THE SCIENCE OF VERTICAL FLIGHT

AND ITS DEVELOPMENT

2nd November 2009
Yeovil

PRESENTED BY:
LUCA MEDICI
Head of Helicopter
p System
y Design
g Dept.
p
AgustaWestland

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
 WHY THE HELICOPTER IS IRREPLACEABLE
• SINCE THE FIRST FLIGHT OF A VEHICLE HEAVIER THAN AIR (1903), DESIGNERS HAVE ATTEMPTED TO
SEPARATE THE CAPABILITY TO CREATE THE LIFTING FORCES FROM THE RELATIVE MOVEMENT BETWEEN
THE AIRCRAFT AND THE AIR (WING TO AIR RELATIVE MOVEMENT).
• IN OTHER WORDS,
WORDS THEY SOUGHT THE CAPABILITY TO SUPPORT HOVER,
HOVER TAKE OFF AND LANDING IN
RESTRICTED SPACES NOT SET UP FOR THE PURPOSE AND/OR SURROUNDED BY OBSTACLES.
• ONLY AFTER COUNTLESS ATTEMPTS, AND MORE THAN 35 YEARS AFTER THE FIRST FLIGHT OF THE WRIGHT
BROTHERS, DID THE HELICOPTER FIND A “STABLE” CONFIGURATION THAT ENABLED ITS INDUSTRIAL
DEVELOPMENT TO BEGIN.
• TODAY, AFTER A FURTHER 70 YEARS, ITS UNIQUE CHARACTERISTICS MAKE IT IRREPLACEABLE IN ROLES
SUCH AS:
CIVIL MILITARY

¾ RESCUE AND HELIAMBULANCE ¾ ANTI-TANK

¾ CIVIL SURVEILLANCE ¾ SCOUT
¾ TERRITORY SURVEILLANCE ¾ TROOP TRANSPORT
¾ AIR WORK ¾ S.A.R. COMBAT
¾ INTERVENTION IN ISOLATED LOCATIONS FOR REFUELLING ¾ ANTI-SUBMARINE
OR RESCUE ¾ PARAMILITARY ROLES (POLICE, CUSTOMS,
¾ CONNECTION WITH OIL PLATFORMS BORDER CONTROL)
¾ POINT to POINT PASSENGER CONNECTION
¾ VIP / CORPORATE
• FOR THESE ROLES, WHERE THE CAPABILITY TO OPERATE AT LOW OR ZERO SPEEDS IS ESSENTIAL, THE
HELICOPTER IN ITS CURRENT FORM CONTINUES TO BE:
BE

¾ THE MOST EFFICIENT MEANS

¾ THE SAFEST MEANS
¾ THE MEANS WITH THE GREATEST LOAD CAPACITIES
¾ THE MEANS WITH THE GREATEST MANOEUVRABILITY AND AGILITY

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
2
 OFFSHORE TRANSPORT

• THE HELICOPTER IS THE ONLY VEHICLE

CAPABLE OF TRANSPORTING EQUIPMENT AND
MEN ONTO OIL PLATFORMS SAFELY,
ECONOMICALLY AND QUICKLY

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
3
 TRANSPORT OF EXTERNAL LOADS

• THE HELICOPTER IS THE ONLY VEHICLE CAPABLE OF ENABLING COMMERCIAL

AND SOCIAL UTILITY OPERATIONS TO BE CARRIED OUT IN AREAS DIFFICULT
TO ACCESS, BEING USED IN THE CONSTRUCTION OF:
– ELECTRIC POWER LINES
– OIL AND GAS PIPELINES
– SKI LIFTS AND CABLEWAYS
– SYSTEMS INSTALLED IN BUILDINGS
– GOODS TRANSPORT

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
4
 EMERGENCY MEDICAL SERVICES (EMS)

• THE HELICOPTER IS CAPABLE OF ENSURING

PROMPT AND RAPID EMS INTERVENTION
ANYWHERE
ANYWHERE, TRANSPORTING PEOPLE AND
EQUIPMENT ABLE TO PROVIDE THE ASSISTANCE
REQUIRED TO THE SITE OF THE EVENT

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
5
 AIR TAXI

• THE HELICOPTER ENABLES MAXIMUM POINT-TO-

POINT MOBILITY WITH OPTIMUM COMFORT AND
WITHOUT THE CONSTRAINTS TYPICAL OF THE
TRAFFIC AND CONGESTION THAT HAMPER LAND-
BASED TRANSPORT SERVICES

