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I CON F I DENTIAL

I

I CONTRACT Nonr-I357(00)

JÖRNE PERSONNEL PLATFORM

o c/:

SUMMARY REPORT NOVEMBER 1956

FC

- -P**

V HILLER HILICOPTERS PALO ALTO, CALIFORNIA

CONJJkDENTIAL m

NOTICE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE

NATIONAL DEFENSE OF THE UNITED STATES WTTHm THE MEANING

OF THE ESPIONAGE LAWS, TITLE 18, U.S.C., SECTIONS 793 and 794.

^THE TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN

ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.

I '

-'

r l r I,

r CONFIDENTIAL

HILL ER HELICOPTERS PALO ALTO, CALITOSNIA

ENGINEERING REPORT

RfPOUT No. f/.-llO.

MOOCL NO.JiO^A.

TITLE ailK?'ARY RRPORT - PULS* TTT - ATRRORMR

PgHSOWiEL PUTFORM - CONTRACT Nonr 1357(00)

NO. OFPACIS

Appendix I Appendix II Appendix III App^ncijjc IV Appendix V Appendix VT

üL DATg3C November 19^6

C. H. Dess

CHECKED

APPROVED

• Dessin /

R. a. Jü^(ie^3or■.

i ii'Jlkja^ R. A, Warner •

APPROVED

REVISIONS

DATE PAGF NUMBER

IBl, docu^nt-hw t..» r»»^^ iiUMsMtJM- QPlAViyST Pgl0.17. paragroph B. Th6 atottrny olaftiirioatiöTMii^^^^WcrnT^

ChUf of ■•Tit_l|ttM,oh (Coda ~M) .)

THE LCr 11-11- 'JMHED STATES WITHIN

THE '■

CONFIDENTIAL 5ECTIC

REV'L/

L LAV/S, TITLE 18 US.C,

■lrjr'ION OR THE ■■^ /"/I. II!-. TKANSMIS

,,: CONTENTS IN ANY MANNER TO

AN .3 PERSON IS PROHIBITED BY LAW.

FORM 60. 030 A ,A^ ^s

56 6?.;i92 /

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MILLER HELICOPTERS • « OAK

'••" SW'JIARY RßPORT 'IPKASS JiX AIRBORNE PEHSOKNSl PLATFORM

V CONTRACT Nonr 13^7(00)

CONFIDENTIAL

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TAHLi; OK COWTgNTS

PAGE NUMteh

SIWARY I

INTHOD":riON

PHASE III PROGRAM

A. S'OPB Alii) 0BJ2CTIVES

••. STABILin AND JOfiTROL

I. Ar.3lyl.icai Studies

>, Te^t.: 12

c. ^ST;^ODS OF CONTROL

D. PERFOKMAKCS 3ii

... .VeiiiuQ uf Calculati:.|- Fewer Required for Korward Flight« •.•••••..•••••• j.

• Thr it. Increase 3>

'• Propeller De^f/n ■••-:... ]£.

COI.'CLUS'ONS A::ü RECOMMENDATIONS l\

REFERENCES. ...... ^

APPENDICES

I Pnasp I Data

II Phase II Data

III Tether Test Stand Modifications - Phase III

IV Svuiimary Aircraft and Engine Log - Phase I, II and III

V Sainmary Test Log - Phase III

71 Pilot Training Log - Phase III

CONFIDENTIAL E-12(C)

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••••■I

'*'»'*"» C.H* üespin 11/JO/56 HILLER HELICOPTERS ■ •« ; ,,,'•• SUMMARY RSPORT

-PHASE III AIKÖORNü PBHSOTiNEL PUTFOW :or.'TRACT Nonr 13^7(00)

»*•>• ü

Mo»tt 1o3I^

56-110

CONFIDENTIAL

KIÜURB NO.

2

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18

19

20

CONFIDENTIAL

LIST OF FIGURgS

DESCRIPTIOM

Free Flifht - Final Configuration - Pilot -oinnston

Free Flight - Final Configuration - Pilot Lape

*-** O'utxcw Mounted Control Vanes

V ..e Control Hom and Flexible Cable

Vir.»' r oor Vane Control

..•ii»' ».ng - Fixed «loor Vane Control

IV." :^\ Duct Mounted Vanes

Kcviu- 1031-Aj MaxiMun e.g. Elevation

TiH Ar.gle vs. Time for Two e.g. Elevations

Model 1031-A Platform Geometry

Sketch - Gyre-Bar Stabilizer

Forced and Free Oscillation - Static Stand

Platform Tilt Ariele Potentiometer Installation

Duct Vane Angle Potentiometer Installation

Undamped Free Oscillation Trace - Power Off

■ivrped Free Oscillation Trace - Power Off

Damped Free Oscillation Trace - Gyro-Paddle Stabilizer Der-L -c

Free Oscillation - Tether Test

General Arrangement - Final Phase III Gonfifruration of Model 1031~A

Pitching Moment vs. Airspeed for Level Flight Trim

E-12(C)

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C,H, DftnMn M/WK

CONFIDENTIAL

• ■. i

MILLER MELICOPTERS SUKKAKY REPORT

|PH;.-Ji: III AIRBORNE PiRSONKaL PUTFOW CONTRACT Nonr 1357(00)

»AOf iii MOOCI.

IQßl^A -»*(>•• NO

LIST Of' KIGIRES (contumeci)

56-110

FIGURE NO. DESCRIPTICN

!l

21

22

23

or

26

Static TVirust vs. Enpine S.ieeci

Static Thnist vs. Vane Anpla

Tunad Carburetor Air Intake Stacks

Static Thrust vs. Engine Speed - Nelson hO and li2 HP Engines

Percent Thrust Increase vs. Divergent Nozzle Length

Aerodynamic Fairing of Duct Inlet


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MILLER HELICOPTERS SIWIAHY K-'.po.-r.

•••.»

Moect !.> PHASE III AIRBORNE PBHUONKSL P1ATF0KH-

COMTRACT Now 1357(00)

1Ö31-A

•(pa** NO 56-110

CONFIDENTIAL

SUIftARY

As the result of Phase III analytical and design studies and development

test inf., the Model 1031-A airborne personnel platform was found to be

oynamically stable in hoverinp and in forward flight up to a speed of

16 niies per nour« This stability was achieved by raising the vertical

center-of-gravity and installing a gyro-paddle stabiliser system» Hovering

and lorvard flimits at low altitude in winds of 15 miles per hour with

> miles per nour gusts, demonstrated the reduced gust sensitivity and

i..,irovec controlability attained under this program,

.Metioas of reducinf and controlling pitching iroment were studied« Boundary

Layer control of duct and propeller lift was considerea ar.d found to not

favor a simple solution« A duct inlet radial v?ne control system was found

to offer rood promise of providing pitching moment control mechanically

available to the pilot,

A general method was developed for calculating power requirea in forward

flieht.


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MILLER HELICOPTERS NKAiQ .HiPORT

. PHASE III AiRßORNB PäRSO^J.SL PUTr'OHM :0f»TRACT Ilonr 13?7(üü)

»•R«

•oe,i 1C31-A

•t#o«<Mo 56-Uö

CONFIDENTIAL

UrrRODUCTION

Since oar^j- i9SU tnrough Nover.äer 1956, tnls Contractor nau been conducting

a ^rofnun of research and development of an airborne personnel platform

under Contract Nonr 13$7(Oü) awaruad by the Office of Naval Research,

Departrnent cf tie K'a'O'« Work to date has been performea unaer Phases I, II,

a::.: Ill o:' t-iis contract,

Paas'j I provided for tne design, fabrication, and testing cf a research

platform -apable cf bein?. stabilized ana controlled by the pilot's instinctive

reflex reüronnes. Beth Miller Heliconlers am tne Office of Naval Research

designe-i the Pias« I pronram for the purpose of extending tha work initiated

oy Kr. diaries Zliimerman and studies conducted 'y the National Advisory

Conrittee for Aeronautics. TTie otjective of Phase I was to determine the

feasibility and aesign ana flight characteristics of t^.is type of aircraft.

The fuiding phiicscphy of vehicle design was that control and stability

in rovoring ana forward flight woula be attained by kinestnetic control

wuich utiliaea thp same human muoCi lar reflexes in flight as are used by

mar. to naintain the body upright when standing on a fixed surface. This

principal is ulustrated anu described in detail in Appendix I and was

successfully demonstrated by the NACA in 19p2 and 190 (References (a), (b),

ana (c) ) with several test vehicles dependent on a ground power source.

Phase I efforts resulted in the Hiller Model 1031 airborne platform smployinc

ducted coaxial, fixea pitch, propellers driven independently by two Nelson

Model H-p9 engines of 4O horsepower each,, This venicle is shown in


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HILLER HELICOPTERS

PHASE III AIÄB0HKS PiHSOKKEL PUTr^ORK CONTRACT Nonr 1357(00)

MOOCt

■ (»«•'NO ^«llO

CONFIDENTIAL

Appendix I as it was successfully tested in hovering free-flifht or.

u Ketruarj- 1955. This flirht followed a tether flipht test progran ir.

vliich the feasibility of this type of aircraft was proven and the flying

•, ;«llties were generally determined« The platform was found to le contrci-

au> i- hcvering and forward flight in calm air bu*. control in gusty winds

was very difficult; the platform was considered unsafe icr free-flirht and

additional study of this problem was reconrended. Reference (d) presents

further details of the Phase I program.

