an interface between hescomp and cadam … · y hescad · an interface between hescomp and cadam ä...

Y HESCAD · AN INTERFACE BETWEEN HESCOMP AND CADAMä FOR THE GENERATION OF HELICOPTER MODELS

Q Liang-Ju LuN-

A. Myklebust, Chairman

Department of Mechanical Engineering

(ABSTRACT)

3-D Interactive CADAM allows for easier construction, modification,

analysis, and display of 3-D geometry surfaces and wire-frames. This

research forms a basis for preliminary aircraft geometric design using

the CADAM system.

The helicopter design program, HESCOMP, originally· a batch mode

program, was coupled with CADAM via the CADAM data base such that the

analysis, design, and redesign of the helicopter geometry and. interior

equipment geometry can be accomplished interactively. HESCAD, a program

which produces the helicopter preliminary design model and enables the

interior equipment design process, is developed. It provides a capability

to evolve rapidly and refine helicopter configurations generated auto-

matically using output from HESCOMP or interior equipment design by

graphically and numerically defining helicopter components through

interactive, on line, computer graphic display devices. Helicopter 3-D

wireframes are automatically produced for any HESCOMP helicopter geometry

output. A method which directs CADAM to analyze the helicopter components

and produce weights, centers of gravity, moments and products of inertia

and to review the results of the analyses directly on the screen is pro-

vided.

This research was sponsored by IBM Corporation Federal Systems Di-

vision under contract No. 417503-DE.

This thesis describes and illustrates the HESCAD program. Detailed

graphical results are also presented.

ACKNOWLEDGEMENTS

I would like to express my gratitude to the following people for

their help and encouragement. Without any one of them, this thesis would

not have been possible.

Dr. A. Myklebust, who served as my major professor, gave me a lot

of help in. my' work. Very few people have touched my life like Dr.

Myklebust. I am a better person today because of his help.

I would like to thank Dr. C. F. Reinholtz for giving me a lot of

valuable suggestions, Dr. R. H. Fries for serving on my advisory and ex-

amining committees, and Mitch Keil for his help in my curriculum and

suggestions in my thesis work. He also helped me in preparing the figures

for this thesis.

I would like to thank my parents who made my education in the U.S.

possible.

Finally, I would like to thank my wife, , for her patience

and support and for taking care of my family duties, leaving me free to

pursue my graduate studies.V

Acknowledgements iv

TABLE OF CONTENTS

1. Introduction and Purpose .................. 1

2. Literature Survey ......................24

3. Introduction to Program HESCAD ...............26

3.1. Background for HESCAD ...................40

3.2. Program Assumptions and Limitations ............40

3.3. Coordinate System for HESCAD ................41

4. System Arrangement for Computer Graphics .........60

5. Error Trace Method .............I........61

6. Input Variables For HESCAD .................67

6.1. Variable Definition ....................67

6.2. Geometry Equations .....................85

6.3. Point Equations ......................86

6.3.1. Single Rotor Helicopter Point Equations ........87

6.3.2. Tandem Rotor Helicopter Point Equations ....... 110

7. Installation and Operation ................. 138

8.· Projection Procedures ................... 142

Table of Contents v

9. Mass Property Analysis .....Y............. 145

10. Example Data and Output ................. 150

11. Conclusions and Recommendations ............. 179

Appendix A. HESCAD Program ................. 180

Appendix B. COLLEC Program ................. 183

Appendix C. Terminology ................... 184

Bibliography ..........................

185Vita..............................-186

Table of Contents vi

LIST OF ILLUSTRATIONS

Figure 1. Single Rotor Helicopter ................ 6

Figure 2. Winged Single Rotor Helicopter ............ 7

Figure 3. Compound Single Rotor Helicopter with Jet Engine . . . 8

Figure 4. Compound Single Rotor Helicopter with Propeller Engine 9

Figure 5. Compound Single Rotor Helicopter Wire—Frame ...... 10

Figure 6. Tandem Rotor Helicopter ................ 11

Figure 7. Winged Tandem Rotor Helicopter ............ 12

Figure 8. Compound Tandem Rotor Helicopter with Jet Engine . . . 13 ·

Figure 9. Compound Tandem Rotor Helicopter with Propeller Engine 14

Figure 10. Compound Tandem Rotor Helicopter Wire-Frame ...... 15

Figure ll. Fenestron Tail Helicopter (Model I) .......... 16

. Figure 12. Fenestron Tail Helicopter Wire-Frame (Model I) .... 17

Figure 13. Fenestron Tail Helicopter (Model ll) ......... 18

Figure 14. Fenestron Tail Helicopter Wire—Frame (Model II) .... 19

Figure 15. Typical Single Rotor Helicopter Geometric Characteristics 20

Figure 16. Typical Tandem Rotor Helicopter Geometric Characteristics 21

Figure 17. Design of Interior Equipment ............. 22

Figure 18. Surfaces Added to the Wire-Frame Model .....°. . . 23

Figure 19. Single Rotor Helicopter Wire-Frame Major Cross-Section 29

Figure 20. Tandem Rotor Helicopter Wire-Frame Major Cross-Section 30

Figure 21. Helicopter Nose Cross-Section ............. 31

Figure 22. Helicopter Cabin Cross-Section ............ 32

Figure 23. Helicopter Tail Boom Cross-Section .......... 33

Figure 24. Single Rotor and Tandem Rotor Helicopter Main Rotor PylonCross-Section ..................... 34

List of Illustrations vii

Figure 25. Tandem Rotor Helicopter Aft Pylon and Single Rotor Heli-copter Vertical Tail Cross·Section .......... 35

Figure 26. Helicopter Wing & Horizontal Tail Cross-Section .... 36

Figure 27. Single Rotor Helicopter Wire—Frame Cross-Section CenterPoints ........................ 37

Figure 28. Tandem Rotor Helicopter Wire·Frame Cross-Section CenterPoints ........................ 38

Figure 29. Construction of Single Rotor Helicopter Fuselage Wire-Frame ......................... 39

Figure 30. Flowchart 1 ...................... 46




Figure 34. Flowchart 5 . ._.................... 50





Figure 39. Flowchart 10 ..................... 55



Figure 42. Point Equation Geometry Environment .......... 58

Figure 43. CADAM Geometry Environment .............. 59

Figure 44. Error Trace and Its Results (Fuselage) ........ 64

Figure 45. Error Trace and Its Results (Pylon) .......... 65

Figure 46. Error Trace and Its Results (Wing) .......... 66

Figure 47. Typical Single and Tandem Rotor Helicopter Rotor Pylonand Vertical Tail Geometric Characteristics ..... 126

List of Illustrations viii

Figure 48. Single Rotor Helicopter Side View Points ...... 127

Figure 49. Single Rotor Helicopter Top View Points (Old Version) 128

Figure 50. Single Rotor Helicopter Top View Points (New Version) 129

Figure 51. Single Rotor Helicopter Primary View Points ..... 130

Figure 52. Tandem Rotor Helicopter Side View Points ...... 131

- Figure 53. Tandem Rotor Helicopter Top View Points (Old Version) 132

Figure 54. Tandem Rotor Helicopter Top View Points (New Version) 133

Figure 55. Tandem Rotor Helicopter Primary View Points ..... 134

Figure 56. Fenestron Tail Helicopter Side View Points ..... 135

Figure 57. Fenestron Tail Helicopter Top View Points ...... 136

Figure 58. Fenestron Tail Helicopter Primary View Points .... 137

Figure 59. CADAM Mass Properties (I) .............. 148

Figure 60. CADAM Mass Properties (II) ............. 149

Figure 61. Tandem Rotor Helicopter (Model I) .......... 163

Figure 62. Tandem Rotor Helicopter Wire—Frame (Model I) .... 164

Figure 63. Tandem Rotor Helicopter (Model II) ......... 165

Figure 64. Tandem Rotor Helicopter Wire-Frame (Model II) .... 166

Figure 65. Utility Helicopter (Model I) ............ 167

Figure 66. Utility Helicopter Wire-Frame (Model I) ....... 168

Figure 67. Utility Helicopter (Model II) ............ 169

Figure 68. Utility Helicopter Wire-Frame (Model II) ...... 170

Figure 69. Scat Helicopter (Model I) .............. 171

Figure 70. Scat Helicopter Wire-Frame (Model I) ........ 172

Figure 71. Scat Helicopter (Model II) ............. 173

Figure 72. Scat Helicopter Wire-Frame (Model II) ........ 174

List of Illustrations ix

Figure 73. Fenestron Tail Helicopter (Model I) ......... 175

Figure 74. Fenestrou Tail Helicopter Wire·Frame (Model I) . . . 176

Figure 75. Fenestron Tail Helicopter (Model II) ........ 177

Figure 76. Fenestron Tail Helicopter Wire-Frame (Model II) . . . 178

List of Illustrations x

LIST OF TABLES

Table l. Number of Points on the Cross·Section .......... 42

Table 2. Constants for Proportional Data Not Provided by HESCOMP(Single Rotor Helicopter) ................ 42

Table 3. Constants for Proportional Data Not Provided by HESCOMP(Tandem Rotor Helicopter) ................ 44

Table 4. TEST Data ........................ 68

Table 5. Helicopter Geometry Input Data ............. 70

Table 6. Single Rotor Helicopter Geometry Output Data ...... 78

Table 7. Tandem Rotor Helicopter Geometry Output Data ...... 83

List of Tables xi

‘l. INTRODUCTION AND PURPOSE

HESCOMP is a helicopter sizing and performance computer program.

The program°s purpose is to provide a means for rapidly developing heli-

copter sizing and mission performance data. HESCOMP can be used to define

design requirements such as weight breakdown, required propulsive power,

and physical dimensions of the aircraft which are designed to meet spec-

ified mission requirements. It is also useful in sensitivity studies

involving performance trade-offs. The program can be used to study any

single, tandem, or coaxial pure, winged, compound, or auxiliary propul-

sion helicopter [1]. The HESCOMP version referred to in this thesis was

written by S. J. Davis, et al. under Naval Air Development Center contract

No. N62269-74-C-0757 and N62269-79-C-C2l7 (first revision November 1974,

second revision October 1979) at Boeing Vertol Company, Philadelphia, PA

19142.l l

HESCOMP can calculate helicopter geometry data but cannot provide

graphical output. The main purpose of this research is to use the HESCOMP

geometrical output (input) data, and the CADAM geometrical data base to

produce three 2-D helicopter orthographic views and a 3-D helicopter

wire-frame, and to develop a procedure for the use of these models in the

design and mass property analysis of components which will be added to

the helicopters.

The program HSCAD [2] was designed to fulfill the above criterion.

It can automatically generate single rotor and tandem rotor helicopters,

with or without wings and with or without auxiliary engines on the wings.

1. Introduction and Purpose 1

(see Fig. 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 ). Based on the HESCOMP output,

the fenestron tail helicopter can also be generated (see Fig 11, 12, 13,

14). At present the generated wireframe has a conventional tail and tail

rotor but a fenestron tail can be produced by projection. Designing and

redesigning helicopter geometry and interior equipment geometry can be

accomplished interactively via HESCAD. This provides the user with an

immediate graphical display of the helicopter shape resulting from

HSCOMP input. The user may proceed to iterate his choice of HESCOMP

input data until all shape conditions have been rendered sufficiently and

the best overall solution is displayed. And the designer can evaluate

helicopter dimensions directly on the screen using the light pen or cursor

and tablet (see Fig. 15, 16). The design of interior equipment can be

carried out in the three 2-D orthographic views and the results can be

projected into the wire-frame model or an isometric View (see Fig. 17).

This will allow viewing of the model and adding components from any

Vantage point by using CADAM 3-D GROUP (TRANSLATE & ROTATE) or WINDOW

(ROT). All geometries may be modified and surfaces may be added to the

wire-frame model if desired (see Fig. 18). After generating all the views

of the helicopter and its components the equipment mass property analysis

may be carried out. The analysis procedures are provided in chapter 9.

In addition, the resulting orthographic views can be passed to CATIA if

desired, through the CADAM-CATIA interface.‘

An interface file, COLLEC [2], was written on unit 10, which provides

a linkage between HESCOMP an HESCAD. The new HESCOMP subroutine COLLEC

collects all HSCOMP input (HI) and output (H0) geometry variables and

all HESCOMP decision (TEST) variables. A helicopter model may be changed

1. Introduction and PurposeU

2

by modifying HESCOMP input data or by modifying its output data. Since

several pieces of helicopter geometry data are not defined by HESCOMP,

constants which are proportions of other dimensions are coded in HESCAD

(Table 1). These constants determine fine features of the helicopter

parts. They may be redefined by user if necessary. Finally, any desired

design changes to the models may be done manually on the CADAM screen.

HESCAD was written and tested on PID CADAM releases 19.1, 19.2 and

20.0 [3]. The 37D and moment of inertia features are only valid on re-

lease 20.0. the reference manual is:

CADAM Interactive User Reference Manual

Volumes 1 and 2, SH20-6510-0[

IBM Corporation

or its equivalent for the version of CADAM.

To effectively utilize the results of this study, users should attend

the CADAM, INC. training classes on CADAM Basic and CADAM Basic—3D as a

minimum.

The principal feature of CADAM used in this study was the Geometry

Interface Module (GIM) [4]. Refer to the installation manual:

CADAM Geometry Interface Installation Guide

SH20-6227-0

IBM Corporation

or its equivalent (for the MDA version) for further information.


The component of the GIM which allows direct entry of geometric data

to the CADAM data base or "drawfile" is CADCD ("cadcard"). Although this

work was done in a VM/CMS environment, procedures for invoking the CADCD

main program (HESCAD in this case) are similar for CADAM under MVS. These

procedures are described for both VM and MVS in the GIM installation

manual referenced above.

Description of the interface between CADAM and CATIA [5] may be found

in the documentation for Dassault Systems, Inc. CATIA.

CATIA VM/CMS Utilities Manuall

SH20·6505

IBM Corporation

Current CADAM model sizes for HESCAD models range from 10,000 to

11,000 words. Additional unnecessary geometry, such as node points, have

been commented out of the HESCAD code to save model space, but may be

readily restored.

2-D geometry may be changed piece by piece or in groups to 3-D ge-

ometry by using 8-D MISC and providing Z-coordinate information. The 3-D

wire-frames may be changed by using 3-D GROUP, 3-D MISC or 3-D MISC-2 in

3-D mode and 3-D window. Detailed procedures are described in chapter 8.

Finally, note that HESCAD has numerous diagnostic messages and error

exits. At present when a rare error occurs (such as a needed variable

is computed by HESCOMP to be zero due to incorrect HESCOMP input) a mes-

sage is written on unit six by HESCAD and frequently by CADCD as well.

This causes HESCAD to terminate. As a result, all remaining (correct)

1. Introduction and Purpose h

geometry is not written to the CADAM data base. If desired, diagnostic

messages may be placed adjacent to geometry calls, or they may be invoked

by subroutine calls, thereby eliminating error exits. CADCD will continue

to produce geometry in the presence of these errors. If errors occur,

the HESCOMP input and output should be scrutinized to assure that impor-

tant geometric variables are not zero.

l. Introduction and Purpose 5

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1 . Introduction and Purpose Z3

2. LITERATURE SURVEY

The products of the aircraft industry very often consist of complex

geometries and usually require frequent changes to be made prior to their

final design. Complex geometries lead to the tedious task of determining

the product weight, mechanical geometry data, mechanical and aerodynamic

performance, and the work space. Changing a single variable in the design

many times results in the recomputation of all aircraft aerodynamics,

statics, mechanical performance and design logistics.

Because of the two criteria mentioned above, CAD was applied in the

aircraft industry many years ago.

In the late l950's McDonnell Aircraft Company began to develop a CAT

(computer-aided technology) system, and in 1959, the first computer-

stored loft surface was generated. In 1974, the CRT project [6] was

formed, in which 15 basic graphic modules were developed. In 1977, CGSA

(computer graphics structural analysis) and CADD (computer-aided design-

drafting) were developed to aid aircraft structural analysis and design.

In 1969 J. J. Sciarra generated a 3-D helicopter fuselage to make

helicopter fuselage Vibration analyses [7].

In 1978 J. B. Ashbaugh et al. designed the DSPOBJ program to display

and modify 3-D surfaces used for the definition of aircraft geometries

[8].

The man-computer graphics (MCG) techniques developed at Lockheed-

Georgia Co. have already been used successfully in several areas associ-

ated in the design and manufacture of aircraft [9].

2. Literature Survey 24

The major emphasis of CAD in the aircraft design process appears to

address computer graphic techniques and structure analyses. There are a

number of aircraft design programs developed in the aircraft industry,

but few of these are based on CADAM. The recently announced Version 2

or Release 20 of PID CADAM has substantially improved the 3-D features

of the CAD system. CADAM 3-D Interactive and CADAM Interactive Design

include several new functions which will assist in the computer—aided

design of aircraft and their interior equipment.

2. Literature Survey 25

e3. INTRODUCTION TO PROGRAM HESCAD

HESCAD produces single or tandem rotor, pure or winged helicopter

pictures via HESCOMP geometric data. HESCAD consists of three parts:

creation of single rotor helicopters; creation of tandem rotor helicop-

ters; and creation of fenestron tail helicopters. The pure or winged

helicopter design, and jet engine or propeller engine design can be

specified by TEST data for the three kinds of helicopters mentioned above.

Since a number of minor geometrical quantities needed for the models are

not provided by HESCOMP, these values are coded into the subroutines as

constants (Table 2). Some of these constants determine the location of

the main rotor pylon, wing, primary engine, jet and propeller engine.

