EFFECT OF BUOYANCY AND POWER DESIGN PARAMETERS ON HYBRID AIRSHIP PERFORMANCE

83.4976
P e t e r D. T a l b o t * and P a u l A. Gelhausen*
NASA Ames R e s e a r c h C e n t e r , M o f f e t t F i e l d , C a l i f o r n i a

Abstract V = v e l o c i t y , m/sec ( f t / s e c )

The e f f e c t s of s e v e r a l d e s i g n p a r a m e t e r s on V = volume, m3 ( f t 3 )
t h e performance of h y b r i d a i r s h i p s h a v i n g r o t o r s
and p r o p e l l e r s w e r e examined w i t h a s i m p l e mathe- Vm = r o t o r t i p s p e e d , m/sec ( f t / s e c )
m a t i c a l model. The p a r a m e t e r s i n c l u d e d buoyancy
r a t i o , Froude number, r a t i o of r o t o r power t o t o t a l W = gross weight, N (lb)
power, and r o t o r s h a f t t i l t . Performance v a r i a -
t i o n s r e s u l t i n g from changes i n t h e s e p a r a m e t e r s e
' = empty w e i g h t , N ( l b )
were c a l c u l a t e d , and a r e p r e s e n t e d and d i s c u s s e d .
Performance q u a n t i t i e s i n c l u d e d b e s t climb r a t e , = payload weight, N ( l b )
W~
e q u i v a l e n t v e h i c l e LID, and maximum speed. Per-
formance a t a l l s p e e d s between h o v e r and maximum Wv = vehicle s t r u c t u r a l weight, M (lb)
s p e e d was found t o b e s e n s i t i v e t o power d i s t r i b u -
t i o n between r o t o r s and p r o p e l l e r s , and t o r o t o r a = a n g l e of a t t a c k , deg
s h a f t tilt.
ac = r o t o r o r p r o p e l l e r a n g l e of a t t a c k , deg
Nomenclature B = buoyancy r a t i o , pVg/W

= vehicle drag coefficient, D / ~ V ~ / ~ Y = c l i m b a n g l e , deg

= vehicle l i f t coefficient , 6 = r o t o r mean d r a g c o e f f i c i e n t

= t o t a l power c o e f f i c i e n t ( s e e T a b l e 1 ) X = r o t o r i n f l o w r a t i o , v/VTR

= p r o f i l e power c o e f f i c i e n t 1.I = r o t o r advance r a t i o , V/VTR c o s a,

= t h r u s t c o e f f i c i e n t (see Table 1 ) Pa = advance r a t i o ,

= drag, N ( l b ) v = induced v e l o c i t y a t t h e r o t o r d i s k ,
m/sec ( f t l s e c )
= t o t a l a i r c r a f t d r a g a r e a , D/q, m2 ( f t 2 )
P = d e n s i t y of a i r , kg/m3 ( s l u g / f t 3 )
= Froude number ( s e e T a b l e 1 )
= d e n s i t y of i n f l a t i n g g a s , kg/m3 ( s l u g / f t 3 )
g
= buoyant f o r c e , N ( l b )
u = rotor o r propeller solidity
= g r a v i t a t i o n a l a c c e l e r a t i o n , m/sec2
(f t / s e c 2 ) R = r o t o r o r propeller angular v e l o c i t y , l / s e c

= r o t o r s h a f t a n g l e , deg
Introduction
= f a c t o r t o account f o r r i s e i n Cpo in
forward f l i g h t I n t h e past e i g h t years lighter-than-air (LTA)
c o n c e p t s have been e n j o y i n g i n c r e a s e d a t t e n t i o n i n
= l i f t , N (lb) t h e t e c h n i c a l l i t e r a t u r e . S e r i o u s p r o p o s a l s have
- -

been made f o r a i r c a r g o v e h i c l e s i n s h o r t - r a n g e ,
(LID), = e q u i v a l e n t v e h i c l e LID, WV/P h e a v y - l i f t m i s s i o n s , and f o r c o a s t a l p a t r o l m i s -
s i o n s . P r e l i m i n a r y d e s i g n s have been c a r r i e d t o a
P = i n s t a l l e d power, W ( f t l b / s e c ) d e t a i l e d l e v e l , s o t h a t w e i g h t s and c o s t s have
been r e a l i s t i c a l l y r e p r e s e n t e d . Y e t , t h e r i s k of
PR = r a t i o of r o t o r power t o t o t a l power p r o d u c i n g a n LTA v e h i c l e h a s been h i g h enough t h a t
v e r y few e n t r e p r e n e u r s have o b t a i n e d f i n a n c i a l
q = dynamic p r e s s u r e , Pa ( l b / f t 2 ) b a c k i n g f o r a c t u a l c o n s t r u c t i o n of f l i g h t hardware.

