Rotor

With 0° Twist for /i = 0.1 and MT = 0.8.
(a) -=- and a.
5.3-3
0.020
i \
0.015 ft a< J
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-0.050
/x =0.1
MT = 0.8
0°
N
cr =
-0.055
Figuie 1. Continued
(b) ac and 075
5.3-4
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0.025
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LU _J -0.010
O
O CO
o
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a
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-0.025
-0.030
-0.035
-0.040
Figure 2. Calculated Characteristics of a Rotor

With 0° Twist for /i = 0.2 and MT = 0.8,
(a) —?. and a.
5.3-7
B
0.030
0.025 K
/
/
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/i =0.2
MT = 0.8
-0.035
0. = 0° ^»V
er =(
-0.040 -
Figure 2. Continued
(b) *c and 9#75
5.3-8
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»
REFERENCE?
1. Bailey, F. E. , Jr., A Simplified Theoretical Method of

Determining Characteristics of a Lifting Rotor in
Forward Flight, NACA Report No. 716, National Advisory
Committee for Aeronautics (presently, National Aero-
nautics and Space Administration), Washington, D.C.,
1941.
2. Gessow, A., and Crim, A. D., An Extension of Lifting

Rotor Theory to Cover Operations at Large Angles of
Attack and High Inflow Conditions, NACA Technical Note
TN-2665, National Advisory Committee for Aeronautics
(presently, National Aeronautics and Space Administra-
tion), Washington, D.C., 1952.
3. Tanner, W. H., Charts for Estimating Rotary Wing Perform-

4. Tanner, W. H., Tables for Estimating Rotary Wing Perform-

ance at High Forward Speeds, NASA Contractor Report
CR-115, National Aeronautics and Space Administration,
Washington, D.C., November 1964.
5. Stability and Control Handbook for Helicopters, TRECOM

5.3-33
SECTION 6. PERTURBATION EQUATIONS OF MOTION
In accordance with the commonly used procedure of

stability analysis, only small perturbations about the trim
conditions are considered. This is accomplished by linear-
izing the equations of motion presented in Section 4. The
variables 9, a, etc., denote changes from trim conditions
of aircraft pitch attitude, pitch rate, etc. The parameters
A|c , B|c , #c > and QJR denote pilot control inputs in
lateral and longitudinal cyclic kHtch, main rotor collective
pitch, and tail rotor collective pitch, respectively. J|
and J2 are the pilot's authority ratios in the longitudinal
and lateral control, respectively. The terms X#, X# , etc.,
are the total or composite aircraft stability derivatives and
denote the rate of change of forces or moments with respect
to the subscript variable evaluated at the trim conditions.
The composite or total stability derivatives are presented
in Section 7.
The perturbation equations of motion can be expressed

as follows:
XuU + Xüu + XvV + X^w + Xvi-w + Xöö + Xöö + X^ + X^
+ J (
' V'C + V'C) + \B'S + XBUB-|
+ ^WA|cAIc+XÄ|cA,c) + XA|sÄls + XAIsAls
+ J,(xSrcSr^XsrcSrc) + xSrsSrs + Xsrs8rs
+ J4(X0cÖc +X0c0c) + X0« fls+X6«£"ss0
6-1
(b> The Y-Force Equation
Yuü+Yvv+Y^+Yw-iw-+Yö5+Y<#)^+Y^ + Yî)/+Y^
»•
»
+J,(YB
1 B
B, +YB ST )+YB B. +YB B.
Q B B
lr X \r 'C lo 'S !c 'S
+W\ A, + Y; A, )+Y, A, +YA fc
W*eA +Yer £> +Y»^s +Y

e/s • °
+ J.«.uBic+Zi,A,+Z",.B!,+Z*A
+J lZ
* *.eÄic +Z
\*'c)+Z\VZ\*>s
+J3(Z8fc8rc+ZsrcSrc)+ZSrs8rs+Z8rs8rs
+J4 (Zg £ +Z9c^c)+Z8s?s +Zfl/S = 0
6-2
(d) The Rolling Moment Equation Ot)
X> u ü +X VV+^^ +£ ^W +Xg 9+Zflff
+ J1(^B|C&1C+^B,C6,C)+^B/1S+X^,S
(e) The Pitching Moment Equation (M)
+ J,(MB| B,c + M6 fy + M^B^+M^B,
+ ^%V%V+%VM*.8\
HJ3 (MSr Src+MSrcVfMsrsSrS + M^rs8r<
6-3
+j4iMePSc+Mec8cHMesÖ3+Mfls8,so
(f) The Yawing Moment Equation (N)
NuH+NvV+N^ + N^+Neff + NgS"
+Jt%Ä,c+NA|*,^NA|fIll+NAltt,t
+ J4lNöc5c^NöcSc) + N0s?s + N0sgs = O
(g) The Stabilization Equations

Generalized stability augmentation system equations are
as follows:
Ölc=-B|c^l + 02Blc) + k!*?+k25"+k3u+k4^r

SS 5
^ss-ÄlsiD,+02Als) + k5$-ke?-M
S
rss-k8^r$-k9v-kio^
6-4
The simplified "lagged rateTr stabilization system can
be represented by
A,s=-D,Ä;s+k5£
where
D| and D2 are damping constants
kj } k2 ••••etc. are the linkage ratios.
6-5
SECTION 7. STABILITY DERIVATIVES
7.1 TOTAL STABILITY DERIVATIVES
The total aircraft stability derivatives are obtained by

differentiating the equations of motion (presented in
Section 4) with respect to the appropriate stability
variables. The derivatives are obtained here for the
following initial conditions:
(a) The aircraft is in level flight, /c=0

(b) The roll attitude, sideslip angle, and
heading is zero (<£ = ß$= \\t =0)
(c) Fuselage angular rates are zero (p=q=r =0)
7.1,1 The X-Force Derivatives
7.1.1.1 X„
xü = (xu)F+(xu)R+(xu)Fus+(xü)w+(xu)T+(xü)VT+(xu)TR+Z(xu)p.
i=l '
where
( X +X
H- au - UF «F du
d(X). die <3YF t t dof ,

Xu F = -r = ( ——cos A,_F •- ——sin A,_)
F
sin(a-€ F )--r—cos(a-€ F)
OUf 0uF 0uF 0uF
d(x)F di_F dYF . dDF

Xa F =——s(——cos A, F -——sin A, F ) stnta-c«)--?—cos(a-*F)
daF daF 0aF da?
+ (LFcos A(f.-YF sin A,F) cos(a-*r'; + DF sin (a-€F)
dctf _ deF KRF X <3\

du du V0 /x d^ R
d(X)R daR
7.1-1
x ajXk=(aLReosA +J^BsinA ,sin(a-«R)-4^cos(a-eR)
R lR
R f
0UR 0UR 3uR
OUc OUi
d(x)R _, dL« fi ÖDR

x_a ^-—^-^cos A, + -^sin A, )sin(a-€R)- ^cos(a-cR)
« a a '*' da" daR
+ (LRcos A, +YR sin A, ) cos(a-€R) + DRsin (a-€R)

n R
gg..B. = _ ^€R - _ K
FR {A. _ ^X)
3u du v
o H- d
H- F
da.FUS
(xu)VUS"
r _=-4-^
3u
= x„_.
U .. + x,
FUS °FUS <3U
0(X)FUS ÖLFUS (3D,ius

,/u
sin (a-€FUS)— cos (a-€FUS)
UFUS
' du FUS U
^ FUS du FUS
Ö(X)FUS aLFUS , . (3DFUS , x
aFUS sin (a-€Fl^-——— cos(a-€FUS)
aaFUS aaFU; da FUS
+LFuôs(a-€FUS) + DRJSsin (a-^
<3aFus . €
. K
F FUS / ^ ^X \_ 1
-r
^ FUS *R FUS / *
du du v0 [L dp F v0 M
a(X)w aaw
x„..,
w 4^w . 4L« s.n _ _|Dw cos (a.
duw Öuw <3"w
dix)w _ aLw sin aDw

XQW= (a-€w) ^—cos (a-€W)
aa w wu aa,w C/OUJ
+ Lwcos (a-*J 4-Du. sin (a-cj
aaw a*w KFW X ax K044/

RW x ax
au au o H- d
H- F V0 /x d/i R
7.1-2
(U) ÜT T
T 17* * au
v ÄX)T ÖLT , . aDT
cos(a-«T)
F
duT 0uT 3uT
aoT
Xa T =-r—'- = -r— sin (a-£T)- cos(a-cT)
0aT 0aT d0Lj
+ LTcos [-*-€T) + Oj sin (a-€T)
aaT dej KFT X a\ KRT X d\

au au V0 p d/j. F V0 fi dfj. R
aa
(X) VT =4^ = x„UvT fX avT VT
" au " au
a(x)VT aoVT
cos (a-€VT)
duVT au VT
a(x)VT apyT cos (a-CvyJ + DvrSin (a-€ )
1
VT aa VT aa VT VT
ddyjj deyjj KpvT/^

(.11 _ . ^k
111} - ^R VT /^ _ _xA\"
<3u d v
v0 p P f o M <V R
<3(X)TR dQTR
(Xu 'T«S a_ -Y "
XU
TK
4.V
+
^TR
UTR
'TR
au
a(x)TR avTR . aorR

X UTR sin (a-€TR) — cos (a-€TR)
auTR auTR au TR
- .a(x)TR avTR^. do TR
(a sin (a-€TR) - cos (O-CTR)
•"ärT~""
TR aaTR da TR
+ YTR cos(a-€TR) + DTRsin (a-€TR)
aaTR s _ a<TR. KFTW x _ ax KRTR x

au au v0 p. dp f vQ fi OH- R
7.1-3
d(x)P: daP.
=
(Xu)p. = *up. "*"*ap.
du i i du
d(X)Pi dTP. aNPi
Xu cos ip; — 1 sm,p
Pi
duP. duP. i
i i I
d(X)P. (3TP. dNP:
i .
p cos Ip.1 — sin ip.
i da*. daP. daP.
i i
daP.i .
d *P i _
KFp. X dX KRP. X dX
du du 'o M dfi F Vo M ^R
7.1.1.2 X,-,
*U g
7.1.1.3 *V
xv = (xv)F +(xv)R+(xv)FUS +(xv)w+(xv)T +(xv)VT+(xv)TR+I (Xv)pt
where
d(X)F I d(X)F -I
(Xv)p = (LFS,r A, + Yp S COS V
*T" v~ "^"
<^s ~
V0 - '
(X^S^S^4^^(LRsinAJO-YRcosAJ
« dv V0 (Jj8,
d(XV us I d(x)FUS i r dLpnc . . . dDFUS 1

(XJ =
FUS dv V0 da d/5 «Ä
7,1-4
(Xvv ) w =(XVv)T =0
d(x) VT = L
(X, T7T^ =— VT" m cos(a-gVT
VT )
VT öv v/
V0 Aß.
a/5s v. L ¥1
V0L"
VT
Aß-
dß s J
a(x)TR_ i a(x)TR _ i r dvTR J2aMfa- MJ

(xv; TR öv v0 a/3s V0L a/3. a/3,
d(x)P a(x)Pi i aTPi aNP:
= — (—71 cos ip- -
«» P:
vn dßs v0 dj8. ä£7sini'i)
X
7.1.1.4 w
11
Xvr =(V)F+(VR+tX^FUS +(Xw)w+(Xw)T +(Xw)vT+(XwiTR+I (X^

i=l
where
a(x)F aaF
(XJ
•w = =X
F aw "w* da
d(x)F _ i d(x)F g I
Xw,F aF
" dw> " V0 aaF " V0
aa F a€F r i ax ,i
-L.l-_i.l-.KJl (-T-)
aa aa
a(x)R aaR
(xj.-4-a-x,,¥fR
« aw- aa
4
_ <?(x)R = i 3(x)R _ i
w, a
R a WoH V
Vn0 <3a
a a.R V0 '
!£jL.,.i£Ä=l-K [l-L (Ji)l

da ' aa ' H1 M ( aac'jF
7.1-5
goo? us =. X W,
!
FUS
(XJ,FUS Fus da
<3(XV us _ a(x)-
k ^ = —X,a
w.FUS" a«rFUS V0 aaFUS V0 FUS
1
—r—"* - I r ' KrcncU
FFUS 2 ' ^RFUS^
w A '
da da fi dac f /i dac R
dOOw =. x
og.w 3w Wv
w da
_ (3(x)w _ j_ d(x)w s
•w:
w a w;w V0 aaw V,
aw
da w dew dx ax
= I — KFV/1 - — r—) -gi--H
aa c R
da Oa /x oac
<3(x)T
IX = = X
^T ~T~^ «r aa
aix)T i a(x)T _ i
X
WV"
T JJ.._ w A- v/ ,(2T
** " <3wT V0 <3aT Vr0 '
aaT acT ax i ax
= I-KFT
F (I- ) -KRT(I v-)
da da ' ^. <3ac F ^ Cac .
<3(x)VT da VT
(X w = — X w:,T
w a vv V0 . * aa
<3(x)VT i a(x)VT i v
^w; a VT
vr a^VT Vn 5a VT V,
aaVT _, AfvT -=I-K

_ FVT(I ax i ax^
r ) -KRVT II- —5—)
aa da fj. 0ac F /x dac R
d(x) da TR
(X*) H5 — X WTR
TR aW v0 "
T
aa
v
<3(X) TR _ i a(x) TR .
w.TR a vr,TR dQt
V0 TR
7.1-6
FTR
da da /M dac p /* dac R
d(X)P. 1 daPj
(x =
*V^T v.S
o a
d(x)Pj I d(X)p. l
Xv = Qp
V dw>. VÖ daPj ' VÖ i
dap. dcp. I dX I dX
-T—L = l--r—l =
l-KFP. (I-— 5—)-KRP,(! T— )
da da i /a dac F i /x dac
x
7.1.1.5 w-
Xr<x^R^V'T+(V)VT+^TR
where
fY . d(x)R i d(x)R i daR

a
'*"«" dw " Voo da
"" Vvon " doa
daR dcR dcR L^-XXR I dX ixp-ixe
da da da V0 p dacF V0
,v . d(X)T l d(X)T _ I daT

1 Xa
*^- avr ' V0 da ~ V0 T da
daT dcT dcT ,lxF-lxT^ r I dX

da da da V0 L /i daCp
+K ...lAl,*^ A* daz J V0
t
(Xj =^^.1^X)VT. _LX d«vT
a
*VT" dw ~V0 da " V0 vT da
7.1-7
^-^-[•wo-J-ii-HKô-Lii.)
da da L
^da ^ da J
leise**,
V« Cf c o
(v.i a(X)TR s
-.^y.^jji- I' d(X)
^"'TRTR _ I• Y
da
"L" TR
ä^r ~V0 da ~V0 *J«dä
»
^•>[y.-^)%
da da L /x5a
R a-1 A) ] |i=Efaa,
M^ c V a J
«
Cfr R 0
X
7.1.1.6 0
:0=-W cos 0
X
7.1.1.7 S
n
s
Xi (X# +(Xe)R+(Xe) +(Xe) +(Xä) +(X^ +Z(X^)
i=l '
- -y- V0 sin a
where
d(x)F ax aa,F ax ab,F

UF zp xp
*F ae *> da, F aq ab, F aq
dx dLF Ä dYF . aDF
(— ) = (-—cos A, F — sin A, F )sin(a-€F)-— cos(a-eF)
da, F da,F da,F da,F
) = (- cos A,F — sin A,F )sin(a-€p)—:

p cos(a-€P)
ab, F
Ah.F
ab, *T Ah.
ab,F 'T a^h.
D,F
7.1-8
•-
( =x dx dalr, dx ob,.
^ ^VvRV^)ä7^î ' R*«
(T-0 MT-^COS A,D

R
+^—-sin A,R) sin (a-€R)- ——cos(a-€R)
ddi/*" da 'R ''R
<3x. . du. av
R _•
dDi
(T—) =(-7—^cosA, + -—*sinA. )sin(a-€R)—r—^costa-Cp)
ab, R ab,R 'n ab dt
UvT Z
^VT~ aö VT ^T XVT
TR UjR ZTR R TR
~ dB ^ *
(X*V de "\ l**k~\\
Xi
A
7.1.1.8 *
x
+ = (x+)F +(X*)R +(x+)+(X^)T +(X+)VT+(X+)TR + I (x^)p
i=l i
where
a(x)F , D ax aa,F ax ab,P

«iVjf-** K -\ Kr +'.a-) -^ +V/17
aoop . _ p ax ^ ax ablp
(X
«V d+"S, s
x x +(
VR in d0|} aP +
db,} dp
7.1-9
0"\/vJwM n ft
T v
" w o$ w w w *w
(X ) »
+ VTS'Ma^l!:X^VT ' YvfXvVT ^VT
lX )
* TR = "7fE=Xw"TR^TR"XvTR ^TR
d(X)Pj - 2
(x =Vp Yp Xvp Zp
*V17~ i i~ -. i
7,Ult9Xi
x^-(x^) +(XJ) +(x$) +(ty)T+(x^)VT+(x^TR+I(x^)p

i=l '
where
aocL , , dx aa,F ax ab,F
atxL . n ax aalo ax ab,

, +,
«*».-äf "S '»• -Vv, V .lf ÄT
lx Vw
fw" d+ *w u
w*Yw
!X )
* VTS"JÎSXVVT X
^ VT"'
XU
VT^VT
7.1-10
(X
*V;S"^jr
d^
BXv
P:^P:"
i r
i
Xü
p/
r
i
Y
P:i
7.1.2 The Y-Force Derivatives
Y
7.1.2.1 u
n
\ *(Yu)r +(YU).+<YU)FUS +(YU)W+(YU)T + (YU)VT+(YU)TR +1 (Yu)p.
where
(Y, .J22L.Y +Y Jit
d(Y)F dLp dYF

Yu = = sin A. + cos A,
UF
aUF auF 'F duF F
v d(Y)F dLF ( 3YF A

Ya F .- = —•-sin A, F + ——cos A, F
daF daF daF
7.1-11
•
(
VT = ^-i ^X^[L
v
Tsla(a-«T)-0Tcos (a-«T)]
s 0
d(Y) VT. d(Y) VT

IYJ = ^L[-DVTcos(a.VT)-|^]
vT (3v v0 <3/3, dA
d(Y)TR . ÄY) TR . dT TR
(Yj |YTRsin (a-€TR)-DTRcos(a-cTR) +
• dv v0 d/3 S V0 #«•
(Y) . dfflpj. i ftOpj. ' gVpj
7.1.2.3 'v
v
9
T
7.1.2.4 w
V <VV+(VR +(VFÜ8+(VW+(VT +(V)VT+(VTR+I (Vp.

i -1 '
where
( Yw
H- avr v da
Y - ailk - -L illk - J_ Ya
*~ dwf ~V0 daf ' V0 f
^R d*r *" da
7.1-14
a(Y)R _i_ aw« _j_
r
"" a*rB v0 ada
QR V0 a"
ajYVys, Y
daFUS
(Yur)
*>us a«r ^fus aa
a(Y)FLls i a(Y)FUS- i
"""«awpus" v0 aaFUS v0 '«FUS
CKYK, aaw
( sV
H'17 * aa
Y
»«_ aVw'v0 aaw "V0 a
*
(V
T a* '»T da
a<Y)T_ i a(Y)T_ i
*>" a»rT"v0 aaT v0 '«T
aiY)VT_ _a_avT
a(v)VT j a(Y)VT J_Y

Y,
*« awVT"v0" aaVT "v0 °vT
a<Y)TR aa TR
R dw TR da
a(Y)TR i awrg. j_
V QTR
•' avrTR'v0 aaTR V0
d(Y)P! da».
I _
•Y
<H, w *>i da
d(Y)p. I d(Y)p. I
_L- L- v
ap
'^r dw>. " vc aaP. v0 i
Y
7.1.2,5 ö
7.1-15
11
+ Y Y Y (Y
Y6 - (Y6 V +<VR < e\/( e>/( e V <* V.^/H,
where
d(Y)F . . . dY Öo,F dY db,F

( Y
VF• äf • V V *> '«, -HT-) -^ + i-^-)_-ä7
dY4 dLF . dYF
(- ) =3—1smA, F +-T cos A,
do, F 0ü|F 0a,F
ob, F 0b,F ob,F

d(Y) , dY da,_ dY db,
u A! x
8Vdr" « « '^ " " ' 'do, '„ dq ' ' db, '„ dq
dY dLR dYR
- ) -T sin A, cos A,
do.'I R do,R • dolR
dY,
( ) =——^sin A, cos A,
db, . dblB '" 4b,D
(Y)0 :^SU-Y.
uwAzw 'ww I"xw
w
de
(Y. d(Y)VT . .
VT
,v
( \ .d(Y)Tf»-Yu f ZfR_Yv J
VTR-TT • •" TR
d(Y)Pi , ,
lYu
^V, "d6 "i VSS
7.1-16
Y<
7.1.2.6 ft
Y* =W
Yi
J
7.1.2.7 J>
where
(Y d(Y)F <?Y da,. (3Y db.

*V^r=V
a*
• F- /„-Y* /„ (i )-p
"F (^-)^
v -.«, +. . r .^ +. .^
T
F F ao( p ap
a(Y)
1R , , <?Y do,K av ab,„
(Yi r =YMf„ ;v. -Y„_ i7_ +(- )_Ja+(__) •«
Y v z
*w d <£ *w w w w
(Y;) = d(Y)T Y
- .
*'T a^ wT *VT YVT A2T
^VT8"^"* Y
*VT ^VT ~YVVT^VT
(Y
+W"J^"SYWTR ^TR -YVTR^ZTR
%
(Y
*V d/'Y*P, î Y
" VP. ^ZF
y
7.1.2.8 +
7.1-17
Y^ - W sin 6
Y
7.1.2.9 *
n
Y+ * (Y+)F+(Y+)R+(Y^)+(Y+) +1X^^(7^+1 (Y^)p. -f V0
isl '
where
d(YL n fl <3Y do,. <3Y db,F

yp F F F F
d\j, da, dr ob, F or
fl(YL . . <3Y aa,R dY 3b,R
R XR UR R
*R d* (3a, (3r Ob, R dr
(/v.) sisniav j? -Y 1
VT' a^ YvT 'xT V/YT
(
VVT"""äf" = \T ^VTÛVT- .T
(
^\*~df = YvTR X Y
TR" UTR^ TR
Y
(v.) Ä-Y JJ -Y Jf
7.1-18
7.1.3 The Z-Force Derivatives
z
7.1.3.1 u
zu s (zu)F+(zu)R-f(zu)FUS+(zu)w+(zu)T+(zu)VT+(zu)TR+I (Zu)
i=l
where
Ä..«, da f
(ZuV
7 .d(Z)r s
U
F
F" ^5— ~ L~"3—sm (o-€F) + (-r—cos A. F —r—sin A,Jcos(a-€
F F)J
du
7uF duF duF duF
_<3(Z) _
F = - -5—sin
F f ÖD . . . , dLf
F . dY
(a-€F) + (-^—cos A, —r—sin A, )cos(a-€F)
. , . .1
Za-=
F
"(3aF L daF daF F daF > J
-|DFcos(a-€F)-(LF cos Alp-YF sin Alp) sin (a-€F)J
<3(Z)JL
R = da
<Zu).—r
au Zu.+z
R UR QR
au
d(Z)f ton-*-,- -v.i dLR/_A +_dYR .
R sin(a-*R) + (—r—-cos A, +-;—-sin A,_)cos(<(a-eR)]
du0 • du duD
Ä2)R r dD R dLR dYR 1

•a R -sin (a-€R)+(-r— cos A,DR + ——sin A,Jcos(a-c R)
daR L (3a R daR daR R
J
-|^DR cos(a-€R)-(LRcos A,R+YR sin A,R) sin (a-cR)
7.1-19
FUS
,7 1 -a(Z)^S-7 +7 —1~
do FUS ^^sMa-g+T^cosla-g]
U
" FUS (3uFUS -Ldu
uuFUS w
OuFUS J
^(Z)FUS . J «EMsin (a-€FUS)+-^cos (a-cFÜS)]

•GIFUS" a
-|DFUSCOS (a-€FUS)-LFussin (a-€FUS)J
(z
"Vi7:Zu* aw
du
j^ws_l_w j a.£j +—cos(a-€^)
tow
iJl:Jr dDw"$in
v . , . ). +, _dLw cos(a-€ .1
: (a € w)|
a L J
w daw <3aw (3aw
-|üwcos(a-€W)-Lwsin (a-€W)J
€T)+ -^ COS (
UT L J
duT OuT OUj
, ,|Sl._f 42l sin (a-€T) + _|ilco,(a-«T)]
7.1-20
- D7 cos (a-€T) -LT sin (a-eT)!
. d(Z)VT _ daVT
IZU, Zu +Z
VT du - VT aVT-7^-
_ d(Z)VT _ dDVT
ZUvT= sin (a-€VT)
duVT duVT
d(Z)VT dDVT
-a VT d^'''J^TS'm{a-€^^C0S{Q'^
(7)
UU,
- d(Z)TR - 7ZU +7
+Z
J[?TR
TR au TR ^ a 7
d(z)TR raDTJ TR
sinta-gjRJ-t- cos(
duTR -duT|
, .d(Z)TR rdDTR . dYTR , "l

TR L
daTR daTR daTR ^J
-[DTRcos (a-€TR)-YTRsin (a-€TR)J
d(Z)P: da p,
:Zu)p = = Zu
i du ' P:.+Za pi du
d(Z)
oujpjP: r
r dT
aiPj
Pi dNPj I
Zup = = sinip + C0Sip
i d^7 "L-d^ i T^ iJ
d'7)Pj r dTPj dNPi' n
Zap = = Sin,p + C0Sip
i ^7* "Ll^7 i 7^r iJ
L
7.1.3.2 *
n
ZV = (ZV)F4(ZV)R+(ZV)FUS +(Zv)w+(Zv)7 +(Zv)vT4(Zv)TR4l(Zv)p.
i=l '
7.1-21
where
(ZvV o
(Zv>. " °
U
VFUS av v0 dßs V0L a«s "* d/3s J -
(ZV)W=0
(ZV)T - 0
1 V VT
'VT dv v0 ajQs vc L dßs J
ÖY
(7
UV ) = a(Z)
'"" TR = I Ö(Z)TP
—= I —rrr
r ^TR sin
• ,„
(a-gTR».
)+ r-• cos(a-t
„e,„, ),1
TR
'TR A..
av \;
"v0 Aft.
d/ss v. L Afl.
V0L a/3s aß,
a/3 J
d(Z)Pi l d(Z)P, I r dT, duP- -I
L L
(Z I = = ; = l-v^~sin 'Pp + an cos
'P
»i av v0 a/3s v0 L dßs i a/3s |J
Z
7.1.3.3 w
Z^MZ^ +(Zw)R +(Zw)FUS +(Zw)w+(Zw)T +(Zvr)vT +(Zw)TR+I (Z»r)
where
,7(Zwj. ist -Zw

z -iü
^" avr ~ * aa
7.1-22
cKZh _ I d(Z)F . 1
wF aF
" d*f ' V0 daF V0
« aw
atz) R _ d(Z) R _
wR a(
B
dwrR V0 daR V0 "
d(Z)FUS 3a Fu«
(Z^ FUS = Zw
$ ytr FUS 3a
d{Z) FUS a(Z) FUS .

r
a,
« dvrFUS V0 daFUS V0 ~•
aiz)w aaw
(Zw)
a(z)w _ _i_ _aiz)w. j_ z

= Qw
** 3ww V0 daw " V0
(z
UwLi -- J^L-.z
; *-w. -I'll
a(Z)T J a(Z)T I
vrT QT
" " avrT V0 daT V0 "
a(z)VT 7 aa VT
Wl.,"
•^T" avr "WvT a a
. §^hi -1 iiî = -L aVT

wvf
dw-vT V0 aaVT "v0
a(z)7R aaTR
2 TR
(ZwV^'
a vr «- aa
3cz)TR i a(z)TR =__i_z
•w;
TR dw TR v0 a a TR V0 «TR
aiz)Pi da
(Z*r) = z w,
aw p; a a
7.1-23
ftZlpj I d(Z)P.
•w p
i dw>. V0 (3ap. V0 Zap
i
7.1.3.4 *w
W
Z*= (Z*}R +(Z^)T +(Zw»VT+(zÄ)TR- -»-
where
d(Z)R I diZh i , a <*R

aR
*""" aw- "v0 da "v0 da
3(Z)
17 1 T ' d(Z)T » daT
U Za
^T" a^ "v0 a« "v0 T aa
r,. 7I a(z)VT_ i d Cyr

QvT
"Vr" ö*. -v dd 'vn" da
a(z)28
TR - 1 a(z)TR 1 aa TR
BW• a>r V0 da Vc a
• da
7.1.3.5 ^0
Z0=-W sin 0
Z
7.1.3.6 3
7.1-24
H -{ze\ + z ) +(z ) +(z
( 9R ew ö>T + (Ze)VT+(zö)TR+^ (z ) +
j = |
e p.I Tv<
where
d(ZL 0 § dz da, dl dbt

ä
f de F F F p da, F dq
a db, F <3q
A- -C7Q,
•sin
,..(a-€F) + (^—-cos A, p -^-^sin A, r )cos(a-€F)
da. do,_
''F
az. rdoF dLF A avF . A i

T—) =- -7—sin(a-€F)+(-r—cosA, F -•^-sin A, )cos(a~€F)J
ob, . -db,_ abi^ db"».
atz). az do, az ablR
r
(Zö)
Ö =- , : Z.,u Ayz X
R de * * *R R aa, R, aq db, 0
R
aq
do
-sin(a-€R) + (-r—"cos A. +-—-sin A, )cos(a-cR)
da, Laa °\ dQ,
R
do aLo avR
(Ä
ab,
- •ab,
R
R •
sin(a-€R)+(— cos A, +-—sin A, )cos(a-€R)
d(Z)w
u z x
^w d# w w ^w w
(Z )
6 VT3lT"SZuVT^vrZwVT*XvT
d(Z)i
:ZA)
*TR aÖ
£-z..U-rR JL2T" -zur^TR IXTR
&e>p; *%z„' U p _ LZ p -z.

