Browse Topic: Rotary-wing aircraft

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101st Combat Aviation Brigade Makes History with First MUOS Connectivity in a HelicopterTBMG-5358808/01/2025
In a groundbreaking achievement, the 101st Combat Aviation Brigade, 101st Airborne Division (Air Assault) earlier this year became the first unit to successfully use the Mobile User Objective System (MUOS) function of the Army/Navy Portable Radio Communications (AN/PRC) 158 and 162 radios for conventional rotary wing operations. The trailblazing accomplishment occurred as the brigade continued its mission of providing support to ground forces, April 9, 2025.
Aerospace Fuel System Specifications and StandardsAIR1408B (Current)07/16/2025
This report lists documents that aid and govern the design of aircraft and missile fuel systems. The report lists the military and industry specifications and standards and the most notable design handbooks that are commonly used in fuel system design. Note that only the principle fuel specifications for the U.S. and Europe (Military Specifications, ASTM, and Def Stan) have been included within this report. The specifications and standards section has been divided into two parts: a master list arranged numerically of all industry and military specifications and standards, and a component list that provides a functional breakdown and a cross-reference of these documents. It is intended that this report be a supplement to specifications ARP8615, MIL-F-17874, and JSSG 2009. Revisions and amendments which are correct for the specifications and standards are not listed. The fuel system design handbooks are listed for fuels and for system and component design.
AE-5A Aerospace Fuel, Inerting and Lubrication Sys Committee
Innovative High-Performance Active Dampers for Effective Mitigation of Helicopter Main Rotor Vibrations2025-01-016305/02/2025
Helicopter vibrations, primarily generated by the main rotor-gearbox assembly, are a major source of concern due to their impact on structural integrity, cockpit instrument durability, and crew comfort. These vibrations are mainly transmitted through the gearbox’s rigid support struts to the fuselage, leading to increased cabin noise and potential damage to critical components. This paper presents a solution for vibration mitigation which involves replacing traditional gearbox support struts with low-weight, high-performance active dampers. Developed by Elettronica Aster S.p.A., these active dampers are designed as electro-hydraulic actuators embedded within a compliant structure. The parallel nested configuration of the system enables high power densities and effective vibration control, significantly reducing the transmission of harmful vibrations to the fuselage. The comprehensive model-based design process is detailed, describing the development and use of a high-fidelity physics
Bertolino, Antonio Carlo, Sorli, Massimo, Porro, Paolo Giovanni, Galli, Claudio
COOLING DATA FOR TURBINE ENGINES IN HELICOPTERSARP996A (Current)03/27/2025
A tested method of data presentation and use is described herein. The method shown is a useful guide, to be used with care and to be improved with use.
S-12 Powered Lift Propulsion Committee
HELICOPTER TURBINE ENGINE WASHAIR4416 (Current)12/18/2024
Engines subject to dust, industrial pollution, saltwater contamination or other chemically laden atmosphere (including pesticides and herbicides) lose performance due to deposits of contaminants on surfaces in the aidgas flow path. Engine wash and engine rinse procedures are utilized to restore turbine engine performance. These procedures are generated by the engine manufacturer and are included in the Engine Maintenance/Service Manuals. For most turbine engines these procedures are similar in concept and practice; however, application details, choice of solvents and many other service features can vary from engine manufacturer to engine manufacturer and may even vary within the range of engine models produced by any manufacturer. The intent of this SAE Aerospace Information Report (AIR) is to outline the general nature, considerations, and background of engine wash and engine rinse and is directed towards the needs of the entry level engineer, service engineer, and those involved in
S-12 Powered Lift Propulsion Committee
MUSHER Demonstrates Manned-Unmanned Aircraft Teaming ApplicationsTBMG-5213012/01/2024
Airbus Marignane, France laurence.petiard@airbus.com
Rotorcraft Turboshaft Engine Idle Power SchedulingAIR4121 (Current)10/11/2024
The purpose of this SAE Aerospace Information Report (AIR) is to provide rotorcraft and engine designers with a better understanding of turboshaft engine idle power characteristics and objectives to be considered in the design and integration process. For the purpose of this document, idle is the lowest suitable steady-state power setting, most commonly corresponding to a gas generator speed setting or range. In general, a lower engine idle setting is desired by the airframer to reduce noise, fuel consumption, and main rotor downwash when on the ground and to reduce the size requirement of a rotor brake system. In contrast, the engine manufacturer generally prefers a higher engine idle setting, as operation further away from the engine design speed involves more challenges in operability and mechanical design. A variety of rotorcraft and engine factors are described for consideration. Some typical engine power and torque trends are presented for illustrative purposes. The information
