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UNCLASSIFIED
AD NUMBER
CLASSIFICATION CHANGESTO:FROM:
LIMITATION CHANGESTO:
FROM:
AUTHORITY
THIS PAGE IS UNCLASSIFIED
AD116275
UNCLASSIFIED
CONFIDENTIAL
Approved for public release; distribution isunlimited. Document partially illegible.
Distribution authorized to U.S. Gov't. agenciesand their contractors;Administrative/Operational Use; 30 NOV 1956.Other requests shall be referred to OfficeNaval Research Office, 875 North RandolphStreet, Arlington, VA 22203-1995. Documentpartially illegible.
ONR ltr, 28 Jul 1977; ONR ltr, 28 Jul 1977
THIS REPORT HAS BEEN DELIMITED
AND CLEARED FOR PUBLIC RELEASE
UNDER DOD DIRECTIVE 5200.20 AND
NO RESTRICTIONS ARE IMPOSED UPON
ITS USE AND DISCLOSURE.
DISTRIBU™ STATEMENT A
APPROVED FOR PUBLIC RELEASE;
DISTRIBUTION UNLIMITED,
UNCLASSIFIED rv
Reptoduced
if iU
ARMEB SERVICES TECHNICAL INFORMAHON ACt.VCY ARLIXCTON' HALL STATION ARLINGTON 12. VIRGINIA
DECLASSIFIED DOD DIR 5200.9
UNCLASSIFIED
Drill': i )mm I echnicai mronnation Hgeocy Reproduced by
DOCUMENT SERVICE CENTER KHOTTBUILDIHG. OAYTOM. 2. OHIO
This do ument is the property of the United States Government. It is furnished (or the du- ration of the contract and shall be returned when no longer required, or upon recall by ASTIA to the folliwing address: Armed Services Technical Information Agency, Document Service Center, Knott Building, Dayton 2, Ohio.
NOTICE: Whi.y GOVERNMENT OR OTHER DRAWINGS, SPECIFICATIONS OR OTHER DATA ARE U^ED FOR ANY PURPOSE OTHER THAN IN CONNECTION WITH A DEFINITELY RELATED GOVERNMENT PROCUREMENT OPERATION, THE U. S. GOVERNMENT THEREBY INCURS NO RESPONSIEILITY, NOR ANY OBLIGATION WHATSOEVER; AND THE FACT THAT THE GOVERNMENT I^AY HAVE FORMULATED, FURNISHED, OR IN ANY WAY SUPPLIED THE SAID DRAWINGS, SPECIFICATIONS, OR OTHER DATA IS NOT TO BE REGARDED BY IMPLICATION OR OTHERWISE AS IN ANY MANNER LICENSING THE HOLDER OR ANY OTHER PERSON OR CORPORATION, OR CONVEYING ANY RIGHTS OR PERMISSION TO MANUFACTURE, USE OR SELL ANY PATENTED INVENTION THAT MAY IN ANY WAY BE RELATED THERETO.
"'
THIS DOCUMENT IS BEST QUALITY AVAILABLE. THE COPY
FURNISHED TO DTIC CONTAINED
A SIGNIFICANT NUMBER OF
PAGES WHICH DO NOT
REPRODUCE LEGIBLYo
I CON F I DENTIAL
I
I CONTRACT Nonr-I357(00)
JÖRNE PERSONNEL PLATFORM
o c/:
SUMMARY REPORT NOVEMBER 1956
FC
- -P**
V HILLER HILICOPTERS PALO ALTO, CALIFORNIA
CONJJkDENTIAL m
NOTICE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE
NATIONAL DEFENSE OF THE UNITED STATES WTTHm THE MEANING
OF THE ESPIONAGE LAWS, TITLE 18, U.S.C., SECTIONS 793 and 794.
^THE TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN
ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
I '
-'
r l r I,
r CONFIDENTIAL
HILL ER HELICOPTERS PALO ALTO, CALITOSNIA
ENGINEERING REPORT
RfPOUT No. f/.-llO.
MOOCL NO.JiO^A.
TITLE ailK?'ARY RRPORT - PULS* TTT - ATRRORMR
PgHSOWiEL PUTFORM - CONTRACT Nonr 1357(00)
NO. OFPACIS
Appendix I Appendix II Appendix III App^ncijjc IV Appendix V Appendix VT
üL DATg3C November 19^6
C. H. Dess
CHECKED
APPROVED
• Dessin /
R. a. Jü^(ie^3or■.
i ii'Jlkja^ R. A, Warner •
APPROVED
REVISIONS
DATE PAGF NUMBER
IBl, docu^nt-hw t..» r»»^^ iiUMsMtJM- QPlAViyST Pgl0.17. paragroph B. Th6 atottrny olaftiirioatiöTMii^^^^WcrnT^
ChUf of ■•Tit_l|ttM,oh (Coda ~M) .)
THE LCr 11-11- 'JMHED STATES WITHIN
THE '■
CONFIDENTIAL 5ECTIC
REV'L/
L LAV/S, TITLE 18 US.C,
■lrjr'ION OR THE ■■^ /"/I. II!-. TKANSMIS
,,: CONTENTS IN ANY MANNER TO
AN .3 PERSON IS PROHIBITED BY LAW.
FORM 60. 030 A ,A^ ^s
56 6?.;i92 /
•♦
: f •••»••(O
e..tc»»i<
*#»aovto
MILLER HELICOPTERS • « OAK
'••" SW'JIARY RßPORT 'IPKASS JiX AIRBORNE PEHSOKNSl PLATFORM
V CONTRACT Nonr 13^7(00)
CONFIDENTIAL
»*Qf
-"••• a,A •»»«!•»-o s'6-UO
"
TAHLi; OK COWTgNTS
PAGE NUMteh
SIWARY I
INTHOD":riON
PHASE III PROGRAM
A. S'OPB Alii) 0BJ2CTIVES
••. STABILin AND JOfiTROL
I. Ar.3lyl.icai Studies
>, Te^t.: 12
c. ^ST;^ODS OF CONTROL
D. PERFOKMAKCS 3ii
... .VeiiiuQ uf Calculati:.|- Fewer Required for Korward Flight« •.•••••..•••••• j.
• Thr it. Increase 3>
'• Propeller De^f/n ■••-:... ]£.
COI.'CLUS'ONS A::ü RECOMMENDATIONS l\
REFERENCES. ...... ^
APPENDICES
I Pnasp I Data
II Phase II Data
III Tether Test Stand Modifications - Phase III
IV Svuiimary Aircraft and Engine Log - Phase I, II and III
V Sainmary Test Log - Phase III
71 Pilot Training Log - Phase III
CONFIDENTIAL E-12(C)
J
••••■I
'*'»'*"» C.H* üespin 11/JO/56 HILLER HELICOPTERS ■ •« ; ,,,'•• SUMMARY RSPORT
-PHASE III AIKÖORNü PBHSOTiNEL PUTFOW :or.'TRACT Nonr 13^7(00)
»*•>• ü
Mo»tt 1o3I^
56-110
CONFIDENTIAL
KIÜURB NO.
2
.
■
7
-
■< ^
-.
:,:
J
18
19
20
CONFIDENTIAL
LIST OF FIGURgS
DESCRIPTIOM
Free Flifht - Final Configuration - Pilot -oinnston
Free Flight - Final Configuration - Pilot Lape
*-** O'utxcw Mounted Control Vanes
V ..e Control Hom and Flexible Cable
Vir.»' r oor Vane Control
..•ii»' ».ng - Fixed «loor Vane Control
IV." :^\ Duct Mounted Vanes
Kcviu- 1031-Aj MaxiMun e.g. Elevation
TiH Ar.gle vs. Time for Two e.g. Elevations
Model 1031-A Platform Geometry
Sketch - Gyre-Bar Stabilizer
Forced and Free Oscillation - Static Stand
Platform Tilt Ariele Potentiometer Installation
Duct Vane Angle Potentiometer Installation
Undamped Free Oscillation Trace - Power Off
■ivrped Free Oscillation Trace - Power Off
Damped Free Oscillation Trace - Gyro-Paddle Stabilizer Der-L -c
Free Oscillation - Tether Test
General Arrangement - Final Phase III Gonfifruration of Model 1031~A
Pitching Moment vs. Airspeed for Level Flight Trim
E-12(C)
jr
i' r i ■
;; f
• • i OAtf
C,H, DftnMn M/WK
CONFIDENTIAL
• ■. i
MILLER MELICOPTERS SUKKAKY REPORT
|PH;.-Ji: III AIRBORNE PiRSONKaL PUTFOW CONTRACT Nonr 1357(00)
»AOf iii MOOCI.
IQßl^A -»*(>•• NO
LIST Of' KIGIRES (contumeci)
56-110
FIGURE NO. DESCRIPTICN
!l
21
22
23
or
26
Static TVirust vs. Enpine S.ieeci
Static Thnist vs. Vane Anpla
Tunad Carburetor Air Intake Stacks
Static Thrust vs. Engine Speed - Nelson hO and li2 HP Engines
Percent Thrust Increase vs. Divergent Nozzle Length
Aerodynamic Fairing of Duct Inlet
CONFIDENTIAL E-12(C)
!
!
:
*.
jC-H, DeMln 11/p/^ ,
• •• i OAtf
fiMiette flffcf
MILLER HELICOPTERS SIWIAHY K-'.po.-r.
•••.»
Moect !.> PHASE III AIRBORNE PBHUONKSL P1ATF0KH-
COMTRACT Now 1357(00)
1Ö31-A
•(pa** NO 56-110
CONFIDENTIAL
SUIftARY
As the result of Phase III analytical and design studies and development
test inf., the Model 1031-A airborne personnel platform was found to be
oynamically stable in hoverinp and in forward flight up to a speed of
16 niies per nour« This stability was achieved by raising the vertical
center-of-gravity and installing a gyro-paddle stabiliser system» Hovering
and lorvard flimits at low altitude in winds of 15 miles per hour with
> miles per nour gusts, demonstrated the reduced gust sensitivity and
i..,irovec controlability attained under this program,
.Metioas of reducinf and controlling pitching iroment were studied« Boundary
Layer control of duct and propeller lift was considerea ar.d found to not
favor a simple solution« A duct inlet radial v?ne control system was found
to offer rood promise of providing pitching moment control mechanically
available to the pilot,
A general method was developed for calculating power requirea in forward
flieht.