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
6
 SEARCH AND RESCUE (SAR)

• THE HELICOPTER IS THE ONLY VEHICLE

CAPABLE OF ENABLING PROMPT SEARCH AND
RESCUE OPERATIONS ON THE GROUND AND
OVER SEA IN BOTH CIVIL AND MILITARY
CONTEXTS

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
7
 THE BASIC PRINCIPLES OF ROTATING
WING AIRCRAFT

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
 NOTES ON THE DEVELOPMENT OF THE MODERN
HELICOPTER

 THE ANCESTOR OF THE MODERN HELICOPTER IS CONSIDERED TO BE THE

GYROPLANE (1920-1935) DESIGNED BY THE SPANIARD JUAN de la CIERVA TO
TRY TO REMEDY THE PROBLEMS CAUSED BY WING STALL AT LOW SPEED ON
FIXED-WING AIRCRAFT

 EVEN AT RELATIVELY LOW FORWARD VELOCITIES, THE GYROPLANE

SUPPORTS ITSELF USING THE AIR FLOW THAT PASSES OVER THE ROTOR

 DURING IN-FLIGHT EXPERIMENTS CONDUCTED WITH BLADES STIFFLY

CONNECTED TO THE HUB, HOWEVER, THE HELICOPTER, GRADUALLY AS THE
FORWARD VELOCITY INCREASED,
INCREASED TENDED TO DEVELOP A FAIRLY MARKED
ROLL WITH VERY HIGH BENDING LOADS ON THE BLADES.
 De la CIERVA CORRECTLY IDENTIFIED THE CAUSE OF THE
PHENOMENON AS THE ASYMMETRIES CREATED BY THE
FORWARD AND ROTATION SPEEDS, WITH THE FORMER
ADDED TO ONE SIDE AND SUBTRACDED FROM THE OTHER
SIDE WITH RESPECT THE SECOND ONE.
 THE ADVANCING BLADE,
BLADE DUE TO THE HIGHER SPEED,
SPEED
CREATES A HIGHER LIFT FORCE THAN THE RETRACTING
ONE AND WHERE AN AREA OF REVERSE FLOW (WITH THE
AIRFOIL SECTIONS WORKING FROM THE TRAILING EDGE)
COMPLICATES EVEN MORE THE SCENARIO.
SCENARIO REVERSE FLOW
AREA

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
9
 NOTES ON THE DEVELOPMENT OF THE MODERN
HELICOPTER

 IN ORDER TO REMEDY THESE PROBLEMS, De la CIERVA HAD THE IDEA OF HINGING THE BLADES TO THEIR
ROOT,, ENABLING THEM TO MOVE UP AND DOWN (FLAPPING MOTION) UNDER THE ACTION OF THE
AERODYNAMIC FORCES AND THANKS TO THE STIFFNESS GENERATED BY THE CENTRIFUGAL FORCE.

 THE VARIATIONS INTO THE BLADES ANGLE OF ATTACK GENERATED BY THE FLAPPING MOTION WERE
ABLE TO COMPENSATE THE AIRFLOW DISUNIFORMITIES ON THE TWO SIDE OF THE ROTOR DISK
BALANCING THE ROLL FORCES AND REDUCONG THE ROOT BLADE LOADS.

 DURING SUBSEQUENT FLIGHTS OF WHAT CAN BE CONSIDERED THE FIRST ARTICULATED ROTOR, De la
CIERVA REALISED THAT THE FORMER ROLL MOMENTS WERE TURNED INTO PITCH MOMENTS WHICH
WERE, HOWEVER, MORE EASILY MANAGEABLE USING CONVENTIONAL TAILPLANES ON THE HELICOPTER.

 IN FACT, THE RESULTING BLADES FLAPPING MOTION LED TO A PITCH ALTITUDE OF THE ROTOR DISK,
RAISING THE BLADE FACING THE NOSE SECTION OF THE HELICOPTER AND LOWERING THE TAIL-FACING
ONE.

 THE POSITIVE INCIDENCE THUS ADOPTED BY THE ROTOR DISK WITH REGARD TO THE RELATIVE WIND
PROVED HELPFUL,
HELPFUL FACILITATING THE “AUTOROTATION” OF THE ROTOR ITSELF.
ITSELF

 FURTHER DEVELOPMENTS BROUGHT TO THE INDRODUCTION OF A VERTICAL AXE HINGE AT THE BLADE
ROOT (LAG HINGE) ALLOWING THE IN PLANE BLADE MOTION AND REDUCING THE CHORD BENDING
LOADS
LOADS.