Phase II was initiated on IS' March 1955 to improve the flipht chara:ter-

I3ti*i and safety of the platform. A test program was conductea in wnich

quartitaxive data was obtainea relative tc pitching moment, lift, drag,

thrust, propeller speed, engine speed, anu duct pressure distribution as a

fane-ion of vr.rious angles of tilt and forward speed. The platform was

redesigned t: emplcy a coaxial gear box propeller drive to prcvide balanced

tc.r^ue for both engines or only one engine operating so that yaw control

would be better in free-flight and so that a safe emergency landing ccul.d

be made from lew altitude in the event of a single engine failureo Thi%

redesigned machine was designated Model 1031~A and is shown in free-flight

m Appendix 11» Tether flight tests were conducted to obtain qualitative

data relative to general mechanical performance, thrust versus forward

speed and altitude,, steady and transient pitching moments, pilot control

capabilities In pitch and roll;, maximum forward speed, and effect on

pitching moment characteristics of increased inertia« free-flight tests

CONFIDENTIAL E-I2(C)

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• ^y i' U/3g/56 HILLER HELICOPTERS

PHASE HI AlitbORVB PSRSOKKSI. PLATFOKM COTiTRACT Nonr 13^7(00)

•*af ■■

-"••' aoji-* mtmom' MO 56»1.10

CONFIDENTIAL

wer« conuucted to permit pilot appraisal of performance and flifht cnaracter-

istics witnout the llrdtations Ijnpoaed by the tetner test equipment« Phase

II work resulted in a quantitative understandinr of the forces ana momsnts

acting on the platform in forward flight with a recommendation for stability

analyse? and tests. Kree-flirhts demonstrated that the platform was very

easily controlled in noverinr, forward, sidewara, and coordinated turn

maneuvers in calm air. It was recommended that the platform stability

characteristics be thoroughly studied supported by a flirht test propram

and that studies be made of netnous of providinp the pilot with a boost

control system since pitcning moment control was shown to be marginal at

higher forward speeds. It was further recommended that additional research

be conducted to investirate the influence of various duct shapes on perfcrm-

ance. Reference (e) presents further details of the Phase II program.

This report presents the scope, objective, results, conclusions and rncommend-

atior.s of the Phase III prorram in the following sections.


- - — -

MILLER HELICOPTERS c.c..., i • ■• SUMWÜÜf RSPORT

- -fHASB III ÄIKBOR?^ PSHSa^BL PU7rt)RM •••••*•• I JOKTRACT Konr 135?(00)

moan, 1031^ . ■ (»OVTNO 56-110

CONFIDENTIAL

PHASE III PHOGRAH

A. SCOPg ANÜ ObJBCTI'/gS

Phas« III of Contract Konr 1357(00) was initiated in work on

1 February 19^6 in order to provide technical information considered

necessary to the design of a prototype evaluation platfom being

negotiated by Hilier Helicopters with the Bureau of Aeronautics,

Department of the Navy and funded by the Departnent of the Army.

As recommended by Reference (e) at the conclusion of tne Phase II

program and as authorized by Contract Nonr 1357(00), the following

items of work were initially scneduied under Phase III:

Truck Tests

a« Measure power requirementr: in forward flifht.

b. Measure vane control system effectiveness as a 1 unction of

attitude and forward speed»

:. Aerodynamic flow investipationss

■].) Complete pressure distribution measurement.

2) Check on propeller design,

3) Determine lift distribution between propellers and duct.

h) Study effect of boundary layer control and methods of

duct pressure distribution control.

Flight Tests - Compare manual versus boosted controls.

Reports - Performance, control, forces, and aerodynamic improvements

possible for ducted fans.


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t:..••;. Uasain ,.,. 30/5^ HILLER MELICOPTERS •*Of

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.-'-....

'"" SUKKAHY HUWr PHASiJ III AIRbO»^ RihSOMSL PUT ZOWHhZT Norr 13$7(00)

,owt 1031»A

CONFIDENTIAL

Initial work was perfomod to prijpar» the tmck teat bed Tor tne

acr.eduied teats and concurrently tether flirht tests were ccj.avct-j

witrf» controlabie duct outlet nounted vanus described ir» a :oLlcwiii{:

section oi tils report« Klirnl tests were initlatja at tr. • earliort

possibld date because ol* tnia Contractor's ncnc^.n about the rust

sensitivity ;naracteristics cf i:.B Mcdei lOjl-A Airborne Platform.

Klifht tfsts ol* the duct mount-J otitl*«, .'a* control system proved

unsatisfactory ana tne Coritractor proposed a revision ol' the Phase lil

fropram to provide for concentra.'jd effort directed toward tne improve-

ment of stability and control characteristics« Although the proposed

revised program ciia not provide T.J quantitative data relative to rKwer

requirements in forward i'lipht, lift distribution between propeller and

«.i'::.t, ar:c nore complete pr-ösure distribution data originally soupht,

it was proposed in tne t^iief that successful solution of the statiijty

•u.'l control oroDlem was runaar.ental to the success of arv future airborne

platforms« Accordingly, u.-. followinr work was programmed under Cor,tract

Non- l.;:/'(00)J Phase III, as revised:

1« Compute power requirements in forward flight.

2. Install vane control system and evaluate control effectiveness

as a function of attitude and forward speed.

3« Modify twc existing engines and purchase an additional modified

engine for use as a spare.


I- •••-I MIC

■CH. D»88l.i |11/30A6_ e«fc«io

MILLER HELICOPTERS

II HI . ...wt SUWARY RKPOHT ..o.., I»HAS2 III AIRBORKB PBRSOhm PUTFORK . -—

CONTRACT Konr 1357(00) I •.•P.»-O 56-IIO

CONFIDENTIAL

**• Aerodynamic flow ir.vtffUtfationst

a« Make prsftsure uistribution neamirefncmts«

b. Study outlet valo^lty dlstributior. anü check propeller aesign«

c. Study effect cf louidan- layer control and methods of duct

prusaure diatrlbut.un control«

d# Compare menuai versus boosted controls,

e« iteports on or-ri'onnar.ce, control forces, and aerodynardc

improvement«» on r.urteJ fans»

5« Conduct tethered fllriit testy of f^To-controlleu stabilizer vanes

to determine and to develop proper linkage ratios, pyro damping,

numbtir and size of vanes required, and optimum center-of-gravity

elevation to be used In combination with the vanes in both calm

air and ,nisty wind conuitions.

6# Continued analyses of stability and control characteristics to

investigate stability in forward flirht at relatively high speeds,

7. Free-flight tests with tno best stability and control factors

developed under triis program. Tests will include low altitude

'.'lifhts to maxirniun forward speed as united either by psycnological

factors or by atability and control characleristics« These tests

will also include rearward and sideward flights, quick stops,

and banked turn maneuverso

A detailed discussion of tiie program accomplishments and work performed

under Phase III is presented in following sections of this report«

CONFIDENTIAL E~12(C)

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MILLER MELICOPTCRS SLWAiiV hKPOKT

PHASE III AIAdQRNK PSRSONKEL PUTFONMf

COWTRACT Nonr lJ$7(öO)

»AS* a MOOfi 1031-A

^ilC

CONFIDENTIAL B. STABILITY AIU CONTROL

Stability and control of the Model 1031-A airborne personnel platfom

was improved narkedty for both hoverinf and forward flignt conditions by

raising the vertical center-of-gravity and adding a gyro-paddle stabil-

iser system* Dynamic stability in hoverinf and slow speed flirht was

improved to such a degree tnat such flights were performed in calm air

and in gusts to $ miles per hour velocity with equal ease» Forward free

-flights at a speed of 16 miles per hour were conducted in calm air and

In gusts to f) miles r>er hour with some pitchinf: up of the platform

evident at this speed when the machine was hit by a gust; nowever, the

pitching rate for this condition was reduced considerably compared to

the basic platform at the end of Phase II. A fraximum forward speed of

20 miles per hour was attained during free-flight in calm air with the

Model 1031-A in its final test configuration ir.cludinf a gyro-paddle

stabilizer system in combination with a raised vertical center-of-gravity.

Figures 1 and 2 show the platform as finally tested in free-flight.

The final configuration 01' the Model 1031-A was arrived at as the

result of analytical and design studies and development testinc« Test

investifations included duct outlet vanes, raised vertical center-of

-gravity locationj, de-coupling of pitch and roll, and a gyro-paddle

stabilizer system as means of stabilizing and controlling; the platform.

Details of the work performed ana the results obtained under this section

in satisfaction cf items 25 ijd, $, 6, and 7 of Annex A to the subject

contract follows:

CONFIDENTIAL E-1Z(C)

t

C*H* Osssln <••«

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U/30/56 I Vifif

WAS

MILLER HELICOPTERS SWAM RSPORT

SE III AIRBORNE PERSONHEL PUTrOHK COWTRACT Nonr 1357(00)

••o«

-c... ioji^

56-no

CONFIDENTIAL

1. Analytical Studie«

The dynamic equations of motion for the hovering condition of the air-

borne platform were derived for the pilot fixed condition and showed

that motions described by the platform's forward displacement are

coupled with the pitching angular displacement. An identical set of

two equations described the sidewards velocity and the rolling angular

displacement* Analysis showed that for the airborne platform, symmetri-

cal in all aspects except for the product of inertia about the vertical

axis, the above four degrees of motion were coupled« It was also shown

that this inertia coupling is unstable since the separate motions in

the pitch and roll planes are identical because of syrr.etry.

The coupling of pitch and roll through the product of inertia about the

vertical axis is shown in Fifrure 10. Since the platform engines are

actually located off the pitch and roll axes, any acceleration about

tho pitch axis y-y will induce inertia force? that will cause moments

about the roll axis x-x . The platform as a free body in space will

tend to pitch about its minimum moment of inertia axis which is located

on a line through both engines.

A two degree of freedom hovering analysis (angular displacement ( Ö ),

fcrward velocity ( n ) ) was made to show the stability variation with

vertical center-of-gravity location. This analysis neglected the change

in fore and aft force set up by a unit change in angular ptiching velocity

( Xn ) and indicated that the platform was very sensitive to vertical


I' I

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MILLER HELICOPTERS

PKASK III AIRBORNE PERSOK^L PUTfXXRK CONTRACT Nonr 1357(00)

iP. MOM» 10J)1.A

56-110

CONFIDENTIAL

center-of-grtvlty location* The platfom was shown to be sUblo for

a very small range of positive M^s near zero (M^ ■ change in net

moment about the center-of-gravity incurred by a unit change in forward

velocity) and unstable for all negative N^'s« By varying the vertical

center-of-gravity elevation! N „ can be made positive, zero, or negative

A two degree of freedom analysis considering the previously neglected

fore and aft force ( Xq ) showed that the platform could be made stable

at all center-of-gravity locations if it could be designed such that

X ♦ J2L u —V -■5- Practically, this relationship could be attained by mounting a vane on

a boom below the center-of-gravity and in the duct outlet airstream»

A preliminary invest!gation was made of the pilot's floor mounted on

springs. It was supposed that such a system would produce uninitiated

motion of the pilot relative to the platform and so achieve a certain

amount of stability. This did not prove to be the case and it was

concluded that this system held no promise for improving platform

stability»

Two free pivoted, air damped, gyro-bars, similar to the Hiller servo

rotor, were studied. These devices were used to sense the pitching and

rolling angular velocities and to control vanes located at the platform


• t • <«

iHt Oopfiifl , UiO0/!'^ MILLER HELICOPTERS e«f«««o SIWURY .REPORT

fHASE III AIKBORK2 PBRSONNEL PUTrOfiM CONTRACT Kanr 1357(00)

»AOf u " •■■« 1031»A •t»e»t NO c;6»110

CONFIDENTIAL

duct outlet to correct the eeneed notions* The syetem acts as a lag

rate autopilot giving signals whose components are proportional to

displacensnt and rate of change of displacement.

