I just looked at the data for the ch47, and I think there are some
values that could/should change, based on the data for our own chinook
flight dynamics model (for the CH47D)


rotor parameters:

blade mass -> 111.6 [kg]
omega -> 23.562 [rad/s] (=225 rpm) <- value much too high in yasim config file
blade twist -> -9.14 [deg]
blade chord -> 0.81 [m]  <- value too low in yasim config file
blade moment of inertia (about flap hinge) -> 3110.2 [kg*m^2]

and some mass & moment of inertia values:
mass -> 14968.6 [kg]
ixx -> 50386.3 [kg*m^2]
iyy -> 273536 [kg*m^2]
izz -> 257685 [kg*m^2]
ixz -> 19838.3 [kg*m^2]

I don't have data about pitch-flap coupling.


Greetings,

Wim


On 12/20/06, Joacim Persson <[EMAIL PROTECTED]> wrote:
> On Tue, 19 Dec 2006, Maik Justus wrote:
> > Important info for the ch47d flight model. I had expected a large delta3
> > effect.
>
> Forgot to mention that the chinooks do however have lead-lag hinges which
> may have a blade pitch coupling to it, I don't know (yet). We don't have
> lead-lag hinges in the rotor calculations anyway. (yet -- nudge-nudge
> wink-wink ;)
>
> Speaking of delta-3, I saw a litterature reference giving a hint that
> Boeing did perform experiments in the mid 60' with a delta-3 rotorhead, but
> for some reason only on the forward rotor. I've found no evidence that this
> ever was introduced in production models, not up to the D model anyway.
>
> PS. I've finally figured out the LCT algorithm, from studying explicit data
> on the B model. Flying perfectly level at 60kts now. (Also using wind
> tunnel data for the fuselage drag at alpha=beta=0.)
>
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