CONFIDENTIAL E-12(C)
I'
I
• ..~« »■•»«•f»
r..te.»i)
CH. D«»8in ai/30A6 mn
MILLER HELICOPTERS NKAiQ .HiPORT
. PHASE III AiRßORNB PäRSO^J.SL PUTr'OHM :0f»TRACT Ilonr 13?7(üü)
»•R«
•oe,i 1C31-A
•t#o«<Mo 56-Uö
CONFIDENTIAL
UrrRODUCTION
Since oar^j- i9SU tnrough Nover.äer 1956, tnls Contractor nau been conducting
a ^rofnun of research and development of an airborne personnel platform
under Contract Nonr 13$7(Oü) awaruad by the Office of Naval Research,
Departrnent cf tie K'a'O'« Work to date has been performea unaer Phases I, II,
a::.: Ill o:' t-iis contract,
Paas'j I provided for tne design, fabrication, and testing cf a research
platform -apable cf bein?. stabilized ana controlled by the pilot's instinctive
reflex reüronnes. Beth Miller Heliconlers am tne Office of Naval Research
designe-i the Pias« I pronram for the purpose of extending tha work initiated
oy Kr. diaries Zliimerman and studies conducted 'y the National Advisory
Conrittee for Aeronautics. TTie otjective of Phase I was to determine the
feasibility and aesign ana flight characteristics of t^.is type of aircraft.
The fuiding phiicscphy of vehicle design was that control and stability
in rovoring ana forward flight woula be attained by kinestnetic control
wuich utiliaea thp same human muoCi lar reflexes in flight as are used by
mar. to naintain the body upright when standing on a fixed surface. This
principal is ulustrated anu described in detail in Appendix I and was
successfully demonstrated by the NACA in 19p2 and 190 (References (a), (b),
ana (c) ) with several test vehicles dependent on a ground power source.
Phase I efforts resulted in the Hiller Model 1031 airborne platform smployinc
ducted coaxial, fixea pitch, propellers driven independently by two Nelson
Model H-p9 engines of 4O horsepower each,, This venicle is shown in
CONFIDENTIAL E-12(C)
I
,
•.«Mt .1
"*"••• C.H. Daaaln
0
■•I : ••• -.«;.
•»»■o«i
HILLER HELICOPTERS
PHASE III AIÄB0HKS PiHSOKKEL PUTr^ORK CONTRACT Nonr 1357(00)
MOOCt
■ (»«•'NO ^«llO
CONFIDENTIAL
Appendix I as it was successfully tested in hovering free-flifht or.
u Ketruarj- 1955. This flirht followed a tether flipht test progran ir.
vliich the feasibility of this type of aircraft was proven and the flying
•, ;«llties were generally determined« The platform was found to le contrci-
au> i- hcvering and forward flight in calm air bu*. control in gusty winds
was very difficult; the platform was considered unsafe icr free-flirht and
additional study of this problem was reconrended. Reference (d) presents
further details of the Phase I program.
Phase II was initiated on IS' March 1955 to improve the flipht chara:ter-
I3ti*i and safety of the platform. A test program was conductea in wnich
quartitaxive data was obtainea relative tc pitching moment, lift, drag,
thrust, propeller speed, engine speed, anu duct pressure distribution as a
fane-ion of vr.rious angles of tilt and forward speed. The platform was
redesigned t: emplcy a coaxial gear box propeller drive to prcvide balanced
tc.r^ue for both engines or only one engine operating so that yaw control
would be better in free-flight and so that a safe emergency landing ccul.d
be made from lew altitude in the event of a single engine failureo Thi%
redesigned machine was designated Model 1031~A and is shown in free-flight
m Appendix 11» Tether flight tests were conducted to obtain qualitative
data relative to general mechanical performance, thrust versus forward
speed and altitude,, steady and transient pitching moments, pilot control
capabilities In pitch and roll;, maximum forward speed, and effect on
pitching moment characteristics of increased inertia« free-flight tests
CONFIDENTIAL E-I2(C)
•• mmmi
I'
•»
• c <>«IC
e. «e»ii.
«•»■evfo
• ^y i' U/3g/56 HILLER HELICOPTERS
PHASE HI AlitbORVB PSRSOKKSI. PLATFOKM COTiTRACT Nonr 13^7(00)
•*af ■■
-"••' aoji-* mtmom' MO 56»1.10
CONFIDENTIAL
wer« conuucted to permit pilot appraisal of performance and flifht cnaracter-
istics witnout the llrdtations Ijnpoaed by the tetner test equipment« Phase
II work resulted in a quantitative understandinr of the forces ana momsnts
acting on the platform in forward flight with a recommendation for stability
analyse? and tests. Kree-flirhts demonstrated that the platform was very
easily controlled in noverinr, forward, sidewara, and coordinated turn
maneuvers in calm air. It was recommended that the platform stability
characteristics be thoroughly studied supported by a flirht test propram
and that studies be made of netnous of providinp the pilot with a boost
control system since pitcning moment control was shown to be marginal at
higher forward speeds. It was further recommended that additional research
be conducted to investirate the influence of various duct shapes on perfcrm-
ance. Reference (e) presents further details of the Phase II program.
This report presents the scope, objective, results, conclusions and rncommend-
atior.s of the Phase III prorram in the following sections.
CONFIDENTIAL E-12(C)
- - — -
MILLER HELICOPTERS c.c..., i • ■• SUMWÜÜf RSPORT
- -fHASB III ÄIKBOR?^ PSHSa^BL PU7rt)RM •••••*•• I JOKTRACT Konr 135?(00)
moan, 1031^ . ■ (»OVTNO 56-110
CONFIDENTIAL
PHASE III PHOGRAH
A. SCOPg ANÜ ObJBCTI'/gS
Phas« III of Contract Konr 1357(00) was initiated in work on
1 February 19^6 in order to provide technical information considered
necessary to the design of a prototype evaluation platfom being
negotiated by Hilier Helicopters with the Bureau of Aeronautics,
Department of the Navy and funded by the Departnent of the Army.
As recommended by Reference (e) at the conclusion of tne Phase II
program and as authorized by Contract Nonr 1357(00), the following
items of work were initially scneduied under Phase III:
Truck Tests
a« Measure power requirementr: in forward flifht.
b. Measure vane control system effectiveness as a 1 unction of
attitude and forward speed»
:. Aerodynamic flow investipationss
■].) Complete pressure distribution measurement.
2) Check on propeller design,
3) Determine lift distribution between propellers and duct.
h) Study effect of boundary layer control and methods of
duct pressure distribution control.
Flight Tests - Compare manual versus boosted controls.
Reports - Performance, control, forces, and aerodynamic improvements
possible for ducted fans.
CONFIDENTIAL E-12(C)
*•• '*mfm>
•' •.»~. OAft
t:..••;. Uasain ,.,. 30/5^ HILLER MELICOPTERS •*Of
e~«e.eo
.-'-....
'"" SUKKAHY HUWr PHASiJ III AIRbO»^ RihSOMSL PUT ZOWHhZT Norr 13$7(00)
,owt 1031»A
CONFIDENTIAL
Initial work was perfomod to prijpar» the tmck teat bed Tor tne
acr.eduied teats and concurrently tether flirht tests were ccj.avct-j
witrf» controlabie duct outlet nounted vanus described ir» a :oLlcwiii{:
section oi tils report« Klirnl tests were initlatja at tr. • earliort
possibld date because ol* tnia Contractor's ncnc^.n about the rust
sensitivity ;naracteristics cf i:.B Mcdei lOjl-A Airborne Platform.
Klifht tfsts ol* the duct mount-J otitl*«, .'a* control system proved
unsatisfactory ana tne Coritractor proposed a revision ol' the Phase lil
fropram to provide for concentra.'jd effort directed toward tne improve-
ment of stability and control characteristics« Although the proposed
revised program ciia not provide T.J quantitative data relative to rKwer
requirements in forward i'lipht, lift distribution between propeller and
«.i'::.t, ar:c nore complete pr-ösure distribution data originally soupht,
it was proposed in tne t^iief that successful solution of the statiijty
•u.'l control oroDlem was runaar.ental to the success of arv future airborne
platforms« Accordingly, u.-. followinr work was programmed under Cor,tract
Non- l.;:/'(00)J Phase III, as revised:
1« Compute power requirements in forward flight.
2. Install vane control system and evaluate control effectiveness
as a function of attitude and forward speed.
3« Modify twc existing engines and purchase an additional modified
engine for use as a spare.
CONFIDENTIAL E-12(C)
I- •••-I MIC
■CH. D»88l.i |11/30A6_ e«fc«io
MILLER HELICOPTERS
II HI . ...wt SUWARY RKPOHT ..o.., I»HAS2 III AIRBORKB PBRSOhm PUTFORK . -—
CONTRACT Konr 1357(00) I •.•P.»-O 56-IIO
CONFIDENTIAL
**• Aerodynamic flow ir.vtffUtfationst
a« Make prsftsure uistribution neamirefncmts«
b. Study outlet valo^lty dlstributior. anü check propeller aesign«
c. Study effect cf louidan- layer control and methods of duct
prusaure diatrlbut.un control«
d# Compare menuai versus boosted controls,
e« iteports on or-ri'onnar.ce, control forces, and aerodynardc
improvement«» on r.urteJ fans»
5« Conduct tethered fllriit testy of f^To-controlleu stabilizer vanes
to determine and to develop proper linkage ratios, pyro damping,
numbtir and size of vanes required, and optimum center-of-gravity
elevation to be used In combination with the vanes in both calm
air and ,nisty wind conuitions.
6# Continued analyses of stability and control characteristics to
investigate stability in forward flirht at relatively high speeds,
7. Free-flight tests with tno best stability and control factors
developed under triis program. Tests will include low altitude
'.'lifhts to maxirniun forward speed as united either by psycnological
factors or by atability and control characleristics« These tests
will also include rearward and sideward flights, quick stops,
and banked turn maneuverso
A detailed discussion of tiie program accomplishments and work performed
under Phase III is presented in following sections of this report«
CONFIDENTIAL E~12(C)
'
i j •
!l
••AM«
c-tc.ti-
)CJi« Uflflaln t.»tf
MILLER MELICOPTCRS SLWAiiV hKPOKT
PHASE III AIAdQRNK PSRSONKEL PUTFONMf
COWTRACT Nonr lJ$7(öO)
»AS* a MOOfi 1031-A
^ilC
CONFIDENTIAL B. STABILITY AIU CONTROL
Stability and control of the Model 1031-A airborne personnel platfom
was improved narkedty for both hoverinf and forward flignt conditions by
raising the vertical center-of-gravity and adding a gyro-paddle stabil-
iser system* Dynamic stability in hoverinf and slow speed flirht was
improved to such a degree tnat such flights were performed in calm air
and in gusts to $ miles per hour velocity with equal ease» Forward free
-flights at a speed of 16 miles per hour were conducted in calm air and
In gusts to f) miles r>er hour with some pitchinf: up of the platform
evident at this speed when the machine was hit by a gust; nowever, the
pitching rate for this condition was reduced considerably compared to
the basic platform at the end of Phase II. A fraximum forward speed of
20 miles per hour was attained during free-flight in calm air with the
Model 1031-A in its final test configuration ir.cludinf a gyro-paddle
stabilizer system in combination with a raised vertical center-of-gravity.
Figures 1 and 2 show the platform as finally tested in free-flight.