It was found that the gyro-bar stabiliser system would always stabilize

a system whose unstable characteristics were of an oscillatory divergent

type. However, if the vehicle were unstable in a non-oscillatory

(aperiodic) manner, the gyro-paddle would not make the vehicle stable*

This is described physically by recognizing that the gyro-paddle senses

rate of chanpe of motion and in the case of aperiodic motion, the rate

is continuously increasing with time and the gyro-paddle does not catch

up. ?or the oscillatory divergent case, the rate varies between plus

and minus values, passing through zero, and the gyro-paddle can achieve

the necessary stability.

The Model 1031-A airborne platform even with the gyro-paddle stabilizer

device can be unstable for two different conditions. If the vertical

center-of-nravity is elevated such that M^ is necative (H > 35«20

ir.c.he^, H ■ eg» heinht above duct outlet) the platform will not be

stabilized in hoverinc and its motion is aperiodically divergent. If

the vertical center-of-gi avity is located such that H B 3h»0 inches

(such that MM is positive for hovering and platform will be stable

in hovering) the forward speed cannot exceed 18.3 miles per hour or the

motion will become aperiodically divergent.

A coupled pitch and roll analysis of the platform with the gyro-bars


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MILLER HELICOPTERS simnr RüPOKT

PHASE III AIWORIß PBRSOKHSL PLATrOHK COWTRACT Nonr 1357(00)

»ARf 12 «iO..

• C»0«* MO -'»^111

CONFIDENTIAL

i i

instdled and considered as a syranetrical system, showed the syntom

ur.stable, Ttie phenomena is best described as being similar to the

product of inertia effect where the identical motions are coupled through

tne quantity (inertia). The gyro-paddles couple the syrmetrical pitch

and roll motions of the stabiliser vanes to make the symnetricai system

unstable. This theoretical instability can be avoided by making the

linkage ratio in roll different from that in pitch.

It must be remembered that all of the stability analyses conducted

tc date considered the pilot fixed und in no instance were the actions

of the human autopilot evaluated«

Reference (g) and (h) present platform stability analyses in further

detail«

Tests

a« Duct Outlet Vanes

During 22 March through 2 April 1956, tether flifht test.? were

conducted with duct outlet control vanes actuated by two different

metnods; one a tilting pilot floor and ring, the other a fixed

flcor and tilting ring«

Since past flight experience with the airborne platform showed it

to be sensitive to gusts and since otherwise the machine was found

to be easily controllable, the gust sensitivity ana control problem,

was given first attention in the Phase III program.


'

■..-•

110 .

I

3*H« Jessu. cxfcato

MILLER HELICOPTERS SUMMARK KiPOKT

PHASE III AIHUORKS PSHSOIIKEL PUTrOW Ca.TRACT Nonr 13^7(00)

»Alt*

U- -o••4 :C3I-A

•i»H«fMo ^e-UC

CONFIDENTIAL

1) Design - A sinpl« syjtem of vane control was designed for the

purpose of providing a control boost system as well as a system

of pist control which atill preserved the basic concept of

kinesthetic control by instinctive actions and reactions by the

operator« Only longitudinal control was provided by tnis iy9t'«m

because of the power limitations of the platform, the weight of

the control system, and thrust iossos predicted by duct exit

'.lockage* This system was designeo so that as the pilot leaned

Torward., the trailing edge of the duct outlet mounted control

vanes tilted forward producinp a lift vector acting at the

rer.ter of pressure of the vanes and curetted aft to produce a

forward pitching r.oment about the platform center-of-gravity,

It was hypothesized that in the case of a sudden horizontal

gust acting on the machine, the machine would pitch in response

to the gust causing machine notion relative to tne pilot, and

pilot1s floor and thus produce vane control motion resulting

in a restorinp moment*

Figure 3 shows seven (7) control vanes symmetrically mounted at

the bottom of the auct, and supported at each end by self

-aligning bearings. All vanes were interconnected by Link-, at

the center of the duct such that control input motion at the

control horn, shown in Figure iij was transmitted equally to all

vanes« Vane control actuation was provrdod by means of a bungee


/

j

I

• . 0*1* »••#«•10

tC. HtPfggtn , iV3QM •••■••■0

MILLER HELICOPTERS »••it

"•" SUMMARY REPORT ftiASB III AIRBORNE PERSONNEL PLATFORM

OOKTRACT Nonr 1357(00)

MPOfi iO.li-A

•••»•'-» $6-U0

CONFIDENTIAL

re8trtln«df tilting pilot floor and ring assembly as shown

In ftguro 5* The pilot's safety rine was attached to the pilot's

floor which was mounted on a uniball bearing pivot attached to

the basic structure by means of a sheet metal support enclosing

the upper part of the gear box* The tilting floor assembly was

restrained by means of landing gear shock cords attached at four

comers with provisions for varying the stiffness of this bungee

system. A control arm was provided, attached to the tilting

floor and projecting forward and attached to the input side of

a flexible pusn-pull cable* A mechanical stop was employed to

limit the floor tilt to 10 degrees maximum angle*

2) Tether Tests - Twenty-eight (28) tether flights were made with

this system with various combinations of bungee stiffness,

linkage ratio, and numbers of vanes* Tests were initiated usinp

seven outlet vanes and were concluded with only the two most aft

vanes in operation* Flights were conducted within-ground-effect

in both calm air and gusty winds. Generally, the flipht character-

istics of the platform were unsatisfactory with this system,

although, with only two aft vanes installed, for the first lime

hovering flights were made in 20 miles per hour winds with

approximately 5 miles per hour gusts» Pilot control effort was

noticeably less for the two vane system than for the machine

without vanes. To varying degrees, depending on the number

CONFIDENTIAL E-IZ(C) I

!■

»AMI »«•e

e~te*to

CH, nîun . • HILLER MCLICOPTCRS ••»« SUMHAh- HWOW

. PHASE III AXKBORNB PShSONNSL PUTFOW CONTKACT Nonr 1357(00)

••s< K •• • iQjl-A ■*»e«* NO 56-i:i

CONFIDENTIAL

of vanes and to a lesser degree for the two vane system, over

controlling and lack of orienting feel was a coanon pilot

:omplaint* These poor flight characteristics were caused by

the platform moving aft Initially in response to the vane motion

followed by a pitching in the direction of applied control«

This aft motion was caused by the unbalanced vane lift force«

In an attempt to Improve pilot feel, the vane control system

was modified such that the pilot's floor was fixed and the

safety ring was moveable« This control is snown in Figure 6 and

was used to actuate Just two, aft located, duct outict vanes

as shown in figure 7« Hovering and forward flights were conducted

in calm air and in winds up to 20 miles per hour velocity« The

platform was controlable at all times with most of the pitching

moment control being provided by the vanes, the pilot remaining

substantially fixed relative to the floor« The pilot's feet

and ankles tired rapidly and control was criticized as being far

from instinctive after performing 12 flifrhts to âin complete

familiarization«

For both vane control systems, the angle of tilt of the duct

was greater for a given forward speed than for the machine without

the duct outlet vaaes« Table I of Appendix V, presents a

summary log of the-ê tests«


-•»«

I' KAMI

••••*»«o C.H. Dtssin MILLER HELICOPTERS « •■

" '•'" sumua RKPOHT

PHASB HI AUibORKB PBRSONNEL PUTi-tXtH CONTRACT Nonr 1357(00)

•Amt u MOM t iQJW ••»e«>Ho 5^.U£

CONFIDENTIAL

As the result of tnls investigation, It was concluded tnat the

fixed-floor tilting ring vane control system produced the best

control experienced with the platform under wind and gust

conditions to date (2 April 1956) but that pilot conuort and

instinct were severely compromised»

b« Vertical Center-OfGravity Location

Following the generally unsatisfactory tests of the duct outlet

control system, an analytical Investigation was made of the forces

acting on the platform in flight and their effect on stability and

control« As the result of these studies, tether tests were conducted

to check the effect of various vertical center-of-gravity positions

on stability and control characteristics«

The controlled duct outlet vanes were abandoned entirely based on

exajnination of the force system produced by these vanes as applied

to the Model 1031-A airborne platform (see Section C, Part 1) ana

in view of the improvements promised by raising the center-of-gravity.

Analytically, it was predicted that by proper vertical center-of

-gravity location, neutral stability and reduced pilot control effort

would be realized for hovering and slow speed forward flight« These

predictions were substantiated by the tether tests discussed herein«

Reference (g) presents an analysis of vertical center-of-gravity

position effect on stability and control characteristics.


■•• ■««

• c BZTi ••«»••to

Cn«C*tO

S*.JäB*irt fU/J|p/?6? MILLER HELICOPTERS 17 ",w SUMMAiW RBPOKT PHASE III AIRBORNE PBhSOIftSL PUTrt)RM

CONTRACT Now 13?7(CO)

MOOft 3.031«l

;'.-il..

CONFIDENTIAL

1) D>8lgn - Modifications ware mad« to the pUtfor» to permit

incronental raising of the pilot's floor and the gross weight

canter-of-gravity for ths pilot fixed condition. Raising the

pilot was the obvious expedient method of raising the center-of

-gravity since the engines represent the only other items of

large mass and could not be raised without the additional compli-

cation of a cooling system« Adjustable floor height provisions

were simply made by fabricating several sets of telescoping tube

supports with holes drilled through and fastened with bolts at

the desired tube length*

The tether test rig was rebuilt to provide greater overhead

clearance beneath the tether cable as required to accommodate

the increased overall height of the piloted platform* Details of

tnis modification are presented in Appendix III*

2) Tether Tests - Tests were conducted to determine the vertical

center-of-gravity location that would produce neutral stability

for the Model 1031-A platform.