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
10
 NOTES ON THE DEVELOPMENT OF THE MODERN
HELICOPTER

 ON THESE MACHINES THE CONTROL OF BOTH LIFT AND ROTOR SPEED WAS ACHIEVED BY
TILTING THE WHOLE ROTOR AXE WHILE THE PROPULSIVE FORCE WAS GENERATED BY A
CONVENTIONAL PROPELLER. THE HORIZONTAL TAIL CONTROL SURFACES WERE
PROGRESSIVELY REDUCED OR REMOVED HAVING THE ROTOR TILT ENOUGH CAPABILITY
TO CONTROL THE AIRCRAFT ON THE LONGITUDINAL AXE.

 ALL THESE INNOVATIONS, TESTED AND PROVED IN THE GYROPLANES, PUT THE BASIS FOR
THE HELICOPTER DEVELOPMENTS.
DEVELOPMENTS THE ROTOR MAINTAINED IN ROTATION THROUGH A
DIRECT MECHANICAL LINK WITH THE ENGINE GENERATED THE LIFT TO SUSTAIN THE
HELICOPTER WITHOUT ANY ADVANCING SPEED, SPEED ON WHICH THE GYROPLANE BASED
ITS OWN CAPABABILITY TO GENERATE LIFT.

 IT WAS ONLY IN 1941 THAT, THANKS TO THE INSPIRED INTUITION OF IGOR SIKORSKY IN THE
UNITED STATES AND CORRADINO D’ASCANIO IN ITALY, THE HELICOPTER GAINED THE
CONFIGURATION FAMILIAR TO US TODAY.

 IN FACT, WE OWE TO THEM THE INVENTION OF CYCLIC PITCH WHICH, BY SOLVING THE
AIRCRAFT CONTROL PROBLEMS CONNECTED WITH THE NEED TO TILT THE ENTIRE ROTOR
TO TURN THE HELICOPTER IN THE DESIRED DIRECTION, MADE IT POSSIBLE TO DEVELOP
THE FIRST COMMERCIAL HELICOPTERS.
HELICOPTERS

 IN FACT, BY PRODUCING CYCLIC PITCH VARIATIONS TO THE BLADE ON THE ROTATION, IT IS

POSSIBLE TO VARY ITS AERODYNAMIC FORCES LOCALLY AND CAUSE THE ENTIRE ROTOR
DISK TO TILT IN A DESIRED DIRECTION,
DIRECTION CREATING THE COMPONENTS OF FORCE (AND
MOMENT) NECESSARY TO CONTROL THE HELICOPTER.
Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
11
 NOTES ON THE DEVELOPMENT OF THE MODERN
HELICOPTER

 THE PHENOMENON DESCRIBED IS DUE TO THE PHYSICAL CHARACTERISTICS

OF THE ARTICULATED ROTOR WHICH RESONATES WITH THE FORCES THAT
VARY WITH ITS FREQUENCY OF ROTATION (I.E.
I E ONCE EVERY REVOLUTION).
)

 THE VARIATIONS IN CYCLIC PITCH LEAD TO VARIATIONS IN FORCE AT THE

FREQUENCY OF “ONE
ONE EVERY REVOLUTION
REVOLUTION” AND THUS FORCE THE BLADE TO
RESPOND IN RESONANCE.

 THE INITIAL CONSEQUENCE OF THIS IS THAT THE EXTERNALLY APPLIED FORCE

AND RESPONSE ARE 90° OUT OF PHASE, AS DISCOVERED BY de la CIERVA.

 EVEN WHEN RESONATING, A SYSTEM MAY THEN BE STABLE, THE AMPLITUDE

OF THE RESPONSE BEING INVERSELY PROPORTIONAL TO THE SYSTEM’S OWN
DAMPING.

 THANKS TO THE HIGH DAMPING CAUSED BY THE FLAPPING SPEED DUE TO THE
VARIATIONS INDUCED ON THE BLADE’S ANGLE OF INCIDENCE, THE FLAPPING
MOTION IS STABLE WITH FINISHED AMPLITUDE.