Wp, I.Xp,
ae r
l I r
l r
l
7.1.3.7 ^
7.1-25
Z4 - iz^ +tz+)R+ (z^w+(z^T+(z^VT+(z^+1 (Z^)p
i=l '
where
dzF dz doi« dZ db,F

?F F Yp vp Zfr
d<f> ^ da, F dp db. F dp
d(ZL dZ da,. dZ db,R
(Zi
K
) = d(z)w i Y -7 v Aa
V* d<£ *"* * w Zw
(Z T =
^ 7tI = Zw'T Y
^ T' T **T
ZV
TR YjR VTR ZTR

• di ~
(7-) Ä-z I 7 I
Z
7.1.3.8 »
n
i=l '
where
d(ZL dz da, dz db,F
7.1-26
d(Z)R 0 0 dl dalR dz dblR5
(ZJ,) =-—^=Z
y« di, V
VR
i x
XR
-Z u
UR
A\YR
+(- ) -^+(-—) -T-
(3a, R <?r db, R dr
U
*w~ ö^ "Zvw A*w ÛW*YW
=
\Z ij/i —r~~;— :Z\i
V A«
—
Z,iU AvY
* T (3 vj, T *T T T
(ZJj - —r-:— = ZvV Aw -"Z„U AYT

^ VT Ö ^ VT *VT VT VT
i7-\ a d(Z)TR_7
Z
0 7 0
*• ^ " VTR ^XTR-ÛTR^YTR
d(Z)p: p -
7.1.4 The Rolling Moment (£) Derivatives
The rolling moment (about body X-axis) can be

written in its abbreviated form as:
£ =1(2), --I (Z)ii'Y~(Y)i^ + (X0)i +Zj

i=l i=l
where
(Y)j and (Z), are forces i:i the Y ani Z directions of body
axes,respectively, due to ith aircraft components, and ^Y-
and iZ\ are respective moment arms.
(X0)j is the steady aerodynamic rolling moment about air-
craft C.G. due to i *h aircraft components, andXjis the
inertia rolling moment.
7.1.4.1 û
7.1-27
iu-ßuVV^^F+ßuUYR-lW
R Z R
+(ZJVTiyVT -(Vu)VT^2vT «ZJî^ -(YU)T^zTR
L r r r r
... i i i i au au Cu du
where
djfpus d <X Fus + d<^Fus 3a FUS
du ^ U FUS âFUS au
dX HUB, a<r HUBc öl,
Uo
^HUBc da.
+ r
du du f (3aF <3u
ÖcZ-HUBi HUB. aZHUB R *«,,
+
du Öu au
7.1.4.2 I,
*-v
Xv= (Zv)FiYF-(Yv)Fi2F + (Zv)RiYf, -(Yv»R^R
+(ZV)W V(Yv'w^w +(ZÂ -<VT *zT
+ (Zv)VT^VT-(Yv)VT4VT+(Zv)TR^TR-(Yv)TRX2Tft
+ I[(ZV)P:V(YV) , * . +~^]
v a/3 0 s
I '
7.1-28
I doLpus dZ-HUBc i^HUBo v
v0 dßs dßs aß.
7.1.4.3 ^v
°^- v^~ '^v^ ^Y *¥T' z w* Y * nr* z
+ (ZJW >?YW -(YvW'W

W
) L +(ZJ,/
Y
T
V -(Yr) /2
W
T "TT ff T
W»VT YyT W*VT ZVT WTR YTR W'TR ZTR
;7.L p
i p
i p
i p
i V0 da -1
+ _rf±i
I rdZ FUS d£HuBF dZ HUB.
•]
Vrt L da Ca da
where
dl FUS doZ^FUS öapus

da daFUS da
HUB. d(L HUBF dar
da daF da
dY
•^HUB R d°c HUBR
*«.
da da
7.1.4.4 ^ w I
7.1-29
£*•* <Z*.)R.fyR +(Z^)T^YT +(Z*-)VT^VT+(Z#)T|,i TR
7.1.4.5 ~r_B
Z
R
+ ^)V{Y*li«W+^V^T"tY*)T^T
+ (Zn) LY "(Yn)
C
| Z +(ZA) 1Y -(Yö)
a
|
°VT VT VT VT °TR TR TR *TR
1 <3Q PJ "I dZ.HUBF ÄTHüB,

^[HV'^V
i=l i ' !
z
Pj' dq J dq dq
where
d^HUBF d<£HuBF | dc£HuBF ebfl Ms db,

A Z
7 _ , , i Ay.
X — ' i '
dq du F V0 da F 2 3
3^HUBR ^HUBR | d£ HUBR ebfl2M$ db,

Z X
dq du R VQ da R 2 dq
7.1.4.6 ±_g
=I
^0 XY
7.1.4.7 2lj
7.1-30
TR
do p. 1 d£ HUB, a/ HUB.
+ w 1 +
J?,[«A,S - *, Vir ] aP
where
3*-HJBF ' r WXHUB F OCZHUBF ebfl. M, 5b|_

+ -l-r-^-l
dp VT L /U
da *V
YF Jfl
dß s
*ZFj 2 dp
a* HUBp I r ftTuna-
HUB, doc HUBp eb&2M„ db,
vr da "/v. -
dß. I •R- 2 Op
7.1.4.
X$
+» £s"~lxx
T •
7.1.4.9 ^
+ (Z*)w<Yw-(Yt)w<Zw+tZ#»T'YT-(Yt)T^
7.1-31
+ (Z
^VTivVT-iY^)VTiZvT + (Z^)TRlYTR-(Y^)TRl ZTR
n r
dQp-1 3jHUBF
Hua. dX\
m,p,:
HUBi
+1 [<Z*VV(Y*U.
i i
0.+ 4^1 + -'
•i "*i a
i=l
where
ai HUB. dX HUB, a«r HUB ebi22M_ db

Or •iv - =•1. +
v0 dßs du 2
al„ UB.
1
ajTHUBR aXHUB ,2,
ebii'M
L - au L +
7.1.4.10 Z*
oL ^ = I xz
7.1.5 The Pitching Moment (M) Derivatives
The pitching moment (about body Y-axis) can be

•I(M), .l[(X),J 2-(Z),J x+(M0)i]+MI

i=l i=l
where
(X)j and (Z)j are forces in the X and Z directions of
body axes, respectively, due to i aircraft components,
and /^x; and lz\ are their respective moment arms.
7.1-32
(M0)j is the steady aerodynamic pitching moment about
aircraft C. G. due to ith aircraft components, and Mj
is the inertia pitching moment.
7.1.5.1 Mu
M
u=(HV(MrV(HV(z<Vx.
+ (xu) L -(Zu) L +(xu) L -(zu) L
+(xu) VT LVT -(zuVT

U
) LVT +(xuTR
Z
) LTR-(zu) TR JxTR
U X U Z U X
4[(xu,p,v-(zu)p.iXp Ä]+i^-Ä
i=,
L
i K
i K
i K
i du J
du du
dMHUB ÖQ
4. 5. +
au au
where
ÖM FUS dMFUS aMFUS daFUS

au 5u FUS FUS au
HUB, dMHUB, aMHUB aa
+
au duf daF du
HUB, aMHUBR aMHUBp da

+
au du öctR du
<30TR aoTR aQTR daJR
au auTR aaTR au
M
7.1.5.2 v
7.1-33
Mv - (xv)FV(H V(M« V(z^x«
+ (Xv)wiZw-(Zv)^xw+^vV^T-(Zv)T^T
n r I aMp-.-l
dMpus <3MHUBF ÖMHUBR , ^QTR

+ —( d>3 "+ dß +
dßs +
dßs
V0 s s
M
7.1.5.I; W
Mw =(Xv)FiZF-(HX"r +(X
^R^R -(Z^R*XR
+(XW)WIZW-(ZW)JXW+(XV,)T*2T-(ZW)TJXT
+(xw)vT4VT-(zw)vTlXvT+(xw)TRiZT-(z^TR^x TR
I <3MFUS (3MHUBF <3MHUBR <3QTR

+
vT do (3a 3a da
where
dMFUS <3MFUS (3aFUS

(3a <3aFUS (3a
7.1-34
dv ,'JBp (3M HUBp
aa daF da
^MHUBR aMHUBR *°R
aa daR aa
dQTn dQ TR âTR
da aaTR da
M
7.1.5.4 w-
M W-=(*W-)RKZR (Z^-)RAXR -M*W\*ZT

Z
( W\-*XT
+ (XJ L -{Ztf lx +(X^ I -(Zyr) J TR
M
7.1.5.5 ö
+(XA)
Ö
L
Z
-(2o) L +(Xo) JL -(Zo) i
Ö X a Z ö
VT VT VT VT TR TR TR TR
dMo:~\ aMHU8p aMHUBR
i=l
7.1-35
whr»re
ÖM HUBF dM HUB 1 ^MHUBF ebil Me d Oi.

r l)
du
-L -- da 'xF + -(—r-
i-F
V0 2 dq
HUB. C*MHUB 1 ^MHUBR ebfl, M. da,_
'x„ + - (—7-1)
d du *i.- da
M
7.1.5.6 0
M£ = -IYY
M
7.1.5.7 *
(Z ) I +(X ) I (Z )
+ (VWV *W % * T ZT" + T^T
+
^VvT^VT-(^VTixVT+(X^)TR/zTR-(Z^)TRi TR
(3MP dMHUBc ÖMHUB

+Z[(x^)p.4p-(z^)p/? p
+ + ; + *
1=
. i d
where
dM HUBi r^MHUBF ^MHUBp^ eb&2M d«

V0 >• da 4j +
dp
7.1-36
^MHUBR I [ ^
M
HUBR_, ^ M
HUBR ebü2Ms (3a, R
+
dp V0 *• da R ,^s -<RJ 2 dp
MI
M
7.1.5.8 *
MX = IXY
M
7.1.5.9 *
+(XJ,) JL -izjr) *x +«i) L -(ZA) Jx
+ (X,i,) VT JLVT -(ZJ,)

y Z
• VT
LVT+(Xür)
^ TR
J2TR-(ZA)
X
^ TR
LTR Z X
"f p 0 ^MPil <?MHUBF <3MHUB

(Z + + + J
+ ;-i
1 (x*)pi V
L p p ^PAP.i
p p ~F^
Or •
"^7^
or
"X"
or
where
^MHUBF I dNIwiHp dMHUB ebfl M

du
-JLTF +- 2 Or
V0 t\*,
<3MHUB. I (3MHUB dM HUBR „ ebft M
eb£ ...s (3a,.
... _,R
or V0 <3/3s
LXR - du dr
7.1-37
M
7.1.5.10 $
M^; = IYZ
7.1*6 The Yawing Moment (N) Derivatives
The yawing moment (about body Z-axis) can be

n n p -I
N*X(N)j =Z[(Y)iiXj-(X)|lYj+(N0)ij+NI
i=! i=l
where
(X)j and (Y)j are forces in the X and Y directions of
body axes, respectively, due to i aircraft components,
and AXJ and AYj are their respective moment arms.
(N0)j is the steady aerodynamic yawing moment about

aircraft C.G. due to i• aircraft components, and Mj
is the inertia yawing moment.
N
7.1.6.1 "
Nu = (Yu)flXF-(Xu)F!YF+(Yu)R«XR-(Xu)RiYR
0
+(YU)WV <U)WJVW+(YU)TJXT-(XU)TJYT
+(YulJxVT -WUUY„ «W«„ -«U)JYTR

n ^NFUS t doF aoR
|
+X (Yu)pAp.-(Xu)p.^Yp.
D. '*p. '"U'p.'Tp
| | r r
I l J
du du du
7.1-38
where
dNpus (?NFUS üNFUS daûs

du (3uFUS dctFUS (3u
dQF (3QF (3QF <3aF
du <3uF daF du
doR 8QR (3QP daR
+
<3u duR daR du
Nv
7.1.6.2
Nv=(Yv)FiXF-(Xv)FiYF+(Yv)R^XR -(Xv) «
+ (YVv) W iX*W~(Xy)
V J?Y +(YVV) T LXT -(XvV) T J?YYT
W YW
+^V)VT«XVT-(XV)VT^VT+(YV)TRJ)(TR-(XV)TRJYT9
n r
+ ! ( ^NFUS , dQF dQR
p, 'Pj. V dßs dßs ^ dß '
7.1.6.3 *V
Nrs«VF*xF -(VF^YF +(VUxR -(Xw)J
W w Xw W w Yw W'T Xy Wy YT
7.1-39
+(
VvJXvf(XûJYuT+(Yvf)TTRJx*TR
-(Xvr'TR
)Toi W T
TR
( + f s
+i[(v),v^),v]+r
i=l L
i 2 i i p
V ^
da T
da -^
da ' p pJ
0
where
<3N FUS ^NFUS âFi

FUS
da daFUS aa
<3QF dQF da c
da (3aF da
ÖQR ao„ da„
da <3aR da
N
7.1.6.4 w
NW= X
~( W^YR -(XWVYT "^W-^T
Y
VT""
(X
^TR
Y
Tf
7.1.6.5 Nö
+ <Y*V*xw -(xö)w^Yw+(Ye^xT -(xö)TiYr
+ (Yö)
0 VT
LX VT
-(Xö)
ü VT
LY
VT
+(YA)
tf TR
LX -(Xß)
TR 0 TR
JL>
TR
7.1-40
do«
L p p K
j =l i i i V 0q
where
ÖQ do. I dQF , dQ, dalf dQ. db,

Z
dq du F V0 (3a AXF do,F dq db,F dq
do. ÖQ. do . , do. da,. do db,

dq du •Jf,z" ~ v0 da x
" da,, dq db,. dq
N
7.1.6.6 e
NJ'IVI
N(
7.1.6.7 F-
N^=(Y^)FfXF -(X^)F<YF +(Y^)R^R -(X$)RJ ^R
+^)wi8w-(X4)wlY. +(Y^)T«XT-(X^)T«YT
K
- ^VT^VT-(^'VT^VT + (^)TRSXTR-(X^)TR^
TR
+lW*Xp -<x*>A ]+-x1 --T5
7.1-41
where
i dQ. dQr aQP da dQ. db IF

*2L
d/VV
Y
Vo da F 'da, dp db,_F dp
dQ da, dQ. db,
1Z ) + (r—^H-r-1) MT—-) l-~')
dp V0( da Y
R~ d/3s R da,_ dp 3b
N
7.1.6.8 *
N
7.1.6.9 *
V,Y*V*XF -«f),lYp +(VR^R-(VR^
+ (YJ üx -(XJ,) JL + (YJ,) L -(XJ JL
+{YJ,) f
L -(X^ JL
Y
+ (Yj,) JL X
-(XJ,) JL
Y
VT *VT TVT VT • TR TR * TR TR
n
r doF aoR
+ (Y Ä (X ) +-
lL *V, v * nS
where
dQ. I dQ. dQc dQc da,c dQc db,

X Y
dr V0 d/3s F du F (Jo, dr (3b, dr
7.1-42
doR i aoR dQ„ dQe da,. oQR <3b,
Ax AY
dr ~V0 dßs R du " do. dr db, a
7.1.6,10 N^
N^'-Izz
7.1-43
7.2 CONTROL DERIVATIVES
In response calculations, particularly when stability

augmentation devices are used, it is necessary to
determine the control derivatives.
For some high performance helicopters, especially the

compound type, the control system may consist of a
mixture of conventional helicopter and fixed wing air-
craft controls. The analysis of this type of control
system is beyond the scope of the present work. However,
the mathematical procedures given below for the conven-
tional helicopter controls can be readily modified to
include such control systems.
The conventional helicopter controls consist of:
(a) Pilot Longitudinal Cyclic Control (B, )
The longitudinal co. ~ol, B(, , is applied through

a forward or aft control stick motion. This
control gives rise to a pitch moment about the
aircraft center of gravity. For single rotor
helicopters, the stick motion actuates the longitu-
dinal cyclic pitch, B|_ . For tandem rotor heli-
copters this control, which in some cases may also
activate the cyclic controls of both rotors, B|F
and B, , always applies differential collective
pitch. Differential collective pitch is achieved
by reducing the collective pitch on one rotoi head
and increasing it on the other.
On tandern rotor helicopters, the control moments

due to longitudinal cyclic control are very small
compared to those obtainable due to differential
collective pitch. Hence, longitudinal cyclic pitch
is utilized mainly to maintain the flapping of the
rotors within reasonable limits. In some modern
tandem rotor helicopters, longitudinal stick
activates only the differential collective pitch,
and the longitudinal cyclic pitch is a separate
system which may be programmed automatically with
speed.
7.2-
Mathematically, the longitudinal control of a
helicopter can be expressed as:
B.c"diVe'Vf' AV9i&eo,
where d, , e,, f, , and g, are the appropriate linkage

ratios between the stick motion and the actual
control motion. In the case of single rotor heli-
copters, the linkage ratios e,, f, , and g, are zero.
For tandem rotor helicopters, generally d, = e,
(or both d| and e\ may be zero for some modern
tandem helicopters), and f, = g, . Thus, the longi-
tudinal control for tandem rotor helicopters
becomes:
+
VVB.F BIR)-MA0OF-A0OR)
(b) Pilot Lateral Cyclic Control (A,

c
The lateral control is applied through a lateral
stick motion (right or left) which activates
lateral cyclic pitch control at the front and rear
rotor (A, F and A, R ) in the same direction as the
stick motion.
The lateral control can be expressed as:
A
U=d2Alc+e2Al,
where d2 and e2 are the control linkage ratios.
For single rotor helicopters, e2 =0 and, for tandem

rotor helicopters, d2 =e2 , thus
Vd2(V\
7.2-2
(c) Pilot Directional Control (Sr )
Directional control is applied through a pedal

movement. For a tandem rotor helicopter, the right
pedal forward applies the lateral cyclic to the
right on the front rotor head (A( ) and to the left
on the rear rotor (A, ) . In the case of a single
rotor helicopter, the right pedal forward increases
the thrust of the tail rotor to the left, through
a change of tail rotor collective pitch (A6VJ.
In general, the directional control can be expressed

as:
Vd3A'F-e3AlR-f3A0OT|
For single rotor configuration, the linkage ratios

d3 = e3=0 . For tandem rotor configuration, f3 = 0
and d3 =e3 . Hence, for tandem rotor helicopters,
&rcsd3(AlF-A,R)
(d) Pilot Vertical Control [9C\
Vertical control which is achieved through a change

in rotor thrust is applied through a collective
pitch lever, which activates the collective pitch
of the front and rear rotor in the same direction.
Thus:
0c = <i4A0OF+e4 A0Of
For a single rotor helicopter, the linkage ratio

e4= 0 , and in the case of a tandem configuration,
d4= e4 . Thus:
ÖC = C14(AÖ0F + AÖ0R)
7.2-3
I
(e) Stability Augmentation Systems
Stability augmentation devices are utilized to

introduce corrective control inputs automatically
into the helicopter control system. These inputs
are generally mixed with pilot control inputs.
The total control motion can be written as a super-
position of inputs from the pilot control and from
the stability augmentation system as follows:
Longitudinal Control
B,=J, 8,c+B,s
Lateral Control
A,=J2A,C + Als
Directional Control
=J
&r 3&rc+Srs
Vertical Control
® =J40c + 0s
In the above expressions J, to J4 are the pilot

authority ratios for longitudinal, lateral,
directional and vertical controls, respectively.
7.2-4
7.2.1 The Longitudinal Control (Bic) Derivatives
7.2.1.1 XBir.
ax aB,F ax a0OF d* ae,R ax a0OR

+ +
c aB,F aelc de0f aB,c aBlR aB,c de0 R dB.X
= i rax , dx i i ax ax
d,'I l^Bu.
^"1 aB. J f, aôp daOR
where
= -r cos(a-6F)-(-r—cos
F A. -•=—sin A.) sm(a-€F)
dBlf aaF daF * aaF v
ax I._
_ aoF MSfa
, .<F)+(
w,aL F C0SAiF
__ A -_ayF 8inV8in(a
. .<F)
/^y ^n^ ai_R ayR

cos(a-€R)-(——cos A, +——sin A, )sin(a-cR)
aBlR aaR aaR '« a a,
ax ao, aLR av R .
cos(a-€R)+(jr— cos A, + —-sin A, )sin(a-eR)
R R
ae0R aö0R 00oR v°oR
Ye
7.2.1.2 ic
1 r av av]
L
\ d . dB,F aBlR J
where
av *-F
-r— sin A, , dYF
F + —— cos A,
A
aB, daF daF *"
7.2-5
dY (?LF A , <3YF
*-(-;—-sin A, ,R- ——-cos A,)IR

dB,. da* da*
dy di_R <3YR
sin A.lR - - . cos A.lR
ae0R aö0R dQ'OR
f
z
7.2.1.3 Bic
z*B .j-rjüL+jii—Lr-4L—ail
^ 'r.
•c d. LdB
d, UlB.lF dB.lR J
dB f.i ô
Laöo.
0p dflr-J
ô R-
\diere
- »-r-^sin la-f.¥) + l-r—^cos A,--—-sin

F
A,_)cos
F
(a-€F)
dBlp daF daF daF
dZ r dDF . dVr
de OF =
-^ sin(a €FHl
" ^ C0S
^"^sin^)C0S(a"€F)
dZ dDR .
sin (a-€R) + (-r—R-cos A, R + ——sin A, )cos(a-€R)
dB,p daR daR daR
dz_ \uudo.R sin(a-€ )+(-T7r—cos

dL A 4,
dY
* sin
• A. )cos (
Li w R
R A,
,R *-«R>]
dÖn.
«oR"! d0„_ d&_
OR
R do0R
d6 'R
«O BB
7.2.1.4 ~ 'c
x c -4 a/ , a£ aX aX]
d, LaB, F aBlR HI- ^0f ae0FJ
7.2-6
where
aX dz av a£ HUBF
dB, dB—t c;a,c uF +
AZ
öB,F
dX
döA.
dl
ddt v +
dl HUB
o0OF
F
dX _az_ ji_Y_ a£ HUB R
d
\ <*,„ V<JI,RV aBlR
dl HUBR
Y Z +
deQ ae0„ «~aen/ * aa
and
dt HUBF ebß Ms dblF

dB, F daF
dt HUB R _ ebfl Ms ablR
dB IR da
M
7.2.1.5 Bic
MB. =— dM dM i r dM dM
L
'c d, dB •F dB |R f. L
d0oF d0OR
where
dM dx dz dM HUB F
dB 'F dBlF ^ F L +
dB, dB,
dM dx _dz . dMHÜBF
dön- dfl
7.2-7
dM ax
aB,H aelR z
a dB(„ *XR dB,
R
dM ax ? ^Z 0 , dMHUBR
and
M
^ HUBF ebfl, Ms c3alF
B
^ iF 2 F (3aF
<3MHUBO ebü Ms da)o
Na
7.2.1.6 ic
Nfl s_L(JN-+_äN_,__L(_dN___dN.)
•c d, aB,F aBlR f, ae„F ae0R
where
<?N av f ax aoF
aB,F "dB,/xF aB,F V aB,F
<*N _ av ax aoF
a^0F de0/*F de0F*YF de0f
Q
du _ av _ax_p ^ R
aBlR aBlR R aBlRAYR
Ax
as!R
aN av _ax_n aoR
x
ae0R ae0R" R ae0R YR ae
and
7.2-
dQF
;T.F.)O-R 1J \d^\
F
r a Co -,
do
(T.F.)o-R
(3B, • (3ac J
7.2.1,7 Stability Augmentation System IB|S) Derivatives
All required IB|S) derivatives for stability augmentation

systems are identical to the control derivatives (B|c)
presented above. Thus:
°°B,S <^B,
Ss'^'c
MB,s - MB|c
z
*^w "V • NB.
NOTE: In order to obtain the longitudinal control

derivative (B|C) or (B|s ) for a single rotor
helicopter, all derivatives with respect to
QQJ B| , and 60 are eliminated.
B
7.2.1.8 Rate Derivatives^ and 'S'
The rate derivatives, B|C and B|S , are considered to be

small and are herein neglected.
7.2-9
7.2.2 The Lateral Control (Aic) Derivatives
XA
7.2.2.1 IC
ax (3AIP ax aAiR _ j_ _ax_ â_x

k,
c"dA,. dAu dAu ÖAu d2 dA,, ÖA,,
where
-^- = -(LFsin Alp+YFcos Alp) sin (a-cF)
u
'" = -(LR sin A, -YRcos A,J sin la-€R)
dA
YA
7.2.2.2 »C
Y I (-^-i~
= —i- , <3Y -f-. dY
A
«c d2 aAlp (3A,
where
dY = L cos A, -Y sin A,
F F
ÖA,F
dv = L cos A,B + YR sin A,

R
'R
aAlD
7.2.2.3 '<
•c d2 aA,F aA,p
7,2-10
where
dz = ILF sin Ai +YF cos A,F)cos (a-€F)

<3A,F
dz = (L sin A, - Y cos A,J cos la-€ )

9 R R
ÖAlo
7.2.2.4 Â>c
XAi .J-^ + iÜ)

'c d2 dA,F dA IR
where
dX dZ dV dXHuBK
= YF ZF+t
^7 "ä^7^ "l^r aAlF
dX dz dY dX HUBR
Y ZR
dA. dA. * dAu dA
d«XHUBF ebü Ms
dA,F I
7OLHUBR ebfl Ms
M
7.2.2.5 *ic
\ d2laAlF +
aAlR'
7.2-11
where
A
dAlF aA,F ^F dAlF
du . dx M dl f
öA1R aAl> aA,/*«
N
7.2,2.6 *ic
'c do dA. ÖA,
where
ON ÖY - dX |
dAlp dAlF F aA,F AYF
AX
aN ay p ax t
x Y
flA,. "dA, ' « dA,. «
7.2.2.7 Stability Augmentation System ^'s^ Derivatives
All required (Au ) derivatives for stability augmentation

systems are identical to the control derivatives (At )
=
AA.
A|S X A,
A.c A,s " *^ Ai
«'-'Ai A,c
= =
Âi
M Âi Âi Âi
's 'A 'S 'C
7.2-12
-A's=iA'c s, "»»,.
NOTE: In order to obtain the lateral control derivatives

IA, ) or (A, ) for a single rotor helicopter, all
derivatives with respect to A, are eliminated.
7.2.2.8 Rate Derivatives Â|c and ^s)
The rate derivatives (A|- and A| ) are considered to be

7.2.3 The Directional Control ^rc) Derivatives
X
.2.3.1
7.2.3 *rc
ax dA,F dx dA,R dx d0OTR

rc
<?AlF asrc aAlR asrc **Tn d
K
ax ax,j_ ax
•-M
d
3 <3A,F aAlR f3 ÖÖQTP
where
ax dYTR sin
. ,(a-€ )—r-—cos(a-€
, aoTR ( .
TR TR)
as0TR ae0TR de OTR
7.2-13
i *
Y6 s-L(_ä3L__äY_)__L_£L
8
'c d3 <JAlF dAlR fj dd0rn
where
dY dJ TR
^cTR ae0TR
Z
7.2.3.3 Src
7 - ! ( dz dz. i dz
Vd3 <3AIF dAlR f3 ae0TR
where
dz dY TR , * , ÖDTR . .1
d0oTR -[•LdöoTR cos (a-eTR) + -j^— sin la-cTR)

asOTR
S
7.2.3.4^ r(
•f ! dX d<£ > I dX
S =
rc d3 dAlr. " dAlR f3 d0oTR
where
dX <3z..AY-.__äi_£
i /\ A
a ftOTR ôTRAY- de0^*T*
7.2-14
M
7.2.3.5 8rc
Src dj dA,F dAlR fs d$0jH
where
dto dX , dZ . . ÖOTR
lr-.--Zr-L
Z x +
ôr« ^ TR de0TR T« ae0TR
N
7.2.3.6 Src
K ' d, dA,F dAlR f, d6oTR
where
7,2.3.7 Stability Augmentation System (Sfs) Derivatives
All required (8rs) derivatives for stability augmentation

systems are identical to the control derivatives (8r )
V XSrc ^8rf S^Src
5r8 brc
7.2-15
Z
VZSr N
Srs =N
8rc
NOTE: In order to obtain the directional control

derivatives (8r ) or (Sr ) for a tandem rotor
helicopter, eliminate all derivatives with
respect to l#iTR). *n tê case of a single
rotor helicopter, eliminate all derivatives
with respect to (A, ) .
7.2.3.8 Rate Derivatives [g[c and Srs)
The rate derivatives Src and Srs are considered to

be small and are herein neglected.
7.2.4 The Vertical Control ^c^ Derivatives
X
7.2.4.1 ftc
ax de0f dx de0R i ax ax
x
^c a^7 ^^"^"aaT T4 'ää7F aö7R)
= = ( +
where
dx dOF . XJ, dLF C0S A

. 3YF A % , , x
— = - —--COS la-€F) + l-TT— IP" T^"S,n A
lr' S,P 1O €
" F'
dx dDR , , , . aLR . ( 5YR

,R R
cos(a-eR) + (-TTT —cos A.+^-r—sinAu)sin(a-€ R)
ae0R ae0R ^0R aev
7.2-16
>'
Y
7.2.4.2 flc
f
e
where
<3Y ai_R . JYR

= ^sm A, —rr-2- cos A,
aö0R ae0R * a*0R *
Z
7.2.4,3 3C
7 . i, dz . az
"öc"d4 aö0F aö0R
where
az r «DF , v . du ayF i
•- L To~sm(a~€^ + ("äI—cos A,F-——sin A!p)cos(a-€F)
««op ôF dt0F- * de0f
dz ÖD«R
r aD au
ai-R ayR i
= sin {ar ]+( Cü8 + sin cos {a € ]
deQR ".Iö9
757 0R *** *de
Ä5T 0R \•« 357
a&\,R V - «\
7.2.4.4^flc
' -_L( <£•£ i <^î
7.2-17
,..
whe..—
-Jfv -Tr/7 +
a** a$0FAVF dB**1* ae0F
dX dZ (?Y (3XHUBR
^0/ d9o**n~ d9t***~ d90R
M
7.2.4.5 0c
where
^M a* âz_ L aM„UBF
lF
*7- in AAy,
^0F da0, ae 0F *F w
3M ax az dtA HUBR
a Lf --nrL +
*oR M* " ô, *" <*0OR
7.2.4.6Nflc
where
aN _ aY _ax_ doF
aö0F a^ >< avVF *«o,
7.2-18
3N av . ax „ dQR
aö0DR Ax AYo
A A
de. X
«0
ae0o
AO
U
R
** ae~°R
(fl
p )
7.2.4.7 Stability Augmentation System s Derivatives
All required ($s) derivatives for stability augmentation

system are identical to the vertical control derivatives
(Qc) given above. Thus:
\ -' \ X0s -xe
Mn =Mn
#s Bc #s °c
N =N
*e%'z'c es ec
NOTE: In order to obtain vertical control derivatives

for a single rotor helicopter, it is necessary
to eliminate all the derivatives with respect
to (0OR)
7.2.4.8 The Rate Derivatives ^c and #s)
The rate derivatives {Qc) and (0S) are considered to be

7.2-19
7.3 LOCAL DERIVATIVES
The local stability derivatives contained in this

section are presented as partial differentials of
local forces and moments of aerodynamic components with
respect to local wind conditions. These derivatives are
expressed in a suitable nondimensional form and are
obtained for the following aircraft components:
* (a) Main Rotor (or Rotors)

(b) Fuselage
(c) Wing
(d) Horizontal and Vertical Tailplanes
(e) Tail Rotor
(f) Propulsion system
7.3.1 Single Rotor (or Front Rotor of a Tandem Rotor

Helicopter)
The rotor local stability derivatives must be evaluated

at the required rotor solidity (<5). These derivatives
are obtained by utilizing the values corresponding to
rotor solidity of 0 = 0.1 and by applying the
appropriate solidity correction factors presented in
Section 7.4. The rotor derivatives for 0 -=0.1 were
obtained from the theoretical results of Reference 1
and are presented in the form of nondimensionalized
charts in Section 7.5.
Some of the rotor derivatives, such as Y-force and

coning angle (0o), for which the numerical data was
not available were determined analytically using the
classical rotor theory. Wherever possible, these
derivatives were expressed in terms of rotor
parameters for which the performance data of Reference 1
could be utilized.
7.3-1
U
7.3.1.1 The Longitudinal Speed ( F) Derivatives
(T.F.) a ^(^)-
(3uF &R 1 L da {
d(-C°'
(3uF "l OR JF L aM J
(T.F.)crl r£JTT
duF ftR -I L du.
aop r (T.F.) o-i r at-%)

aUF "1 a JF t '/* J
F
(3a, dat
2--( ., > , )
<3 U F SIR F a/x F
ab,r I (3b,
•) ( )
(3uF &R F aî
HUB. eb.0, M. <3b
'-)
d uF F OUF
aMHUBF ebn M S d0|

F
» (
(3uF (3uF
7.3.1.2 The Angle of Attack (gf) Derivatives
aLF
(T.F.)crJ
a(^)
(3 a F (3ac
<3DF
(T.F.) ex J
(3aF (3ac F
dYF
(T.F.) cr
r dfe)
22]
dctf ac -"F
7.3-2
_|£i = [(,,)aR] [M]
L J L
da? F aacJF
*-(
daF dac F
db, (3b,
- =(-r~)
<3aF dac F
^HUBF
eb
'°- M ab,
M } (
A
)
da? F 0aF
<3MHUB ebü2M,
^ = (
daF F OaF
7.3.1.3 The Side Slip Ws) Derivatives
= b,
dß.. "F
ab,
= -a,
dß
dQF dQF daif dQ- <3b,F
a/3s aa,F a#s ab;p a/3s
a«^- HUBF
= -M HUB
dßs
aMHUBF
HUB F
7.3-3
• •
7.3.1.4 The Angular Pitching Velocity (q) Derivatives
34 1
2
dq dq F Ly
r^(i883-/i )JF
db, db, r 1.803

1.805 l
!
= (-7—) '
dq dq 'F L ft (l.883+/i2)JF /
7.3.1.5 The Angular Rolling Velocity (p) Derlvat.ivps
<3oiF do, r 1.883 ]

dp dp 'p L& (I.883-/I2) JF
^b»F s ( dbi s f" 34 I

dp " dp F " Lyft(l.883+/i?) JF
7.3.1.6 The Angular Yawing Velocity (r) Derivatives
da, L da, do, da, fj.