The 2-D helicopter model is divided into seven parts: body, wing, main

° rotor pylon, vertical tail, jet engine nacelle, propeller engine nacelle

and primary engine nacelle. The location of every part can be easily

changed by simply changing certain parameters (Table 2). The 3-D heli-

copter wire-frame is divided into 13 geometric characteristic cross-

sections (see Fig. 19, 20): nose (see Fig. 21), cabin (see Fig. 22), tail

boom (see Fig. 23), main rotor pylon (see Fig. 24), vertical tail (aft

pylon for tandem) (see Fig. 25), wing (see Fig. 26), jet engine nacelle,

propeller engine nacelle, primary engine nacelle, main rotor blade, aft

rotor blade, main rotor shaft and aft rotor shaft. There is a center

point specified for each cross-section (see Fig. 27, 28), thus the lo-

cation of the cross—section (i.e. helicopter parts) can easily be adjusted

by a change in certain parameters (Table 2). Each part is drawn by one

3. Introduction to Program HESCAD 26

subroutine and can be modified using only two geometric parameters; the

width and the length. According to these two parameters, a set of ge-

ometric points is generated by the subroutine, so the boundary points

(sizing control points) of the cross-section are defined. The helicopter

characteristic cross-section can be accomplished by connecting these

points using certain geometrical elements. In the program, the following

curve segments were used:

•straight line

•circle

•ellipse

• spline

Splines which interpolate parabolic, elliptical and higher order

data are produced in the three orthographic views.·

It is assumed that all the cross-sections are symmetric. A set of

equally spaced points is then specified around the cross·section and then

linked in a certain direction by splines, straight lines and radii, to

produce the wire-frame. Fig. 29 gives an example of the procedures to

construct the wire-frame. The wire-frame model nose is made up of el-

liptical cross—sections which vary parabolically in size. The single

rotor helicopter tail boom has elliptical cross-sections that vary line-

arly. Since cabin, wing, pylon and vertical tail cross-section outline

are composed of circular arcs and straight line segments and the cross-

section shapes are not proportional in their longitudinal directions,

parameterization of the resulting curve with equal spacing becomes dif-

ficult. A method was developed which uses a sum of error elements to


equally space the points. As a result, the number of points and the

number of splines around the each part can be freely changed without

sacrificing equal spacing. Table 1 shows the recommended number of

splines to be drawn around the helicopter parts.

Note that all points including these wire-frame nodal points have

been commented out to reduce model space. The points may be easily re-

stored by removing the C°s in column one of the program.

3. Introduction to Program HESCADA

28

.2F-

§ Eäg EEI °' u: Eé ä*= E(Egg §§; ääEéé §gT ~3:

Egs“3’

Eng äRg-ä @4, *3<

— Z "",.. og *:1 Hg 9v ¢g‘g 3« d 5 2. H •-• *·‘\ 2T23 2 ,.1 iH }-G^3

** Tg.? 3 TE2 Tg SE? Egg *\\' .

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gas 33Eäé Z4 ;


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s> "‘ - E5 ä

¤·mggä§‘<ä

%? mg EP g”%äg EE

¤ V?é'T

22m EVääé$.gEä§§E

°”T?


MAJ

CCWi" STARTING POINT

MIN

CENTER POINT

HELICOPTER NOSE ELLIPSE CROSS-SECTION

CROSS-SECTION MAJ R MIN R

2 (K2•A•SF2/4)••0.5 (Kl•DD/4)••0.5

3 (K2•A•SF2/4)••0.5 (Kl•DD/2)/••0.5

4 (K2•A•SF2/4)••0.5 (KI•DD•3/4)••0.5

_

<·<A=O.5•(H0(6)+HI(8))•HI(IO)DD•(O.5•(HO(6)+HI(8))•HI(lO)•SF2

Kn=(HI(8)•sF1)••2/A

K2·H0(6)••2/(4•A)

Figure 21. Helicopter Nose Cross-Section


W

STARTING POINT

4 SEG! SEG9 6SEG2 SEGB

3 7

SEG3 SEG7Hi

CENTER POINTI3 9

_ $664 SEG6

I2 SEG5 IO

!vI¤H0

(6)Figure22. Helicopter Cabin Cross-Section


MIN

ccwSTARTING POINT

Mw

CENTER POINT

ISINGLE Roma PELICCPTER TAILBGH cnoss-sacuou

RRRRR·RR=*RRR RR R(3•|·D(4)/4•A|¤.El+0.25•HI(8))/2 (2•(3•HI(ß)/4•A£_E2)+0,2§•|··|I(6))/2

IQ (I-|)(4)/2•AßE|-•·Q,2§•|·|I(ß) V2 (2•(H0(4)•ANGI.E2)+0.2t5•I-l3(6) )/2

I3 (I··D(4)/4•AbI3I..E|+0.25•HI(8) 1/2 (2•I·D(4)/4•AßGLE2)+0.25•I·IJ(6) 1/2

I4 o.2s•MI(61/2 o.2¤•Mo<6>/2

·¤ANGl.EI¤ATAN(0.4•H/|·D(4)) M-•-erm

ANGLE2•ATAN(0.2•H/I-D(4)) W·H¤I6I

Figure 23. Helicopter Tail Boom Cross-Section


u.

mu

cemen norm3 sunum mm

; _‘ SEG! 3•Ia ‘

H ses: sem wa

67 $63

_ SINSLE novon retxconren mm noron nvtou cnoss-secuou

I L 1np I-IJ(36)/(I/l-l3(38)+|)/|·I0(¥•3) |-ß([Q)•|•ß(37)

umen noron PELICÜTER mm noron nvtou CROSS-SECTIGJ

ILTIPI-D(80)/(I/E-II(82)+|)/|·D(77) H¤<841•H¤<8¤>

Figure 24. Single Rotor and Tandem Rotor Helicopter Main Rotor PylonCross-Section


1.

1:1:11

sumruo vorm2

$61 4

1-1 $62 $64 1-1/2

66 $6:1

_ cemen vorm

_ srN61.e ROTM I-ELICOPTER veRTrcA1. TAIL CROSS-SECTIGI

I L1TIP2•|~D(27)/(I/|·KJ(29)•|)/|·I)(25) H0(32)•Ho(271/(1-10129)+11/1-1o(2:*>)

R®T 2•1-10127)/(Ho(29)+1)/1-1o(26) H0(32)•+10(27>/(Ho(29)+1)/1-10126)

TAmen ROTGY HELICIPTER AFT vvtou CROSS-SECTICN

ILTIP2•no1721/(1/1-101741+1)/1-101701 H¤<'/6)••·•¤<7$)

Rom- 2•+1o1‘721/(1-10174)+1)/1-1000) I>D(75)•|··D(73)

Figure 25. Tandem Rotor Helicopter Aft Pylon and Single Rotor Heli-copter Vertical Tail Cross-Section


L

CCW

.; 2 szon STARTING POINTH SEG2

T 3 sass 4CENTER POINT

R -= 4L

’5

COMPOUNO HELICOPTER WING CROSS-SECTION

TIP (H0(IO)-H0(6))/(I/H0(|3)+|)/H0(8) I-IO(I5)•I-IO(II)

ROOT (I-IO(I0)-I-IO(6))/(HO( I3)+I )/I-IO(8) I-IOI I4)•I-IOI I I)

SINGLE ROTOR HELICOPTER HORIZONTAL TAIL CROSS-SECTION— L ÄTIP 2•I-IO(20)/(I/I-IO(22)+I)/HO(I8) I~IO(23)•I-IO(2I)

ROOTFigure26. Helicopter Wing & Horizontal Tail Cross~Section


,, ä § E ä ä E ää ä g”t. ‘6 6 ‘

_ E 36 Eäääääää 2 gg

6 § ä5Q9: é CQ

. *3\ a sg? L5 6 2« · ä·g6„ 2 :2ä Z gg2626

;I=„~

\ **26 3ä 82ää _

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\ { xnjä _ 8Üi M2? 266 25 ®31ä§~%;é B 6 ·3E6 63; 633 6f \«¢*° za 2E§'{§_

U 6

33éä "‘

3 äg éä


ä 2

2222 2 ;22222%, Sä;· i é 2 2 ä LLJ -8ääsz ä Ü E äg 3 2

ä ä éE §

ä

22 2 ‘@ 2222 2S2 2 2 2;) 225,22Sg

2222 2

Ä ,,22222\ 22 2

222 2222222222

2 22 EE222


W

I

W. W

2__.....Ä

ä

I. 0RAw cnoä-sacuous

2. DRAW POINTS

3. DRAW SPLINES

Figure 29. Construction of Single Rotor Helicopter Fuselage Wire-Frame


3.1. BACKGROUND FOR HESCAD

Since both HESCOMP and CADAM GIM are coded in FORTRAN IV, HESCAD is

coded in FORTRAN IV and compiled with VSFORTRAN using the option LANGLVL

= 66. HESCAD is designed to satisfy the software specifications as de-

scribed by the following flowcharts which were developed using hierar-

chical decomposition. The flowcharts for HESCAD and the major

modifications to HESCOMP are shown in Fig. 30 through 41. A number of

subroutines called at the lowest levels are not shown in these flowcharts.

These subroutines generate various high-level geometric features usually

representing cross-sections.l

The corresponding HESCAD code is described in Appendix A.

3.2. PROGRAM ASSUMPTIONS AND LIMITATIONS

The first step toward the successful use of any program is to un-

derstand the program°s assumptions and limitations. In the HESCAD program

the following assumptions are made:

l. All the HESCOMP output (input) data is consistent.

2. No zero geometry data is permitted.

These assumptions are required to generate correct geometry models.

Otherwise, the helicopter geometry model may be truncated. The limita—

tions of HESCAD are as follows:


The number of points specified around the helicopter cross-section

must be kept within the given range. The lower limit of the number of

the points drawn on the cross-section should be satisfied (see table 1)

for the typical HESCOMP output, i.e. at least one point is drawn on seg-

ment 1 and segment 2 for cabin cross-section (see Fig. 44), one point on

segment 2 for main pylon and vertical tail (aft pylon) cross-section (see

Fig. 45), and one point on segment 2 for wing cross-section (see Fig. 46).

3.3. COORDINATE SYSTEM FOR HESCAD

Each view generated is defined relative to its own local reference

axes. The pivot was defined in the center of main rotor. The basic axes

system was defined in the primary view. The location of the local axes

system of the top view, side view and wire-frame relative to the basic

axes system are in terms of the displacement of the local origin. The

geometric environment of the point equations and CADAM are illustrated

in Fig. 42 and Fig. 43.

Table 1. Number of Points on the Cross-Section

Variable range Description

LPTOT 15 - 50 Points on the cabin cross-section outline

LPTVT 20 - 50 Points on the vertical tail (aft pylon)cross-section outline

LPTVT 12 - 50 Points on the wing cross-section outline


Table 1. (continued)

Variable range Description

LPTPT 20 - 50 Points on the main pylon cross-section out-line

LPTAT 5 - 15 Points on the aft rotor shaft cross-sectionoutline

LPTST 5 - 15 Points on the main rotor shaft cross-sectionoutline

LPTET 8 - 25 Points on the engine cross-section outline

Table 2. Constants for Proportional Data Not Provided by HESCOMP

·--- SINGLE ROTOR HELICOPTER -·—-

SIDE VIEW COEFFICIENTS (Subroutine SSV)

Variable range data Description

B 1.0 - 2.0 1.0 Distance between pylon and rotor

C1 0.2 · 0.25 0.25 A percentage of wing span, "C2*H0(10)"is the X coordinate of the points to de-termine the jet engine's location

C2 0.2 - 0.25 0.25 A percentage to determine the cabin arcin the side view

SF1 0.3 - 0.45 0.4 The percentage of nose height (measuredfrom the belly) which marks the start ofthe windshield

SF2 0.5 - 0.65 0.6 The percentage of nose height (measuredfrom the tip) which marks the start ofthe windshield



TOP VIEW COEFFICIENTS (Subroutine STV)


0 0.6 - 0.85 0.66 A percentage of body length, "C='=HO(2)"is the X coordinate of the point to de—

termine the wing°s location

C2 0.2 - 0.25 0.25 A porooncogo of wing span, "02i=H0(10)"is the Y coordinate of the points to de-

_ . termine the jet engine's location

PLM 0.2 - 0.35 0.3 '_._ _A percentage of main pylon length, todetermine main pylon location in X di-

__ rection (0<PLM<l)

SF2 0.5 - 0.65 . 0.6 A percentage of nose length from the tip,defining the start of the windshield

PRIMARY VIEW BOEFEQCIENTS (Subroutine SPV)

‘Qj‘ js}Variable range data ° Description

B 1.0 - 2.0{

1.0 Distance between pylon and rotor

C1 0.6 - 0.85 0.66 A porooniogo of body length, "c1+=H0(2)"is the X coordinate of the point to de-termine the wing°s location

PLM 0.2 - 0.35 0.3 A percentage of main pylon length, todetermine main pylon location in X di-rection (0<PLM<l)


Table 3. Constants for Proportional Data Not Provided by HESCOMP

-——- TANDEM ROTOR HELICOPTER ----

SIDE VIEW COEFFICIENTS (Subroutine TSV)


B 1.0 - 2.0 1.0 Distcance between pylon and rotor

C 0.2 - 0.25 0.25 A percentage to determine the cabin arcin the side view

Cl 0.2 - 0.25 0.25 A percentage of wing span, "C2*HO(10)"is the X coordinate of the points to de-termine the jet engine°s location

SFl 0.3 - 0.45 0.4 The percentage of nose height (measuredfrom the belly) which marks the start ofthe windshield

SF2 0.5 - 0.65 0.6 The percentage of nose height (measuredfrom the tip) which marks the start of

the windshield

TOP VIEW COEFFICIENTS (Subroutine TTV)


c 0.45 - 0.55 0.5 A percentage of body 1obgub, "C*H0(2)"is the X coordinate of the point to de-termine the wing's location

C2 0.2 — 0.25 0.25 A percentage of wing span, "C2*HO(10)"is the Y coordinate of the point to de-termine the jet engine's location

PLM 0.2 — 0.35 0.3 A percentage of main pylon length, todetermine main pylon location hi X di-rection (0<PLM<l)



TOP VIEW COEPFICIENTS (Subroutine TTV)


SF2 0.5 - 0.65 0.6 A percentage of nose length from the tip,defining the start of the windshield

PRIMARY VIEW COEFFICIENTS (Subroutine TPV)


B 1.0 - 2.0 1.0 Distance between pylon and rotor

C 0.45 - 0.55 0.5 A percentage of body length, "C*H0(2)"is the X coordinate of the point to de-termine the wing°s location

PLM 0.2 · 0.35 0.3 A percentage of main pylon length, todetermine main pylon location in X di-rection (0<PLM<l)


*~¤ sumPESCGP

I

CGPUTATIE

2

GLLECT ALLGEGETRICVARIABLES

WRITEVARIABLES

TO DIS< FILE

STARTFESCAD

I3

ET DATA

4

7*9* smsta EI-SEROTE?

6SINSLE TAE

PEFEM ALL PERFEM ALLIPPUT EUETRY IIÜUT EGETRYCALLS TO CADAM CAlJ..S TD CADAH(SINSLE ROTE) (TANIM ROTE)

0

CLEAN LP_ APD STEE DGE.

ERRE HAMLINB

Figure 30 . Flowchart l¤


I · I cm. 1.oA¤sR

THEN OPTIND¤; ELSEAND

IFLAG=I7

CALL CDLLEC”

(IDENT) THENWRITE’G•om•trtcdata h¤• b••n

urt1t•n on unltNDISK’

WRITE’DPTIND=__„mu•t b• I

Tor CADAM LtnK’

CONTINUE

Figure 31. Flowchart 2


ä OI 6

SST LP

°°""‘°" nova oaosarnxcsT¤ +¤<~>

GEGETRY DATA

2 7

/LNIT/NI„NJ•

FG? READ.WRITE„orsx 110 T° "'°‘"’(ALSO IN MAIN)

3 a

/TEST/. . . ·MVS TSSTT¤

~ IN BLAN( COOMZN(ALSO IN LOACERI

·‘•9

/GEG4/DBARNLGJSFOR GEORETRICAL HRITE IEENT.

VARIABLES NOT IN HI.!·D„TE$TBLAN( CGMEN . CN LNIT

(ALSO IN rDISKPRINTI .2)

5

ENDCQ.LEC

DIMENSIGITSS’l’„HI,I·DI£|T(20)



I

CLMIN/LNIT/NI,ND,

NIISKV /GEL)!/HI.!-¤.TESTINTEGE?

¤?AHID„USERID•GRQP

2

DIIENSILNHI.!-D.TE$T„

IENT.LSERID„mAHID.GRaP

3 .

DATAUS€RID.GRt1PDATA(TO SET

LP VIEHS)

4

READ ECM FILE‘CN PDISK INTO

HI.!-D.TEST

5

IIJVE FIRST FIVEHCROS W IEIT

_ TO DRAHID

6

START MARINE

CALL CADU

Figure 33 . Flowchart43

. Introduction to Program HESCAD 49

I

SPV

START PRIMARY(FRGITWIEW

DRAMALL GEUETRY

END VIEW

STV

START Tt]? VIEWDRAM

ALL GEUETRYEN) VIEW

SSV

START SIDE VIEWDRAM

ALL GEGETRYEND VIEW

4

DRAMWIREFRAME

!@EL

B0 ERRORs1~¤.E Eggs



IBIIIY-S

FRGJT VIEWPYLOJ8„rDSE•

TAIl.BGII„B®Y•ROT€R8„NABELI..ES

2TI-EN H.SE

WINBS-S 6FRINT VIEW WIIGS?

ELSEHN?

SBROJTIPE

Hl vw-S 7mom vxau mw Auxzumv ELSE

NA$.LEéRypéxsw PRGLLSIW?