S-12 Powered Lift Propulsion Committee
An Electric Analogy for Modeling the Aerodynamics of Engineered and Biological Flight01-17-03-001608/05/2024
There are examples in aerodynamics that take advantage of electric-to-aerodynamic analogies, like the law of Biot–Savart, which is used in aerodynamic theory to calculate the velocity induced by a vortex line. This article introduces an electric-to-aerodynamic analogy that models the lift, drag, and thrust of an airplane, a helicopter, a propeller, and a flapping bird. This model is intended to complement the recently published aerodynamic equation of state for lift, drag, and thrust of an engineered or a biological flyer by means of an analogy between this equation and Ohm’s law. This model, as well as the aerodynamic equation of state, are both intended to include the familiar and time-proven parameters of pressure, work, and energy, analytical tools that are ubiquitous in all fields of science but absent in an aerodynamicists’ day-to-day tasks. Illustrated by various examples, this modeling approach, as treated in this article, is limited to subsonic flight.
Burgers, Phillip
Model-Based State-of-Charge Estimation of 28 V LiFePO 4 Aircraft Battery14-14-01-000308/01/2024
This article introduces an advanced state-of-charge (SOC) estimation method customized for 28 V LiFePO4 (LFP) helicopter batteries. The battery usage profile is characterized by four consecutive current pulses, each corresponding to distinct operational phases on the helicopter: instrument check, key-on, recharge, and emergency power output stages. To establish a precise battery model for LFP cells, the parameters of a second-order equivalent-circuit model are identified as a function of C-rate, SOC, and temperature. Furthermore, the observability of the battery model is assessed using extended Lie derivatives. The signal-to-noise ratio (SNR) of the open-circuit voltage (OCV)–SOC relation is analyzed and employed to evaluate the estimator’s resilience against OCV flatness. The extended Kalman filter (EKF) and the unscented Kalman filter (UKF) are utilized for SOC estimation. The results emphasize the significance of meticulously choosing process and sensor noise covariance matrices to
Gao, Yizhao, Nguyen, Trung, Onori, Simona
Verification Process for Thermal Runaway Mitigation in Large Electrical Energy Storage Powertrain Systems in Normal Category Aircraft and RotorcraftARP7131 (Current)02/16/2024
This SAE Aerospace Recommended Practice (ARP) is an industrial collaboration with regulatory bodies like the European Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA) to determine the worst-case credible thermal runaway (TR) condition (energy released and maximum temperature) for the design of an aviation large propulsion battery system to quantitatively verify TR in lieu of battery level RTCA DO-311A testing with protections disabled. The ARP considers the three stages of TR within a cell and defines the two critical temperatures for a specific cell design. These temperatures are key to understanding the layers of monitoring necessary to determine the severity of a TR event. Different trigger methods can be used to quantify the heating characteristics and resultant energy profile releases as a function of time. Results show three general phases of the event critical temperature (see 1.5) corresponding with the reaction between the cell’s solid electrolyte
AE-7D Aircraft Energy Storage and Charging Committee
Standard Indoor Method of Collection and Presentation of the Bare Turboshaft Engine Noise Data for Use in Helicopter InstallationsARP1279A (Current)12/18/2023
A-21 Aircraft Noise Measurement Aviation Emission Modeling
Substantiation of Power Available and Inlet Distortion Compliance for Rotorcraft Engine Inlet Barrier Filter InstallationsARP6912 (Current)10/05/2023
This SAE Aerospace Recommended Practice (ARP) identifies and defines methods of compliance with power available and inlet distortion requirements for rotorcraft with inlet barrier filter (IBF) installations. The material developed herein is intended to provide industry-recommended methods of compliance with civil airworthiness regulations. It is intended to serve as a basis for new or revised FAA advisory material describing acceptable methods for determining power assurance, establishing power available, and for substantiating acceptable engine inlet distortion for IBF installations. The ARP does not address other types of inlet protection systems such as inertial separator, electrostatic precipitators, or foreign object debris (FOD) screens. It is agreed to treat dust, ice, salt, water, and snow as contaminants to the IBF for the purpose of establishing power available and assessing inlet distortion, but any other effects of ice and snow on inlet airworthiness are outside the scope
S-12 Powered Lift Propulsion Committee
Rotorcraft Engine Foreign Object Debris and DamageAIR4096A (Current)09/28/2023
The purpose of this SAE Aerospace Information Report (AIR) is to disseminate qualitative information regarding foreign object debris (FOD) damage to the gas path of rotorcraft gas turbine engines and to discuss methods of FOD prevention. Although turbine-powered fixed-wing aircraft are also subject to FOD, the unique ability of the rotorcraft to hover above, takeoff from, and land on unprepared surfaces creates a special need for a separate treatment of this subject.