=M .--Ê-.Ä {JL
dr dr F dft d/x p ft p
db,.. db, a
dr d/i. F ft F
7.3.1.7 The Longitudinal Flapping Angle ^Q\^ Derivatives
dLF
da,F
7.3-4
ÖDF
=L
da,F
avF
= 0
•IF
•«
da, J -fMM''4^1
2 F
(3QF
•[<"-] [^]
7.3.1.8 The Lateral Flapping Angle tbjg) Derivatives
at-,
= -Y,
ab,F
=0
»L
(3b,.
r ac-#)i a r , i i 2, i l
4 8
Co,
&• [•"••"•][4?*]
7.3.1.9 Rotor Collective Pitch (&F) Derivatives
dl
J L
dQ* F din *r
7.3-5
. •;
d%F L JFL de75 J
CQ._ I
L J
a^,F v dö.75 F
eb M
d*£ HUBcL ^ e ^b,
-T =( *0 (T~-)
a^ 2 F de.75 F
ÖMHUB_ ebft M_ da,
L = ( 1) (——)
dq* 2 F de75 F
7.3.2 Rear Rotor of a Tandem Rotor Configuration

The local derivatives for the rear rotor of a tandem
rotor helicopter can be obtained in exactly the same
manner as those for the single rotor presented in
Subsection 7.3.1. However, to avoid duplication, the
majority of the rear rotor derivatives can be formulated
by changing suffix (F) to suffix (R) in the equations of
Subsection 7.3.1 with the exception of the following:
db »R I 1.883
dq • L & (1.883 + /i )JR
db.'R I 34
dp Lxft(i.883+^2)
doiR da,v tfjL
,, ) ("TO
ox of! R a R
db|R db\ a
Or Op p \l R
7.3-6
= -b
dßs
8
a
dßs
VXHüB R
- =MHUB
dßs - «
^MHUBR _
z
a/3s " UBi
7.3.3 Fuselage Derivatives
The required local fuselage derivatives are

obtained by taking slopes of the appropriate fuselage
data. It is recommended that the actual test data such
as presented in References 2 through 4 for various
fuselage shapes be utilized for this purpose.
U
7.3.3.1 The Forward Speed ^ FUS^ Derivatives
dLFUS 2
LFUS
d"FUS "V0
dDFUS 2
- Vo DFUS
duFUS
<3YFUS 2
YFUI
"V7
<^FUS . 2 r
Fus
U
^ FUS v0
(3MFUS
= ^-MFUS
^"FUS
•tM~
<3NFUS
duFUS
7.3-7
7,3.3.2 The Angle of Attack âFus^ Derivatives
aC
Êus_
= qA
A, (, LFus
daFUS ""'"•'da FUS
^•«^lÄ»>
d« - ""««' aaVus
FUS
JZ
oa
Fus
-q Aûs (-r—>
oaFUS
qA
da«. Wrus< d >
Ö«FUS «'WFUS' aapus)
-4- "qAxFUS;(FUS("n '

OQFUS CaFUS
7.3.3.3 The Side Slip Angle ^s' Derivatives
aL
FUS ... , a*,, US
- < A*FOS
FUS
<?/3s ' * 'dßt
aD
FUS . _ . , <*„„,,.
A
a/3s = 1•'•-FUS-
XFUS a/3s .
aY
FUS . ,^FUS.
îui . q A X fe*)
aM
FUS . „ . 0 <^FUS,
dßs 'qAxFUSXFUS(-ä^7'
7.3-8
dß " xFUS FUSl ^
NOTE: The remaining fuselage derivatives can

be neglected
7.3.4 Wing Derivatives
7.3.4.1 The Forward Speed tyw) Derivatives
Vo
2 „
Vo
7
.3.4.2 The Angle of Attack (qw) Derivatives
<3LW
— = q awSw
dDw 2LW
aw
daw 7r( ft)w
The remaining wing derivatives may be neglected.

However, if required,the additional wing derivatives
can be obtained from Reference 5.
7.3-9
• -
7.3.5 Horizontal Tail Derivatives
The horizontal tailplane derivatives can be obtained

in exactly uhe same way as for the wing by changing
suffix (W) to suffix (T).
7.3.6 Vertical Tail (Fin) Derivatives
U
7.3.6.1 The Forward Speed ( VT) Derivatives
dL VT
VT
3uVT Vo
do £1 = 2
D VT
dUvT
7.3.6.2 The Angle of Attack (q VT) Derivatives
(3UT do VT
=0
a
daVT ^ VT
7.^.6.3 The Side Slip Angle tfts) Derivatives
a i-VT
' Q QVT^VT
7.3-10
dP VT ^LVT
Ößs Tr(/R)yj
7.3.7 Tail Rotor Derivatives
U
7.3.7.1 The Forward Speed ( TR) Derivatives
dl rn-n-i r a,<a\-
duTR M-ÎI-«
L
&R J
TR
L
(3/i. J
TR
(3DTR r (T.F.)O-I r ac-^g-n

aUTR L &R JTRL a/x -1TR
dvTR rir.F.)o-l r a(4r)1
aUTR I- nR v a^ JTR
C
^ r /-rr\ _n r A/ Q
7.3.7.2 The Angle of Attack (q TR) Derivatives
dfTR _ <3DTR _ ayTR aoTR

= 0
aaTR <3aTR daTR daTR
7.3.7.3 The Side Slip Angle (ffs) Derivatives
7.3-11
n
a/3 S TR ua
C TR
Co.-,
«on. r.„.
(TF R.1 raw
äir--[ " li TR oac J
TR
7.3.7.4 The Tail Rotor Collective (&TR) Derivatives
tfTTR L... i r a^)

^R •KLHS*]
L J
TRL<3e.75 TR
(TF)
^TR^ %R^JTR
^,s[(T.,,j [4&]
L J
<HTR TRL^.75JTH
^L.[(T.F.).R]
a$TR L
[4*1
JTRLae J 75 TR
The remaining tail rotor derivatives, if any, can be

neglected.
7.3.8 Propeller Derivatives
The propeller local derivatives can be obtained from

appropriate propeller charts. A good compilation of
propeller data is contained in References 6 and 7.
7.3-12
REFERENCES
1. Tanner, W. H., Charts for Estimating Rotary Wing

Performance in Hover auc at High Forward Speeds, N.
Space Administration, Washington, D.C., November 1'-•;•".
2. Sweet, G. E., and Jenkins, J. L., Jr., Wind-Tunnel

Investigation of the Drag and Static Stability Charar
teristies of Four Helicopter Fuselage Models, NASA
Technical Note TND-1363, National Aeronautics and Space
Administration, Washington, D.C, July 1962.
3. Biggers, J. C, McCloud III, J. L., and Patterakis, P.,

Wind-Tunnel Tests of Two Full-Scale Helicopter
Fuselages, NASA Technical Note TND-1548, National
Aeronautics and Space Administration, Washington, D.C.,
October 1962.
4. Williams, J. L., Wind-Tunnel Investigation of the Effects

of Spoiler Location, Spoiler Size and Fuselage Nose
Shape on the Directional Characteristics of a Model
Tandem-Rotor Helicopter Fuselage, NACA Technical Note
TN-4305, National Advisory Committee for Aeronautics
(presently, National Aeronautics and Space Administra-
tion), Washington, D.C, July 1958.
5. USAF Stability and Control Handbook (DATCOM), Flight

Control Division, Air Force Flight Dynamics Laboratory,
Wright-Patterson Air Force Base, Ohio, October 1960,
Revised July 1963. .
6. Yaggy, P. E., and Rogallo, V. L., A Wind-Tunnel Investi-

gation of Three Propellers Through an Angle-of-Attack
Range From 0° to 85°, NASA Technical Note TND-318,
National Aeronautics and Space Administration,
Washington, D.C, May 1960.
7. Olcott, J. W., Tests of a Hamilton Standard Four-Way

21-Inch-Diameter Model Propeller Employing the U.S. ? JV-
Airborne Model Test Facility, Princeton Report No. 6/3,
April 1964.
7.3-13
.,,
7.4 CORRECTIONS OF ISOLATED ROTOR DERIVATIVES FOR VARIATION
OF ROTOR SOLIDITY (<j)
The isolated rotor stability derivatives presented es

charts in Section 7.5 apply only for a rotor solidity
of <J = O.I . In order to evaluate the required stability
derivatives for rotor having solidity crXO.I, the
following solidity corrections must be applied:
7.4.1 Solidity Corrections for (/x) Derivatives
#•«.{[• (3/x 0. M3 <" L

dac Ja,J
where
Ac = a-0.
K, -
Aa rdt-*)
J
2fif • d Or 0.1
( ) 0.1 - denotes stability derivatives for rotor

solidity a =0.1 . These values can be
directly obtained from the charts of
Section 7.5.
ö(^) _ r *$r
dM o.i o.i 2MZL dp
where
2 Cr
Kz--^ u -(—)-
/x a aM
CQ,
d&)
+K; ai*
J
djj. 0.1 <3<xc o.i
7.4-1
'
m
do i _ , dai x ,v , dai x
da
°H- °H> o.i c o.i
(3bi , c)bi_x ITr , <3bi x
c
< o.i o.i
d\ . dx v .rr / dx x
-r— M--—) + K2V-r~~'
d/z d/i no.i, dac O.I
7»4.2 Solidity Corrections for lac) Derivatives
Ü&}..
dac [-#]~" L duc n (
*.,{[»*i.4„iL,[*ai]}
ar *• L (7ar -L a. a- L 0ar J J
^-=K,
„ r gtjgn
dac I dac J O.I
doi
dac dac o.i
dbi
dac dac O.I
ax = K,
dx
dac o.i
7.4.3 Solidity Corrections for 'A.75) Derivatives
dfe) ai^)Lx-,
<"=K,
as75 '-<?0.75- o.i
7.4-2
^
atjft
ae.7& ro
O.l c o.l
where
at§M
]
211 B
ae.75 -"55T.
ae"•75 o.l "* ."XT~, 0.1
da, dd\
den de 75 0.1 -1.1^) 0.1
ab, ab., . <3b.
ae .75 .75 O.l O.l
dO~
'.75 de.75 O.l
da- O.l
7.4-3
7.5 ISOLATED ROTOR DERIVATIVES FOR ROTOR SOLIDITY <r = 0.1
The change of rotcr aerodynamic parameters with respect

to the basic variables, /x , Qr , and 075, are defined
here as isolated rotor derivatives. These are
functions of the trim values ac> /i , Ö75, and My, as
well as of the design variables <r , Q{ , and y .
The isolated rotor derivatives presented in this

section apply to mtor solidity of <j =0.1, blade
twist of 6\ - 0°, advancing tip Mach number of MT = 0.8
and a range of Lock inertia number varying between
y =2.0 and / = 25.0.
One of the prime parameters affecting these derivatives

is rotur solidity <r. In order to obtain the required
values of the derivatives for rotor sclidities other
than a = 0.1, appropriate solidity corrections must
be applied. Such corrections -nay be obtained by
utilizing the equations presented in Section 7.4. The
effect of blade twist and advancing tip Mach number may
be obtained from the charts presented in Subsections
7.5.** and 7.5.5, respectively. The Lock inertia number y,
although generally negligible in performance work,
primarily affects rotor flapping motion. This effect
of y on rotor flapping derivatives can be easily
accounted for, since the parameters such as coning angle
QQ J lateral flapping angle b, , and higher harmonic
flapping terms are essentially proportional to y .
The isolated rotor derivatives have been extracted from

the theoretical rotor performance data presented in
Reference 1, by utilizing the graphical slope method.
The data of Reference 1 include the effects of
compressibility, stall, and reverse flow. The assump-
tions of classical theory, such as uniform induced
velocity, rigid blades, no radial flow and two
dimensional steady aerodynamic effects are retained.
These derivatives cover the range of tip speed ratios
between p =0.3 and fi =1.0. The derivatives for the
low ^1 values, /j. < 0.2, were obtained from Reference 2
and were converted into the form utilized for the
derivatives of /i > 0.3. The results of Reference 2 are
based on classical Bailey theory with all its
assumptions and limitations.
7.5-1
7.5.1 Isolated Roter Derivatives With Respect to Rotor
Tip Speed Ratio (^)
7,5.1.1 -g— for cr=O.I, 0,=O°, andMT = 0.3
Figures 1(a) through l(i) present the isolated roto?.-

derivative (3(CL'/a)/(3/x as a function of CL7<r for
constant values of Ö.75 , covering the range of tip
speed ratios from /i=O.I through fj. • 1.0 . The
values of diC^/a) dfi for /JL - 0.1 and 0.2 (Figures 1(a)
and 1(b)) vere obtained from Reference 2 by utilizing the
following equation:
d(%4
—— •
dfe) cos ac
dg* sin a
c
Values of the d[C^/a)dp for /1 > 0.3 were extracted

from th? theoretical rotor performance data of
Reference 1, as slopes of the CLV<7 vs. p relationships
for constant values of Ö75 and ac .
7.5-2
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7.5-11
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atjgj foe er =0.1, 6 =0°,andMT=0.8
7.5.1.2
Figures 2(a) through 2(e) present the isolated rotor

derivative d[CDl/a)/dfi as a function of CL'/o- for
constant values of fi covering the collective pitch
range (075) between -4° and +12°. The values of the
above derivatives for fj. > 0.3 were extracted from
rotor performance data of Reference 1 by graphically
obtaining the slopes of the CD'/a vs. /JL relationships
for constant values of Ö75 and etc . The derivatives
for fj. < 0.2 were obtained from the data of Reference by
using the following expression:
d(4i4 d(-24 sin ac

cos ac +
aM
7.5-12
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7.5-17
*^1 or = 0.1, 0, =0°,and MT=0.8
7.5.1.3 for
Figures 3(a) through 3(e) present the isolated rotor

derivative (3(CQ/o") /dfi as a function of CL'/O" f°r
constant values of /j. for the collective pitch range from
0.75 -4° to 0.75 12°. The values of the derivatives
for \L > 0.3 were extracted from the rotor performance
data of Reference 1 by graphically obtaining the slopes
of the CQ/CT VS. \L relationships for constant values of
Q 75 and ac . For values of ti < 0.2, the following
expression may be used:
! f 8oAl . 8iAL0?s .2T«v 31 55 (3t 41

2 IL 2 2 LI a/x (3/x
at
- X fl i 56 n Û2
dfj. •
+ J- [s,t52+ 2X(S2t55-a,U,) +675(82196-at«)]}

aM
where
dt 55
= 2M .3776-0.000648 /
aM
1.250 + 0.000605/
<3t56 + 0.424/1
= 2ti 2.635 + 0.000942/
at 42 „ 2 2
0.2587+0.00088 / +0.212p
aM
= 2M 1.195 +0.000343 y
7.5-18
[o.,
-^-^ = 2u I 0.836 + 0.00032 v*
dp
The value of d\/d/j. can be obtained from Subsection 7.5.1.6,

and the parameters S0, 8, , 82, t52, t55, t56,
can be obtained from Reference 3,
7.5-19
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7.5-20
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7.5-24
7.5.1.4 -^- for a- = 0.1, 0, = O? and MT=0.8
Figure 4 presents the rotor isolated derivative

ÖQ\/dfi as a function of CL'/<r for all values of 6 75
and /x 0.1 and 0.2. These derivacives for /j. > 0.3
are presented in Figures 5(a) through 5(g) as functions
of CL7cr for constant values of Ö.75.
The derivatives ÖQ\/dfL for the values of u< 0.2 were

obtained directly from Reference 2. The values for
/i, > 0.3 were extracted from the theoretical rotor
performance data of Reference 1 by obtaining the slopes
of the 0| vs. /j. relationships for constant values of 6 75
and dc .
The data of Reference 2, presented herein as Figure 4,

show that the derivative of the longitudinal flapping
angle 0| with respect t ? p is independent of Ö.75
variation anri is only a function of /i . However, for
high /1 values ( fi > 0.3) the results of Reference 1
indicate a substantial variation of the {dQ\/dfi)
derivative with Ö.75 as well as fi .
7.5-25
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7.5-26
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7.5-33
7.5.1.5 "T^for a =0.1, 9, = 0°, and MT= 0.8
Figures 6(a) through 6(g) present the isolated rotor

derivative dbj/d/A as a function of CLV<7 for constant
values of Q 75 and a range of tip speed ratios from
p. =0.3 through p. 1.0. The values of the above
derivatives were extracted from the theoretical rotor
performance data of Reference 1 by graphically obtaining
the slopes of the b| vs. /LL relationships for constant
values of ö75 and ac . These derivatives are
specifically applicable to rotors having Lock inertia
number y =8.0. However, since the lateral flapping
angle b| is essentially proportional to y, a correction
factor of y /8.0 may be utilized to compute db| /<3/x
derivatives applicable to rotors having y values other
than 8.0. Thus:
(3/x y 8.0 dp. y = 8.o
The ~3 derivatives for fj. < 0.2 can be computed by

using the following equation:
4^- = 7 [X(0.209l - -£-) + -^ (t,7) + 075(O.I388 + 0.2425/LI )1
where 3— can be obtained from Subsection 7.5.1.6 and

where values of t,7 can be obtained from Reference 3.
7.5-34
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c0 00 c5 r
1
C
c
•5
5 c
ci c5 c0
7.5-41
•
7.5.1.6 4^" for <r = O.I, ö,=0°and MT = 0.8
m
Figures 7(a) to 7(i) present, the isolated rotor
derivative d\/d/i as a function of CL7<r for constant
values of Ö.75 for a range of /1 values of /JL =0.1
through p. = 1.0. The values of d\/dfi for i± =0.1
and 0.2 were obtained directly from Reference 2. The
values for ^1 > 0.3 were extracted from the theoretical
rotor performance data of Reference 1 by graphically
obtaining the slopes of the X vs. ^t relationships for
constant values of 6 75 and ac .
7.5-42
^8d
o
o
o
N CO
o <D
o 3
H
CO
>
4J
10
o c
CO
o 4J
Cß
C
o
m
o o ._
d Ü
o>
»_»-
«lb
1
ii
•i
o x: "o
4J
D
IO ÔIÔ
O '
O
0
C
0

7.5-43
1
g
Ö
C n
o
7.5-44
0
CO I
ro oo o — —\
d d ° c e |
*T
ii H ii H
l5(£ b
0
C>
i
Ir>
c ro
o*
c
o
o
ro C\J ro
6 6 d O
i i
X 3,
T3
7.5-45
* CO
ö o o c
O
GO
II II II II 0
CVJ
\
*r
\
e \
O
T3
\ Q)
•
* \ C
1 •H
\ d
c
I o
o
o
\ \
0)
\. \ cfl
tu
\
\ \
\,
C\J cvJ fO
Ö d o d d
! i i
7.5-46
s
o
tf> CD o —
Ö Ö ° Ö
•' II 21 II
CO
=tS <£" b o
o
0 o
O e
o
9 "
V o
<0
o
«• o
II
• m a;
to IT)
o 4J
o C
0
1 1
1 -^
I I
1 o
o
r--
a)
0
öl)
IO tu
\ o
o
CV'
o
o
o
6
1 o
c c •%
J
6 c3 c) ci c c5
7.5-47
CD
•H 10
•U
c
o
u
7.5-48
MD o -
öö °d
II II II II
=L5 c£" b
0
<*
I e
II 0 1- 0
IT O CO
CD •
"0
g
•U
c
o
o
o>
0)
00
ro o ro
6 d o d O
I I I
T5
7.5-49
go cc
ö c o o
ii n ii ii
1
1 0 0
11
m C
C
C 00
8 •H
•U d
C
o
o
O
0 tu
ro ro
d Ö o o
I
d di
i
7.5-50
r —
O © o —
- o o O
•i n ii n
i
II e
v
CD' 0
O
1
CD
1 '4
Ü
C
o
r^ —
1 0)
1
1
1
1
1
1
in CM CM
d d o d O
i i
7.5-51
7.5.1.7 -~- for All Values of <r , 0, , and MT
Reference 1 and other reviewed reports do not include the

calculated data required to determine the rotor Y-force
derivatives. It is therefore suggested that the
classical Bailey theory be utilized for this purpose.
If the above theory is used, the following expression for
d iC Y '/<r)/d/i can be derived:
d&-) a f d
+-^ b, [M (3075 + X) + a,] -o0[-|-0.75+-§-X - 2Mo,] }
where
r f öOr.
75 iI ÖdxX -I
r
d/i 2 I 2 3 d
and where dot/d/A f db,/dftt and ^X/d/x are given in

Subsections 7.5.1.4, 7.5.1.5, and 7.5.1.6, respectively.
The above derivative is applicable to all values of a ,
#1, and MT, provided that the pertinent rotor
parameters comprising it are evaluated at the required
condition.
7.5-52
7.5.2 Isolated Rotor Derivatives With Respect to Rotor
Angle of Attack (Qc)
<3(—)
7.5.2.1 T9— for cr = 0.1, 6, = 0? and MT =0.8
OCLz
Figures 8(a) through 8(d) present the isolated rotor

derivative dlCiVoO/dctc as a function of CL'/CT for
constant values of p covering a range of collective
pitch settings from 0>75 - 0 to 075 = 12°.
The derivatives for /x < 0.2 were extracted from the

data of Reference 2 by using the following expression
Ci
d&)
a [d&) CHI \Wft CTI .
da» - a
The values of d(CT/o-)/dac and d (CH/<r)/ <3ac , obtained

from Reference 2, are found to be practically independent
of 0 75 and CL7o" variations.
The values of <3 (CL'/o-)/dac for /i > 0.3 were

extracted from the theoretical data of Reference 1 by
graphically obtaining slopes of the CL'/(T VS. ac
relationships for constant values of /x and 075 .
7.5-53
"1! —1
o go e —
° Q o 6
ii ii ii •'
m
K |- _ 00
Q> 5 CO b j Ü '—»
o o
i o
o
i-H
>
CT3
J CD
O
d
o
u
V)
/
'/ c
/ lO .
// /
/ / o oib
7
0
d O
/ ,/ / i oJ|b fa
1 / / / / ''
^-
o
o
J^ •H
3
CD
o
'—'
/ / / / i ^•,
'<^|b
u
Ö
/ / 1 '
ro
O
O
'•O
^
1
c3 /
"i c
o
CO •H
1 O 4J
o 03
<J>
1J
1 5
>
*
o ro c«J —. o cc •
d c6 o
in 0
d d d d
•H
o h
o Iß CO 00 o
CJ d d
u
uib Ö
T> Ti
7.5-54
0)
o
o 00 o —
1 ö
'i> " " "

* H - u
CD 5 Q> b
(0
5
o
T3
0)
3 o
C
/ O 4J
o C
- "7* o
/
o>
o CD
J^
/
/ 4 i o 00
i
J
o
/ y 0)
M
3
00
*H
ro b
/ O
O
/ /
/
* /
•
fO CM -
ö ö o
J
1 0.8 —
<
N -> r
i
3 C Ci c <
1t
o tß CM CD
CM 6 ö
"4b O
7.5-55
. fe . ***^
o 00 o -
•ö°d
ii M ii M
in
CD 2 CD O
ö T3
Ql
3
lx C
•H
0
CD
4J
c
0 K
IT)
CJ CD'
^
(0
d oc o
//
//
/ I? •O c
D CD O
/
90
f N «o in
H ö 6 ö d
tf> OJ CD
d d
7.5-56
2 d o o
II II II II
m
N H
qj - 5Q)- bU 1
If -o
V
•Q
m 3 0
o rH (\J
o 0 ii
m
» O N.
Ü b
o CO
„,»
*
o 00 •o
o
(D
U
0
oc
•H
ft,
i O 6 o
i
§/
0.7
-0.6
0.4
n
.0.5
ID cvj 00
6 d
o
or Ö
7.5-57
7.5.2.2 -r51- for <r = 0.1, 9, = 0°, and MT = 0.8
dar
Figures 9(a) through 9(i) present the isolated rotor

derivative d (CD 7a)/dctcas a function of CL7<r for
constant values of 075 and a range of fj. from u - 0.1
through fj, = 1.0.
The values of d [CL%/a)/dac for it - 0.1 and /x = 0.2

were obtained from Reference 2 by utilizing the
following equation:
c
a<4?->
—3 .TUE!
—5 +, Tlcos
rr,r,„
ac +, [^
—3 _En sin a,
dar L dar a J L dar o- J
where d(CT/o-)/dac and d (CH /o-)/dac were obtained

directly from Reference 2.
The values of d (Co'/oO/dac for tt > 0.3 were extracted

from the theoretical rotor performance data of Reference
1 by graphically obtaining slopes of the CD'/CT VS. ac
relationships for constant values of /x and 075.
7.5-58
o
3
>
•u
5
•U
s
o
o
o
o
O
•u N
"jjb a
o
'S
o
C
o
CO
>
ON
* 10
—;
00
C\) O
O
Ö O
O b Ö
7.5-59
• •
,».
• 0 0
Ö ° oö 00 O N
i» ii ii ii
ISO» b
e
<0
V
• \
ii
yI
ft
Ö
• T3
\n •H
u •U Ö
o
i
— ß
O
-1
b u
•—
•
o
o
rt 3
00
«• 10
— 00 00
C\J ; O o
O O O d
^—-
o
«ft» 0
^
7.5-60
to 30 0 o e
%* O GO
Ö ( 3
ii
li II
=12 qj" b
II II 10
' j
% \ (0
o
o
•o
CJ
0
IT) c
O 4Jd
o «•>«•
c
0
",oJlb o :t
«a^
^" • *•-»
o c^ ^J
o QJ
u
3
00
•H
fO tx.
o
o
CO
fO Cd
b
o § 6
6 6 ö I
i
7.5-61
* c
d c o
ii H H ii
0
c»
=L5QD b
in
0
0
GO
o
- 3
C
•H
c
c
CJ
o
GC
(M 10 00 oo a)
ro CVJ o o
d d d d
i
i
i o
7.5-62
I
30 o —
d D ° O
it ii ii H
0
O
:L 5CD b
iß
«•00
"
1
\ °
\ —
o a;
o
"p
g m
d
T^
"«>jb u
c
«• o
o
o
c* a»
<u
IO M
o 3
ÖU
rO
d
a to
d
00
o
d
CO
o
d d
i
OL Ü
Hi
'S
Ö
7.5-63
• IM
<0 OD • —
d ö °o
n H ii ii
•
o
• •
* 00
10 V
o 4)
\ *4
\ -
o i (.0
"ofb 6
1!
*"•* o
* U ^
CU
1 öC
•H
îi^
o
oo
o §
d ö d d
i i
b
"OK o
o| O
^6
7.5-64
N 00 o —
Ö ö ° ö
it ii ii it
i5«D b
0
C (X)
i
W 1
o
0 0 o
o
q <t cocJ
in T3
O 0)
d
«—.
S
i-i
u o
öfb C
0
II
<r u
o
o „
<J\ o>
QJ
M
ro 3
o ÖO
•H
o
l
ao 00
CO o o
d d d d d
i i
'S
7.5-65
in •n
c 0)
o n
00
b o
4
—1
G II
o
<t
o C) 4
fa
o
Ö
^5 'O
7.5-66
?"°
II II II
D
II
:t 2<£" b
0
CVJ
10
1
II o
m o
0 e o
O CO <fr
\
^
\ A> L m
o
d
•o
0
«T* H
\\ \ J
o—'
lb O
A <r
o
u
I
\ \\ O
o •
ON —'
\\ \\ Qi
U
^
> w
\ 00
v
\
o
ID 03 00
ro O r
O d 6
I
O
"cfb Ö
*5
7.5-67
7.5.2.3 -j*— for <r»O.I, Ö,=0o, and MT = 0.8
dote
Figures 10(a) through 10(g) present the isolated

derivative d(CQ/<r)/(3ac as a function of CL'/cr for
constant values of Ö75 and a range of /i values from
p. =0.3 through p = 1.0. These were obtained from
performance data of Reference 1 as slopes of the CQ/cr
vs. dc relationships for constant values of /JL and 0#7S
For the values of fi < 0.2, the following expression

may be used:
dj, aî.ax
%
dar. du dac d\ J da«
where <3(CQ/<T)/<}^ and d\/dac are obtained from Sub

section 7.5.1.3 and 7.5.2.6, respectively, and
da
. = -a tan a
dac
[(8, t52+ 2 X t55+ 82t56ö75-a (2X t4, + t42078) ]

ax
Values for 8| , 82, t52, t55, t56, t4|, and t42 may be
obtained from Reference 3.
7.5-68
ID
N
QS
CD
O ^
IO c0 o -
o 0
d cj o o a]

o
4J
c
tf
0 4J
CD
C
— ii-
in
O o
0 0 e
Ü CJ
CD O
u
0
IU
\ \ \ - _l
O
o b
6
\ ro
u b 4j
*-^ T-» d
*•
3
o
o ^
o
cffb o
<o •"O
i § J ro
O
I cw
O 0
c
0
•H
CVJ 4J
O cfl
1 O
>
03
t
O o
r-l
O
CD
/ ^
3
SO
.L_
CO o CO
o o o o
d d d d
i i
u
u|b O
7.5-69
• —
«fr 00 o — 0 0 0
öö°ö «fr O
ii
II II II II to
0
GO
i2Q b
CD
g
c «*
•H
•U d
o c
o
ü
(1)
oc
•H
1
CD «t «fr oo
O o o o
d d d
i i
ü
0
^ ô
7.5-70
00
o
D o
d
ö <3 O D
ii ii ii n
=L2o7 b
e
or* * O
N
0
C\J S
C
V
0)
g m
•u
o o
-j
I 0J
oo
En
7
f i
00 <t O <t 00
o o o o
c5 c) c3 O
O 1
0
7.5-71
•««aiiit
(0 CD • —;
d d ° o
it ii H 1
b
j
» e 0
3D O
•
eg
CD* d
o O
9 -d
u
00
/'
/
i
GO CD
O o o O
d d d
OL u i
O
7.5-72
CD
i
'.4
•U Ö
c
o
u
O)
7.5-73
Si
00 CO o -
ö c ° ö
a.:SQ> b
e
D 1
1
e
CM
0
CO A
IV [
- T
<J
C
w O
o
o
0)
•H
E&4
00
ii
\
r- \
i j
i /
¥
1
00 t CO
o o o O
6
6 o
1
O i
I
Ü
0
7.5-74
! o 3D c —
—* o o d
it ii ii ii
e
II
ift —1
0 e 0
05' t CM O
1 \
LO
O
•o
0)
•6
I \
V
e
CM
1
d
*
»—»
J
o !b
*—'
0
u
0
r-l
c
o
o •
d o o»
r-H
0)
u
ro 3
O 00
d r*
00 CVJ
o S o §
d d d
o d d i i
i i
4b' Ö
7.5-75
7.5.2.4 "T^ for a* 0.1, 0, = 0°, and MT=0.B
C/Clr.

derivative c3a,/(3ac as a function of C^'/cr for constant
values of fi and a range of Q 75 values from 0 75 =-0°
through 6.75. - 12p.
The values of ÖQ\/dac for /i =0.1 and /i =0.2 were

obtained directly from Reference 2.
The values of dQ\/dctc for /i. > 0.3 were obtained from
the theoretical rotor performance data of Reference 1
by graphically obtaining slopes of the a, vs. ac
relationships for constant values oi /x and Ö75 .
7.5-76
0
O
ii
to
f-
o u
O
7.5-77
1 e 00 o —
!
ö
& '• •• "
Q>h SO)
*~ - .b
\
CM
d dd
>
(0
d d
q CO o
d
1
ii 4J II
° r£
CJCD
/ /
o>
-O
/ \i
[
\
1 1
j
O ID CJ GO c
00 d d
o Ö
7.5-7J
QJ
3
C o
t *
CD
U
I.
•H
7.5-79
r i
do
II II II II
P H -
QJ'SQ) b d
ö \
'
1 n \
(5
\ \ o
u 3
c
1 U ii
\ \ c
£
VV
\ \
u o>
\ 0
(0 CVJ CD <*
O O d
i
o
o 0
7.5-80
7.5.2.5 -4^- for cr = 0.1, 0, =0°, and MT = 0.8
OJ*Q

derivative (3b|/3ac as a function of CL'/O" f°r constant
values of f± and a range of 6 75 values from Q 75 = 0
through 075 = 12°. These derivatives were obtained from
the theoretical data of Reference 1 by graphically
obtaining slopes of the b| vs. a^ relationships for
constant values of fx and ö75 . These derivatives are
specifically applicable to rotors having Lock inertia
number y =8.0. However, since the lateral flapping
angle bt is essentially proportional to y , a correction
factor of y /8.0 may be utilized to compute db( /(3ac
derivatives for rotors having y values other than 8.0.
Thus:
daCy 8.0 <3aCrs80
The db|/dac derivatives for /i < 0.2 can be computed by

using the following expression:
where d\/dp is presented in Subsection 7.5.1.6, and

where values of tl7 can be obtained from Reference 3.
7.5-81
e 00 ro
o d o o 00
d
II II II II II
JO _
Q> 5 Cb b X
O
d
\ 03
>
in
d \
•U
o \ rj
0
II 00 ID
u
d Ö Ö
\
\
\ i 0
o
o O
ii
u 4J
CD"
* 3
o
o
O
JD Ö
^D t>
ro
O iw
O 0
j /
H
d
0
•A
OJ x1
O •H
o ^
*-.tf>
OJ
/ f
o
O (£> CVJ 00
CO d d
Ü
O
7.5-82
1 1
o CO o rO
o Ö CD
O
II II II '1 II
j
CD ^co b K
ö \
1
o \
II 00 N 10
Ö ö 6 \
1 \ / V \
C o
o ^.
Cj CD
\ \
I \
1
O
CN
1 \
OJ
u
1 \
•H
/
1
1
i 2
q to CO CO
Ö d
u
O
7.5-83
. .
"
'
•0
0)
g
c
•H
0
CO
4J ii
C m
0 r>-
V Q>*
rl o
ai
•H
7.5-84
o
0
o
<D ° —cr 0 d
*!ö ° d
ii ii il ii 1
P H - 00
Q)'5Q) b \ o
d
O
d
d
^^ 1
o -a
d
d
r-l •
m
>•" j
\ o O
O
r-
CD
to
d
d \
I
> 2 3
d \ o
i \ d
•r-l
h
ro
\ O
d
\
Ö \ o
II 1 d
•1
i o
1 o
(0 <M 00 o
d d
- o
0
> "O
7.5-85
7.5.2.6 -^- for a = 0.!, 8, = 0°, and MT =0.8
The derivative d\/dac is plotted in Figure 13 as a

function of /x and is applicaole for all values of 975
and CL/<7 . The values of (?X/(3ac for /x = 0.1 ana •
ti =0.2 were obtained directly frou Reference 2. For *

ti > 0.3, the values were extracted graphically from
the theoretical rotor performance data of Reference 1.
The results obtained are applicable for all values of
$75 , CLVo" , and <J~. «
7.5-86
0.9
M = c).05-!.0
0, = 0°
0.8 o- =0.1
0.7
0.6 J
/
/
0.5
Ik
dar.
0.4
0.3
0.2
0.1 /
/
0 0.2 0.4 0.6 0.8 1.0
Figure 13. Variation of jr- With fi for

