## 4 Results
### Helicopter Main Rotor Results
#### 4.2.2 Harmonic Analysis at Low, Medium, and High Flight Speed Cases
\begin{table}
\begin{tabular}{l l l l l l l l} \hline  & & \multicolumn{2}{c}{_Blade 1_} & \multicolumn{2}{c}{_Blade 2_} & \multicolumn{2}{c}{_Blade 3_} & \multicolumn{2}{c}{_Blade 4_} & \multicolumn{1}{c}{\(LL\)} & \multicolumn{1}{c}{\(AL\)} \\ \hline \multirow{3}{*}{12.3 m/s} & \(\overline{M_{lag}}\)\([Nm]\) & — & 100.86 & — & 85.26 & 117.93 & 117.31 \\ \cline{2-9}  & \(\overline{M_{lap}}\)\([Nm]\) & \(-4.38\) & \(-11.91\) & \(-8.51\) & \(-12.13\) & \(-4.95\) & \(-5.22\) \\ \cline{2-9}  & \(\overline{M_{tors}}\)\([Nm]\) & — & — & \(-2.94\) & \(-4.49\) & \(-2.80\) & \(-2.80\) \\ \hline \multirow{3}{*}{50.5 m/s} & \(\overline{M_{lag}}\)\([Nm]\) & — & 135.17 & — & 97.65 & 104.68 & 105.62 \\ \cline{2-9}  & \(\overline{M_{flag}}\)\([Nm]\) & — & \(-2.83\) & \(-12.12\) & \(-9.84\) & \(-11.99\) & \(-4.10\) & \(-4.19\) \\ \cline{2-9}  & \(\overline{M_{tors}}\)\([Nm]\) & — & — & \(-3.49\) & \(-5.02\) & \(-3.28\) & \(-3.39\) \\ \hline \multirow{3}{*}{69.6 m/s} & \(\overline{M_{lag}}\)\([Nm]\) & — & 217.76 & — & 173.15 & 186.84 & 186.71 \\ \cline{2-9}  & \(\overline{M_{flag}}\)\([Nm]\) & — & \(-2.53\) & \(-5.01\) & \(-5.19\) & \(-4.94\) & \(-0.91\) & \(-0.97\) \\ \cline{1-1} \cline{2-9}  & \(\overline{M_{tors}}\)\([Nm]\) & — & — & \(-4.36\) & \(-5.64\) & \(-3.79\) & \(-3.91\) \\ \hline \end{tabular}
\end{table} 
Table 12: Mean values of blade structural loads. \begin{table}
\begin{tabular}{l l l l l l l l} \hline  & & \multicolumn{2}{c}{_Blade 1_} & \multicolumn{2}{c}{_Blade 2_} & \multicolumn{2}{c}{_Blade 3_} & \multicolumn{2}{c}{_Blade 4_} & \multicolumn{1}{c}{\(LL\)} & \multicolumn{1}{c}{\(AL\)} \\ \hline \multirow{3}{*}{12.3 m/s} & \(\overline{M_{lag}}\)\([Nm]\) & — & 100.86 & — & 85.26 & 117.93 & 117.31 \\ \cline{2-9}  & \(\overline{M_{lap}}\)\([Nm]\) & \(-4.38\) & \(-11.91\) & \(-8.51\) & \(-12.13\) & \(-4.95\) & \(-5.22\) \\ \cline{2-9}  & \(\overline{M_{tors}}\)\([Nm]\) & — & — & \(-2.94\) & \(-4.49\) & \(-2.80\) & \(-2.80\) \\ \hline \multirow{3}{*}{50.5 m/s} & \(\overline{M_{lag}}\)\([Nm]\) & — & 135.17 & — & 97.65 & 104.68 & 105.62 \\ \cline{2-9}  & \(\overline{M_{flag}}\)\([Nm]\) & — & \(-2.83\) & \(-12.12\) & \(-9.84\) & \(-11.99\) & \(-4.10\) & \(-4.19\) \\ \cline{1-1} \cline{2-9}  & \(\overline{M_{tors}}\)\([Nm]\) & — & — & \(-3.49\) & \(-5.02\) & \(-3.28\) & \(-3.39\) \\ \hline \multirow{3}{*}{69.6 m/s} & \(\overline{M_{lag}}\)\([Nm]\) & — & 217.76 & — & 173.15 & 186.84 & 186.71 \\ \cline{2-9}  & \(\overline{M_{flag}}\)\([Nm]\) & — & \(-2.53\) & \(-5.01\) & \(-5.19\) & \(-4.94\) & \(-0.91\) & \(-0.97\) \\ \cline{1-1} \cline{2-9}  & \(\overline{M_{tors}}\)\([Nm]\) & — & — & \(-4.36\) & \(-5.64\) & \(-3.79\) & \(-3.91\) \\ \hline \end{tabular}
\end{table} 
Table 13: Mean values of blade deflections. Finally, the amplitudes of the different harmonic frequencies of the twisting moment are shown in Figure 46. A maximum difference of about 13% of the mean value is observed at the \(1/rev\) amplitude of the low speed case for the LL results. The corresponding difference increases to 15.5% for the AL case. Furthermore, the \(3/rev\) amplitude, that seem to be in the measurements of the low speed case, is slightly under-predicted by the simulations (10% of the mean value in LL and 6.5% in the AL results). The greatest phase difference (Figure 47) is observed in the \(1/rev\) phase of the low speed case, where a phase shift of \(100^{\circ}\) is noted in the LL results case and \(110^{\circ}\) in the AL case. Figure 42: Harmonic analysis of Lead-Lag bending moment. Amplitude of frequencies with the highest energy content. Figure 44: Harmonic analysis of Flapwise bending moment. Amplitude of frequencies with the highest energy content. Figure 45: Harmonic analysis of Flapwise bending moment. Phase of frequencies with the highest energy content.