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70 Systems Flight controls group includes the following fixed (input) weights: cockpit controls and automatic flight control system. Flight controls group includes the following scaled weights: fixed-wing systems, rotary-wing systems, and conversion or thrust-vectoring systems. Rotary-wing flight-control weights can be calculated for the entire aircraft (using rotor parameters such as chord and tip speed for a designated rotor), an approach that is consistent with parametric weight equations developed for conventional tworotor configurations. Alternatively, rotary-wing flight control weights can be calculated separately for each rotor and then summed. The fixed-wing flight controls and the conversion controls can be absent.
Chapter 9 Fuselage There is one fuselage component for the aircraft. 9–1 Geometry The fuselage length ℓfus can be input or calculated. The calculated length depends on the longitudinal positions of all components. Let xmax and xmin be the maximum (forward) and minimum (aft) position of all rotors, wings, and tails. Then the calculated fuselage length is ℓfus = ℓnose +(xmax − xmin)+ℓaft The nose length ℓnose (distance forward of hub) and aft length ℓnose (distance aft of hub) are input, or calculated as ℓnose = fnoseR and ℓaft = faftR. Typically faft =0or negative for the main rotor and tail rotor configuration, and faft =0.75 for the coaxial configuration. The fuselage width wfus is input. The fuselage wetted area Swet (reference area for drag coefficients) and projected area Sproj (reference area for vertical drag) are input (excluding or including the tail-boom terms); or calculated from the nose length: Swet = fwet (2ℓnosehfus +2ℓnosewfus +2hfuswfus)+CboomR Sproj = fproj (ℓnosewfus)+wboomR using input fuselage height hfus and factors fwet and fproj; or calculated from the fuselage length: Swet = fwet (2ℓfushfus +2ℓfuswfus +2hfuswfus)+CboomR Sproj = fproj (ℓfuswfus)+wboomR Using the nose length and the tail-boom area is probably best for a single-main-rotor and tail-rotor helicopter. Here Cboom is the effective tail-boom circumference (boom wetted area divided by rotor radius), and wboom is the effective tail-boom width (boom vertical area divided by rotor radius). The fuselage contribution to the aircraft operating length is xfus + frefℓfus (forward) and xfus − (1 − fref)ℓfus (aft). Here fref is the position of the fuselage aerodynamic reference location aft of the nose, as a fraction of the fuselage length. If the fuselage length is input, then fref is input; if the fuselage length is calculated, then fref =(xmax + ℓnose − xfus)/ℓfus. 9–2 Control and Loads The fuselage has a position z F , where the aerodynamic forces act; and the component axes are aligned with the aircraft axes, C BF = I. The fuselage has no control variables.
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NASA/TP-2009-215402 NDARC NASA Desi
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NASA/TP-2009-215402 NDARC NASA Desi
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TABLE OF CONTENTS CHAPTER 1 - INTRO
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TABLE OF CONTENTS (cont.) CHAPTER 1
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viii LIST OF FIGURES (cont.) Figure
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Chapter 1 Introduction The NASA Des
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Introduction 3 of rotorcraft config
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Introduction 5 previous case DESIGN
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Introduction 7 4) Scully, M.; and F
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Chapter 2 Nomenclature The nomencla
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Nomenclature 11 Fuel Tanks Power Na
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Nomenclature 13 Motion aF AC aircra
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Chapter 3 Tasks The NDARC code perf
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Tasks 17 engine group is found (inc
Page 31 and 32: Tasks 19 3-4 Maps 3-4.1 Engine Perf
Page 33 and 34: Chapter 4 Operation 4-1 Flight Cond