All Values of 0 75 and -%-
7.5-87
*§4
7.5.2.7 -^— for All Values of (7,0,, and MT
Reference 1 and other reviewed reports do not include the

calculated data required to obtain the rotor Y-force »
derivatives.
It is therefore suggested that the classical Bailey
theory be utilized for this purpose. If the above theory
is u?ed, the following expression for d (C Y'/<r)/dac can be
derived:
C
da
+ T-1- L ö75(—+ —ft

r +X(— +—U +— J.Q\
dac 3 8 4 8^ 4 • J
+ ax r. f 3 . i 2 3 ii
where
r
<3ac 2 - 4 3 <3ac J
and where da,/dac , <3b,/<3ac, and d^/ddQ are given jn

The expression for the isolated rotor derivative
d(Cy'/<r)/dcic as given above is applicable for all
values of <r , 6\ and MT, provided that the pertinent rotor
parameters comprising the derivative are evaluated at the
required conditions.
7.5-88
7.5.3 Isolated Rotor Derivatives With Respect to Rotor
Collective Pitch at 75% Radius (Ö.75)
a
7.5.3.1 AD
0
for o- =0.1, 0,= 0° andMT = 0.8
" 75
Figures 14 through 15(g) present the isolated rotor

derivative d (Ci_'/cr)/(3 875 as functions of C^/a and
ac for /x - 0.1 through 1.0.
The derivatives for low p. values, i.e., /j. < 0.2,

were obtained by using the following equation:
cos dr. TZ sin ac

38.76 ^.75 Ö0.75
where d (C <r)/d6jt and 0 vCH/o")/<30.75 were obtained

from Reference 2. Values of d(CL'/cr)/3a.75 for
/1 > 0.3 were extracted graphically from rotor
performance data of Reference 1 by obtaining slopes of
the CL7<r vs. 675 relationships for constant values
of LL and QLQ .
Figure 14 indicates that for p < 0.2 the

derivatives are practically independent of ac and CL7o-
variations, whereas these for a > 0.3 presented in
Figures 15(a) through 15(g) are functions of ac and CL'/(r.
7.^-89
—I
0
o o
^ s. - CM
. o o ö o d
H II
3
li v-
" "
— ,
3 5 Q> b
C\J
d
-o
c
o
d
II
o
u-i
1
u b
6 4~v
*"~» 1-1
o> S
—'
If)
o ofb
d
«T> 'O
iw
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o
o c
CO
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v.
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7.5-90
- CD
O
o
- for Constant Values of ac

ro co o _
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7.5-91 .
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7.5-92
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7.5-93
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7.5-94
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7.5-95
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7.5-96
CO
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4.5 Q> b
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7.5-97
CD.
7.5.3.2 "TQ for er = 0.1 , 0, = O°, and MT = 0.8
>75
Figures 16(a) through 16(i) present the isolated rotor

derivative d (CD x/cr)/d9 75 as a function of CL7cr
for constant values of etc an<^ a r^nge of u from
/x =0.1 through p. = 1.0.
The above derivatives for /x < 0.2 were obtained by using

the following equation:
cos a
sin acc + —T~n c
de7i ae75 - ae.7S
where (3 (CT /er) /dÖ.75 and d (CH'/oO/dö.rs were obtained

from Reference 2. For ^1 > 0.3, (3 (CD Vcr)/d# 75 was
extracted graphically from the theoretical rotor perform-
ance data of Reference 1.
7.5-98
1
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o
o o
5 °°ö ö
ii ii ii 'i
IM
X' o
^5dT b o W
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p
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1
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CM _
1
0
to
1
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6
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ü)
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0
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IT)
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TS TS
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7.5-99
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7.5-100
CD
o
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ii ii n ii n
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d
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c ci c c5 C) c)
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7.5-101
o
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in oo o
d o " d
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4.5Q) b
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7.5-
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d ö °o
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3.5 ct> b
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II
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7.5-104
§
Ö
N 00 o —
ö o'o ö
II II II II
II
o oT
0 Td
00
in 01
1 3
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o «—
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\ u
c
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u
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ro
O
d
0)
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3
00
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V
VA
Y
\
o
\
ro CVJ
Ö d c d
I i
CD'
7.5-105
"i
CO CD o —
d ö °ö
ii H n ii
*- - .b
i5Q)
0
<fr .
II
< 0 0
J
i—•
0 o
-0
cu
g
e CD
•r-J
•U
c
6
e o o
1 1 I 00 o
1 1 1 1
vC
(I)
oc
<f ro OJ
O O o O
I
5]b
7.5-106
O IX) o -
—' ( 3 O o
II II II II
^5oT b
o - 1
<*
ii 0
a 00 O | 1
0 111 1 I1
•o
m a>
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CJ
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v£>
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fc
<r ro <\J
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in
N
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7.5-107
.
d(—) for
7.5.3.3 -T£~ °"=0.l, ö,«0°, and MT=0.8
Figures 17(a) through 17(g) present the isolated rotor

derivative d [CQ/<T)/08 75 as a function of CL'/cr for
constant values of ac and a range of tip speed ratios
from fi =0.3 through fi = 1.0. The values of the above
derivatives for p. > 0.3 were extracted graphically
from the theoretical rotor performance data of
Reference 1.
For /i < 0.2, the following expression was used:
dfy-) S i
T {[S'*53 + X(S2t56-Qt42) + 2075(82t58-at44)]
de„
'.75 2
|^-[sit52+2X(S2t55-at4l) + ö75(82t56-at42)]}
'de
where dX/<J075 is presented in Subsection 7.5.3.6. and

where 8, , 82 1*531*56 ,t58 ,t 52 ..... can be obtained
from Reference 3.
7.5-108
X> o — . 1
d D ° O
n ii H ii
- 1
II • • a
o
0 CO ^-oo
O | o t tu
\\\v
o
Cfl
\ p
r-l
a?
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\\
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ß
cfl
\\ i-
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C
a
o
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o
1+4
1 O
ro
O
4J ii
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in
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4J
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CO
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0
00
o in o in
CM o o
d o d
i
b
4«•5
7.5-109
"8
§
•H
4J
c
o
o
CD
JO
o o
o I
m
«•5 T5
7.5-110
lO 00 o —
öÖ°ö
ii ii ii ii
=L5oT b
0
0 0
GO
1 ^
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l\ / /
in in in
6 o o
d d d o d
IO i i i
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7.5-111
10 CD o -
d ö °ö
ii ii it ii
H —
^.5 CD b
•
o %
0
00 •Si QJ
(M
1 \ o
6 ID
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*° > 1 <$
c
0
II —* o
u t
g o
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o r^
r-4
cu
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in g in o m
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7.5-112
g N
3 ö
C ii
0)
00
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in o tft O in o in
~"•^
("3 o
o ö 6 ö ö ö
10 i 1 i
u b
7.5-113
CD CD o —
I
\ ö ö°c 1
ii ii ii ii
*~ -
4.2C& b
0
CVJ 0 0 0
i o (VI
1
e
ID T3
CD
1 \
^
0
00
o
II
u s ±
o
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OJ
U
0
tu
r
m
—;
o
o
o
10
o
O
S 4¥/
^T*»
<j|b Q>
o
to
s
r in
o
o o
I
O
T> T3
7.5-114
r——
O 00 o —.
_ d °o
H ii ii ii
4.5QT b
0 0 0 0
ro (V.
O o 0
i 1 «>
1
s o
\N NSs N o
N \
io
•d
cu
% o •o
o % 1
o 3
ö V
V \ Ü
o> c
*—' o
u
*•
o
o •
r^ o»
r-l
0)
»4
ro 1
o co
-/.
o in o
o o CNJ
ö d d O o d
i 1 1 i
CD'
7.i)-:i5
' tti
7.5.3.4 ,QQ| for v = 0.1, 0, = 0°, and MT=0.8
0fr.75
Figure 18 presents the variation of the isolated rotor

derivative dO|/<3075 as a function of rotor tip speed
ratio /i .
For values of fi < 0.2, the above derivative was

obtained by using the following expression:
=t 4 +l,|s)
'ae78 ' de.n
where d\/d675 is presented in Subsection 7.5.3,6 and

where tl4, t|5 can be obtained from Reference 3.
For values of p > 0.3, the ÖQ\/d67i derivative was

obtained graphically by using the theoretical data of
Reference 1.

0.75» CL7o-, and ac.
7.5-116
/x=O.I -1.0
r\ Q
0, * o*
<T = O.I
5 - /
/
do i
de.75
0
0 0.2 0.4 0.6 0.8 1.0
H-
Figure 18. Variation of With

de'.75 c '
for All Values of 0 75 , -^
and a c.
7.5-117
ab
7.5.3.5 for er =0.1, 0, «0°, and MT = 0.8
<30.75

derivative db\/d64j5 as a function of rotor tip speed
ratio f± .
For values of /x < 0.2, the above derivative was

db.
de .75 •r[t^ + tj
where d\/d9j$ is presented in Subsection 7.5.3.6 and

where t(-y , 118 can be obtained from Reference 3.
For values of ft > 0.3, the values of db\/d8j$ were

extracted graphically from the theoretical data of
Reference 1.

875, CLVcr, ac , and y = 8.0.
As explained previously for y values other than 8.0,

the (Jb|/dö.75 derivatives can be obtained as follows:
_db_
de.75•) .i(*l
8.0 Ö0.75
7 = 8.0
7.5-118
3.2
-1.0
MT = 0.8
0, => 0"
a = 0.1
2.8
y = 8 |
2.4
2.0
(3b
.6
'.75
!.2
0.8
0.4
0
0.2 0.4 0.6 0.8 1.0
db
Figure 19. Variation of With ^.
75
C '
for All Values of 075 , -£•
and a c•
7.5-119
. 4 •
7.5.3.6 -T^~ for <r = 0.1, 0, = 0°, and M7»0.8
P^75

derivative d\/dÖ%7$ as a function of rotor tip speed
ratio fi .
For values of /x < 0.2, the above derivative was

ax . «lae.J f*
where d(CL'/o-)/dö#75 is presented in Subsection 7.5.3.1

and where t3l, t32 can be obtained from Reference 3.
For fx. > 0.3, the values of the d\/d675 derivative

were extracted graphically from the theoretical data of
Reference 1.

0.75 i Cu'/er, and ac .
7.5-120
0.2
M. = 0. -1.0
0, =0°
0.1 <r = 0.1
0
ax
dö75
-0.1
-0.2
-0.3
0 0.2 0.4 0.6 0.8 1.0
Figure 20. Variation of ~- With M

00.75 \
for All Values of 6.75 y a
and ac .
7.5-121
CY\
7.5.3.7 ~AQ~~ for All Values of <r , #i , and MT
Reference 1 and other reviewed reports do not include

the calculated data required to evaluate the rotor
Y-force derivatives. It is therefore suggested that the
classical Bailey theory be utilized for this purpose. If
the above theory is used, the following expression for the
isolated rotor derivative <3(CY Va)/d6m75 can be derived:
attt
aer5 •fUfrkT*.-**-!*»-?-]
2 i de n
, d\ L ,3,8, 3 „ 1
where
dap _ _£ T I ,. 2v . I (3X
r
de75 2 L4 3 de7B
and where do | /dö 75 , (3b, /d0 75 , and d\/(3Ö75 are given in

The above derivative is applicable for all values of <r,

0, , and MT, provided that the pertinent rotor parameters
comprising this derivative are evaluated at the required
condition.
7.5-122
7.5.4 Effect of Blade Twist on the Isolated Rotor
Derivatives
This section presents the effect of linear blade twist on

various rotor isolated derivatives with respect to the
basic variables p. , ac , and Ö.75 .
The effect of blade twist on each isolated rotor

derivative for a selected range of pertinent rotor
parameters is shown on the comparison plots of Figures 21
through 23. The plots present the derivatives for zero
blade twists together with the corresponding derivatives
obtained for linear twists of -8°. These plots are based
on the theoretical data of Reference 1.
7.5.4.1 Effect of Blade Twist on the Isolated Rotor

Derivatives With Respect to H-
Figures 21(a) through 21(f) give an indication of the

effect of blade twist on the derivatives d (CL '/cr)/d/t ,
d{Co/o-)/dfi , d{CQ/a-)/,dfi , da, /dfi , dbx/dfi ,
d X /dfi , respectively. A rotor tip speed ratio of
f± = 0.4 and an advancing tip Mach number of Mj • 0.8
are selected for this presentation. The collective pitch
range covers values from 075 = -4° to 675 =12'o
7.5-123
.
0>
o
* ab So o
ddi ' d
ii H i i M
00
o
o
o
Ifl
oc ] >
l s
•H
- 1 / o
U
rfl
>
0
5 t
l o •H
O
1 \i 1i 0)
i
1 Q
i \
1
M (0
o 4.
i \\ o c
i \ o
\
\ l \\
Iß
o
4J
CO
TS
t
V
\
\\
d 5
\ 1 S-*
<D
"-»lh
ülD
II
t \1\* T3
«1 \ \ *
cd
PQ
T>
^«.
V 1 11 o o
\ o 1+4
\ \1 v 0
V AT
\
\ n % -\
ü
V o
o
•
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CM
CJ
o QJ
o
P
00
a
< r\
1
0
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\ o
o\
1
o o O o
d o
8
ö I d d
b i i
4
7.5-124
a*
e e
O CD
o
d o . 1 d
" "JT"
^5^b
/ 0
OJ
/
0
Ft CO
i\
1
1 v° ll"*
e (0
o
1 h 0
«
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i \11 it
X c
t\
1 v' ID
9
Tj
c
4.
i A?
t o b
}
i
/
/ /A CM
OJ
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M V\ 3
o
/
CVJ
ii
/
I
ft
//
h
IO / t
\\
i
tf
j '/ i
i 1 V
/
0
CO / K°
i
O oo CM
d
o o o o o
d d d d
i
U
t>
7.5-125
9 o
O 00
6 d 1 I O
.... 1 i .,
e
O
3)
1 °
'is
! *1- *
1./
19 //
/ 1 I 0
T3
OJ
l\ i
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n
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o
u
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"cjjb O
7 11 > T>
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an \y
t\l V •H
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\
1/
IV 0
00
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° Mf
e
Q.
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o o o CM
O
fO
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d 6 6 d d d
i i i
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T)
7.5-126
^
d d
CD
o e
O CO
. 1
1
d 1
" " 1 1 " a)
o
=t2 eg" b — <1
•
o 1
V
v
\ \
\
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1 «
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>
v\
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r «*3
i '
Vim
ii
m .
I
Ct)-
MÄ
\\
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Wü
V v\xii x uTb
8 ^
6"
CM *—
00
v\W 1 o
V AY*
WO \
y\\w
*\\v
1 J1— -J
d d d d
7.5-127
^ 00 O 00 Q CD
do. ;
M It | || " ••
\ i
\ N
•
v
^
>
V \ 1
\ \
1 y \
\
V (U
k \ §
• \ \ \ •U
1 \ C
II
\ \ o
« \
u
\ î
o>
s,
\
\
i \—
CM
r V \
0)
\ \ 8
\
k
>N
V
\
t
V»
e
0
SO
\
\Q>'
., J
(0 03 03
d O o o O
d d d o O
1 1
-Q
*
7.5-128
T3
3
U
c
o
o
00
7.5-129
Derivatives With Respect to etc
Figures 22(a) through 22(f) present an indication of the

effect of blade twist on the isolated rotor derivatives
d (CL'/cr)/dac , d(CD l/cr)/dac , d(CQ /a)/dac ,
doi/dac , <3b|/dac , (3X/dac , respectively. A
rotor tip speed ratio ot /i. =0.4 and an advancing tip
Mach number of MT = 0.8 are selected for this presenta-
tion. The collective pitch range covers values from
0.75 = "4° to 075 = 12°.
7.5-130
0)
O
<fr
öd
00
0
O 00
I 1
0
d 0
00
i d
1) 1
.. .. 1 j H II
o °
O • cc
o
/ d CO
''''/
/*./ >
1
/
7/1 3
N
•r-f
4J
If/
/ f / / ^^
1 &> c
d
CO
>
'/ V '
e
C\J
I
if/
/
r 1
II
o
d
o
c0
4J O
m a
In o
d
CO
•H ^>
\
5
I1 i ^•*
qjb QJ
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CO
^
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O « a
d
0
4J
Ü
O 4-1
d IM
U
•
CN
CN
o
d
U
P
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_ fe
\ o
d
i
in K)
d 6 d d d d
o Ö
7.5-131
i
V ® O 00 2 i
60, jo
II II 1 | M
•
:1s QT b o
'&>
h o e •
Q> <r 00 £"
\
If » #| 1
{
•1 I if
\
\ \
\ \
\ \
l\ h \ \ \ *
\\ P \\\
V (0
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11 i\ ^ i \ \ o
\ \ \ T3
\ \ \ v * c ü
i \\
\ \
m «H 0
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U T>
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7.5-135
0.9 p
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f—0« j /
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F Lgur 2 22 . C oncl uded
(1 ) d X/dc
7.5 -136
Derivatives With Respect to fl,7s
Figures 23(a) through 23(f) present an indication of the
effect of blade twist on the isolated rotor derivatives
d(CL7o-)/d075 , d(C07o-)/de.75 , d(CQ/a-)/dBj5i da,/d075
db, /dö 75 , d\/dB 75 , respectively. A representative
rotor tip speed ratio of /LL =0.3 and an advancing tip
Mach number of MT = 0.8 are selected for this presenta-
tion. The range of rotor angle of attack extends from
Or. = +5° to Qft = -20°.
7.5-137
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7.5-138
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7,5-139
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7.5-140
H- = 0.1--1.0
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id) aa,/aö.75
7.5-141
3.2
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| <r = 0.1
r = 8
ZA
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1.6
de.75
1.2
0.8
0.4
0.2 0.4 0.6 0.8 1.0
(e) db,/d075
7.5-142
0.2
/x=0.l -1.0
r—o-
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L
0 -8°
a = 0.1
ax
-0.1
-0.2
-0.3
0 0.2 0.4 0.6 0.8 1.0
Figure 23. Concluded
(f) d\/de.75
7.5-143
7.5.5 Effect of Compressibility on the Isolated Rotor
berivatives
This section presents the effect of advancing blade tip
Mach number on various isolated rotor derivatives with
respect to the baîc aerodynamic variables /i , ac , and
The effect of compressibility on each rotor derivative

for a selected range of pertinent rotor parameters is
shown on the comparison plots of Figures '24 through 26.
The plots present the derivatives for the basic case of
MT = 0.8 and 0, = 0, together with the derivatives
obtained for MT = 0.9 and 0, = 0.
These plots are based on the theoretical data of
Reference 1.
7.5.5.1 Effect of Compressibility on the Isolated Rotor
Derivatives With Respect to A*-
Figures 24(a) tbrough 24(f) present an indication of the
effect of Mach number variation on the isolated rotor
derivatives d (CL V<r) / dp , d IUD Vcr)/ dp. ,
d(CQ/CT)/<J/i , do,/dfi , db\/dfi , and d\/dfi ,
respective!'/. The results are presented for tip speed
ratio of p. =0.4 and a range of 075 from Q75 = -4'o
through 0.75 = 12°.
7.5-144
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7.5-143
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7.5-150
Derivatives With Respect to ac
Figures 25(a) through 25(k) present an indication of the

derivatives d {ZL '/a)/dac , <3(C D '/<r) /dac >
d{CQ/<r)/dac , da|/dac , db, /(3ac , and d\/dac ,
respectively. The results are presented 'for two values
of tip speed r^fios, u. =0.3 and (x = 1.0, and a
representative range of collective pitch settings for
each fj.. The two different values of fj. were purposely
selected in order to show the compressibility effects in
luw and high speed regimes.
7.5-151
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7.5-152
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7.5-157
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7.5-159
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7.5-160
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7.5-161
0.9
/i=0.05-1.0
M
T\A0.9
0.8 0, = 0°
er = 0.1
0.7
0.6
0.5
.ix.
dac
0.4
0.3
0.2
0.1
0
0 0.2 0.4 0.6 0.8 1.0
(k) d\/dac for all values of JJ.
7.5-162
Derivatives With Respect to
t ff.75
Figures 26(a) through 26(i) present an indication of the

derivatives d (CL V<r) d675 , d (C 0 '/cr) d875 ,
diCn/cr) /(3Ö.75 , da|/<30.75 > db,/<30.75 , and
dX/00.75 , respectively. The results are presented for
two values of tip speed ratios, fi =0.4 and /1 =1.0,
and a representative range of rotor angle of attack for
each /I . The two different values of /1 were purposely
selected to show the compressibility effects in low and
high speed regimes.
7.5-163
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7.5-164
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7.5-168
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7.5-169
-
" "
H- = 0.1 -1.0
-0.8
"HA 0.9
9\ = o° 1
er = 0.1
de.75
J '
/
/
1 0.2 0.4 0.6 0.8 1.0

0
(g) d0|/da.75 for all values of -y
7.5-170
3.2
H-z 0.1 -1.0
M
T{A0.9
2.8 01 = 0°
er = 0.1
y -- 8
2.4
2.0
ab,
1.6
de 75
1.2
0.8
0.4 —
0.2 0.4 0.6 0.8 1.0
Figure 26. Continueu
h) dbi/(3#7K for all values of
7.5-171
32
H-* 0.1-1.0
M
T1A0.9
2.8 0, = 0°
o- = 0.1
8
r '-
2.4 /i
2.0 1
/
f
ab,
1.6
de.75
1.2
1
1
08
0.4
0 J .,-
0.2 0.4 0.6 0.8 1.0
h
Q '
(h) Ob,/(3075 for all values cf -gr-
7.5-171
0.2
/A= 0.1 -1.0
MT = 0.8
0|
{A-8O
0.1 <r = 0.1
i
1
0
ax
de.75
-U.I -—~l
I^
-U.2
r\ i 1
0 D.2 0.4 0.6 0.8 1.0
CL
i) <3\/<)0.75 for all values of —
7.5-172
REFERENCES
1. Tanner, W. H., Charts for Estimating Rotary Wing

Performance in Hover and at High Forward Speeds, NASA
Space Administration, Washington, D.C., November 1964,

3. Gessow, A., and Myers, G. C., Jr., Aerodynamics of the

Helicopter, The MacMillan Company, New York, 1962.
7.5-173
7.6 DOWNWASH INTERFERENCE EFFECTS
Interference effects between aerodynamic components can

be expressed in terms of changes of local velocity and
local angle of attack. Changes in the effective
velocity cue to aerodynamic interference are generally
small and are herein neglected. Changes in local angle
of attack, however, can be appreciable. In general,
the local angle of attack of an aerodynamic component
can be expressed in terms of the remote stream angle of
attack and interference angles as follows:
a
LOCAL = a + i-€
where
a remote wind angle of attack relative

to the X-axis
i the geometric inclination of the

specific aerodynamic component
considered with respect to the X-axis
€ aerodynamic interference angle.
For the helicopter configurations considered here, the

aerodynamic interference is generated mainly by the
downwash velocities of the rotors. Hence, each rotor
can affect any other rotor, the fuselage, and any
lifting surface attached to the fuselage. The downwash
velocity of a rotor varies with time as well as with
location. The determination of the effect of such a
varying velocity distribution on the lift and drag of
a rotor, fuselage, or lifting surface is an exceedingly
complicated task; in fact, to be consistent with other
assumptions made, it is not required in the stability
and control analysis. Indeed, it is adequate to assume
that the effective change of angle of attack of an
aerodynamic component due to rotor downwash is equal to
the average downwash velocity of the rotor, divided by
the free stream velocity, and multiplied by an
7.6-1
appropriate downwash interference factor. Hence, the
angle due to downwash interference jf the front rotor
on the rear rotor of a tandem helicopter is given by
<R5KFR(-^)
where KFR is the interference factor of the front rotor

on the rear rotor, as identified by the subscripts FR ;
V|F is the average induced velocity at the front rotor
plane. The term VjF is obtained by use of the momentum
equation as follows:
V
iF = ion a -
Cp
The downwash interference angles of the front rotor on

the rear of a tandem rotor helicopter or front and rear
rotors on other aerodynamic components can therefore be
written as follows:
(a) Front Rotor on Rear Rotor
€
R
= K
FR ton ac-{-jr)F
(b) Fuselage
€
FUS
=
^FFUS ton dc-i-p) + KRFUStüP nr-
JF -R
7.6-2
(c) Wing
cw-KFW[ton aCF-(^)F]+KRW[tan aCR-(-£-)J
(d) Horizontal Tail Surface
cT=KFT[tcn aCF-(^)F] + KRT[ton a^-C^
(e) Vertical Tail Surface
:
VT = KFVT[tan aCF-(^)Fj + KRVT[tan %-(£)R]
(f) Rear Rotor on Front Rotor
<r=K4tanaCR-(£)J
(g) Tail Rotor
+ KRTR tan
«TR^TR^• aCF-^J [ îT^'J
/
On the basis of data on the downwash behind a single
rotor, such as Reference 1, it has been concluded by
other investigators that a presentation of the downwash
factor as a function of wake angle will yield more
accurate results. The wake a?tgle is defined by
X rQ
\ +f an"l(-£)]
7.6-3
The variation of the interference factor KFR as a
function of \, neglecting rotor overlap and differential
rotor height, may be taken as that suggested in
Reference 2, and is presented in Figure 1.
This factor is obtained from the theory of Reference 3

and represents the value of the ratio of the downwash
at the location of the center of the rear rotor to the
downwash at the center of the front rotor. The theory
is based on the downwash due to one isolated rotor and,
hence, neglects the effect of the presence of the rear
rotor on the resultant flow of the front rotor.
Correlation with test data, similar to those obtained
in Reference 4, is required to check the validity of
this assumption. It is recommended that until better
information becomes available, the value of KFR as
presented in Figure 1 should be used. It is also
recommended that KFT be taken equal to KFR. Very little
information is available on the effects of the rear
rotor on the front rotor. Some investigators recomnrnd
the use of KRF = -0.08 to indicate the existence of a
slight upwash. Until more reliable data become
available, it is recommended that KRF = 0 be utilized.
Measurements of fuselage lift and drag reported in

Reference 5 indicate that for a single rotor helicopter
KFFUs is approximately 1.0. Also, test data presented
in Preference 5 on the horizontal tail interference
factor are reproduc d here as Figure 2. These data were
obtained for the horizontal tail, located approximately
one rotor radius rehind the rotor center. Based on
these data, it is recommended that KFT - 1.0 be
utilized.
In summary, the following values for the downwash

interference factors are recommended:
KFR ~ see Figure 1
= =
KFT Kpvr KFTR KFR
7.6-4
2.0
er 1.6
er
o\-
o
<
1.2
UJ
o
er
UJ
U_
cr 0.8
UJ
2?
er
c
O 0.4
er
_i
20 40 60 80 100
WAKE SKEW ANGLE, X -DEGREE
Figure 1. Variation of K FR vs. %
7.6 5
o
5
CO
Z
O
N
<r
o
x
<
u.
m
tr
o
o
£
U
z
ÜJ
OC
LÜ
U.
s
VERTICAL DISTANCE FROM TAIL TO ROTOR

(PERCENT ROTOR RADIUS)
Ftgure 2. Interference Factor at a "Half Tee" Tail
7.6-6
1 = 8 = =
KRT ^RVT KRTR ^RFUS ^RW 1-0
KRF= 1.0
NOTE: The values of KFW and KRW are given for a wing
located at a distance of less than one rotor radius
aft of front or rear rotor shaft, respectively.
7.6-7
REFERENCES
1. Heyson, H. H., and Katzoff, S., Induced Velocity Near a

Lifting Rotor With Nonuniform Disk Loading, NACA
Report 1319, National Advisory Committee for Aero-
nautics (presently, National Aeronautics and Space
Administration), Washington, D.C., 1957.
2. Prouty, W., An Analytical Study of the Longitudinal

Stability of Tandem Rotor Helicopters, Bell Helicopter
Corporation Report No. 299-099-113, Fort Worth, Texas,
1959.
3. Castles, W., Jr., and DeLeeux, J. H., The Normal Component

of the Induced Velocity r.n the Vicinity of a Lifting
Rotor and Some Example? of Its Application, NACA
Technical Note TN-2912, National Advisory Committee for
Aeronautics (presently, National Aeronautics and Space
Administration), Washington, D.C, March 1953.
4. Halliday, A. 5., and Cox, D. K., Wind Tunnel Experiments

on a Model of a Tandem Rotor Helicopter, British
Aeronautical Research Council Report No. 19829, London,
England, January 1958.
5. Pruyn, R. R., Studies of Rotorcraft Aerodynamic Problems

Aimed at Reducing Parasite Drag, Rotor-Airframe
Interference Effects and Improving Airframe Static
Stability, WADC Technical Report No. 61-124, Wright Air
Development Division, Air Research and Development
Command, Wright-Patterson Air Force Base, Ohio,
November 1961.
7.6 9
7.7 LIFTING SURFACE CHARACTERISTICS
The aerodynamic characteristics of lifting surfaces are

documented in numerous NACA and NASA publications. As
described in Reference 1, the aerodynamic coefficients
and their derivatives with respect to pertinent stability
parameters depend on the specific geometric configura-
tion of the lifting surface. In general, it is adequate
to use the following expressions for a lifting surface
such as a wing:
Lw
C Lw
' T?V02SW
awaw
where
Q
w
ow
" an
IT /R
a0 = wing section lift curve slope
/R = wing aspect ratio
and
aw = a + iw-€W
Also, wing drag coefficient is given by:
2
D C
r - w _r , Lw
2 p V0 Sw
7.7-1
where CDQW is the wing section profile drag
coefficient. Values for the stability deriva-
tives of lifting surfaces can be obtained from
Reference 1.
7.7-2
REFERENCE

Revised July 1963,
7.7-3
SECTION 8. STABILITY CHARACTERISTIC EQUATIONS
The linearized equations of motion given in Section

6 can be represented as a set of homogeneous âlgebraic
equations containing the unknowns U, "v, vf, 0, ^,f,etc,
and the operator A . This operator is defined as the time
rate of change of the unknowns , thus: A E d ( ) /d t and
2 2 2
A =d ( )/dt , etc.
The simultaneous solution for the unknowns can be

obtained by employing the usual determinant methods which
yield
- MA) - f 2 (A) - f3(A) 7T *4lA)

ti = —TTTT , v - —bnrv , w = 0 =
F(A) ' F(A) ' F(A) * FiA)
The numerator determinants f|(A) , f2(A) ... f4(A) ... are

formed by replacing the coefficients of the appropriate
unknown variables by the column of constants which pertain
to the control inputs. The denominator determinant F (A)
consists of the coefficients of the homogeneous algebraic
equations with control inputs fixed at zero. The deter-
minant F(A) is known as the stability determinant. Expansion
of the determinant FIA) leads to the stability characteristic
equation. The property of this type of equation is that
there can be nonzero values of the unknowns (u, v, vr) if,
and only if, the determinant F (A) = 0. Setting the
determinant equal to zero provides the condition for finding
the roots of the characteristic equation A, ,A2 , An
In order to obtain the actual response solution of

the unknown variables (ü, "v, vr) due to a given forcing function
or control input, the Heaviside expansion theorem can be
used. The Heaviside expansion method is developed in
Reference 1, pages 436 to 438, and will not be duplicated in
this section; however, the final response equations are
given below.
If it is assumed that the stability characteristic

equation F(A) = 0 yields n teal roots, A| , A2 , An and m
pairs of complex roots,AnrfOnvtbm' > the time history response
8-1
of any variable (e.g., variable 6) can be expressed as
follows:
a. MA) M£l yn f4(A) At. v . omt . .. .. A,

