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Helicopters / Filipe Szolnoky Cunha Slide 1 Conceptual Helicopter Design
Conceptual Helicopter Design
• Helicopter design will depend on:
– Aerodynamics
– Structural Dynamics
– Aeroelasticity
– Materials
– Weight
– Flight Dynamics
• Design starts with:
– Potential customer specifications (civil)
– Mission requirements (military)
Helicopters / Filipe Szolnoky Cunha Slide 2 Conceptual Helicopter Design
Conceptual Helicopter Design
• Design technology for the civilian market is
driven by:
– Reduced acquisition
– Reduced operating costs
– Increased safety
– Reduced cabin noise
– Increased passenger comfort
– Better mechanical reliability and maintainability
– Reduced external noise
Helicopters / Filipe Szolnoky Cunha Slide 3 Conceptual Helicopter Design
Conceptual Helicopter Design
• On the other hand design technology for the
military market is driven by:
– Operational flexibility and adaptability
– Long operational life
– Upgradeable components
– Vulnerability and Survivability
• Emphasis is being placed on the dual use of
military and civilian technology. This has
benefits for the customer and manufacturer
Helicopters / Filipe Szolnoky Cunha Slide 4 Conceptual Helicopter Design
Conceptual Helicopter Design
Dual use of military and civilian technology
EC 135 Civil
EC 635 Military
Helicopters / Filipe Szolnoky Cunha Slide 5 Conceptual Helicopter Design
Conceptual Helicopter Design
• The general design requirements will include
– Hover capability
– Maximum payload
– Range/Endurance
– Cruise or maximum level flight speed
– Climb Performance
– “Hot and High” performance and other environmental
issues
– Manoeuvrability and agility
Helicopters / Filipe Szolnoky Cunha Slide 6 Conceptual Helicopter Design
Conceptual Helicopter Design
• The general design requirements will be constrain by:
– Maximum main rotor disk loading
– Maximum physical size
– One engine inoperative performance
– Autorotative capability
– Noise issues
– Maintenance issues
– Crashworthiness
– Radar cross section and detectability (Vulnerability)
– Civil/Military Certification
Helicopters / Filipe Szolnoky Cunha Slide 8 Conceptual Helicopter Design
Conceptual Helicopter Design
• The objective will be:
– Smallest Helicopter
– Lightest Helicopter
– Least expensive
• All with the minimum cost (design)
• Simple analytical models
Helicopters / Filipe Szolnoky Cunha Slide 9 Conceptual Helicopter Design
Design of the Main Rotor
• The Main Rotor is the most important component
of the helicopter.
• Small improvements in the Main Rotor efficiency
can potentially result in significant increases in:
– Aircraft payload
– Manoeuvre margins
– Forward flight speeds
Helicopters / Filipe Szolnoky Cunha Slide 10 Conceptual Helicopter Design
Design of the Main Rotor
• The preliminary design of the Main Rotor must take into consideration:
– General sizing
• Rotor diameter
• Disk Loading
• Tip Speed
– Blade Planform
• Chord
• Solidity
• Blade twist
– Airfoil Sections
Helicopters / Filipe Szolnoky Cunha Slide 11 Conceptual Helicopter Design
Main Rotor Diameter
• Large diameter required by:
– Autorotational capabilities
– Hover performance
• Advantages of a large rotor:
– Lower disk loadings
– Lower average induced velocities
– Lower induced power requirements
Helicopters / Filipe Szolnoky Cunha Slide 12 Conceptual Helicopter Design
Main Rotor Diameter
• From the modified momentum theory we have
obtained
• And the CT for the best PL (minimum P/L)
T
P
T
P
C
CR
T
PP
C
CCR i 0
T
PT
C
CCR 0
2
T
0dT
C8
C
2
CR
21
32
0
2
1
d
PLBestT
CC
Helicopters / Filipe Szolnoky Cunha Slide 13 Conceptual Helicopter Design
Main Rotor Diameter
• The disk loading for minimum power loading is:
• We can then obtain the optimum radius for
maximizing the power loading.