SlBRü.I'|'I!£S DE

6

==¤•=¤¤—¤—¤HiFRGJTVIEW

ANITIGIAL NACH.LE•CGPGETS PRIPELLGR

SBRGJTIIES

I2FINISI-I·S

FINAL ELDENTS

EN)SPV

Figure 35 . Flowchart 6

3 . Introduction to Program HESCAD 51

IB®Y-S

TW VIE!PYLG87rUSE•

TAIL.BC!I4„B®Y•ROT¢RS„NACEI.LES

2T}-EN CGPGID?

ELSEHIFBS-S 6ELSE

FRINT VIEWHIW

S.BRüI'|'I|€

ll ··=~==·== 7man vzcw Auxzumv

Hlß PRWLLSIGI? _

PRÜELLCR SBRGJTIPESBRGJTIPES

8

•=¤••P¤¤~¤-S@§FRQITVIEH

AWITICNAL NA£.LE•$9GETS PRGELLM .

SLBRGJTIIES

I2

FINISH-S



I.5.3 gv

IBWV-S

LET SIDE VIEWPYLCNSJDSE

TAILBU)47B®Y„RÜTm$•NÄc¤-LES

2TPD4 ELSE

UIIBS-S6

FRGIT VIEWELSE

HIW$.BROJTIhE

7man vxzw FRONT wxrumv ELSE

NACE..LEd;yp:;IEw PRWLLSICN?

PRÜEU-,£s SBRIIJTIE —

6WMS E EFRCNT VIEW

AWITIGNAL NACE|.I.E„CGPGENTS PRGELLGI

StBR(1ITIP£S

I2FINISH-S

DDSSV

Figure 37 . Flowchart 8


1 .6 umen

I

TPV

START PRIMARY(FRONT) VIEW

DRAWALL GEIMETRY

EID VIEW

_ TTV

START TOP VIEW 'DRAW

ALL GEONETRYEND VIEW

TSV _

. START SIDE VIEWDRAW

ALL GEDMETRYEN) VIEW

4TWFRAM

DRAWWIREFRAME

MCDEL

ERRORENDumen EHS


3. Introduction to Program HESCAD 56+

I .6. I TPV

I

BCDY-T

FROIT VIEWPYLüI8.&E•

TAILB$I.B®Y•RGTG?S•NACE|.J..ES

2ESETHEN

GGPGIID?

Imä-T 6ESE

FRCNT VIEWWDG

SBRGJTIPE

AUX-T WIMBS-T 7ppm; man Auxxtmzv ELSEwxuämw •·¤¤•=¤—=r¤~#PR(PEI.I..m §ßRQJT

S.BROJTIP€SIü

6GtIPG}D-T AUX-T PURE-T

FRINT VIEWU

ANITIINAL NACELLE .dIPO€I¤|"I’S PRWELLUR

SIBRGITIIES

I2FINISH-T



I .6.2 TTV

IB®Y-·T

TW VIEWPYLG43„Ni.

[email protected]®Y•ROT$S.NACE.LES

2I'I-EN Ei

. Of!Pü.N)?WIMBS-T 6Ei

FRINT VIEW HCNBS?WIN

' SBRGJTIPE

AUX-T Ubi-T 7mom vxsw wxnxmv

EI-$€NACELLE.

WIIÄIEW PRGLLSIM?

susnanmzs S°“°R°“mE

8d}Pt1.N)-T AUX-T PIRE-T

FRIINT VIEWAWITIGIAL NACELLE„CGPGBITS PRCPEJJR

SLBRCUTIPES

I2

FINI94-T

FINAL ELEIENTS

DDTTV

Figure 40. Flowchart ll

3 . Introduction to Program HESCAD 56

l.6.3 TSV

IBQY-T

LET SIE VIEWPYLG|S„hD$E•

TAILB®1•B®Y•R0’TlRS„NACELLES

2TPEN EI.SE

CGPCIID?WIE-T 6FRCNT VIEW WIIGS?

ELSEWIPG

SBRGJTIIE

AUX-T WIIGS·T 7

mom vzsw Auxxumv El-SEuAca.1.:. FRWT VTEV PRGLLSICN?mopaion VING

suanomxrcs$*ß*°'·¤’T*€

6GIPGID-T AUX-T PLRE-T

FRGIT VIEWAWITIINAL NACELI...E•CGÜGETS PRGELLM '

SLBR|1ITI£S

I2FINIS-I-T

FINAL ELEFENTS

QDTSV



K E- iaX\**

„_A?/ Ä| ·|>- « ; ,,„§|• • >- < Ä 2V

·•··|

>GI-r-'I

>¤

/ E63

_ CD

G-2,·_| „

<¤:3

E4 4-*e ¤

·r-4>< 9% ‘ ‘·-_\‘\ N Q-•

^ 22In

qwvkg-_ 2w · ‘=;·~$@\_;:»

‘°>‘ I


1E-X

T/ AQnääeéé , . . - | II' / maß ' 1 •

ALVIP gI E

E°§

' .2" :>«

H4-*_ GJE3

· (D

EQ

E

. >P “‘—l;l_NX\

‘Im \IP

X

>-„

3. Introduction to Program HESCAD $9

4. SYSTEM ARRANGEMENT FOR COMPUTER GRAPHICS

In this research IBM 3250, 3277, and 5080 CAD/CAM workstations and

an IBM 4341 mainframe were used.

The workstation consists of the display buffer, controller, and the

digitally driven display. The feedback between the user and computer is

achieved by the light pen (digitizing tablet and cursor for 5080) , key-

board, and lighted program function keyboard operating back through the

controller.

The IBM 5080 workstation is a high resolution color raster display

system. It consists of the IBM 5085 Graphic Processor Unit, which con-

trols display operations and attachments to the system, an alphanumeric

keyboard, lighted program function keyboard, tablet, dials and raster

display. ·

The IBM 3250 is a vector display. It consists of an alphanumeric

keyboard, lighted program function keyboard, and light pen and vector

display.

The display buffer is used to store the display list and the sequence

of words which defines the views to be drawn on the workstation. Each

word of the display list describes a basic geometry segment. The con-

troller is used to repetitively retrieve the display words from the buffer

in their proper sequence, and to derive certain other commands such as

timing and intensity signals. When the drawing is to be changed , the

controller provides data-handling facilities for accepting information

from the central processor and placing it in the display buffer [10].

4. System Arrangement for Computer Graphics 60

5. ERROR TRACE METHOD

The purpose of the following section is to describe an error trace

method for equal spacing of the cross-section outline.

It is desired to construct a wire—frame with equally spaced segments

in the longitudinal direction. The number of these segments can also be

changed easily. The cross-section outlines consist of various curve

segments, resulting in discontinuous intersections. Also, there is a lack

of proportional relationship between some cross-sections. For example,

the wing cross-section consists of one straight line, a small arc and

another large arc. The intersection of these two arcs does not have a

common tangent. Furthermore there is no proportional relationship be-

tween the wing°s root and tip cross—sections. Mathematically speaking,

it is difficult to divide such discontinuous segments into equally spaced

parts, and prevent occurrence of twisted lines when two cross-sections

are linked. The following technique can overcome this difficulty.

Fig. 22 and A4 show the outline of a cabin cross section. Divide

the cabin cross-section outline into 9 segments. Specify equal arc length

along the perimeter beginning at the "starting point", moving counter-

clockwise.

Equations:

Segment l length: SEGI = W/2.-ZR1

Segment 2 length: SEG2 = Rln/4.

5. Error Trace Method 61

Segment 3 length: SEG3 = H-R1-R2

Segment 4 length: SEG4 = Rzn/4.

Segment S length: SEG5 = W/2.-2R2

Segment 6 length: SEG6 = Rzn/4.

Segment 7 length: SEG7 = H—Rl-R2

Segment 8 length: SEG8 = Rln/4.

Segment 9 length: SEG9 = W/2.-2Rl

Where H is the height of the cabin and W is the width of the cabin

and R is the radius of the cabin arc.l

S = Ltotal/Ntotal = (SEGl+SEG2+...+SEG9)/Ntotal

Where Ltotal is the total length of the cabin cross-section outline

and Ntatal is the number of the points to be drawn on the outline.

The number of points which will be drawn on the segment using arc

length S is:

NP = SEG /Sn n

Where S is the equal spacing arc length.

Comparing the length of segment n and the total length of arcs drawn

on the segment n one can see an error n. This error is always positive.

Specify ERROR0 = 0., the general equation for this technique has the form:

ERROR = SEG -NP *S+ERROR >0.0n n n n-1


For example, the error on segment 1 is error 1 and this error (see

Fig. 44) is:

ERRORI = SEGl—NPl*S >0.0

Then compute the points on segment 2. The number of points which will

be drawn on the segment 2 are:

NP2 = (SEG2+ERROR1)/S

Comparing the length of segment 2 and the total length of arcs drawn

on segment 2 one can see an error 2 (see Fig. 44).

ERRORZ = SEG2-NP2*S+ERR0R1 >0.0

Continue this way until the last point is drawn. In the same way,

other cross section outlines can be divided into equally spaced arcs.

Figure 45 and 46 show the error trace results in pylon and wing. Using

this technique, the user can specify any number of splines or straight

lines around the helicopter cross-section to construct wire-frame . The

suggested number of points drawn on the cross-section is listed in Table

1.

S. Error Trace Method 63

SEG: SEG9

ERROR: ERRORS

ERRCR2 SEM SEGa:::2:20:27

STARTIN3 POINT

SEG}‘

• SEG7

ERRO?3 Z ERRCR6SEG4 SEG6

ERRO:24 ERRQS

SEG5

EERROR DISTRIBUTIGJ

,IÜ¢$l€·7$¢ll¤äT£*l$äÜ

‘„J

0R w 22SPLIIEAS

ORAH 28 SPLIPES

Figure 44. Error Trace and Its Results (Fuselage)


ennone

summe mm-:

SEG? sam

see:amoms

enmmu

ceuven pornr

ERROR ¤1sTR1BuT10N

f..6==’?iiIIIIl\¤

?

·

ß},Ö

0RAw so LINES

Figure 45. Error Trace amd Its Results (Pylon)


CENTER POINT SEGI

SEG2

SEG3 STARTING vormERROR2

ERROR DISTRIBUTION

~¢'~p;§§'

QéllllEE!EE!llll!E!EE==::::::=====55EEEE§§§;'

DRAW 22 LINES

Figure 46. Error Trace and Its Results (Wing)


6. INPUT VARIABLES FOR HESCAD

A file named COLLEC which provides a linkage will be described in

detail in this section. HESCOMP subroutines LOADER, PRINT as well as the

MAIN program are modified. A new subroutine called COLLEC is also added.

The function of COLLEC is to extract all pertinent geometry variables

from the appropriate common block and elsewhere in HESCOMP, and write them

to a sequential disk file for subsequent interpretation by HESCAD.

HESCAD does not require all these variables as input but they are

available for future additions or modifications. General changes to the

model may be made directly to this file, if desired, without using

HESCOMP.I

The following table gives the array locations in HESCAD and the order

in the sequential file for all these variables. Note that HI and HO share

the first 100 records followed by TEST. HI is an echo of the variables

given as input to HESCOMP while HO contains variables ( sometimes the same

ones specified in HI) computed by HESCOMP. The HESCOMP FORTRAN name is

also given, along with a brief description of the variable. If a more

complete description of the variable is needed consult the HESCOMP manual.

6.I. VARIABLE DEFINITION

Table 4, 5 and 6 show all input and output geometric variables col-

lected, a.nd the output by subroutine COLLEC. These variables are placed

in three arrays, and written to a sequential disk file on LUN 10 as shown

6. Input Variables For HSCAD 67

in the program description section. See the HESCOMP manual for further

definition of these variables. The variables named TEST (See Table 3)

are decision variables for computation or helicopter options. H1 vari-

‘ ables designate HESCOMP input while HO variables designate HESCOMP out-

put.

Table 4. TEST Data [1]

Array Variable Fortran Name Description

TEST( 1) OPTID OPTIND 0 = aircraft weight; 1 = aircraft size;2 = performance only; 3 = fuel iter-

. ation

TEST( 2) CNFIND CNFIND 1 = single rotor; 2 = tandem rotor

TEST( 3) AUXIND AUXIND 1 = pure helicopter; 2 = including wing(only); 3 = including auxiliary pro-pulsion (only); 4 = compound (wing &auxiliary propulsion)

~TEST( 4) RDMIND RDMIND 1 = input DM, 0; 2 = input; 3 = input

DMR,CT/0, W/A, c; 4 = input W/A, CT/c

TEST( 5) FIXIND FIXIND O = input fixed size primary engine; 1= prog. size primary engine

TEST( 6) ROTIND ROTIND 1 = short from rotor performance; 2,3= rotor map input; 4,5,6 = L/De rotor

map input

TEST( 7) SWIND SWIND 1 = input Sw; 2 = input W/S; 3 = size

for maneuver

TEST( 8) bwIND BWIND 1 = input bw/D; 2 = input AR; 3 = deter

by prop clear

TEST( 9) AIPIND AIPIND 1 = no independent auxiliary engines;2 = independent auxiliary engines

6. Input Variables im rmscw 68

Table 4. TEST Data [1]

(continued)


TEST(10) ENGIND ENGIND O = T/shaft independent auxiliary en-gine; 1 = T/fan or T/jet independent

' auxiliary engine

TEST(11) FIXINDI FXINDI O = input fixed size auxiliary inde-pendent engine 1 = prog. size auxiliary

. independent engine

TEST(12) TRDIND TRDIND 0 = no tail rotor; 1 = prog. usesDTR

trend; 2 = input DTR; 3 = input (T/A)

net

TEST(13) TRSIND TRSIND l = inputUTR; 2 = input CT/¤

_ TEST(14) VTFIND VTFIND 1 = input ARVT, CVT; 2 = input CLD ,ES

VDES, CVT; 3 = input CLDES, VDES, ARVT

TEST(15) HYIND HTIND 0 = no horizontal tail; 1 = fixed sizehorizontal tail; 2 = input tail volumecoefficient

TEST(16) MRPIND MRPIND 0 = input XM/IB; 1,2 = prog. calc XM/IB

TEST(17) FDMIND FDMIND 1 = input ((0/L)/D), rotor posn°s; 2 =input ((0/L)/D), IB

TEST(18) APHIND APHIND 1 = input hp ; 2 = input g/s2

TEST(19) ESCIND ESCIND 1 = size primary engine for T/O only;2 = size primary engine for T/0 orcruise

TEST(20) DTRE/DFAN DTRODF NOM = 1.0; else, fenestron

TEST(21) FANOPH FANOPH NOM = 0.0; else, fenestron

TEST(22) FANOPC FANOPC NOM = 0.0; else, fenestron

6. Input Variables For HESCAD 69

Table 5. Helicopter Geometry Input Data [1]

--—- BODY —---


HI( 1) XM/lb DAM 7 Ratio of distance from tip of nose torotor shaft, XM. to main fuselage

length (B) (single rotor helicopter)

HI( 2) (ßTb/dTB) ELTDB Fineness ratio of tail boom

HI( 3) dTT /dT DTBDTB Ratio of average tail boom tip diameterB B . . .to average tail boom diameter (singlerotor helicopter)

HI( 4) kT STING SKTING Tail boom length extending aft rotor' center as a fraction of tail rotor ra-

dius

HI( 5) ((0/L)/D) DAM 8 Tandem rotor overlap/main rotor diam-eter ratio _

HI( 6) X1/£P DAM 9 Distance of forward rotor center fromaircraft nose as a fraction of aircraftnose section length

HI( 7) X /ß DAM 10 Distance from aft rotor center from2 T . . .aircraft tail cone as a fraction of

aircraft tail _

HI( 8) hF HF Height of fuselage (ft)

HI( 9) WF WF1 Width of fuselage (ft)

HI(10) (1/d)P ELDP Fineness ratio of aircraft nose section

HI(ll) (2/d)T ELDT Fineness ratio of aircraft tail section

HI(l2) ZCONST DAM 6 Constant diameter section (cabin)length (ft)

HI(13) ZRW ELRW Length of ramp well (ft)



---- HORIZONTAL TAIL ----


HI(14) ARHT ARTH Horizontal tail aspect ratio

HI(lS) 2TH ELTHP Horizontal tail moment arm (ft) -measured from rotor center line to tailC/4

HI(l6) (t/C)HT TCHT Horizontal tail mean thickness to chordratio

HI(l7) VH VBARH Horizontal tail volume coefficient

HI(l8) KH SLMH Taper ratio of horizontal tail

HI(l9)SHT

DAM3 Area of horizontal tail. Used whenHTIND = 1

-·—· WING --·—


HI(20) Sw DAM 1 Wing platform area (ftz)

HI(21) b /D BWD Ratio of wing span to main rotor diam-W eterHI(22) AR DAM 2 Wing aspect ratio

HI(23) (t/C)R TCR Wing root thickness to chord ratio

HI(24) (t/C)T TCT Wing tip thickness to chord ratio

HI(25) AC/4 DMLC4 Sweep angle of wing quarter chord (de-grees)



—--- WING ~-·-


HI(26) X SLM Taper ratio of wing

HI(27) CF/C CFC Ratio of download alleviating flapchord to wing chord

HI(28) h'/hF HPHF Ratio of wing height on fuselage (rel-ative to the bottom of the fuselage),h', to the total fuselage height, hp

---- AUXILIARY PROPELLER ENGINE ··--


HI(29) YCL YCL Clearance from inboard propeller tipto· inboard propeller tip acrossfuselage (ft)

HI(30) gz ZETA l Propeller over wing tip overlap (frac-tion of radius)

--·- GEN ----


HI(3l)ASWET

DSWET Incremental wetted area of aircraft2(ft)