A=A, A = Aj
where the constants A and tf> can be obtained by using

appropriate boundary conditions.
In the case that one of the real roots of the

characteristic equation is zero ( i.e., A| * 0), the response
equation becomes
5 f 4 (A) f#(0) , , v MA) At vm A <W • «. kJ.*i

A = A2 A= A|
8-2
REFERENCE
1. Perkins, C. D. , and Hage, R. E., Airplane Performance

Stability and Control, Third Edition, John Wiley and
Sons, Inc., New York, Chapman and Hall Ltd., London,
England, February 1953.
8-3
S.l COUPLED LONGITUDINAL AND LATERAL MfrgS INCLUDING
STABILITY AUGMENTATION SYSTEM
In this section, the generalized case of aircraft

perturbation motion consisting of 6 degrees of freedom
of aircraft motion and 2 degrees of freedom of the
motion of the stability augmentation system is
considered. The analysis presented herein is suitable
for either analog or digital computer work.
The linearized equations of motion presented in

Section 6 can be expressed as follows:
Qnu + a^v + a^w+a^ö +al5 </) + al6 \fr + al7 B,g + a,8A,s= K
(b) The Y-Force Equation
a2|U + a22V + Q23W + a24Ö + a25^+a26^ + a27Bls+a28Ä,s=K2
°3i u+a32v + a33W + Q34Ö + a35<£ + a36\j/+a37B(s+a38A|s = K3
(d) The Rolling Moment!X) Equation
a4lu + a42v + a43vf-fa44ö + a45^+a46^+a47Bl +a48Ä, =K4
.1-1
(e) The Pitching Moment (M) Equation
Q5lu + Q52v+a53W + a54ö + a55^ + Q56vj/ + a57B,s + a58A,,=K^
(f) The Yawing Moment (N) Equation
a u +
61 °62v + Q
GlW + a64^ + 065 + + ^6^ + Q
67Ö|S+ a68Als = K
6
(g) Stability Augmentation System Equations
(i) Longitudinal Control (B|c) Equation
a7i u + a72 v + a73 w + a74 Q 4 a75<£ + a76v// + a^B^ + Q78 A,s = K7
(ii) Lateral Control (A, ) Equation
°8i u + a82v + a83w+Q84ö + a85^-i-aa6vj/+Q87Bl +a88A, =K8
anc tne
The coefficients amn * control parameters Kn
are given in Table I.
The numerator determinant f4(A) required to determine

the response of variable (0) is given by
a,, a,2 a,3 K,
a a a K
2l 22 23 2 '28
f4(A) =
K
°8I °82 °83 6 '88
8.1-2
THE COEFFICIENTS OF THE
EQUAT. a 1 2 3
X I Xu+X,jA Xv A^r"T Aijîi
Y 2 Yu YV+Y$A Y^
Z 3 Zu zv 7.„+Z*A
X 4 *u oC y 0MUJ*'O-f^f **
M 5 My Mv My^+MÂ
N 6 Nu Nv N^+NÂ
B, 7 -fci 0 -k4
8 0 *7 0
's
8.1-3
TABLE I
DETERMINANT FOR AIRCRAFT RESPONSE ANALYSIS
4 5 6 7 K
CO
X0+x£A x«B 'JIXB|CBIC"J2XA|CAIC
XÂ XÂ 's
+xgA2 +Xa: A +xAA|: A
s
Y
B
B|
YöA Y^+YÂ Y^+YÂ s
+YB|-sA +YA|
A; AS -J3Y8rcSrc-J4Yflcec
ZQ+ZQK ' ~JIZB|CBIC"J2ZA|CAIC

ZÂ ZÂ 0 0
+ZÖA2 -j3z8rc87c-j4zaÄ
X0+X0A X<£A Xvj/A -J,XB|cBlc-J2XA|cAlc

0 0
+X£A2 +X£A2 +XÂ2 -J3X8rc8rc-J4X6t^
M#A MÂ MÂ

+M£JA2 +MÂ2 +MÂ2 0 0
NeA NÂ ^.NBICBTC-O2NAICATC

0
+NgA2 +NÂ2 +NÂ2 +N9;SA -J3NSrcSrc ~J4NÖCÖC
-Ik, A A+D,
0 0 0 0
+ k2A2) +D2B^
k5A A+D,
0 0 0 0
+k6A2 + D2Ä^
l-tt
The numerator determinants f|(A), f2(A), f3 (A) , etc.
required for response calculations of the perturbation
variables u,v,vr, etc., are obtained by replacing the
coefficients of columns 2 and 3 by the set of
control coefficients K,,K2, K8, respectively.
The stability determinant F(A) i* given by:
u u
n i2 i: 18
-
u
'21 22 °23 28
FIA) •
u
'dl '82 83 •88
Expanding the stability determinant F (A) = 0 yields

the generalized characteristic equation as follows:
n n-i n-2
AA +BA +CA + +E = 0
where n is an integer denoting the highest order of the

stability characteristic equation and A, B, C, E
are coefficients of the characteristic equation in terms
of total stability derivatives.
8.1-4
8.2 UNCOUPLED LONGITUDINAL MODE (Three Degrees of Freedom)
Considering decoupled longitudinal motion as affected

by changes in the stability variables u,vr, and 0,
the corresponding stabilicy determinant F(A) is
obtained by deleting the remaining stability variables
v, </> , \ff i etc., in the equations for X, 2, and M, thus:
°ll °I3 °I4
F(A) = °3I °33 a

34 = 0
Q
C5I °53 54
Expanding the stability determinant F(A) yields
F(A) • all(a33a54-a53a34)--al3(Q3la54-a5l a34)
+a
l4â3l a
53-°5l a
33^
Substituting the values for the coefficients from

Table I of Section 8.1 yields
r
2
F(A)MXU + XQA) (Z^+ZfrAHMgA+Mg A )
•-(M^+MÂMZe + ZeA + Zg A2)]
-(Xvr+XÂ)[zu(MöA + M6fA2)-Mu(Zö+ZÂ + ZÂ2)]
+(Xe+XöA+XÂ2)[zu(Mw.+Mw-A)-Mu(zw.+ ZwA)]
8.2-1
Thus:
F(A) = AA*4in A3,Mi

+ BA*+C7r+DA+E=0
where
A «G, Xu
B =GIXU+62X^ + G3XW.+ G4XÖ
C =G2Xu+G3Xw-+G4X9 + G5Xü +GsXir+G7 x0
D = G4X9+G5Xu+G6Xw.-l-G7Xe+G8Zö
E = G7X0-+G9Z$
and
VZfrMg-MfrZff
G8«ZwMg + ZfrM0-MrZ£f-MfrZ0
G = z
3 ÖMu ~zuM0
G
4=ZUMW-" M Z
U W-
G =Z
5 WMÖ"MWZÖ Z
ÖM\AT
8.2-2
GS = MUZö-ZUM£
G7 »ZJJM^-MUZ^
G8 = MUX^-- Mtf-Xy
G9 = Xv^Mu -XyM^
In order to determine the aircraft response, say, in

pitch [6 = f4(A)/F (A) ] _due to a step input of the
longitudinal control ( B|J, it is necessary to evaluate
the numerator determinant f4(A) . The determinant
f4(A) is formed by replacing the coefficients of (0)
(namely, at4 , ü34, and a54 ) of the stability deter-
minant F (A) given above by the controa. input functions
K,, K3, and K5.
The function f4(A) can be obtained as follows:
a K
n °I3
MA) « °3I a
33 K
3
051 °53 K5
= ö||(K5a33-K, a53)-al3(K5a3,-K3a5,) + Kl(a3l a53-a5ia33>
8.2-3
•
Since,in this case,the uncoupled longitudinal motion
of 3 degrees of freedom with no stability augmentation
system is considered, the stability authority ratios
J, , J2 , J3 , etc. , are taken as unity, and all
control inputs other than (B|c) are taken as zero.
Thus, when the values for the coefficients 0|3,

a is , etc., and the appropriate control inputs
K, , K3 and K5 from Table I of Section S.l are
substituted, the function f4(A) becomes
f4(A) =(Xu+XuA)|-MB| ß7c(Zw-+Z;rA) + ZB| B7C «V+MfrA) 1
-(Xw.+ XfrA)[-MB|cB7c(Zu) + ZBlcB7c(Mu)]
-X9, B. |Zu(Mvr+Mw-A)-Mu(Zvr+ZvrA)
Thus:
f4(A) =B, (AA2 + BA + C)
where
A 'X0(Z, Mfr-M, Zfrl

c c
B =Xu(ZB|cKfl^-MB|cZy»r) + Xü(ZB|cMwr-Me|cZw-)
+ X^(MBi Zu-ZBl Mu)+XBl (MuZi.-ZuMw.)
C «XU(Z, MW-MB ZwJ + X^Mg ZU-ZB Mu)

v c c c
+ XB (Muzw""Mwzu^
'c
8.2-4
8.3 UNCOUPLED LATERAL MODE (Three Degrees of Freedom)
When the longitudinal stability variables u, v, and 6

and longitudinal equations of motion X, 2, M are deleted,
the stability determinant for the 3 lateral degrees of
freedom becomes
°22 °25 °26
F(A) = °42 °45 °46 =0
a
°62 °65 66
Expanding the above determinant yields
F(A) = a22â45a66"a65a46)"a25^Q42Q66~Cl62a46^
4 Q26(a42a65 -°€2a45)
Substituting the values for the coefficients o^n from

Table I of Section 8.1 yields
F(A) - (Yu+YOA)[(LÂ + LÂ2)(Nlj,A + NÂ2)
-(NÂ+N£A2)(L,j,A + LÂZ)]
2 2
-(Y^+Y<Â)[LV(NVJ/A+N^;A )-NV(LVJ/A + LÂ )]
2 2
-(Y^+YÂ)[LV(NÂ+NÂ )-NV{LÂ + LÂ )]
8.3-1
—,r
Thus:
F(A) = A[AA4+3A3+CA2+DA + E] =0
where
A sH,Yy
=
B H| Yy + H2Yy
C =H2YV+H3Y; + H4Y^ + H5Y^
D «H3YV+H4Y^ + H5Y^ + H6Y^+H7Y^
E =H6Y^ + H7Y^
and
H3»L^N^-N^L£
H4 = NVL^ -Lv N^
H5= LVN£-NVL£
H6 = NVL^ - Lv N^
H7 = LYN^-NVL^
8.3-2
8.4 CRITERIA FOR STABILITY
The requirement for positive stability is that there be

no positive real root or positive real part of the
complex roots of the characteristic equation.
If there are to be no unstable modes, certain conditions

pertaining to the coefficients of the characteristic
equation must be met. These conditions can be expressed
in terms of Routh stability criteria which involve sign
tests of the coefficients of the characteristic equation
and the magnitude and sign of the Routh discriminant R* •
A more detailed information on the subject can be
obtained from Reference 1.
The sections below present a summary of the Routh

stability criteria for various types of the character-
istic equations commonly encountered in stability work.
8.4.1 Routh Criteria for a Cubic
Let the cubic equation be
AA3jrBA2+CA + D=0 (A >0)
The necessary and sufficient conditions for stability are
(a) The coefficients A, B, C, D >0

(b) R* = BC-AD > 0
8.4.2 Routh Criteria for a Quartic
Let the quartic equation be
3 2
t AA%BA +CA +DA+E =0
•
8.4-1
The necessary and sufficient conditions for stability
are
(a) The coefficients A, B, C, D, E > 0

(b) R* - D(BC-AD)-B2E > 0
8.4.3 Routh Criteria for a Quintic
Let the quintic equation be
A A5 +B A4 + C A3 + DA2 + E A + F « 0
The necessary and sufficient conditions for stability

are
(a) The coefficients A, B, C, D, E, F > 0

(b) BC-AD > 0
(c) R*= D(BC-AD)(BE-AF)-B(BF-AF)-F(BC-AD) >0
8.4-2
REFERENCE
1. Routh, E. J., Dynamics of a System of Rigid Bodies,

6th Edition, MacMillan and Company, London, England,
1905.
8.4-3
8.5 SOLUTION OF THE CHARACTERISTIC EQUATION
There are many methods in the literature for obtaining

the roots of the characteristic equation. The method
used will depend on the order of the characteristic
equation and particularly on whether the roots are to
be extracted by hand or by machine.
Reference 1, pages 2.1.1-167 to 2.1.1-190, gives a fairly

detailed review of the most commonly used methods for
extracting roots of the characterisitc equation ranging
from 3rd to 6th order equations.
Since quartic equations occur most frequently in air-

craft stability work, a method is herein given f. £
solution of stability quartics. The method is known
as an ''Analytical Solution of Quartics" and is based
on the Ferrari reducing cubic method. Some of the
advantages of this analytical method are that it is
independent of the relative magnitude of the coefficients,
does not require initial knowledge of the order of
magnitudes of the roots, and is particularly useful if
no real roots exist. This method is equally as well
applicable for hand calculation as it is for machine
computation.
The calculation procedure of this method is as follows:
(a) Determine the coefficients B, C, D and E of a

given quatric as follows:
A4 + BA3+CA2 +DA rE =0
(b) Calculate
S*=BD+C2-4E
8.5-1
R*=BCD-EB2-D2
(Note that R is the usual Routh discriminant

discussed in Section 8.4)
(c) Compute
h,=-L(3S*-4C2)
h =
2 27(l8CS*-l6C3--27R*)
(d) Evaluate discriminant (A)
A ^2 hi
A = -7-
4 + ——
27
(e) Determine ( FIn) as follows:

(i) If A > 0, then
n„= V2+^ +
V2^
(ii) If A = 0, then
n,=2 ,/-^
n2=rv-,/-^
8.5-2
(iii) If A < 0, then calculate
h 3
C0S*S-J*//-
2 /V 27
and obtain
n2 --2 [ *J- |i cos ( * + 120°)]
n3 =2 [ ^/^f cos (-* + 240°)]
(f) Select the algebraically smallest value of (Hn)

using step (i), (ii), or (iii), whichever applies,
and compute
e^nn + 2f<4
(g) Ca lculate
S !
2 2 ~E
V -_ JL
s
D-Bs
1
I - B-7i
8.5-3
(h) Finally, determine the four roots of the quartic
thus:
z t ( u
Kz --r V ¥~
A3,4--4-±y(f)2-^
8.5-4
REFERENCE

Report 60-43, I). S. Army Transportation Research
8.5-5
8.6 ROOTS OF THE CHARACTERISTIC EQUATION
The roots of the characteristic equation can be
(a) Real
(b) Complex
(c) Combination of real and complex
The real roots correspond to a periodic motion,

converging in amplitude as time passes if negative,
and diverging in amplitude if positive.
The complex roots (Am= Omfbmi) always occur in pairs,

and each pair corresponds to an oscillatory mode
«ml
Ae sin(bmt+<£)
where A is the amplitude of the oscillation and <!> is the

phase angle.
The real part am of the complex pair of roots

determines the converging or diverging behavior of the
mode.
If am>0 , the amplitude of the mods will increase with

time (t) , resulting in unstable, divergent
oscillation.
If am=0 , the amplitude remains unchanged (neutral
stability).
If om<0 , the amplitude will decrease with time, (t)
resulting in a stable or damped oscillation.
The complex part bm describes the frequency of the

mode, in radians/second.
If the real root or real part of the complex root is

negative, the time constant T of the mode is defined
as
8.6-1
—7 for real A
-A
T = '
-— for complex A
The time constant T corresponds to the time required

for the motion to reach 36.8% of its original value.
If the real root, or real part of the complex root, is
positive, it is more convenient to express the
characteristics of the mode in terms of the time
required to double its initial amplitude TZ/\ where
0.693
for real A
+A
r
z/is '
0.693
for complex A
The converging characteristics of stable modes is some

times also expressed in terms of the time required to
reduce to half its initial amplitude r,/2 where
0.693
for real A
-A
T
i/2S '
0.693 . . A
~ for complex A
'm
The period P of an oscillatory mode is given by
P = •*•*?- seconds
'm
Di
8.6-2
SECTION 9. RAPID METHODS FOR ESTIMATING THE LONGITUDINAL
STABILITY CHARACTERISTICS OF SINGLE AND TANDEM
ROTOR HELICOPTERS
Sections 4 through 8 present complete methods for

evaluating the dynamic stability and control response of
generalized helicopter configurations including as many as
8 degrees of freedom of coupled motion.
The methods presented therein can be used for "formal

solutions''. In preliminary design work, there is often a
need for quick and approximate estimates of the longitudinal
stability characteristics of single and tandem rotor heli-
copters. Therefore, some simplified stability methods may
often be required where time rather than accuracy is of prime
consideration.
This section presents such methods, which can be used

for rapid estimation of the longitudinal stability character-
istics of conventional single and tandem rotor helicopters
with only a slight loss in accuracy. The accuracy of the
final results using the simplified methods is within 57«, of
the "formal" solutions contained in the preceding sections.
The applicability of the simplified stability

methods presented in this section is limited to low and
medium forward speed regimes, i.e., those covering the tip
speed ratio range of 0.1 < a < 0.3.
The simplified stability equations presented below

have been verified by numerical calculations for typical
single and tandem rotor helicopters. The numerical results
are presented in the tables of Sections 9.1 and 9.2,
respectively.
9-1
9.1 SIMPLIFIED STABILITY METHOD FOR A SINGLE ROTOR
HELICOPTER
The following procedure can be used for rapid

estimation of the longitudinal stability character-
istics of a single rotor helicopter:
9.1.1 Trim Calculation
The required design parameters and the longitudinal trim

conditions for a single rotor helicopter can be obtained
by using the procedure given in Section 5.1.
The trim procedure as described in Section 5.1 cannot be

appreciably simplified Lo save time and effort in this
approach. However, it is apparent that the computation
pertaining to lateral trim can be omitted, with the
exception of tail rotor thrust TTR . This parameter
is required in the evaluation of the pitching moment
derivatives.
The downwash interference effects of the front rotor on

the fuselage c pus and the front rotor on the
horizontal tailplane € T are retained; however, the
interference angle at the tail rotor €TR due to
front rotor downwash can be neglected.
9.1.2 The Total Stability Derivatives
Using the equations of Section 7.1, the total stability

derivatives for a single rotor helicopter can be
simplified as shown below. These derivatives are
expressed in terms of local stability derivatives which
can be obtained from Section 7.3.
9.1.2.1 The X-Force Derivatives
(a) Xu=(Xu)rt(Xu)FUS+(Xu)T
9.1-1
r
where
f
duF \
R,s
^ta <W auF,JS
L Fus)
du daFUS aaFUSJ
T
ouT duT du -daT daT J
(b) *-*
(C) V«VF+«Mu8+(XA
where
i dLF aoF
F
^r V0 daF daF
(d) X,g=-W
da IF
(e) XJ.-L^-J -^V0a
g °
9.1-2
9.1.2.2 The Z-Force Derivatives
(a) ZU = (ZU) r_ + (Zu) +(ZU)T

r OS T
where
F
0uF 0uF
aLj^s__. gpFus (a
U
FUS LaUFUS OUKU FUS
du LaaFUS + a^
FUS
(a c s) + D
" ^ l ^J
7 ) --[ALT , ^LT aaT 1
- 0uT 0a T 0u -
(b) Z^VV-HZw-Vus+^T
where
(Z w
v0 V'
(duns wda EJJS.)
^Vos v0\3aFUB'vda
w T
V0 0aT 0a
(O Z*.-*
(d) ZQ---\NQ
9.1-3
(e) Zfl»-=-V0
9.1.2.3 The Pitching Moment (M) Derivatives
(a) Mu'tXu^-tZu^-lZgli^
where
rapTR | apTR(aaTR)
da
raPiR _ apTR [ ^)
(a-€TB)
LduTR aaTR du
(b)
voy^ -1^,-iz^x T
ÖMcus aMHUBl
(Z + ( r
- ^W*TR ^ Ta ~&
where
(Z
^TR= " ÜT °"
2 » ,^°IF , . . ^MHUBF
(c). MÖ-Zw.TiXT2-4F(-^-)LF +
dq
9.1-4
where
(d) M£=-Iyy
9.1.3 Coefficient of the Characteristic Equation
Using the values for the total derivatives presented

above, the coefficients of the characteristic equations
can be calculated from Section 8.2.
9.1.4 Roots of the Characteristic Equation
The stability roots of the characteristic equation can

be extracted by using the numerical procedures given in
Section 8.5.
9.1.5 Numerical Comparison of the "Rapid Stability

Method" With the "Formal Solution"
Tables I through III show a comparison of the results

calculated using the "rapid stability method", as
described above, versus the results obtained by the
"formal method" presented in Sections 7 and 8.
The sample helicopter under consideration is a single

rotor helicopter having the same design parameters as
used in the sample trim calculation presented in
Section 10.1.
In order to examine most critical variations of the

pertinent stability parameters, a range of tip speed
ratios of 0.1 < fj. < G.3 was selected for this
comparison.
The tables presented in this section show that the

results obtained using the "rapid stability method" are
well within the tolerable limits of those obtained by
the "formal method".
9.1-5
* a. ... i
TABLE I
NUMERICAL COMPARISON OF THE SIMPLIFIED VERSUS FORMAL

STABILITY METHOD FOR SINGLE ROTOR HELICOPTERS
p = 0.1
Stability Formal Simplified
Variables Method Method
Xu -5.99 -5.56
X(j -236.00 -236.00 |
*w 7.86 7.98
! *w" 0 0
*e -7600.00 -7600.00
x -904.28 -899.38
e
*0 0 0
Zu -21.76 -21.82
i Zw- -149.47 -149.30
Zvr -236.00 -236.00
Z0 -660.00 -660.00
ZÖ 17640.00 17465.84
z 0 0
ö
Mu 44.07 44.27
Mr 43.22 43.17
0 0
Ig -4992.00 -4749.29
M0 -9100.00 -9100.00
A 1 1
B 1-20561 i.17809
C 0.04321 0.02794
D 0.16875 0.16895
E 0.08538 0.08576
A, -0.33740 -0.33639
A2 -1.23600 -1.22171
0.18390 0.19001
A 3,4 +0.413421 +0.415411
9.1-6
TABLE II

LL 0.2
Xu -10.68 -10.59
XÜ -236.00 -236.00
Xw 14.67 14.90
Xw 0 0
*0 -7600.00 -7600.00
*0 -2210.17 • -2233.02
x 0 0
9
Zg -0.15 -0.14
Z«r -188.50 -188.92
Zir -236.00 -236.00
z
z
e -623.00 -623.00
e 34896.00 34931.68
z§ 0 0
Mu 50.61 50.66
Mw 6.39 7.64
Mi- 0 0
Mg -6929.90 -6718.64
Mg -9100.00 -9100.00
A 1 1
B 1.60551 1.58369
C 0.62716 0.58852
D 0.19429 0.19261
E 0.14404 0.14452
A, -0.71582 -0.68464
A2 -1.07335 -1.09856
0.09183 0.09975
A3,4 +0.42312i +0.42686i
9.1-7
TABLE III

fi = 0.3
Xu -6.51 -6.30
XÜ -164.60 -164.60
Xw -2.59 -2.67
Xw- 0 0
-5300.00 -5300.00
x 1906.86 1911.11
0
xfl 0 0
Zu 18.53 18.49
Zvr -179.47 -179.50
z^- -164.60 -164.60
Zfl 231.24 231.24
Z0 33709.35 34071.43
Z0 0 0
1 Mu 13.67 13.57
Mvr -150.88 -150.54
0 0
1 M
0 -7098.36 -6944.56
Mg -8400,00 -8400.00
A 1 1
B 1.97472 1.95553
C 4.65925 4.66766
D 0.26817 0.26354
E -0.00761 -0.00710
A, 0.02080 0.01987
A2 -0,08049 -0.07833
-0.95751 -0.94853
A3,4 +1.905151 +1.912751
9.1-8
9.2 SIMPLIFIED STABILITY METHOD FOR A TANDEM ROTOR
HELICOPTER
The following procedure can be used for rapid

estimation of the longitudinal stability character-
istics of a tandem rotor configuration.
9.2.1 Trim Calculation
The required design parameters and the longitudinal

trim conditions for a tandem rotor helicopter can be
obtained from Section 5.2.
The trim procedure as described in that section can be

simplified by omitting all the computation pertaining
to the lateral trim parameters.
9.2.2 Total Stability Derivatives
Using the equations of Section 7.1, the total stability

derivatives for e. tandem rotor helicopter can be
simplified as shown below. These derivatives are
expressed in terms of the local stability derivatives
which can be obtained from Section 7.3.
9.2.2.1 The X-Force Derivatives
(-) XU«(XU)+(XU) + (XU)

FUS
where
F
duF duF
* duR duR du L(jaR " oaR J
FUS L
duFus daFu. du J
9.2-1
« v-f
(c) Xyr=(Xwr)F+(Xvr)R + (Xw-)
FUS
where
/v \ - I /dL-r „ due . . x
F
VQ daF 3<xF
(d) X0«-W
where
XuF=(Xu)F
x
wF= ^Xw-Jp
di_R, . do»
« 0uR duR
dD,
XvVn 77" 3 (a ~€rt) - "3— T LR
R
9.2-2
9.2.2.2 The Z-Force Derivatives
(a) Zu=(Zu)Ft(Zu) +(ZU) FUS
where
(7 I-_£L£
p
(7Up
^LFUS . ^LFUS ( OaFUS
FUS (3aFUS
UUF1,o t/u
(b) zâj +uw) +a*i
where
(Z
*"'F V0 öäp (1^
I »dLRtida
lZw
V " VO0 vô' v
CWR da
^Fus V0 daFUS da
W
(c) Zw
• = - g
(d) ZQ---W6
9.2-3
(•) ze=Tvo
9.2.2.3 The Pitching Moment (M) Derivatives
(a) MuMXu)Fi2F-(Zu)FiXF+(Xu)Ri2R-(Zu)RiXR
dMFljS dM*« ÖMHUB

^ + ——L + s.
du 3ü du
(b) ^^{x^)Flzr(z^)Fl^(x^)JZB-{zw)J^
M
I fdMnc ^WHUBF ^ HUBR
+ l +
V da da da '
da. aMHUBF aMHUBB
where
ZwFs<ZwlF
(d) Mg=-Iyy
9.2-4
9.2.3 Coefficient of the Characteristic Equation
In the case of tandem rotor helicopters, the coefficients

of the characteristic equation can be further simplified
as compared to these presented in Section 8.2, thus:
A = XuZ^Mö
B - XuZiMo+XutZirMd+Z^MO)
C- Xu(ZwM0 + Z^Mö)tX-(Zw^ö-Mw-Z6)
D= Xu(Zw.MÖ-MvrZ6)-t-XÖ(ZuMw--M,.Zvr)
• VMUZ6- W^ZQ-XQM^
E= XglZuM^-MyZ^ + ZetX^Mu-XuM^)
9.2.4 Roots of the Characteristic Equation
The stability roots of the above characteristic equation

can be extracte-i by using the numerical procedures given
in Section 8.5.
9.2.5 Numerical Comparison of the "Rapid Stability

Method" With the "Formal Solution" —-
Tables I through III show a comparison of the results

calculated using the "rapid stability method", as
described above, versus the results obtained by the
"formal method" presented in Sections 7 and 8.
9.2-5
r
TABLE I
NUMERICAL COMPARISON OF THE SIMPLIFIED VERSUS

FORMAL STABILITY METHOD FOR TANDEM ROTOR HELICOPTERS,
FORWARD CG. POSITION (13.37» OF ROTOR RADIUS)
*u -40.44 -39.98
X -885.92 -885,92
u
*w 62.27 62.46
Xyf 0 0
*e -28500.00 -28500.00
*e -2911.71 -2908.07
x
0 0 0
Zu 36.90 37.75
Zw -931.05 -936.61
Zir -885.92 -885.92
z -876.09 -876.09
e
183591.15 182603.60
1 H
ze 0 0
Mu -844.97 -865.26
M^ 1201.53 1093.75
M^ 0 0
MQ -355707.54 -366075.77
Mfl -158041.00 -158041.00 |
A 1 1
B 3.34666 3.37389
C 0.91761 1.17531
D -0.07531 -0.06211
E -0.17053 -0.17671
A, Ü.30793 0.29411
A2 -3.04303 -2.97905
-0.30578 -0.34447
A3l4 K). 297471 +0.288141
9.2-6
TABLE II

MID CG. POSITION (1.4% OF ROTOR RADIUS)

Xu -43.06 -42.47
*ii -885.92 -885.92
*w* 73.00 73.16
V 0 0
*0 -28500.00 -28500.00
*0 -2621,65 -2615.32
X0 0 0
zu 50.87 51.64
Zyr -931.34 -937.38
Zir -885.92 -885.92
Z -756.08 -756.08
0
Z0 187093.24 182603.60
20 0 0
Mu -1002.71 -1020.18
Myr 4360.70 4481.17
Mvr 0 0
Mg -371145.70 -384178.22
Mg -158041.00 -158041.00
A 1 1
B 3.44800 3.48843 |
C -3.21600 -3.10744
D -0.25950 -0.24420
E -0.16290 -0.16533
A, 0.88759 0.83944
A2 -4.22781 -4.21420
-0.05389 -0.05691
AM K).20500i +0.208591
9.2-7
TABLE III

AFT C.G. POSITION (6.9% OF ROTOR RADIUS)

Xu -88.27 -88.14
Xu -885.92 -885.92
*vr 83.91 84.11
*w- 0 0
Xfl -28500.00 -28500.00

x$ -2198.48 -2197.29
xö 0 0
Zu 53.70 53.67
Zvr -933.18 -940.29
Z^r -885.92 -885.92
Z
9 -706.28 -706.28
z
0 189190.60 182603.60
*9 0 0
Mu -895.19 -923.53
Mw 6596.49 6696.55
Mw 0 0
M0 -398042.50 -414506.48
Mg -158041.00 -158041.00
A 1 1
B 3.67096 3.68372
C -5.92492 -5.58366
0 -0.67904 -0.63996
E -0.10712 -0.11355
A, 1.30714 1.25017
A2 -4.86168 -4.81644
A3,4 -0.05814 -0.05873
+0.11608i +0.12413i
9.2-8
The sample helicopter under consideration is a tandem
rotor configuration operating at a tip speed ratio of
fi = 0.3 and MT =0.8. The design parameters selected
for the sample helicopter are the same as those used in
the sample trim calculation presented in Section 10.2.
In order to examine the most critical variations of the

pertinent stability parameters for tanc.em rotor heli-
copters, this comparison is based upon a wide range of
C.G. travel.
The tables presented in this section show that the

results obtained using the "rapid stability method" are
well within the tolerable limits of those obtained by
the "formal method".
9.2-9
SECTION 10. SAMPLE CALCULATIONS
In order to better illustrate the stability methods

presented in the previous sections, sample calculations are
herein performed for both single and tandem rotor helicopters.
For each helicopter configuration, the computations

are performed according to the sequence of operations outlined
in the previous sections. Specifically, the sample calcula-
tions are initiated with the aircraft trim computations
followed by local and total stability derivatives and are
ended with the solution of the stability characteristic
equation and analog computations of aircraft response.
10.1 SINGLE RO'lOP. HELICOPTER
The sample single rotor helicopter considered is a

medium utility type aircraft as illustrated in Figure i
of Section 3.3. It consists of a preconed, two-bladed
teetering main rotor and a rigid tail rotor. The
horizontal tailplane has no end plates and is of NACA
0015 symmetric series. The fuselage shape, shown here
in Figure 1, resembles that of the configuration D of
Reference 1. Hence, the mode] test data corresponding
to this configuration is utilized to obtain the required
fuselage characteristics for the sample helicopter.
These data have been appropriately nondimensionalized
and are presented in Figure 2.
The aircraft operating conditions assumed in this

sample calculation correspond to a forward speed of
V0 = 207 ft/sec,a rotor tip speed of &R 690 ft/sec,
and a pressure altitude cot responding .... sea level
standard day.
10.1.1 Trim Calculation for a Single Rotor Helicopter
The sample trim calculation for a single rotor heli-

copter is performed utilizing the analytical procedure
outlined in Subsection 5.1.2 as follows:
(a) Determine the required helicopter design parameter

as shown in Table I.
10.1-1
CN
C/3
X
4J
z a
c
u
•H
r-i
o - 0J
o
0
DCS
1)
.-*
GO
c
c/}
0)
r-4
a
en
QJ
u
14-1
o
QJ
a
x:
0)
cd
H
cu
0)
d0
10.1-2
FUS
-0.02
0.22
C0FUS 0.1
0.14
M
FUS
-0.08
-0.12
-16 -12 -8 -4 0
orFUS - DEGREES
Figure 2. Fuselage Characteristics for the