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
12
 NOTES ON THE DEVELOPMENT OF THE MODERN
HELICOPTER

 PRATICALLY SPEAKING, THE PROBLEM WAS SOLVED BY THE INTRODUCTION OF THE

MECHANICAL SYSTEM OF FIXED AND ROTATING PLATES.

AXIAL TRANSLATION OF THE PLATE

SYSTEM GIVES ALL THE BLADES THE
SAME PITCH VARIATION, THUS
CALLED COLLECTIVE VARIATION.
VARIATION
TILT, ON THE OTHER HAND, LEADS
TO CYCLIC PITCH VARIATIONS, I.E.
EQUAL IN FORM BUT WITH AN
INVERSE MARK ON THE
DIAMETRICALLY OPPOSED BLADES.

A SECOND PLATE, DRAGGED INTO

ROTATION BY THE ROTOR ITSELF
(SPECIFICALLY CALLED ROTATING), IS
COUPLED TO THE FIXED PLATE.
IT IS CONNECTED TO THE BLADES BY
STIFF RODS AND CONTROLS THEIR
THE FIXED (NON-ROTATING) PLATE IS ABLE TO
PITCH ACCORDING TO MOVEMENTS
TRANSFER MOVEMENT UP AND DOWN AND
ON THE FIXED PLATE.
TILT BOTH LATITUDINALLY AND
LONGITUDINALLY

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
13
 NOTES ON THE DEVELOPMENT OF THE MODERN
HELICOPTER

 THE ROTOR, THE CORE OF THE ROTATING-WING AIRCRAFT, IS IDEAL FOR HOVER, BUT TO ENABLE
FORWARD FLIGHT AND CONTROL OF THE HELICOPTER, IT BECAME NECESSARY TO COMPLICATE ITS
KINEMATICS WITH THE INTRODUCTION OF SPERICAL ARTICOLATION HINGES TO THE BLADE, DAMPERS,
COMPLEX CYCLICAL PITCH VARIATION MECHANISMS AND TO RESORT TO RATHER DELICATE DYNAMIC
AND AERODYNAMIC PHENOMENA.

 THE TUNING OF A HELICOPTER’S DYNAMIC SYSTEM REMAINS, EVEN TODAY, A CHALLENGE FOR
DESIGNERS AND ENGINEERS.

MAIN ROTOR COLLECTIVE

CONTROL STICK

CYCLIC
CONTROL
STICK
(LAT.)

TAILROTOR COLLECTIVE
CONTROL STICK CYCLIC
CONTROL
STICK
(LONG.)

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
14
 THE CENTRALITY OF THE
“HELICOPTER SYSTEM”

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
 DESIGNING A HELICOPTER

DESIGNING A NEW HELICOPTER IS STILL A “CREATIVE” PROCESS

• Very stable configuration optimised for the

role..
role • Very specific configuration for each
Manufacturer
• Independent of the Manufacturer
Manufacturer..
• Different configurations adapted to the various
• Consolidated development index roles
• Index of development still under way

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
16
 DESIGNING A HELICOPTER

 AS WE HAVE JUST TRIED TO ILLUSTRATE, THE PROCESS OF

DESIGNING A NEW HELICOPTER IS ANYTHING BUT
ESTABLISHED AND CLEAR-CUT

 IN THIS ENVIRONMENT AND WITH THESE CONSTRAINTS, IT IS

OBVIOUS THAT, IN THE COURSE OF DEFINING IT, THE
“SYSTEMIC VISION” AND “INTEGRATION OF THE ENTIRE
PLATFORM” NEED TO BE FAVOURED OVER THE OPTIMISATION
OF EVERY INDIVIDUAL SUB-SYSTEM
SUB SYSTEM IN ITSELF

 IN OTHER WORDS, THE RIGHT COMPROMISE OF COMPONENTS

NEEDS TO BE FOUND WITH THE AIM OF ACHIEVING “OVERALL
HARMONY” AND SYNERGY OF ALL THE PARTS OF WHICH IT IS
COMPOSED

 THE WAY IN WHICH NEW PRODUCTS ARE DESIGNED AT

AGUSTAWESTLAND IS INSPIRED BY THIS PRINCIPLE

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This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
17
 DESIGNING A HELICOPTER
“SYSTEMIC VIEW” AND “SPECIALIST VIEW”

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
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18
 DESIGNING A HELICOPTER