R = rotor o r propeller radius, m ( f t ) One of t h e i t e m s c o n t r i b u t i n g t o t h e r i s k i n

t h e minds of many e n g i n e e r s i s a l i n g e r i n g doubt
S = s p e c i f i c p r o d u c t i v i t y , WpV/We, m/sec about t h e competitiveness of t h e s e concepts with
(f t / s e c ) c o n v e n t i o n a l t r a n s p o r t a t i o n s y s t e m s . Ardema and
~ l a i ~ have ' compared v a r i o u s k i n d s o f h y b r i d a i r -
T = thrust, N (lb) s h i p s w i t h c o n v e n t i o n a l a i r c r a f t i n t h e long-range,
c a r g o - c a r r y i n g m i s s i o n . They found none t h a t was
s u p e r i o r i n s p e c i f i c p r o d u c t i v i t y (S) t o t r a n s p o r t
a i r p l a n e s . F r i e s and s c h n e i d e r 2 compared a 75-ton-
*Aerospace E n g i n e e r . Member A I M .
payload h e l i c o p t e r w i t h a buoyant h y b r i d i n a
This paper is declared a work of the U.S. Government and logging mission, with r e s u l t s unfavorable t o the
therefore is in the public domain. h y b r i d . The v e r y e x t e n s i v e market a n a l y s i s by
Booze, A l l e n A p p l i e d ~ e s e a r c hconcluded ~ that a Performance E q u a t i o n s
market f o r v e r y l a r g e v e r t i c a l t a k e o f f and l a n d i n g
(VTOL) buoyant h y b r i d s d i d i n d e e d e x i s t . It i s I n t h e e q u a t i o n s used i n t h e performance sum-
c l e a r t h a t a t e c h n i c a l c o n s e n s u s h a s n o t been m a r i e s which f o l l o w , t h e trimmed f l i g h t c o n d i t i o n s
r e a c h e d on t h e s e m a t t e r s . With r e g a r d t o t h e a r e based on f o r c e e q u i l i b r i u m . For t h e present,
h e a v y - l i f t , s h o r t - h a u l m i s s i o n , i t i s e n t i r e l y pos- moment e q u i l i b r i u m h a s been i g n o r e d i n f a v o r of
s i b l e t h a t h y b r i d (buoyant) d e s i g n s may o n l y f i l l a s i m p l i c i t y . As a r e s u l t , t h e r e a r e some c a l c u l a t e d
v o i d t h a t w i l l d i s a p p e a r w i t h g r e a t advances i n a i r c r a f t a t t i t u d e s t h a t would b e i m p o s s i b l e t o
h e l i c o p t e r technology - p a r t i c u l a r l y i n t h e a r e a s t r i m , b u t t h e s e c o n d i t i o n s (which o c c u r n e a r hover
o f m a t e r i a l s , t r a n s m i s s i o n d e s i g n , and p r o p u l s i o n o r a t extreme r o t o r s h a f t angles) a r e n o t believed
concepts. However, a t t h e p r e s e n t r a t e of p r o g r e s s t o b e c e n t r a l t o t h e main c o n c l u s i o n s . The f o r c e s
t h i s v o i d may l a s t f o r d e c a d e s and s o p r e s e n t s an a c t i n g on t h e a i r c r a f t a r e shown i n F i g . 1, and
opportunity f o r hybrid concepts t h a t can c a r r y very a r e n e t f o r c e s r e s u l t i n g from p r o p e l l e r s , r o t o r s ,
l a r g e payloads. buoyancy, v e h i c l e w e i g h t , and h u l l aerodynamic
forces .
T h i s p a p e r i n v e s t i g a t e s t h e performance of
s h o r t - h a u l , h e a v y - l i f t , h y b r i d a i r s h i p s t h a t have The r o t o r and p r o p e l l e r power and f o r c e
r o t o r s f o r powered l i f t and p r o p e l l e r s , o r t i l t i n g ( t h r u s t ) e q u a t i o n s a r e based on Ref. 5. They
r o t o r s , f o r forward f l i g h t propulsion. It examines r e l a t e t h e nondimensional q u a n t i t i e s o f power and
some of t h e performance c h a r a c t e r i s t i c s by which t h r u s t t o r o t o r geometry, f l i g h t s p e e d , and s h a f t
c o n f i g u r a t i o n s may b e compared w i t h e a c h o t h e r and a n g l e of a t t a c k . The r o t o r i n f l o w r a t i o was c a l -
with helicopters. The work was o r i g i n a l l y prompted c u l a t e d from:
by a need t o u n d e r s t a n d t h e d i s t r i b u t i o n of power
between t h e l i f t i n g r o t o r s and t h e p r o p e l l e r s i n
d e t e r m i n i n g forward f l i g h t performance. I t i s pos-
s i b l e t o s i z e t h e s e two t h r u s t - p r o d u c i n g d e v i c e s
I n forward f l i g h t , a, h a s v a l u e s n e a r -7112 f o r
b a s e d on s e p a r a t e and u n r e l a t e d h o v e r and forward
p r o p e l l e r s and n e a r z e r o f o r t h e r o t o r . The t h r u s t
flight criteria. For example, t h e p r o p e l l e r c h a r -
was c a l c u l a t e d from a v a i l a b l e power u s i n g :
a c t e r i s t i c s have been b a s e d on a t t a i n i n g some spe-
c i f i e d forward f l i g h t s p e e d s , and t h e r o t o r c h a r a c -
t e r i s t i c s have been based somewhat a r b i t r a r i l y on
s u p p o r t i n g t h e payload o n l y i n h o v e r , and on t h e
with
hardware a v a i l a b l e . Because of t h e i r u n u s u a l con-
f i g u r a t i o n and a t t r i b u t e s , d e s i r a b l e performance o r
d e s i g n c h a r a c t e r i s t i c s o f h y b r i d s a t s p e e d s between
hover and maximum l e v e l f l i g h t s p e e d have n o t been
w i d e l y d i s c u s s e d , n o r h a s t h e e f f e c t of c o n f i g u r a - The d e f i n i t i o n s of t h e s e q u a n t i t i e s f o l l o w conven-
t i o n v a r i a b l e s on o v e r a l l s y s t e m performance been t i o n a l h e l i c o p t e r n o t a t i o n . The mean b l a d e d r a g
adequately investigated. S o p h i s t i c a t e d computer c o e f f i c i e n t , 6 , i s a f u n c t i o n of CT/o, and K,,
programs4 ( i n t e r m s of a t t e n t i o n t o d e t a i l i n model- a c c o u n t s f o r t h e r i s e i n b l a d e p r o f i l e power w i t h
i n g t h e b a s i c components and aerodynamic i n t e r f e r - forward speed. The o n l y r o t o r f o r c e assumed t o b e
e n c e s ) have been developed t o g i v e c r e d i b l e e s t i - a c t i n g i s CT and i s a l i g n e d w i t h t h e s h a f t a x i s ,
mates of performance and f l i g h t dynamics. They a r e which i n a l l c a s e s i s t h e same a s t h e r o t o r c o n t r o l
i d e a l l y used t o i n v e s t i g a t e t h e a t t r i b u t e s of a a x i s . The t h r u s t i t s e l f i s d e t e r m i n e d from t h e
f i n a l d e s i g n , b u t a r e less u s e f u l a s p r e l i m i n a r y e q u i l i b r i u m e q u a t i o n s and i s , of c o u r s e , t h e f o r c e
d e s i g n t o o l s b e c a u s e of t h e i r c o s t and c o m p l e x i t y . i n e q u i l i b r i u m w i t h t h e v e h i c l e d r a g , w e i g h t , and
On t h e o t h e r hand, a n a l y s i s u s i n g closed-form equa- buoyancy f o r c e s . The r o t o r and p r o p e l l e r a n g l e s
t i o n s c a n p r e s e n t m a t h e m a t i c a l o b s t a c l e s which p r e - of a t t a c k l i k e w i s e were o b t a i n e d by s i m u l t a n e o u s
v e n t a s t r a i g h t f o r w a r d d e r i v a t i o n of t h e r e l a t i o n - s o l u t i o n w i t h t h e e q u i l i b r i u m e q u a t i o n s (ZF = 0 ) .
s h i p s between d e s i r e d i n d e p e n d e n t and dependent The buoyant f o r c e i s d e f i n e d a s t h e d i s p l a c e d
variables. w e i g h t of a i r :