Sample Single Rotor Helicopter
(jBf-0).
10.1-3
Y
FUS
Vus0-012
Cr -0.004
-0.008
L6 -; 2 - 3 4 () 4
aFUS - DEGREES
Figure 2. (Concluded).
10.1-4
CD
c
CO in
rH i-i rH
fr CN CM O
O
iH IW CN
•H JD <
co —1 r~> <T • CJ .M
H (30 CN • vD < O
• • iH M 2 •
co O •tf CN 1 0 0 O
CO
11 II |; j| || 11 II .. il
s c
0 r- r- r- r-
rM
•M O
o
N
•H
5-< 0
>- H 5 r- X >-
<*<
N 0
CM O
O
M
CJ 0 •M
X <
s
so in
U
>M
u
IM 4J •U
H m 0 IM CM
O r^ iH O X
as >-• • • . CN M in
0 0 m O O <f 1 1 1
w 4J
j 0 1! il II II II II II 11
Ü «
H i-i er er er
Cfl •H er er er h
cfl r- r-
r- X >-
Ui H Q> 0 b ÜC «K <K "K
rJ
U u , » E
3 •H M O
3 Cfl
tu
CN
4J
CN
•U
E 0 U U
cd CH P tu
C öO
X ja IH *M rMfl-HT3
H i-i CN X3 O rM co E U
w (U 3
01
3 VI <D U C CD
5
2
to
D X
\L
>-
u.
M
u. 3
Uu
ü) CO CD 0 U-l
p s: jz -H CD
U<
2 < < < «X U* CJ 4-t AJ füj
p.
SZ '—-
O •ü
M 0)
W c 4J
UJ 0 CM
p U
(D U-l hfl
^ u P
0 P, rH 4J m r-l
4J •w' ro in iw CO («
O Is* 0 •
OJ 0 • • CN m in
O <f m O CN 0 00 O CN O 0 1 <f
c
•H II II I, 1! 1! II II II II II II 1 II
CO
2 u. IL U.
b.
u. > I*- if"
O u. Uu u. U. X N W
CD O 0
LL
n b >s o) rr ^< *< •*< s
10.1-5
4*
1
(b) Determine the following operating condition for
the sample aircraft:
V0 = 207 ft/sec
(fiR)p = 690 ft/sec
(ARITR" 713.8 ft/sec
Altitude = Sea level standard day ( p = 0.002378
slug/ft3)
Then compute
Vox 207
(M) . V0+(flR)F = 207 ± 690 . 0>8

T
P VeS 1118
_ 207-_- _= 0.29
MTR 7
(ftR)TR 13,8
(M \ = Vo+(flR)TR = 207 + 718.80 = n 89
82
^T'TR VS " U18 °*
= 2
<lo ~t />vo = h * 0.002378x (207)
= 50.9 lb/ft2
(T.F.)F = [p TTR2 (flR)2]F = 0.002378 x 3.14 x 222

x 6902 = 1.72 x 106 lb
(T.F.)TR= [p TTR2 (&R)2]TR = 0.002378 x 3.14 x 4.32

x 713.82 - 7.03 x 106lb
(c) Obtain fuselage lift and drag coefficients for

a =
FUS °-
Ujing Figure 2, and assuming aFUS = 0, obtain
10.1-6
CUFUS = -0.0060
CDFUS = 0.158
Using the values for AZFUS and AXFUS from

step (a) and q0 from step (b), compute
LFUS = CLFU.q0 Az = -0.006 x 50.9 x 144.5

us us
= -44.1 lb
OPUS = CoFUSQo AXFüS = 0.158 x 50.9 x 48

= 386 lb
(d) Calculate the first approximation for the main

rotor lift and drag forces, thus:
LF = W-LFUS = 5300 + 44.1 = 5344.1 lb
=
DF ^-Dpus "386 lb
Also compute the corresponding rotor lift and

drag coefficients
(£k) .[ L 1 s 53441 = 0#0609

a F MT.F.)(TJF i.72xl0bx0.051
(S&) =[7-^1 = - 386 = -0.0044C

a F L(T.F.)crJF 1# 72^06x0.051
(e) Using Reference 2, calculate the chart values of

rotor lift anu drag coefficients corresponding
to rotor solidity <r =0.1, thus:
(Aa)F^F-0.l =0.051-0.1 = »0.049
[(^)0I1 -(§-) - 0.0609
10.1-7
2
Cn ACT r '
[<-¥>
L ] •[
* 0.1 c J L 9 2
= -0.0044 + °-049 (0.0609)2 = -0.0034

2(0.3)2
(f) Using the values of [(CL'/a-)Q|] , [(CD7<r)0|l

from step (e) and d\f1 /JL? , M'TF from step's (a)
and (b), enter Figure 44 of Reference 2 and
Figure 3 of Section 5.3 and obtain the first
approximations for the following main rotor trim
parameters:
KW F = -8.2° = -0.143 rad
= 3.7° - 0.0646 rad

°oF
- 4.75° - 0.0829 rad
\
b
'F = 1.60° = 0.027 rad
<H - 7.1° - 0.124 rad
XF - -0.052
= 0.00356
(g) Calculate main rotor angle of attack (ac ) and

rotor torque (QF) as follows:
-Cp'ItecW^T^)]
2^ a J F
= -0.143--Q'049 vO.069 = -0.160 rad - -9.16

2x(0.3)2
QF =[-^(T.F.)<TR]F
- 0.00356 x 1.72 x!06x0.051x 22 = 6870 ft/lb
10.1-8
1
(h) Using Section 7.6 or the pertinent test data,

obtain the following downwash interference
factors:
K = K = K 1#0
FFUS FT FTR
Then compute the downwash interference factors

€ € and 6
FUS » T> TR using the values of XF from
step (f) and aCp from step (g), respectively.
Thus
=FUS=*T =€
TRSL0 <t0n a
C-/TV
- l.o[tan(-9.16°)+0'Q52 ] = 0.012 rad =0.688
(i) Using the design parameters and the initial trim

values obtained in the steps above, determine the
relationship between aFUS and CMpus from the
following equation:
[ *x L - ez D+ ^^- (a, +ac-i)]F +q0[*xSa(i-«)]T

a FUS"
-UxD4jfzUF -q0«xSo)T
C
MFUSq° Ax
PUS ^FUS
• ' ' ^FUS
-(Jxr ^ZL)F -q0(J?xSa)T
-5.35x386+50.9x16.62x21.4x3.81x0.012
apus
5.35x5344.1+50.9x16.62x21.4x3.81
+50.9x48x39x CMFUS . 0 012

5.35x5344.1+50.9x16.62x21.4x3.81
10.1-9
aFUS = - 0.0247 + 0.976 CMpus
•'• °FUS° - -1'415 + 55 92

' CMpus
Superimpose the linear relationship between a^s*

and CMpgs from the above equation on the experi-
mental fuselage pitching moment curve CMFUS
vs apus° anc* obtain the point of intersection
as shown in Figure 3. This point yields the
fuselage trim angle of attack
aFUS - -3.2° - -0.0558 rad
(j) Using apus from step (i), enter the fuselage

charts of Figure 2 and obtain the following
fuselage characteristics.
C
LFUS = -0.0073
CM = -0.032
FUS
C
DFUS -- 0.158
C = 0.0077
NFUS
CY = -0.0057
FUS
CY._... = -0.002
us
Then compute the corresponding fuselage forces and
moments, thus:
Wus = CLFUS q A
Fus 0 z Fus
= -0.0073 x 50,9 x 144.5
= -53.7 ib
DFussCoFusqoAxFus =
0.158 x 50.9 x 48 = 386 lb
=C
YFUS YFUSQOAYFUS = -0.0057 x 50.9 x 160.7
* -46.6 lb
M
Fus=CMrusq0A JFUS = -0.032 x 50.9 x 48 x 39
Fus FUS
= -3050 ft-lb
10.1-10
00
CO
4J
CO
CD Q
-C
culat ed and t
tching Moment
vj"
o
^
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VA
8u tO to
o
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1 5 Q> oo
m JZ to
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1 ^ CO
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M
Ik
°l
C
o
ositio
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mental
_1
rff« f..
o
»ERIMENTi
CM
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Supe
Expe
1
H
r
W iT5 W W
vO
li I
o
CM
CO CM I
o O O
o O
I i
Ik
2
10.1-11
C
^FUS " ^FUSqOAXFus^FUS
= -0.002 x 50.9 x 48 x 39 = -191 ft-lb
N : C
FUS NFuc.ÔAXFUS ^FUS
= 0.0077 x 50.0 x 48 x 39 = 734 ft-lb
(k) Using the values of NFU3 from step (j) and QF
from step (g),determine tail rotor thrust and
tail rotor lift coefficient, thus
. NFUS+QF __ 734 + 6870 = 272 lb

TR
' _JA 28
*TR
T
(£ki - r 1 = 272 = 0.0368
a ' TR« L (T.F.) or J« 7.03 x 104 v n 10S
(1) With the values of 0,TR , /xTR> and MTTR from

steps (a) and (b), (CL'AT) TR from step (h),and
(QC)IR = 0, enter the appropriate performance
charts of Reference 2 (interpolate between the
charts if necessary), and obtain the following
tail rotor parameters:
[(«!?•) ] = 0.0020, XTR= 0.007
1*1 * 0.0011, (075) =2.2

O- TR - TR
Then compute
L J
* TR o- o.i 2^ <y TR
= 0.0020+(MQ5;Qr?j) (0.0368)2 = 0.00204

2x(0.29)*
10.1-12
C„"
0TRS[ifi.(T.F.)cr]Tp = 0.00204x7.03xl04x0.105-15.1 lb
OfR*[-^r(T.F.)crR]TR = 0.0011x7.03xl04x0.105x4. 3
17
« 34.9 ft-lb
(m) From the trim values obtained in the steps above,

determine the horizontal tail plane character-
istics as follows:
a = a
Fus + €Fus - -0.0558 + 0.012 = -0.0438 rad
= -2.51°
aT = a+iT-€T = .0.0438+0-0.012
• -0.0058 rad - -3.2°
CUT = aTaT = J.81 (-0.0558) = -0.213
2 2
( 213)
c s(CD + -%-) = 0,01+ '°' = 0.0134
^°T ^ o ^T 3.14x4.23
!"TrCLTq0ST Ä -0.213 x 50.9 x 21.4 = -232 lb

DT=C0TqoST = 0.0134 x 50.9 x 21.4 - 14.6 lb
(n) Assuming A,F s <f> = YXR - /c = 0> solve
simultaneously the X and Z equations from Section
4.0 to obtain a better approximation for the main
rotor lift and drag, thus
K, = Wa-lFUS(a~€FUS)-LT(o»-€T)+DFUS-f DT + DTR
= 5300(-0.0438) + 53.7(-0.0558) + 232(-0.0558)

+ 386 -f 14.6 + 15.1 - 168 lb
K2 = DFUS(a-<fFUS) + DT(a-€T)+DTR(a-£TR) + LFUS+LT-W
= 386(-0.0558) + 14.6(-0.0558) + 15. K-0.0558)

-53.7 -232 - 5300 - -5610 lb
10.1-13
M-K2 = 168(-0.0438)+5610 m 5590 lb
14a2 lf(-0.0438)2
DF = LFa-K, = 5590(-0.0438) - 168 = -413 lb
Then obtain
(£k) = f(2k) 1J = [-^-1= 5590 = 0.0637

<T F L o- o.i F L(T.F)crJF I.72xl06x0.051
(£D') -[ D 1 - - 413 = -0.00471

a F LCT.F.)<rJF 1.72xl(rx0.051
2
r(£ft, J].[&'.^(^)
L 2
1J
L <r0.. F <r 2M a- F
=-0.00471+ °'049 2O(0.0637)2=-0.00361

2x(0.3)
(o) Repeat steps (f) through (n) with the new values
of [(CL'/<r)0 ,] F and [(C D '/o-)0J ] F from step (n)
until convergence is achieved, yielding the final
trim values as shown in Table II below:
10.1-14
:
1 *r~
T3 »•"S
CO -a
M to
u
m
CM X X rH
O v£> rH rH rH
00 O 0 CN
»•
04
rH
II II II 11
os •H r- K K r-
cd O _J Q W
H
o
u
M /"•s
J T3 /•s
Ul CO X) ^^
X U X CO
Do m
rH
|
"8^
O CN X AJ <r
s
OS
O
00 O
m .
\Q XI
r-l
rH
oo
<H
ON
r^
o
o o
CO
CO
o o
i-H
r-l
CM
M • o vf * • • CM • iH O
u 0 co i rsi m ^ o • O CN •
J 4J i w CN H CO 1 CM -*^ • O
o 0 rH W
2 DC II II II II II II
M cr II
C/l DC X K
r-
m cr
•H
r- fr- r- r- r~
CO
H
O K ei o y< CD to
s~\ /^
<q •o 73 S~\
c/5 CO CO X
rH X (0
U
I >fr u
I X rH u
U-N X X rH 1
H I-» CN r-l l-l y-i 1 4J rH
o <r o vo X •U <W rH
£
o
r^ O
CO •
00 o
m .
VO
•
rH r-l
•
o
<*
«H
rH
0
rH O
CM
tu • o • o vO ^D ON CM <f ON CM •
CM 1 CO l m 00 <r co CO r-l O
1 w i w i CO 1 r>.
S 0)
w
1 1 rH >-•
D II II II II li II II II II
HJ CO
rH
£ (0 u.
V)
3
u.
V)
3 3
Ik
to t/>
3
Ik
w
3
Ik
w
D
Ik
3
Ik
0)
3
Ik
2 Ö O _J Q >- 5 2 VJ
oS
3Z /-N
•o /-\
/-s
•0
<*> /-s
•d T3
M CO X T5 cfl CO CO
U< k rH CO r^ r^ M
u
NJ X X u m vD X
o vo i-l rH 4-1 vO NO r^ <r 00
O rH LO 0 CM O yß o CO o CM
U <r • o rH O O m r-l rx o m o in o
0 • o CN IH vf • CM • 00 . 00 • vO •
4J ON 1 •-C <r O o • O • O • o • o
0 1 "—' m 1 r^ • r-N. v CO >*• ^fw rH W
OS
II li li II II II II li II
e ik
•H Ik w> Ik
CO u u. Ik ik Ik N o ik Ik
. 21 O -I ,Q <? X CD' 9 • —ä
10.1-15
(p) Using the final trim values frcm Table II,
calculate main rotor side force, thus:
+ ~4~ kb, + -g-a0o, -y/i.Xa0-/x a0o, +-ô,b, + -g^Xb,)]F
= 1.72xl06x0.051x5.73(_3xO.3xO.l?6xO.n67S
2 4
+^xO, 126x0.0288+|x0.09x0.126x0.0288
-1x0.056x0.0288+1x0.0675x0.0846
4 6
+2x0.3x0.056x0.0675-0.09x0.0675x0.0846
2
+1x0.3x0.0846x0.0288-1x0.09x0.056x0.0288)
4 8
= 129 lb
(q) Also compute the main rotor lateral cyclic A|F

(from the rolling moment equation) and aircraft
roll altitude <f> (from the side force equation)
using the final trim values as follows:
A,_ = "2
ebft M,
[.,IL+1^ä,]
= -5.35 x 129-5 x 274 + 1 x 15.8 x 0.0625 + 191
5.35 x 5620
= -0.0621 rad - -3.56°
10.1-16
(LA,+Y)F+YFUS4-TTR
=
* W
= . -5620 x 0.0621 + 129 -49,1 + 274,

[
5300 '
- -0.000924 rad = -0.0529
(r) Finally, compute the main rotor longitudinal cyclic

pitch
B, = a-ac + iF= -0.0414 + 0.164 = 0.123 rad

= 7.05°
10.1.2 Stability Derivatives for a Single Rotor

Helicopter
The numerical procedure for computing the stability

derivatives for a single rotor helicopter is very
similar to that presented in Section 10.2.2 for the
sample tandem rotor configuration« The main rotor
and the tail rotor derivatives for the sample single
rotor helicopter are obtained by following the numer-
ical procedures for the front rotor of the tandem
rotor configuration of Section 10.2.2 and by utilizing
the appropriate trim conditions presented in Table II.
The required fuselage derivatives are computed by
graphically obtaining slopes to the fuselage data of
Figure 2, and utilizing equations presented in Sub-
section 10.2.2.3, The horizontal tail plane deriva-
tives are obtained from Reference 3.
The total stability derivatives for the sample single

rotor helicopter for the six degrees of freedom of
aircraft coupled motion are presented in Table III.
This table also includes .he control derivatives
required for aircraft response calculations.
10.1-17
ON 1
• • O • 0s vD 00 o • • !
oo r^ CM
oo o r^ CM -d" vß ON CO •
•J omoO>fri-iOC0Or-iOO »OO • O O ON co ON >.o
C*N co CM r^ s© • in CM ON o r* st
1 CM 1 r-4 0> 00 vt CM (N 00 ON
1 1
g ' •
o
o O r^
M CO
rJ r* . o • co iH m • oo
u z
r^ r-l o O o lH ON oo r^ •
ac O • O O O O O ~m • o o • o O • O O O O oo r^
vo r^ vo o CMn •<}• O co ON
cd v£> r-l H vON CO CO vO 1
o i-* l I i CO 1
H
q
2
Ed
HJ ><* . r-l
o • O •
»CM CM 00 CO O f-l
z m o CM r^<r <r • co . vj-
M 2 OHÔ^COmOCOOOONO o o o o • vo m -<f
cn O 00 O IT» • m ON «x> i-i -d*
1^ 1 r-4 1 CO <f r-i m ON CO CO
a 1 r-i r-l 1 1 CM
w
M mo m
w •& • m co CM vo vO vO • CJN CO
U s N
NO
• cooo
v£) 00 r-l
•oo«HomoorHooo><rooo
CO • • vO 00 • -3"
• r». •
rJ H HN CM • • r>. vO CMrlvDH
cd CO CO I-* <t 00 O r-l r-l 1 HNN
o <N CO I r-i 1 1 CO
b co
8>
H v£> <f O CO o
<j 00 • CM O m O vO r-l • • O
> • o ON • i^» vo in» i-l o o CO <t
•H ON O CM r-l •> \D » <t CM O CM >J .
cd >* OfÔCOONOCOCOO 'OON vO O 'OOvDClvDN
W rH 0 r-l CM CO r-l CM r-i r^ m i r-i r*.
Q i i i : ii 1 r-l
SH
HJ
M
vO O o
3H •
O vO
«0"
•
in
r-l
co v©
vD •
r^
r^
in
ON
oo rs
r-i . «j-
.
.
C/3 X oooooooo • o m <f o o o o in o o • o in oo
CO ON ON 00 • so • • r-l 00 00 CO
J IOH r-l CO s£> rH CM CM HHIA<J
3
H
1 1 1 1 1 I i iii
O
H » j
cr/.
Q>-CUKE -$:-$.:6*-&'->-&- a o :a > •> > ^ -k::^ <-<cQ-a5"
/ >
10.1-18
10.1.3 Stability Characteristic Equation
The stability characteristic equation for the sample

single rotor helicopter can be obtained by utilizing
the total aircraft stability derivatives presented in
Table III and by following the analytical procedure
outlined in Section 8. The numerical procedures for
obtaining the coefficients of the characteristic
equation extracting the stability roots and the
analysis of the roots are exactly the same as those
for the tandem rotor configuration presented in Section
10.2.3. Therefore, these numerical procedures will not
be duplicated here.
The computations of aircraft stability characteristics

involving more than three degrees of freedom of air-
craft motion are most conveniently performed utilizing a
digital or analog computer program. A typical analog
computer program for predicting the response character-
istics due to control inputs of a single rotor heli-
copter is described below.
10.1.4 Aircraft Response
Presented in this section are typical computations for

the sample single rotor helicopter response due to
control inputs. These computations were performed with
the aid of the Pace 231R analog computer and include
six degrees of freedom of coupled aircraft motion and
two degrees of freedom of a stabilization device. The
input forcing functions (step or pulse inputs) are the
pilot's longitudinal and lateral cyclic controls which
are programmed to be activated independently or
simultaneously. The analog computer schematic diagram
representing the equations of motion of the aircraft
and the stabilization device is shown in Figure 4.
The sample calculation was performed utilizing the

total helicopter stability derivatives presented in
Table III, These derivatives were normalized by the
coefficient of the highest order variable, e.g., the
X equation was divided by X(j, the M equation was
divided by Mg, etc. In addition, appropriate scaling
factors were utilized. The resulting settings of the
potentiometers P and Q shown in Figure 4 are presented
in Table IV.
10.1-19
i —-C^ -^- 10« H« [~ « 00 >-i 1
LEGEND _«5_: ^V-f\x-'Lf\ r~ z^"
SYVB. POT.
O • p 1 Y
0 '^? i $
,-x '»,'«»'
TP»0
-J , $ r©-—
U"iV
"'0^
»00
M > '-<2b
M"
^7
I« I
>
rii-t^v^-S^-1
=MBHS>-
Ltös
FIGURE 4 ANALOG COMPUTER SCHEMATIC
l< . I - VI.
I
i
r1 ,.jr -1
14" »•"
, •«
»W^
<S>
:*-?
*.,:•
2 »i«».-0.
1
'
'»Ä-.'oVw- T\
200*
^
L i as
•4-i'os*
IU*>
_J
®
. -.
.-0 <
y-
%>4]V ^bjj- ^
:~©
>
«OC ».,•'•" ' C'N
/TP#A »OOI.,
-^;i ®_ E> .1• »IC'CN
<--©>-&>•
•OC », •*•
-^€5» o •^
TABLE IV
ANALOG COMPUTER POTENTIOMETER SETTINGS
Pot. Pot. Pot. Pot.

No. Setting No. Setting No. Setting No. Setting
POO 0.7114 P10 0.0805 P20 0.0158 P30
Q00 0.7114 Q10 0.0274 Q20 0.5455 Q30 0.2000
P01 0.0154 j Pll 0.0271 P21 0.0012 P31 0.5000
Q01 0.0053 Qll 0.6805 Q21 0.3374 Q31 0.1400
P02 0.1667 PI 2 0.1000 P22 0.3074 P32 1.0000
Q02 0.ÜJ62 Q12 0.0169 Q22 0.3333 Q32
P03 0.0070 PI 3 0.2629 P23 0.2393 P33 0.0174
Q03 0.3475 Q13 0.1997 Q23 0.0158 Q33 0.6740
P04 0.0966 PI 4 0.5123 P24 0.0043 P34 1.0000
QC4 0.1667 Q14 0.8333 Q24 0.0211 Q34 0.1875
P05 0.0330 PI 5 0.1000 P25 0.4560 P35 0.3750
Q05 0.8352 Q15 0.1534 Q25 0.456C Q35
P06 0.3591 PI 6 0.0834 P26 0.1061 P36 1.0000
Q06 0.1270 Q16 Q26 0.3024 Q36 1.0000
P07 0.0657 PI 7 0.1836 P27 0.1000 P37 0.5000
Q07 0.1000 Q17 0.0568 Q27 0.4025 Q37 0,1000
P08 0.2503 PI 8 0.0834 P28 0.4382 P38 0.1406
Q08 0.2503 Q18 0.8737 Q28 0.0668 Q38 0.1000
P09 0.1860 P19 0.1266 P29 0.9665 P39 0.0502
^09 0.0174 Q19 1.0000 Q29 0.6579 Q39 0.2433
10.1-21
Typical time history traces of the aircraft response
due to pulse inputs of the longitudinal and lateral
cyclic controls B|c and A|c are shown in Figures 5
and 6, respectively* The results presented in these
figures include the effect of the stability augmenta-
tion system on the coupled modes of aircraft motion. «,
Figure 5 shows the coupled longitudinal and lateral

aircraft response due to a longitudinal cyclic control
pulse input of B|c = lc applied over a one-second time
period. Examining the results of Figure 5a, it can »
be noted that the aircraft response in pitch and ver-
tical perturbation velocity is represented by a stable
oscillation. Specifically, after following a four-
second oscillation in pitch, the aircraft attains a
steady state pitch altitude of about 3 degrees nose
down. Furthermore, the perturbations in vertical
velocity do not exceed a maximum value of about 2.5
ft/sec. The effect of the longitudinal cyclic input
on aircraft lateral response in roll, yaw, and lateral
velocity can be seen from the results of Figure 5b.
Jt can be noted that each of these lateral variables
is affected by the application of the longitudinal
cyclic control, indicating appreciable cross-coupling
between aircraft longitudinal and lateral response
modes. For example, it can be seen that the aircraft
roll altitude <£ is of the same order of magnitude as
the pitch altitude 9 . Also, the aircraft response
in roll and in lateral perturbation velocity is
represented by a slow convergence and a damped
oscillation, respectively. The divergence in yaw
altitude is present since no heading stabilization
was applied.
The effect of lateral cyclic control pulse input of

A|C = 1°, applied over a one-second period, on the
aircraft coupled response is shown in Figure 6. •
Figure 6a indicates that the helicopter attains a
maximum roll altitude of 12° in about 2.5 seconds
after the control disturbance, and then it gradually
converges toward a steady state roll. The lateral
perturbation velocity is represented by a damped
oscillation having a maximum amplitude of about
10 ft/sec. The aircraft pitch altitude and vertical
10.1-22
NOSE 12
UP
6
9 0
(DEGREES)
-6
NOSE
DOWN-12
10
:T r
5 h
!
vr
(FT/SEC) 0
-5
-10
NOSE 2
DOWN -I i 1 ' '
j-ONE SEC. PIJLSE
B 'c
(DEGREES) 0
•1
-2
ONE SEC
NOSE -3 i .
UP
Figure 5a. Single Rotor Response Due to Longi

Degrees oi Freedom.
10.1-23
RIGHT 12 i—
I
(DEGREES) 0
LEFT -6
RIGHT 2
v 1
(FT/SEC)
0
LEFT -i
RIGHT 9
6
i
(DEGREES)
NOSE 2 i . . ,
DOWN -1 >- ONE SEC. PULSE

\
(DEGREES) 0
-1
-2
ONE SEC. -*1
NOSE -3 . •
UP
Figure 5b. Single Rotor Response Due to Long!

Degrees of Freedom.
10.1-24
RIGHT 12 r~
6
4>
(DEGREES)
0
LEFT -6
RIGHT 12
6 _^^"
"
(FT/SEC)
0
LEFT -6
v>
RIGHT 18
y 12
(DEGREES)
6
RIGHT 2 ! 1
- •ONE SEC. PULSE
1 —
(DEGREES)
•1
-2
ONE SEC. —
J L
LEFT -3
Figure 6a. Single Rotor Response Due to

Degrees ot Freedom.
10.1-25
NOSE 1.0
UP
0.5 ——^J
9
(DEGREES) o
-0.5
NOSE
DOWN -1.0
RIGHT i
— ONE S EC. PULS

A,
(DEGREES)
1
-1
-2
-^^
ONE SEC
LcFT -3
Figure 6b. Single Rotor Response Due to

Degrees of Freedom.
10.1-26
perturbation velocity, as shown in Figure 6b, are only
slightly affected by the lateral control input. Thus,
comparing Figures 5 and 6, it can be inferred that the
longitudinal control input introduces appreciably
larger cross-coupling between the longitudinal and
lateral response modes of the sample helicopter than
the lateral control input.
10.1-27
REFERENCES
1. Sweet, G. E., Jenkins, J. L., Jr., Wind Tunnel Investiga-

tion of the Drag and Static Stability Characteristics
of Four Helicopter Fuselage Models, NASA Technical Note
TND-1363, National Aeronautics and Space Administration,
Washington, D.C., July 1962.
2. Tanner, W. H., Charts for Estimating Rotary Wing Perform-


Revised July 1963.
10.1-29
10.2 TANDEM ROTOR HELICOPTER
The tandem rotor helicopter considered in this sample

calculation is a heavy utility type aircraft as illus-
trated in Figure 2 of Section 3.3. It consists
of three-bladed, freely flapping, front and rear rotcrs
of identical geometry. The front and rear roto?: shafts
are inclined forward relative to the fuselage datum
line through angles of iF = -9° and iR = -4°,
respectively. The rotor shaft dihedral (D is
therefore
r = iF-iR=-9°-(-4ü) = -5'
The aircraft has no horizontal or vertical tail planes.

