Boeing Rotorcraft Systems (formerly Boeing Helicopters and before that Boeing Vertol) is the former name of an American aircraft manufacturer, now known as Vertical Lift division of Boeing Defense, Space & Security. The headquarters and main rotorcraft factory is in Ridley Park, Pennsylvania, a suburb of Philadelphia. Production of Apache attack helicopters in Mesa, Arizona, formerly part of Rotorcraft Systems, is now under the Global Strike Division of Boeing Military Aircraft.
Good hover performance is a very important rotorcraft design criteria, but despite advancements in the ability to predict and preserve the tip vortex, the limiting aspect of accurate hover performance prediction, the capability to consistently and reliably predict the performance for a new rotor-blade has not yet been demonstrated. This challenge provides the motivation for the AIAA Applied Aerodynamics Technical Committee Rotorcraft Simulation Working Group’s efforts. This paper compares and summarizes results from the AIAA 1 st Hover Invited Session at SciTech 2014, the first step to assess in a standardized fashion the different approaches by government, industry and academic participants to evaluate and further rotor-in-hover performance predictions. A baseline S-76 rotor planform was used in this first step. Comparisons of the results across the spectrum of analyses used by the participants show a prediction spread of ~3 counts in Figure of Merit and the correct trending with experimental results. The AIAA APA 2 nd Hover Session at SciTech 2015 will build on this work by refining the baseline results and adding additional tip geometries to the study as the next step of the effort.
Examples of successful technology transfer activities from the Helicopter Active Control Technology (HACT) program to legacy and future rotorcraft platforms are documented. The U. S. Army’s strategic vision for insertion of technology developed under the HACT program into force modernization programs for legacy aircraft and new aircraft development programs is reviewed. Case studies of successful transfer of regime recognition, carefree maneuvering, and task tailored control law technologies and advanced integrated computer-aided flight control design tools from the HACT program to critical Department of Defense (DoD) programs such as the CH-47F Chinook, V-22 Osprey, AH-64D Apache, and Joint Heavy Lift (JHL) Rotorcraft programs are analyzed to quantify present-day realized and near-term anticipated Return On Investment (ROI) from U. S. government funding of the HACT program. The technical approach for modifying the full authority Fly-By-Wire (FBW) HACT Flight Control System (HFCS) so that it can be implemented generically on aircraft equipped with mechanical flight control systems and limited authority and rate stability augmentation actuators is described. Progress toward meeting the DoD Rotary Wing Vehicle (RWV) Technology Development Approach (TDA) goals and flight control Technology Effort Objectives (TEOs) for aircraft equipped with Partial Authority Flight Control Augmentation (PAFCA) and for sling loads objectives is presented and illustrated through piloted simulation and flight test data.
Dynamic optimization methods can be used to provide quick and low-cost iterations in rotorcraft analysis and design, and to generate benchmark results for flight tests. In this paper, key steps in the effective application of dynamic optimization methods are identified. Numerical solution algorithms are reviewed. The uses of dynamic optimization methods are illustrated with examples of flight path optimizations for both helicopter and tiltrotor aircraft following engine failure. In these examples, flights after an engine failure are formulated as dynamic optimization problems. Performance indices and constraints are properly selected so that conclusions can be drawn about rotorcraft performance boundaries following an engine failure.
With the new millenium almost upon us, the aviation industry is on the verge of fielding a new type of aircraft. The delivery of the first production tilt-rotor aircraft to the United States Marine Corps is scheduled for later this year. Though this multi-mission aircraft contains many integrated features that will allow the Marine Corps to use this aircraft for many years, the full potential of the V-22 aircraft will not be realized until other branches of the service begin procuring this aircraft for their own mission needs. An avionics system for the V-22 Tilt-rotor has been developed to support the mission needs for the MV-22 configuration, however, alterations in the avionics configuration are planned to satisfy the requirements of the expanded mission needs. The core elements of this avionics system will allow for the necessary modification and reduce the risks associated with modifications on the avionics system.