S-12 Powered Lift Propulsion Committee
Ice Protection System Design for the Next Generation Civil Tiltrotor Engine Intake2023-01-137406/15/2023
This paper focuses on the design of the thermoelectric ice protection system (IPS) for the engine air intake of the Next Generation Civil Tiltrotor (NGCTR), a demonstrator under development in Leonardo Helicopters. A specific IPS design strategy for the novel intake configuration is proposed. The main constraint which driven the design strategy is a maximum power of 10.6 kW available for the full intake IPS system. The IPS was designed for safe aircraft operations within the Appendix-C icing envelope. The numerical approach adopted to perform the design and the resulting IPS concept are presented. Calculations of the required IPS heat fluxes revealed that maintaining running wet conditions on the entire intake surface is not feasible due to the limitation to the maximum IPS power demand. Therefore, a de-icing IPS design strategy is proposed. The anti-icing mode is adopted only on the lip region to avoid formation of ice caps whereas de-icing zones are defined within the intake duct
Tormen, Damiano, Zanon, Alessandro, De Gennaro, Michele
Snow Effects on the NGCTR Nacelle for Relevant Certification Conditions2023-01-137306/15/2023
This paper is focused on the numerical analysis of the impingement and water catch rate of snow particles on the engine air intake of the Next Generation Civil Tilt Rotor (NGCTR). This NGCTR is developed by Leonardo Helicopters. The collection efficiency and water catch rate for the intake geometry are obtained for the test cases that have been defined for the relevant snow conditions. These conditions are related to the flight envelope of the NGCTR, existing EASA/FAA certification specifications, and the snow characterization. The analyses have been performed for the baseline air intake geometry. A range of particle diameters has been simulated with a particle density equal to the density of ice and with a particle drag relation that disregards the particle shape. Based on the results for the water catch rate on the basic nacelle configuration in snow conditions it is concluded that the ‘cheeks’ of the duct are more susceptible to impingement of larger snow crystals (>75 μm), whereas
Kool, Nina, Van der Weide, Edwin, Spek, Ferdinand, van der Ven, Harmen, van 't Hoff, Stefan
Experimental Simulation of Natural-Like Snow Conditions in the Rail Tec Arsenal (RTA) Icing Wind Tunnel2023-01-140706/15/2023
The simulation of natural-like snow conditions in a controlled environment such as an Icing Wind Tunnel (IWT) is a key component for safe, efficient and cost-effective design and certification of future aircraft and rotorcraft. Current capabilities do not sufficiently match the properties of natural snow, especially in terms of size and morphology. Within the Horizon 2020 project ICE GENESIS, a new technology has been developed aiming to better recreate natural snowflakes. The focus of the newly developed system was the generation of falling snow in a temperature range of +1°C to -4°C. Ground measurements and flight test campaigns have been performed to better characterize these conditions and provide requirements for wind tunnel facilities. The calibration results of the new snow generation system as well as snow accretion data on a NACA0012 test article with a chord length of 0.377 m are presented. The influence of different snow conditions on the accretion rate and the overall shape
Breitfuß, Wolfgang, Ferschitz, Hermann, Schwarzenboeck, Alfons, Heller, Romy, Pervier, Hugo, Dupuy, Regis, Jaffeux, Louis, Berne, Alexis
Predicting the Collection Efficiency on a Generic Rotor Blade with a Three-Dimensional Eulerian Particle Solver2023-01-146906/15/2023