The fuselage shape resembles that shown in Figure 1.
The fuselage characteristics of the samp-e tandem rotor
helicopter are presented in coefficient form in Figure
2. These data have been nondimensionalized in exactly
the same manner as the fuselage data for the sample
single rotor helicopter presented in Subsection 10.1.1.
It should be noted that the data presented in Figure 2
do not pertain to any existing tandem rotor helicopter
but are presented herein only for the qualitative
indication of trends and illustrative purposes.
The longitudinal control is applied through a ?fffer-

ential collective pitch, i.e., reduction of collective
pitch on front rotor head, and increase of collective
pitch on rear rotor head for nose-down control. The
longitudinal cyclic controls B|F and Bi« on front and
rear rotors, respectively, remain fixed for a particular
flight condition. These controls are automatically
preset as functions of forward speed.
The aircraft operating conditions assumed in this

sample calculation correspond to a torward speed of
V = 207 ft/sec, rotor tip speed of (ßR)F»(flR)R
- 690 ft/sec,and a pressure altitude corresponding to
sea level standard day conditions.
10.2-1
u
u
a
o
u
•H
r-)
QJ
X
u
o
4J
O
p*
E
a)
C
CO
QJ
i-l
a
c/)
<U
•u
o
0)
a
ca
u,'
9
QJ
S,
0)
00
10.2-2
U.U4
l-FUS
-0.04
-n HQ
0.40
CD FUS
0.20
0.15
0.05
CM FUS
-0.05
-n i s
-12 -8 -4 0 8 12
aFUS - DEGREES
Figure 2. Fuselage Characteristics for the

Sample Tandem Rotor Helicopter.
10.2-3
O.Olr
C
0
W°
YFUS
-0.01
0.008
0.006
CN FUS
0.004
0.002
0
\
n new
-0.002
cx FUS
-0.004
n nrvt
-12 -8-4 0 4 12
a FUS - DEGREES
Figure 2. (Concluded).
10.2-4
•
The longitudinal cyclic controls on front and rear
rotors are fixed at B|F =5° and B|R = 3C respectively.
10.2.1 Trim Calculation for a Tandern Rotor Helicopter
The sample trim calculation for a tandem rotor heli-

copter is performed utilizing the analytical procedure
outlined in Subsection 5.2.2 as follows:

tandem rotor configuration as shown in Table I.
TABLE I
DESIGN PARAMETERS FOR THE SAMPLE TANDEM ROTOR HELICOPTER
1
*otor Fus elage
Front Rear
8, 0 0 W 28500 lb
Q 5.73 5.73 A
*FUS
121.6 ft2
i -9° -4° Av
"YFUS 511.6 ft2
B, 3° 5° A
ZFUS
566.8 ft2
b 3 3 A FUS 51 ft
O" 0.1 0.1 Fuselage aerodynamic

characteristics are
r 8 8 presented in Figure
2.
e 0.667 ft 0.667 ft
R 29.5 ft 29.5 ft
*x 20 ft -18.92 ft
XY 0 0
*z -6.1 ft -10.7 ft
Ms 114.96 slug-ft 114.96 slug-ft
10.2-5
(b) Establish the following helicopter operating
conditions:
V0 = 207 ft/sec
ÜR - 690 ft/sec
Altitude = sea level standard dav

(ô = 0.002378 slug/ft3)
Then compute
V0 207 0.3
&R 690
Vj-flR = 207 ± 690 m 0.8
T
Vs 1118
T.F. 2
=/3TTR (^.R)
2
- 0.002378 x 3.14 x 29.52 x 6902
= 3.09 x 106
Qos-o"/°V02 =
J x
0.002378 x 2072 - 50.9 lb/ft2
(c) Obtain CLFUS anc* ^DFUS from the appropriate

fuselage characteristic charts for a =aFUS = 0.
For the sample helicopter configuration,assume a
slightly positive fuselage angle of attack to
achieve the required propulsive force. Thus,
assuming a = aFUS = 1.6 °, enter Figure 2 and
obtain
=
CLFUS •Q'OIJ ^Dpus ~ 0-35
Then calculate
LFus=CLFUSqoAZFUS - -0.01 x 50.9 x 566.8 -289 lb
DFus=CoFusqoAXFUS = 0.35 x 50.9 x 121.6 -- 2170 lb
10.2-6
(d) From the Z-force equation, compute (CL'/OOF
assuming arbitrary values for (CL'/cr)R, thus :
CjJ . W-LFUS+DFUSgFus ,CL\

* F (T.F.)o- * R
28500 + 289
3.09 x 106 x 0.1 ^ R
r •
0.0932 -(-h)
» R
The calculated results are shown in Table II below.
TABLL II
LIFT DISTRIBUTIONS ON FRONT AND REAR ROTORS
*. Calculations <¥>F
0.03 0.0932-0.03 0.0632
0.05 0.0932-0.05 0.0432
0.06 0.0932-0.06 0.0332
Using the value of a from step (c) and assuming

initially that €F - eR = £FUS - 0, compute the
first approximations for front and rear rotor
angles of attack, thus :
aCf =a +(i-B, -c)F - l,60°-9°-3° - -10.4°
aCf? =a +(i-B, -c)R= I.60°-4o-5° - -7.4°
10.2-7
(e) From the X«force equation, calculate (CD7cr) TQTAL
using the results obtained in steps (c) and (d),
thus:
• *
)
°" TOTAL a
F °" ""L (T.F.)cr J"€"(7
*" R
2170 - -0.00702
6
3.09 x 10 x 0.1
Then compute
ACT = a- -0.1 - 0.1-0.1 = 0
N0l]=[«C-^^)]»-7.4-
L
R 0JJ
2fjL cr R L J
(f) Using valves of (C|_Vo-)F, [(<*c)0.i]tF ' ^L/O*)R i and

[(ac)0J]F from steps (d) and (e), enter Figure 44
of Reference 1 and obtain the corresponding values
of [(CD'/cr)0l]Fand [(CDV<r)0il]R.
Then, for La - 0 (step (e)), obtain
(|?) F .[$O.I ]
a L a J
F
* cr 'R lv cr 'o.i J0
10.2-8
and
£?) +&)
er •!%) TOTAL
a
The drag distribution between the two rotors and

the total drag corresponding to the assumed lift
distributions of step (d) are presented in Table
III below.
TABLE III
DRAG DISTRIBUTIONS ON FRONT AND REAR ROTORS
[tecUF. -10.4° KVL = -7.4°

lift
a
(Sftj TOTAL
0.0632 -0.0055 0.03 -0.0018 -0.0073
0.0432 -0.0043 0.05 -0.0025 -0.0068
0.0332 -0.0035 0.06 -0.0025 -0.0060
(g) Using the values from steps (e) and (f), obtain plots
of (CL'/cr)F(, (C0hr)K , (CL7<T)R , (CD'/<r)R, and (CDVO-)TOTAL
versus (Co'/or)TOTAL as shown in Figure 3. Also draw a
straight line of (CD^T)TOTAL = (Co'/or) TOTAL • At tîe
point of intersection of this straight line with the
horizontal line corresponding to (CDVa) TOTAL = (CD/ö")TOTAL
read off
0.048, -0.0047
10.2-9
0.065
i
C1
(
a R
0.055
(JlL) 0.045
f\
0.035
v
'>
,CL\
• <7 V
0.025
-0.001
-0.003
Co, -0.005
-0.007 a
TOTAL
-0.009
-0.0074 -0.0070 -0.0066 -0.0062 -0.0058
1
Ö- ' TOTAL
Figure 3. Auxiliary Chares for Obtaining First Approximation

for Lift and Drag Distribution on Front and Rear
Rotors.
10.2-10
and
(^) = 0.045, (^) = -0.0023
Then for ACT = 0, obtain the chart values for the

front and rear rotor drag coefficients, thus:
[(T'c,]F = <T)F - -0-0047
[<ô,]Rs<^„ =-0-0023
(h) Using the values of {CL'/<r)f , J(CDÔ")O.I]F» (CL'/OOR ,

fr m ste
[(CD^C)O.I]R ° P (g) and pac)o.i]F » [(ac)o.i]R
from step (e), enter Figure 44a of Reference 1 and
Figure 3 of Section 5.3 and obtain
XF = -0.061 o, = 4.2 o
XR - -0.045 QIR - 3.5°
(i) Using Section 7.6 or the pertinent test data,

obtain the following downward interference factors
KRF =0 KFR = 1.5

K
FFUS= K
RFUS ~ 1
Then compute the following interference angles,

using aCp and ac from step (d) and XF and X.R
from step (h):
€c = 0
10.2-11
X
€R = KFR ( tan ac - — ).p
1.5 [tan(-10.4°)+5î] - 0.0297 raci = 1. 70
X . X
S K tan a + K tan a ]
*FUS FFüS^ c--T>
r- F RFUS < c * T
r- R
= ftan(-10.4°)+MiL] + rtan(-7.4°)+M045
I 0.3 J L 0. 3
= 0.0399 rad = 2.29°
(j) Compute CMFUS from the pitching moment equation,

using the parameters determined above:
r
C =
(T.F)<r
-
r , WHJB + MHüeJl
*FUS
FUS a Aö 7 1 (Asma-Bcosa/ -— -JJ
% *FJS Aus (T F)a
where
C
A =-kxÂ^)]F4^x(^)^2(î] R
-U^)-^2(^)] «F-[A«^)-^^-)i
* <r 'J
R
*R
- -[20(-0.0047)-6.1(0.048^
- [-18.92(-0.0023) -10. 7(0.045)1
-[-18.92(0.045)+10.7(-0.0023)] xC.0297 *
- 0.851
10.2-12
,CD\
B '-[A&'-SZ(^)]+[SX(^)-A^H
l**& + *z& 5F" r^z'W ^

>x(§PW-f$hi
[20(0.048) f 6.1 (-0.0047)]
f[-18.:7(0.045) i- I0.7(-0.0023)]
-[-18.92(-0.0023)-10.7(0.045)] x 0.0297
= 0.0683
ebfl Ms
MHUBP^HUB^ 2 (a,F+alR-BlF-BlR)
,, 0.667x3x23.4-xll4.96/4.2°+3.5o-3°-5o
2 57.3
-3 3 0 ft.-lb.
_3
=
CM FUS 'n9fo? ?Q'1L
50 ,9x121.6x51
[0-851sin(lt6°)--0.0683cos(1.6o)
330
3.09xl06x0.1 ]
- -0.0425
10.2-13
' - ••'- A
Also calculate
*.FUS
lic = a-ccil
FUS"«=l 6-2.29 =-0.69°
(k) Repeat steps (c) through (j) for two different

values of a . The results thus obtained for
a =1°, 1.4° and 1.6° are summarized in Table IV
below.
TABLE IV
PRELIMINARY TRIM RESULTS FOR THE SAMPLE

TANDEM ROTOR HELICOPTER
a Q
FUS (—) €
R €
FUS CM
1 a
F 1
* F °" R R FUS
1.6 -0.69° 0.048 -0.0047 0.045 -0.0023 1.70° 2.29° -0.0425
1.4 -1.05° 0.037 -0.0042 0.0562 -0.0028 1.39° 2.45° 0.377
1 -1.77° 0.0322 -0.00387 0.0613 -0.0032 1.06° 2.77° 0.564
Plot the values of lCL7<r)F , (CD7<r)F, (CL7<r)R , (CD'/o-)R

eR,€FUS and CMFUS versus a Fus as shown in
Figure 4,
(1) Superimpose the available fuselage data of CMRJS

vs.QFus from Figure 2 on the corresponding plot
from step (k), as shown in Figure 5. The point
of intersection (P) of the fuselage moment* data
with the corresponding results computed in step
(k) yields the first approximation for the trim
values of aFUS and CM , thus:
r Jg
FUS - -0.72
CMrFUS
... ' 0.008
10.2-14
0.060
0.050
c,\
(-3*)
0.040
0.030
-0.002
-0.004
-0.006
DEGREES
1.0 -
Figure 4. Auxiliary Charts for Obtaining Better Approximation

of the Trim Values for Front and Rear Rotors.
10.2-15
•
0.6
0.5 v
\
\
* \
0.4 \ i
*V 1l
\I
0.3
\
\
0.2
II
M
FUS 11
0.1 !
5
«
p •• jD
0
"TXT >ERTt4F.NT/ \L DATA i
i
-0.1
i
i
i
1
-0.2
1
i
i
i
-0.3
-5 -4 -3 -2 -1 0
4
aFUS -DEGREES
Figure 5. Auxiliary Trim Chart of CMFUS vs.aFus.
10.2-16
(m) Enter QFUS from step (1) in Figure 4 and read
off the first approximations for the following
trim values:
C ' r '
(-^)F = 0.0462, (-^D-)F - -0.0047, 6p - 0
(-£•=-) = 0.0468, (-^P-) =-0.0023,€ =1.67°
€FUS - 2.30°
Then calculate
* = aFUS+€FUS = -°'72° + 2 30
' ° = 1 58
- °
=
aCf =a + (i-B,-€) 1.58°-9°-3° = -10.42
QCR »a+(i-B.-€) = 1.58°-40-5°-1.67o q- -9.09°
(n) Repeat steps (c) through (m) using values of

U and €
FUS > *FU$ i * F , R from steps (1) and (m).
The results thus obtained are presented in Table V.
10.2-17
TABLE V
INTERMEDIATE TRIM RESULTS
a C
FUS
v
cr V K
cr V 1
cr J v
cr 'R
€
R 6
FUS M
R FUS
1.8° -0.73° 0.0583 -0.0051 0.0359 -0.00289 2.30 2.53 -0.263
1.58° -1.07° 0.041 -0.0044 0.0533 -0.0041 1.67 2.65 0.263
1.30° -1.53° 0.0365 -0.0042 0.0579 -0.00443 1.52 2.83 0.434
1° -1.88° 0.0345 -0.0041 0.0601 -0.0046 1.34 2,88 0.510
Plot the results from Table V as shown in Figure 6,

Also, superimpose the computed values of CMFUS
vs. <lFUS from Table V on the plot of Figure 5 and
obtain the point of intersection ( P). This point
of intersection yields the final fuselage trim
values of
Ä
<*FUS "°-85°
CMFUS- 0.005
Entering Opus = -0.85° into Figures 2 and 6 and.

utilizing the appropriate rotor performance charts
of Reference 1 and Section 5.3, obtain the final
trim values for the sample tandem rotor helicopter
as shown in Table VI.
10.2-18
1 1
1
0.060
#CL\
0.050
0.040 & \
A
0.030
-0.002
1 j
-0.004
-0.006
3.0
FUS
2.0
*R
1.0 L.
-1.8 -1.6 -1.4 -1.2 -1.0 -0.8
aFUS - DEGREES
Figure 6. Auxiliary Charts for Obtaining Final

Trim Values for Front and Rear Rotors
10.2-1?
TABLE V;
FINAL TRIM VALUES FOR THE SAMPLE

Rotor •
Front Rear Fuselage

a -10.29° -9.19° -0.85°(-0.0148 rad)
c Q
FUS
Si 0.0474 0.0469 €
FUS 2.56°(0.0447 rad)
^) -0.00473 -0.00380 L
FUS -577 lb
& 0.0035 0.0031 DFUS 2170 lb
e.75 7°(0.122 rad) 6.5° YFUS 0

(0.113 rad)
M
FUS
1580 ft-lb
°0 2.95° 2.87°
(0.0515 rad) (0.0501 rad) NFUS 1580 ft-lb
Q| 4.2° 4° *FUS -1010 ft-lb

(0.0733 rad) (0.0698 rad)
b, 1.2° 1.18°
(0.0209 rad) (0.0206 rad)
X -0.061 -0.056
€ 0 1.90°
(0.0332 rad)
+€ =
FUS FUS "0.85° + 2.56° - 1.71° (0.0298 rad)
10.2-20
(o) Calculate rotor side force (CyVo-Jfor front and
rear rotor, thus:
(
4H -' f [- f M?75°0 + J Ö.75 D,+ |> 0.7B&I+ TX b|
i 13 2 1 I 2 1
+
6"aoG|" T/xXa°"/xaoa|+4"/xa|b|+"8^Xb,J
liZlf-lxO. 3xü. 122x0.0515+1x0.122x0.0209

2 L 4 3
^2x0.09x0.122x0.0209-1x0.061x0.0209
b 4
+1x0.0515x0.0733+1x0.3x0.061x0.0515
-i.09x0.0515x0.0733+1x0.3x0.0733x0,0209
4
-1x0.09x0.061x0.02091
88 J
0.00106
c
(^-) = UlT-lxO. 3x0.113x0.0501+1x0.113x0.0206
v » 2 L 4 3
+1x0.09x0.113x0.0206-1x0.056x0.0206
+1x0.0501x0.0698+1x0.3x0.056x0.0501
6 2
-0.09x0.0501x0.0696+1x0.3x0.0698x0.0206
I
4
-1x0.09x0.056x0.02061J
8
0.000977
10.2-21
(p) Solve rolling and yawing moment equations of
motion and obtain A)f. and A, .thus:
X C X
o-(T.R) . R a R 2o-(T.F.)JL <r F cr R F <r F
-vSV^M#/$Jv«rMj
ebß, Ms
*k#,-*A]}
2o-(T
[l8. 92x0.0469 6.1x0.00i06-10.7x0.000977
2.
+0.667x3x23.4 xll4.96(n nono+n n?nA)
2x0.1x3.09xl06
1010 10.7x0.0469
0.1x3.09xl0 H 6
+0.667x3x23.4^x114.96 29.5x0.0035
2x0.1x3.09x10'
-29.5x0.0031+20+0.00106+18.92x0.UU0977
+_ 1580 •]}/{ 0.0474x0.0469(-20xl0.7

0.1x3.09xl06-
-6. lxl 8.92) -0.667x3x23. 42xll4. 96 ["20x0.0474

2xü.lx3,ü9xl06 L
+18.92x0.0469 j
= -0.0371 rad - -2.13°
10.2-22
. NFUSI +I .Cf. (c;' , CV ebft2Ms
+
cr(T.
ebft2
2<r(T.
{-[6ax0.0474+0',667x3x23'42xlX4<961[29.5x0.0035
2x0.1x3.09xl06
-29.5x0.0031+20x0.00106+18.92x0.000977
+—1580 1+20x0.0474|6.1x0.00106-10.7x0.000977
3.09xl06J L
4.0.667x3x23.42xll4.96(0jn?pg + 0-0206)
2x0.1x3.09xl06
101
- ° .1\ /{ 0.0474x0.0469 | - 20x10.7
3.09xl06JJ/ C L
-6.ivlft.Q7J-0.667x3x23.42xll4.96[20x0.0474
2x0.1x3.09xl06
+18.92x0.0469 >n
= 0.0242 rad =1.39
10.2-23
(q) Using the Y-Force equation, solve for the
aircraft roll altitude, thus:
t,(^)R-(%)F"(^)rA.F-(^)RA,R
T
' W
crlT.F.)
= 0.000977-0.00106-0.0474(-0.C371)-0.0469(0,0242)
28500
0.1x3.09xl06
= 0.00586 rad = 0.336°
10.2.2 Stability Derivatives for a Tandem Rotor Helicopter
The stability derivatives for a tandem rotor helicopter

are evaluated utilizing the analytical procedure out-
lined in Section 7.0. These derivatives are computed at
the helicopter trim conditions as obtained in Subsection
10.2.1 above. Since the rotor solidity for the sample
tandem rotor helicopter considered is o- = 0.1, no
solidity corrections are required for the rotor
stability derivatives.
The stability derivatives for the sample tandem rotor

helicopter are computed for three degrees of freedom
of aircraft longitudinal motion. These derivatives
are obtained as follows:
10»2.2.1 Front Rotor Isolated Derivatives
(a) Obtain the required front rotor trim parameters

from Subsection 10.2.1.
y. = 0,3 MT - 0.8 0, - 0°
a -- 0.1 TF. - 3.09xl06 ßR = 690 ft/sec
10.2-24
-5% = 0.0474 l
~'F= -0.00473
T.F.)»T Cu\
* (~V =
(3.09xl06x0al)(0.0474)
--- 14600 lb
1 r .
D (IF.; F » cr 'F (3,09x10^x0.1)(-0.00473)
- -1460 lb
9.75 = 7° = 0,122 rad XF - -0.061
KRF - 0 €F 0
(b) Using the trim values from step (a), enter isolated
rotor derivative charts given in Section 7.5 and
read off the following nondimensional isolated
rotor derivatives for the front rotor:
(i) M- Derivatives
d& \d&)
-0.132
I d MJ L a = 0.0272
ax
**) - -0.137 a0
dp. r = 0.136
»/* F
(ii) Qc- Derivatives
r d
d$r
C J
F
= 0.368 \ldaJhl
c
= 0.020
(£*) 0.23 HO - 0.20

ÖCtr _ da
10.2-25
(c) Using the equations of Subsection 7.3.1 and the
values obtained in steps (a) and (b) above, cal-
culate the following front rotor dimensional
derivatives:
(i) Up - Derivatives
^LF . r(T.F.)<r] [itcLl

duF L SIR JF L dfi iF
6
= 3.09xl0 x0.1(_0tl32) B .59#1 ib.Sec/ft
690
jiEjiL ] rüfei
d uF ßR JFL dp. Jp
= 3.09x10 xO.1(0.0272) = 12.2 lb-sec/ft

690
dup iiRp 0/i.p
= 1 (0.136> - 0.000197 rad-sec/ft

690
dMHUBp _ ebfl Ms ^ ao,F)

(3up 2 p dup
= 0.667x3x23.42xll4.96^0000197)
- 12.4 lb-sec
(ii) ap Derivatives
tt . [,T.F. )(T d^
J
d -P • da c F
= 3.09xl0bx0.1x0.368 - 114000 lb/rad
10.2-26
d PF
(T.F.)o- L
F n raw DM
aac -F
= 3.09xl06x0.1x0.020 = 6180 lb/rad
-—^(j-^ 0.2C
daF daCF
0a F 2 flaF
• 0.667x3x23.42xll4.96(n?n<>
2
- 12600 ft-lb/rad
(iii) g- Derivatives
doiF ÖQ
dq F - yfl(!.883-/!)JF
-L^ — = »0.101 /sec

8x23.4(1.883-0.32)
Q
(iv) IF- Derivatives
AL * -DP = 1460 lb/rad

da{f
= L 14600 lb/rad
10.2.2.2 Rear Rotor Isolated Derivatives
(a) Obtain the following rear rotor trim parameters

from Subsection 10.2.1:
0.3 MT - 0.8 01-0
10.2-27
o- - 0.1 T.F. - 3.09xl06 ftR = 690 ft/sec
l^)R= 0.0469 £g) - -0.00380

° R
=
LR=[(T.F.)crJR (4r)R (3.09xl06x0.1) (0.0469)
= 14500 lb
DR = MT.F.)orl (4r) - (3.09xl06x0.1)(-0.00380)
L JR & R
= -1170 lb
= 6 5 =
0.75R - ° °-u3 rad X
R = -0.056
K FR = 1.5 £R = 1.90° = 0.0332 rad
(b) Using the trim values from step (a), enter isolated
rotor derivative charts given in Section 7.5 and
read off the following nondimensional, isolated
rotor derivatives for the rear rotor:
(i) H- - Derivatives
ran 3(4^)1 0 02 45
= -0.108
-rr '
—) -0.120 1-fSjLj - 0.138
d
H> R ty R
(ii) c»c - Derivatives
= 0.368
d^r = 0.026
• d
.dx ) = 0.23 (|2l) = 0.196

da CR daCR
10.2-28
values obtained in steps (a) and (b) above, com-
pute the following rear rotor dimensional
derivatives:
(i) UR- Derivatives
dU _ . .. ... ÖDR
-48.4 lb-sec/ft -T-*- ~ 11.0 lb-sec/ft
OUR duR
da,R ^MHUBR
=0.00020 rad-sec/ft —r—"= 12.6 lb-sec
UR du
(ii) qR- Derivatives
Its ll/.AAO lb/rad

114000 1VL.J _^DR - 8030 lb/rad
-—^
daR daR
*£üt = 0.196 -^üüa = 12300 ft-lb/rad

daR daR
(iii) q- Derivatives
daiR
-0.101 /sec
dq
(iv) °iR - Derivatives
01 R
1170 lb/rad -2Â. ^ 1450o lb/rad
10.2.2.3 Fuselage Isolated Derivatives
(a) Obtain the following fuselage trim parameter from

Subsection 10.2.1:
Ä V0o 207 ft/sec qn 50.9 lb/ft2
= 1.71° - 0.' -98 rad
10.2-29
•—
a =
Fus -°-85° =
-0.0148 rad
K
FFUS • KRFUS " 1-0
€FUS = 2.56° = 0.0447 rad
=
LFUS "577 lb
DFUS = 2170 lb
MFUS = 1580 ft-lb
Also determine fuselage pitching moment of inertia
IYY - 158041 slug-ft2

(b) Using the fuselage trim values from step (a) above,
enter fuselage charts given in Figure 2, Subsection
10.2.1 and determine
a
°LEUS= o.239/rad
d<*FUS
2& = o
d^FUS
dc MF
^= 0.614/rad
da FUS

values obtained in steps (a) and (b) above, com-
pute the following rear rotor dimensional deri-
vatives:
(i) UFUS- Derivatives
T^-f1"»8^57" = -5'57 lb"sec/ft

<>UFUS V
0 207
•|2Eki= I" °FUS= 2Ü7(2170) = 21

-° ">-••«/*
10.2-30
dMpus_ = J_M Fus = JL(i380) = 15.3 lb-sec
A FUS
du \i0
V 207
(ii) aFUS- Derivatives
= q0 AZr .„ l-r-^)
dam*
FUS ^ 'Fus ^ da
U
FUS
- 50.9 x 566.8 x 0.239 = 6900 lb/rad
a C
°Fus mm A ^ PFUS
FUS
daFUS daFUS
^MFUS .. A I , aCMFUS
= A
*„ Qo ^Xr.,*.
HO "Xcne FUSV Z~
FUS *PIK'*
da FUS daFUS
= 50.9x121.6x51x0.614=194000 ft-lb/rad
10.2.2.4 Total Stability Derivatives
The total stability derivatives for the sample tandem

rotor helicopter are evaluated utilizing the analytical
procedures outlined in Section 7.1 and the isolated
derivatives computed in Subsections 10.2.2.1 through
10.2.2.3. These derivatives for three degrees of
freedom of aircraft longitudinal motion are obtained
as follows:
(a) Xu
_ dl_F dDF
Xu r --— (a-€F)- -r—
duF duF
= -59.1x0.0298-12.2 - -14.0 lb-sec/ft
10.2-31
0aF daF
= 114000x0.0298-6180+14600-1460x0.0298
*
- 11800 lb/rad
daF a KRF^ X d\) rQ

du V0 fj. dfx R
£
(Xy),r • Xu.r +Xa.(-£
r -) = -14.0 lb-sec/ft
du
X
UR ""3 <a~€R' 2
OUR duR
= -48.4(0.0298-0.0332)-11.0 = -10.8
Xa„R S_i(a-€R)—r-a + LR+DR(a-€R)

da» 3a,
= 114000(0.0293-0.0332)-8030+14500
-1170(0.0298-0.0332) - 6090 lb/rad
dap. . KpR.X d\
du v0 fj. dfj, f
= -L.5.CQ*061+0.137) - 0.000481 rad-sec/ft

207 0.3
1C.2-32
-~"—
(xu) = xu + xa ( )
-10.8 4 6090 x 0.000481 = -7.87 lb-sec/ft
dl-Fus dDF[)S
Ub
0<JFUS ouFUS
= -5.57(0.0298-0.0447)-21.0
--20.9 lb-sec/ft
Z (a
:
<>FUS ~ÄZ "€Fus'_ "5
oa
+
LFUS+DFUS(a-€FUS)
c/aFUS Fus
= 6900(0.0298-0.0447)-577
+2170(0.0298-0.0447) = -712 lb/rad
daFUS_ KFFUS X d\ KRFUS X dX

du y0 fi dfj. F y0 ^L dfi n
= _ 1 (-Q-061+0U,iJ/;
,137)- 1 (-0.0564+ü,
.0 12)j
207^ 0.3 207^ 0.3 "
= 0.000643 rad-sec/ft
ddp.,.,
C
FUS
(Xu)FUS=XUFUS+XaFUS(-^)
-20.9 -712 x 0.000643 « -21.4 lb-sec/ft
1C.2-33
? "
.*.XU = (XU)F + (XU)R+(XU)CU!
= -14-7.87-21.4 - -43.3 lb-sec/ft

(b) Xy
x. s_*_.l|M=-8858lug
(c) X^
Xiu_ =-!-X«a = -~= x 11800 = 57.0 lb-sec/ft

*> V0 F 207
(3a r
* l-K RF l-i(f)l = i
daF 57
(XJC -XuflVH = -° lb-sec/ft
XwR =V^XaR= 207x609° = 29 4

. - ^-sec/ft
da
L J
a Oar.c F
= 1-1.5 (1-^x0.23) = 0.650
(Xj
W'o =X^
^W (4^-) - 29.4 x 0.65 = 19.1 lb-sec/ft
R da
= r^x(-712) - -3.44
**W V0X(IFUS
da FUS .
I KkFP .,S(I-- •
ax ) KRFUS(I
! d\
- )
FRJ
da fi oaCf fi dac
= l-(l-_L-x0.23)-(l--I--x0.23) = 0.533
0.3 0.3
10.2-34
(X
*W Vus("ÛS") =
-3-44x0-533 =
-1-83 lb-sec/ft
=
•'•Xvr (Xvr)F+(Xw)R + (Xv^ FUS
- 57.0 - 19.1 - 1.83 - 74.3 lb-sec/ft
(d) X^
da ^ daCF V0
= -1. 5U--1-X0.23)(15±ili92)=-o.0658 sec

U• J zu/
IXr'« =—XaRN(-^-) = ~7X6090(-0.0658)

zu/
V0 da
= -1.94 lb«sec2/ft
•'• X^ = (Xw-)K =-1.94 lb-sec2/ft

(e) XQ
XQ =-W = -28500 lb/rad
(f) Xg
dX dLF dDF
IT—) - -— (a-fF) - 3—
da, F da,F da,F
1460 x 0.0298 - 14600 = -14600 lb/rad
10.2-35
— •' ' ! "~
- -14(-6.1)~57.0(20)-14600(-0.101)
«• 420 lb-sec/rad
dx dl_ ,_ (3DR
(H% =-rha
R
(a-€p)-
<3a, . <3a
= 1170x(0.0298-0.0332)-14500=-14500 lb/rad
i ^X ^°
ixd)RsxÜRi2R-xVRiXR+(|-) -j
- -10.8(-10.7)-29.4(-18.92)-14500(-0.101)
= 2140 lb/rad
W
^Xö--(X£)F + (X£)R-irvoa
= 42<H2140-||=y*x207x0.0298 = -2900 lb-sec/rad
(g) zu
r (3DF , , di_Fi
p L J
0uF OuF
= -(12.2x0.0298-59.1) - 58.7 lb-sec/ft
ZaFF -[|2t(«-€
L F)+-|tt+0F-LF(a-€r)lJ
daF oaF
>
= -(6180 X0.0298+J14000-1460-14600x0.0298)
= -112000 lb/rad
10.2-36
i • immmmmmmmm
«u>.sZu.+Za F 58.7 lb-sec/ft

du
UR * («-«•,> + -£*]
ft UUD
J
= -[ll.0(0.0298-0.0332)-48.4j
- 48.4 lb-sec/ft
d0
rap
aR
* /-
(<:-€. )+^—*•
)+it« R «-R a-€R)j
+DDR-Lp(
Ida
-[8030(0.0298-0.0332)+114000-1170
-14500(0.0298-0.0332)1= -113000 lb/rad
û)R=ZuR+ZaR(^)
- 48.4-113000x0.000481 = -5.95 lb-sec/ft
. f dDFUS . m v, <?LFUS]
UFUS L uo J
OuFUS 0uFUS
--[21.0(0.0298-0.0447)-5.57J
- 5.88 lb-sec/ft
a FUS ,_ UEEUS (a.W+|Laa + DFUS-LFUS(a-«FUS)]

— [6900+2170-f 577(0.0298-0.0447)1
-9060 lb/rad
11..2-3.
I
(Z =Z + ZC2 ( ]
uVus UFUS FUS du
= 5.88-9060x0.000643 = 0.0544 lb-sec/ft
•'.Zu =(Zu)F+(Zu)R+lZu)Fus
= 58.7-5.95+0.0544 = 52.8 lb-sec/ft
(h) Z^
7 s-i-7 = -i-x(-112Q00)=-541 lb-sec/ft

**> V0 «F 207
(ZJ F =Z«. F (4?^) - -541 x 1 = -541 lb-sec/ft

da
Zu.
w = —Z~ - -i-x(-113000) = -546 lb-sec/ft
* V0 a* 207
= 546 X
^R'^R ^
1 1
" °'65° = ~355 lb_sec/ft
7 = J_7 Q = JLx(-9060) = -43.8 lb-sec/ft

^FUS V0 FUS 207
1 =
^W^FUS "^^ -^.8x0.533 = -23.3 lb-.ec/ft
- -541-355-23.3 - -919 lb-sec/ft
(i) Zjr
(7.\ -_L7 (^ JL-(-113000)(-0.0658)
= 35.9 lb-sec2/ft
• .(2.\ _JL = 35.9-28500= -849 lb-sec2/ft

7.
. .Zr-lZr'n g 32.2
10.2-38
— ,
(j) Zß
ZQ-- -Wo = -28500 x 0.0298 = -849 lb/rad
(|I) =-["4^(a-€
L F)4--/^l = -(14600x0.0298+1460)
da, F da,F da,F ->
= -1900 lb/rad
= 58.7(-6.1)+541x20+1900x0.101=10700 lb-sec/rad
L
da, R dalR da,RJ
= -[l4500(0.0298-0.0332)+1170J
- -1120 lb/rad
a U Z X
" R R WR R da, R dq
- 48.4(-10.7)+546(-18.92)+1120x0.101
-10700 lb-sec/rad
:.Zö»(ze)F+(zö) +^v0
- 10700-10700+^^2x207 = 183000 lb-sec/rad
32.2
(1) Mu
dMFUS „ dMF!JS dMFUS daFUS

du duFUS daFUS du
10.2-3V
= 15.3+194000x0.000643 = 140 lb-sec
M
^ HUBF _ 3MHU3F 5MHUBF da
du du? dctf d<
= 12.4 lb-sec
^MHUBR _ (?MKUBR <3MHUBR da

du duR da^ du
= 12.6+12300x0.000481 = 18.5 lb-sec
.'• Mu • (Xb).^2F-(Zu)F *Xp+(Xu)R*ZR-(Zu)R *XR
, dMFUS <3MHUBF <3MHUBR
du du du
= -14(-6.1)-58.7x20~7.87(-10.7)+5.95(-18.92)
+140+12.4+18.5 = -946 lb-sec
(m) M^
dMFUS _ (JMFUS daFU s

da daFUS â
-- 194000x0.533 - 103000 ft-lb/rad
dMHUBF ^HUBp (?q

F
<3a daF da
- 12600x1 = 12600 ft-lb/rad
10.2-40
d^HUBp dMHUBp d(i}
da daR da
12300x0.650 = 8000 ft-lb/rad
M =
• • w l*w*F iZp-(Zvr)F (Xp +(XW-)R *ZR -IZW)R JXR
1 dMPUS (3MHUBF t dMHUBR

V0 da da da
= 57(-6.1)+541x20+19.1(-10.7)+355(-18.}2)
+JL(103000+12600+8000) = 4150 lb-sec

207
(n) M^
M
w-= <xir>R i
zR'{zvr)R^xR
= -1.94(-10.7)+35.9xl8.92 = 700 lb-sec2
(o) Mg
2
M
dMHUB dMHUB I ^ HUBC ebft M da,
L = L 0 L 0 X i ( L)
AZ K
dq du F V0 da *F 2 da
12.4(-6.1)--^xl2600x20
207
2
+0.667x3x23.4 xll4.96(01Q1)
-7650 ft-lb-sec/rad
dMHUBR dMHUBR . _ J_ ^MHUBR ebß, Ms do,

dq du *Z*~V0 da Xx
R 2 dq
10.2-41
- 18.5(-10.7)--i=x8000x(-18.92)
+0.667x3x23.42xll4.96(„n ioi)
2
= -5830 ft-lb-sec/rad
.*. Mn=(Xp)
tt a F X7zF -{'Id)
ö p 1 xF +(Xfl)
tf R jLzR -IZD)
tf R LXR
^MHUBp ^MHUBR
dq 0q
= 420(-6.1)-10700x20+2l40(-10.7)+10700(-18.92)
-7650-5830 = -455000 ft-lb-sec/rad
(p) Mg
M0 =-IYY ="158041 slug-ft2
The total stability derivatives for the sample tandem

rotor helicopter are summarized n Table VII below.
10.2-42
TABLE VII
SUMMARY OF THE TOTAL STABILITY DERIVATIVES FOR THE SAMPLE

\Eq.
Var\ X Z M
u -43.3 Ib-sec/ft 52.8 lb-sec/ft -946 lb-sec
u -885 slug 0 0
u 0 0 0
w 74.3 lb-sec/ft -919 lb-sec/ft 4150 lb-sec
w -1.94 lb-sec2/ft -849 lb-sec2/ft 700 lb-sec2
w 0 0 0
e -28500 lb/rad -849 lb/rad 0
e -2900 lb-sec/rad 183000 lb-sec/rad -455000

ft-lb-sec/rad
e 0 0 -158041 slug-ft2
10.2.3 Stability Characteristic Equation

The dynamic stability of an aircraft is assessed by
examining the coefficients and the roots of the stability
characteristic equation. This characteristic equation
for the sample tandem rotor helicopter can be obtained
by following the analytical procedure outlined in
Section 8.0 and by utilizing the aircraft total stability
derivatives computed in Subsection 10.2.2.
10.2-43
10.2.3.1 Coefficients of the Characteristic Equation
(a) Utilizing the total aircraft stability derivatives

presented in Table VI of Subsection 10.2.2, compute
the following terms:
*
6, =Z^Mg-M^ZQ = (-849)(-158041) 134 x 106
G2 = Z^MÖ+Z^Mö-M^Zö-M^Zö
= (-919)(-158041)-849(-455000)-700(183000)
= 403 x 106
G3 =z
ÖMu-ZuMÖ =
~52.8(-158041) 8.34 x 106
64 = ZUM^-M,j Z^
= 52.8(700)+946(-849) = -0.766 x 106
G5 = ZvrM0-Mw-Z0-Z0Mur
= -919(-455000)-4150(183000)+349(700) -341xl06
G6 = MuZ0-ZuM£
-946(183000)-52.8(-455000) -149 x 106
G7 = ZyM^-MyZy^
52.8(4150)+946(-919) -0.65 x 106
G8 = MuXy^-Myy-Xy
= -946(-1.94)-4150(-885) - 3.67 x 106
10.2-44
G9 = X^Mu -XuMvv"
74.3(-946)»43.3(4150) 0.109 x 106
(b) Calculate the coefficients of the characteristic

equation as follows:
A G, Xy 134(-885?xl06 - -119xl09
B - 6, Xu + 62X6+G3X^ + G4X6f
134(-43.3)•403(-885)-8.34(-1.94) xlO6
-362 x 109
C = G2Xu + G3Xw. + G4x£ + G5Xlj+G6Xvr + G7Xfli
403(-43.3)-8.34(74.3)-0.766(-2900)-341(-885)
149(-1.94) I x 106 = 287 x 10'
D =64X0+65X^65X^+67X0 + 6820
-0.766(-28500)-341(-43.3)-149(74.3)
6 9
-0.65(-2900)+3.67(-849) xlO - 24.3xl0
E = 67X#+69Z0
r-0.65(-28500)i0.109(-8^,/jxlOb = 18.4 x 109
(c) Divide all the coefficients by the coefficient A-,

obtain the following stability characteristic
equation for the sample tandem rotor helicopter:
A4+3.04A3-2.4lA2-0.204A-O.I55 = 0
10.2-45
10.2.3.2 Criteria for Stability
As discussed in Section 8.4, the necessary and

sufficient conditions for stability are that all the
coefficients of the characteristic equation (B, C, D -•»
and E) be greater than zero when A > 0, and also the
Routh discriminant R*>0.
It can be noted that in the sample case, the normalized

coefficientsC, D, and E are smaller than zero when A
and B are greater than zero. Since there is only one
sign change in the normalized coefficients A, B E,
there will exist at least one positive (unstable) real
root.
Therefore, the sample aircraft will possess at least

one unstable aperiodic longitudinal mode, regardless
of whether the Routh discriminant is positive or
negative.
10.2.3.3 Solution of the Characteristic Equation
The solution of the stability characteristic equation

(quartic) for the sample tandem rotor helicopter can
be obtained utilizing the analytical method of
Section 8.5. The calculation procedure of this method
is as follows:
(a) Determine the normalized coefficients (A, B E)

of the characteristic equation
A4+BA3+CA2+DA+E =0
where
A - 1, B = 3.04, C -2.41, D - -0.204, E = -0.155
(b) Calculate
S* = BD + C2-4E
- 3.04(-0.204)+(-2.41)2-4(-0.155) = 5.80794
10.2-46
R* = BCD-EB2-D2
- 3.04(-2.41)(-0.204)+0.155(3.04)2-(-0.204)2
« = 2.88541
(c) Compute
h| = I(3S* - 4C2)
= i[3(5.80794)-4(-2.41)2 j = -1.93619
K = J^18CS*-16C3-27R*) = _i.l8(-2.41)(5.80794)
n2 27 27L
-16(-2.41)3-27(2.88541)] = -3.922
•vd) Evaluate the discriminant (A)

2
h K3
Q 4 +
27
= i^922)i + (-1.93619)3 = 3#57669

4 27
(e) Determine the value of (Iln,-.