• or
A
WCR
2
1
A
TDL
32
0d2
2R
TDL
DL
WR
DL
WR
2
1
Single rotor Dual rotor
Helicopters / Filipe Szolnoky Cunha Slide 14 Conceptual Helicopter Design
Main Rotor Diameter
• We have also seen that the PL is proportional to:
• So the rotor should operate a maximum FM
DL
FM
P
TactualPL
Helicopters / Filipe Szolnoky Cunha Slide 15 Conceptual Helicopter Design
Main Rotor Diameter
• Other factors influence the rotor diameter:
– An aircraft operating in unprepared runway must
have low induced velocity, therefore limited disk
loading (high rotor diameter)
– Large diameter also means higher inertia, better
autorotative characteristics
Helicopters / Filipe Szolnoky Cunha Slide 16 Conceptual Helicopter Design
Main Rotor Diameter
• The rotor diameter will be constrained by:
– Overall helicopter size
• Storage
• Transport
– Weight
– Cost
– Gearbox torque limit
– Speed
– Manoeuvrability
– Static droop of the blades
• Normally the radius is kept smaller than 12m
Helicopters / Filipe Szolnoky Cunha Slide 19 Conceptual Helicopter Design
Disk Loading
• We can therefore conclude that for the low disk
loading the advantages are:
– Low induced velocities
– Low autorotative rate of descent
– Low power required in hover
• Advantages of high disk loading:
– Compact size
– Low empty weight
– Low hub drag in forward flight
Helicopters / Filipe Szolnoky Cunha Slide 20 Conceptual Helicopter Design
Tip Speed
• A high tip speed is necessary for:
– Decreases the AOA of the retreating blade
– High kinetic energy
• Reduces design weight
– The rotor torque is lower (Since P=ΩQ)
• Lighter gear box
• Lighter transmission
Helicopters / Filipe Szolnoky Cunha Slide 21 Conceptual Helicopter Design
Tip Speed
• High tip speed also means:
– Compressibility effects
– Noise (rapidly increasing with tip mach number)
• Low tip speed: noise resulting from steady and harmonic
loading is dominant
• High tip speed noise cause by the blade thickness effects
becomes important
Helicopters / Filipe Szolnoky Cunha Slide 24 Conceptual Helicopter Design
Rotor Solidity
• Definition:
– Ratio between the blade area with the rotor area. For
a rectangular blade:
• Typical values:
– From 0.08 to 0.12
R
cN
R
cRN bb
2
Helicopters / Filipe Szolnoky Cunha Slide 25 Conceptual Helicopter Design
Rotor Solidity
• The average lift coefficient is defined to give the
same lift coefficient when the blade is operating at
the same local lift coefficient (optimum rotor):
• Or
• Typically is found to be on the range of 0.4 to
0.7.
1
0
2
21 drCrC lT
1
0
2
21 drCr L LC
61
T
L
CC 6
LC
Helicopters / Filipe Szolnoky Cunha Slide 26 Conceptual Helicopter Design
Rotor Solidity
• Certification requires that load factors (1.15g)
and bank angles (30º) must be demonstrated
without rotor stalling.
• Therefore the selection of rotor solidity must
have into consideration the blade stall limits.
• Rotor designs for high speed or high
manoeuvrability helicopters must have a high
solidity for a given diameter and tip speed.
Helicopters / Filipe Szolnoky Cunha Slide 27 Conceptual Helicopter Design
Rotor Solidity
• To avoid using a high solidity we can choose an
airfoil with a high maximum lift coefficient that
would allow a lower tip speed.
• Remember all other factors remain constant.
Helicopters / Filipe Szolnoky Cunha Slide 29 Conceptual Helicopter Design
Rotor Solidity
• Lower solidity means lower profile power
• But lower solidity also means:
– Reduced blade lifting area
– Increases the blade loading coefficient
– Increases the local and mean blade lift coefficient
• Therefore decreasing the solidity also decreases
the stall margins.
Helicopters / Filipe Szolnoky Cunha Slide 30 Conceptual Helicopter Design
Rotor Solidity
• Since the onset of stall sets the performance
limits for a rotor its is important to have a big
stall margin :
– Allow for manoeuvres
– Allow for gusts in turbulent air
• A highly manoeuvrable combat helicopter will
require a larger stall margin than a civilian
transport
Helicopters / Filipe Szolnoky Cunha Slide 31 Conceptual Helicopter Design
Rotor Solidity
• The onset of stall in the retreating blade also
limits the rotor performance
Helicopters / Filipe Szolnoky Cunha Slide 34 Conceptual Helicopter Design
Number of blades
• The selection of the number of blades is based
more on dynamic issued than on aerodynamic
issues.
• Following the experimental study performed by
several investigators the conclusion was reached
that the hover performance is primarily affected
by the rotor solidity σ and only secondarily by
the number of blades Nb.