Ice accretion on helicopter rotor blades when flying through supercooled droplet clouds can severely affect aerodynamic properties and pose a significant threat to flight safety. In the design phase, manufacturers commonly use 2D or quasi-3D simulations to predict potential ice accretion, which are more economical than fully 3D approaches. However, these methods frequently encounter accuracy issues when predicting the precise amount of ice accretion because the 3D flow field significantly influences droplet trajectories and, as a result, impingement and accreted mass. For this study the Eulerian particle solver of the icing software DICEPS was upgraded from 2D to 3D using second-order schemes, ensuring numerical stability on unstructured mesh configurations. Validation of the 3D modifications was performed by comparing numerical results of the collection efficiency on a sphere with experimental data. Droplet trajectory calculations were then conducted on a NACA0012 rotor in hover
Buchen, Philipp, Sotomayor-Zakharov, Denis, Knop, Inken
Three Case Studies on Small Uncrewed Aerial Systems Near Midair Collisions with Aircraft: An Evidence-Based Approach for Using Objective Uncrewed Aerial Systems Detection Technology01-16-03-002306/14/2023
Small uncrewed aircraft systems (sUAS) growth continues for recreational and commercial applications. By 2025, the Federal Aviation Administration (FAA) predicts the sUAS fleet to number nearly 2.4 million units. As sUAS operations expand within the National Airspace System (NAS), so too does the probability of near midair collisions (NMACs) between sUAS and aircraft. Currently, the primary means of recognizing sUAS NMACs rely on pilots to visually spot and evade conflicting sUAS. Pilots may report such encounters to the FAA as UAS Sighting Reports. Sighting reports are of limited value as they are highly subjective and dependent on the pilot to accurately estimate range and altitude information. Moreover, they do not account for NMACs that an aircrew member does not spot. The purpose of this study was to examine objective sUAS and aircraft telemetry data collected using a DJI Aeroscope sensor and Automatic Dependent Surveillance-Broadcast (ADS-B)/Mode S messages throughout 36 months
Wallace, Ryan J., Winter, Scott R., Rice, Stephen, Kovar, David C., Lee, Sang-A
Air Bleed Objective for Rotorcraft Turbine EnginesAIR984D (Current)05/10/2023
This SAE Aerospace Information Report (AIR) defines the helicopter bleed air requirements which may be obtained through compressor extraction and is intended as a guide to engine designers.
S-12 Powered Lift Propulsion Committee
An Aerodynamic Equation of State—Part I: Introduction and Aerospace Applications01-17-01-000104/19/2023
In subsonic aircraft design, the aerodynamic performance of aircraft is compared meaningfully at a system level by evaluating their range and endurance, but cannot do so at an aerodynamic level when using lift and drag coefficients, CL and CD , as these often result in misleading results for different wing reference areas. This Part I of the article (i) illustrates these shortcomings, (ii) introduces a dimensionless number quantifying the induced drag of aircraft, and (iii) proposes an aerodynamic equation of state for lift, drag, and induced drag and applies it to evaluate the aerodynamics of the canard aircraft, the dual rotors of the hovering Ingenuity Mars helicopter, and the composite lifting system (wing plus cylinders in Magnus effect) of a YOV-10 Bronco. Part II of this article applies this aerodynamic equation of state to the flapping flight of hovering and forward-flying insects. Part III applies the aerodynamic equation of state to some well-trodden cases in fluid mechanics
Burgers, Phillip
Helicopter Powerplant Corrosion ProtectionAIR4495 (Current)02/06/2023
This SAE Aerospace Information Report (AIR) describes the different aspects of corrosion on helicopter powerplants, on the components that are affected, and the subsequent consequences on the helicopter, engine durability, performance, and dependability. Guidelines that minimize corrosion during the design stage and during service operation are also discussed.
