Alternative procedure to verify the H-V diagram after external installations on helicopters

Manuela Battipede, Politecnico di Torino, Italy
Raffaele Di Caprio, EASA, Germany
Manfred Bleyer, Ingenieurbüro für Luftfahrt, Austria
Matteo Vazzola, TPS SpA, Italy

Abstract

Certification of external installations on helicopters, for modifications for which CS27/29.865 is not applicable, often requires the showing of compliance of paragraph CS XX.79 - Limiting height-speed envelope – which might imply, ultimately, a certain degree of H-V testing.

Due to the implications on safety during the investigation of the H-V curve, a preliminary analytical investigation is advisable, to understand whether H-V test can be drastically reduced. Analytical investigation, though, is usually based on the extensive use of simulation data, based on validated dynamic mathematical models, which are usually not available to the applicant.

TPS recently proposed an alternative method, based on the analysis of a set of flight tests, which is meant to assess the different phases of the physical/mechanical phenomena related to the emergency maneuver performed by the pilot as a consequence of a power loss, within or in the proximity of the H-V curve. More in details, the analysis of the autorotation phenomenology reveals that the maneuver is made up by different phases and dedicated tests have been proposed to assess each of these phases. The whole test campaign is hence meant to gain a thorough insight of how, and specifically in which part of the maneuver, the external modification could affect the helicopter H-V characteristic. Depending on this substantiation, H-V testing can be avoided or drastically reduced, limiting the investigation to a few meaningful points.

The proposed method has been recently assessed by TPS on an external basket installation, making use of purposely developed TPS’s Flight Instrumentation and post-processing tools. More in details, results and conclusions are based on the analysis of static and dynamic flight parameters, acquired with a non-intrusive FTI, which monitors and correlates cockpit parameters and flight commands, following a back-to-back approach
(i.e. pre and post modification).

The method demonstrated was witnessed by EASA and found acceptable as an alternative method for showing of compliance to the applicable requirements.