To u n d e r s t a n d t h e impact o f buoyancy r a t i o and

power a l l o c a t i o n t o t h e r o t o r s and p r o p e l l e r s on
v e h i c l e d e s i g n , a v e r y s i m p l e s e t of e q u a t i o n s was
The l i f t i n g g a s w e i g h t i s i n c l u d e d i n t h e v e h i c l e
formulated. These e q u a t i o n s w e r e s o l v e d n u m e r i c a l l y
g r o s s w e i g h t W.
and t h e r e s u l t s w e r e n o n d i m e n s i o n a l i z e d t o g e n e r a t e
hover and forward f l i g h t performance f o r a f a i r l y
H u l l aerodynamic f o r c e s of l i f t and d r a g were
broad range of configuration v a r i a b l e s . The r e s u l t s
c a l c u l a t e d f o r a l l c o n f i g u r a t i o n s from t h e empiri-
of t h i s a n a l y s i s d e s c r i b e some o f t h e e f f e c t s t h a t
c a l equations:
s i z e , r o t o r d i s k l o a d i n g , power s h a r i n g between
r o t o r s and p r o p e l l e r s , and buoyancy have on t y p i c a l
performance p a r a m e t e r s s u c h a s h o v e r , c l i m b , c r u i s e ,
and t o p speed.