Since A in step (d) is greater than zero, then
nn= /-42+y^+ V-VV5"

2
Jh^L +73757669 ^/Âp- v5757S59 = 1.97933
10.2-47
(f) Compute
= 1.97933 + 2(-2«41) - 0.3/267
(g) Calculate
• ÄJ3V
2
= -2.41-0.37267 + Al.41-0.37267. + ^55
= 0.05462
= JL = -0-155 = -2.83778
S 0.05462
D B
- ~ S = -0.204-3.04(0.05462) B 0 12793
7?
" v-S -2.83778-0.05462
5 • B -77 = 3.04 - 0.12793 = 2.91207
(h) Finally, determine the four roots of the stability

quartic, thus:
'.2
= ___L
2
+ ,/U__
<-t-)-*
, - 2,91207+ 72.91207 * + 2.83778
VK
2 " 2 '
.'. A, - 0.771 A2 - -3.683

10.2-48
and,
AM—J- ±V(^-)2-^
*
*
10^2793/0.12793^ _0>05462
- -0.06396 + 0.22478i
.'. A3 = -0.0640 + 0.225 i
A4 - -0.0640 - 0.225 i
10.2.3.4 Roots of the Characteristic Equation
The roots of the characteristic equation computed

above consist of one positive real root (A| = 0.771),
one negative real root (Ag = -3.683), and a pair of
complex roots (A3>4 = -0.0640 + 0.225i).
The positive real root (A|) corresponds to aperiodic

divergence having time to double the amplitude of
about 0.90 sec. The negative root (A2) corresponds
to aperiodic convergence having time to half the
amplitude of about 0.188 sec, which corresponds to
a time constant of 0.272 sec. The complex pair (A 3 4 )
corresponds to a slowly convergent oscillation having
a period of about 27.9 sec. and a time to half the
amplitude of 10.8 >c. This corresponds to P frequency
of the oscillation of 0.0358 c.p.s. and a time constant
of 18.3 sec.
It can b? concluded, therefore, that the sample tandem

rotor helicopter is longitudinally unstable.
10.2-49
10.2.4 Aircraft Response
The most convenient way of computing aircraft response

due to control inputs or external disturbances is
through the use of an analog computer program. Such a
program,which is described in detail in Subsection
10.1.4,for a single rotor helicopter can be easily
applied to a variety of V/STOL aircraft by utilizing
tne appropriate total stability derivatives corre-
sponding to the type of aircraft considered.
10.2-50
REFERENCE
*4 1. Tanner, W. H., Charts for Estimating Rotary Wing Perform-

ance in Hover and -it Hl^h Forward Speeds, NASA
10.2-51
SECTION 11, THEORETICAL DERIVATION OF EQUATIONS OF MOTION
The object of this section is to provide the reader

with a better explanation of theoretical aspects of
stability and control concepts and to supply a formal proof
of the equations of motions used in Section 4.
11.1 GENERALIZED EQUATIONS OF MOTIONS
An aircraft in flight is subjected to:
(a) Inertia fo..°es and moments

(b) Applied external forces and moments
(c) Generalized con' ol forces
The inertia forces and moments arise from the

aircraft's resistance to change its state of a uniform
motion when subjected to changes of linear and angular
velocities and accelerations in space.
The applied external forces acting upon an aircraft are

of two kinds: gravitational and aerodynamic. These
forces are generally dependent on the aircraft
configuration and the particular flight condition.
Since gravity vectors do not contribute to the moments
about C.G., then the applied external moments are
entirely aerodynamic.
The generalized control forces, on the other hand, are

internal forces and are arbitrary functions of the
control commands of a human or automatic pilot. For
the purpose of the derivation of the generalized
equation of motion, it will be assumed in this
analysis that all controls are fixed.
11.1.1 The Inertia Forees and Momenta
The complete derivation of inertia forces and moments of

a rigid body in space can be found in any standard text-
book on aircraft dynamics. A typical example of such an
analysis is presented on page 94 of Reference 1 and will
not be duplicated in this ^ction. However, the summary
of the final results of P .rence 1 is presented below.
11.1-1
11.1.1.1 The Inertia Forces
vXj= W
—- /•
(u + qw - rv (1)
Yj=y(0+ ru-pw) (2)
Z r
! "g" (*" + pv-qu (3)
11.1.1.2 The Inertia Moments
^l=PIxx-Ix2(f+P(')'r('(Iyy-Izz)
-Ixy(q-rp)- Iyz(q2-r2) (4)
Mx= qlyy-Ixzl^-î+rpdxx-Izz
-I•xy
xv(p + rq)-Ivz(r-pq (5)
yz
Nj = rlzz-lxz(p-qr)+pq (Iyy-Ixx)
2 2
-I^xy
xv(p -q )-Ivz(q+pr) (6)
11.1.2 The Applied External Forces and Moments
The resultant motion of an aircraft (free body in space)

can be described by superposition of perturbation motions
about each axis. In doing so, it is essential to
maintain a right-handed (Maxwell corkscrew rule) system
11.1-2
of axes. The initial disturbance can be applied about
any axis so long as the proper cyclic order of
perturbation in positive directions is maintained.
For example, the initial disturbance and the cyclic

order of perturbation can be considered as follows:
Perturbation about X-axis, Y-axis, Z-axis

or Y-axis, Z-axis, X-axis
or Z-axis, X-axis, Y-axis
Once an initial disturbance and a certain cyclic order

of perturbation are selected, they must be maintained
throughout the analysis.
The following cyclic order of perturbation is adopted

herein:
(a) Rotate Y-Z axes about X-axis through an

angle Xx ,
(b) Rotate X'-Z' axes about the perturbed Y-axis,

Y', through an angle Xy,
(c) Finally, rotate X"-YTt axes about the perturbed

Z-axis, Z", through an angle Xz ,
where ()f, (),T, etc., represent forces along appropriate

axes after first, second, or higher order cyclic
rotations; and Xx , Xy , Xz pertain to perturbation
angles of the force vectors about X, Y, and Z-axes.
11.1.2.1 The Aerodynamic and Gravitational Forces
All forces are positive if they act in the positive

direction of body axes system as described in
Section 3.
11.1-3
(a) Rotation about X-Axis
/*x
$ t
X'=X (7)
Y= YcosXxtZsinx (8)
Z = ZcosXx-YsinXx (9)
(b) Rotation about Y'-Axis

X»^_
Xyf
X'«*e V + M.
W
Kyi
f
Xi,= X,cosXy-ZlsinXy z" -7> (10)
ylLyl
(ii)
i
Z =ZcosXy+ X sin Xy (12)
11.1-4
(c) Rotation about Z"-Axis
yll ylll
3
X III
x'V p* +M-
..HI ..II , ..II .

X =X cosx + Y smX (13)
.11 . .11
Y =YcosXz-XsinXz (14)
Z'- t (15)
Substituting equations (10) through (12) into

equations (13) through (15) yields
Xm= (X'cosxy- Z1 sinXy )cos Xz+ Y!sin Xl (16)
Y'=YcosX -(X'cosxv~ZsinX y )sinX

^z (17)
-«l_ -,1,
Z"=Z'cos Xy+X'sinXy (18)
Expanding equations (16) through (18),there follows
XHI = X1 cosXycos Xz + Y'sin Xz " Z1 sin Xy cos Xz (19)
11.1-5
Y^-X'cos xysin xz + Y'cos XZ + Z'sin Xysin Xz (20)
Z^x'sinxy+Z'cosxy (2i)
Substituting equations (7) through (9) into

equations (19) through (21) yields
Xm = XcosXyCOS xz + (Ycosxx+Zsin Xx)sinXz
-(ZcosXx-Ysin xx) sin Xycos Xz (22)
Y,,,s -Xcosxysinxz+iYoosxx+Zs:n %%) co$x;
+ (Zcos Xy " Ysin Xx )sin Xysin Xz (23)
Zm= XsinXy+ (Zcosxx-Ysinxx)cosXy (24)
Expanding equations (22) through (24) and combining

similar terms, the generalized force equations of
disturbed motions are
xl = Xcos
" XycosXz + Y(C0SXxsinXz^sinXxsinXyC0SXz
(25)
+ Z(sinXxsinxz -cos xxsin Xycos Xz )
YHI = - Xcos xysin Xz + Ylcos Xxcos Xz - sin xxsin Xy sinXz )
Z (sin Xxcos xz + cos xxsin Xy sin Xz ) (26)
11.1-6
(27
Z"' = XsinXy - YsinXxcos vy+ Z cosxxcosxy '
The final force equations, equations (25), (26), and (27),

are now expressed as functions of undisturbed forces
< X, Y, and Z and the perturbation angles xx> Xy«
and x related to the appropriate body system of axes.
Assuming c' gene ralized aircraft under consideration

to consist of single rotor (or front rotor of
tandem rotor configuration), rear rotor (of tandem
rotor configuration), fuselage, horizontal tail
plane, vertical tail, tail rotor, wings, propellers
or jet engines, the undisturbed force equations along
the body axes are
X = -DF-DR-DFUS-DW-DT-DVT-DTR
n
+ 2 Tpcos ip (28)
i=i i i
Y = Yr YR + YFUS- LVT+ | Yp. + TTR ( 29)
Z = W-LF- LR-LFUS-LW LT YTR
n
- 2 lNp.cos ip. + Tp. sin ip. ) (30)
is i i i ' '
The perturbation angles about the body X, Y and Z

axes, relative to gravitational or aerodynamic forces,
are easily identified as follows:
X: = <f> - for gravitational force vectors,
11.1-7
Y = —A -A " f°r aerodynamic force vectors,
V 'a
y = Q - for gravitational force vectors,
A..
Xy — (a - €j ) - for aerodynamic force vectors,
v = ^ - for gravitational force vectors,
and
=
Xz ~/3 - for aerodynamic force vectors.
Substituting equations (28), (29), and (30), together

with the appropriate perturbation angles y , y
y
and v > into equation (25) yields
XUI= - DFcos (a-eF)cos/3s - DRcos (a-€R ) cosßs
" D
FUS
COS
â"€Fus^C0S @s " Dwcos(a-€w)cos)ös
- DTcos(a-€T)cos/9s - DTRcos (a-6TR)cos/3s
n
DWTCOS (a-€VT )cosßq + £ (Tp.cos ipr. - Np.sin
r ipr,
I=I "i i \ i
- YF cos A|fr sin/3s + YR cos A,Rsin ßs
-YFussinßj -TTRsin/3s + LVTsin/3s
11.1-8
Yp sin A, sin (a-€F )cos/3s t YpSinA, sin (a- €R )cos ßs
+ Wsin (p sin \f/ - LF sin A, sin/^ - LR sin A, sin /3S
-W cos <p sinöcos \j/ + LFcos A, sin (a- €F ) cos ßs
+ LR cos A, sin (a- €R ) cos/3s + LFussin (a-€FUS )cos ßs

R
+ Lwsin (a -€w )cos ßs +LTsin (a-€T )cos ßs
+ Y'TR
TDsin (a- €TD )cos#
TR 'ww-^s
(31)
Simplifying equation (31) and dropping ( ) sign,

the final equation of motion of aerodynamic and
gravitational forces acting along body X-axis is
X
A+G =
-DF cos (a- €F )+ (LF cos A, -YpSinA, )sin(a-€F) cos/9s
(LpSinA, j- r'pCosA, )sin yös
-DB cos (a-€0R )+lL

" %^R0cosA, +YB sinA, )sin(a-€
R-».~, ijcosjSj
-ILpSinA, -YRcosA, )•ß,

R R
LFussin(a-€FUS)-DFuScos(a-€FUS) cosßs-YFussinß.
Lwsin la-€w )-Dwcos (a-€w COSjQ«
11.1-9
•m
+ [LTsin(a-eT)-DTcos (a-€T) cos/3s
+ [YTRsin(a-€TR)-DTRcos(a-6TR) cos^s-TTRsin^
-DVTcos (a- €VT )cos& + LVTsin/ä
+ E (Tp sin ip -Np sin ip

i=i i i i i
+ W sin <£ sin if/ - W cos <£ sin 6 cos »// (32)
Similarly, substituting equations (28), (29), and (30),

together with the appropriate perturbation angles, into
equation (26) yields
Ym= -DF cos (a-€F )sin/3s-DRcos(a -€R )sinö«
~DFuscos(a- €Fus^sin^s ~Dw cos a

( ~~€w )smß*
DT cos (a-€T) sinßs -DTRcos (a-eTR)sin&
DVTcos (a-€VT)sin/3S tYFcos A, cosßs
-Y„ cos A|R cos/5s + YFuscos/3s+ TTRcos£3
ii
+ 2 YD. -LWT
Vl cos&-Y
8 rPsin A. sin (a- e. ) sin/?5
e
I=I n 'F
+ YnD sin A,l sin (a -e R )sin&S f Wsin <f>' cos ti/

R
11.1-10
+ LF sin A, cosj3s +LR sin A, cos/3s
F R
+ Wcos casino sin ^ + LF cos A, sin (a- €F )sin/?s
+ LRcos A, sin (a-€ R )sin ßs + LFussin {a- €FUS)sin/3s

•R
+ LW sin (a-€w)sin/3s + LTsin (a-cT )sinßs
+ YTRsin(a-cTR)sin/3s (33)
Simplifying equation (33) and dropping ( ) sign,

gravitational forces acting along body Y-axis is
YA+6=[-DFcos(a-€F ) + (LFcosA| -YFsinA( )sin(a-cF )J$inj8s
+ (LFsinA, +YF cos A, )cos/3s
+ |-DRcos(a-€R) + (LRcosA, + YRsinA, )sin(a- €R)Jsin>3S
+ (LRs'mA, -YRcosA, )cos/3s

R R
+ [LFussin(a- €Fus)-DFUScos (a -€FUS)jsin& + YFUScosßs
+ |^Lwsin (a-€w)-Dwcos (a-€w)Jsin/0s
+ ^LTsin (a-€T)-DTcos (a- €T)|sin/3s
11.1-11
+
lVin (a - €
TR) - DTR cos (a - €TR)J sin/3s
n
tTTRcosßj -DVTcos(a-€VT)sin/5s -l_VTcosß. +Z Yp.
tW sinc/> cos i// + W cos <j> sin 0 sin»// (34) ,
Finally, substituting equations (28), (29), and (30),

together with the appropriate perturbation angles, into
equation (27) yields
ZHI = -DFsin(a-€F )-DRsin{a-€R )-DFuss.n(a-€FUS )
-Dwsin(a-€w )-DTsin (a-eT )-DTRsin (a- €TR)
-DVTsin (a-6vT ) + YFsin A, cos(a~€F)
-YRsinA, cos (a-€R )+Wcos <£ cos0
- L.F cos A, cos (a-€F )- LR cos A, cos (a-*R )
-LFUScos (a-€FUS)- Lw cos (a-€W )
- L T cos (a - € T ) - YTRcos (a - € TR )
n
-2 { Np cos ip + T sin ip ) (35)
i=i i i i i
Simplifying equation (35) and eliminating ( ) sign,

gravitational forces acting along body Z-axis is
11.1-12
'A+G
DF sin (a-€F ) + (LFcosA( -YpSinA, )cos(a-eF)|
DRsin(a-€R) + (LRcosA, + YRsinA, )cos(a-€R)
V LnFUS
«co$(a-€Fllc )+Dn-sin(a-€nic
FUS' ' "'FUS FUS)
Lwcos (a-€w )+ Dwsin(a-€vv )
LTcos (a-€T) + DTsin (a-€T)
YTRcos(a-€TR)fDTRsin[a-€TR)J-DVTsin(a-€VT)
£ (NpK cos ipK + T.r sin i r ) + W cos d> cos B (36)

1=1 i i i i
11.1.2.2 The Aerodynamic Moments
Aerodynamic moments are generated by aerodynamic torques

as well as by the aerodynamic forces acting on the
various aircraft components.
The aerodynamic moments due to aerodynamic forces are

expressed in terms of the displacement vector of the
force from the aircraft. C.G. and the force itself as
follows:
M; = r: x F; (37)
4 where
\ *L. f+jL.T+i7.k
11,1-13
Fj = Xj i + Yj j + Zj k
and i,j,k are unit vectors along the X, Y, Z axes

located at aircraft C.G.
The suffix i pertains to the i aerodynamic component
Performing vector multiplication, equation (37) can be

expressed as follows:
Mj =j(jT +Mj j +Nj k (38)
where
i\ = Ziiv,
Yi -Y|l*Zj
Mi =xiJZi-zjAXi
Ni = Yjix. -XilY.
The aerodynamic moments due to aerodynamic torques for

a generalized aircraft configuration are
(39)
XOJ = <&us+ -CHUBF-/HUBR+? QPJ
M + M (40)
M0j ^W HUBF *JBR+QTR
N0; = (41)
NFUS + QF-Q
11.1-14
Adding all the rolling moments due to aerodynamic
forces and torques, there results
XA=-iZF||-DF cos(a-€F) + (LF cos A,F-YF sin A,F)sin(a-€F)J sin ßs
T +lLFsinA,F+YFcosA|F)cos/3sJ,
-XZR| |-DRcos(a-€R) + (LR COS A,R+YR sin A,R)s«n(a-cR)j sin ßs
+(LRsinAlR-YRcosAlR)cosiösj
-iJLgSinla-Cyl-DtfCCMi (a-cw)j sin ßs
-JfzlLTsin(a-«T)-DTcos(a-€T) I sin ßs
- ^ZyJ^vT005 (a-cVT) sin ßs - LV7cos ß$ J
"*zTR{[win<a^TR>-DTR^^
•"^YF|DFsinâ"€F^+^'-FC05A!F"YFsinAlF)C0Sta"€FM
"^YRlDRsinta-€^ + (LRCosAlR+YRsinA,R)cos(a-eR)J
-iy |Lwcos(a-€w)+Dwsin(a-€W)
-JiYT|LTC0S(a-cT)+bTsin(a-€T)|
-*YVT[DvTsin<a-*vT)J
"^YTRLYTRC°S(a"€TR) + DTRSln (®"€TR)J
(N C0S
-.?^Y
u P. Pj 'Pj+Tp.sin iPj)J
1=1 i
n
+ «^FUS+^HUBF ^HUB^f* ^P|
11.1-15
Regrouping terms of equation (42), the final aerodynamic
rolling moment equation, £CA > about body X-axis becomes
ZA=-J?Z |~DFcos(a-€F)sin/3s + (LFsinA, +YFcosA, )cos/3s

k
+ (LFcosA|F-YFsinA! ) sin(a-cF) sin /3SJ •
-^YF| DFsin(a-€F) + (LFcosA,F-YF sin Alp) cos(a-6F)J
-tz -DRcos(a-€R) sin/Qs+(LRsinA| -YRcosA|Jcos ßs
+ (LRcosA,R+YRsinA|R)sin(a-€R)sin ßs\
~^YR[DRsin(a-€R)+(LRcosA|R4YRsinArR)cos(a-eR) I
-Kz Lwsin (a-€w)-Dwcosia-€w) sinßs
-iY Lwcos(a-€w) + Dwsin (a-€w)
— Jz I LTsin (a-€T)- DTcos(a-cT) Jsin ßs
-ÜY [LTcos(a-€T)+DTsin (a-€T) I
-lzVT [" DVTC0S (a-€VT) sin ßs -LVTcos /3SJ
•"^VvT^vTSinla-c^J
"^zTRlLYTRSin(a"€TR)"DTRC0S(a"€T^Jsin^s+TTRC0S^sJ
- ^ YTR [YTR COS (a-cTR) + DTR sin (a'€TR)J
-2 Uzp. YPj -ffvp.tNpj cos iPj +TPj sin iPj)
+ «^FUS+ ^HUBF" ^HUBR+,^ Qpj
11.1-16
Similarly, summing all the pitching moments due to
aerodynamic forces and torques, the final aerodynamic
pitching moment equation, MA , about body Y-axis becomes
MA= + JL |DF sin (a-€F)+(LFcos AjF-YF sin A, ) cos(a-*F) I
-iz DFcos(a-€F)cosj8s + (LFsin A, +YF cos A, ) sin ßs
-(LFcosA, -YFsin A, )sin(a-€F) cos/3s
+ ix |DRsin(a-€R) + (LRcosA, +YR sin A, )cos(a-€R)
-KZR DRcos(a-€R)cosjÖs+ (LRsinAlR-YRcos A|R) sin/3s
- (LRcos A | + YRsin A.) sin (a-cR) cos ßs
+ üx Lwcos (a-cw) + Dwsin (a-€w)j
-iz Dwcos(a-€w)-Lwsin(a-€w) cos/3s
+ J?X I LTcos(a-eT) + DTsin (5-€T)
-l2 IDJCOS (a-€T)-LTsin(a-€T) cos/3s
+
^xVT[DvTSin(a-€VT)J
-XZy |DVT cos(a-€VT) cos/Qs-LVTsin/3s|
^^xTR[YTRC0s(a-€TR)4-DTRsin(a-€TR)j
~i2TRlLDTRCOs(a""€TR)~YTRSin (a_€
TR^J cos /3s-f TTRsin /3S|
+ 2 [fxp.tNpjCOS ipj+Tpj siniPi)~^z?,(NPisin iPi-TPj cos iPj)J
4MFUS + MHUBF + MHUBR + QTR
11.1-17
"Finally, the aerodynamic yawing moment equation, NA,
about body 2-axis can be expressed as follows:
N =
A ~"^xF{ Dp cos (a -€c) - (LFcos A,F-YF sin A,F) sin (a-cF) sin ßs
-(LFsin Alp+ YF cosA,F)cos/3sJ
-ÜYF{|-DFcos(a-€F) + (LFcosA|F-YFsinA,F)sin(a-€F)Jcos0j
-(LFsinA,F+YFcosA|F) sinßsj
-'xR{ [DRCOS (a-cR)-(LR cos AIR+YR sin AIR) sin (o-cR) J sin ßs
-(LRsinA,ip-Y-n
R RcosA|iB-)cos^sj
R
-lYR\[-DRCOs(a-€R) + (LRcosA,R+YRsinAlR)sin(a-€R)Jcos/3;
-(LRsin A,R-YRcosAlR) sin ßsJ
—JL Dwcos(a-€w)-Lwsin(a-€w) sin/3s
-L Lwsin(a-€W)-Dwcos(a-€w) |cos/3s
-ix pTcos(a-€T)-LTsin(a-€T)Jsin/3s
— J?YX LTsin(a-€T)-DTcos(a-€T) |cos^s
D
-*XVT[ VTCOS (a-€VT) sin ßs + LVTcos j3sj ->.
•'YVT[-DVTCOS (a-e^) cos ßs 4 LVTsin ßsJ
X
"^ TR{ [DTRC0Sta-€TR) - YTRSI^ (a -cTR) J sin/3s- TTR cos /3S|
+ ^YTR|[YTRsin{a-€TR)-DTRCos(a-€TR)Jcos/3s-TTRsinßsj
+ 2 [^xp.Ypi -^Yp.^pj cos ipj-Npj sin iP;)] + NFUS+QF-QR

1=
11.1-18
11.1.3 The Final Equations of Motion
Thr final equations of motion can now be written as

summations of all aerodynamic, gravitational and
inertia forces and moments along and about the body
axes as follows:
K-WV0 (46)
Y = WYl -0 (47)
Z=ZA+6-Zl = 0 (48)
M = MA -Mt = 0 (50)
N = NA-N: =0 (51)
Substituting the expressions for aerodynamic, gravita-

tional, and inertia forces and moments presented above
into equations (46) through (51) yields the final
generalized equations of motion of completely arbitrary
aircraft geometry. These equations derived for the
aircraft body system of axes are presented in Section
I
4.0.
-/
11.1-19
REFERENCE
i^ 1. Etkin, Be, Dynamics of Flight, New York, John Wiley &

Sons, Inc., London, Chapman & Hall, Ltd., 1959.
I
k
t-
11.1-21
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1 ORIGINATING ACTIVITY (Corpora;, witar) 2a REPORT stcuRi TY CLASSIFICATION
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1 REPORT TITLE
Stability and Control Handbook for Helicopters

4 DESCRIPTIVE NO'-ES (Typ, of raporf and inc/uaiva dalaa)
Handbook
« AUTHOR(S) fLaal nama. lint name, initial)
Kisielowski, E.; Perlmutter, A, A.; Tang, J.
• «POUT DATE |7a TOTAL NO OF PACFS I 7b NO OFRCFJ
August 1967 523

•a CONTRACT OR GRANT NO 9a ORIOINA TOR-S REPORT NUM»«RrS>
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USAAVLABS Technical Report 67-63
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IS ABSTRACT
Analytical methods are presented for determining the dynamic

stability and control characteristics of generalized procedures
which are considerably simplified through the extensive use of
information presented in graphs and charts. These charts are
applicable to flight conditions from hover to high forward speeds.
The charts for low forward speeds (advance ratios, H- < 0.2) were
obtained from the rotor performance data based on classical rotor
theory. However, the high-speed charts (*M>0.3) exclude the major
assumption of classical theory and include blade compressibility,
stall, reverse flow, large inflow ratios, etc.
This handbook contains information suitable for extensive digital

and analog computer studies and also provides rapid procedures" for
predicting helicopter stability and control characteristics for
preliminary design applications.
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KEY WORDS
ROLE I *T ROLE
Helicopter
Dynamic Stability •
Control
Response
Stability Augmentation
Stability Derivatives
Trim
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o USAAVLABS TECHNICAL REPORT 67 63

STABILITY AND CONTROL HANDBOOK

S. ARMY AVIATION MATERIEL LABORATORIES

·,~,,,.11 c; ...-.ve:·nnH~t:t •it·.,

l>ISPOSTTIO:"\ INST!{ UCTTOJ\:S

)kstr,,,. llii,; r·•·pt~t·t wht•n no l<lll)_!('!' 11\.'l'dPd. Dn not rt•l 11 r 11 it to the

DEPARTMENT OF THE ARMY

This report has been reviewed by the U. S. Army

Analytical methods are presented for determining

STABILITY AND CONTROL HANDBOOK

Dynasciences Report No. DCR-186

U. S. ARMY AVIATION MATERIEL LABORATORIES

Analytical methods are presented for determining the

The charts for low forward speeds (advance ratios,

This handbook contains information suitable for

This handbook was prepared by the Dynasciences

The Army technical representative was Mr. J. Yeates,

Mr. E. Kisielowski Manager Aerodynamics

LIST OF ILLUSTRATES xxii

SECTION 2. GUIDE TO THE HANDBOOK 2-•1

SECTION 3. DEFINITIONS .... 3 1-•1

SECTION 4. EQUATIONS OF MOTION . 4-1

SECTION 5. EVALUATION OF TRIM CONDITIONS 5-1

^Subject to future addition

5.2.1 Hovering .... 5.2-1

SECTION 6. PERTURBATION EQUATIONS

7.1.3 The Z-Force Derivat ives 7.1-19

*Subject to future addition

7.2.1.4 ^B,c 7.2-6

7.2.1.7 Stability Augmentation

7.2.1.8 Rate Derivatives ( B|c

and B|s ) 7.2-9

*Subject to future addition

7.2.2 The Lateral Control (Aic)

^Subject to future addition

7.2.3.7 Stability Augmentation

7.2.3.8 Rate Derivatives ( Srr and

7.2.4.7 Stability Augmentation

--Subject to future addition

7.3.1.4 The Angular Pitching

7.3.1.8 The Lateral Flapping

7.3.1.9 Rotor Collective Pitch

^Subject to future addition

7 .3 8 Propeller Derivatives . 7.3-12

7.5.1.1 -r^- forcr- 0.1. 0, ••= 0°

^Subject to future addition

and MT - 0.8 7.5-12

7.5.1.3 A?- for o- - 0.1, 0, = 0°,

7.5.1.5 ^ifor a - 0.1, 0, = 0°,

and Mj =0.8 7.5-34

7.5.2.1 for a- = 0.1, 0. = 0%

and MT - 0.8 7.5-53

and MT = 0.8 7.5-58

^Subject to future addition

7.5.2.3 -^— for <r = 0.1, 0, = 0°,

7.5.2.4 ~ for <J = 0.1, 0, = 0°,

7.5.2.6 -^-for <j = 0.1, 0, - 0°,

7.5.2.7 * for All Values of o-,

7.5.3.1 * for o- - 0.1,0, = 0°,

^Subject to future addition

7.5.3.4 -5J2L for a _ Q.1, Ö, = 0°,

7.5.3.6 -5^- for a - 0.1, 0| - 0°,