The final configuration 01' the Model 1031-A was arrived at as the
result of analytical and design studies and development testinc« Test
investifations included duct outlet vanes, raised vertical center-of
-gravity locationj, de-coupling of pitch and roll, and a gyro-paddle
stabilizer system as means of stabilizing and controlling; the platform.
Details of the work performed ana the results obtained under this section
in satisfaction cf items 25 ijd, $, 6, and 7 of Annex A to the subject
contract follows:
CONFIDENTIAL E-1Z(C)
t
C*H* Osssln <••«
C"fC.fo
U/30/56 I Vifif
WAS
MILLER HELICOPTERS SWAM RSPORT
SE III AIRBORNE PERSONHEL PUTrOHK COWTRACT Nonr 1357(00)
••o«
-c... ioji^
56-no
CONFIDENTIAL
1. Analytical Studie«
The dynamic equations of motion for the hovering condition of the air-
borne platform were derived for the pilot fixed condition and showed
that motions described by the platform's forward displacement are
coupled with the pitching angular displacement. An identical set of
two equations described the sidewards velocity and the rolling angular
displacement* Analysis showed that for the airborne platform, symmetri-
cal in all aspects except for the product of inertia about the vertical
axis, the above four degrees of motion were coupled« It was also shown
that this inertia coupling is unstable since the separate motions in
the pitch and roll planes are identical because of syrr.etry.
The coupling of pitch and roll through the product of inertia about the
vertical axis is shown in Fifrure 10. Since the platform engines are
actually located off the pitch and roll axes, any acceleration about
tho pitch axis y-y will induce inertia force? that will cause moments
about the roll axis x-x . The platform as a free body in space will
tend to pitch about its minimum moment of inertia axis which is located
on a line through both engines.
A two degree of freedom hovering analysis (angular displacement ( Ö ),
fcrward velocity ( n ) ) was made to show the stability variation with
vertical center-of-gravity location. This analysis neglected the change
in fore and aft force set up by a unit change in angular ptiching velocity
( Xn ) and indicated that the platform was very sensitive to vertical
CONFIDENTIAL E-12(C)
I' I
—
•■*(*• o*it
. CtHt Duasij) .lUWSd. i."Wt
MILLER HELICOPTERS
PKASK III AIRBORNE PERSOK^L PUTfXXRK CONTRACT Nonr 1357(00)
iP. MOM» 10J)1.A
56-110
CONFIDENTIAL
center-of-grtvlty location* The platfom was shown to be sUblo for
a very small range of positive M^s near zero (M^ ■ change in net
moment about the center-of-gravity incurred by a unit change in forward
velocity) and unstable for all negative N^'s« By varying the vertical
center-of-gravity elevation! N „ can be made positive, zero, or negative
A two degree of freedom analysis considering the previously neglected
fore and aft force ( Xq ) showed that the platform could be made stable
at all center-of-gravity locations if it could be designed such that
X ♦ J2L u —V -■5- Practically, this relationship could be attained by mounting a vane on
a boom below the center-of-gravity and in the duct outlet airstream»
A preliminary invest!gation was made of the pilot's floor mounted on
springs. It was supposed that such a system would produce uninitiated
motion of the pilot relative to the platform and so achieve a certain
amount of stability. This did not prove to be the case and it was
concluded that this system held no promise for improving platform
stability»
Two free pivoted, air damped, gyro-bars, similar to the Hiller servo
rotor, were studied. These devices were used to sense the pitching and
rolling angular velocities and to control vanes located at the platform
CONFIDENTIAL E-1Z(C)
• t • <«
iHt Oopfiifl , UiO0/!'^ MILLER HELICOPTERS e«f«««o SIWURY .REPORT
fHASE III AIKBORK2 PBRSONNEL PUTrOfiM CONTRACT Kanr 1357(00)
»AOf u " •■■« 1031»A •t»e»t NO c;6»110
CONFIDENTIAL
duct outlet to correct the eeneed notions* The syetem acts as a lag
rate autopilot giving signals whose components are proportional to
displacensnt and rate of change of displacement.
It was found that the gyro-bar stabiliser system would always stabilize
a system whose unstable characteristics were of an oscillatory divergent
type. However, if the vehicle were unstable in a non-oscillatory
(aperiodic) manner, the gyro-paddle would not make the vehicle stable*
This is described physically by recognizing that the gyro-paddle senses
rate of chanpe of motion and in the case of aperiodic motion, the rate
is continuously increasing with time and the gyro-paddle does not catch
up. ?or the oscillatory divergent case, the rate varies between plus
and minus values, passing through zero, and the gyro-paddle can achieve
the necessary stability.
The Model 1031-A airborne platform even with the gyro-paddle stabilizer
device can be unstable for two different conditions. If the vertical
center-of-nravity is elevated such that M^ is necative (H > 35«20
ir.c.he^, H ■ eg» heinht above duct outlet) the platform will not be
stabilized in hoverinc and its motion is aperiodically divergent. If
the vertical center-of-gi avity is located such that H B 3h»0 inches
(such that MM is positive for hovering and platform will be stable
in hovering) the forward speed cannot exceed 18.3 miles per hour or the
motion will become aperiodically divergent.
A coupled pitch and roll analysis of the platform with the gyro-bars
CONFIDENTIAL E-I2(C)
"^J ^ I
*•***« OAlf
fi.H. Deaalu ;U/10A6 eH««»«e
.»--... t
fit«,i
MILLER HELICOPTERS simnr RüPOKT
PHASE III AIWORIß PBRSOKHSL PLATrOHK COWTRACT Nonr 1357(00)
»ARf 12 «iO..
• C»0«* MO -'»^111
CONFIDENTIAL
i i
instdled and considered as a syranetrical system, showed the syntom
ur.stable, Ttie phenomena is best described as being similar to the
product of inertia effect where the identical motions are coupled through
tne quantity (inertia). The gyro-paddles couple the syrmetrical pitch
and roll motions of the stabiliser vanes to make the symnetricai system
unstable. This theoretical instability can be avoided by making the
linkage ratio in roll different from that in pitch.
It must be remembered that all of the stability analyses conducted
tc date considered the pilot fixed und in no instance were the actions
of the human autopilot evaluated«
Reference (g) and (h) present platform stability analyses in further
detail«
Tests
a« Duct Outlet Vanes
During 22 March through 2 April 1956, tether flifht test.? were
conducted with duct outlet control vanes actuated by two different
metnods; one a tilting pilot floor and ring, the other a fixed
flcor and tilting ring«
Since past flight experience with the airborne platform showed it
to be sensitive to gusts and since otherwise the machine was found
to be easily controllable, the gust sensitivity ana control problem,
was given first attention in the Phase III program.
CONFIDENTIAL E-12(C)
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110 .
I
3*H« Jessu. cxfcato
MILLER HELICOPTERS SUMMARK KiPOKT
PHASE III AIHUORKS PSHSOIIKEL PUTrOW Ca.TRACT Nonr 13^7(00)
»Alt*
U- -o••4 :C3I-A
•i»H«fMo ^e-UC
CONFIDENTIAL
1) Design - A sinpl« syjtem of vane control was designed for the
purpose of providing a control boost system as well as a system
of pist control which atill preserved the basic concept of
kinesthetic control by instinctive actions and reactions by the
operator« Only longitudinal control was provided by tnis iy9t'«m
because of the power limitations of the platform, the weight of
the control system, and thrust iossos predicted by duct exit
'.lockage* This system was designeo so that as the pilot leaned
Torward., the trailing edge of the duct outlet mounted control
vanes tilted forward producinp a lift vector acting at the
rer.ter of pressure of the vanes and curetted aft to produce a
forward pitching r.oment about the platform center-of-gravity,
It was hypothesized that in the case of a sudden horizontal
gust acting on the machine, the machine would pitch in response
to the gust causing machine notion relative to tne pilot, and
pilot1s floor and thus produce vane control motion resulting
in a restorinp moment*
Figure 3 shows seven (7) control vanes symmetrically mounted at
the bottom of the auct, and supported at each end by self
-aligning bearings. All vanes were interconnected by Link-, at
the center of the duct such that control input motion at the
control horn, shown in Figure iij was transmitted equally to all
vanes« Vane control actuation was provrdod by means of a bungee
CONFIDENTIAL E-12(C)
/
j
I
• . 0*1* »••#«•10
tC. HtPfggtn , iV3QM •••■••■0
MILLER HELICOPTERS »••it
"•" SUMMARY REPORT ftiASB III AIRBORNE PERSONNEL PLATFORM
OOKTRACT Nonr 1357(00)
MPOfi iO.li-A
•••»•'-» $6-U0
CONFIDENTIAL
re8trtln«df tilting pilot floor and ring assembly as shown
In ftguro 5* The pilot's safety rine was attached to the pilot's
floor which was mounted on a uniball bearing pivot attached to
the basic structure by means of a sheet metal support enclosing
the upper part of the gear box* The tilting floor assembly was
restrained by means of landing gear shock cords attached at four
comers with provisions for varying the stiffness of this bungee
system. A control arm was provided, attached to the tilting
floor and projecting forward and attached to the input side of
a flexible pusn-pull cable* A mechanical stop was employed to
limit the floor tilt to 10 degrees maximum angle*
2) Tether Tests - Twenty-eight (28) tether flights were made with
this system with various combinations of bungee stiffness,
linkage ratio, and numbers of vanes* Tests were initiated usinp
seven outlet vanes and were concluded with only the two most aft
vanes in operation* Flights were conducted within-ground-effect
in both calm air and gusty winds. Generally, the flipht character-
istics of the platform were unsatisfactory with this system,
although, with only two aft vanes installed, for the first lime
hovering flights were made in 20 miles per hour winds with
approximately 5 miles per hour gusts» Pilot control effort was
noticeably less for the two vane system than for the machine
without vanes. To varying degrees, depending on the number
CONFIDENTIAL E-IZ(C) I
!■
»AMI »«•e
e~te*to
CH, n^iun . • HILLER MCLICOPTCRS ••»« SUMHAh- HWOW
. PHASE III AXKBORNB PShSONNSL PUTFOW CONTKACT Nonr 1357(00)
••s< K •• • iQjl-A ■*»e«* NO 56-i:i
CONFIDENTIAL
of vanes and to a lesser degree for the two vane system, over
controlling and lack of orienting feel was a coanon pilot
:omplaint* These poor flight characteristics were caused by
the platform moving aft Initially in response to the vane motion
followed by a pitching in the direction of applied control«
This aft motion was caused by the unbalanced vane lift force«
In an attempt to Improve pilot feel, the vane control system
was modified such that the pilot's floor was fixed and the
safety ring was moveable« This control is snown in Figure 6 and
was used to actuate Just two, aft located, duct outict vanes
as shown in figure 7« Hovering and forward flights were conducted
in calm air and in winds up to 20 miles per hour velocity« The
platform was controlable at all times with most of the pitching
moment control being provided by the vanes, the pilot remaining
substantially fixed relative to the floor« The pilot's feet
and ankles tired rapidly and control was criticized as being far
from instinctive after performing 12 flifrhts to ^ain complete
familiarization«
For both vane control systems, the angle of tilt of the duct
was greater for a given forward speed than for the machine without
the duct outlet vaaes« Table I of Appendix V, presents a
summary log of the-^e tests«
CONFIDENTIAL E-12(C)
-•»«
I' KAMI
••••*»«o C.H. Dtssin MILLER HELICOPTERS « •■
" '•'" sumua RKPOHT
PHASB HI AUibORKB PBRSONNEL PUTi-tXtH CONTRACT Nonr 1357(00)
•Amt u MOM t iQJW ••»e«>Ho 5^.U£
CONFIDENTIAL
As the result of tnls investigation, It was concluded tnat the
fixed-floor tilting ring vane control system produced the best
control experienced with the platform under wind and gust
conditions to date (2 April 1956) but that pilot conuort and
instinct were severely compromised»
b« Vertical Center-OfGravity Location
Following the generally unsatisfactory tests of the duct outlet
control system, an analytical Investigation was made of the forces
acting on the platform in flight and their effect on stability and
control« As the result of these studies, tether tests were conducted
to check the effect of various vertical center-of-gravity positions
on stability and control characteristics«
The controlled duct outlet vanes were abandoned entirely based on
exajnination of the force system produced by these vanes as applied
to the Model 1031-A airborne platform (see Section C, Part 1) ana
in view of the improvements promised by raising the center-of-gravity.
