Journal of the American Helicopter Society (J AM HELICOPTER SOC)

Publisher: American Helicopter Society

Journal description

Current impact factor: 0.80

Impact Factor Rankings

2015 Impact Factor Available summer 2016
2014 Impact Factor 0.796
2013 Impact Factor 0.627
2012 Impact Factor 0.514
2011 Impact Factor 0.549
2010 Impact Factor 0.393
2009 Impact Factor 0.254
2008 Impact Factor 0.467
2007 Impact Factor 0.426
2006 Impact Factor 0.575
2005 Impact Factor 0.443
2004 Impact Factor 0.464
2003 Impact Factor 0.474
2002 Impact Factor 0.59
2001 Impact Factor 0.469
2000 Impact Factor 0.273
1999 Impact Factor 0.493
1998 Impact Factor 0.329
1997 Impact Factor 0.655
1996 Impact Factor 0.5
1995 Impact Factor 0.116
1994 Impact Factor 0.114
1993 Impact Factor 0.364
1992 Impact Factor 0.464

Impact factor over time

Impact factor

Additional details

5-year impact 0.82
Cited half-life >10.0
Immediacy index 0.23
Eigenfactor 0.00
Article influence 0.46
Website Journal of the American Helicopter Society website
Other titles Journal of the American Helicopter Society
ISSN 0002-8711
OCLC 1827576
Material type Periodical
Document type Journal / Magazine / Newspaper