S-12 Powered Lift Propulsion Committee
H-1 HelicopterTBMG-4750002/01/2023
Bell Amarillo, TX 817-280-1949
SAE TOMORROW TODAY: Climate Neutral Flying with an Aerospace Leader1337312/27/2022
Bringing zero-emission commercial aircraft to market by 2035? That's just the beginning for one global aerospace pioneer. Airbus has long designed, manufactured and delivered products and services for the commercial aircraft, helicopter, defense and space sectors. While the company is renowned for its exceptional aerospace solutions, they are also at the forefront of decarbonization and sustainable aviation. Today, Airbus aircraft can operate on a 50% blend of sustainable biofuel made up of food and animal byproducts (think: leftover French fry grease). By 2030, that percentage will rise to 100%. Not only is Airbus promoting the use of sustainable biofuel in aviation, but they plan to move beyond biofuel with the creation of synthetic fuels that don't include petroleum, animal, food or agricultural byproducts. While the move away from traditional fuel sources will take time, Airbus is dedicated to supporting the aviation industry and the world through decarbonization standards and
Hineman, Marcie
Method to Calculate Behind Start of Takeoff Roll Noise Level AdjustmentsAIR6297 (Current)11/18/2022
This document describes a method to calculate noise level adjustments at locations behind an airplane (described by an angular offset or directivity) at the start of takeoff roll (SOTR). This method is derived from empirical data from jet aircraft (circa 2004), most of which are configured with wing-mounted engines with high by-pass ratios (Lau, et al., 2012). Methods are also described which apply to modern turboprop aricraft. Calculations of other propagation-related adjustments required for aircraft noise prediction models are described in AIR1845A, ARP5534, ARP866A, and AIR5662.
A-21 Aircraft Noise Measurement Aviation Emission Modeling
Hybrid-Powered Unmanned HelicopterTBMG-4677610/01/2022
Steadicopter Migdal ha Emek, Israel +972-4-9592959
Overcoming eVTOL's High-Power Connectivity Challenges22AERP10_0310/01/2022
There's no question that significant amounts of power are needed for electric-powered vertical takeoff and landing (eVTOL) aircraft to become airborne and maintain flight. But designers of rotorcraft and personal air vehicles (PAVs) have many questions about what kinds of electrical interconnects can handle the required voltages and kW peak output for electric propulsion motors, inverters, controllers, batteries, infotainment, and sensors. To make eVTOL a reality, designers must identify the proper connectivity solution and implement a “follow-the-wire” design approach to overcome the following challenges:
Overcoming eVTOL’s High-Power Connectivity ChallengesTBMG-4676510/01/2022
There’s no question that significant amounts of power are needed for electric-powered vertical takeoff and landing (eVTOL) aircraft to become airborne and maintain flight. But designers of rotorcraft and personal air vehicles (PAVs) have many questions about what kinds of electrical interconnects can handle the required voltages and kW peak output for electric propulsion motors, inverters, controllers, batteries, infotainment, and sensors. To make eVTOL a reality, designers must identify the proper connectivity solution and implement a “follow-the-wire” design approach to overcome the following challenges:
The Sky is No Longer the Limit Celebrating 75 Years of Air Force TechnologyTBMG-4644809/01/2022
Anti-Phase Noise Suppression Rotor TechnologiesTBMG-4628408/01/2022
Rotor noise and vibration are two sources of operational challenges for all aircraft operating with open rotors such as helicopters, unmanned aerial vehicles (UAVs), urban air mobility personal air vehicles, drones, and aircraft operating with ducted fans, such as passenger aircraft. One key disadvantage of convention rotor design is the noise due to noise-induced shed vortices generated by rotor blades. NASA Ames Research Center has developed a novel patent-pending design and method for reducing rotor blade vibration and acoustic signatures in rotor systems using anti-phase blade vortex suppression design concepts. The design objective is to maximize reduction of noise perceived by the community while maintaining the aerodynamic thrust. These designs could be applicable in any system that uses rotor blades.
SAE TOMORROW TODAY: Opening Up the Sky with Urban Air Mobility1323407/08/2022
Picture this: On-demand ridesharing services that take you above the traffic. Archer Aviation is making this vision a reality by unlocking a whole new dimension in transportation. Archer Aviation designs and develops electric vertical takeoff and landing (eVTOL) aircrafts for use in Urban Air Mobility (UAM) networks. Their goal is to move people throughout congested cities in a quick, safe, sustainable, and cost-effective manner. The eVTOL aircraft can take off vertically like a helicopter and fly forward like an airplane, no runway required. A ride in their fully electric, battery-powered aircraft is approximately the same price per passenger mile as an UberX. Hear from Andrew Cummins, Director of Business Development at Archer, on the future of UAM, the company's plan for commercial operations, and their early-launch partnerships with the cities of Los Angeles and Miami.
