3-Momentum Theory in Hover

Momentum Theory
We saw that the helicopters rotor

provides three basic functions:
Generation of Lift
Generation of propulsive force for forward
flight
Generates forces to control attitude and
position
Helicopters / Filipe Szolnoky Cunha
Momentum Theory in Hover
Slide 1
Momentum Theory
The helicopter must be able to operate in a
variety of flow regimes:
Hover
Climb
Descend
Forward flight
Backward flight
Any flight regime that is a combination of the
above
Slide 2
Momentum Theory
The main goal of the helicopter is its ability to
HOVER
Hover is also the simplest of the flight regimes, so
it should be the easiest to model
Although its the simplest flight regime it is still
complicated enough.
Slide 3
Momentum Theory
Lets simplify our first approach and develop a
simple method capable of predicting the rotor
thrust and power
Momentum Theory
First developed by Rankine (1895) for marine
propellers and developed further and generalized
by several other authors
Slide 4
Assumptions
Conditions in hover:
No forward speed
No vertical speed
The flow field is axisymetrical
There is a wake boundary with the flow outside this
boundary being quiescent
The flow velocities inside this boundary can be quite
high
Slide 5
Assumptions
Momentum theory concerns itself with the global
balance of mass, momentum, and energy.
It does not concern itself with details of the flow
around the blades.
It gives a good representation of what is
happening from a view far away from the rotor.
This theory makes a number of simplifying
assumptions.
Slide 6
Assumptions
Rotor is modeled as an actuator disk which adds
momentum and energy to the flow.
Flow is incompressible.
Flow is steady, inviscid, irrotational.
Flow is one-dimensional, and uniform through the
rotor disk, and in the far wake.
There is no swirl in the wake.
Slide 7
Representation and notation
Slide 8
Conservation of Mass
Air inflow trough control surface 0:
There is no inflow/outflow through the side boundaries:
Airflow trough control surface
Slide 9
Conservation of Mass through the rotor

disk
Air inflow trough the rotor disk control surface 1:
Air inflow trough the rotor disk control surface 2:
Since the two surfaces (A1=A2=A) are equal:
There is no velocity jump across the rotor disk. vi is the

induced velocity at the rotor disk.
Slide 10
Hover conditions
In hover Vc0:
The velocity at station 0 is 0
The velocity at the rotor is the induced velocity at the
rotor vi
The velocity at the far field is the induced velocity at
the far field w
Slide 11
Momentum and energy equations

The momentum rate of change is equal to the applied
force:
The work done per unit time (power) done by the rotor is
equal to the energy rate of change
Eliminating
Slide 12
Conservation of Mass through the

rotor disk
At control surface 1:
At control surface
And:
Slide 13
Conservation of Mass
We can reach the conclusion that:
The far wake induce velocity is twice the induce

velocity at the disk
The far wake area is half the rotor disk area
In reality
Slide 14
Bernoulli equation
Consider a particle that goes from Station 0
to station
We can apply Bernoulli equation between:
vh
Stations 0 and 1,
Stations 2 and .
Recall assumptions that the flow is steady,

irrotational, inviscid.
Slide 15
Bernoulli equation
From the previous expressions we have:
p
Disc
Flow field
p
Pressure
w
Velocity
Slide 16
Induced Velocity at the rotor disk

We can now compute the induced velocity at the
rotor disk in terms of the thrust T
and
Slide 17
Induced Velocity at the rotor disk

And the following expression can be obtained:
Slide 18
Ideal Power
Power consumed=Energy rate flow out-Energy
rate flow in
So:
Or in terms of the induced velocity:
Slide 19
Disk Loading
Disk loading is defined as the ratio of the thrust by
the disk area:
The expression of the induced velocity at the rotor
can then be expressed in terms of the disk loading:
Remember that in hover T=W

Slide 20
Power Loading
Power Loading is defined as:
On the other hand the induced velocity at the rotor
can be obtained from:
We can then write:
Slide 21
Induced inflow ratio