Some a t t r i b u t e s , s u c h a s buoyancy r a t i o , have

well-known b e n e f i t s i n h o v e r and p e n a l t i e s i n f o r - Form and induced d r a g v a r i a t i o n s w i t h a n g l e of
ward f l i g h t . T h e r e f o r e , i t i s n e c e s s a r y t o a s k t h e a t t a c k a r e i n c l u d e d i n t h e c o e f f i c i e n t s of a .
q u e s t i o n : h a s any n e t g a i n been a c h i e v e d ? I t 2 s The c o e f f i c i e n t v a l u e s w e r e d e r i v e d from NACA wind-
n o t p o s s i b l e t o answer t h i s g e n e r a l l y u n l e s s equa- t u n n e l t e s t s of a n Akron model.= The v a l u e s used
t i o n s f o r t h e e n t i r e system a r e formulated, b u t t h e a r e supposed t o b e r e p r e s e n t a t i v e of h y b r i d
s u b j e c t h a s been a d d r e s s e d i n a l i m i t e d way i n t h i s d e s i g n s w i t h a n exposed i n t e r c o n n e c t i n g s t r u c t u r e
paper. o u t s i d e t h e h u l l e n v e l o p e . The v a l u e of d r a g i n
r e l a t i o n t o w e i g h t changes w i t h Froude number and (W - F - ~ ) r e l a t i v e t o d i s k a r e a (RR - F-') o r of
buoyancy. r e d u c i n g t i p speed. I n forward f l i g h t , t h e reduc-
t i o n i n Cp a t lower F i s due t o a reduced
N o n d i m e n s i o n a l i z a t i o n of V a r i a b l e s trimmed a n g l e of a t t a c k , which l o w e r s t h e v a l u e of
CD. The trimmed a n g l e o f a t t a c k i s d e t e r m i n e d from
To g e n e r a l i z e t h e r e s u l t s and r e d u c e t h e t h e r a t i o of d r a g t o v e h i c l e v e r t i c a l f o r c e
number of p l o t s needed t o d e s c r i b e them, t h e v a r i - D/(W - FB) which i n c r e a s e s a s B o r F i s
a b l e s were n o n d i m e n s i o n a l i z e d u s i n g t h e l e n g t h i n c r e a s e d . Because t h e body o r i e n t a t i o n i s r i g i d l y
q u a n t i t y V1/; t h e a i r d e n s i t y p , and t h e t i p s p e e d t i e d t o the rotor s h a f t axis orientation, the angle
of t h e main r o t o r s VTR. Rotor nondimensionalization of a t t a c k becomes more n e g a t i v e a s t h e t h r u s t
c o n v e n t i o n s w e r e f o l l o w e d whenever p o s s i b l e . The v e c t o r t i l t s forward t o a t t a i n equilibrium. This
r e s u l t i n g nondimensional v a r i a b l e s c h a r a c t e r i z i n g tendency can b e r e d u c e d by t h r u s t v e c t o r i n g v i a
t h e a i r c r a f t geometry and performance a r e d e f i n e d s h a f t t i l t ( c o n t r o l a x i s t i l t ) , o r by changes i n
i n T a b l e 1. Some d e f i n i t i o n s a r e i m p o r t a n t t o power between r o t o r s and p r o p e l l e r s . T h i s b e h a v i o r
u n d e r s t a n d t h e r e s u l t s t h a t f o l l o w , and a r e b r i e f l y i s not hard t o understand i n p r i n c i p l e , but t h e
explained. s l i g h t changes i n a t t i t u d e and power s i g n i f i c a n t l y
change t h e speed f o r t h e b e s t r a n g e (minimum P/V),
The Froude number ( F ) , a s used h e r e , c a n b e t h e v a l u e of P/V, t o p s p e e d , and c l i m b performance.
t h o u g h t of a s t h e r a t i o of r o t o r aerodynamic f o r c e
t o buoyant f o r c e . I t i s j u s t o n e way of nondimen- The e f f e c t s of a change i n 5 a t c o n s t a n t F
s i o n a l i z i n g t h e combination o f v a r i a b l e s u s e d . a r e shown i n F i g . 3 . Changing t h e buoyancy r a t i o
L a r g e v a l u e s of F d e n o t e h i g h r o t o r t i p s p e e d s w i t h F c o n s t a n t changes o n l y t h e w e i g h t . The
o r small vehicle s i z e . geometry and r o t o r c h a r a c t e r i s t i c s s t a y t h e same.
The most i n t e r e s t i n g p o i n t r e g a r d i n g buoyancy i s
The buoyancy r a t i o 6 i s t h e r a t i o of buoyant t h a t a l i g h t e r a i r s h i p d o e s n o t go f a s t e r w i t h t h e
f o r c e (pVg) t o v e h i c l e w e i g h t (which i t s e l f i n c l u d e s same power. I f t h e power p a r a m e t e r s a r e h e l d con-
t h e w e i g h t of t h e l i f t i n g g a s ) . The v e h i c l e g r o s s s t a n t , t h e l i g h t e r a i r s h i p ( h i g h e r @) t e n d s t o
weight is: p i t c h down b e c a u s e t h e r a t i o of d r a g t o w e i g h t ,
which d e t e r m i n e s t h e trimmed a , i n c r e a s e s a s j u s t
discussed. Because of t h e l a r g e s l o p e of t h e
CD-versus-a curve, t h e c l o s e r t h e v e h i c l e is t o
a = 0, the faster it is able t o fly. A lighter
Thus, f o r c o n s t a n t t i p s p e e d and a i r d e n s i t y , w e i g h t
v e h i c l e h a s t h e a b i l i t y t o go f a s t e r i f t h e power
i s p r o p o r t i o n a l t o (f3F6)-l. For any g i v e n p a i r of
can b e d i v e r t e d from t h e r o t o r t o t h e p r o p e l l e r o r