Analytically, it was predicted that by proper vertical center-of
-gravity location, neutral stability and reduced pilot control effort
would be realized for hovering and slow speed forward flight« These
predictions were substantiated by the tether tests discussed herein«
Reference (g) presents an analysis of vertical center-of-gravity
position effect on stability and control characteristics.
CONFIDENTIAL E-12(C)
■•• ■««
• c BZTi ••«»••to
Cn«C*tO
S*.JäB*irt fU/J|p/?6? MILLER HELICOPTERS 17 ",w SUMMAiW RBPOKT PHASE III AIRBORNE PBhSOIftSL PUTrt)RM
CONTRACT Now 13?7(CO)
MOOft 3.031«l
;'.-il..
CONFIDENTIAL
1) D>8lgn - Modifications ware mad« to the pUtfor» to permit
incronental raising of the pilot's floor and the gross weight
canter-of-gravity for ths pilot fixed condition. Raising the
pilot was the obvious expedient method of raising the center-of
-gravity since the engines represent the only other items of
large mass and could not be raised without the additional compli-
cation of a cooling system« Adjustable floor height provisions
were simply made by fabricating several sets of telescoping tube
supports with holes drilled through and fastened with bolts at
the desired tube length*
The tether test rig was rebuilt to provide greater overhead
clearance beneath the tether cable as required to accommodate
the increased overall height of the piloted platform* Details of
tnis modification are presented in Appendix III*
2) Tether Tests - Tests were conducted to determine the vertical
center-of-gravity location that would produce neutral stability
for the Model 1031-A platform.
In order to determine the effect on center-of-gravity position
on dynamic stability, the platform was hovered on the tether rig
and externally forced to pitch while the pilot remained fixed.
The nose of the platform was forced down and the platform
permitted to oscillate freely with the pilot fixed until the
CONFIDENTIAL E-12(C)
•• •-«
Z.H. btiBsin fl/WM MILLER HELICOPTERS :•
C~f ct..
• •»••o.« ..
SUJf'ARY REHOkT WASB ill AIKßORNE P2HS0K?J£L PUTfORH
CONTRACT Norir 1357(00)
**«ie«i ÜJjXrL
••»e»f MO 56••110
CONFIDENTIAL
oscillation became imcomforubly sever«. The amplitude ana
time history of the oscillations were observed and recorded on
film» from projections of the film, at the same speed at which
the filn was exposed, tne amplitude and period of the oscillations
were measured tc check propress« Durinr these tests, the pilot
floor height was raised from the original design level cf IP«75
Inches to a maximum elevation of 12.75 Inches above the duct
outlet (total floor raise ■ 21 inches). The corresponding
vertical center-of-gravity movement was from 30.50 inches to
39.25 inches above the duct outlet (total e.g. raise • 8.75 inches]
For every one (1) inch increase in floor height, the vertical
center-of-gravity movement was .32 Inches for a 175 pound pilot,
figure 8 shows the platform rigged for tests with the hiphest
center-of-gravity location. Table II, of Appendix V, presents
a s,iinmary log of these tests.
These tests clearly showed an increase in the period of oscilla-
tion and a reduction in the amplitude as the center-el-gravity
was raised. Figure 9 presents a time history of the free
oscillation for two different vertical center-of-graviöy locations
and clearly shows the effect of raising the center-of-gravity.
These curves show, for a h»2 inch difference in vertical center
-of-gravity location, a ii second difference in period.
Tethered forward flights were conducted for various vertical
CONFIDENTIAL E-12(C)
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I'
I •■•-• "••»
eocexo
• • > -'. 11/30/56 MILLER rIELICOPTERS I »nw SWfJIRy REPORT
-PHASE III AIRBORNE PERSONNEL PUTfORM • CONTRACT Now 1357(00)
**Of .'
MOMi
^.:
CONFIDENTIAL
c«nt«r-of-gravity locations to obtain pilot1 a connants ralative
to flight charactarlatica* Both pilots fait that the platfom
was aaaiar to control at all higher center-of-gravity elevations
except the maxiinun which was fl»75 inches above the design level«
The pilots commented that the platform seemed difficult to
recover fron tilt at forward speed at the 6*75 center-of-gravity
raised position, but seemed satisfied when flying at a center
-of-gravity located at only »6^ inches lower« These comments
indicated that the analytically predicted center-of-gravity
location had been closely approached at which the aperiodic
motion becomes divergent and no further center-of-gravity
elevations were tested*
Hovering and forward flights to speeds up to 18 miles per hour
were conducted in calm air ana winds up to 15 miles per hour
with 5 miles per hour gusts successfully for the center-of-gravity
vertical elevation at 5«76 inches to 8.75 inches above the
original design level.
c« De-Coupling of Pitch and Roll
Tne engine installation design of the Model 1031-A platform produces
an unsymmetrical mass distribution freometry resulting in an unbal-
anced product of inertia about the vertical centerline. Figure 10
shows diagrainmaticallyj, the unbalanced mass distribution and engine
installation geometry»
CONFIDENTIAL E-IZ(C)
• ■ I «*•« C,H. üeasln 11/30/56
e-»e«»ii
MILLER HELICOPTERS • . SUM^HY OORT PHAdB III AIÄÖORKS PSR80NNSL PUTPORM
COKTRACT Now 1357(00)
•46 • 20 MOOfi IQJi^
56-110
CONFIDENTIAL
Tether flight tests were conducted early in June, 1956 to confirm
•nelytical predictions thtt pitch end ioll motions could be de-
coupled by making the product of inertia about tne vertical axis
zero« As an expedient metnod of accomplishing this, one weifht was
attached to each of two diagonally opposed landing gear attachment
fittings to offset the unbalance caused by the engine installation
geometry« The location of these weiphts is shown in i'lgure 10«
Teats were run with three different sets of weiphts; one set weighing
3*3 pounds, another set at 3*7 pounds, and the third set at li«!
pounds«
Tethered oscillation tests were conducted and in every case, the
rolling motion was markedly reduced when the platform was excited
to oscillate in pitch« For the 3«7 pound weight, the coupled rolling
with pitching motion was virtually eliminated provir.p the validity
of the analysis and snowing the need to provide a zero product of
inertia about the vertical axis in the design of this type machine.
d« Gyro-Paddle Stabilizer Device
Analysis of stability cnaracteristics showed that the high vertical
center-of-gravity location required for dynamic stability in hovering
and slow speed flight could be reduced by employing a free pivoted,,
air damped, gyro-bar actuating duct outlet mounted vanes» By
providing corrective moments in pitch and roll in proportion to the
angular rate and platform attitude, this device was shown analytically
CONFIDENTIAL E-12(C)
- ■ I OAK
'■:
CMie«fo
.--- . L . ■
MILLER HELICOPTERS SlW^RY REPORT
•PHAS2 III AIHBORNB PSRSOWJa PLATrORK COWTRACT Nonr 13^7(00)
Moect
CONFIDENTIAL to make the platform dynamically stable in hover and forward flight
by providing system damping inherently lacking in the basi: Model
1031-A confifuration. This lack of damping was attributed to the
»mall rotor diameter, nigh disc loading of 23*3 lb/ft2, and the lew
pltcmnr and rolling moment of inertia of 20 slug feet^ for tne
platform*
A gyrc-paddle stabilizer device was designed and tested in tethered
and free-flights with resulting Improved stability with no sacrifice
-tf controlabillty« Test results agreed almost identically with
theoretical predictions,
1) Design - Desirn parameters were determined as required to
produce a corrective pitching moment of 6»ii ft-lb/depree cf
gyro-paddle tilt in pitch for a two vane control system and a
piatform vertical center-of-gravity location 3i*«5 inches above
the duct outlet (pilot's floor 30 inches above the duct cutlet;
floor raised 11»5 inches above original design elevation)•
Design studies produced a system as shown in Figure 11(a) which
provided for damping in pitch and roll« This system consisted of
two pairs of aerodynamic vanes mounted at the duct outlet. One
pair of vanes was mounted with one vane near the forward edge of
the duct ana the other near the aft edge to provide pitching
moment. The other pair was similarly mounted near each side of
the duct to provide rolling moment« Span of each vane was
CONFIDENTIAL E-1Z(C)
•.."« 1*»»
C.H« Desslxt U/30A6 C»tC*tl>
••»»,« MILLER MCLICOPTERS
ms& 111 AIRBORNE PSRSOWKEl PU7FQRH OOWTRACT Nonr 1357(00)
«,>.i« iPil-A ?6-:io
CONFIDENTIAL
iiO inch«», chord 6 Inches, wi*M an are« of 228 square inches
considering « 2 inch spenwise g«p «t the control horn« Actuation
of the v«nes was provided by two freely «nd ind«p«j;d»ntly
pivot 3d gyro-b«rs. Th« gyro-b«rs were designed to nave a polar
moment of inertia of «010 slug ft»? including a small airfoil
shaped paddle mounted at the tip of each bar to provide aero«
dynamic damping of the bar flapping motion*
A simplified swash plate consisting of a standard universal
joint fitted with a transfer assembly provided for the transfer
of tilting motion of the rotating gyro-paddles to the staoillzer
vanes fixed to the duct« Conventional turnbuckle adjustable
links fitted with rod end bearinps linked the gyrc-paddles to
the swash plate (universal joint) assembly* Similar^ but
longer links connected the vane control horn to a post projecting
from the non-rotating portion of the swash plate assembly. This
non-rotating assembly was mounted on a bearing to permit free
rotation of the propeller driven gyro-paddles which were mounted
on an extension of the lower propeller shaft. The linkage ratio
of vane tilt angle to gyro-paddle tilt angle was set up at
•65*1 with provisions in the vane control horn for decreasing or
increasing this ratio.