HI(32)ASWET/SF DLSWSW Incremental wetted area of airplane

ratio to fuselage wetted area



--—— PRIMARY ENGINE NACELLE —---


HI(33) Z1 AZETA1 primary engine nacelle dimensionalfactors

HI(34) Z2 AZETA2 Ditto


HI(36) £AIP/2C ELLEP Ratio of air induction system lengthto engine length

—·—· VERTICAL TAIL -—·—


HI(37) ARVT DAM 11 Vertical tail aspect ratio

HI(38)XVT

SLMVT Taper ratio of vertical tail

HI(39) (t/C)VT TCVT Vertical tail mean thickness to chordratio

HI(40) ;vT DAM 5 Vertical tail span overlapdistance/tail rotor radius ratio - in-put as a fraction of tail rotor radius

HI(41) b DAM 12 Vertical tail span; only when CNFIND =VT VTFIND and TRDIND = 0

6. Input Variables For HESCAD-

73


---- AUXILIARY INDEPENDENT ENGINE NACELLE -—·-


HI(42) Z4 AZETA4 Auxiliary independent engine nacelledimensional factors

HI(43) Z5 AZETAS Ditto


HI(45) ßAIA/£eA ELLEA Ratio of air induction system lengthto engine length

HI(46) AS/SSTR DSSTR Ratio of incremental auxiliary inde-pendent engine nacelle strut platformarea to auxiliary independent enginenacelle strut platform area

HI(47)bNS/dNI

BNSDN1”

Ratio of auxiliary independent enginenacelle strut span to nacelle diameter

---- ROTOR CHARACTERISTICS ·---


HI(48) NR ENR Number of rotors

HI(49) DMR DAM 15 Main rotor diameter (ft)

HI(50) OM DAM 16 Main rotor solidity (c=bc/nR)

HI(5l) BT THETM Main rotor blade twist (degrees)M

HI(52) X XC Main rotor blade cutout (end of bladeCMR shank, beginning of rotor airfoil

sections) position as a fraction ofrotor radius



---- ROTOR CHARACTERISTICS ----


HI(53) XM XMR Main rotor blade attachment point as afraction of rotor radius

HI(54) (t/C) TVCMR Main rotor blade thickness to chord.25R . .ratio @0.25 rotor radius

---- TAIL ROTOR CHARACTERISTICS ----

» Array Variable Fortran Name Description

HI(55) DTR DAM 18 Tail rotor diameter (ft)2

HI(S6) GTR DAM 19 · Tail rotor solidity (G=bc/HR)

HI(57) bTR BTR Blade number of tail rotor

HI(S8) BT THETTR Tail rotor blade twist (degrees)TR

HI(59)XCTR

XCTR Tail rotor blade cutout (end of bladeshank, beginning of rotor airfoil

· sections) position as a fraction ofrotor radius

HI(60)XTR

XTR Tail rotor blade attachment point as afraction of rotor radius



-——— TAIL ROTOR SIZING CONDITION ·---


HI(6l) GMR/TR G Gap between tail rotor disc and mainrotor disc (ft)

HI(62)KTRS CKTRS Tail rotor solidity multiplicative

factor (used to determine tail rotorsolidity)

---— FORWARD ROTOR PYLON ----


HI(63) (t/C)RF FTCRF Forward rotor pylon root thickness tochord ratio

HI(64) (t/C)TF TCTF Forward rotor pylon tip thickness tochord ratio

HI(65) ARFP ARFP Forward rotor pylon aspect ratio (tan-dem rotor helicopter)

HI(66)XFP

SLMFP Taper ratio of forward rotor pylon

HI(67) hp HPI Forward rotor pylon height (ft)1



-·-- AFT ROTOR PYLON ----


HI(68) (t/C)RA TCRA Aft rotor pylon root thickness to chordratio

HI(69) (t/C)TA TCTA Aft rotor pylon tip thickness to chordratio

HI(70)ARAP

ARAP Aft rotor pylon aspect ratio (tandemrotor helicopter)

HI(7l)XAP

SLMAP Taper ratio of aft rotor pylon

HI(72) hp DAM 13 Aft rotor pylon height (ft)2

HI(73) g/S GS Tandem rotor gap/stagger ratio

---- MISCELLANEOUS ---- .


HI(74) d, DI Position of inboard under wing store1 (fraction of wing semi-span)

HI(75) d DZ Position of outboard under wing store

° (fraction of wing semi-span)


Table 6. Single Rotor Helicopter Geometry Output Data [1]—·-—

BODYArrayVariable Fortran Name Description

HO( l) EF ELFF Length (body + tail boom)

HO( 2) EC ELC Length (cabin)

HO( 3) EB ELB Length (body)

HO( 4)ETB ELTB Length (tail boom)

HO( 5) XM XM Main rotor location

HO( 6) WF WF1 Width

HO( 7) SF SF Wetted area

WINGArrayVariable Fortran Name Description

HO( 8) AR AR Aspect ratio

HO( 9) Sw SW Area

HO(l0) bw BW Span

HO(ll) Cw CBARW Mean chord’

DMLC4 Quarter chord sweep

H0(13) X SLM Taper ratio

H0(l4) (T/C)R TCR Root thickness/Chord

HO(l5) (t/C)T TCT Tip thickness/Chord



—·—- WING -—--

HO(16) WG/Sw WSW Wing loading

H0(l7) CF/C CFC Flap chord/Mean chord ratio

-·-· HORIZONTAL TAIL —---


HO(l8) ARHT ARHT Aspect ratio

HO(l9)SHT SHT Area

HD(20)bHT BHT Span

H0(2l) CHT CHT Mean chord

H0(22)XHT

SLMM Taper ratio

H0(23) (T/C)HT TCHT Thickness/Chord

H0(24) LTH ELTH Horizontal tail ARM

---- VERTICAL TAIL ·—-·


H0(25) ARVT ARVT Aspect ratio

H0(26) SVT SVT Area

H0(27) bVT BVT Span



---- VERTICAL TAIL ·---


HO(28)CVT

CBARVT Mean chord

HO(29)XVT

SLMVT Taper ratio

HO(30)ZTR ZTR Tail rotor (vert.) location

HO(3l)CVT HVT Tail rotor/Vertical tail overlap ratio

HO(32) (T/C)VT TCVT Thickness/Chord

---- MAIN ROTOR PYLON ----


H0(33) AR ARFP Aspect ratio

HO(3k) SFP SFP Wetted area

HO(3S) FAFP FAFP Frontal area

H0(36) HP HPI Height1

HO(37) CFP CBARFP Mean chord

HO(38)XFP

SLMTP Taper ratio

H0(39) (T/C)R TCRF Root thickness/Chord

H0(40) (T/C)T TCTF Tip thickness/Chord



---- PRIMARY ENGINE NACELLE --—-A


H0(4l) EN ELN Length

HO(42) DN DBARN Mean diameter

H0(43) SN SN Wetted area (total for all engines)

--—- AUXILIARY INDEPENDENT ENGINE NACELLE STRUT ·-—-


· HO(44)SSTR

SSTR Wetted area (total)

HO(45) bNS BNS Span

H0(46) CNS CNS Mean chord

---- AUXILIARY INDEPENDENT ENGINE NACELLE ----


HO(l+7)LNI

ELNI Length

H0(48) DNI DBARNI Mean diameter

H0(49) SNI SNI Wetted area



—-—— MAIN ROTOR ·-·-


HO(S0) DM DM Diameter

HO(5l) GM 'SIGMR Solidity

HO(52) NR ENR Number of rotors

HO(53) NO. BLADES BMR Number of blades/Rotor

HO(54)BMR

THETMR Blade twist

HO(5S) XC XC Blade cutout/Radius ratio

_ -——- TAIL ROTOR ----


HO(56) DTR DTR Diameter

HO(57)cTR

SIGTR Solidity

HO(58) NO. BLADES BTR Number of blades/Rotor

HO(S9) GTRTHETTR Blade twist

HO(60)XCTR

XCTR Blade cutout/Radius ratio

HO(61) G G Main/Tail rotor GAP



---- PROPELLER (AUXILIARY PROPULSION) ----


HO(62) DAR DAR Diameter

HO(63)¤AR• SIGAR Solidity

HO(64)NAR ENRI Number of propellers

H0(65) NO. BLADES BLDN number of blades/Propellers

Table 7. Tandem Rotor Helicopter Geometry Output Data [1]

--—· BODY ---—


HO(66) AX1 DXl Forward rotor location

H0(67) AX2 DX2 Aft rotor location

HO(68) G/S GVS Rotor GAP/STAGGER ratio

H0(69) (0/L/D) OLD Rotor OVERLAP/DIAMETER ratio

---- AFT ROTOR PYLON ——··


HO(70) AR ARAP Aspect ratio


---- AFT ROTOR PYLON ——-·


HOUU SAP SAP wanted areaHO(72) HP HP2 Height

2H0(73) CAP CBARAP Mean chord

HO(74) KAPSLMAP Taper ratio

HO(75) (T/C)R TCRA Root thickness/Chord

HO(76) (T/C)T TCTA Tip thickness/Chord

~-—- FORWARD ROTOR PYLON ···· .

' Array Variable Fortran Name Description

HO(77) AR ARFP Aspect ratio

H0(78) SFP SFP Wetted area

H0(79) FAFP FAFP Frontal area

H0(80)P

HP HPI Height1

HO(8l) CFP CBARFP Mean chord

H0(82) KFPSLMP Taper ratio

HO(83) (T/C)R TCRF Root thickness/Chord

HO(84) (T/C)T TCTF Tip thickness/Chord

HO(8S) GRW GRW Rotor/Wing GAP


6.2. GEOMETRY EQUATIONS

The point equations are written based on geometric specifications.

For the typical tandem rotor helicopter main rotor pylon and aft rotor

pylon the geometry equations are as follows [1]:

1. Main rotor pylon

X = C /CFP TFP RFP

^11pp = Zhpl/(CR (1 + 1pp11FP

2. Aft rotor pylon

X = C /CAP TAP RAP .

ARAP = 2hP2/(CRAP(l + xAP))

See Fig. 47 and Table 6 for variable definition.

Typical single rotor helicopter main rotor pylon and vertical tail

geometry equations are as follows:

1. Main rotor pylon

^FP = °TFp’°RFP= 2h /(C (1 + X ))ARFP Pl v RFP FP

Z.] Vertical tail

X = C /CV1 Tvr Rvr


” Mw = bm?/SwSee Fig. 47 and Table 6 for variable definition.

6.3. POINT EQUATIONS

HESCOMP computes dimensions of the model. To produce a CAD model

coordinates of points are needed. Due to the current structure of the

CADAM GIM, coordinate transformations must be applied by the user. For

these reasons, numerous point equations were written according to heli-

copter geometry specifications.

As development of HESCAD progressed, certain methods of generating

geometry are exchanged for others which are deemed more suitable. In this

case the previous point equations are retained in the code for possible

future use. During development of the geometry, some points were written

to the CADAM drawfile for Verification. These point CALLs were subse-

quently commented out to reduce the model size. If major manual (at the

CADAM scope) design changes are to be made to the helicopter model, it

may be advantageous to restore these point CALLs by removing the C°s in

column one. These points equations are taken directly from the first

formal release of HESCAD code (September 1985).

6. Input Variables For HESCAD -86

6.3.1. SINGLE ROTOR HELICOPTER POINT EQUATIONS

Single Rotor Helicopter Side View Point Equations

See Fig. 48 and Fig. 56 for the location of the points corresponding to

these coordinates.

B IS THE DISTANCE BETWEEN PYLON AND ROTOR.

B=l.

- C AND C2 ARE TO DETERMINE THE CABIN ARCS IN THE SIDE VIEW, Cl IS A PER-

CENTAGE TO DETERMINE THE JET ENGINE NACELLE°S CENTER IN X COORDINATE.

C =O.2

C1=0.25

C2=0.2S ·

C3=HO(32)*HO(28)/2.I

C4 IS A PERCENTAGE TO DETERMINE THE JET' ENGINE OR PROPELLER ENGINE

NACELLE°S CENTER IN Y COORDINATE.

C4=HI(28)I

TTIP=HO(l5)*HO(ll)

TROOT=HO(l4)*HO(ll)

PI=3.14l5926

POINTS FOR BODY

XS( l)=-0.5*HO(6)

_ YS( l)=-B—HO(36)-HI(8)+C2*HI(8)

XS( 2)=XS(1)

YS( 2)=-B-HO(36)-C2*HO(6)

XS( 3)=xs(1)+C*HO(6)


YS( 3)=·B-HO(36)

XS( 4)=-XS(3)

YS( 4)=YS(3)

XS( 5)=0.5*HO(6) l

YS( 5)=YS(2)

XS( 6)=XS(5)

YS( 6)=YS(l)

XS( 7)=-HO(20)/2.

YS( 7)=-B-HO(36)-0.225*HI(8)O

XS( 8)=-XS(7)

YS( 8)=YS(7)

‘XS( 9)=-Cl*HO(l0)

VYS( 9)=-B—HO(36)—C4*HI(8)-HO(48)/2.

XS(lO)=HI(29)+H0(62)

YS(l0)=-B-HO(36)-C4*HI(8)-HO(48)/2.O

POINTS FOR WINGS

XS(ll)=—HO(l0)/2.+TTIP/2.

YS(ll)=-B·HO(36)•C4*HI(8)

XS(12)=-HO(l0)/2.l

YS(12)=YS(ll)+TTIP/2.

XS(13)=XS(l1)

YS(13)=YS(ll)+TTIP

XS(l4)=XS(1)

YS(14)=—B-HO(36)-CA*HI(8)+TROOT

XS(lS)=XS(l4)

YS(l5)=-B~HO(36)—C4*HI(8)


XS(l6)=—XS(14)

YS(16)=YS(l4)

XS(l7)=—XS(l5)

YS(l7)=YS(lS)

XS(l8)=-XS(ll)

YS(l8)=YS(l1)

XS(l9)=-XS(l2)

YS(19)=YS(l2)

XS(20)=·XS(l3)

YS(20)=YS(l3)

POINTS FOR PYLON

XS(2l)=-HO(39)*HO(37)/2.

YS(21)=YS(3)

XS(22)=·XS(2l)

YS(22)=YS(3)

XS(23)=-HO(40)*H0(37)/2.

YS(23)=—B

XS(24)=—XS(23)

YS(24)=-B

POINTS FOR MAIN ROTOR AND TAIL ROTOR

XS(25)=0.0

YS(2S)=-B

XS(26)=—0.5*HO(50)

YS(26)=0.05*HO(S0)/2.

XS(27)=0.0

YS(27)=0.0


XS(28)=—XS(26)A

YS(28)=YS(26)

XS(29)=0.35*HO(6)

YS(29)=-B—HO(36)-0.1*HI(8)+HO(30) A

XS(30)=0.5*HO(32)*HO(27)/(HO(29)+l)/HO(2S)

YS(30)=YS(29)

XS(3l)=XS(29)+.l0*HO(56)/2.

YS(31)=YS(29)+0.5*HO(56)

POINTS FOR VERTICAL TAIL

XS(32)=·0.5*HO(32)*HO(Z7)/(HO(29)+l)/HO(25)

YS(32)=·B—HO(36)-0.1*HI(8)+HO(27)-C3

XS(33)=0.0l

YS(33)=YS(32)+C3

XS(34)=·XS(32)ß

YS(34)=YS(32)

XS(35)=—H0(32)*HO(27)/(1/HO(29)+l)/HO(2S)

YS(36)=—B

YS(37)=-B-H0(36)-HI(8)

XS(37)=XS(l)+C2*HI(8)

XS(38)=-XS(37)

YS(38)=YS(37)

POINTS FOR THE PRIMARY ENGINE NACELLES

C XS(39)=XS(8)+0.5*HO(42)

C YS(39)=l.l*YS(4)


C XS(40)=XS(24)

C YS(40)=YS(8)+0.5*HO(42)

C XS(4l)=-XS(40)

C YS(41)=YS(40)

C XS(42)=-XS(39)

C YS(42)=YS(39)

XS(43)=XS(31)V

YS(43)=YS(31)-HO(56)

SFl DETERMINES THE PERCENTAGE OF NOSE HEIGHT (MEASURED FROM THE BELLY)

WHICH MARKS THE START OF THE WINDSHIELD. V

SF1=0.4

SF2 DETERMINES THE PERCENTAGE OF THE NOSE LENGTH (MEASURED FROM THE TIP)

WHICH MARKS THE START OF THE WINDSHIELD.

SF2=O.6

B=SF1*ABS(YS(21)·YS(37))

. D=HI(10)*SF2

E=SQRT(B*B*D/HI(10))

XS(44)=0.0

YS(44)=YS(37)+ABS(YS(21)·YS(37))*SFl+E

POINTS FOR PLACEMENT OF PRIMARY ENGINE NACELLES

C XS(4S)=XS(2)

C YS(45)=YS(44)-HO(6)/2.

C XS(46)=XS(5)

C YS(46)=YS(45)

C XS(47)=XS(22)-ABS(XS(22)-XS(24))

C YS(47)=YS(22)


C XS(48)=-XS(47)

C YS(48)=YS(47)

XS(49)=H0(40)*HO(37)/2.+HO(42)/2.

YS(49)=YS(3)+HO(42)/2.

XS(50)=-XS(49)

YS(50)=YS(49)

POINTS FOR HORIZONTAL TAIL

XS(5l)=-HO(20)/2.

YS(5l)=YS(7)+HO(23)*HO(21)/2.

XS(52)=-XS(5l)

YS(52)=YS(S1)

XS(53)=XS(52)

YS(53)=-B—HO(36)-0.225*HI(8)—H0(23)*HO(21)/2.