CERTIFICATION STRATEGIC
RULES PRODUCT
MARKET
COMMITTEE

CERTIFICATION REQUIREMENTS
MARKET REQUIREMENTS RANGE REQUIREMENTS

HSD / IDG

BASIC SYSTEM
TECHNOLOGIES ARCHITECTURE

TECHNICAL
PROCUREMENT AREAS
INTEGRATED DESIGN GROUP

MANUFACTURING CUSTOMER
ENGINEERING SUPPORT

SUPPLIERS DOCUMENTATION

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
19
 THE ENABLING TECHNOLOGIES

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
 OUTLINES

The advanced technology solutions play an important role to achieve the

future rotary-wing goals

AgustaWestland is fully involved into enhancing the present VTOL

configurations and into attacking the present existing barriers and
limitations
Considerable efforts are in progress in all the fields recognized as the
key technologies for the exploitation of the capabilities for the future
rotary wing aircraft in several areas as:

9 Aerodynamics
9 Dynamics
9 Structures
9 Flight Simulation
9 Virtual testing
9 Digital Manufacturing
Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
21
 AERODYNAMICS

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
 AERODYNAMICS
The current aerodynamic efforts are mainly focused into improving the
following fields:
fields:

ƒ Rotor Efficiency
ƒ Rotor--Airframe Interaction
Rotor
ƒ External Noise reduction
ƒ Helicopter operations in the presence of sandy grounds
ƒ Icing Accretion prediction
AW Aerodynamic development is answering to all the previous points, by
means of dedicated analytical tools or by advanced Wind Tunnel tests
procedures and tools validation

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
23
 Interactional aerodynamics

Aimed achieve the most effective aircraft configuration and reduce Flight Test prototype trials
The accurate prediction of rotor-wake-fuselage interactions is a perennial challenging and significant
issue in rotorcraft design
Interactional phenomena strongly affect rotorcraft performance, vibration and handling qualities
This area is carefully taken into account,
account especially in light of the wide variety of rotorcraft currently in
service or under study in AW (for example BA609, Erica)

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
24
 Interactional aerodynamics

A new standard in performance and efficiency prediction can be reached with the aim to reduce
emissions and pollution. A more and more “Green Helicopter” can today be pursued

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
25
 AERODYNAMICS

ROTORTECHNOLOGIESCOMPARISON- FIGUREof MERIT

0.700

0.650

0.600

FM (-)
0.550

0.500

NEWGENERATIONAIRFOIL&BLADEPLANFORM
0.450 PRESENTSTATEOFTHEARTROTOR
OLD
DT
TECHNOLOGYR
YROTOR

0.400
0.004 0.006 0.008 0.010 0.012 0.014 0.016 0.018

Ct (-)

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company. 50
26
 Aeroacoustics

The main goals of this activity is enhancing public acceptance and facing with the more
restricting certification limits
In-house BEM code for the determination of the sound radiation in the linear aeroacoustic field
through the resolution of the Ffowcs Williams-Hawkings equations

Experiment Si l ti
Simulation

MidSPL [dB]

92
V5
-3 96 110
109
95 108

95
94
9
90
8887
84
107

93
1
97 106

99
105
-2 100 104
103
102

96
97
98
89

98
101
100

86
99
-1 98
97

99
96

10 0
100

95
92
95

X [m]
94
93
0 92
91
90

99493
91
89
976

5
94
88
9

90
87
1 86
85

95
84

94
4
83
82
81
2 93 80

9190
79

87
92 78

87
77

88
76
89

84
75
3
8
845 85
-2 -1 0 1 2 3 4 5
Y [m]

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
27
 Brownout Simulation

Contribution in improving the safety operation in this

critical condition is a new challenge
Rotorcraft brownout,
brownout which is caused by the entrainment of
dust and ground debris by the rotorwash during take-off and
landing, is a critical rotorcraft operational problem.

Brownout depends on several factors:

helicopter rotor configuration, soil composition, wind,
approach angle and speed, all affect the resultant visual
reference impairment
p

AW is working at now into developing a physics-based

aerodynamic tool suitable for engineering simulation of
rotorcraft in brownout conditions (that once completed, may
be even coupled in a flight simulation environment)

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
28
 Ice Accretion

Needs for the Ice Accretion Prediction in the Helicopter

p field

9 Determination of the impingement area (used to locate the anti

anti-ice
ice
heater mat and its appropriate power level).
9 Determination of the ice accretion (used to define the de-icing
system design parameters and the performance degradation,
degradation also in
failure mode).
9 Determination of the aerodynamic degradation in view to evaluate
th helicopter
the h li t flight
fli ht mechanics.
h i

9 SLD ice accretion simulation and performance degradation in view of

the new FAA and CAA requirements.