Publications in this journal

  • [Show abstract] [Hide abstract]
    ABSTRACT: The hovering performance and the lifting capability of tiltrotor aircraft are strongly affected by the aerodynamic interaction between wing and rotors. The tiltwing concept represents an interesting technology to increase the hover performance by reducing the wing-rotor interference. The present work investigates the aerodynamic interaction between wing and rotor in hover for a scaled tiltwing aircraft half-span model. A comprehensive experimental campaign, including force measurements and particle image velocimetry surveys, was performed together with computational fluid dynamics simulations. Numerical predictions were validated using experimental data and were used to describe the flow field.
    Journal of the American Helicopter Society 08/2015; 60(4). DOI:10.4050/JAHS.60.042011
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    ABSTRACT: The compound helicopter design could potentially satisfy the new emerging requirements placed on the next generation of rotorcraft. The main benefit of the compound helicopter is its ability to reach speeds that significantly surpass the conventional helicopter. However, it is possible that the compound helicopter design can provide additional benefits in terms of maneuverability. The paper features a conventional helicopter and a compound helicopter. The conventional helicopter features a standard helicopter design with a main rotor providing the propulsive and lifting forces, whereas a tail rotor, mounted at the rear of the aircraft, provides the yaw control. The compound helicopter configuration features both lift and thrust compounding. The wing offloads the main rotor at high speeds, whereas two propellers provide additional axial thrust as well as yaw control. This study investigates themaneuverability of these two helicopter configurations using inverse simulation. The results predict that a compound helicopter configuration is capable of attaining greater load factors than its conventional counterpart, when flying a pullup–pushover maneuver. In terms of the accel–decel maneuver, the compound helicopter configuration is able of completing the maneuver in a shorter time than the conventional helicopter, but at the expense of greater installed engine power. The addition of thrust compounding to the compound helicopter design reduces the pitch attitude required throughout the acceleration stage of the maneuver.
    Journal of the American Helicopter Society 06/2015; DOI:10.4050/JAHS.60.04200
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    ABSTRACT: Anthropometric test devices (ATDs), commonly referred to as crash test dummies, are effective tools used to conduct aerospace safety evaluations. In this study, the latest finite element (FE) model of the Test Device for Human Occupant Restraint (THOR) dummy was simulated under vertical impact conditions based on data recorded in a series of drop tests conducted at the NASA Langley Research Center (LaRC). The purpose of this study was threefold. The first was to improve and then evaluate this FE model for use in a vertical loading environment through kinematic and kinetic response comparisons. The second was to evaluate dummy injury criteria under variable impact conditions. The last was to determine the response sensitivity of the FE model with respect to its pre-impact postural position. Results demonstrate that the updated FE model performs well under vertical loading and predicts injury criteria values close to those recorded in testing. In the postural sensitivity study, the head injury criteria (HIC) response and peak lumbar load (LL) show to be primarily sensitive to the pre-impact head angle and thorax angle, respectively. The promising results shown by the dummy model recommends its use in impact simulations with vertical deceleration pulses close to those used in this study. In addition, it is believed that assigning accurate viscoelastic material properties to the deformable parts of the model may further increase the model fidelity for a larger range of impacts.
    Journal of the American Helicopter Society 04/2015; 60(2):1-10. DOI:10.4050/JAHS.60.022004
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    ABSTRACT: This paper presents the development of a 12-degree-of-freedom flight dynamics model for a small-scale unmanned helicopter in both hovering and forward flight. The helicopter was fully instrumented and flight-tested for this modeling work. The development of this detailed model, appropriate for the design of a high-bandwidth control system, for such a small unmanned helicopter is unique. The model utilizes both detailed physics-based modeling and state-of-the-art parameter identification techniques. The model includes the coupled rotor-body-stabilizer bar dynamics along with the heave-inflow-coning dynamics. The rotor regressive flapping dynamics and the stabilizer bar dynamics are included within the model using a first-order approximation to the second-order flapping dynamics. The effect of the second-order coning dynamics and inflow dynamics on the heave motion is also discussed. This modeling process can be extended to model other small-scale unmanned aerial vehicle helicopters.
    Journal of the American Helicopter Society 04/2015; 60(2):1-13. DOI:10.4050/JAHS.60.022007
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    ABSTRACT: De-icing using piezoelectric actuators is considered as a potential solution to the development of low-energy ice protection systems for rotorcraft. This type of system activates resonant frequencies of a structure using piezoelectric actuators to generate sufficient stress to break the bond between the ice and the substrate. First, a numerical method was validated to assist the design of such systems. Numerical simulations were performed for the case of a flat plate, and validated experimentally. The model was then used to study important design parameters such as actuator positioning and activation strategies and it was concluded that positioning actuators at anti-nodes locations, and activating them in phase with those anti-nodes allowed to obtain maximum displacements for a given vibration mode. The findings were then used to apply piezoelectric de-icing to structures more representative of a helicopter rotor blade. The method was implemented to a thinned Bell 206 main rotor blade and a Bell 206 tail rotor blade. Partial de-icing was demonstrated in an icing wind tunnel. Power input to the actuators was below 12 W/in2 for all structures. Copyright© 2014 by the American Helicopter Society International Inc. All rights reserved.
    AHS 70th annual conference, Montreal; 05/2014
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    ABSTRACT: The unsteady flow around the pitching helicopter main rotor blade airfoil EDI-M109 was experimentally investigated at conditions similar to those existing on a retreating rotor blade in forward flight. High speed pressure measurements and hot film anemometry were used to investigate the unsteady transition characteristics of the airfoil. Results are presented for dynamic test points with attached flow, light dynamic stall and deep dynamic stall at M = 0.3 and Re = 1.8 x 10^6. The results include the discussion of the periodicity of the hot film signals for different flow states. The transition process of the pitching airfoil is analyzed and the significance of the intermittent region is described. A time delay between the transition and the model motion is discussed and a linear relationship between the transition position and the time is observed. The influences of the pitching amplitude on the transition characteristics are discussed and the flow separation initiating dynamic stall is analyzed.
    Journal of the American Helicopter Society 01/2014; 59(1):1-12. DOI:10.4050/JAHS.59.012001
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    ABSTRACT: The experimental investigation of constant blowing air jets as fluidic control devices for helicopter dynamic stall control is described. A carbon fiber airfoil of constant OA209 cross section was fitted with a pneumatic system to deliver dry compressed air as jets for flow control at total pressures of up to 10 bar. The experiment used porthole jets of radius 1% chord, positioned at 10% chord and with spacing 6.7% chord. The positive dynamic stall control effects were demonstrated at Mach 0.3, 0.4, and 0.5 for deep dynamic stall test cases with the best test cases reducing the pitching moment peak after the main stall by 83% while increasing the mean lift over one pitching cycle by 30%. The conclusions from the experiments are supported by three-dimensional unsteady Reynolds-averaged Navier–Stokes (URANS) computations of the pitching airfoil with flow control using the DLR-TAU code.
    Journal of the American Helicopter Society 10/2013; 58(4). DOI:10.4050/JAHS.58.042001
  • Journal of the American Helicopter Society 10/2013; 58(4).
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    ABSTRACT: A computational investigation of the effect of rotation on two-dimensional (2D) deep dynamic stall has been undertaken, showing that the effect of rotation is to reduce the severity of the pitching moment peak and cause earlier reattachment of the flow. A generic single blade rotor geometry was investigated, which had a pitching oscillation around the quarter chord axis while in hover, causing angle-driven dynamic stall. The results at the midpoint of the blade have the same Mach number (0.31), Reynolds number (1.15×106), and pitching motion (α =13◦±7◦) as a dynamic stall test case for which significant experimental wind tunnel data and 2D computations exist. The rotating blade is compared with 2D computations and computations using the same blade without rotation at Mach 0.31 and with the same pitching motion. All test cases involve geometries propagating into undisturbed flow with no downwash. The three-dimensional (3D) grid computed without rotation had lower lift at the reference section than for a 2D computation with the same geometric angle of attack time history, and the lift overshoot classically observed for Spalart–Allmaras turbulence models during 2D dynamic stall was significantly reduced in the 3D case. Rotation reduced the strength of the dynamic stall vortex, which reduced the accompanying pitching moment peak by 25%.
    Journal of the American Helicopter Society 07/2013; 58(3):1-9. DOI:10.4050/JAHS.58.032001