XS(54)=XS(5l)

YS(S4)=YS(S3)

XS(S5)=XS(2)

YS(55)=YS(5l)

XS(56)=XS(5)

YS(S6)=YS(S1)

XS(S7)=XS(5)2

YS(57)=YS(53)

XS(58)=XS(5S)

YS(58)=YS(S4)

POINTS FOR JET AND PROPELLER ENGINES

XS(59)=-XS(l0)

YS(S9)=YS(lO)


XS(60)=·XS(9)‘

YS(60)=YS(9)

POINTS FOR FENESTRON TAIL

TVT=H0(28)*H0(32)

XS(61)=-TVT

YS(61)=YS(2l)-0.1*HI(8)+HO(56)/TEST(20)/2.-0.55*TVT

XS(62)=TVT

YS(62)=YS(61)

XS(63)=XS(62)

YS(63)=YS(24)

XS(64)=XS(61)

YS(64)=YS(25)

DATA FOR POINTS XS(65)·-XS(68), YS(6S)——YS(68) FOLLOW IN 'THE PROGRAME

CODE. POINTS FOR FENESTRON SMALL VERTICAL TAIL

XS(69)=-HO(20)/2.-0.2*HO(20)/(1/HO(22)+l)/HO(18)

YS(69)=-B-HO(365·0.225*HI(8)+HO(27)/3.

XS(70)=-H0(20)/2.

YS(70)=YS(69)

XS(7l)=XS(70)

YS(7l)=-B·HO(36)-0.225*HI(8)

XS(72)=XS(70)

YS(72)=YS(7l)-H0(27)/3.

XS(73)=XS(69)

YS(73)=YS(72)

XS(74)=XS(69)

YS(74)=YS(71)


XS(75)=HO(20)/2.

YS(75)=YS(69)

XS(76)=HO(20)/2.+0.2*HO(20)/(1/HO(22)+1)/H0(l8)

YS(76)=YS(69)

XS(77)=XS(76)

YS(77)=YS(71)

XS(78)=XS(76)

YS(78)=YS(72)

XS(79)=XS(75)

YS(79)=YS(78)

XS(80)=XS(75)

YS(80)=YS(77)

XS(81)=—TVT+0.55*TVT

YS(8l)=YS(2l)-0.1*HI(8)+HO(56)/TEST(20)/2.

XS(82)=TVT-0.55*TVT

YS(82)=YS(81)

Single Rotor Helicopter Top View Point Equations A

See Fig. 49, 50 and Fig. 57 for the location of the points corresponding

to these coordinates.

B IS THE DISTANCE BETWEEN PYLON AND ROTOR.

B=l.I

C IS A PERCENTAGE OF BODY LENGTH, "C*HO(2)" IS THE X COORDINATE OF THE

POINTS TO DETERMINE THE WING°S LOCATION.

C=1/1.2


C2 IS A PERCENTAGE OF WING SPAN, "C2*HO(10)" IS THE Y COORDINATE OF THE

POINTS TO DETERMINE THE JET ENGINE°S LOCATION.

C2=.25

°PLM° IS A PERCENTAGE OF MAIN PYLON LENGTH TO DETERMINE MAIN PYLON LO-

CATION IN X DIRECTION (0<PLM<1).

PLM=.3

MAJR=O.25*HI(8)/2.

MINR=0.25*HO(6)/2.

POINTS FOR BODY

XT( l)=-HO(S)

YT( l)=0.0

XT( 2)=·HO(5)+0.5*(HO(6)+HI(8))*HI(10)

·YT( 2)=0.5*HO(6)

XT( 3)=XT(2)+HO(2)

YT( 3)=YT(2)

XT( 4)=-HO(5)+HO(3)

YT( 4)=0.75*HO(6)/2.

XT( 5)=-HO(5)+H0(l)

YT( 5)=0.0

XT( 6)=XT(4)

YT( 6)=·YT(‘+)

XT( 7)=XT(3)

YT( 7)=·O.5*HO(6)

XT( 8)=XT(2)

YT( 8)=YT(7)

XT( 9)=0.0

U


YT( 9)=0.0

POINTS FOR WINGS

l

XT(l0)=C*HO(2)—(HO(l0)-HO(6))/(H0(l3)+1)/HO(8)

YT(10)=YT(2)

XT(ll)=C*HO(2)-(HO(10)-HO(6))/(1/H0(l3)+l)/H0(8)

YT(ll)=HO(10)/2.

XT(12)=C*HO(2)

YT(l2)=YT(l1)

XT(l3)=XT(l2) '

YT(13)=YT(3)

XT(l4)=XT(12)

YT(l4)=YT(7)+1.

XT(1S)=XT(l2)

AYT(l5)=-HO(lO)/2. '

XT(l6)=XT(1l)

YT(l6)=YT(l5) p

XT(17)=XT(l0)

YT(l7)=-YT(l0)

POINTS FOR TAIL ROTORW

XT(18)=XT(S)·HI(4)*HO(56)/2.-0.5*H0(56)

YT(l8)=-.35*H0(6)—0.l0*HO(56)/2.

XT(l9)=XT(5)-HI(4)*H0(56)/2.

YT(l9)=-0.35*HO(6) -

XT(20)=XT(5)-HI(4)*HO(56)/2.+0.5*HO(S6)

YT(20)=YT(18)

POINTS FOR JET AND PROPELLER ENGINES


XT(21)=(XT(12)+XT(l0))/2.—H0(47)/2.

YT(21)=—C2*HO(l0)—H0(48)/2.l

XT(22)=(XT(12)+XT(10))/2.—H0(47)/2.

· YT(22)=C2*H0(l0)-H0(48)/2.

XT(23)=XT(22)

YT(23)=C2*H0(l0)+H0(48)/2.

XT(24)=(XT(12)+XT(l0))/2.+H0(47)/2.l

YT(24)=YT(23)

XT(25)=XT(24)

YT(25)=YT(22)

XT(26)=XT(22)

YT(26)=·YT(22)V

XT(27)=(XT(12)+XT(l0))/2.-H0(47)/2.-

YT(27)=HI(29)+H0(62)-HO(48)/2.

XT(28)=XT(27)

YT(28)=YT(27)+HO(48)l

XT(29)=(XT(12)+XT(10))/2.+HO(47)/2.

YT(29)=YT(28)

XT(30)=XT(29)

YT(30)=YT(27)

XT(3l)=XT(28)

YT(3l)=-YT(28)

XT(32)=XT(27)

YT(32)=-YT(27)

XT(33)=XT(30)

YT(33)=-YT(30)


XT(34)=XT(29)

YT(34)=-YT(29)

POINTS FOR

TAILXT(35)=XT(5)-2*HO(27)/(HO(29)+1)/HO(2S)

YT(35)=0.0

XT(86)=XT(5)-2*HO(27)/(1/HO(29)+l)/HO(25)

YT(36)=0.0

XT(37)=-HO(5)+HO(l)-HI(4)*HO(56)/2.

YT(37)=YT(6)*(XT(5)·XT(37))/ (XT(5)·XT(6))

XT(38)=XT(5)-2*HO(20)/(1/HO(22)+1)/HO(18)

YT(38)=0.5*HO(20)

XT(39)=—HO(5)+HO(l)

YT(39)=YT(38)

XT(40)=XT(39)

YT(40)=0.0

XT(4l)=XT(39)

YT(41)=0.0

XT(42)=XT(39)

YT(42)=-0.5*HO(20)

XT(43)=XT(38)

YT(43)=YT(42)

XT(4&)=XT(S)-2*HO(20)/(HO(22)+l)/HO(18)

YT(44)=0.0

XT(45)=XT(A4)

YT(45)=0.0

XT(46)=XT(S)


YT(46)=MINR

XT(47)=XT(5)

YT(47)=—MINR

XT(48)=XT(5)+MAJR

YT(48)=0.0

XT(49)=XT(47)

YT(49)=-YT(47)

POINTS FOR PRIMARY ENGINE NACELLES

XT(50)=-0.2*HO(41)

YT(50)=·HO(40)*H0(37)/2.-HO(42)

XT(5l)=XT(S0)

YT(51)=-H0(40)*HO(37)/2.

XT(52)=0.8*HO(hl)

YT(52)=YT(5l)n

XT(53)=XT(52)

YT(53)=YT(50)

XT(54)=0.3*HO(4l)

YT(S4)=YT(49)-0.5*HO(42)·

XT(55)=XT(50)

YT(55)=-YT(51)

XT(S6)=XT(50)

YT(56)=-YT(50)

XT(57)=XT(52)

YT(57)=YT(56)

XT(58)=XT(52)

YT(58)=YT(55)


·XT(59)=XT(54)

YT(S9)=-YT(54)

POINTS FOR MAIN ROTOR PYLON AND VERTICAL TAIL

C XT(60)=XT(5)

C YT(60)=MINR

C XT(61)=XT(5)

C YT(61)=-MINR

C XT(62)=—HO(S)+H0(l)-C·2*HO(27)/(1/HO(29)+1)/HO(25)

C YT(62)=0.5*HO(32)*H0(28)

C XT(63)=XT(62)

C YT(63)=·YT(62)

C XT(64)=XT(35)

C YT(64)=YT(63)

C XT(6S)=XT(64)

C YT(65)=YT(62)

C XT(66)=XT(36)

C YT(66)=YT(62)

C XT(67)=XT(36)l

C YT(67)=YT(63)

C XT(68)=XT(47)

C YT(68)=HO(39)*H0(37)/2.

C XT(69)=XT(47)

C YT(69)=-YT(68)

SF2 IS THE PERCENTAGE OF NOSE LENGTH FROM THE TIP, DEFINING THE START OF

THE WINDSHIELD.

SF2=O.6


XT(70)=-ABS(XT(l)-XT(2))*(l.-SF2)+XT(2)

YT(70)=0.0


TVT=HO(28)*HO(32)

XT(7l)=-HO(5)+H0(1)-2.5*HO(27)/(HO(29)+1)/HO(25)

YT(71)=0.0

XT(72)=XT(35)+TVT/2.

YT(72)=TVT/2.

XT(73)=XT(72)

YT(73)=-TVT/2.

XT(74)=XT(36)+TVT/2.

YT(74)=TVT/2.

XT(75)=XT(74)·

l

YT(75)=—TVT/2.

POINTS FOR JET ENGINES AND PROPELLER ENGINES

XT(76)=XT(25)O

YT(76)=—YT(2S)

XT(77)=XT(24) p

YT(77)=-YT(24)

XT(78)=XT(27)

YT(78)=HI(29)+HO(62)+HO(62)/2.

XT(79)=XT(27)

YT(79)=HI(29)+HO(62)—HO(62)/2.

XT(80)=XT(31)

YT(80)=-HI(29)-HO(62)+HO(62)/2.

XT(8l)=XT(31)



XT(82)=-HO(5)+HO(l)-2.5*HO(27)/(HO(29)+1)/HO(25)+TVT

YT(82)=TVT

C XT(83)=XT(71)+TVT

C YT(83)=YT(82)

C XT(84)=XT(83)

C YT(84)=-YT(83)

XT(85)=XT(82)

YT(85)=-YT(82)

A=ABS(-2*HO(27)/(1/H0(29)+l)/H0(2S)+2.5*H0(27)/(H0(29)+1)/HO(25))

B=HO(27)-0.05*HO(27)

C=A*D/BA

XT(86)=XT(71)+C .

YT(86)=0.0

XT(87)=XT(86)+TVT/2.

YT(87)=TVT/2.

XT(88)=XT(87)A

YT(88)=-TVT/2.

POINTS FOR SMALL VERTICAL TAIL

XT(89)=PNEAR1(1)

XT(90)=PNEAR1(1)

XT(9l)=XT(90)

YT(9l)=YT(43)-0.1*(XT(42)-XT(43))

XT(92)=XT(89)-0.6*(XT(89)—XT690))

6. Input Variables For HESCAD·

102

YT(92)=YT(9l)

XT(93)=XT(89)+0.12*(XT(89)—XT(90))

YT(93)=YT(9l)

XT(94)=XT(93) ‘

YT(94)=YT(42)

XT(95)=XT(92)

YT(95)=YT(42)A

XT(96)=XT(9l)

YT(96)=YT(42)

XT(97)=XT(90)F

YT(97)=YT(38)

XT(98)=XT(92)

YT(98)=YT(38)

XT(99)=XT(93)U

YT(99)=YT(38)

XT(100)=XT(99)

YT(100)=YT(38)+0.l*(XT(42)-XT(43))

XT(l01)=XT(98)

YT(10l)=YT(100)

XT(102)=XT(97)

YT(l02)=YT(l00)

Single Rotor Helicopter Primary View Point Equations


these coordinates.


B IS THE DISTANCE BETWEEN PYLON AND ROTOR

B=l.

C IS A PERCENTAGE OF BODY LENGTH, "C*H0(2)" IS THE X COORDINATE OF THE


C1=1/1.2

C2 IS A PERCENTAGE OF BODY HEIGHT, "C2*HI(8)" IS THE Y COORDINATE OF THE


C2=HI(28)

'PLM‘ IS A PERCENTAGE OF MAIN PYLON LENGTH TO DETERMINE MAIN .PYLON LO-


PLM=0.3

TROOT=HO(14)*HO(11)1

TTIP=H0(l5)*HO(ll)

MAJRL=0.25*HI(8)/2.

MAJRB=0.75*HI(8)/2.

POINTS FOR MAIN ROTOR AND MAIN ROTOR PYLON

XP( 1)=-H0(S0)/2.

YP( 1)=0.05*HO(50)/2.

XP( 2)=0.0l

YP( 2)=0.0

XP( 3)=HO(50)/2.

YP( 3)=YP(l)

XP( 4)=-PLM*2*H0(36)/(1/HO(38)+1)/H0(33)

YP( 4)=-B

XP( 5)=0.0

YP( 5)=-B


XP( 6)=(l.-PLM)*2*H0(36)/(1/H0(38)+1)/HO(33)

YP( 6)=-B

XP( 7)=(l.-PLM)*2*HO(36)/(HO(38)+l)/H0(33)

YP( 7)=-B-l.2*HO(36)

XP( 8)=-PLM*2.*H0(36)/(HO(38)+l)/H0(33)

YP( 8)=-B-HO(36)

XP( 9)=-HO(5)+0.S*(HO(6)+HI(8))*HI(10)

POINTS FOR BODY

YP( 9)=YP(8)

XP(l0)=-HO(5)

YP(l0)=·B-0.5*HO(36)

XP(ll)=XP(9)

YP(1l)=-B-HO(36)-HI(8)

XP(l2)=-HO(5)+0.S*(HO(6)+HI(8))*HI(l0)+H0(2)

YP(l2)=YP(l1)

XP(l3)=XP(l2)+HI(l3)*l.1

YP(l3)=YP(1l)-1.

XP(l4)=XP(l2)+HI(l3)

YP(14)=·B—HO(36)-0.8S*HI(8)

XP(lS)=-HO(5)+HO(3)

YP(l5)=-B—H0(36)—0.l*HI(8)-2*MAJRB

XP(l6)=-HO(5)+HO(1)

YP(l6)=·B—HO(36)—0.1*HI(8)-2*MAJRL

XP(17)=-HO(S)+HO(l)

YP(l7)=-B-HO(36)—0.l*HI(8)-MAJRL

XP(l8)=XP(16)


YP(l8)=A-B-HO(36)—0.l*HI(8)·

XP(19)=XP(15)

YP(l9)=YP(l8)

XP(20)=·HO(5)+0.5*(HO(6)+HI(8))*HI(l0)+HO(2)

YP(20)=YP(8)


XP(2l)=-HO(5)+HO(l)·2*HO(27)/(HO(29)+l)/HO(25)

YP(2l)=YP(18)

x1>(22)=-H0(s)+H0(1)-2=%H0(27)/(1/H0(29)+l>/H0<25)

YP(22)=-B-HO(36)—0.1*HI(8)+HO(27)

XP(23)=-H0(5)+HO(l)

YP(23)=YP(22)

XP(24)=·H0(5)+H0(l)-HI(4)*HO(56)/2.4

YP(24)=-B-H0(36)-0.l*HI(8)+HO(30)

POINTS FOR WINGSV

n

XP(27)=C1*H0(2)—(H0(l0)-HO(6))/(HO(13)+l)/HO(8)+TROOT/2.

YP(27)=YP(ll)+C2*HI(8)

XP(28$=Cl*HO(2)~(HO(10)·HO(6))/(1/HO(l3)+1)/HO(8)+TTIP/2.

YP(28)=YP(27)

XP(29)=C1*HO(2)

YP(29)=YP(27)

XP(30)=XP(27)-TROOT/2.

YP(30)=YP(27)+TROOT/2.

XP(31)=XP(27)

YP(31)=YP(27)+TROOT

XP(32)=XP(28)-TTIP/2.


YP(32)=YP(27)+TTIP/2.

XP(33)=XP(28)

YP(33)=YP(28)+TTIP

POINTS FOR JET ENGINE AND PROPELLER ENGINES

XP(34)=(XP(30)+XP(29))/2.-HO(47)/2.

YP(34)=YP(27)—HO(48)/2.+H0(62)/2.

XP(3S)=(XP(30)+XP(29))/2.-HO(47)/2.

YP(35)=YP(27)

XP(36)=XP(35)·HO(&8)/2.

YP(36)=YP(35)·HO(48)/2.

XP(37)=XP(34)

YP(37)=YP(36)—H0(48)/2._

XP(38)=XP(34)

YP(38)=YP(36)·H0(62)/2.·

XP(39)=(XP(30)+XP(29))/2.+HO(47)/2.