Figure .11(b) shows the mechanical operation of the system for
the case of the duct pitched down at the nose. The dash lines
CONFIDENTIAL E-1Z(C)
*>«••• <»••»
■^ -^ , # J ♦ _ MILLER HELICOPTERS
e..te»f o
«»»■e«fe
«.« SUHKARY REPOKT •PHASE III AIRBORNE P2RS0KNEL PUTFORK
CONTRACT Nonr 1357(oO)
-"••^ 103i-A
•»•0..N0 56-U0
CONFIDENTIAL snow the rel*tive position ol* tne tar and vanes to tne Uuct
and the lift force "L* so produced by the vanee. This lift
force of the vanes produces a danplng moment opposing the
pitching or rolling moment of tne platform«
2) Tether Tests - The pyro-paddle staliliaer system was fatricatad
and tests were initiated on 12 July 1956 with whirl testa of the
gyro-paddles installed on the Model 1031-A platform« No diffi-
culties were encountered ana tether flirhts were initiated on
1$ July 1956 with the complete system installed« A total of
72 tether flights were made in caLn air and gusty winds with
various linkage ratios and two sets of pyro-paddles having
different values of inertia were tested in combination with
various vertical center-of-gravity positions, Oscillonraph
records were made showinr the effective damping in pitch proau:.ed
by the gyro-paddle stabilizer system for forced and free oscil-
lations of the platform with no pilot corrective control by test-
ing for the following conditions;
1« Vanes disconnected - propellers not driven
2, Vanes disconnected - propellers driven to design maxiMim rpm
3« Gyro-paddle system operating - propellers driven to design
maximum rpm
Tether tests were completed on 11 September 19% resulting in
greatly increased ho -ering stability and reduction of gust
CONFIDENTIAL E -12(C)
•■»-« •>«•(
J^maiüL 21/Jii/Stu ZU c«ie«(o
MILLER HELICOPTERS
-l'HASS HI AIHBOWIS PäHS(I.»:EL PUTrORK [ COhTRACT Konr 13^7(OU) , «„o,^o^<>uo
-00,t :o31-A
CONFIDENTIAL sensitivity ox* the platfor« in hover anü forwmi Tl
First tether tests of the cyro-paddle sy-ter. snoweu very little
notion of the vanes for both slow and rapia rates of pitcn anu/or
roll. Qianclng the linka-e ratio from »6511 to l.Chl ratio
produced no apparent ir.provement wiüch led to an I'^estigation
of the system friction losses and pyro-padale inertia. A com-
ponent by component check of tne s; Hter. disclosed very nigh
friction in the assembly consistinf of tho universal joints, n;/ro
-paddles, ana links between these components. The needle bearing
cups of the universal Joint were adjusted axially for each joint
axis ana friction in the universal joint was greatly reduced»
One link of each set of two links from each ^yrc-paddle to the
swash plate was modified to allow one roa end bearinf to float
axially. Thus all control motions and londs were transmitteo by
one link per f^/ro-paddle and the other link of each per uerveu
only to maintain static balance. All rod end bennnrs ana
universal joint bearings were oil lubricated ana overall sy^teT
friction was greatly reduced, r'ollowinf tests of the system
snowed increased vane motion but the motion was not in agreement
with the 1?1 linkare ratio used. Additional observation dis-
closed deflection of the vanes at the center span point due to
control load applied at the pitch horru A local support was
fabricated and installed and subsoqv.ent tests proved Lhe stabil-
izer system to be operating satisfactorily.
CONFIDENTIAL E-1Z(C)
■ > «♦•« •■•**«te
e»ie*(o
•H. ^aut n/jo/S6i HILLER HELICOPTERS »*<.* ^r
I ,••t, SlWUitY RBPOKT HPHASe III AIKBORNE P^liBONNSi PUTFORM COKTRACT Wow 13^7(00)
MOOfi iÖJl-A.
•tP0«f.o 56-110
CONFIDENTIAL
In order to investigate various combinations of gyro-paddle
inertia and vertical center-of-gravity position after vane
notion was determined to be satisfactory, the followinp tests
were programed for tether flight?
Oyro-Paddle Inertia (slug-ft2)
Vertical eg» (inches above duct outlet)
Pilot's Floor (inches above duct outlet)
I. •010 38^0 liO.75
2. (no paddles) .016 38.50 liO.75
3. •016 33.50 ^•75
iu None (vanes locked) 38.50 1*0.75
5. .010 37.00 36.75
6. .016 37.00 36.75
7- None (vanes locked) 37^00 36.75
r. .010 314.70 30.75
9. .016 31.70 30.75
Each combination of parameters was tested in tether flirht to
obtain a qualitative evaluation based on pilot comments and
observed changes in free oscillation period and amplitude.
Oscillograph records were made of forced and free oscillations
of the platform without the stabilizer system both without engines
running and with engines running to determine the influence of
rotor damping on pitching oscillationso Records were also made
with the engine running and with the gyro-paddle system operating
CONFIDENTIAL E-12(C)
"•»
•••»••to C.H. Datslji n/y>/56 HILLER HELICOPTERS e~ie»io
• T"'" SWfüÜör REPORT
PHASE III AIRBORNE PERSONNEL PLATFOhH CONTRACT Nonr 1357(00)
••a i 26
Mooet 1031^
•••«'•"•«» 56-110
CONFIDENTIAL
1
1:
to determine its effect on damping in pitch«
Figure 12 shove the test set up on the static test stand for
the forced and free oscillation tests* rl^ure 13 snows the
installation of a potentiometer fen* measuring angle of tilt of
tne duct« Figure lli shows the installation of a potentiometer
for measuring angle of tilt of the pitching vanes relative to
the duct« Similarly, a potentiometer was mounted on one of the
two roll vanes«
Tests on the static stand were conducted by forcing the platform
through an angle of ±20 degrees at various angular velocities«
Oscillograph traces were checked to observe the phasing of vane
tilt angle and platform tilt angle in order to determine the
function and response of the gyro-paddle stabilizer system.
Figures 15(a), (b), and (c) show oscilloRraph traces for the
free oscillation of the platform with no power and with nc vaney.
Amplitude of tilt angle of platform versus time is presented
covering an elapsed period of time of 31»l5 seconds^ These
Curves are also indicative of the oscillation amplitude and time
history for the platform with power on and with no vanes which
clearly confirms the lack of damping. Figures 16(a), (b), and
(c) present a time history of amplitude of oscillation of
platform for power on and no vanes. Figure 17 shows the time
history of amplitude of oscillation of the platform for power
CONFIDENTIAL E-12(C)
• • ■ ».♦<«
CMfOCO
«»»•ovce
C.H. P»g^ 1I/30A6 tuvf
MILLER HELICOPTERS SUHKm REPORT
-PHASB III /UKBORNB PKK30m;SL PUTTORM CONTRACT Now 13^7(00)
»«Of II MOOfi 10 V
• (•«•.NO 56-110
CONFIDENTIAL
!l
on and vanes ope rat inf. It Is clearly shown that the plaUom
oscillation is almost completely damped in 2 cycles* Because
of system friction, the gyro-paddle stabilizer is relatively
insensitive to low angular velocities as evidenced by the fact
that the platform oscillations are highly divergent for large
angular velocities, as shown in Figure 17 for the first two
cycles, and neutrally stable for low angular velocities, as
shown in the third cycle.
Tether stand tests were conducted with the pivot point for all
oscillations being the tether cable« These tests were conducted
in order to obtain oscillograph traces for a longer period of
oscillation in order that the vane phase angle and response
could be determined for a period of oscillation substantially the
same as the natural period of the platform as flown without, the
gyro-paddle stabilizer system« Figure 18 shows this test set
up. These test results showed substantially the same vane-duct
tilt phase relationship as obtained for the faster period oscilla-
tions and confirmed the low damping characteristics of the plat-
form without the vane system«
The final best configuration of the platform at the conclusion
of these tests was as shown in Figure 19« Significant parameters
are as follows?
CONFIDENTIAL E-I2(C) /
• c
•••»«•to .CiHa Jkatihi ll/iDA^ . >:
«MftftfO
MILLER MEL1COPTERS f"k« SUmSQ hKPOJff
WASB III AIRiiOH.VK PbitSOt.-Via PUTTORK f- -ü^i^ CONTRACT Nonr 1357(00) [ *fo«...o ^^p
CONFIDENTIAL
Cent«r-of-grftvity •lavation
Pilot»a floor elevation
Increased e.g. elevation compared to original design
Increased floor elevation compared to original design
Gyro-paddle polar moment of inertia
Linkage ratio (vane angle to gyro-paddle flapping angle)
3li«7!> inches above duct outlet
j0.7!> inches above duct outlet
li*00 inches
12 inches
.010 slug-ft2
1.25tl
Altho'agh pilots preferred the easier control of platform at higher
i'loor elevations up to 2h inches above original design level,
psychological factors in forward flipht produced a strong prefer-
ence for the lower floor elevation as finally determined above«
During the tether tests, hovering and forward flipits were made
in calm air and winds of IS miles per nour maximum velocity with
? miles per hour frusts. A maximum forward speed of 18 miles per
hour was recorded. For all configuratjens tested usinp; the
].»258l linkage ratio, the platform was easily controlled and
displayed good dynamic stability, Flipnt characteristics seemed
little cnanged by changes in vertical center-or-gravity location
within the limits tested.
Table III, Appendix V, presents a summary log of these tents.
CONFIDENTIAL E-t2(C)
- ■ <
C.H. Üeasln n/30A6 e-te*to
MILLER HELICOPTERS f.fi.f st^-;. RBPQRT
•FHASB III AIRBORNE PSRSOt.m PUTFORM CONTRACT Nonp 1357(00) «(»oat MO^O^XXO
CONFIDENTIAL
3) ftree^Fllfht Tests - ftree-fllfhi tests were Initiated ax
12 September 1956 and were conducted to oonflrn the findtn^s of
the tether test program without the encumbrances of the tether
rig« Hovering, forward, rearward, sideward, and quick stop
maneuvers were performed at low altitude« Rotation about the yaw
axis wnile flyinf: forward, and coordinated ■S" turn maneuvers
wero executed« All maneuvers were conducted in both calr. air and
In winds of 1$ miles per hour maximum velocity with $ miles per
nour gusts« For all flight maneuvers and conditions, stability
was very rooa and control was remarkably easy up to the maximum
sustained forward speed of 16 miles per hour tested« Maximum
altitude attained was 12 feet in hover and S feet in forward
flight as limited by available power at a pross weight of $0$
pounds which represented a 32 pound overweight condition of the
platform. A total of 21 flirhts were made for a total of two (2)
hours, seven (?) minutes free-flifht time«
These free-flinhts were conducted at the end of the Phase III
program ana were concluded with flifht demonstrations at the
Contractor's facility for representatives of both the Office of
Naval Research, Department of the Navy, and the Office, Chief of
Research and Development, Department of the Army« Representatives
of both these agencies flew the platform on the tether rig with
notable ease in both calm air, in 5 miles per hour fusts and in
winds up to 13' miles per hour velocity«
CONFIDENTIAL E-12(C)
I' •.»"« CMUt
ICH.IkMin MWK, CMMUO f.lVf
MILLER HELICOPTERS SWWUn HEPORT
t -PHASE III AUIBORNE PERSOhm PUTPORK OOWTHATT Nonr 1357(00)
»«&( J--
Moe.. iojx^
56.UO
CONFIDENTIAL The freo-fllfht prorran duplicated the tether test evaluation of
flight characteristics for various combinations of gyro-paddle
inertia and vertical center-of-gravlty location. As the result
of these tests, the preferred configuration was the sar.e as
selected by tether tests of Part 2 of t^is section except that the
heavier gyro-paddle (»016 slug-ft.?) was selected.