In order to determine the effect on center-of-gravity position

on dynamic stability, the platform was hovered on the tether rig

and externally forced to pitch while the pilot remained fixed.

The nose of the platform was forced down and the platform

permitted to oscillate freely with the pilot fixed until the


•• •-«

Z.H. btiBsin fl/WM MILLER HELICOPTERS :•

C~f ct..

• •»••o.« ..

SUJf'ARY REHOkT WASB ill AIKßORNE P2HS0K?J£L PUTfORH

CONTRACT Norir 1357(00)

**«ie«i ÜJjXrL

••»e»f MO 56••110

CONFIDENTIAL

oscillation became imcomforubly sever«. The amplitude ana

time history of the oscillations were observed and recorded on

film» from projections of the film, at the same speed at which

the filn was exposed, tne amplitude and period of the oscillations

were measured tc check propress« Durinr these tests, the pilot

floor height was raised from the original design level cf IP«75

Inches to a maximum elevation of 12.75 Inches above the duct

outlet (total floor raise ■ 21 inches). The corresponding

vertical center-of-gravity movement was from 30.50 inches to

39.25 inches above the duct outlet (total e.g. raise • 8.75 inches]

For every one (1) inch increase in floor height, the vertical

center-of-gravity movement was .32 Inches for a 175 pound pilot,

figure 8 shows the platform rigged for tests with the hiphest

center-of-gravity location. Table II, of Appendix V, presents

a s,iinmary log of these tests.

These tests clearly showed an increase in the period of oscilla-

tion and a reduction in the amplitude as the center-el-gravity

was raised. Figure 9 presents a time history of the free

oscillation for two different vertical center-of-graviöy locations

and clearly shows the effect of raising the center-of-gravity.

These curves show, for a h»2 inch difference in vertical center

-of-gravity location, a ii second difference in period.

Tethered forward flights were conducted for various vertical


■••

I'

I •■•-• "••»

eocexo

• • > -'. 11/30/56 MILLER rIELICOPTERS I »nw SWfJIRy REPORT

-PHASE III AIRBORNE PERSONNEL PUTfORM • CONTRACT Now 1357(00)

**Of .'

MOMi

^.:

CONFIDENTIAL

c«nt«r-of-gravity locations to obtain pilot1 a connants ralative

to flight charactarlatica* Both pilots fait that the platfom

was aaaiar to control at all higher center-of-gravity elevations

except the maxiinun which was fl»75 inches above the design level«

The pilots commented that the platform seemed difficult to

recover fron tilt at forward speed at the 6*75 center-of-gravity

raised position, but seemed satisfied when flying at a center

-of-gravity located at only »6^ inches lower« These comments

indicated that the analytically predicted center-of-gravity

location had been closely approached at which the aperiodic

motion becomes divergent and no further center-of-gravity

elevations were tested*

Hovering and forward flights to speeds up to 18 miles per hour

were conducted in calm air ana winds up to 15 miles per hour

with 5 miles per hour gusts successfully for the center-of-gravity

vertical elevation at 5«76 inches to 8.75 inches above the

original design level.

c« De-Coupling of Pitch and Roll

Tne engine installation design of the Model 1031-A platform produces

an unsymmetrical mass distribution freometry resulting in an unbal-

anced product of inertia about the vertical centerline. Figure 10

shows diagrainmaticallyj, the unbalanced mass distribution and engine

installation geometry»

CONFIDENTIAL E-IZ(C)

• ■ I «*•« C,H. üeasln 11/30/56

e-»e«»ii

MILLER HELICOPTERS • . SUM^HY OORT PHAdB III AIÄÖORKS PSR80NNSL PUTPORM

COKTRACT Now 1357(00)

•46 • 20 MOOfi IQJi^

56-110

CONFIDENTIAL

Tether flight tests were conducted early in June, 1956 to confirm

•nelytical predictions thtt pitch end ioll motions could be de-

coupled by making the product of inertia about tne vertical axis

zero« As an expedient metnod of accomplishing this, one weifht was

attached to each of two diagonally opposed landing gear attachment

fittings to offset the unbalance caused by the engine installation

geometry« The location of these weiphts is shown in i'lgure 10«

Teats were run with three different sets of weiphts; one set weighing

3*3 pounds, another set at 3*7 pounds, and the third set at li«!

pounds«

Tethered oscillation tests were conducted and in every case, the

rolling motion was markedly reduced when the platform was excited

to oscillate in pitch« For the 3«7 pound weight, the coupled rolling

with pitching motion was virtually eliminated provir.p the validity

of the analysis and snowing the need to provide a zero product of

inertia about the vertical axis in the design of this type machine.

d« Gyro-Paddle Stabilizer Device

Analysis of stability cnaracteristics showed that the high vertical

center-of-gravity location required for dynamic stability in hovering

and slow speed flight could be reduced by employing a free pivoted,,

air damped, gyro-bar actuating duct outlet mounted vanes» By

providing corrective moments in pitch and roll in proportion to the

angular rate and platform attitude, this device was shown analytically


- ■ I OAK

'■:

CMie«fo

.--- . L . ■

MILLER HELICOPTERS SlW^RY REPORT

•PHAS2 III AIHBORNB PSRSOWJa PLATrORK COWTRACT Nonr 13^7(00)

Moect

CONFIDENTIAL to make the platform dynamically stable in hover and forward flight

by providing system damping inherently lacking in the basi: Model

1031-A confifuration. This lack of damping was attributed to the

»mall rotor diameter, nigh disc loading of 23*3 lb/ft2, and the lew

pltcmnr and rolling moment of inertia of 20 slug feet^ for tne

platform*

A gyrc-paddle stabilizer device was designed and tested in tethered

and free-flights with resulting Improved stability with no sacrifice

-tf controlabillty« Test results agreed almost identically with

theoretical predictions,

1) Design - Desirn parameters were determined as required to

produce a corrective pitching moment of 6»ii ft-lb/depree cf

gyro-paddle tilt in pitch for a two vane control system and a

piatform vertical center-of-gravity location 3i*«5 inches above

the duct outlet (pilot's floor 30 inches above the duct cutlet;

floor raised 11»5 inches above original design elevation)•

Design studies produced a system as shown in Figure 11(a) which

provided for damping in pitch and roll« This system consisted of

two pairs of aerodynamic vanes mounted at the duct outlet. One

pair of vanes was mounted with one vane near the forward edge of

the duct ana the other near the aft edge to provide pitching

moment. The other pair was similarly mounted near each side of

the duct to provide rolling moment« Span of each vane was


•.."« 1*»»

C.H« Desslxt U/30A6 C»tC*tl>

••»»,« MILLER MCLICOPTERS

ms& 111 AIRBORNE PSRSOWKEl PU7FQRH OOWTRACT Nonr 1357(00)

«,>.i« iPil-A ?6-:io

CONFIDENTIAL

iiO inch«», chord 6 Inches, wi*M an are« of 228 square inches

considering « 2 inch spenwise g«p «t the control horn« Actuation

of the v«nes was provided by two freely «nd ind«p«j;d»ntly

pivot 3d gyro-b«rs. Th« gyro-b«rs were designed to nave a polar

moment of inertia of «010 slug ft»? including a small airfoil

shaped paddle mounted at the tip of each bar to provide aero«

dynamic damping of the bar flapping motion*

A simplified swash plate consisting of a standard universal

joint fitted with a transfer assembly provided for the transfer

of tilting motion of the rotating gyro-paddles to the staoillzer

vanes fixed to the duct« Conventional turnbuckle adjustable

links fitted with rod end bearinps linked the gyrc-paddles to

the swash plate (universal joint) assembly* Similar^ but

longer links connected the vane control horn to a post projecting

from the non-rotating portion of the swash plate assembly. This

non-rotating assembly was mounted on a bearing to permit free

rotation of the propeller driven gyro-paddles which were mounted

on an extension of the lower propeller shaft. The linkage ratio

of vane tilt angle to gyro-paddle tilt angle was set up at

•65*1 with provisions in the vane control horn for decreasing or

increasing this ratio.

Figure .11(b) shows the mechanical operation of the system for

the case of the duct pitched down at the nose. The dash lines


*>«••• <»••»

■^ -^ , # J ♦ _ MILLER HELICOPTERS

e..te»f o

«»»■e«fe

«.« SUHKARY REPOKT •PHASE III AIRBORNE P2RS0KNEL PUTFORK

CONTRACT Nonr 1357(oO)

-"••^ 103i-A

•»•0..N0 56-U0

CONFIDENTIAL snow the rel*tive position ol* tne tar and vanes to tne Uuct

and the lift force "L* so produced by the vanee. This lift

force of the vanes produces a danplng moment opposing the

pitching or rolling moment of tne platform«

2) Tether Tests - The pyro-paddle staliliaer system was fatricatad

and tests were initiated on 12 July 1956 with whirl testa of the

gyro-paddles installed on the Model 1031-A platform« No diffi-

culties were encountered ana tether flirhts were initiated on

1$ July 1956 with the complete system installed« A total of

72 tether flights were made in caLn air and gusty winds with

various linkage ratios and two sets of pyro-paddles having

different values of inertia were tested in combination with

various vertical center-of-gravity positions, Oscillonraph

records were made showinr the effective damping in pitch proau:.ed

by the gyro-paddle stabilizer system for forced and free oscil-

lations of the platform with no pilot corrective control by test-

ing for the following conditions;

1« Vanes disconnected - propellers not driven

2, Vanes disconnected - propellers driven to design maxiMim rpm

3« Gyro-paddle system operating - propellers driven to design

maximum rpm

Tether tests were completed on 11 September 19% resulting in

greatly increased ho -ering stability and reduction of gust

CONFIDENTIAL E -12(C)

•■»-« •>«•(

J^maiüL 21/Jii/Stu ZU c«ie«(o

MILLER HELICOPTERS

-l'HASS HI AIHBOWIS PäHS(I.»:EL PUTrORK [ COhTRACT Konr 13^7(OU) , «„o,^o^<>uo

-00,t :o31-A

CONFIDENTIAL sensitivity ox* the platfor« in hover anü forwmi Tl

First tether tests of the cyro-paddle sy-ter. snoweu very little

notion of the vanes for both slow and rapia rates of pitcn anu/or

roll. Qianclng the linka-e ratio from »6511 to l.Chl ratio

produced no apparent ir.provement wiüch led to an I'^estigation

of the system friction losses and pyro-padale inertia. A com-

ponent by component check of tne s; Hter. disclosed very nigh

friction in the assembly consistinf of tho universal joints, n;/ro

-paddles, ana links between these components. The needle bearing

cups of the universal Joint were adjusted axially for each joint

axis ana friction in the universal joint was greatly reduced»

One link of each set of two links from each ^yrc-paddle to the

swash plate was modified to allow one roa end bearinf to float

axially. Thus all control motions and londs were transmitteo by

one link per f^/ro-paddle and the other link of each per uerveu

only to maintain static balance. All rod end bennnrs ana

universal joint bearings were oil lubricated ana overall sy^teT

friction was greatly reduced, r'ollowinf tests of the system

snowed increased vane motion but the motion was not in agreement

with the 1?1 linkare ratio used. Additional observation dis-

closed deflection of the vanes at the center span point due to

control load applied at the pitch horru A local support was

fabricated and installed and subsoqv.ent tests proved Lhe stabil-

izer system to be operating satisfactorily.