YP(39)=YP(37)

XP(40)=XP(39)

YP(40)=YP(28)

XP(4l)=XP(40)

YP(4l)=YP(40)

XP(42)=XP(35)

YP(42)=YP(3S)

XP(43)=XP(37)

YP(43)=YP(37)

XP(44)=XP(39)

YP(44)=YP(39)


PASS XINT1, XINT2 FROM TOP VIEW TO DETERMINE THE LOCATION OF HORIZONTAL

TAIL IN PRIMARY VIEW, T IS THE THICKNESS OF THE HORIZONTAL TAIL.

T=HO(23)*HO(21)

XP(45)=XINTl

YP(45)=YP(l7)

XP(46)=XP(45)+T/2.

YP(46)=YP(&5)+T/2.

XP(47)=XP(&6)

YP(47)=YP(45)·T/2.

XP(50)=XINT2

YP(50)=YP(47)


_ XP(51)=·O.2*HO(4l)

YP(51)=YP(8)

XP(52)=XP(5l)

YP(52)=-B-HO(36)+HO(42)

XP(53)=O.8*HO(4l)

l YP(53)=YP(52)

XP(54)=XP(53)

YP(54)=YP(5l)


XP(S5)=0.5*(XP(l8)-XP(2l))/2.+XP(2l)

YP(55)=(YP(l6)+YP(18))/2.

XP(S6)=XP(l8)·O.4*(XP(23)-XP(22))

YP(56)=YP(l8)+HO(56)/TEST(20)/2.

XP(57)=XP(2l)

6. Input Vaxiables For HESCAD 108

YP(57)=YP(56)

XP(S8)=XP(22)

YP(58)=YP(22)-0.05*HO(27)

XP(59)=XP(22)+0.07*H0(27)

YP(59)=YP(22)

XP(60)=-H0(5)+HO(1)-2.5*HO(27)/(H0(29)+1)/HO(25)

YP(60)=YP(l8)

XP(6l)=XP(5S)

YP(6l)=(YP(l6)+YP(l8))/2.-0.6*H0(56)/TEST(20)

XP(62)=XP(55)-0.45*HO(56)/TEST(20)

YP(62)=YP(S5)-0.45*H0(56)/TEST(20)

XP(63)=XP(S0)

YP(63)=—B—HO(36)·O.45*HI(8)

XP(64)=XP(l8j -

YP(6&)=YP(5S)

POINTS FOR FENESTRON SMALL VERTICAL TAIL

XP(65)=XP(4S)

YP(65)=YP(4S)

XP(66)=XP(50)-0.6*(XP(50)-XP(4S))

YP(66)=YP(45)+HO(27)/3.

XP(67)=XP(50)+0.l2*(XP(50)-XP(45))

YP(67)=YP(66)

XP(68)=XP(50)-0.12*(XP(50)-XP(45)) ‘

YP(68)=YP(45)-HO(27)/3.

XP(69)=XP(50)-0.8*(XP(50)·XP(4S))

YP(69)=YP(68)

6; Input Variables For HESCAD 109

POINTS FOR SINGLE ROTOR HELICOPTER HORIZONTAL TAIL, PASS XINT3, FROM TOP

VIEW TO DETERMINE THE LOCATION OF HORIZONTAL TAIL IN PRIMARY VIEW.

XP(70)=XINT3

YP(70)=YP(45)

XP(7l)=XP(70)+T/2.

YP(7l)=YP(45)+T/2.

XP(72)=XP(7l)

YP(72)=YP(45)—T/2.

XP(73)=XP(l8)I

YP(73)=YP(45)-T/2.

XP(74)=XP(l8)-2*HO(20)/(1/H0(22)+1)/HO(l8)+T/2.

YP(74)=YP(45)-T/2.V

XP(7S)=XP(74)-T/2.~

AYP(75)=YP(45)

XP(76)=XP(74)

YP(76)=YP(&5)+T/2.

6.3.2. TANDEM ROTOR HELICOPTER POINT EQUATIONS

Tandem Rotor Helicopter Side View Point Equations

See Fig. 52 for the location of the points corresponding to these coor-

dinates.


B=l.

C IS TO DETERMINE THE CABIN ARC IN THE SIDE VIEW


C=.2S

Cl IS A PERCENTAGE TO DETERMINE THE JET ENGINE NACELLE'S CENTER IN X CO-

ORDINATE.

C2=.25

C4 IS A PERCENTAGE TO DETERMINE THE JET ENGINE AND PROPELLER ENGINE

NACELLE'S CENTER IN Y COORDINATE.

C4=HI(28)

PI=3.l&l5926

TTIF=H0(l5)*HO(l1)

TROOT=HO(l4)*HO(ll)A

POINTS FOR BODY

XS( l)=-HO(6)/2.

YS( l)=-B-H0(80)-HI(8)+C*HI(8)

XS( 2)=XS(l)

YS( 2)=-B—HO(80)-C*HI(8)

XS( 3)=0.0

YS( 3)=-B-HO(80)

XS( 4)=-XS(2)

YS( 4)=YS(2)

XS( 5)=-XS(l)

YS( 5)=YS(1)

XS( 6)=0.0

YS( 6)=-B-HO(80)-HI(8)

XS( 7)=-HO(75)*HO(73)/2.

YS( 7)=-B-H0(80)

XS( 8)=-XS(7)

6. Input Variables For HESCAD lll

YS( 8)=YS(7)

POINTS FOR JET ENGINE AND PROPELLER ENGINES

XS( 9)=-C2*HO(l0)

YS( 9)=-B-HO(80)-C4*HI(8)-HO(48)/2.

XS(l0)=HI(29)+HO(62)

YS(10)=-B-HO(80)-C4*HI(8)-HO(48)/2.

POINTS FOR WINGSA

XS(11)=-HO(l0)/2.+TTIP/2.

YS(1l)=-B-HO(80)-C4*HI(8)

XS(12)=—HO(lO)/2.

YS(l2)=YS(1l)+TTIP/2.

XS(l3)=XS(ll)

YS(13)=YS(1l)+TTIP

XS(14)=XS(1)A

YS(l4)=-B·HO(80)-C4*HI(8)+TROOT

XS(15)=XS(14)

YS(15)=-B-HO(80)-C4*HI(8)

XS(16)=-XS(14) ·

YS(16)=YS(14)

XS(l7)=-XS(l5)

YS(17)=YS(l5)

XS(18)=-XS(11)

YS(18)=YS(11)

XS(19)=-XS(12)

YS(19)=YS(12)

XS(20)=-XS(l3)


YS(20)=YS(13)

POINTS FOR FORWARD ROTOR PYLON AND ROTOR

XS(21)=-HO(83)*HO(81)/2.

YS(2l)=YS(3)

XS(22)=-XS(2l)

YS(22)=YS(3)

XS(23)=-H0(84)*HO(8l)/2.

YS(23)=-B

XS(24)=-XS(23)

YS(24)=-B

XS(25)=0.0

YS(25)=—B

XS(26)=—HO(S0)/2.

YS(26)=0.00S*HO(50)

IXS(27)=0.0

YS(27)=0.0

XS(28)=-XS(26)

YS(28)=YS(26)

POINTS FOR AFT PYLON AND ROTOR

XS(29)=0.0

YS(29)=YS(3)+H0(72)+B

XS(30)=XS(28)

YS(30)=YS(29)+0.005*HO(50)

XS(3l)=XS(26)

YS(31)=YS(29)+0.005*HO(S0)

XS(32)=—H0(76)*H0(73)/2.


YS(32)=YS(3)+H0(72)

XS(33)=0.0

YS(33)=YS(32)

XS(34)=-XS(32)

YS(34)=YS(32)

C XS(3S)=-HI(75)

C YS(3S)=YS(9)


XS(36)=-HO(75)*H0(73)/2.-HO(42)/2.

YS(36)=YS(21)+H0(42)/2.

XS(37)=-XS(36)

YS(37)=YS(36)

DATA FOR POINTS XT(38), YT(38) FOLLOW IN THE PROGRAM CODE, POINTS FOR

CABIN.

XS(39)=XS(2)+C*HI(8)

YS(39)=YS(21)A

XS(40)=-XS(39)

YS(40)=YS(21) _

XS(41)=XS(1)+C*HI(8)

YS(4l)=YS(6)

__ XS(42)=-XS(41)

YS(42)=YS(41)

POINTS FOR JET ENGINE AND PROPELLERS

XS(43)=-XS(9)

YS(43)=YS(9)

XS(44)=-XS(10)


YS(44)=YS(10)

POINTS FOR AFT PYLON

XS(45)=·HO(75)*HO(73)/2.

YS(45)=YS(3)

XS(46)=—XS(45)

YS(46)=YS(3)

SFl DETERMINES THE PERCENTAGE OF NOSE HEIGHT (MFASURED FROM BELLY) WHICH

MARKS THE START OF THE WINDSHIELD.

SF1=0.4

SF2 DETERMINES THE PERCENTAGE OF THE NOSE LENGTH (MEASURED FROM THE TIP)

WHICH MARKS THE START OF THE WINDSHIELD.

SF2=0.6

B=SFl*ABS(YS(3)-YS(6))I

D=HI(l0)*SF2

E=SQRT(B*B*D/HI(10)) -

XS(38)=0.0

YS(38)=YS(6)+ABS(YS(3)—YS(6))*SFl+E

Tandem Rotor Helicopter Top View Point Equations


these coordinates.

C IS A PERCENTAGE OF BODY LENGTH, "C*HO(2)" SHOWS X COORDINATE OF THE

WING.

C =0.5

6. Input Variables For HESCADU

115

C2 IS A PERCENTAGE OF WING SPAN, "C2*HO(l0)" FOR BODY'S CENTER TO AUXIL-

IARY ENGINE NACELLE°S CENTER.

C2=.25

MAJR=0.2S*HI(8)/2. ·

MINR=0.25*HO(6)/2.

'PLM° IS A PERCENTAGE OF MAIN PYLON LENGTH TO DETERMINE MAIN PYLON LO-


PLM=0.3

”POINTS FOR BODY

XT( 1)=-HO(66)

YT( 1)=0.0

XT( 2)=-HO(5)+0.5*(HO(6)+HI(8))*HI(10)

YT( 2)=O.5*HO(6) °

XT( 3)=XT(2)+HO(2)U

YT( 3)=YT(2)

XT( 4)=XT(1)+HO(l)

YT( 4)=MINR~

XT( 5)=-HO(66)+HO(1)+MAJR

YT( 5)=0.0

XT( 6)=XT(‘+)

YT( 6)=·YT(‘•)

XT( 7)=XT(3)

· YT( 7)=-YT(3)

XT( 8)=XT(2)l

YT( 8)=·YT(2)

POINTS FOR FORWARD PYLON


C XT( 9)=0.0

C YT( 9)=HO(83)*HO(81)/2.

C XT(10)=(l.·PLM)*2.*HO(80)/(HO(82)+l)/HO(77)

C YT(10)=0.0 _

C XT(l1)=0.0

C YT(l1)=—YT(9)

C XT(12)=-PLM*2.*HO(80)/(HO(82)+l)/HO(77)

C YT(12)=0.0

C XT(l3)=(l.-PLM)*2.*HO(80)/(1/HO(82)+l)/HO(77)4

C YT(l3)=0.0

C XT(l4)=0.0I

C YT(14)=-H0(84)*HO(8l)/2.

Cl

XT(l5)=0.0

C YT(1S)=-YT(l4)

C XT(16)=-PLM*2*HO(80)/(1/HO(82)+1)/HO(771

C YT(16)=0.0

POINTS FOR AFT PYLON

XT(17)=XT(5)—2*HO(72)/(H0(74)+l)/HO(70)

YT(l7)=0.0I

XT(18)=XT(l7)+C1

YT(18)=HO(75)*HO(73)/2.

XT(l9)=XP(17)+HO(41)

YT(19)=HO(75)*HO(73)/2.

XT(20)=XT(5)

YT(20)=0.0

XT(21)=XT(19)


YT(21)=-YT(19)

XT(22)=XT(18)

Y'I’(22)=-YT(l8)

XT(23)=XT(S)-2*H0(72)/(1/HO(74)+1)/H0(70)

YT(23)=0.0

XT(24)=XT(23)+0.5

YT(24)=O.S

YT(27)=HO(76)*HO(73)/2.

XT(2S)=XT(24)

YT(25)=-YT(24)

XT(26)=-HO(66)+HO(1)·HO(67)

YT(26)=0.0

XT(27)=XT(26)

YT(27)=HO(76)*HO(73)/2.

XT(28)=XT(27)

YT(28)=—YT(27)


XT(29)=XT(21)

YT(29)=YT(21)·HO(42)

XT(30)=XT(5)-2*HO(72)/(HO(74)+l)/HO(70)

YT(30)=YT(29)

XT(31)=XT(30)V

YT(31)=YT(21)

XT(32)=XT(30)

YT(32)=—YT(3l)

XT(33)=X'I'(30)


YT(33)=-YT(29)l

XT(34)=XT(l9)

YT(34)=YT(33)

POINTS FOR WINGS

XT(35)=C*HO(2)

YT(35)=HO(10)/2.

XT(36)=C*HO(2)

YT(36)=YT(2)

XT(37)=C*HO(2)

YT(37)=YT(8)

XT(38)=C*HO(2)

YT(38)=-YT(35)

XT(39)=C*HO(2)-(HO(lO)-HO(6))/(1/HO(13)+1)/HO(8)

YT(69)=YT(6é)

XT(40)=C*HO(2)·(HO(l0)-HO(6))/(HO(13)+1)/EO(8)l

YT(&0)=YT(8)

XT(41)=XT(40)

YT(41)=YT(36)·

XT(42)=XT(39)1

YT(42)=YT(3S)

POINTS FOR JET ENGINES AND PROPELLER ENGINES

XT(43)=(XT(41)+XT(36))/2.-HO(47)/2.

YT(43)=HI(29)+HO(62)+HO(48)/2

XT(44)=(XT(41)+XT(36))/2.+HO(47)/2.

YT(44)=YT(43)

XT(45)=XT(44)


YT(45)=YT(44)-HO(48)

XT(46)=XT(43)

YT(46)=YT(4S)

XT(47)=(XT(4l)+XT(36))/2.·HO(47)/2.

YT(47)=C2*HO(l0)+HO(48)/2.

XT(48)=(XT(41)+XT(36))/2.+HO(47)/2.

YT(48)=C2*H0(10)+HO(48)/2.

XT(49)=XT(48)

YT(49)=C2*HO(l0)-HO(48)/2.

XT(50)=XT(47)

YT(50)=YT(49)

XT(5l)=XT(&3)A

YT(5l)=HI(29)+HO(62)+HO(62)/2.

XT(S2)=XT(43)

_

YT(52)=HI(29)+HO(62)-HO(62)/2.

XT(53)=XT(43)

YT(53)=-(HI(29)+HO(62)+HO(62)/2.)

XT(S4)=XT(43)

YT(54)=-HI(29)-HO(62)+HO(62)/2.

C XT(5S)=0.0

C YT(S5)=0.0

SF2 IS THE PERCENTAGE OF NOSE LENGTH FROM THE TIP DEFINING THE START OF

THE WINDSHIELD.

SF2=0.6

XT(56)=-ABS(XT(1)-XT(2))*(l.-SF2)+XT(2)

YT(56)=0.0


XT(S7)=XT(50)

YT(S7)=—YT(S0)

XT(S8)=XT(49)

YT(58)=·YT(49)

XT(59)=XT(58)

YT(S9)=-YT(48)

XT(60)=XT(47)

YT(60)=·YT(47)

XT(61)=XT(46)

YT(6l)=·YT(46)

XT(62)=XT(45)

YT(62)=-YT(45)·

XT(63)=XTQ44)

YT(63)=—YT(44)

XT(64)=XT(43)U

YT(64)=-YT(43)

Tandem Rotor Helicopter Primary View Point Equations

See Fig. 55 for the location of the points corresponding to these coor-

dinates.


B=l.

C IS A PERCENTAGE OF BODY LENGTH, "C*H0(2)" IS THE X COORDINATE OF THE


C=0.5


C2 IS A PERCENTAGE OF BODY HEIGHT, "C2*HI(8)" IS THE Y COORDINATE OF THE


C2=HI(28)

'PLM° IS A PERCENTAGE OF MAIN PYLON LENGTH TO DETERMINE MAIN PYLON LO-

CATION IN X DIRECTION (0<PLM<l).

PLM=0.3

TROOT=HO(l4)*HO(ll)

TTIP=HO(l5)*HO(11)

MAJR=0.25*HI(8)/2.{

POINTS FOR MAIN PYLON AND ROTOR

XP( 1)=-O.5*HO(S0)

YP( l)=0.005*HO(S0)

XP( 2)=0.0

YP(

XP( 3)=-XP(l)

YP( 3)=YP(1)

XP( 4)=-PLM*2*HO(80)/(1/HO(82)+l)/HO(77)

YP( 4)=-B

XP( 5)=0.0 w

YP( 5)=-B

XP( 6)=(1.-PLM)*2.*HO(80)/(1/HO(82)+l)/HO(77)

YP( 6)=-B ·

XP( 7)=(1.—PLM)*2.*HO(80)/(HO(82)+1)/HO(77) ·

YP( 7)=-B-HO(80)

XP( 8)=-PLM*2.*HO(80)/(HO(82)+1)/HO(77)

6. Input Variébles For HESCAD 122

YP( 8)=YP(7)

POINTS FOR BODY

XP( 9)=·HO(66)+0.5*(HO(6)+HI(8))*HI(10)

YP( 9)=YP(8)

XP(l0)=-HO(66)

YP(l0)=—B-0.S*(HO(6)+HI(8))

XP(ll)=XP(9)

YP(11)=—B—HO(80)-HI(8)

XP(l2)=XP(ll)+H0(2)l

YP(l2)=YP(11)

XP(13)=XP(l2)+HI(l3)

YP(13)=YP(l2)

OA

‘XP(l4)=XP(l0)+HO(l)

e

YF(l4)=—B-HO(80)-2.*MAJR

XP(1S)=XP(l4)+MAJR

YP(1S)=-B-HO(80)-MAJR

XP(l6)=XP(l4)I

YP(l6)=YP(7)

POINTS FOR AFT PYLON AND ROTOR

XP(l7)=XP(15)-2*HO(72)/(HO(74)+l)/HO(70)+HO(A1)

YP(l7)=YP(7)

XP(18)=XP(l6)-2*HO(72)/(HO(74)+l)/HO(70)

YP(l8)=YP(7)

XP(19)=XP(l6)-2*HO(72)/(1/HO(74)+l)/HO(70)

YP(19)=YP(7)+HO(72)

XP(20)=XP(l6)


YP(20)=YP(19)

XP(2l)=XP(l5)·HO(67)-HO(50)/2.