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
This document contains data and information which are the property of Agusta. Agusta forbids its circulation and reproduction, whether in part or in its entirety, without written authorisation from the company.
29
 Ice Accretion

AW Ice Accretion in-house tool is based into the determination of:

Trajectories

Impingement

Ice Accretion

Aerodynamic degradation

Many test cases have been reproduced to

validate
lid the
h numerical
i l code
d
NACA 0012, Numerical Ice
The results have been compared to Accretion (blue), IWT data (black)
experimental data
data..

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30
 Ice Accretion

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31
 EXPERIMENTAL AERODYNAMICS

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 Wind Tunnel Tests

Experimental WT tests remain, in spite of the huge progress into CFD field, one of the most
important activity,
activity providing a great deal of useful information regarding performances,
performances unsteady
loads and interactional and aeroacoustic problems

AW has been fully involved in this activity and a “four-five bladed fully articulated rotor model”
was built in order to improve its rotor technologies.
technologies
As an example, a dynamically mach-scaled set of the MR AW139 Blades was built for WT
experiments, and intensively used for experimental analysis and computational tools validation

Measured Vertical Induced velocity in Hovering Flight Condition,

by means of Hot
Hot--Wire technology

AW rotor model tested in the Milan WT facility

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33
 Experimental Aeroelastic Test Methodologies

Tilrotor: experimental investigation on whirl flutter phenomena for this new kind of
Tilrotor:
configuration represents one of the most important points for its development

WF = aeroelastic instability caused by coupling of rotor-generated aerodynamic

forces with elastic wing
g modes

Lack in tiltrotor dynamic stability experimental

knowledge
g within the European Scientific Community
y

Wind Tunnel Tests

• on ERICA mach-scaled dynamically scaled model

• database for computational tool validation

• investigation on different design parameters

• stability margins

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34
 Fuselages Wind Tunnel Models

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35
 Rotor Aerodynamic Tests

RANS: Reynolds Averaged Navier-Stokes Simulation

E
Experimental
i t l Wind
Wi d Tunnel
T l Tests
T t

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36
 Rotor Aerodynamic Tests

Powered
o e ed rotor
oto model
ode

Slip ring with 100

channels
h l for
f data
d
acquisition

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37
 DYNAMICS

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 DYNAMICS

Concerning Dynamics, innovative technological efforts are directed to:

9 the development of a new generation of analytical tools able to predict

rotor vibratory loads and stability with a very high accuracy level including
all the dynamic, kinematic, structural, aerodynamic, interaction
phenomena in a single omni-comprehensive
omni comprehensive platform

9 the enhancement of the Experimental test methodologies for aeroelastic

characterization of the rotor system

Vibrations Acoustic Noise

• Low frequency • High frequency

• By dynamic stall in the reverse flow • By Blade Vortex Interaction (BVI)

region and by transonic effects • Low speed descent flight
• In forward flight at high speed

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39
 DYNAMICS

The Main Rotor is the primary source of vibratory forces

• Large fluctuation of local apparent wind

components, Mach number and aerodynamic
incidence (particularly at very high forward speed)

• Additi
Additionall local
l l apparentt wind i d fluctuations
fl t ti
produced by the interaction of the wake vorticity
released by each blade with the other blades

• Si
Significant
ifi i
interactions
i off the
h rotor wake
k structure
with the fuselage interference

• Because of these relatively y high

g frequencies
q
involved, depending on the hub Type, the dominant
role in the rotor response is played by the blade
natural modes (placement with respect to the
external aerodynamic independent forcing function
and complexity of the modal shapes).
shapes)

All these effects highlight the dominant role played by the unsteady aerodynamics and
its non linear p
phenomena,, like the dynamic
y stall,, and the coupling
p g with the dynamic
y
response of the blade structure.
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40
 DYNAMICS

Rotor mode frequencies and intermodal couplings are strongly

influenced by

• Blade geometry (built-in twist, sweep, camber)

• Blade structural properties

(mass and inertia spanwise distributions, beam bending /
chord bending / torsional stiffnesses spanwise
distributions, cg / shear center / tension center
section distributions)