■ > «♦•« •■•**«te

e»ie*(o

•H. ^aut n/jo/S6i HILLER HELICOPTERS »*<.* ^r

I ,••t, SlWUitY RBPOKT HPHASe III AIKBORNE P^liBONNSi PUTFORM COKTRACT Wow 13^7(00)

MOOfi iÖJl-A.

•tP0«f.o 56-110

CONFIDENTIAL

In order to investigate various combinations of gyro-paddle

inertia and vertical center-of-gravity position after vane

notion was determined to be satisfactory, the followinp tests

were programed for tether flight?

Oyro-Paddle Inertia (slug-ft2)

Vertical eg» (inches above duct outlet)

Pilot's Floor (inches above duct outlet)

I. •010 38^0 liO.75

2. (no paddles) .016 38.50 liO.75

3. •016 33.50 ^•75

iu None (vanes locked) 38.50 1*0.75

5. .010 37.00 36.75

6. .016 37.00 36.75

7- None (vanes locked) 37^00 36.75

r. .010 314.70 30.75

9. .016 31.70 30.75

Each combination of parameters was tested in tether flirht to

obtain a qualitative evaluation based on pilot comments and

observed changes in free oscillation period and amplitude.

Oscillograph records were made of forced and free oscillations

of the platform without the stabilizer system both without engines

running and with engines running to determine the influence of

rotor damping on pitching oscillationso Records were also made

with the engine running and with the gyro-paddle system operating


"•»

•••»••to C.H. Datslji n/y>/56 HILLER HELICOPTERS e~ie»io

• T"'" SWfüÜör REPORT

PHASE III AIRBORNE PERSONNEL PLATFOhH CONTRACT Nonr 1357(00)

••a i 26

Mooet 1031^

•••«'•"•«» 56-110

CONFIDENTIAL

1

1:

to determine its effect on damping in pitch«

Figure 12 shove the test set up on the static test stand for

the forced and free oscillation tests* rl^ure 13 snows the

installation of a potentiometer fen* measuring angle of tilt of

tne duct« Figure lli shows the installation of a potentiometer

for measuring angle of tilt of the pitching vanes relative to

the duct« Similarly, a potentiometer was mounted on one of the

two roll vanes«

Tests on the static stand were conducted by forcing the platform

through an angle of ±20 degrees at various angular velocities«

Oscillograph traces were checked to observe the phasing of vane

tilt angle and platform tilt angle in order to determine the

function and response of the gyro-paddle stabilizer system.

Figures 15(a), (b), and (c) show oscilloRraph traces for the

free oscillation of the platform with no power and with nc vaney.

Amplitude of tilt angle of platform versus time is presented

covering an elapsed period of time of 31»l5 seconds^ These

Curves are also indicative of the oscillation amplitude and time

history for the platform with power on and with no vanes which

clearly confirms the lack of damping. Figures 16(a), (b), and

(c) present a time history of amplitude of oscillation of

platform for power on and no vanes. Figure 17 shows the time

history of amplitude of oscillation of the platform for power


• • ■ ».♦<«

CMfOCO

«»»•ovce

C.H. P»g^ 1I/30A6 tuvf

MILLER HELICOPTERS SUHKm REPORT

-PHASB III /UKBORNB PKK30m;SL PUTTORM CONTRACT Now 13^7(00)

»«Of II MOOfi 10 V

• (•«•.NO 56-110

CONFIDENTIAL

!l

on and vanes ope rat inf. It Is clearly shown that the plaUom

oscillation is almost completely damped in 2 cycles* Because

of system friction, the gyro-paddle stabilizer is relatively

insensitive to low angular velocities as evidenced by the fact

that the platform oscillations are highly divergent for large

angular velocities, as shown in Figure 17 for the first two

cycles, and neutrally stable for low angular velocities, as

shown in the third cycle.

Tether stand tests were conducted with the pivot point for all

oscillations being the tether cable« These tests were conducted

in order to obtain oscillograph traces for a longer period of

oscillation in order that the vane phase angle and response

could be determined for a period of oscillation substantially the

same as the natural period of the platform as flown without, the

gyro-paddle stabilizer system« Figure 18 shows this test set

up. These test results showed substantially the same vane-duct

tilt phase relationship as obtained for the faster period oscilla-

tions and confirmed the low damping characteristics of the plat-

form without the vane system«

The final best configuration of the platform at the conclusion

of these tests was as shown in Figure 19« Significant parameters

are as follows?

CONFIDENTIAL E-I2(C) /

• c

•••»«•to .CiHa Jkatihi ll/iDA^ . >:

«MftftfO

MILLER MEL1COPTERS f"k« SUmSQ hKPOJff

WASB III AIRiiOH.VK PbitSOt.-Via PUTTORK f- -ü^i^ CONTRACT Nonr 1357(00) [ *fo«...o ^^p

CONFIDENTIAL

Cent«r-of-grftvity •lavation

Pilot»a floor elevation

Increased e.g. elevation compared to original design

Increased floor elevation compared to original design

Gyro-paddle polar moment of inertia

Linkage ratio (vane angle to gyro-paddle flapping angle)

3li«7!> inches above duct outlet

j0.7!> inches above duct outlet

li*00 inches

12 inches

.010 slug-ft2

1.25tl

Altho'agh pilots preferred the easier control of platform at higher

i'loor elevations up to 2h inches above original design level,

psychological factors in forward flipht produced a strong prefer-

ence for the lower floor elevation as finally determined above«

During the tether tests, hovering and forward flipits were made

in calm air and winds of IS miles per nour maximum velocity with

? miles per hour frusts. A maximum forward speed of 18 miles per

hour was recorded. For all configuratjens tested usinp; the

].»258l linkage ratio, the platform was easily controlled and

displayed good dynamic stability, Flipnt characteristics seemed

little cnanged by changes in vertical center-or-gravity location

within the limits tested.

Table III, Appendix V, presents a summary log of these tents.

CONFIDENTIAL E-t2(C)

- ■ <

C.H. Üeasln n/30A6 e-te*to

MILLER HELICOPTERS f.fi.f st^-;. RBPQRT

•FHASB III AIRBORNE PSRSOt.m PUTFORM CONTRACT Nonp 1357(00) «(»oat MO^O^XXO

CONFIDENTIAL

3) ftree^Fllfht Tests - ftree-fllfhi tests were Initiated ax

12 September 1956 and were conducted to oonflrn the findtn^s of

the tether test program without the encumbrances of the tether

rig« Hovering, forward, rearward, sideward, and quick stop

maneuvers were performed at low altitude« Rotation about the yaw

axis wnile flyinf: forward, and coordinated ■S" turn maneuvers

wero executed« All maneuvers were conducted in both calr. air and

In winds of 1$ miles per hour maximum velocity with $ miles per

nour gusts« For all flight maneuvers and conditions, stability

was very rooa and control was remarkably easy up to the maximum

sustained forward speed of 16 miles per hour tested« Maximum

altitude attained was 12 feet in hover and S feet in forward

flight as limited by available power at a pross weight of $0$

pounds which represented a 32 pound overweight condition of the

platform. A total of 21 flirhts were made for a total of two (2)

hours, seven (?) minutes free-flifht time«

These free-flinhts were conducted at the end of the Phase III

program ana were concluded with flifht demonstrations at the

Contractor's facility for representatives of both the Office of

Naval Research, Department of the Navy, and the Office, Chief of

Research and Development, Department of the Army« Representatives

of both these agencies flew the platform on the tether rig with

notable ease in both calm air, in 5 miles per hour fusts and in

winds up to 13' miles per hour velocity«


I' •.»"« CMUt

ICH.IkMin MWK, CMMUO f.lVf

MILLER HELICOPTERS SWWUn HEPORT

t -PHASE III AUIBORNE PERSOhm PUTPORK OOWTHATT Nonr 1357(00)

»«&( J--

Moe.. iojx^

56.UO

CONFIDENTIAL The freo-fllfht prorran duplicated the tether test evaluation of

flight characteristics for various combinations of gyro-paddle

inertia and vertical center-of-gravlty location. As the result

of these tests, the preferred configuration was the sar.e as

selected by tether tests of Part 2 of t^is section except that the

heavier gyro-paddle (»016 slug-ft.?) was selected.

The platform was easily controlable at all times and exhltited

no instability for all maneuvers and at all speeds tested. Two

of the Contractor's test pilots flew all the maneuvers and it is

indicative of the relative simplicity of the control of this

machine to note thnt one of the pilots accumulated all of his

total tine of Ij8 mijiutes free-flirht experience di:ring this test

program with a background of a total of h aours, a minutes tether

flight time of which 1 hour, 37 minutes was training time. Appen-

dia VI presents a summary log of the traininr prorram for the

;iew pilot.

