The use of active controls to augment rotor/fuselage stability

The use of active blade pitch control to increase helicopter rotor/body damping is studied. Control is introduced through a conventional nonrotating swashplate. State variable feedback of rotor and body states is used. Feedback parameters include cyclic rotor flap and lead-lag states, and body pitch and roll rotations. The use of position, rate, and acceleration feedback is studied for the various state variables. In particular, the influence of the closed loop feedback gain and phase on system stability is investigated. For the rotor/body configuration analyzed, rotor cyclic inplane motion and body roll-rate and roll-acceleration feedback can considerably augment system damping levels and eliminate ground resonance instabilities. Scheduling of the feedback state, phase, and gain with rotor rotation speed can be used to maximize the damping augmentation. This increase in lead-lag damping can be accomplished without altering any of the system modal frequencies. Investigating various rotor design parameters (effective hinge offset, blade precone, blade flap stiffness) indicates that active control for augmenting rotor/body damping will be particularly powerful for hingeless and bearingless rotor hubs

Fan Blade Shake Test Results for the 40- by 80-/80- by 120-Foot Wind Tunnel

This report documents the shake tests performed on the first set of hydulignum fan blades for the 40- by 80-/80- by 120-Foot Wind Tunnel. The purpose of the shake test program is described. The test equipment and test procedures are reviewed. Results from each shake test are presented and the overall findings of the shake test program are discussed

Hover test of a full-scale hingeless rotor

The performance and aeroelastic stability in hover of a 9.8-m diameter, hingeless helicopter rotor system was evaluated. Rotor performance and inplane damping data were obtained for rotor operation between 350 and 425 rpm for thrust coefficients (CT/sigma) between 0.0 and 0.12. At constant rotor thrust, a minimum in rotor inplane damping was measured at 400 rpm. Good agreement is shown between experimental performance data and predicted performance. The influence of different aerodynamic inflow models on predicting damping levels is also shown. The best correlation with experimental stability data was obtained when a dynamic inflow model was used instead of static or quasistatic inflow models. Comparison with other full scale, hingeless rotor data in hover is presented. The hingeless rotor data and data from a full scale, bearingless main rotor test performed on the same general purpose test apparatus were compared. Although the bearingless rotor was more highly damped at design tip speed and 1-g thrust operation, greater sensitivity to operating conditions is shown. At low thrust levels the bearingless main rotor is less damped than the hingeless rotor

Hover test of a full-scale hingeless helicopter rotor: Aeroelastic stability, performance and loads data

A hover test of a full-scale, hingeless rotor system was conducted in the NASA Ames 40- by 80-foot wind tunnel. The rotor was tested on the Ames rotor test apparatus. Rotor aeroelastic stability, performance, and loads at various rotational speeds and thrust coefficients were investigated. The primary objective was to determine the inplane stability characteristics of the rotor system. Rotor inplane damping data were obtained for operation between 350 and 425 rpm (design speed), and for thurst coefficients between 0.0 and 0.12. The rotor was stable for all conditions tested. At constant rotor rotational speed, a minimum inplane dampling level was obtained at a thrust coefficient approximately = 0.02. At constant rotor lift, a minimum in rotor inplane damping was measured at 400 rpm

Rotorcraft research testing in the National Full-Scale Aerodynamics Complex at NASA Ames Research Center

The unique capabilities of the National Full-Scale Aerodynamics Complex (NFAC) for testing rotorcraft systems are described. The test facilities include the 40- by 80-Foot Wind Tunnel, the 80- by 120-Foot Wind Tunnel, and the Outdoor Aerodynamic Research Facility. The Ames 7- by 10-Foot Subsonic Wind Tunnel is also used in support of the rotor research programs conducted in the NFAC. Detailed descriptions of each of the facilities, with an emphasis on helicopter rotor test capability, are presented. The special purpose rotor test equipment used in conducting helicopter research is reviewed. Test rigs to operate full-scale helicopter main rotors, helicopter tail rotors, and tilting prop-rotors are available, as well as full-scale and small-scale rotor systems for use in various research programs. The test procedures used in conducting rotor experiments are discussed together with representative data obtained from previous test programs. Specific examples are given for rotor performance, loads, acoustics, system interactions, dynamic and aeroelastic stability, and advanced technology and prototype demonstration models

Coupled rotor and fuselage equations of motion

The governing equations of motion of a helicopter rotor coupled to a rigid body fuselage are derived. A consistent formulation is used to derive nonlinear periodic coefficient equations of motion which are used to study coupled rotor/fuselage dynamics in forward flight. Rotor/fuselage coupling is documented and the importance of an ordering scheme in deriving nonlinear equations of motion is reviewed. The nature of the final equations and the use of multiblade coordinates are discussed