v a l u e s of (6, F) i n t h e p l o t t e d r e s u l t s , t h e r e a r e
i f the rotor shaft is t i l t e d .
many p o s s i b l e c o m b i n a t i o n s of v e h i c l e w e i g h t , s i z e ,
and t i p s p e e d s . The w e i g h t of t h e v e h i c l e w i t h o u t
The r a t i o of r o t o r power t o t o t a l power d e t e r -
t h e l i f t i n g g a s i s d e t e r m i n e d from:
mines t h e d i s t r i b u t i o n o f power between t h e r o t o r
and t h e p r o p e l l e r . Power d i s t r i b u t i o n g r e a t l y
a f f e c t s t h e performance of t h e v e h i c l e , a s s e e n i n
F i g . 4 . At low s p e e d , i t i s advantageous t o p u t
Here @ i s e q u i v a l e n t t o t h e r e c i p r o c a l of v e h i c l e more power i n t o t h e r o t o r b e c a u s e t h e d i s k l o a d i n g
r e l a t i v e d e n s i t y used by o t h e r a u t h o r s . The r e s u l t s is lower, t h e propulsive e f f i c i e n c y i s higher and,
p r e s e n t e d a r e i n d e p e n d e n t o f t h e v a l u e of p g which of c o u r s e , t h e v e h i c l e h a s a l e v e l a t t i t u d e . Even
o n l y a f f e c t s t h e v a l u e of Wv. i f t h e r o t o r and p r o p e l l e r a r e t h e same s i z e , i t
i s more e f f i c i e n t t o p u t most of t h e power i n t o
The power c o e f f i c i e n t Cp i s b a s e d on t o t a l t h e r o t o r b e c a u s e power i s n o t w a s t e d due t o com-
i n s t a l l e d power (sum of r o t o r and p r o p e l l e r s h a f t ponents of t h r u s t opposing each o t h e r . I f speed
horsepower) n o n d i m e n s i o n a l i z e d , however, by t h e i s t o b e i n c r e a s e d , i t i s n e c e s s a r y t o p u t more
main r o t o r t i p s p e e d and r a d i u s , and by t h e number power i n t o t h e p r o p e l l e r s f o r r e a s o n s s t a t e d
of r o t o r s ( f o r t h i s s t u d y , two). The d i v i s i o n of previously.
t h i s t o t a l power between t h e r o t o r s and p r o p e l l e r
i s e x p r e s s e d by PR, which i s t h e r a t i o o f r o t o r Even though t h e minimum Cp does n o t change
power t o t o t a l power. For example, PR = 1 . 0 r e p r e - b e c a u s e o f power r a t i o changes and t h e s p e e d f o r
s e n t s a buoyant h e l i c o p t e r , and PR = 0 c a n b e minimum power i n c r e a s e s o n l y s l i g h t l y w i t h lower
t h o u g h t of a s a c l a s s i c a l a i r s h i p o r blimp. v a l u e s of PR, t h e r a t e o f c l i m b and t h e s p e e d f o r
t h e b e s t r a t e o f climb change s i g n i f i c a n t l y a s PR
i s d e c r e a s e d a t c o n s t a n t t o t a l Cp ( F i g . 5 ) . As
E f f e c t s of Design P a r a m e t e r s on Performance B a t c o n s t a n t power i s i n c r e a s e d , t h e s p e e d f o r
t h e b e s t climb r a t e i s d e c r e a s e d . Another p e c u l i a r
The l e v e l f l i g h t speed-power r e l a t i o n s h i p s a r e e f f e c t of t h e b a l a n c e of power and t h r u s t o r i e n t a -
p r e s e n t e d f i r s t b e c a u s e t h e y show many of t h e t i o n shown i s t h e tendency f o r t h e speed f o r b e s t
e f f e c t s which change o t h e r performance c h a r a c t e r - r a t e of c l i m b t o d e c r e a s e and f o r t h e b e s t a n g l e of
i s t i c s , s u c h a s t o p s p e e d , b e s t c l i m b r a t e , maximum climb t o become h i g h e r a s Cp i s i n c r e a s e d o v e r t h e
s p e c i f i c r a n g e , and b e s t endurance speed. l e v e l f l i g h t v a l u e . Both t h e e f f e c t s of B and
of Cp a r e shown i n F i g . 6. The e f f e c t s of s h a f t
F i g u r e 2 shows l e v e l f l i g h t Cp v e r s u s ua t i l t on l e v e l f l i g h t power and climb r a t e a r e
a t two d i f f e r e n t v a l u e s of F. The term B and s i m i l a r t o power r a t i o c h a n g e s , a s shown i n F i g . 7 .
r e l a t i v e r o t o r and p r o p e l l e r s i z e s a r e c o n s t a n t . A s m a l l amount of s h a f t t i l t enhances b o t h t h e
D e c r e a s i n g F i n c r e a s e s Cp i n hover b u t d e c r e a s e s low-speed and high-speed r e g i m e s , owing t o t h e
Cp a t t h e h i g h e r advance r a t i o s . I n hover, the b e t t e r a l i g n m e n t of t h e r o t o r and p r o p e l l e r t h r u s t
v a l u e of Cp r i s e s a s F i s d e c r e a s e d , i n s p i t e components. S h a f t t i l t d o e s change t h e s p e e d f o r
of t h e f a c t t h a t (RR/V1I3) i s h e l d c o n s t a n t . The t h e b e s t r a t e of c l i m b , b u t t h e amount depends on
e f f e c t i s a r e s u l t of e i t h e r i n c r e a s i n g w e i g h t 6. The e f f e c t s of s h a f t t i l t show t h e a d v a n t a g e s
of f u l l y v e c t o r a b l e t h r u s t , which a l l o w s t h e t o t a l The t o p s p e e d i s t h e n :
t h r u s t t o be properly d i r e c t e d a t a l l times.