The platform was easily controlable at all times and exhltited
no instability for all maneuvers and at all speeds tested. Two
of the Contractor's test pilots flew all the maneuvers and it is
indicative of the relative simplicity of the control of this
machine to note thnt one of the pilots accumulated all of his
total tine of Ij8 mijiutes free-flirht experience di:ring this test
program with a background of a total of h aours, a minutes tether
flight time of which 1 hour, 37 minutes was training time. Appen-
dia VI presents a summary log of the traininr prorram for the
;iew pilot.
Sustained forward speed was limited to 16 miles per hour because
of the occurrence of a random, intermittent, pitching-up of the
nose in the speed ran^e of from 12 - 16 miles per hour and
because of power limitations of the platform in its overweight
condition. The pitching-up at the nose was of noticeably lower
amplitude and rate than was experienced for the basic Model 1031-A
as tested under the Phase II program. (See Figure A,II-1, Appen-
dix II). It was generally believed that this disturbance was
CONFIDENTIAL E-12(C)
• ■
MILLER HELICOPTERS •••^ SWr^AKV R2P0HT PHASE III AIBÖORKS PäHSOin^L PUTrX>l<K
COKTRACT Nonr 13^7(00)
JL —•" 1031.4
CONFIDENTIAL caused by turbulent air generated beneath the platform In flight
at the low altitudes (1-5 feet) necessitated by power lirvitt-
tions. The rando« nature of these oscillations strongly supports
this opinion* Power limitations nade it Impossible to co.viuct
forward flipht tests out-of-fround effect (approximately 2 rotor
diameters for platform - 10 feet)« A hover altitude of 15 feet
was attained in one flirnt for a few seconds but only because of
the low early mominr ambient air temperature and the initial
airier power produced by the 2 cycle engines while still warming
up« Normally, all flights were at maximum power settings while
hovering at 8 feet altitude and as the platform was tilted for-
ward to fly forward, it spilled some of the fround cushion and
settled to within 5 feet of the ground«
Table IV presents a summary log of total log of airframe and
ennine hours to the end of Phase III«
Table V, Appendix V, presents a summary lor of these tests,
^ij^ure 1 and 2 show the final confinuration of the Model iö31-A
as tested under this program«
C« METHODS OF CONTROL
The basic forces acting on the platform to produce pitching monent were
analysed and several methods of controlling pitching moment were studied.
This work was performed in order to determine a suitable means of reducing
CONFIDENTIAL E-12(C)
•.»-« OAlf
Iki««in-..14/y/g6, CMfeafo
nihf
MILLER HELICOPTERS SIWAHY S'£POflT
'PHASE III AIRBORNE PSRSaiKEL PUT«)RH COKTRACT Norvr 1357(00)
»•i.f
Moett - lOjl-A
•-..
CONFIDENTIAL
pltchlDi» nonents of the» platform and to provide tno pilot with a control
power boost system«
Phase II truck test data (Reference (f) ) ana flight experience snowed that
tns nose-up pitching moment of the platform increased with forward speed and
was accompanied by a narrowing of the positive margin of control available
t? the pilot by pure kinesthetic means« Figure 20 presents this curve for
the Mooel 1031 platform as tested under Phase II« In light of these data and
in anticipation of a possible increase in pitching moment versus forward
speed lor tne evaluation platforms (Model 1031-B) being negotiated under
Reference (i), these studies were made in an effort to insure that subsequent
personnel platforms of larger size could be controlable by kinesthetic
con+rol, aerodynamic controls, or a combination of both«
Two methods of reducing pitchinr moment were given a preliminary study« One
system employed a ventilated forward and aft duct inlet lip with the forward
and aft vents interconnected by a plenum chamber. This system was proposed
to use the differential pressure between the forward and aft duct lips to
provide boundary layer control reducing lift on the forward lip and increas-
ing lift on the aft lip, thereby reducing the differential lift between these
two lip areas and reducing the nose-up pitching moment without an appreciable
eifect on net thrust. Based on a qualitative preliminary analysis, it wa;?
concluded that the amount of pressure available by this means was insufficient
to provide the necessary boundary layer control and that a power driven
suction pump would be required«
CONFIDENTIAL E-12(C)
•.»-I a*if
» ■U/30/g6)
e«te«»o
*»»ae«fo
MILLER MtLICOPTERS
1 PHASE III AIHbORNE PiHSOlilZl PUTrX) CO.TRACT liorvr 13^7(00)
: jy mon> I031-A
CONFIDENTIAL
:■
The second system of pitchinf moment control proposed was based on reducing
propeller tif losses by control of the boundary layer at tne propeller tips«
By thtls means, It was believed possible to produce a cyclic lii't on the
propeller wuich could be used to reduce or increase pitching moment« This
system was riven only a cursory examination because of the limitations of
tine and money and the priority assigned to work on stability«
It was generally concluded that boundary layer control system studies should
be given nreiter er.phasis only if other simpler means of pitchinp moment
control are not realized«
Trjree methods of pitching moment control for the pilot by other than
kinesthetic means were investigated«
A duct outlet mounted vane control system was analyzed followir.f: tests
described un-.er Section B, Part 2a. It was concluded that this system
lesigT'ed as the sole means of control was unsatisfactory because o;' frie ur.-
balanceci drag force produced by vane lift and the associated increase in
p.'.ätforrü tilt anjle for a given forward speed«
A duct inlet mounted vane system was studied which provided for the differen-
tial operation of vanes mounted above the fore and aft duct lip regions in
such a way that the lift on these vanes could be used to produce pitching
mcnient in the desired directiont Analyzed as the only means of control, this
system was found to produce insufficient moment to provide the required nose
-down moment control<>
CONFIDENTIAL E-12(C)
Q.H. DesBin n/yo/$6 •••n
.
MILLER HELICOPTERS SUKMIU<( HHPORT
PHASE III AIABORNB PERSGNKSl PLATFOf* CONTRACT Now 1357(00)
»*OI 31 ~oO«> 10JI-A
S6-11Ü
CONFIDENTIAL A System of duct inlet rtditl guide vanes wee studied in which radial
controlable vanes were located in the duct Inlet just abovo the upper pro-
peller« By changing the pitch ancle of these vanes, the angle of attack
of the propellers could be chanfed by the change in direction of the relative
inlet airstream and thus cyclic lift could be produced and used fcr pitchirp
moment control» This system was found to be the most promising of all
systems considered as an independent moment control system« It was concluded
that more extensive studies substantiated by wind tunnel tests should be
undertaken to explore the full capabilities of this system«
Reference (j) presents the details of these studies conaucted in satisfaction
of Items Ua, lie, and he, of Annex A, of the subject contract«
D. PBRKORMANCE
1« Method of Calculating Power Required for Forward Flipht
The power required was determined from considerations of the energy level
of the airstream prior to and immediately after passing through the
propeller« Equilibrium conditions were satisfied through the use of
momentum equations and the resultant equations were solved for tilt ang">
and power.
For the Model 1031-A platform, the power required was found to be
essentially constant throughout the flight range and was attributed to
the unclean inlet conditions and large percentage of duct area blocked
by the engines»
CONFIDENTIAL E-1Z(C)
S*U toyji^M/X/SLr ••*•*• OAK
c-te.tu •••if
MILLER HELICOPTERS
f^USB III AIRUOBNB PÜKSONKSL PUTKOKM CONTRACT Nonr 1357(00)
.. Moe*i lO'M^
mtmorn* mo s^»X10
CONFIDENTIAL
Reference (J) presents this netnod of antlysis and compares calculated
results uiUi truck test data of Phase II*
This WOTK was accomplished in satisfaction of Item 1 of Annex A cf the
subject contract«
2» Thrust Increase
a« Increased Propeller RPM
1) Special Riels - The platform was found to be unable to hover with
outlet vanes Installed, more than 1 to 2 feet above the ground
in 70 degrees to 7$ degrees F ambient air temperature. Because
ci* spilling of the pround cushion in forward flight, such fli-hts
were impossible with such a low hovering ceiling« Since the
testing program faced "stretch-out" because of the necessity af
flying only in the cooler morning hours in March, 19?6, static
stand tests were conducted in which static thrust was increased
15 pounds by the use of a special fuel mixture consisting of
hO percent aviation gasoline, kO percent Benzol, and 20 percent
lubricating oil by volume»
Various proportions of Benzol, aviation gasoline, and lubricating
oil were tested in the Nelson H-59 engines (rated I4O hp at l4,C00
rpm)o For each fuel mixture tried, adjustments in spark and
carburetor settings were made until best thrust at allowable
cylinder operating temperature (350oF for 70°^ ambient tempera-
ture) was recorded. Best fuel mixture was found to be one
CONFIDENTIAL E-12(C)
mm •«
• . ««•f #••#«■•0
.Cftlf P^ffffln .U/J0A6 . r ..»c.tu
• •'..I
wTlASt
MILLER HELICOPTERS SU*5<AHY H£P0liT
ASt HI AIKHOW^ PüRSOf.NEL PUTFORM CONTRACTS Nonr 13?7(00)
MOO«i
•t»a««NO i,6-110
CONFIDENTIAL
composed of 10 percent Bensol, 10 percent aviation Kasoliiie,
and ^0 percent lubricating oil. Attempts to run on pure bentol
and oil resulted in severe carburetor icing«
Special fuel mixture ingredients tested weret
Aviation gasoline, 80-6? octane, rerular, non-leaded
Aviation motor oil, SAE 30
Bemol, Technical 99-100 percent
Standard fuel mixture ingredients weret
Aviation gasoline, 60-6? octane, regular, non-leadea
Aviation motor oil, SAE 30
Proporticnst \x parts gasoline to 1 part oil by volume
All duct outlet control vane tests described in Section B, Part
2a, were conducted using the special fuel mixture selected by
these tests.