A full-scale wind tunnel investigation of a helicopter bearingless main rotor

A helicopter bearingless main rotor was tested. Areas of investigation included aeroelastic stability, aerodynamic performance, and rotor loads as a function of collective pitch setting, RPM, airspeed and shaft angle. The rotor/support system was tested with the wind tunnel balance dampers installed and, subsequently, removed. Modifications to the rotor hub were tested. These included a reduction in the rotor control system stiffness and increased flexbeam structural damping. The primary objective of the test was to determine aeroelastic stability of the fundamental flexbeam/blade chordwise bending mode. The rotor was stable for all conditions. Damping of the rotor chordwise bending mode increases with increased collective pitch angle at constant operating conditions. No significant decrease in rotor damping occured due to frequency coalescence between the blade chordwise fundamental bending mode and the support system

Too Big to Fail — U.S. Banks’ Regulatory Alchemy: Converting an Obscure Agency Footnote into an “At Will” Nullification of Dodd-Frank’s Regulation of the Multi-Trillion Dollar Financial Swaps Market

The multi-trillion-dollar market for, what was at that time wholly unregulated, over-the-counter derivatives (“swaps”) is widely viewed as a principal cause of the 2008 worldwide financial meltdown. The Dodd-Frank Act, signed into law on July 21, 2010, was expressly considered by Congress to be a remedy for this troublesome deregulatory problem. The legislation required the swaps market to comply with a host of business conduct and anti-competitive protections, including that the swaps market be fully transparent to U.S. financial regulators, collateralized, and capitalized. The statute also expressly provides that it would cover foreign subsidiaries of big U.S. financial institutions if their swaps trading could adversely impact the U.S. economy or represent the use of extraterritorial trades as an attempt to “evade” Dodd-Frank. In July 2013, the CFTC promulgated an 80-page, triple-columned, and single-spaced “guidance” implementing Dodd-Frank’s extraterritorial reach, i.e., that manner in which Dodd-Frank would apply to swaps transactions executed outside the United States. The key point of that guidance was that swaps trading within the “guaranteed” foreign subsidiaries of U.S. bank holding company swaps dealers were subject to all of Dodd-Frank’s swaps regulations wherever in the world those subsidiaries’ swaps were executed. At that time, the standardized industry swaps agreement contemplated that, inter alia, U.S. bank holding company swaps dealers’ foreign subsidiaries would be “guaranteed” by their corporate parent, as was true since 1992. In August 2013, without notifying the CFTC, the principal U.S. bank holding company swaps dealer trade association privately circulated to its members standard contractual language that would, for the first time, “deguarantee” their foreign subsidiaries. By relying only on the obscure footnote 563 of the CFTC guidance’s 662 footnotes, the trade association assured its swaps dealer members that the newly deguaranteed foreign subsidiaries could (if they so chose) no longer be subject to Dodd-Frank. As a result, it has been reported (and it also has been understood by many experts within the swaps industry) that a substantial portion of the U.S. swaps market has shifted from the large U.S. bank holding companies swaps dealers and their U.S. affiliates to their newly deguaranteed “foreign” subsidiaries, with the attendant claim by these huge big U.S. bank swaps dealers that Dodd-Frank swaps regulation would not apply to these transactions. The CFTC also soon discovered that these huge U.S. bank holding company swaps dealers were “arranging, negotiating, and executing” (“ANE”) these swaps in the United States with U.S. bank personnel and, only after execution in the U.S., were these swaps formally “assigned” to the U.S. banks’ newly “deguaranteed” foreign subsidiaries with the accompanying claim that these swaps, even though executed in the U.S., were not covered by Dodd-Frank. In October 2016, the CFTC proposed a rule that would have closed the “deguarantee” and “ANE” loopholes completely. However, because it usually takes at least a year to finalize a “proposed” rule, this proposed rule closing the loopholes in question was not finalized prior to the inauguration of President Trump. All indications are that it will never be finalized during a Trump Administration. Thus, in the shadow of the recent tenth anniversary of the Lehman failure, there is an understanding among many market regulators and swaps trading experts that large portions of the swaps market have moved from U.S. bank holding company swaps dealers and their U.S. affiliates to their newly deguaranteed foreign affiliates where Dodd- Frank swaps regulation is not being followed. However, what has not moved abroad is the very real obligation of the lender of last resort to rescue these U.S. swaps dealer bank holding companies if they fail because of poorly regulated swaps in their deguaranteed foreign subsidiaries, i.e., the U.S. taxpayer. While relief is unlikely to be forthcoming from the Trump Administration or the Republican-controlled Senate, some other means will have to be found to avert another multi-trillion-dollar bank bailout and/or a financial calamity caused by poorly regulated swaps on the books of big U.S. banks. This paper notes that the relevant statutory framework affords state attorneys general and state financial regulators the right to bring so-called “parens patriae” actions in federal district court to enforce, inter alia, Dodd- Frank on behalf of a state’s citizens. That kind of litigation to enforce the statute’s extraterritorial provisions is now badly needed