The s p e c i f i c r a n g e p a r a m e t e r (VWIP), o r t h e
v e h i c l e e q u i v a l e n t (LID) v a r i a t i o n w i t h s p e e d , i s
shown i n F i g . 8. Power r a t i o h a s pronounced
By t h i s measure, Vmax i s p r o p o r t i o n a l t o v1l6 i f
e f f e c t s on i t s v a l u e . The v a r i a t i o n of t h e maximum
o t h e r r a t i o s a r e k e p t c o n s t a n t ( s u c h a s buoyancy
v a l u e of (LID),, and t h e s p e e d f o r i t s maximum
ratio). I f t h e buoyancy r a t i o i s s m a l l (1/B >> l ) ,
v a l u e , i s shown a s a f u n c t i o n of F f o r c o n s t a n t
the equation reduces to:
B i n F i g . 9 . Higher v a l u e s of f? improve t h e
performance a t low v a l u e s of F ( i f PR i s reduced)
b u t t h e s p e e d f o r t h e b e s t (LID), is decreased.
The c a u s e f o r t h e c r o s s o v e r of t h e s e c u r v e s was n o t
examined, b u t i s p e r h a p s a s a r e s u l t of d r a g v a r i a -
t i o n w i t h a n g l e of a t t a c k .
When t h i s i s expanded, and t h e V t e r m i s absorbed
i n t o t h e d r a g q u a n t i t y f e = c D ~ ' l 3 t,h e e q u a t i o n
I n t h i s s t u d y , r o t o r s t a l l was n o t c a l c u l a t e d .
reduces f u r t h e r t o
However, r e t r e a t i n g b l a d e s t a l l i s i n h e r e n t i n some
of t h e c o n d i t i o n s shown. The boundary f o r s t a l l on
t h e r o t o r , c a l c u l a t e d by a s i m p l e a n a l y s i s t e c h n i q u e
d e s c r i b e d i n R e f . 5 , i s shown i n F i g . 4 .