Vanes were installed and thrust measurements were made tc detei-
mine actual losses due to the drag of the vanes at various pit'.n
angles. Figure 21 shows the variation of thrust with engine rpm
for various spark settings for the iiO percent Benzol, 1^0 percent
aviation gasoline and 20 percent lubricating oil mixture and the
standard fuel mixture at two different altitudes. Figure 22
shows the variation of thrust with vane angle of pitch at the
different altitudes for the special fuel and standard fuel.
CONFIDENTIAL E-12(C)
• ..~« «.*••
«•••••te
C.H, Des*;,. 11/30/^6 WILLCR HELICOPTERS SUHKAhY hSPORT
• PHAS8 111 AlhÖORKß PSRbOKKSi PUTTOW COWTOACT Konr 135/(00)
•«iO..
mtmami mo
-A
CONFIDENTIAL
2) Mild Supercharging - Since the thrust obtained by use of speslal
fuel MS still marginal for platform flight with vanes installed,
an attempt was made to obtain increased power by mild super«*
charging«
Tuned stacks were Installed on each carburetor Inlet as showr.
in Figure 23* This tecnnique has worked successfully with
four-stroke cycle engines but could not bo made to work on the
Nelson H-59, two-stroke cycle engine. The arrangement tested
consisted of two telescoping lengths of aluminum tubing with a
range of adjustment on each side of the calculated required
length for air wave resonance*
3) Reworked Nelson Engines - Since power was still marginal on all
but the coolest days even with tne use of the special fuel
mixture ana since the warmer summer months were approaching, tne
hO horsepower Nelson H-59 engines were returned to the engine
supplier for rework and modification as required tc produce
h2 horsepower at ij.,000 rpm. This horsepower increase was con-
sidered fundamental to the successful exploration of vertical
center-of-gravity location tests which were planned to be conduct
ed out-of-ground effect« A spare engine was purchased to insure
the test program schedule»
The engines were completely rebuilt including new crankcase,
pistons, and cylinders and were reinstalled in the piat.torm.
CONFIDENTIAL E-»2(C) I
• ■ • •I
e~»e«»ü
MILLER MELICOPTERS SLWAHY hiPOhT
'PHAS2 lU XimWz WHSOKJiBL PUTTOliM CONTRACT Nonr U5?(oO)
CONFIDENTIAL
Static thrust tests wsr« conducted to messuiv platform tnrjst,
engine rpm, and cylinder temperatures at ♦wo dilTerent altitudes
close to tne ground*
Static tnrust test data for the 12 horsepower Nelson engine
corrected to standard conditions, showed a static tnrust cf 523
pounds for duct outlet at 18 inches above ground, engine rpir of
3800 ana spark setting of 30 degrees« A thrust of u53 pounda
was measured for the duct at 69 inches above ground„ engine rpw
of 3980 and spark setting of 30 degrees« At no time dia cylinder
head temperatures present a problem« The new heads constructed
of an improved aluminum alloy permit an allcwaule temperature cf
li50 degrees F.; maximum stabilized temperature recorded was
iiOO degrees F« Figure 2u shows a comparison ol tnrust versus
engine rpm for various altitudes tested fcr ihe Nel^or kO hors«-
powei and h2 horsepower engines« It will be noted that, the
platform static, thrust ln-ground-effect is 23 pounds Idfher witn
the 'i42 horsepower ennine« Out-of-ground effect (69 inch altitude),
the static thrust is only 7 pounds higher for the lu horsepower
engine compared to the aO horsepower engine« Pressure su^eys
of the duct outlet indicate that there ir> a flow reversal in -'„he
central region of the duct which is much more pronounced out«cf
-ground effect than in-ground-effect. It was hypothesiaed that
the additional blockage of the duct created by the somewhat
larger cooling vane area of the reworked Nelson engines way
CONFIDENTIAL E-I2(C)
••**•<
c-tt*to
•
B*ff
z.H. ix.Bsin uyßo/^ T WILLER MCLICOPTERS
MASS 111 AIHbOKKS PKHSOIIKSl PUTrtjKK 5 A- "^ J0I>TRACT Nonr 13^7(00) | .w** ^
CONFIDENTIAL •nough to caus« increaaeJ turbulence benina the cylü»ior '~*<19
vith associate«! los» ol thrust at altitude* Tho a
a streamlined cowlinr over the cylinder headf of ea:;. eni'lr-e Lid
nothing to reduce this turbulence«
With tne results oi* these tests with the increased r.orsojxwor
engines, all nopes of conductinr flirht test» out-of-fround
effect were virtually abandoned ainoe it was «'leariy shown tir^at
a thrust of hbh pounds (desipn press weight o:" tasic Model 1Ö31-A
helicopter) was available at a naximur. of h feet altitude on a
standard day« It was evident that early nomlnf tests wo^jid be
required to obtain largor prouna cloaranco for forward flight«
This work was conducted in satisfaction of Item ), Annex A ci the
subject contract«
Duct CXitlet Diffuser
An analysis was made of tne potential thrust increase promised by i
duct outlet diffuser. It was predicted that for a conical diffuser
of 12 degrees included angle of expansion and 12 inches in length, a
6 percent thrust increase would be realized» This percentage increase
represented 32 pounds static thrust -increase for the Model 1C31-A
helicopter.
Practical problems associated with fairing the joint of attachjuent
of the conical diffuser to the basic duct, consideration of time and
CONFIDENTIAL E-1Z(C)
HILLER HELICOPTERS • Mt«
. SIWARY HiPORT
mSB 111 AIHÜORNE KHSOtHHL HUTKOKK CONTRACT Noivr Uiliüü)
-«•^ lujl-A
I »f»o»f.a '6-110
CONFIDENTIAL expense, and the unknown Meltftt penalty of tills aevite, resulted
in the shelvlnr of t.'da iaea until it MS round rßtezsury a» a last
resort*
?igur« 25 presents a plot of percent tnnist increase versus div^rrent
noazle length for a 1? degree equivalent anplo of expansion conical
exit nozzle«
c» Drag Heduction
In order to improve the static tnrust of me platform out-of-ground
effect, as indicated possible by pressure surveys, an attenpt was
made to clean-up the duct inlet«
Aluminum fairings were made and installed on the enrineG and the
engine support tubes were built up with cardtoara öuia doped '-ape to
give a streamline shape to the round basic tube« rbr the junction
of tne auct inlet to engine support tube, a strealined transition
shape fairinf was Luilt up from cardboard and coped tape. The alum-
inum fairings were sr.aped to enclo"0 the fides Oi. the enpine (nttinp
over the cylinder heads) and the back end of the engine which is well
out toward the duct wall« This fairing extended down from the top
of the cylinder heads in a converginp shape to very close proximity
to the upper propeller.
Tetner flight tests showed about one foot apparent increase in
altitude resulting from tnis clean-up. The aluminum engine cowling
CONFIDENTIAL E-12(C)
••«M«
CM««Me
MILLER HELICOPTERS St:: -.iPOKT
-PHA5S III AIKBOHNS PEHSOf^KEl HUTFOKK JOti'THAJT Konr 13^7(00)
~ '■• j '.-A
• ••P«f NO fö-UO
CONFIDENTIAL Ms hoped to provide the most thrust pain by reduclnp the large
«mount of reverse flow neasured below the engine cyl.ndor«; nowev^r,
tests made with this cowlinr removed for repairs to fatlpue tracks,
showed no reduction in hover altitude« All subsequent flight tests
were conducted with Just the engine tube and tube-duct interned Ion
fairing as shown in Fi,:ure 26*
d* Reduced Propeller Tip Clearance
Propeller clearance between tne blade tip and the wall of me duct
was reduced from a nominal «25 inch gap to a «125 inch gap by
correcting the out-of-roundness of the duct and by installing two
new propellers trimmed to clear the duct at local patcnes by only
•062 inches# Improved thrust resulted in an increase in hoveiinp
altitude from 5 feet to 8 feet and an increase from 3 ieet, tc .'< feet
altitude in forward flirht. These pains in altitude permitted all
horizontal flirht maneuvers to be performed with the gyro-paddie
stabilizer system installed and with the platfcrm }2 pounds over
basic design ^ross weight.
The duct diameter was out-of-round due to a^ein^ of the foamed
in place filler material used in the propeller shroud portion of the
duct assembly. Sheet metal brackets were fastened to this shrcud and
cables with turnbuckles were used to apply desired tension between
the brackets and a truer roundness of the propeller shroud resulted«
Local patches on the inner surface of the shroud prohibited reducing
CONFIDENTIAL F.-12(C)
•>«••• o«if
«••■■••o
Vc.H,D»88in 11/30A6 HILLER HELICOPTERS
«*»«e«fo
SUGARY RKPOKT III AIRBORNE PKHSa:K£L PUT>t)HH
CONTRACT Konr 1357(00)
U2
CONFIDENTIAL
thf gap to less thin an avoraf« of »125 inches although local
clearances over critical patched areas was as little as »062 inches
without producinr blade-duct contact in lanüing maneuvers«
The tension cable support brackets can be seen in FjjTure 1«
3» Propeller Design Check
The propeller for the platform Model 1031-A was designed, with one except«
ion! according to the analysis contained In Reference (k). All calcula-
tions were carried out usinr the equations developed in tr.at report«
However, the resulting blade settings for any radius were found to be
almost identical for the upper and lower bladeo. For simplicity of
fabrication the values were averaned and used for loth blades« No
deviation greater than «2 degrees resulted«
In terms of gross characteristics, the correlation between design and
test values is quite good« The induced velocity at design rpm is
2 percent greater than calculated, and, as should be expected, the thrust
is greater by approximately the square of the induced velocity ratio,
or 3«5 percent« Correspondingly, the power required is slightly higher
than predicted, implying that the propeller efficiency is correctly
estimated«
Propellers designed strictly according to the analysis of Reference (k)
should introduce zero net swirl into the wake« Since the design employed
CONFIDENTIAL E-t2(C) t
..»-.-
..•-.«
.J^iUDftflnln .n/W CMfCCt (i
I'fO
•
MILLER MEL1COPTERS
fHASE HI AIRHOHKB PaiSOvJ'ßL PLATfX)[« JONTHACT Nonr 13K:(a')
••«.t »
CONFIDENTIAL
does net nAintAlx» prop«r blaue aetti/jr» Uia projwr infliw anple u :.
maintaiiiea« A siipatraan awirl reaultinr Tron this is taUeved 10 ba
tne source of a residual torque oi 55 it.lb.