Hineman, Marcie
Three-Dimensional Electronic Flying MicrochipTBMG-4597906/01/2022
Engineers have added a new capability to electronic microchips: flight. About the size of a grain of sand, the new flying microchip (microflier) does not have a motor or engine. Instead, it catches flight on the wind — much like a maple tree’s propeller seed — and spins like a helicopter through the air toward the ground. The microfliers also can be packed with ultra-miniaturized technology including sensors, power sources, antennas for wireless communication, and embedded memory to store data.
Drag and Power Impacts of Heat Removal in High-Speed Rotorcraft: Trending and Optimization2022-01-005603/08/2022
Current trends in the rotorcraft market favor aircraft with higher power electronic equipment, smaller, more efficient propulsion systems, and higher flight speeds. The power consumers are putting a greater tax on electrical systems, but also pushing already stressed thermal management systems. The first goal of this brief study aims to calculate and identify major trending of drag and power consumption imposed by equipment cooling on high-speed rotorcraft. Major contributors to these quantities include total heat load, equipment qualification temperature, flow passage sizing and inlet/exhaust orientation to free stream. During preliminary aircraft design, these factors are sometimes disregarded or deprioritized, as they may lead to weight increases, design challenges, and schedule changes. However, ignoring them tends to yield a cascade of other issues later in the design process, often in the way to airframe and electrical system, along with a decrement in overall aircraft
Valentine, Taylor
Precision MicromotorsTBMG-4040512/01/2021
Maxon Precision Motors Taunton, MA 508-677-0520
Fabrication and Testing of High-Speed Single-Rotor and Compound-Rotor SystemsTBMG-4009010/01/2021
Slowed rotors – traditionally associated with autogyros and gyroplanes – have long been recognized as one potential solution for high-speed helicopters (200-300 knots). During the 1950s–70s, there were several significant programs that led to the development of high-speed helicopters with thrust and lift compounding. The key technology barriers common to all were extremely high fuel consumption due to high advancing side drag and large reverse flow, complexities associated with RPM reduction, large blade motions during RPM reduction, and unexplained but catastrophic aeroelastic instabilities of rigid rotors (Cheyenne). None of these helicopters entered regular production.
Fabrication and Testing of High-Speed Single-Rotor and Compound-Rotor Systems21AERP10_1210/01/2021
Acquiring the data needed to generate a comprehensive set of measurements of the blade surface pressures, pitch link loads, hub loads, rotor wakes and performance of high-speed single-rotor and compound-rotor systems necessary to support the development of next-generation rotorcraft, such as those envisioned in the Joint Multi-Role (JMR) rotorcraft program. Army Research Office, Research Triangle Park, North Carolina Slowed rotors - traditionally associated with autogyros and gyroplanes - have long been recognized as one potential solution for high-speed helicopters (200-300 knots). During the 1950s-70s, there were several significant programs that led to the development of high-speed helicopters with thrust and lift compounding. The key technology barriers common to all were extremely high fuel consumption due to high advancing side drag and large reverse flow, complexities associated with RPM reduction, large blade motions during RPM reduction, and unexplained but catastrophic
Crashworthy Landing Gear DesignAIR4566A (Current)08/09/2021
The intent of this SAE Aerospace Information Report (AIR) is to document the design requirements and approaches for the crashworthy design of aircraft landing gear. This document covers the field of commercial and military airplanes and helicopters. This summary of crashworthy landing gear design requirements and approaches may be used as a reference for future aircraft.
A-5B Gears, Struts and Couplings Committee
SAE TOMORROW TODAY: Sikorsky Innovations Advances the Future of Vertical Lift1312805/28/2021
Sikorsky, a Lockheed Martin Company, was among the first companies to manufacture helicopters for civilian and military use. Today, through Sikorsky Innovations they are introducing new technologies to solve the toughest problems in helicopter aviation. On this episode, Igor Cherepinsky, Director of Sikorsky Innovations, discusses autonomy, as well as the Sikorsky X2, one of the world's fastest helicopters that flies more like a tactical jet aircraft.