Sustained forward speed was limited to 16 miles per hour because

of the occurrence of a random, intermittent, pitching-up of the

nose in the speed ran^e of from 12 - 16 miles per hour and

because of power limitations of the platform in its overweight

condition. The pitching-up at the nose was of noticeably lower

amplitude and rate than was experienced for the basic Model 1031-A

as tested under the Phase II program. (See Figure A,II-1, Appen-

dix II). It was generally believed that this disturbance was


• ■

MILLER HELICOPTERS •••^ SWrÂKV R2P0HT PHASE III AIBÖORKS PäHSOin^L PUTrX>l<K

COKTRACT Nonr 13^7(00)

JL —•" 1031.4

CONFIDENTIAL caused by turbulent air generated beneath the platform In flight

at the low altitudes (1-5 feet) necessitated by power lirvitt-

tions. The rando« nature of these oscillations strongly supports

this opinion* Power limitations nade it Impossible to co.viuct

forward flipht tests out-of-fround effect (approximately 2 rotor

diameters for platform - 10 feet)« A hover altitude of 15 feet

was attained in one flirnt for a few seconds but only because of

the low early mominr ambient air temperature and the initial

airier power produced by the 2 cycle engines while still warming

up« Normally, all flights were at maximum power settings while

hovering at 8 feet altitude and as the platform was tilted for-

ward to fly forward, it spilled some of the fround cushion and

settled to within 5 feet of the ground«

Table IV presents a summary log of total log of airframe and

ennine hours to the end of Phase III«

Table V, Appendix V, presents a summary lor of these tests,

îjûre 1 and 2 show the final confinuration of the Model iö31-A

as tested under this program«

C« METHODS OF CONTROL

The basic forces acting on the platform to produce pitching monent were

analysed and several methods of controlling pitching moment were studied.

This work was performed in order to determine a suitable means of reducing


•.»-« OAlf

Iki««in-..14/y/g6, CMfeafo

nihf

MILLER HELICOPTERS SIWAHY S'£POflT

'PHASE III AIRBORNE PSRSaiKEL PUT«)RH COKTRACT Norvr 1357(00)

»•i.f

Moett - lOjl-A

•-..

CONFIDENTIAL

pltchlDi» nonents of the» platform and to provide tno pilot with a control

power boost system«

Phase II truck test data (Reference (f) ) ana flight experience snowed that

tns nose-up pitching moment of the platform increased with forward speed and

was accompanied by a narrowing of the positive margin of control available

t? the pilot by pure kinesthetic means« Figure 20 presents this curve for

the Mooel 1031 platform as tested under Phase II« In light of these data and

in anticipation of a possible increase in pitching moment versus forward

speed lor tne evaluation platforms (Model 1031-B) being negotiated under

Reference (i), these studies were made in an effort to insure that subsequent

personnel platforms of larger size could be controlable by kinesthetic

con+rol, aerodynamic controls, or a combination of both«

Two methods of reducing pitchinr moment were given a preliminary study« One

system employed a ventilated forward and aft duct inlet lip with the forward

and aft vents interconnected by a plenum chamber. This system was proposed

to use the differential pressure between the forward and aft duct lips to

provide boundary layer control reducing lift on the forward lip and increas-

ing lift on the aft lip, thereby reducing the differential lift between these

two lip areas and reducing the nose-up pitching moment without an appreciable

eifect on net thrust. Based on a qualitative preliminary analysis, it wa;?

concluded that the amount of pressure available by this means was insufficient

to provide the necessary boundary layer control and that a power driven

suction pump would be required«


•.»-I a*if

» ■U/30/g6)

e«te«»o

*»»ae«fo

MILLER MtLICOPTERS

1 PHASE III AIHbORNE PiHSOlilZl PUTrX) CO.TRACT liorvr 13^7(00)

: jy mon> I031-A

CONFIDENTIAL

:■

The second system of pitchinf moment control proposed was based on reducing

propeller tif losses by control of the boundary layer at tne propeller tips«

By thtls means, It was believed possible to produce a cyclic lii't on the

propeller wuich could be used to reduce or increase pitching moment« This

system was riven only a cursory examination because of the limitations of

tine and money and the priority assigned to work on stability«

It was generally concluded that boundary layer control system studies should

be given nreiter er.phasis only if other simpler means of pitchinp moment

control are not realized«

Trjree methods of pitching moment control for the pilot by other than

kinesthetic means were investigated«

A duct outlet mounted vane control system was analyzed followir.f: tests

described un-.er Section B, Part 2a. It was concluded that this system

lesigT'ed as the sole means of control was unsatisfactory because o;' frie ur.-

balanceci drag force produced by vane lift and the associated increase in

p.'.ätforrü tilt anjle for a given forward speed«

A duct inlet mounted vane system was studied which provided for the differen-

tial operation of vanes mounted above the fore and aft duct lip regions in

such a way that the lift on these vanes could be used to produce pitching

mcnient in the desired directiont Analyzed as the only means of control, this

system was found to produce insufficient moment to provide the required nose

-down moment control<>


Q.H. DesBin n/yo/$6 •••n

.

MILLER HELICOPTERS SUKMIU<( HHPORT

PHASE III AIABORNB PERSGNKSl PLATFOf* CONTRACT Now 1357(00)

»*OI 31 ~oO«> 10JI-A

S6-11Ü

CONFIDENTIAL A System of duct inlet rtditl guide vanes wee studied in which radial

controlable vanes were located in the duct Inlet just abovo the upper pro-

peller« By changing the pitch ancle of these vanes, the angle of attack

of the propellers could be chanfed by the change in direction of the relative

inlet airstream and thus cyclic lift could be produced and used fcr pitchirp

moment control» This system was found to be the most promising of all

systems considered as an independent moment control system« It was concluded

that more extensive studies substantiated by wind tunnel tests should be

undertaken to explore the full capabilities of this system«

Reference (j) presents the details of these studies conaucted in satisfaction

of Items Ua, lie, and he, of Annex A, of the subject contract«

D. PBRKORMANCE

1« Method of Calculating Power Required for Forward Flipht

The power required was determined from considerations of the energy level

of the airstream prior to and immediately after passing through the

propeller« Equilibrium conditions were satisfied through the use of

momentum equations and the resultant equations were solved for tilt ang">

and power.

For the Model 1031-A platform, the power required was found to be

essentially constant throughout the flight range and was attributed to

the unclean inlet conditions and large percentage of duct area blocked

by the engines»


S*U toyji^M/X/SLr ••*•*• OAK

c-te.tu •••if

MILLER HELICOPTERS

f^USB III AIRUOBNB PÜKSONKSL PUTKOKM CONTRACT Nonr 1357(00)

.. Moe*i lO'M^

mtmorn* mo s^»X10

CONFIDENTIAL

Reference (J) presents this netnod of antlysis and compares calculated

results uiUi truck test data of Phase II*

This WOTK was accomplished in satisfaction of Item 1 of Annex A cf the

subject contract«

2» Thrust Increase

a« Increased Propeller RPM

1) Special Riels - The platform was found to be unable to hover with

outlet vanes Installed, more than 1 to 2 feet above the ground

in 70 degrees to 7$ degrees F ambient air temperature. Because

ci* spilling of the pround cushion in forward flight, such fli-hts

were impossible with such a low hovering ceiling« Since the

testing program faced "stretch-out" because of the necessity af

flying only in the cooler morning hours in March, 19?6, static

stand tests were conducted in which static thrust was increased

15 pounds by the use of a special fuel mixture consisting of

hO percent aviation gasoline, kO percent Benzol, and 20 percent

lubricating oil by volume»

Various proportions of Benzol, aviation gasoline, and lubricating

oil were tested in the Nelson H-59 engines (rated I4O hp at l4,C00

rpm)o For each fuel mixture tried, adjustments in spark and

carburetor settings were made until best thrust at allowable

cylinder operating temperature (350oF for 70°^ ambient tempera-

ture) was recorded. Best fuel mixture was found to be one


mm •«

• . ««•f #••#«■•0

.Cftlf P^ffffln .U/J0A6 . r ..»c.tu

• •'..I

wTlASt

MILLER HELICOPTERS SU*5<AHY H£P0liT

ASt HI AIKHOW^ PüRSOf.NEL PUTFORM CONTRACTS Nonr 13?7(00)

MOO«i

•t»a««NO i,6-110

CONFIDENTIAL

composed of 10 percent Bensol, 10 percent aviation Kasoliiie,

and ^0 percent lubricating oil. Attempts to run on pure bentol

and oil resulted in severe carburetor icing«

Special fuel mixture ingredients tested weret

Aviation gasoline, 80-6? octane, rerular, non-leaded

Aviation motor oil, SAE 30

Bemol, Technical 99-100 percent

Standard fuel mixture ingredients weret

Aviation gasoline, 60-6? octane, regular, non-leadea

Aviation motor oil, SAE 30

Proporticnst \x parts gasoline to 1 part oil by volume

All duct outlet control vane tests described in Section B, Part

2a, were conducted using the special fuel mixture selected by

these tests.

Vanes were installed and thrust measurements were made tc detei-

mine actual losses due to the drag of the vanes at various pit'.n

angles. Figure 21 shows the variation of thrust with engine rpm

for various spark settings for the iiO percent Benzol, 1^0 percent

aviation gasoline and 20 percent lubricating oil mixture and the

standard fuel mixture at two different altitudes. Figure 22

shows the variation of thrust with vane angle of pitch at the

different altitudes for the special fuel and standard fuel.


• ..~« «.*••

«•••••te

C.H, Des*;,. 11/30/^6 WILLCR HELICOPTERS SUHKAhY hSPORT

• PHAS8 111 AlhÖORKß PSRbOKKSi PUTTOW COWTOACT Konr 135/(00)

•«iO..

mtmami mo

-A

CONFIDENTIAL

2) Mild Supercharging - Since the thrust obtained by use of speslal

fuel MS still marginal for platform flight with vanes installed,

an attempt was made to obtain increased power by mild super«*

charging«

Tuned stacks were Installed on each carburetor Inlet as showr.

in Figure 23* This tecnnique has worked successfully with

four-stroke cycle engines but could not bo made to work on the

Nelson H-59, two-stroke cycle engine. The arrangement tested

consisted of two telescoping lengths of aluminum tubing with a

range of adjustment on each side of the calculated required

length for air wave resonance*

3) Reworked Nelson Engines - Since power was still marginal on all

but the coolest days even with tne use of the special fuel

mixture ana since the warmer summer months were approaching, tne

hO horsepower Nelson H-59 engines were returned to the engine

supplier for rework and modification as required tc produce

h2 horsepower at ij.,000 rpm. This horsepower increase was con-

sidered fundamental to the successful exploration of vertical

center-of-gravity location tests which were planned to be conduct

ed out-of-ground effect« A spare engine was purchased to insure

the test program schedule»

The engines were completely rebuilt including new crankcase,

pistons, and cylinders and were reinstalled in the piat.torm.