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41
 DYNAMICS

• Hub different architectures and characteristics

Articulated
The blade is free to move in flap (out-of-plane), in lead-lag
(in-plane) and in pitch about a single hinge (elastomeric
bearing).
Hingeless
Hi l / Rigid
Ri id or Bearingless
B i l
The blade is allowed to move in flap, in lead-lag deforming
some structural elements of the hub system. The blade
pitch motion can be obtained by a bearing or by
deformation of a structural element
Teetering or Gimballed
Normally stiff-in-plane, the two blades or the full rotor have
a central hub pivot provided by a see-saw
see saw hinge in the first
case or a ball bearing in the latter to allow the flapping
motion.

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42
 DYNAMICS

The mechanical interaction of the rotor with the airframe occurs along two
load paths (whose complexity is related to the hub architecture):

- the ‘pylon’

- the control chain

The dynamics of these two ‘systems’ have an important impact on the final
vibratory loads transferred to the cabin, altering the value of the ones the
isolated rotor would generate alone.
The design phase has to consider them with particular care in the ‘vibration
vibration
assessment’.
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43
 Dynamic Math Models Required Features

To face the vibrations issue, the mathematical model features have to

be:

So general to include all the previous mentioned variability in the

geometric and structural solutions:
- Blade twist, sweep, camber and structural properties
distributions
- Rotor hub and controls complex
p geometry
g y

So general to allow the accurate description of the mechanical

p
impedance produced by
p y the py
pylon and the controls at the rotor
interface.

The general arrangement of the tools has to be consistent with any

different aerodynamic formulation aiming to better capture the rotor
wake features at all flight regimes and its interaction with the fuselage.

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44
 FLIGHT MECHANICS

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 FLIGHT SIMULATION

High accuracy in the simulation of physical phenomena

High level of details

Multi-body mathematical models

Erica FLIGHTLAB
FLIGHTLAB®
® model

FLIGHTLAB®

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46
 FLIGHT SIMULATION

AgustaWestland Reconfigurable Engineering Simulator

• Integrated/Unified real time simulation core

• Cylindrical screen

• Three projectors

• Cockpit

• Helicopter controls Layout of the AW Simulator

• Instruments panels

• Force feedback

• Pilot in the loop

• Complex control laws

I t
Internal
l view
i

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47
 STRUCTURES & MATERIALS

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 STRUCTURES

Current activities are aiming to improve structure efficiency in terms of

weight and productability

Composite materials - Metals

• Required strength and stiffness • Energy absorption by plastic

deformation
• Integral structures of complex form
• Less time and costs

FUTURE CAPABILITIES ARE DRIVEN BY

CRASHWORTHINESS REQUIREMENTS

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49
 Analytical tools and modelling

An extensive use of advanced analytical tools and modelling techniques is

fundamental in order to reduce expensive and time consuming tests to a
minimum, and even to replace tests with analysis

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
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50
 Non linear Crash Analysis

Non linear high deformation Crashworthy fuel tanks analysis and test

Tests and FEM models fidelity

Fuel Tank Crash: No fuel lickage after a free drop from 15.2 m

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
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51
 High speed impacts

High speed impacts (e.g. bird strike) are a challenging problem to solve:
structure lightness and slenderness add more difficulties to the prediction of
material
t i l behaviors
b h i

Nevertheless, good results have been achieved into numerical prediction and
confirmation of the experimental tests

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
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52
 VIRTUAL TESTING

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 Virtual laboratory

• Fully integrated CAD / CAE

environments are today available for
the designer
• The access to Design, g , Stress
analysis, Kinetics, Dynamics,
Optimizations tools is direct
• Time to perform the job is
dramatically reduced
• The possibility to make mistakes is
made extremely remote
• All the designers have access to the
same data base
• Design in team tecniques are
available

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54
 Virtual laboratory

• Kinematics of complex systems, motions, clearances, stress and

deformations, performance can be checked in a single shot and
integrated environment
• Weight can be optimized with a significant improvement of system
efficiency and energy saving

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
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55
 Virtual laboratory

• Test requirements can be reduced

• Significant
g cost savings
g can be obtained
• Time to market and risk will be significantly reduced
• Certification costs can be decreased

Questo documento contiene dati ed informazioni di proprietà Agusta che ne vieta la divulgazione e la riproduzione parziale o totale senza la sua autorizzazione scritta.
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56
 Virtual laboratory

New Analitical Tools allow

extremely complex model
and complete simulations
giving, for the first time, to
the Designer the
possibility to evaluate
sophisticated phenomena
and anticipate an solve
problems that, in the past,
only the flight tests could
reveil.
reveil

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57
 Qualification/Certification by simulation

¾ The design and validation activities necessary to certify a new

p are extremely
helicopter y demandingg for any
y Manufacturer.