E f f e c t s of V e h i c l e P a r a m e t e r s on Maximum Speed
o r , e x p r e s s e d i n t e r m s of t h e hover induced v e l o c -
i t y a t the rotor disk
I m p l i c i t i n t h e v e h i c l e d e s i g n We/W is the
i d e a t h a t i t must f l y and h o v e r , and d e l i v e r a pay-
l o a d . The minimum i n s t a l l e d power, t h e r e f o r e , i s
s e t by t h e hover v a l u e of Cp. I f t h e h o v e r power
i s used a s a c r i t e r i o n f o r i n s t a l l e d power, t h e n i t
d e f i n e s a l s o t h e t o p s p e e d (p ) , which can b e
amax S i n c e t h i s argument i s b a s e d on e n e r g y c o n s i d e r a -
r e a c h e d by t h e v e h i c l e . T h i s i s a minimum v a l u e t i o n s alone, i t ignores r e a l l i m i t a t i o n s such a s
s i n c e i t i s q u i t e p o s s i b l e t o i n s t a l l more power r e t r e a t i n g b l a d e s t a l l . Top s p e e d i s i m p o r t a n t
and o b t a i n a h i g h e r warnax. The d e f i n i t i o n of because a t s h o r t r a n g e s , which might b e t y p i c a l of
a l o g g i n g o p e r a t i o n , t h e most p r o d u c t i v e s p e e d i s
'amax i s i l l u s t r a t e d i n F i g . 10.
t h e maximum s p e e d ,
as
when p r o d u c t i v i t y i s d e f i n e d
The v a r i a t i o n of t h i s q u a n t i t y w i t h F and B
i s shown i n F i g . 11, w i t h h i g h e r B l o w e r i n g i t s
value. The h i g h v a l u e of a t low F, shown
'amax
by t h e s e c a l c u l a t i o n s , i s p o s s i b l e b e c a u s e of com-
Fuel i s not a s i g n i f i c a n t weight f r a c t i o n a t s h o r t
pounding ( a d d i t i o n of a u x i l i a r y p r o p u l s i o n w i t h
r a n g e s , and s o h i g h u s e f u l l o a d f r a c t i o n and
PR = 0 . 7 ) . At lower v a l u e s of PR, is
s p e e d a r e most s i g n i f i c a n t :
i n c r e a s e d b e c a u s e t h e power i s b e t t e r d i s t r i b u t e d
f o r f o r w a r d f l i g h t , and b e c a u s e t h e h o v e r power
required i s greater.
I f hybrids a r e t o be competitive with conventional
The e f f e c t of d e s i g n p a r a m e t e r s on t o p s p e e d
o r multirotored h e l i c o p t e r s i n short-range missions,
was i n v e s t i g a t e d a n a l y t i c a l l y f o r a s i m p l i f i e d
t h e y must o f f e r a d v a n t a g e s i n o p e r a t i n g c o s t s o r
s i n g l e - r o t o r h e l i c o p t e r w i t h buoyancy. I f the
empty w e i g h t f r a c t i o n t h a t compensate f o r t h e l a c k
induced power r e q u i r e d i n h o v e r i s t r a n s l a t e d
of speed.
e n t i r e l y i n t o forward speed, an i n t e r e s t i n g r e l a -
t i o n s h i p d e v e l o p s between F , B, and warnax which
e x p l a i n s t h e r e l a t i o n s h i p shown i n F i g . 11. Conclusions

The a n a l y s i s assumes t h a t r o t o r p r o f i l e power R e a l i z a t i o n of f u l l performance a t a l l s p e e d s

does n o t change g r e a t l y w i t h s p e e d compared w i t h from a h y b r i d buoyant VTOL i s dependent on p r o p e r
o t h e r q u a n t i t i e s . As t h e VTOL p i c k s up s p e e d , i t power d i s t r i b u t i o n between main r o t o r s and p r o p u l -
t r a d e s i n d u c e d power i n h o v e r f o r p a r a s i t e power i n s i v e p r o p e l l e r s . Improper power d i s t r i b u t i o n
forward f l i g h t . T h i s assumes t h a t t h e power i s l i m i t s performance a t c o n s t a n t i n s t a l l e d power.
used a s e f f i c i e n t l y a s p o s s i b l e (no induced l o s s e s )
and t h a t f o r w a r d s p e e d i s l i m i t e d by p a r a s i t e d r a g Forward f l i g h t performance i s s e n s i t i v e t o
power. I t a l s o assumes t h a t t h e v e h i c l e CD i s a s m a l l changes i n r o t o r s h a f t ( c o n t r o l a x i s ) t i l t
c o n s t a n t . As a r e s u l t , i t was found t h a t a n g l e . Performance improves s i g n i f i c a n t l y w i t h
forward t i l t , i n a manner s i m i l a r t o power-
a l l o c a t i o n changes between t h e main r o t o r and pro-
pulsive propellers.

For some c o n f i g u r a t i o n s examined, buoyancy

The q u a n t i t y uaF i s t h e more f a m i l i a r v e h i c l e
t e n d s t o c o u p l e added power and s p e e d f o r t h e b e s t
Froude number
r a t e of c l i m b , s o t h a t s p e e d f o r t h e b e s t climb
r a t e i s reduced and t h e c l i m b a n g l e i s i n c r e a s e d
w i t h added power.
 I n c r e a s e d buoyancy r a t i o i n c r e a s e s t h e maximum ' T i s c h l e r , Mark B. , R i n g l a n d , Robert F., J e x ,
v e h i c l e e q u i v a l e n t (LID), b u t t h e s p e e d f o r t h e Henry R., and Ashkenas, I r v i n g L . , " F l i g h t Dynamics
b e s t (LID), is decreased. This i s a t y p i c a l a i r - A n a l y s i s and S i m u l a t i o n of Heavy L i f t A i r s h i p s , "
ship characteristic. NASA CR-166471, Dec. 1982.