Helicopters / Filipe Szolnoky Cunha Slide 35 Conceptual Helicopter Design
Number of blades
• For a high number of blades:
– Lower vibration levels
– Lower induced tip looses
• The effect on induced power for large aspect ratio blade is
small
– Weaker tip vortex (for the same thrust)
• Reducing the airloads of potential BVI
Helicopters / Filipe Szolnoky Cunha Slide 36 Conceptual Helicopter Design
Number of blades
• Reducing the number of blades:
– Lower weight
– Smaller hubs
• Lower weight
• Lower drag
– Better maintainability
– Less number of BVI
Helicopters / Filipe Szolnoky Cunha Slide 37 Conceptual Helicopter Design
Number of blades
• Typically a light weight helicopter will have 2
blades
• A heavy lift helicopter will have 4, 5 even 7 or 8
blades
Helicopters / Filipe Szolnoky Cunha Slide 38 Conceptual Helicopter Design
Blade Twist
• Using the BEMT we have seen that negative
(nose down) pitch can redistribute the lift over
the blade and help reduce the induced power.
Proper use of the
blade twist can
therefore improve
the FM in hover.
Helicopters / Filipe Szolnoky Cunha Slide 39 Conceptual Helicopter Design
Blade Twist
• In forward flight blades with high nose down
blade twist may suffer some performance loss:
•Reduced AOA on the
tip of the advancing
blade
•Reduced or even
negative lift
•Loss of rotor thrust
and propulsive force
Helicopters / Filipe Szolnoky Cunha Slide 40 Conceptual Helicopter Design
Blade Twist
• Existing helicopter have a negative linear blade
twist of 8º to 15º
• The twist range is a compromise between
maximizing the hover FM and maintaining good
forward flight performance
• Some manufacturers used a non-linear or double
linear twist here the effective twist near the tip is
reduced or even reversed
Helicopters / Filipe Szolnoky Cunha Slide 41 Conceptual Helicopter Design
Blade Planform
• We have already seen that small amounts of taper
over the blade tip can help improve the FM in
hover:
Helicopters / Filipe Szolnoky Cunha Slide 42 Conceptual Helicopter Design
Blade Planform
• Minimum Pi requires λ=const. (uniform inflow)
• Minimum P0 requires α= α(min Cd/Cl)= α1
• Then for minimum induce power θ= θtip/r and
each blade element must operate at α1
• With (BEMT) dCT=4λ2rdr then:
drrC
drrr
CdC
l
tip
l
T
2
1
2
22
8
1 l
rC
Helicopters / Filipe Szolnoky Cunha Slide 43 Conceptual Helicopter Design
Blade Planform
• We have seen that the minimum induced power
requires a uniform inflow. Therefore the previous
equation is constant over the disk.
• Let’s assume that α1 is the same for all airfoils
along the blade and is independent of Re and M
• From the equation since α1 =const and we now
that λ=const then σr must be constant too.
cr
R
Nconstr b
Helicopters / Filipe Szolnoky Cunha Slide 44 Conceptual Helicopter Design
Blade Planform
• The previous situation is achieved when
r
rr
crc
tiptip or
Helicopters / Filipe Szolnoky Cunha Slide 45 Conceptual Helicopter Design
Blade Planform
• However for the benefit is lost for higher taper
ratios since the tip will be operating at smaller
chord Reynolds number and therefore at higher
profile drag coefficients.
Helicopters / Filipe Szolnoky Cunha Slide 46 Conceptual Helicopter Design
Blade tip shape
• The tip of the blades play a very important role
in the aerodynamic performance of the rotor
• The blade tip encounter
– The highest dynamic pressure
– The highest mach number
– The strong trailed tip vortex
• It is very important then to have a properly
design blade tip
Helicopters / Filipe Szolnoky Cunha Slide 48 Conceptual Helicopter Design
Blade tip shape
• Anhedral
– Can improve the rotor FM
• Sweeping the leading edge
– Reduces de Mach number normal to the leading edge
• Higher velocities can be achieved before the
compressibility effects increases the profile power
– Effects the Tip vortex formation
• Vortex strength
• Vortex trailed location
Helicopters / Filipe Szolnoky Cunha Slide 49 Conceptual Helicopter Design
Blade tip shape
• Sweep angle
– Constant
– Progressively varying
– Keep low (<20º)
• No inertial coupling in the blade dynamics introduced by an
aft centre of gravity
• No aerodynamic coupling caused by an rearward centre of
pressure
Helicopters / Filipe Szolnoky Cunha Slide 50 Conceptual Helicopter Design
Blade tip shape
• Progressively sweep angle
– Choose a sweep angle that is just sufficient to
maintain a constant incident Mach number
perpendicular to the leading edge:
– The normal velocity to the leading edge Un:
cossinrRUn