YP(21)=YP(19)+0.005*HO(50)+B

_ XP(22)=XP(l6)-HO(67)

YP(22)=YP(19)+B

XP(23)=XP(2l)+HO(50)

YP(23)=YP(2l)

l

XP(24)=XP(22)

YP(24)=YP(19)

POINTS FOR PRIMARY ENGINESl

XP(25)=XP(18)

YP(25)=YP(7)+HO(42)

XP(26)=XP(17)

YP(26)=YP(25)J

POINTS FOR WINGS, PROPELLER ENGINES AND JET ENGINES

XP(27)=C*HO(2)—(HO(10)-HO(6))/(H0(l3)+l)/H0(8)+TROOT/2.

YP(27)=YP(l1)+C2*HI(8)

XP(28)=C*HO(2)·(HO(10)~H0(6))/(l/HO(13)+1)/HO(8)+TTIP/2.l

YP(28)=YP(27)

XP(29)=C*HO(2)

YP(29)=YP(27)

XP(30)=XP(27)-TROOT/2.

YP(30)=YP(27)+TROOT/2.

XP(31)=XP(27)

YP(3l)=YP(27)+TROOT

XP(32)=XP(28)-TTIP/2.


YP(32)=YP(27)+TTIP/2.

XP(33)=XP(28)

YP(33)=YP(28)+TTIP

XP(34)=(XP(30)+XP(29))/2.-H0(47)/2.

YP(34)=YP(27)-HO(48)/2.+HO(62)/2.

XP(35)=(XP(30)+XP(29))/2.-H0(47)/2.

YP(35)=YP(27)

XP(36)=XP(35)-HO(48)/2.

YP(36)=YP(35)-HO(48)/2.

XP(37)=XP(34)

YP(37)=YP(36)-HO(48)/2.

XP(38)=XP(34)

YP(38)=YP(36)-HO(62)/2.

x1>(69)=(xP(30)+xP(29))/2.+H0(47)/2-

YP(39)=YP(37)

XP(40)=XP(39)

YP(40)=YP(28)

XP(4l)=XP(&O)

YP(4l)=YP(40)

XP(42)=XP(35)

YP(42)=YP(35)

XP(43)=XP(37)

YP(&3)=YP(37)

XP(44)=XP(39)

YP(&4)=YP(39)


TANDEM ROTOR HELICOPTER

I. MAIN ROTOR PYLCN 2. AFT ROTOR PYLON

c‘“““’I TAP I'“"‘

c

II”° TFP °'I hP2

II I. «= ..| L. C .|RFP RAP

SINGLE ROTOR HELIGGPTER

_ · I. MAIN ROTOR PYLCN 2. AFT ROTOR PYLON

cTvr I"”‘”

c

I I' TPP °'| bVT

I L. ¤ .I L.¤ .IRFP Rvr

Figure &7. Typical Single and Tandem Rotor Helicopter rotor Pylonand Vertical Tail Geometric Characteristics


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Figure 48. Single Rotor Helicopter Side View Points


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I. VERTICAL TAIL

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3. MAIN ROTOR BLADE

Figure 49. Single Rotor Helicopter Top View Points (Old Version)


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3. MAIN ROTOR BLADE

Figure 50. Single Rotor Helicopter Top View Points (New Version)


22 ,7

23

I „ 3 1 Y2 24

4 69 A1; I9 2I I8

-"1 —*9 1- '°I5

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14 5 52 53‘ 7 Ä3

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1. WING. PRGPELLER OR JET ENGINE NACELLES

2. AFT RUTUR BLAUE

3. 1-1oR1z0NTAL TAIL

4. PRIMARY ENGINE NAUELLE

Figure Sl. Single Rotor Helicopter Primary View Points


45 36 23 32 33 29 34 27 25 24 37 46

39 403l 302 4

26 w1|éY7 28I4 g I6

.;-1; 1;.¤¤ V9 ° ° ¤<>I2 I9

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Figure S2. Tandem Rotor Helicopter Side View Points _


4252‘3 Y46

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2. AFT ROTOR PYLCN

3. ROTOR BLADE

Figure 53. Tandem Rotor Helicopter Top View Points (Old Version)


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Figure S4. Tandem Rotor Helicopter Top View Points (New Version)


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7l 53

73 72 64 6l 8I 65 66 82 62 63 79 78

(NOTE TI-E POINTS BOT SHOWN IN THIS PICTURE HAVE

BEEN SI-OWN IN SINGLE ROTOR HELICOPTER SIDE VIEW)

Figure 56. Fenestron Tail Helicopter Side View Points


_, |*2*.:* '=;

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(N3TE¤ ‘n·£ Poxms mv saw zu THIS PICTLRE HAVE BEEN

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Figure 57. Fenestron Tail Helicopter Top View Points


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2. PRIMARY Emma NACELLE

Figure 58. Fenestron Tail Helicopter Primary View Points


7. INSTALLATION AND OPERATION

HESCAD was written under VM/CMS (Release 3) using VSFORTRAN (Release

4.0), using CADAM and CADAM GIM (Releases 19.1, 19.2, and 20.0). In-

stallation instructions and EXEC's are for the VM environment. Similar

PROC°s are supplied with CADAM for the MVS environment. For reference

see:

CADAM Geometry Interface Installation Guide

SH20-6227-0

IBM Corporation

An overview of the installation and operation procedure is as fol-

lows:

1. Install or modify HESCOMP to use the modified routines MAIN,

PRINT1, and LOADER and the new routine COLLEC. These modifica-

tions are described in Appendix B.

2. Edit HESCAD and insert the CADAM group name and sub-group (USER)

name in the DATA statement, "DATA 6R0¤1>/'TBM °/,USERID/'COPT° , 'ER

°/". Compile the program HESCAD. HESCAD calls subroutines from

the CADCD portion of CADAM°s Geometry Interface Module.

7. Installation and Operation 138

3. HESCAD must replace a main program called CADCDMN in the CADAM

library (CADAMLM). Link HESCAD with the CADAM library, replacing

CADCDMN. Note that the OS Linkage Editor is used under VM (i.e.

LKED not LINK).

4. Execute HESCOMP with the appropriate input data. The files on

units S and 6 are the HESCOMP input and output files respectively.

S. HESCOMP will also write a sequential file on unit NDISK (currently

set at 10), in addition to usual output, which contains all nec-

essary geometric and test variables for HESCAD.

6. Execute HESCAD from the CADAM library using the model EXEC°s or

PROC's supplied by CADAM, Inc. HESCAD requires the file produced

by HESCOMP as input on unit NDISK. HESCAD writes an output message

file and geometrical data directly into the CADAM data base with

the group and sub-group (USER) specified in a data statement in

HESCAD. Since the group and user change infrequently and the

model ID changes frequently, the model ID is specified in HESCOMP

input data. The model ID and any geometrical data may be altered

by editing the file written on unit 10. The group and sub-group

must have been previously established along with password file

as specified by CADAM. The file on unit 6 reports on geometry

calls, model size and diagnostic messages from CADCD routines and

HESCAD. The file on unit 10 is the geometry data file produced

by HESCOMP. The file on unit 11 is an echo of this data (HI, HO,


TEST) for verification purposes. Linking VSFORTRAN object mod-

ules with the FORTRAN IV CADAM library may cause the file to read

the problem if LANGLVL=77 was inadvertently specified instead of

LANGLVL=66.

•The first EXEC, CADCDLNK is invoked to link HESCAD in to the

CADAM library to replace MAIN CADCDM.

•The second EXEC, CADCD is invoked to execute HESCAD and write

the model into the CADAM Drawfile. OS versions of these EXEC°s

are provided with CADAM.

7. Log on to CADAM and specify the group and user as coded in HESCAD

along with the appropriate passwords. The output model ID is

taken from the HESCOMP title record, dropping the first six

characters as required by HESCOMP. The orthographic views and

wire-frame are produced in the same units as HESCOMP input. A

note is written with each model that consists of the HESCOMP title

record. Since the data is usually in feet, the note will be

relatively small. The section, "Mass Property Analysis", will

give details on computation of mass properties.

Note that at present, to access a view in. a model produced with

CADCD, even PV, it is necessary to first select that model in AUXVIEW.

This problem and an associated. problem concerning projection between


views in models produced by CADCD is currently being corrected by CADAM,

Inc. as a result of this project.


8. PROJECTWON PROCEDURES

As mentioned above the geometry environment of the three 2-D heli-

copter point equations is different from CADAM. In order to project ge-

ometry segments between 2-D and 3-D wire-frame mode it is necessary to

change these 2-D helicopter coordinate systems into CADAM coordinate

system. In this section detailed procedures are presented.

After selecting the HESCAD model from the CALL list, the procedure

is as follows:

1. Immediately change the name of the model and refile if the original

version is to be saved.

2. Enter AUXVIEW and select (using light pen or cursor) an element in

the primary view.

3. Create a horizontal line and a vertical line passing through PV and

the origins of the other two views (center of rotor).

Since all the origins are initially coincident, select the side

view , create the point at the center of the rotor and at the origin

and measure the separation distance for placement of the equivalent

origin point in PV using the PTS-SPACE function. Do the same for the

top view.

8. Projection Procedures 142

4. Use POINTS-SPACE to place a point in PV on these lines at the TV and

SV origins or just indicate points over the origins.

S. Select the top view in AUXVIEW. Enter GROUP and select /TRAP OUT/.

All of TV is now prepared to be copied into a detail page.

6. Enter DETAIL, select /ERS ORIG/ and push Y/N. TV will be copied into

detail 1. Repeat the procedure for SV and PV, but be sure to modify

the trapped group such that the PV line and origin points are not

copied to the detail.

7. A wire-frame model (except in the fenestron tail case), two origin

points and two lines should now be presented on the screen. Enter

PTS and select the two lines to create the PV origin point.

8. Enter AUXVIEW and create two new views, TV and SV, using these points

and lines. The wire-frame and three empty orthographic views are

created.

9. Decide which point will be used for the computation of mass proper-

ties. Enter each detail, create this point and select it as the pivot

point for the detail. Copy each detail back to the new views. If

the computation point is not easily defined in the detail geometry,

copy the details back using a convenient point such as the nose. Then

use GROUP-TRAP and GROUP-TRANSLATE to move the helicopter to the new

point which has been defined relative to the nose.


Be sure to erase the details to allow extra model space. The views

now recognize each other and projection can be accomplished between any

views.

After finishing, you have a new file with coordinates in the CADAM

coordinate system. The model is ready to be projected into other views.

The projection procedures are as follows:

1. Enter FILE and select /UNITS/ (using light pen or cursor), select 3-D

mode, then select /RETURN/.

2. Enter MISC and select /GEN3D/ then select /NEW PLANE/ to define a

project plane in 2-D helicopter model.

l3. Select a proper segment corresponding to the defined plane in another

2-D helicopter model. At that moment the selected segment is projected

into the wire-frame.


9. MASS PROPERTY ANALYSIS

After the helicopter configuration has been created, the interior.

equipment can be drawn in the primary view, top view and side view using

the light pen. And it can be projected into the wire-frame or an isometric

view. Then the mass property analysis of this equipment can be carried

out. If a plot is desired with the wire-frame moved into a different

orientation, use GROUP—TRANS instead of 3-D WINDOW, since all WINDOW

transformations are set to the default when the drawing is filed. Note

that GROUP-TRANS causes a permanent change of origin while WINDOW does

not.·

Design in the wire-frame view is simplified by a liberal use of

N0—SHOW which may be used to section the wire-frame to ease design.

To enhance visualization, ruled or bicubic surfaces may be added to

the wire-frame. Three different methods of showing surface

parameterization may be used: isometric curves, dots, or surface vectors.

Figure 17 shows a single rotor helicopter with six components added

to the nose. The two outer components are cylindrical and include a

stand. The central component consists of two parts. Figure S9 and 60

show a table generated by CADAM during the mass property analysis routine.

This table is a permanent part of the model. All moments and products

of inertia and the center of mass are given with respect to the view

origins. The sum is automatically computed. The X Y Z axes are those

of the wire-frame. This table was computed using the nose point of the

helicopter as origin.

9. Mass Property Analysis 145

Properties were computed based on an estimated density for circuit

boxes. For example, 1.5% Fe, 7.5% Al, 2.5% Cu, 1% Pb, 2.5% circuit board

material and the balance open, which gives about 40 pounds per cubic foot.

After this estimated density is available for all components and the

components are designed in the model, the mass property computation may

_ be started with CADAM. When helicopter units are given in feet, the mass

property notes will be small but easily handled. It is important to use

window settings for the primary, top, and side views of added components,

an overall view of these three and an expanded view of the mass property

notes. This greatly simplifies the design and mass property computation

since the helicopters are large compared to interior equipment.

After setting windows, points should be defined for starting points

on each object to be analyzed. It is best to analyze objects individually

rather than accumulating results since an error would require a complete

restart. Properties for individual objects can be summed at the end of

the computation process.

There are two methods to specify cross-sections; boundary element

method and centerline method. The boundary element method is most fre-

quently used method.

Mass property computation is accessed by entering the 2-D function

ANALYSIS and selecting MASS PROP. This allows one to compute mass prop-

erties of most 3-D solid objects. Very complex objects that may be dif-

ficult to define for mass property computation may be broken down into

subparts and accumulated or summed at the completion of individual part

definition or analysis. User familiarity with the CADAM section property


and volume—weight procedure will make this procedure easy to follow. The

mass properties are as follows:

• Weight and Volume

•Center of Gravity -- X, Y, Z

•Moment of Inertia -— I , I , I

xx yy zz•

Product of Inertia -- P , P , Pxy xz yz

The following are the two methods of calculating object—depth defi-

nition.

1. Body of Revolution Method

Define the part to be analyzed by rotating a planar figure

about an an axis. The axis of revolution lies on the plane with

the z-value of zero.

2. Planar Definition (either parallel or non-parallel)A

Define the depth by selecting lines in an orthogonal view.

The second method is more frequently applied. For more information

refer to the reference manual:

CADAM Interactive User Reference Manual

Volumes 1 and 2, SH20-6510-0

IBM Corporation


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9. Mass Analysis 143

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9. Mass Analysis 149

'IO. EXAMPLE DATA AND OUTPUT

Representative data and output are shown here for four cases. They

are named UTILITY, TANDEM, FENESTRON and SCAT. UTILITY and SCAT are

produced starting with HESCOMP input data. TANDEM and FENESTRON are

produced by direct modifications to the NDISK HESCOMP to HESCAD interme-

diate file for Verification purposes.

Figures 61 through 76 starting on page 163 show various depictions

of the resulting CADAM models for these four cases. Model II presents

the options of wings auxiliary propulsion and auxiliary propulsion using

propeller engines. The first set of data shows all input and and output

files. Subsequent examples show only the intermediate data files.

The first file is the HESCOMP input file for the UTILITY model.

Following this is the reduced form of the HESCOMP output on unit 6, which

retains only the information pertaining to geometry considerations. The

third file is the output file from the modified version of HESCOMP on unit

NDISK 10 which contains geometrical data (arrays HI, HO and TEST). The

fourth file is the message output file from HESCAD and the CADAM GIM CADCD

routines, on unit 6. These files together with with figures 61, 62 and

63 for the utility helicopter represent all the input and output variables

for a given sample case (with the exception of the HESCAD echo of the”

intermediate file and the linkage—editor diagnostic output).

The fifth, sixth and seventh files are the intermediate file listings

(unit NDISK) for the TANDEM, FENESTRON and SCAT models respectively.

10. Example Data and Output

h150

_ Tandem Rotor Helicopter Input and Output Data

The following data represent the input, output, and test variables

for a HESCOMP model of a tandem rotor helicopter. This file is created

for Verification purpose only (see Fig. 61, 62, 63, 64).