Maximum s p e e d i n c r e a s e s w i t h s i z e a t c o n s t a n t 5 ~ e s s o w ,A l f r e d and Myers, Garry C . , J r . ,

buoyancy r a t i o , assuming t h a t i n s t a l l e d power i s "Aerodynamics o f t h e H e l i c o p t e r , " The Macmillan
based on h o v e r r e q u i r e m e n t s . For low buoyancy,
t o p s p e e d depends on t h e r a t i o o f ( w ) ~ / ' / ( ~ , R ~ ) ,
1 5e: Co., New York, 1952.

which g e n e r a l l y improves a s s i z e i n c r e a s e s . 6 ~ i l v e r s t e i n ,Abe and G e l i c k , B. G . , "Ground-

H a n d l i n g F o r c e s on a 1140-Scale Model of t h e U.S.
A i r s h i p 'Akron,"' NACA Report No. 566, 1935.
References
' ~ t e p n i e w s k i , Weislaw Z., "The S u b s o n i c VTOL
.
l ~ r d e m a ,Mark D and F l a i g , Kenneth, "Paramet- and GETOL i n P e r s p e c t i v e , " Aerospace E n g i n e e r i n g ,
r i c Study of Modern A i r s h i p P r o d u c t i v i t y , " NASA A p r i l 1962.
TM-81151, J u l y 1980.
' ~ r e w e r , W. N . , "The P r o d u c t i v i t y of A i r s h i p s
' F r i e s , Gordon H. and S c h n e i d e r , John J . , "HLH i n Long Range T r a n s p o r t a t i o n , " AIAA P a p e r 79-1596,
a n d Beyond," SAE P a p e r No. 791086, Los Angeles, P a l o A l t o , C a l i f . , J u l y 1979.
C a l i f . , Dec. 3 , 1979.

3 ~ e t t a m ,P e t e r ; Hansen, Dagfinn; Chabot,

C h a r l e s ; and Byrne, R o b e r t ; "Study of C i v i l Markets
f o r Heavy L i f t A i r s h i p s , " NASA CR-152202, Booze,
A l l e n Applied R e s e a r c h , Dec. 1978.

T a b l e 1 D e f i n i t i o n s of Nondimensional V a r i a b l e s

Variable Definition Range Remarks

Froude number, F v ~ ~ / ( v'1'~ / ~ ~12-20

) For VT = 228.6 m/sec
F = 12

Buoyancy r a t i o , 0 pYg/W 0.20-0.90 W i n c l u d e s w e i g h t of l i f t i n g

gas, r e c i p r o c a l of a i r c r a f t
relative density
T o t a l power p/ (2p.irG~;~) 0.0003-0.0011 H i g h e s t Cp/a v a l u e s may
c o e f f i c i e n t , Cp exceed normal r o t o r c a p a b i l i -
t i e s . Number of r o t o r s = 2
Thrust c o e f f i c i e n t , T / (p.rr%~;~) CT v a r i e s a c c o r d i n g t o t h r u s t
CT e q u a t i o n s and i n s t a l l e d power
Power r a t i o , PR Protors/Ptotal 0.03-0'99 E x p r e s s e s d i v i s i o n of t o t a l
i n s t a l l e d power between
r o t o r s and p r o p e l l e r
Advance r a t i o I-la = V/VTR 0-0.25 Omits c o s a t e r m of conven-

Nondimensional
climb r a t e
Pa s i n Y Maximum - 0.060
tional helicopter notation

R o t o r / ~ r o pt i p 1.0 Held c o n s t a n t
speed r a t i o
R o t o r and p r o p e l l e r bc~lnR* a = 0.07 b = number of b l a d e s
solidities a = 0.10 c = b l a d e chord
a was i n c r e a s e d i n
selected cases to
d e c r e a s e CT/a
R e l a t i v e r o t o r and RR/V1I3 0.20-0.80 O v e r l a p p i n g v a l u e s used
propeller sizes RR/V~/~ 0.10-0.60 t o cover c a s e s i m i l a r t o
t i l t i n g proprotor
R a t i o of l i f t i n g pg/p 0.139 Not used e x p l i c i t l y , b u t
gas density to a f f e c t s dimensional
ambient a i r q u a n t i t i e s such a s weight
Rotor, propeller i ~ip , iR0 ° , 5O --
s h a f t angles d e f i n e d i n F i g . 1 ip 0'
 Fig. 1 D e f i n i t i o n of f o r c e s i n trimmed f l i g h t . F i g . 3 E f f e c t of buoyancy on power r e q u i r e d f o r
level flight.

18

16

14

12

d
10
X
n
0 8

BOUNDARY
4

F i g . 2 E f f e c t of Froude number on power r e q u i r e d F i g . 4 E f f e c t of power r a t i o on power r e q u i r e d f o r

for level flight. level flight.
 F i g . 5 E f f e c t of power r a t i o on r a t e of climb F i g . 7 E f f e c t of s h a f t t i l t on power r e q u i r e d f o r
performance. level flight.

Pa

Fig. 8 E f f e c t of power r a t i o on v e h i c l e e a u i v a l e n t

F i g . 6 E f f e c t s of buoyancy and power on r a t e of

climb performance.

F i g . 9 E f f e c t of Froude number and buoyancy on t h e

maximum e q u i v a l e n t ( L I D ) .
F i g . 10 D e f i n i t i o n of pama, i n terms of t h e power Fig. 11 E f f e c t of buoyancy on
'amax.
r e q u i r e d f o r hover.