CONFIDENTIAL E-12(C) I
••AMI o*<( —
e-«e»io
1 ^Ctlk[)?P«tn .U/JQ/?». HILLER HELICOPTERS
-^ i ': ' RSPORT ..,0.. •PIAS2 III AlHIJOKNS PSiiSOKKSL PUTKOHK \
COKTRACT K'our if^i ) I •••«>•'-« -
--v
CONFIDENTIAL
CONCLUSIONS K:Z) RSCOMBHbkTIOKS
The Kcdel 1031«^ airbon.e platform, as nodifietl by raising the cent«r-oX
-gravity and installing a nyro-paddla stabilizer syst^jm, is dynar.ically
stauie and easily oontrolable in novering and forwaru flight at JI- .
up to 16 mies per hour, in winds up to 15 miles f*r hour, and i.. :) miles
per hour gusts« Free-flirnt test experience and corrulation wi*r. Pf\as<? II
truck test data snows tnat analytical netr.ods of calculating perl -vi.
stability and control characteristics are reasonably accurate« Forwarc
speed is United by p^wer liFJtations o:' present Model 103i-A ana a »-ar.-iom
nose-up pitcning at 16 miles per hour which is attrit»iited to groir.d li^tu.rb-
ances.
It is recommended that additional researcn be conducted to quantilatively
evaluate the thrust augmentation and pitching monent characteristic^ oi'
various duct shapes as applied to the Model 1031 airboT.e piatioiTn. Fur^hp"
studies oi" stability and control should be condutrte-i '■ ar-ed or: tne • iu'■"
characteristics with the primary objective of increasing sf^ei in f orwam
fliphto Such a program, properly designed; woulu [)rovide data liseful In tne
design of future airborne platforms such that higher forward speeds may
be assured with good control and stability characteristics«
CONFIDENTIAL E-12(C)
•••-« OAK
C.H. üegsüi 11/30/56 CMISMO
HILLER HELICOPTERS mimt HrcF.
••»■OOCD
. PHAiJB 121 AIRBORNE PKHSOiai&L 1 COKTHACT Konr 1357(0)
MOOf i I
lt»0*> MO 4 *
CONFIDENTIAL
RErYHNCES
a, NACA RK I5?ül0, •Preiiminar}' Experlr*jntal Invuatir of a Person Supported vy a Jet Tnruot jevice AttauteU »c Hi >'• t ', datea January, 1953*
l . NACA RK L5lAßl2a, "rlirnt Tests of a Man Standini- :•:. a p: .■ • I ty a Teeterinn Rotor", dated March, 19?li.
c. NACA RM iShBlS, "Piirnt Tests of a 0#l Scale Kcdel of Stand-Or. I^/pe of Vertically Risinr Aircraft«, dated 2h March 1951.
d. Hiller Report No. 6fl0»l, "final Report - Phase I - Airurr.v P— r.-.^. Platform Development",
e. Hiller Report No« llh^'u, "Summary Herort - p-.ase II - Air; ;>;•.* Plat: dated 2h April 1956.
f. Hiller Report No. 6P0.2, "Truck Tests oi" Hiller Airborne Pwrsoru • Platform", dated 15 September 1955
Hiller A.R.D, Report No. Ill, "Some Remarks on the Control ar.: Stability Characteristics of the Flyinn Platform", datei ?/ A:-. . •^.
h. Hillcr A.R.D. Report No, 112, "Stability Analyses of Klyir.p Platlcrrr in Hoverinn and Forward Flight", dated 12 October 1956.
i. Contract NOa(s) 56-935.
j. Hiller Report No. 56-106, "Aerodynardcs of Ducted PropcJ.itrr x: Applied to the Platform Principal", dated 30 November 1956.
k. Hilier Report No, 102,3: "Ducted Coaxial Propeller Blade Ar.rxe Settiru-:--1
dated 12 K^rch 1951
CONFIDENTIAL E-12(C)
CONFIDENTIAL
FIGURE 1
FREE FLIRHT-EIML CONFIGURATION Film JOHNSTON CONFIDENTIAL
/
CONMOINTIAl
FIGURE 2
mE FLIGHT-FINAL GüNFIGUHATION PILOT UPE CONFIDENTIAL
/
CONFIDENTIAL
FIGURE 3
DUCT OUTLET MOUNTED CONTROL VANES
FIGURE h
VANE CONTROL HORN AMD FLEXIBLE CABLE
CONFI DENTIAL
CONPIDCNTIAL
?IGURB 5
TUJING nOOh VAN£ ^.'TROL
-*■ . ^c:s'/'
...
FIGURE 6
TILTING RING - FIXED FLOOR VANE COITROL
CONFIDENTIAL f
C ON M DE NTI AL
KKURK 7
TWO A/T DUCT MOUNTED VAKES
!
FIGURE 8
MODEL 1031-A MAXIMUM CO. ELEVATION
CONFIDENTIAL
UlUI pmtP*mto
BAT! 11/30/56 HILLER HELICOPTERS OAftC
-I——^
CNCCHCO mti
•»»aovco PHASi III AIRBORNE PgHS3M*2i PUTFORK
CONTRACT Nonr 1357(0 i
MOOfl ■ ''.-A
- .
/*M€S tBotC PL4Ni OS Over ovrter Po* &?<*% Wet GUT CWO'TtOfiJ*
K i 35 05 iHCrt
r 35.25 INCH
4r a reer Awri/oe
zersetNces ' /.MfUSi resr t/iv
*S<,'2Z 2. üUL£t re$7 PJLK4
2 3 4 5 6
TIME:- SECOMOS
■ o
FI6 3 60-028
■•.. «
»••»••fO C*H> Dteain U/^ / -. •
e»i««<e
«•»•e«fe
NILLER MELICOPTERS
WASB III AIRbOKKB PüHüai:^ PUrKOn>' • **
Ki£V»r« :o
. - ■
CONTRACT Now 1357(00) ••»oaiMO
CONFIDENTIAL ^0£^ /^/-^ PLATFORM GEOMETRY
De<oi/PiM6 BOLL PfQM PiKM resrs
\
84U4Sr weiGHj
LEFT EN6INB
r &Mr ENOMB.
B4LLA$T WEIGHT
CONFIDENTIAL FIG. 10 E-1Z(C)
CONFIDENTIAL
■
' •
-
I •■«..♦■'
. ■ & ■ .■ -,
\.
5 \ | * K
I ■
r>*
•
/
1 • .. .A'.'
(A)
' - .*M
FWD
"N
/<
- t -
^==^-_-_ -r—^^-^teTT^fc^-
r
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FIGURE 11
SKETCH - GYRO-BAR STABILIZER CONFIDENTIAL
CONFIDENTIAL
FIGURE 12
FORCED AM) FHEE OSCULATION-STATIC STAND
FIGURE 13
PLATFORM TILT ANGLt! POTENTIOMETER INSTALIATION
CONFIDENTIAL
CONMDt NTIAL
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FIGURE 18
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CONFIDENTIAL
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APPEaran i
PHASS I DATA
CONFIDENTIAL «3
E-12(C)
UAIf
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CONFIDENTIAL APKNUIX I
EXPLANATION Or KINESTHSTIC CONTHOL
The human bon^ is üi unstable equilibrium when stanciinf erect on a »olid surface. Han's upright position is maintained by the constant «xertion of balanced moments and forces proouced by the muscles, tendons, and* Joints of the body. The proper balance is maintained by an instinctive sense wnose end organs lie in the muscles, tendons, and joints and are stimulated by body tensions.
For the case of a man standing on a fixed surface, if he leans forward, his weight is supported on the balls of his feet which result in a monert «bout his ankles resisting the tendency to fall forward as shown in Figure Al-la.
For the case of a man standing on an airborne platform in flirnt, the forces on the man's body are similar? however, the force reacting: at the balls of the feet is provided by the platform. This force will occur at some tilt angle of the machine and the tilted tnrust -rector will pass ahead of the center-cf-gravlty of the system creating a correctinc moment as shown in Figure Al-lb. It then appears that the same instinctive reflex responses which stabilize a person standing on the rround will function in the same sense to stabilize a person on the airborne platform, üecause of the magnitude of the thrust vector, the rectoring moment will be of larger magnitude for the person on the airborne platform.
ANKLE MOMENT
CENTER OF
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ANKLE MOMENT
FIGURE Al-la THRUST VECTOR
CENTER OF
GRAVITY
CONFIDENTIAL :nr,viL', Ai-it
E-1Z(C)
CONnOCNTIAL
■—«
FIGURE AI-2
FIRST FRE2-FLIGHT OF MODEL 1031 PLATFORM ON k FEBRUARY 1956
CONPIDENTIAL
»*!•
n/3Q M HILLER HELICOPTERS • •. t SUMMARY REPORT
fHASE in AIRBORNE PERSONNEL PLATFORM CONTRACT Nonr 1357(00)
»AOI A II
Mood 1031-A
•«•»•"*«> 56-110
CONFIDENTIAL
APPENDIX II
PHASE II DATA
CONFIDENTIAL E-12(C)
CONPIOgNTIAL
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FREE-FLIGHT OF MODEL 1031-A CONFIDENTIAL '
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- PJIASB III AIRBORKB PSRSOJfHSL PUTFOflM CONTRACT Nonr 1357(00)
* * in_ MOM«. 10j
;6-iio
CONFIDENTIAL
APPENDIX III
TETHER TEST STAND MODIFICATIONS
PHASE III
CONFIDENTIAL E-12(C)
■ • 1 • •t
>H, DtBBin tU/10/t6 HILLER HELICOPTERS i ••^« summ REPORT PHASE III AIRfJORHE KHSOHHSL PLATFORM
CONTRACT Nonr 1357(00)
AJII-1 MOOli mx*
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CONFIDENTIAL Appendix III
TETHER TEST STAND KODIflCATIOMS
The tether test stand, used for all tethered flight tests of the platform, was modified during the month of June 1956 to provide for a larger run between towers and flights at out-of-ground effect altituaes.
As snown in Figure AIII-1, the distance between towers was increased from 60 feet to 120 feet and the tether cable height was raised from 22 feet to 32 f^et* The additional 20 feet of ground surface between the new tower location and the original black-top surface was finished with concrete paving« Tether cable support towers were increased in height by Ihe addition of a 10 foot long, h inch diameter steel pipe« The pipe with cross arms extending laterally S feet from the center of the towers were welded atop the original structure. The vertical extension was stiffened against side loads by a brace cable anchored with tumbuckles to the base of the tower with the cables passing over the cross arm and top of the vertical extension» Figure AIII-2 shows the completed, modified tetner rig.
This rework of the tether test rig was unuertaken in order to provide sufficient height to permit out-of-ground effect tethered flirhts scheduled for the exploration of stability characteristics.
CONFIDENTIAL E-»Z(C)
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APPENDH IV
SlTliAHY AIHCRAfT AI.'J ENGHo LOG
PHASE I, II, AKD III
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CONFIDENTIAL
APPENDU V
SUMMARY TEST LOG
PHASE III
Table I Table II Table III Table IV Table V
Summary Tether Test Log - Duct Outlet Vanes Summary Tether Test Log - Vertical eg» Location Summary Tether Test Log - Gyro-Paddle Stabilizer Summary Tether Test Log - Miscellaneous Flights Summary Free-Flight Log
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APPENDIX VI
PILOT TRAINING LOO
PHASE III
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