Hineman, Marcie
Deceiving the Enemy: These Are the Drones You Are Looking ForTBMG-3904405/01/2021
In August 2011, a US CH-47 Chinook helicopter began its descent in a remote corner of Afghanistan to insert elite Special Forces soldiers at an important objective. Unseen by the aircrew or US reconnaissance drones, a Taliban operative fired a Rocket Propelled Grenade (RPG) at the landing Chinook aircraft, causing it to lose control and crash, killing all 38 service members on board.
Deceiving the Enemy: These Are the Drones You Are Looking For21AERP05_0605/01/2021
By developing UAVs for physical deception roles to shape an adversary's ability to visually observe and orient to situations, the US military can decrease risk to air and ground combatants during mission execution by causing adversaries to expend resources, delay their reactions, or react incorrectly to tactical situations. Air Command and Staff College, Maxwell Air Force Base, Alabama In August 2011, a US CH-47 Chinook helicopter began its descent in a remote corner of Afghanistan to insert elite Special Forces soldiers at an important objective. Unseen by the aircrew or US reconnaissance drones, a Taliban operative fired a Rocket Propelled Grenade (RPG) at the landing Chinook aircraft, causing it to lose control and crash, killing all 38 service members on board. This situation could be prevented through the use of creative tactical deception relying on UAVs. In this scenario, the Taliban operative-still unknown to US forces-remains hidden. He watches multiple helicopters overfly his
Generalizing Aspects of System Safety to Broaden Applicability (SAE Paper 2021-01-0037)1299703/16/2021
The Safety Assessment Process, defined by SAE ARP4761 and associated regulatory guidance, is described in the context of conventional, crewed civil aircraft. While this material has been used for decades to evaluate airplanes and rotorcraft, the evolution of technology challenges it. As new entrants venture into aviation, they bring perspectives, which may not clearly align to those conventional concepts. For those skilled in the art of aviation safety assessment, the approach to new technologies might appear straight forward. Such an individual might easily perceive the accommodations for unconventional applications. Once accommodations are made, and failure conditions are established and classified to those new architectures, the rest of the process is somewhat mechanical -they flow out of these conditions. However, the context of their experience betrays the reality of the process description in the ARP and guidance. Such accommodations are not discussed in them, and the process
Voros, Robert
Novel Thermoplastic Structures for Aerospace1300303/16/2021
.Over the last 30 years, GKN Aerospace - Fokker has applied thermoplastic materials for a wide range of aircraft structure applications with increasing complexity and structural significance. Starting with nonstructural applications like the Fokker 50 Main Landing Gear door and Fokker 100 baggage floor panels, via control surface ribs and the Airbus A340 / A380 �J-Nose� wing fixed leading edges, to completely thermoplastic induction welded elevators and rudders currently in service on large cabin Gulfstream aircraft. The next steps to fuselage panels and horizontal stabilizers are currently in progress, including some applications on helicopters / tilt rotor aircraft and UAM platforms. The presentation will focus on some of the unique properties of thermoplastics like the improved damage tolerance / impact resistance and through-the thickness strength as well as on the novel production and assembly techniques enabled by thermoplastics like the different welding techniques and co
Buitenhuis, Andries
Helicopter Engine-Rotor System CompatibilityARP704A (Current)03/10/2021
This SAE Aerospace Recommended Practice (ARP) recommends a methodology to be used for the design, analysis and test evaluation of modern helicopter gas turbine propulsion system stability and transient response characteristics. This methodology utilizes the computational power of modern digital computers to more thoroughly analyze, simulate and bench-test the helicopter engine/rotor system speed control loop over the flight envelope. This up-front work results in significantly less effort expended during flight test and delivers a more effective system into service. The methodology presented herein is recommended for modern digital electronic propulsion control systems and also for traditional analog and hydromechanical systems.