CONFIDENTIAL E-»2(C) I

• ■ • •I

e~»e«»ü

MILLER MELICOPTERS SLWAHY hiPOhT

'PHAS2 lU XimWz WHSOKJiBL PUTTOliM CONTRACT Nonr U5?(oO)

CONFIDENTIAL

Static thrust tests wsr« conducted to messuiv platform tnrjst,

engine rpm, and cylinder temperatures at ♦wo dilTerent altitudes

close to tne ground*

Static tnrust test data for the 12 horsepower Nelson engine

corrected to standard conditions, showed a static tnrust cf 523

pounds for duct outlet at 18 inches above ground, engine rpir of

3800 ana spark setting of 30 degrees« A thrust of u53 pounda

was measured for the duct at 69 inches above ground„ engine rpw

of 3980 and spark setting of 30 degrees« At no time dia cylinder

head temperatures present a problem« The new heads constructed

of an improved aluminum alloy permit an allcwaule temperature cf

li50 degrees F.; maximum stabilized temperature recorded was

iiOO degrees F« Figure 2u shows a comparison ol tnrust versus

engine rpm for various altitudes tested fcr ihe Nel^or kO hors«-

powei and h2 horsepower engines« It will be noted that, the

platform static, thrust ln-ground-effect is 23 pounds Idfher witn

the 'i42 horsepower ennine« Out-of-ground effect (69 inch altitude),

the static thrust is only 7 pounds higher for the lu horsepower

engine compared to the aO horsepower engine« Pressure su^eys

of the duct outlet indicate that there ir> a flow reversal in -'„he

central region of the duct which is much more pronounced out«cf

-ground effect than in-ground-effect. It was hypothesiaed that

the additional blockage of the duct created by the somewhat

larger cooling vane area of the reworked Nelson engines way


••**•<

c-tt*to

•

B*ff

z.H. ix.Bsin uyßo/^ T WILLER MCLICOPTERS

MASS 111 AIHbOKKS PKHSOIIKSl PUTrtjKK 5 A- "^ J0I>TRACT Nonr 13^7(00) | .w** ^

CONFIDENTIAL •nough to caus« increaaeJ turbulence benina the cylü»ior '~*<19

vith associate«! los» ol thrust at altitude* Tho a

a streamlined cowlinr over the cylinder headf of ea:;. eni'lr-e Lid

nothing to reduce this turbulence«

With tne results oi* these tests with the increased r.orsojxwor

engines, all nopes of conductinr flirht test» out-of-fround

effect were virtually abandoned ainoe it was «'leariy shown tir^at

a thrust of hbh pounds (desipn press weight o:" tasic Model 1Ö31-A

helicopter) was available at a naximur. of h feet altitude on a

standard day« It was evident that early nomlnf tests wo^jid be

required to obtain largor prouna cloaranco for forward flight«

This work was conducted in satisfaction of Item ), Annex A ci the

subject contract«

Duct CXitlet Diffuser

An analysis was made of tne potential thrust increase promised by i

duct outlet diffuser. It was predicted that for a conical diffuser

of 12 degrees included angle of expansion and 12 inches in length, a

6 percent thrust increase would be realized» This percentage increase

represented 32 pounds static thrust -increase for the Model 1C31-A

helicopter.

Practical problems associated with fairing the joint of attachjuent

of the conical diffuser to the basic duct, consideration of time and


HILLER HELICOPTERS • Mt«

. SIWARY HiPORT

mSB 111 AIHÜORNE KHSOtHHL HUTKOKK CONTRACT Noivr Uiliüü)

-«•^ lujl-A

I »f»o»f.a '6-110

CONFIDENTIAL expense, and the unknown Meltftt penalty of tills aevite, resulted

in the shelvlnr of t.'da iaea until it MS round rßtezsury a» a last

resort*

?igur« 25 presents a plot of percent tnnist increase versus div^rrent

noazle length for a 1? degree equivalent anplo of expansion conical

exit nozzle«

c» Drag Heduction

In order to improve the static tnrust of me platform out-of-ground

effect, as indicated possible by pressure surveys, an attenpt was

made to clean-up the duct inlet«

Aluminum fairings were made and installed on the enrineG and the

engine support tubes were built up with cardtoara öuia doped '-ape to

give a streamline shape to the round basic tube« rbr the junction

of tne auct inlet to engine support tube, a strealined transition

shape fairinf was Luilt up from cardboard and coped tape. The alum-

inum fairings were sr.aped to enclo"0 the fides Oi. the enpine (nttinp

over the cylinder heads) and the back end of the engine which is well

out toward the duct wall« This fairing extended down from the top

of the cylinder heads in a converginp shape to very close proximity

to the upper propeller.

Tetner flight tests showed about one foot apparent increase in

altitude resulting from tnis clean-up. The aluminum engine cowling


••«M«

CM««Me

MILLER HELICOPTERS St:: -.iPOKT

-PHA5S III AIKBOHNS PEHSOf^KEl HUTFOKK JOti'THAJT Konr 13^7(00)

~ '■• j '.-A

• ••P«f NO fö-UO

CONFIDENTIAL Ms hoped to provide the most thrust pain by reduclnp the large

«mount of reverse flow neasured below the engine cyl.ndor«; nowev^r,

tests made with this cowlinr removed for repairs to fatlpue tracks,

showed no reduction in hover altitude« All subsequent flight tests

were conducted with Just the engine tube and tube-duct interned Ion

fairing as shown in Fi,:ure 26*

d* Reduced Propeller Tip Clearance

Propeller clearance between tne blade tip and the wall of me duct

was reduced from a nominal «25 inch gap to a «125 inch gap by

correcting the out-of-roundness of the duct and by installing two

new propellers trimmed to clear the duct at local patcnes by only

•062 inches# Improved thrust resulted in an increase in hoveiinp

altitude from 5 feet to 8 feet and an increase from 3 ieet, tc .'< feet

altitude in forward flirht. These pains in altitude permitted all

horizontal flirht maneuvers to be performed with the gyro-paddie

stabilizer system installed and with the platfcrm }2 pounds over

basic design ^ross weight.

The duct diameter was out-of-round due to a^ein^ of the foamed

in place filler material used in the propeller shroud portion of the

duct assembly. Sheet metal brackets were fastened to this shrcud and

cables with turnbuckles were used to apply desired tension between

the brackets and a truer roundness of the propeller shroud resulted«

Local patches on the inner surface of the shroud prohibited reducing

CONFIDENTIAL F.-12(C)

•>«••• o«if

«••■■••o

Vc.H,D»88in 11/30A6 HILLER HELICOPTERS

«*»«e«fo

SUGARY RKPOKT III AIRBORNE PKHSa:K£L PUT>t)HH

CONTRACT Konr 1357(00)

U2

CONFIDENTIAL

thf gap to less thin an avoraf« of »125 inches although local

clearances over critical patched areas was as little as »062 inches

without producinr blade-duct contact in lanüing maneuvers«

The tension cable support brackets can be seen in FjjTure 1«

3» Propeller Design Check

The propeller for the platform Model 1031-A was designed, with one except«

ion! according to the analysis contained In Reference (k). All calcula-

tions were carried out usinr the equations developed in tr.at report«

However, the resulting blade settings for any radius were found to be

almost identical for the upper and lower bladeo. For simplicity of

fabrication the values were averaned and used for loth blades« No

deviation greater than «2 degrees resulted«

In terms of gross characteristics, the correlation between design and

test values is quite good« The induced velocity at design rpm is

2 percent greater than calculated, and, as should be expected, the thrust

is greater by approximately the square of the induced velocity ratio,

or 3«5 percent« Correspondingly, the power required is slightly higher

than predicted, implying that the propeller efficiency is correctly

estimated«

Propellers designed strictly according to the analysis of Reference (k)

should introduce zero net swirl into the wake« Since the design employed

CONFIDENTIAL E-t2(C) t

..»-.-

..•-.«

.J^iUDftflnln .n/W CMfCCt (i

I'fO

•

MILLER MEL1COPTERS

fHASE HI AIRHOHKB PaiSOvJ'ßL PLATfX)[« JONTHACT Nonr 13K:(a')

••«.t »

CONFIDENTIAL

does net nAintAlx» prop«r blaue aetti/jr» Uia projwr infliw anple u :.

maintaiiiea« A siipatraan awirl reaultinr Tron this is taUeved 10 ba

tne source of a residual torque oi 55 it.lb.

CONFIDENTIAL E-12(C) I

••AMI o*<( —

e-«e»io

1 ^Ctlk[)?P«tn .U/JQ/?». HILLER HELICOPTERS

-^ i ': ' RSPORT ..,0.. •PIAS2 III AlHIJOKNS PSiiSOKKSL PUTKOHK \

COKTRACT K'our if^i ) I •••«>•'-« -

--v

CONFIDENTIAL

CONCLUSIONS K:Z) RSCOMBHbkTIOKS

The Kcdel 1031«^ airbon.e platform, as nodifietl by raising the cent«r-oX

-gravity and installing a nyro-paddla stabilizer syst^jm, is dynar.ically

stauie and easily oontrolable in novering and forwaru flight at JI- .

up to 16 mies per hour, in winds up to 15 miles f*r hour, and i.. :) miles

per hour gusts« Free-flirnt test experience and corrulation wi*r. Pf\as<? II

truck test data snows tnat analytical netr.ods of calculating perl -vi.

stability and control characteristics are reasonably accurate« Forwarc

speed is United by p^wer liFJtations o:' present Model 103i-A ana a »-ar.-iom

nose-up pitcning at 16 miles per hour which is attrit»iited to groir.d li^tu.rb-

ances.

It is recommended that additional researcn be conducted to quantilatively

evaluate the thrust augmentation and pitching monent characteristic^ oi'

various duct shapes as applied to the Model 1031 airboT.e piatioiTn. Fur^hp"

studies oi" stability and control should be condutrte-i '■ ar-ed or: tne • iu'■"

characteristics with the primary objective of increasing sf^ei in f orwam

fliphto Such a program, properly designed; woulu [)rovide data liseful In tne

design of future airborne platforms such that higher forward speeds may

be assured with good control and stability characteristics«


•••-« OAK

C.H. üegsüi 11/30/56 CMISMO

HILLER HELICOPTERS mimt HrcF.