1 0.0 40.76232 6.0000 18.00003 0.3500 16.60004 0.2000 19.16235 0.0 11.16006 ‘0.0 6.50007 0.0 437.11728 6.5000 1.80009 6.5000 200.0 V

10 1.1000 20.000011 1.0000 4.5212 _ 6.0000 5.013 0.0 0.614 0.0 · 0.2115 1.1000 0.1116 0.1500 1.017 0.0170 0.3018 0.9000 4.500019 0.0 34.417720 0.0 12.445121 0.0 2.765622 1.0000 0.900023 0.0 0.150024 0.0 23.368025 0.0 1.500026 0.0 31.651827 0.0 6.890428 0.5 4.593629 4.5 0.600030 0.0 6.039031 0.0 0.800032 0.0 0.200033 0.0400 0.200034 3.0000 15.642035 0.0100 2.250036 0.2000 1.200037 1.5000 6.000038 0.6000 0.6000

10. Example Data and Output 151

39 0.2000 0.350040 1.0000 0.250041 1.1000 4.282842 0.04 1.531443 3.0 23.336444 0.01 1.045 0.2 1.046 0.0 1.047 0.0 4.048 1.0000 1.549 0.0 23.336450 0.0820 42.487251 -10.0000 0.082052 0.2000 1.000053 0.0750 6.000054 0.1000 -10.000055 0.0 0.200056 0.1800 8.514557 4.0000 0.180058 -17.0000 4.000059 0.1500 -17.000060 0.0750 0.150061 0.2500 0.250062 0.0 3.563 0.3500 1.064 0.2500 1.065 0.2000 1.066 0.6000 11.1667 1.2000 1.0 °68 0.0 1.069 0.0 1.070 0.0 1.371 0.0 31.651872 0.0 6.073 0.0 2.5974 0.0 0.675 0.0 0.7576 0.0 0.4677 0.0400 0.200078 3.0000 15.642079 0.0100 2.250080 0.2000 1.200081 0.0 5.000082 0.0 0.600083 0.0 0.550084 0.0 0.4585 0.0 50.086 0.0 0.087 0.0 0.088 0.0 0.089 0.0 0.0


90 0.0 0.091 0.0 0.092 0.0 0.093 0.0 0.094 0.0 0.095 0.0 0.0

A 96 0.0 0.097 0.0 0.098 0.0 0.099 0.0 0.0

100 0.0 0.0

1 2.00002 2.00003 4.00004 2.00005 0.06 1.0000 V7 0.08 0.09 1.0000

10 0.011 0.012 1.000013 1.000014 3.000015 2.0000

. 16 0.017 0.018 0.019 2.000020 1.000021 0.022 0.023 0.0

. 24 0.025 0.0

10. Example Data aud Output 153

Utility Helicopter Input and Output Data

This is a Verification data file for a single rotor helicopter with

a fenestrou tail. The fenestron tail wire-frame is produced by the

projection method mentioned earlier (see Fig. 65, 66, 67, 68).

1 0.0 37.76232 6.0000 6.00003 0.3500 18.60004 0.2000 19.16235 0.0 11.16006 0.0 6.50007 0.0 437.11728 5.5000 1.80009 6.5000 200.0

10 1.1000 20.000011 1.0000 4.5212 6.0000 5.013 0.0 0.614 0.0 0.2115 1.1000 0.1116 0.1500 1.017 0.0170 0.300 ‘

18 0.9000 4.500019 0.0 34.417720 0.0 12.445121 0.0 2.765622 1.0000 0.900023 0.0 0.150024 0.0 23.368025 0.0 1.700026 0.0 31.651827 0.0 6.890428 0.5 4.593629 4.5 0.600030 0.0 6.039031 0.0 0.800032 0.0 0.200033 0.0400 0.200034 3.0000 15.642035 0.0100 2.250036 0.2000 1.200037 1.5000 6.000038 0.6000 0.6000


39 0.2000 0.350040 1.0000 0.250041 1.1000 3.282842 0.0 1.131443 0.0 23.336444 0.0 1.045 0.0 1.046 0.0 1.047 0.0 4.048 1.0000 1.549 0.0 23.336450 0.0820 42.487251 -10.0000 0.082052 0.2000 1.000053 0.0750 8.000054 0.1000 -10.000055 0.0 0.200056 0.1800 8.514557 4.0000 0.180058 -17.0000 6.000059 0.1500 -17.000060 0.0750 0.150061 . 0.2500 0.250062 0.0 3.563 0.3500 1.0

. 64 0.2500 _ 1.065 0.2000 1.066 0.6000 0.067 1.2000 0.068 0.0 0.069 0.0 0.070 0.0 0.071 0.0 0.072 0.0 0.073 0.0 0.074 0.0 0.075 0.0 0.076 0.0 0.077 0.0 0.200078 0.0 15.642079 0.0 2.250080 0.0 1.200081 ‘ 0.0 6.000082 0.0 0.600083 0.0' 0.350084 0.0 0.085 0.0 0.086 0.0 3.087 0.0 0.088 0.0 0.089 0.0 0.0


90 4.5 0.091 0.0 0.092 0.0 0.093 0.0 0.094 0.9000 0.095 0.0 0.0

° 96 0.0 0.0 .97 0.0 0.098 0.0 0.099 0.0 0.0

100 0.0 0.0

1 1.00002 1.00003 1.00004 2.00005 0.06 1.00007 0.08 0.09 1.0000

10 . 0.011 0.012 1.0000 -13 1.000014 3.000015 2.000016 0.017 0.018 0.019 2.0000

° 20 2.000021 1.022 1.023 0.024 0.025 0.0


Scat Helicopter Input and Output Data

The following data represent the input, output, and test variables

for a HSCOMP model of a single rotor helicopter (see Fig. 69, 70, 71,

72).

1 0.0 36.88992 6.0000 9.00003 0.3500 20.4000

V 4 0.2000 16.48995 0.0 12.2400

. 6 0.0 3.50007 0.0 370.54768 6.0000 1.00009 3.5000 0.0

10 1.3000 1.000011 1.1000 0.012 9.0000 0.013 0.0 0.014 0.0 0.015 1.1000 0.016 0.1500 0.017 0.0170 0.018 0.9000 4.500019 0.0 30.103020 0.0 11.638921 0.0 2.586422 1.0000 0.900023 0.0 0.150024 0.0 21.854225 0.0 1.500026 0.0 21.973027 0.0 5.741028 0.5 3.827429 0.0 0.600030 0.0 4.985631 0.0 0.800032 0.0 0.200033 0.0100 0.200034 2.0000 15.642035 0.0100 2.250036 0.2000 1.200037 1.5000 6.000038 0.6000 0.6000


39 0.2000 0.350040 1.0000 0.250041 1.1000 2.282842 0.0 0.282843 0.0 4.057044 0.0 0.045 0.0 0.046 0.0 0.047 0.0 0.048 1.0000 0.049 0.0 0.050 0.0820 39.734951 -10.0000 0.082052 0.0800 1.000053 0.0400 6.000054 0.1000 -10.000055 0.0 0.080056 0.1800 7.554257 4.0000 0.180058 -17.0000 4.000059 0.1500 -17.000060 0.0750 0.150061 0.2500 0.250062 0.0 0.063 0.3500 0.064 0.2500 0.0·65 0.2000 0.066 0.6000 0.067 1.2000 0.068 0.0 0.069 0.0 0.070 0.0 0.071 0.0 0.072 0.0 0.0 ‘

73 0.0 0.074 0.0 0.075 0.0 0.076 0.0 0.077 0.0 0.200078 0.0 15.642079 0.0 2.250080 0.0 1.200081 0.0 6.000082 0.0 0.600083 0.0 0.350084 0.0 0.085 0.0 0.086 0.0 0.087 0.0 0.088 0.0 0.089 0.0 0.0


90 0.0 0.091 0.0 0.092 0.0 0.093 0.0 0.094 0.0 0.095 0.0 0.096 0.0 0.097 0.0 0.098 0.0 0.099 0.0 0.0

100 0.0 0.0

1 2.00002 1.00003 1.00004 2.00005 0.06 1.00007 0.08 0.09 1.0000

10 0.011 0.012 1.0000

‘

13 1.0000 p14 3.000015 2.000016 0.017 0.018 0.019 2.000020 1.000021 0.022 0.023 0.024 0.025 0.0


Fenestron Tail Helicopter Input and Output Data

This is a Verification data file for a single rotor helicopter with

a fenestron tail. The fenestron tail wire·frame is produced by projection

method mentioned earlier (see Fig. 73, 74, 75, 76)

1 0.0 37.76232 6.0000 6.00003 0.3500 18.60004 0.2000 19.16235 0.0 11.16006 0.0 6.50007 0.0 437.11728 5.5000 1.00009 6.5000 0.0

10 1.1000 1.000011 1.0000 0.012 6.0000

”0.0

13 0.0 0,014 0.0 0.015 1.1000 0.016 0.1500 0.017 0.0170 0.018 0.9000 4.500019 0.0 34.417720 0.0 12.445121 0.0 2.765622 1.0000 0.900023 0.0 0.150024 0.0 23.368025 0.0 1.500026 0.0 31.651827 0.0 6.890428 0.0 4.593629 0.0 0.600030 0.0 6.039031 0.0 0.800032 . 0.0 0.200033 0.0400 0.200034 3.0000 15.642035 0.0100 2.250036 0.2000 1.200037 1.5000 6.000038 0.6000 0.6000


39 0.2000 0.350040 1.0000 0.250041 1.1000 3.282842 0.0 1.131443 0.0 23.336444 0.0 0.045 0.0 0.046 0.0 0.047 0.0 0.048 1.0000 0.049 0.0 0.050 0.0820 42.487251 -10.0000 0.082052 0.2000 1.000053 0.0750 8.000054 0.1000 -10.000055 0.0 0.200056 0.1800 8.514557 4.0000 0.180058 -17.0000 8.000059 0.1500 -17.000060 0.0750 0.150061 0.2500 0.250062 0.0· 0.063 0.3500 0.064 0.2500 0.0 .65 0.2000 0.066 0.6000 0.067 ‘ 1.2000 0.068 0.0 0.069 0.0 0.070 0.0 0.071 0.0 0.072 0.0 0.073 0.0 0.074 0.0 0.075 0.0 0.0 _76 0.0 0.077 0.0 0.200078 0.0 15.642079 0.0 2.250080 0.0 1.200081 0.0 6.000082 0.0 0.600083 0.0 0.350084 0.0 0.085 0.0 0.086 0.0 „ 0.087 0.0 0.088

‘0.00.0

89 0.0 0.0


90 0.0 0.091 0.0 0.092 0.0 0.093 0.0 0.094 0.0 0.095 0.0 0.096 0.0 0.0 ‘

97 0.0 0.098 0.0 0.099 0.0 0.0

100 0.0 0.0

1 1.00002 1.00003 1.00004 2.00005 0.06 1.0000 -7 0.08 0.09 1.0000

10 0.07

11 0.012 1.000013

71.0000

14 3.0000 —7

15 2.000016 0.017 0.018 0.019 2.000020 2.0000 ‘

21 1.022 1.023 0.024 0.025 0.0


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163

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Figure 62. Tandem Rotor Helicopter Wire-Frame (Model I)


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für ff¤sr\E. I §

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*\10.Example Data and Output 165

.

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Figure 64. Tandem Rotor Helicopter Wire-Frame (Model II)


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Figure 66. Utility Helicopter Wire·Frame (Model I)

U10. Example Data and Output 168

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1*10.Example Data and Output 169

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0Figure68 . Utility Helicopter Wire-Frame (Model II)

10 . Example Data and Output 170

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Figure 70. Scat helicopter Wire-Frame (Model I)


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s10.Example Data and Output 173

1

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sgFigure72. Seat helicopter Wire-Frame (Model II)

10. Example Data and Output-

174

I. Q21-1

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1.IA4Figure74. Fenestron Tail Helicopter Wire-Frame (Model I)


I

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Fi ure 76. Fenestron Tail Helicopter Wire-Frame (Model II)s

10 . Example Data and Output 178

ll. CONCLUSIONS AND RECOMMENDATIONS

From this research work we can see that CADAM can be used in aircraft

preliminary design. Using HESCAD, the aircraft external geometry en-

velop, interior equipment design, and its mass property analysis can be

developed interactively in the preliminary design.

The error trace method can be developed to satisfy any function curve

whether it is continuous or discontinuous.

The helicopter model may be further improved to approach the real

helicopter model. This can be achieved by changing the cross·section of

_ the model and subsequent interactive modifications.

Each part of the wire·frame helicopter could be modified individ-

ually into macro-geometry and grouped into a scope call function and these

individual parts could be generated by HESCOMP output with different

shapes. Also the interior equipment design procedure and mass property

analysis procedure could be grouped into a scope call function to simplify

the design and analysis procedures. HESCAD could be modified to run

interactively under macro-geometry dialog mode with user menu fields to

define variables not given by HESCOMP.

11. Conclusions and Recommendations 179

APPENDIX A. HESCAD PROGRAM

There are 26 subroutines in HESCAD program. The following table gives

subroutine names and their functions. HESCAD contains 10,199 records

including the HESCOMP interface. The reader who is interested in HESCAD

code should contact IBM Corporation Federal Systems Division, Bodle Hill

Road, Owego, N. Y. 13827 for more information.

HSCAD was developed by Dr. A. Myklebust and L. J. Lu, Department

of Mechanical Engineering, VPI & SU.

_ Function of HESCAD Subroutine

· Subroutine Function

MAIN HESCAD main program

PVNOSE Draws single rotor, tandem rotor and fenestron tail heli-copter primary view nose

SSV Draws 2-D single rotor helicopter side view geometry

STV Draws 2-D single rotor helicopter top view geometry

ROTOR Draws 2-D single rotor helicopter top view and primaryview tail rotor blades and draws tandem rotor helicoptertop view rotor blades.

CCROSS Draws single rotor and tandem rotor tail helicopter topview pylon

CPYLON Draws single rotor helicopter top view vertical tail andtandem rotor helicopter top view aft pylon

Appendix A. HESCAD Program 180

Function of HESCAD Subroutine

(continued)

Subroutine Function

SPV Draws 2-D single rotor and fenestron tail helicopter pri-mary view geometry

PSPLIN Generates parabolic spline used to draw single rotor,tandem rotor and fenestron tail helicopter top view nose

SPS20 Generates parabolic spline through 20 points used to draw2-D fenestron tail helicopter top view vertical tail

TSV Draws 2-D tandem rotor side view geometry

TTV Draws 2-D tandem rotor top view geometry

TPV Draws 2-D tandem rotor primary view geometry

SWFRAM Draws single rotor helicopter 3-D wire-frame

AFTBLS Draws single rotor helicopter 3-D wire-frame aft rotorblades

SHAFTA Draws single rotor helicopter 3-D wire-frame aft rotorshaft

TWFRAM Draws tandem rotor helicopter 3-D wire-frame

CROSS Draws single rotor and tandem rotor helicopter 3-D wire-frame cabin cross-section

PYLONl

Draws single rotor and tandem rotor helicopter 3-D wire-frame main rotor pylon cross-section

ENGINE Draws single rotor and tandem rotor helicopter 3-D wire-frame primary engine, jet engine and propeller enginenacelle cross-section

‘

VTAIL Draws single rotor helicopter 3-D wire-frame vertical tailcross-section and draws tandem rotor helicopter 3-D wire-frame aft pylon cross-section


Function of HESCAD Subroutine

(continued)

Subroutine Function

ELLIPS Draws single rotor and tandem rotor helicopter 3-D wire-frame nose cross·section

WING Draws compound single rotor and tandem rotor helicopter3-D wire-frame wing cross·section

SHAFTM Draws single rotor and tandem rotor helicopter 3-D wire-frame main rotor shaft cross·section

BLADES Draws single rotor helicopter main rotor blades and drawstandem rotor helicopter main rotor and aft rotor blades


APPENDIX B. COLLEC PROGRAM

COLLEC is a subroutine which provided a linkage between HESCOMP an

HESCAD. It writes a file on unit 10. COLLEC collects all HESCOMP input

(HI) and output (HO) geometry variables and places them in three arrays.

Also, COLLEC collects HESCOMP decision (TEST) variables and places them

in two arrays.

Appendix B. COLLEC Program 183

APPENDIX C. TERMINOLOGY

Term Description

CAD Computer-Aided Design

CADAM Computer Graphics Augmented Design and Manufacturing,a CAD/CAM program developed by Lockheed Corporation.

CADCD A component of the CADAM geometry interface module.It provides a collection of subroutines which areaccessed. by CALL statements to produce CADAM ele-ments.

CATIA A CAD/CAM program developed by Dassault Systems

GIM The CADAM geometry interface module

PROC A IBM OS job control language procedure ‘

VM CMS The IBM Virtual Machine Conversational Monitor System

DRAWFILE A component of the CADAM database

OS Linkage Editor The linker developed for the IBM 360 Operating System

Appendix C. Terminology 134

BIBLIOGRAPHY

1. Davis, S. J. et al., "User°s Manual for HESCOMP, The Helicopter Sizingand Performance Computer Program," 1979, Technical Report, distrib-uted by Defense Technical Information Center, Defense LogisticsAgency.

2. Myklebust, A. and Lu, L. J., "HESCAD — An Interface Between HESCOMPAnd CADAM For The Generation Of Helicopter Models," VPI CAD/CAM Lab-oratory, Vol. 1, Report No. 801691-1A, To IBM Federal Systems Divi-sion, Sept. 1985.

3. "CADAM Interactive User Reference Manual," Volumes 1 and 2,SH20-6510-0, IBM Corporation.

4. "CADAM Geometry Interface Installation Guide," SH20-6227-0, IBM Cor-poration.

5. "CATIA VM/CMS Utilities Manua1," SH20-6505, IBM Corporation.

6. English, C. H., "Interactive Computer-Aided Techno1ogy," Computer-Aided Design, Vol. 9, No. 4, Oct. 1977, pp. 243-254.

7. Sciarra, J. J., "Helicopter Fuselage Vibration Analysis in Three Di-mensions Using Computer Graphics," Pertinent Concepts in ComputerGraphics, University of Illinois Press, 1969, pp. 365-389.

8. Ashbaugh, J. B. et al., "DSPOBJ - System for Display of Multiple Sets’of Three-Dimensional Data," Computer & Graphics, Vol. 3, No. 2/3-A,1978, pp. 63-70.

9. Boyles, R. Q., "Application of Computer Graphics in Aircraft Design,"Interactive Graphics for Computer-Aided Design, Appendix C, Addison-Wesley Publishing Company, Inc., 1971, pp. 273-294.

10. Prince, M. 1D., Interactive Graphics for Computer-Aided Design,Addison•Wesley Publishing Company, Inc., 1971, pp. 31-32.

Bibliography 185

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