Page 35 and 36: Operation 23 e) Input payload weigh
Page 37 and 38: Operation 25 Table 4-1. Mission seg
Page 39 and 40: Operation 27 horizontal ground dist
Page 41 and 42: Operation 29 climb for zero power m
Page 43 and 44: Operation 31 a) Horizontal velocity
Page 45 and 46: Operation 33 From the pressure p =
Page 47 and 48: Chapter 5 Solution Procedures The N
Page 49 and 50: Solution Procedures 37 Sizing Task
Page 51 and 52: Solution Procedures 39 relaxation i
Page 53 and 54: Solution Procedures 41 Table 5-4. T
Page 55 and 56: Solution Procedures 43 successive s
Page 57 and 58: Solution Procedures 45 initialize e
Page 59 and 60: Chapter 6 Cost Costs are estimated
Page 61 and 62: Cost 49 Table 6-1. DoD and CPI infl
Page 63 and 64: Cost 51 predicted base price (1994$
Page 65 and 66: Chapter 7 Aircraft The aircraft con
Page 67 and 68: Aircraft 55 The tilt control variab
Page 69 and 70: Aircraft 57 forward axes for descri
Page 71 and 72: Aircraft 59 For steady-state flight
Page 73 and 74: Aircraft 61 where Δz F = z F − z
Page 75 and 76: Aircraft 63 disk area); or the drag
Page 77 and 78: Aircraft 65 7-10 Performance Indice
Page 79 and 80: Aircraft 67 WEIGHT EMPTY STRUCTURE
Page 81: Chapter 8 Systems The systems compo
Page 85 and 86: Fuselage 73 αe = αfus − αzl, w
Page 87 and 88: Chapter 10 Landing Gear There is on
Page 89 and 90: Chapter 11 Rotor The aircraft can h
Page 91 and 92: Rotor 79 propulsion group. The driv
Page 93 and 94: Rotor 81 plane command. The collect
Page 95 and 96: Rotor 83 or just CSF = WCHF with no
Page 97 and 98: Rotor 85 If μ is zero, the equatio
Page 99 and 100: Rotor 87 The velocity ratio is fW =
Page 101 and 102: Rotor 89 T/T ∞ 1.3 1.2 1.1 1.0 Ha
Page 103 and 104: Rotor 91 TPP tilt / cyclic magnitud
Page 105 and 106: Rotor 93 with an average over the r
Page 107 and 108: Rotor 95 (all equal to 1 for μz =0
Page 109 and 110: Rotor 97 κ 1.30 1.25 1.20 1.15 1.1
Page 111 and 112: Rotor 99 (C T /σ) s c d mean 0.20
Page 113 and 114: Rotor 101 11-5.1.3 Twin Rotors For
Page 115 and 116: Rotor 103 The wake is a skewed cyli
Page 117 and 118: Rotor 105 weight per lifting rotor;
Page 119 and 120: Chapter 12 Force The force componen
Page 121 and 122: Chapter 13 Wing The aircraft can ha
Page 123 and 124: Wing 111 denotes outboard edge, sub
Page 125 and 126: Wing 113 13-3.1 Lift The wing lift
Page 127 and 128: Wing 115 The wing interference at t
Page 129 and 130: Chapter 14 Empennage The aircraft c
Page 131 and 132: Empennage 119 14-4 Weights The tail
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Chapter 15 Fuel Tank 15-1 Fuel Capa
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Fuel Tank 123 if Wfuel >Wfuel−max
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Chapter 16 Propulsion The propulsio
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Propulsion 127 If the sum of the fi
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Chapter 17 Engine Group The engine
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Engine Group 131 The engine group p
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Engine Group 133 specific fuel cons
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Chapter 18 Referred Parameter Turbo
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Referred Parameter Turboshaft Engin
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Chapter 19 AFDD Weight Models This
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AFDD Weight Models 149 The spar-cap
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AFDD Weight Models 151 19-1.2 Aircr
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AFDD Weight Models 153 where w = nz
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AFDD Weight Models 155 units as use
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AFDD Weight Models 157 Table 19-9.
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AFDD Weight Models 159 where fP = f
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AFDD Weight Models 161 The conversi
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AFDD Weight Models 163 19-12 Foldin
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AFDD Weight Models 165 error (%) er
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