S-12 Powered Lift Propulsion Committee
Generalizing Aspects of System Safety to Broaden Applicability2021-01-003703/02/2021
The Safety Assessment Process, defined by SAE ARP4761 and associated regulatory guidance, is described in the context of conventional, crewed civil aircraft. While this material has been used for decades to evaluate airplanes and rotorcraft, the evolution of technology challenges it. As new entrants venture into aviation, they bring perspectives, which may not clearly align to those conventional concepts. For those skilled in the art of aviation safety assessment, the approach to new technologies might appear straight forward. Such an individual might easily perceive the accommodations for unconventional applications. Once accommodations are made, and failure conditions are established and classified to those new architectures, the rest of the process is somewhat mechanical -they flow out of these conditions. However, the context of their experience betrays the reality of the process description in the ARP and guidance. Such accommodations are not discussed in them, and the process
Voros, Robert
Helicopter Cabin ComputerTBMG-3853702/01/2021
Abaco Systems Huntsville, AL 1-866-652-2226
Designation of Direction of Rotation of Helicopter RotorsARP570B (Current)01/14/2021
S-12 Powered Lift Propulsion Committee
Aerospace Glossary for Human Factors EngineersARP4107A (Current)11/03/2020
This Glossary is designed to serve persons who need to know the accepted meanings, within specific contexts, of the terminology used in reports, articles, regulations, and other materials dealing with aviation safety -- with particular reference to terms specific to human factors in aviation safety. It is assumed that some users of the Glossary will be familiar with the nomenclature of aviation, but will need information on the language of human factors in engineering as they apply to aviation safety. Others (for example, engineers and psychologists) will have fairly extensive knowledge of the terminology of their own and related disciplines, but will need authoritative definitions of technical terms specific to aviation. Within the foregoing general framework, the following guidelines for the inclusion of terms to be defined have been observed:
G-10EAB Executive Advisory Group
Structural Health Monitoring Considerations and Guidance Specific to RotorcraftAIR6892 (Current)10/26/2020
This SAE Aerospace Information Report (AIR) provides guidance on the definition, development, integration, qualification/certification, and deployment of Structural Health Monitoring (SHM) technologies applied to commercial and military rotorcraft. Increased implementation of SHM is believed to have numerous potential benefits, including enhanced operational safety and reduced maintenance burden. The focus is on augmenting ARP6461 to address specific unique aspects of implementing SHM on rotorcraft without unnecessarily duplicating guidance already contained in the ARP that is generally applicable to both fixed-wing and rotary-wing aircraft. For the purpose of this document, SHM is defined as “the process of acquiring and analyzing data from on-board sensors in order to determine the health of a structure”. Note that this is irrespective of whether the on-board sensors are a permanent or temporary installation. On-board sensors could include any presently installed aircraft sensors as
Aerospace Industry Steering Committee on Structural Health
Exergetic Investigation of a Turboshaft Helicopter Engine Related to Engine Power01-13-02-001910/19/2020
Turboshaft engines, one of the classifications of the helicopters, combine the core engine and fan and consume fossil fuels. Emissions, produced by the fossil fuels, cause global warming and environmental pollution, such as ecological, human health. To improve helicopter capability, energy is the first point of improvement. High-energy efficient helicopter engines help decrease the environmental damage. Exergy should be applied to the system to determine the maximum available energy. In this study, energy analysis and exergy analysis have been applied to a turboshaft helicopter engine. According to the result of this study, the maximum energy and exergy efficiencies are found to be 21.99% and 15.87%, respectively, at 1500 Shaft Horsepower (SHP). It is seen that the efficiencies increase with the increase of the engine power. Besides, exergy destructions and exergy loss values are presented by calculating different powers.
Koruyucu, Elif, Altuntas, Onder, Karakoc, T. Hikmet
Designing Connectivity Solutions for an Electric Aircraft Future20AERP10_0310/01/2020
The levels of voltage and current needed in electric-powered vertical takeoff and landing aircraft (eVTOL), personal air vehicles (PAVs), and rotorcraft systems are high and going higher. That's because electric propulsion motors, inverters, controllers, batteries, and sensor-laden electric aircraft require significant amounts of power. High voltages and high kW peak outputs present many implementation challenges. Designers can meet these challenges by understanding how proper product selection and a “follow-the-wire” design approach enable high-power connectivity solutions. Some of the hurdles that designers need to overcome include the following.
Designing Connectivity Solutions for an Electric Aircraft FutureTBMG-3788710/01/2020
The levels of voltage and current needed in electric-powered vertical takeoff and landing aircraft (eVTOL), personal air vehicles (PAVs), and rotorcraft systems are high and going higher. That’s because electric propulsion motors, inverters, controllers, batteries, and sensor-laden electric aircraft require significant amounts of power.
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