¾ About 2.5 million engineering hours and 3200 flight hours are
necessary to obtain the Type Certification for a new model.
model

¾ Hundreds of tests on full scale parts and dedicated specimens are

required
i d to
t substantiate
b t ti t the
th functionality,
f ti lit the
th static
t ti and
d the
th fatigue
f ti
strength of the components.

¾ The costs associated to this process are extremely high as like as the
time spent in those activities

¾ Virtual Prototyping or Virtual Testing techniques can help to mitigate

this huge effort reducing significantly Development Costs and Time to
Market or,
or in other words,
words increasing efficiency

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58
 Qualification/Certification by simulation

¾ Example of “Certification by Simulation”:

Crashworthy Fuel Tank System for Medium Twin Helicopter.
Test are used to validate the FEM model; the actual system on the
helicopter is certified only by analysis.

Tests and FEM models fidelity

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59
 Virtual laboratory

¾ In summary validated and robust Simulation

Environments can bring to:
– Processes standardization
– Documentation standardization
– Know-How sharing between different “cultural environments” and
different Projects
– Increased safety: due to the possibility to evaluate all the possible
combinations of degraded situation or system failed conditions
– Easy reconfiguration of the systems at the light of identified
problems or performance lack, avoiding the manufacturing of
useless or inefficient hardware
– Reduction in prototype number
– Reduction in risks and costs associated with flight testing and flight
envelope expansion
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60
 DIGITAL MANUFACTURING

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 DIGITAL MANUFACTURING

¾ Why digital manufacturing technologies?

Business objectives:
• Shorten time to market
• Efficiency & quality increase in Product Life Cycle Management
By leveraging on:
• Reduction of drawing time
• Modification reduction (“do it right the first time”)
• Improvement of integration between company Departments:
– Engineering
– Manufacturing
– Quality
– Integrated Customer Support
• Reduction of time spent for information retrieval & data
gathering and Lifecycle Management
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62
 DIGITAL MANUFACTURING

¾ The availability of always more capable, cheep and user

friendly simulation capabilities allow the realization of a
designer’s dream: A Paperless Company
¾ Digital Manufacturing Techniques can permit the creation of
a unique Design Database usable in all the Company
sectors and during all the product life cycles
¾ Engineers
Engineers, Designers,
Designers Manufacturing specialists,
specialists Quality
Managers and Publication Experts can work together,
simultaneously, on the same data package to develop the
P j t while
Project hil it is
i conceived
i d reducing
d i ti
time, costs
t and d
mistakes
¾ Advanced Configuration Management Techniques,
Techniques based
on the same approach, can be used to follow all the
Product life Cycle with great benefits in terms of Safety and
Product Traceability
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63
 DIGITAL MANUFACTURING

¾ Test cases run in the Company brought to absolutely

significant reduction in costs and in time to delivery.
delivery
COST REDUCTIONS DELIVERY TIME REDUCTIONS

AREA BENEFIT AREA BENEFIT

50% ACQUISITION and
WORKING STATIONS
MAINTENANCE
3D MODELLING ABOUT 20%
3D MODELLING 20% IN MODELLING
COSTS TIME
3D MODELLING FOR
ABOUT 10%
3D MACHINING 20% IN MODELLING GEARS
COSTS TIME
2D DRAFTING ABOUT 20%
3D MODELLING FOR 10% IN MODELLING
GEARS TIME
STRUCTURAL
20% IN DRAFTING ABOUT 30%
2D DRAFTING COSTS OPTIMIZATION
TIME

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64
 IL PRESENTE ED IL FUTURO

IL PRESENTE

IL FUTURO PROSSIMO

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65
 IL PRESENTE ED IL FUTURO

UNO SGUARDO OLTRE

"ERICA" IL CONVERTIPLANO DI 2^ GENERAZIONE
UN ALTRO FRUTTO DELLA “VISIONE
VISIONE SISTEMICA
SISTEMICA” DI AGUSTAWESTLAND

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66
 ANY QUESTION?

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