The induced velocity at the rotor can be expressed
in the following manner:
h is called the induced inflow ratio
For rotating-wing aircraft it is the convention to
nondimensionalize all velocities by the blade tip
speed in hover
Slide 22
Thrust coefficient
Since the convention is to nondimensionalize the
velocities by the blade tip speed, we can define
the thrust coefficient:
The inflow ratio can then be expressed
Slide 23
Power coefficient
The rotor power coefficient is defined as:
Since the power is related to the rotor shaft torque

by P=Q and the rotor shaft torque is defined by:
We can conclude that CP=CQ

Slide 24
Thrust and power coefficient

The two coefficient can be related using the
momentum theory.
Therefore
Slide 25
Figure merit
All the previous expression were calculated for an
ideal rotor in an ideal fluid
There is the necessity to calculate the rotor
efficiency
In 1940 Prewitt of Kellett Aircraft introduce the
Figure of Merit
Slide 26
Figure of Merit
The ideal power is calculated
momentum theory so we can write
using
the
Slide 27
Figure of merit
Because a helicopter spends considerable portions
of time in hover, designers attempt to optimize the
rotor for hover (FM~0.8).
A rotor with a lower figure of merit (FM~0.6) is
not necessarily a bad rotor. It has simply been
optimized for other conditions (e.g. high speed
forward flight).
Slide 28
Non Ideal effects

Until now we have considered ideal situation
We did not take into account situations like:
Non-uniform inflow
Tip losses
Wake swirl
Non ideal wake contraction
Finite number of blades
We can then take into account these factors and

compute more accurately the necessary rotor
power
Slide 29
Non Ideal effects

First lets correct the power coefficient using a
correction factor (induced power coefficient):
Where is the induced power correction factor

Typical value of is 1.15
Slide 30
Non Ideal effects

Secondly lets take into account the blade drag:
D is the drag per unit span
Nb is the number of blades
y is the blade element distance to the rotor hub
The power necessary to overcame the blade drag

is:
Slide 31
Non Ideal effects

The drag force per unit span can be obtained using
the drag coefficient of the section profile
It is assumed that:
Cd0 is independent of Re and M
The blade is not tapered or twisted
Slide 32
Non Ideal effects

The profile power is:
With its associated power coefficient
Slide 33
Non Ideal effects

The rotor solidity is defined as:
With typical values of 0.07 to 0.12
Slide 34
Non Ideal effects

The actual rotor power can then be expressed as:
Using the modified form of the momentum theory

with the non ideal approximation for power the
rotor figure of merit can be written as:
Slide 35
Induced Tip losses

R
BR
A portion of the
rotor near the tip
does not produce
much lift due to the
leakage of air from
the bottom of the
disk to the top
We can account for
it by using a smaller
modified radius BR
Slide 36
Induced Tip losses

So the effective blade radius Re that produces lift
is smaller than the blade radius R:
Where B<1. The effective rotor disk area is:
Which is smaller the the actual rotor disk are by

a factor of B2.
Slide 37
Induced Tip losses

There are several propositions to calculate the
factor B:
Prandtl theory
Helicopters Rotor approximation

Since i (inflow ratio) is small and in hover related to CT
Slide 38
Induced Tip losses

Empirical geometric calculations:
Gessow & Meyers
c is the tip chord
Sissingh
c0 is the root chord and r is the blade tapper ratio
Slide 39
Blade Loading Coefficient

The blade loading coefficient is defined as:
Where Ab is area of the all the blades
The maximum realizable value is about 0.12 due

to the occurrence of blade stall
Slide 40
Power Coefficient
We have defined power loading as:
Since
T depends on (R)2
P depends on (R)3
To maximize PL R should be minimum
Slide 41
Power Coefficient
We have already reach to the relations:
Using the modified momentum theory:
Slide 42
Power Coefficient
We can also write:
Slide 43
Power Coefficient
Or alternatively:
That is
Slide 44

3-Momentum Theory in Hover

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Momentum Theory

We saw that the helicopters rotor

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Representation and notation

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

There is no inflow/outflow through the side boundaries:

Airflow trough control surface

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Conservation of Mass through the rotor

Air inflow trough the rotor disk control surface 2:

Since the two surfaces (A1=A2=A) are equal:

There is no velocity jump across the rotor disk. vi is the

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Momentum and energy equations

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Conservation of Mass through the

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

We can reach the conclusion that:

The far wake induce velocity is twice the induce

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Recall assumptions that the flow is steady,

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Induced Velocity at the rotor disk

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Induced Velocity at the rotor disk

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Remember that in hover T=W

Momentum Theory in Hover

We can then write:

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Induced inflow ratio

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

The inflow ratio can then be expressed

Helicopters / Filipe Szolnoky Cunha

Momentum Theory in Hover

Since the power is related to the rotor shaft torque

We can conclude that CP=CQ

Momentum Theory in Hover