••»■OOCD

. PHAiJB 121 AIRBORNE PKHSOiai&L 1 COKTHACT Konr 1357(0)

MOOf i I

lt»0*> MO 4 *

CONFIDENTIAL

RErYHNCES

a, NACA RK I5?ül0, •Preiiminar}' Experlr*jntal Invuatir of a Person Supported vy a Jet Tnruot jevice AttauteU »c Hi >'• t ', datea January, 1953*

l . NACA RK L5lAßl2a, "rlirnt Tests of a Man Standini- :•:. a p: .■ • I ty a Teeterinn Rotor", dated March, 19?li.

c. NACA RM iShBlS, "Piirnt Tests of a 0#l Scale Kcdel of Stand-Or. I^/pe of Vertically Risinr Aircraft«, dated 2h March 1951.

d. Hiller Report No. 6fl0»l, "final Report - Phase I - Airurr.v P— r.-.^. Platform Development",

e. Hiller Report No« llh^'u, "Summary Herort - p-.ase II - Air; ;>;•.* Plat: dated 2h April 1956.

f. Hiller Report No. 6P0.2, "Truck Tests oi" Hiller Airborne Pwrsoru • Platform", dated 15 September 1955

Hiller A.R.D, Report No. Ill, "Some Remarks on the Control ar.: Stability Characteristics of the Flyinn Platform", datei ?/ A:-. . •^.

h. Hillcr A.R.D. Report No, 112, "Stability Analyses of Klyir.p Platlcrrr in Hoverinn and Forward Flight", dated 12 October 1956.

i. Contract NOa(s) 56-935.

j. Hiller Report No. 56-106, "Aerodynardcs of Ducted PropcJ.itrr x: Applied to the Platform Principal", dated 30 November 1956.

k. Hilier Report No, 102,3: "Ducted Coaxial Propeller Blade Ar.rxe Settiru-:--1

dated 12 K^rch 1951


CONFIDENTIAL

FIGURE 1

FREE FLIRHT-EIML CONFIGURATION Film JOHNSTON CONFIDENTIAL

/

CONMOINTIAl

FIGURE 2

mE FLIGHT-FINAL GüNFIGUHATION PILOT UPE CONFIDENTIAL

/

CONFIDENTIAL

FIGURE 3

DUCT OUTLET MOUNTED CONTROL VANES

FIGURE h

VANE CONTROL HORN AMD FLEXIBLE CABLE

CONFI DENTIAL

CONPIDCNTIAL

?IGURB 5

TUJING nOOh VAN£ ^.'TROL

-*■ . ^c:s'/'

...

FIGURE 6

TILTING RING - FIXED FLOOR VANE COITROL

CONFIDENTIAL f

C ON M DE NTI AL

KKURK 7

TWO A/T DUCT MOUNTED VAKES

!

FIGURE 8

MODEL 1031-A MAXIMUM CO. ELEVATION

CONFIDENTIAL

UlUI pmtP*mto

BAT! 11/30/56 HILLER HELICOPTERS OAftC

-I——^

CNCCHCO mti

•»»aovco PHASi III AIRBORNE PgHS3M*2i PUTFORK

CONTRACT Nonr 1357(0 i

MOOfl ■ ''.-A

- .

/*M€S tBotC PL4Ni OS Over ovrter Po* &?<*% Wet GUT CWO'TtOfiJ*

K i 35 05 iHCrt

r 35.25 INCH

4r a reer Awri/oe

zersetNces ' /.MfUSi resr t/iv

*S<,'2Z 2. üUL£t re$7 PJLK4

2 3 4 5 6

TIME:- SECOMOS

■ o

FI6 3 60-028

■•.. «

»••»••fO C*H> Dteain U/^ / -. •

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NILLER MELICOPTERS

WASB III AIRbOKKB PüHüai:^ PUrKOn>' • **

Ki£V»r« :o

. - ■

CONTRACT Now 1357(00) ••»oaiMO

CONFIDENTIAL ^0£^ /^/-^ PLATFORM GEOMETRY

De<oi/PiM6 BOLL PfQM PiKM resrs

\

84U4Sr weiGHj

LEFT EN6INB

r &Mr ENOMB.

B4LLA$T WEIGHT

CONFIDENTIAL FIG. 10 E-1Z(C)

CONFIDENTIAL

■

' •

-

I •■«..♦■'

. ■ & ■ .■ -,

\.

5 \ | * K

I ■

r>*

•

/

1 • .. .A'.'

(A)

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FWD

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^==^-_-_ -r—^^-^teTT^fc^-

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FIGURE 11

SKETCH - GYRO-BAR STABILIZER CONFIDENTIAL

CONFIDENTIAL

FIGURE 12

FORCED AM) FHEE OSCULATION-STATIC STAND

FIGURE 13

PLATFORM TILT ANGLt! POTENTIOMETER INSTALIATION

CONFIDENTIAL

CONMDt NTIAL

FIGURE Hi

DUCT VANE ANGLii POTENTIOMETER INSTALLATION

CONFI DENTIAL /

CONf- iDfcNTl AL

J

«ft 'Ä-~J /^IO

i-S4'

-2.i

*4.80

li I l

:i« 7/ 2343 I

30./S bi. /s-i

FIGURE 15

UNDAKPED FREE OSCILLATION TRACE-POWER OFF CONFIDENTIAL

CONFIOCNTIAL

-- •- t/At*lth UM*

^

' .,. ■ 2/. 7?

KE 16

imDAJ-PKI) KH llüN TItACE-POWEK OFF CONFIDENTIAL

z

Q

LL

z o u

z LU

O

u Z 0 u

n

CONFIDENTIAL

FIGURE 18

FREE OSCILLATION - TETOER TEST

CON Fl DENTIAL

CONFIDENTIAL

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APPEaran i

PHASS I DATA

CONFIDENTIAL «3

E-12(C)

UAIf

C.H. Deasln jn/30/56 : MILLER HELICOPTERS | "Til

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CONFIDENTIAL APKNUIX I

EXPLANATION Or KINESTHSTIC CONTHOL

The human bon^ is üi unstable equilibrium when stanciinf erect on a »olid surface. Han's upright position is maintained by the constant «xertion of balanced moments and forces proouced by the muscles, tendons, and* Joints of the body. The proper balance is maintained by an instinctive sense wnose end organs lie in the muscles, tendons, and joints and are stimulated by body tensions.

For the case of a man standing on a fixed surface, if he leans forward, his weight is supported on the balls of his feet which result in a monert «bout his ankles resisting the tendency to fall forward as shown in Figure Al-la.

For the case of a man standing on an airborne platform in flirnt, the forces on the man's body are similar? however, the force reacting: at the balls of the feet is provided by the platform. This force will occur at some tilt angle of the machine and the tilted tnrust -rector will pass ahead of the center-cf-gravlty of the system creating a correctinc moment as shown in Figure Al-lb. It then appears that the same instinctive reflex responses which stabilize a person standing on the rround will function in the same sense to stabilize a person on the airborne platform, üecause of the magnitude of the thrust vector, the rectoring moment will be of larger magnitude for the person on the airborne platform.

ANKLE MOMENT

CENTER OF

GRAVITV

ANKLE MOMENT

FIGURE Al-la THRUST VECTOR

CENTER OF

GRAVITY

CONFIDENTIAL :nr,viL', Ai-it

E-1Z(C)

CONnOCNTIAL

■—«

FIGURE AI-2

FIRST FRE2-FLIGHT OF MODEL 1031 PLATFORM ON k FEBRUARY 1956

CONPIDENTIAL

»*!•

n/3Q M HILLER HELICOPTERS • •. t SUMMARY REPORT

fHASE in AIRBORNE PERSONNEL PLATFORM CONTRACT Nonr 1357(00)

»AOI A II

Mood 1031-A

•«•»•"*«> 56-110

CONFIDENTIAL

APPENDIX II

PHASE II DATA


CONPIOgNTIAL

'>LA!' '*.'' '*'&'*.'; - '' i i -illiliij.M'

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FIGURE AII-1

FREE-FLIGHT OF MODEL 1031-A CONFIDENTIAL '

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• ■ 1 <■••«

»■•»••fQ C.H, iMas: u/3oA6. WILLER MELICOPTCRS "^ SUMV-AKY Rspoirr

- PJIASB III AIRBORKB PSRSOJfHSL PUTFOflM CONTRACT Nonr 1357(00)

* * in_ MOM«. 10j

;6-iio

CONFIDENTIAL

APPENDIX III

TETHER TEST STAND MODIFICATIONS

PHASE III


■ • 1 • •t

>H, DtBBin tU/10/t6 HILLER HELICOPTERS i ••^« summ REPORT PHASE III AIRfJORHE KHSOHHSL PLATFORM

CONTRACT Nonr 1357(00)

AJII-1 MOOli mx*

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CONFIDENTIAL Appendix III

TETHER TEST STAND KODIflCATIOMS

The tether test stand, used for all tethered flight tests of the platform, was modified during the month of June 1956 to provide for a larger run between towers and flights at out-of-ground effect altituaes.

As snown in Figure AIII-1, the distance between towers was increased from 60 feet to 120 feet and the tether cable height was raised from 22 feet to 32 f^et* The additional 20 feet of ground surface between the new tower location and the original black-top surface was finished with concrete paving« Tether cable support towers were increased in height by Ihe addition of a 10 foot long, h inch diameter steel pipe« The pipe with cross arms extending laterally S feet from the center of the towers were welded atop the original structure. The vertical extension was stiffened against side loads by a brace cable anchored with tumbuckles to the base of the tower with the cables passing over the cross arm and top of the vertical extension» Figure AIII-2 shows the completed, modified tetner rig.

This rework of the tether test rig was unuertaken in order to provide sufficient height to permit out-of-ground effect tethered flirhts scheduled for the exploration of stability characteristics.

CONFIDENTIAL E-»Z(C)

CONFIDENTIAL Surmr:,- teport - Mrborn. Personnel PiatroiB - Contract Wonr iy,7(00)

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CONFIDENTIAL

APPENDH IV

SlTliAHY AIHCRAfT AI.'J ENGHo LOG

PHASE I, II, AKD III


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CONFIDENTIAL

APPENDU V

SUMMARY TEST LOG

PHASE III

Table I Table II Table III Table IV Table V

Summary Tether Test Log - Duct Outlet Vanes Summary Tether Test Log - Vertical eg» Location Summary Tether Test Log - Gyro-Paddle Stabilizer Summary Tether Test Log - Miscellaneous Flights Summary Free-Flight Log

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