PHILIPPINE STATE COLLEGE OF

AERONAUTICS

LESSON 5

Basic Helicopter Design and Concepts

 PHILIPPINE STATE COLLEGE OF 1 Introduction
AERONAUTICS

2 Design Requirements

LESSON 5 3 Main Rotor Design

4 Fuselage Design

Topics 5 Empennage Design

6 Tail Rotor Design

7 Assessments / Announcements
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 1 Introduction

INTRODUCTION
- There are many fundamental issues, some of them conflicting, in
the aerodynamic design of the modern helicopter.
- Helicopter designers are concerned with performance. loads,
vibration levels, external and internal noise, stability and control,
and handling qualities.
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 1 Introduction

2 Design Requirements

LESSON 5 3 Main Rotor Design

4 Fuselage Design

Topics 5 Empennage Design

6 Tail Rotor Design

7 Assessments / Announcements
 PHILIPPINE STATE COLLEGE OF 2 Design Requirements
AERONAUTICS

DESIGN REQUIREMENTS:

The helicopter design starts with a set of specifications. which are defined
based on the needs of a potential customer, or more so in the case of
military machines, a specific mission requirement.
 PHILIPPINE STATE COLLEGE OF 2 Design Requirements
AERONAUTICS

DESIGN REQUIREMENTS:
• Regulatory Requirements
• Operational Requirements
 PHILIPPINE STATE COLLEGE OF 2 Design Requirements
AERONAUTICS

DESIGN REQUIREMENTS:

• Performance
▪ hover capability
▪ maximum payload
▪ range and/or endurance
▪ cruise or maximum level flight speed
▪ climb performance
▪ “hot and high” performance
▪ maneuverability and agility
 PHILIPPINE STATE COLLEGE OF 2 Design Requirements
AERONAUTICS

DESIGN REQUIREMENTS:

• Constraints
▪ maximum main rotor disk loading
▪ maximum physical size of the aircraft
▪ one-engine inoperative performance
▪ autorotative capability
▪ noise issues
▪ radar cross section and detectability
▪ civil certification or military
acceptance requirements
▪ vulnerability and survivability
requirement
▪ maintenance issues
PHILIPPINE STATE COLLEGE OF 2 Design Requirements
AERONAUTICS

RECALL: Helicopter Components

 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 1 Introduction

2 Design Requirements

LESSON 5 3 Main Rotor Design

4 Fuselage Design

Topics 5 Empennage Design

6 Tail Rotor Design

7 Assessments / Announcements
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

MAIN ROTOR DESIGN

1. General Sizing
2. Blade Planform
3. Airfoil Sections
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

ROTOR DIAMETER

When Higher:

▪ Better autorotational capabilities

▪ Better hover performance
▪ Lower disk loading
▪ Lower average induced velocities
▪ Lower induced power requirements
▪ Higher inertia
▪ Higher rotational kinetic energy given velocity
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

ROTOR DIAMETER

When Lower:

▪ Lower aircraft dimensions, gross weight, gearbox torque requirements

▪ Lower parasitic drag
▪ Better cruising flight efficiency
▪ Lower static drop (drooping)
▪ Lower blade sailing (flexing)
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

ROTOR DIAMETER
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

TIP SPEED

When Lower
 Lower compressibility effect
 Lower Noise Effect
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

TIP SPEED

When Higher
- Decrease AOA on retreating blade given blade area and advance ratio
▪ Higher stored rotational kinetic energy given radius and design weight
▪ Lower torque required given power; allows lighter gearbox and
transmission design
▪ Higher maneuverability and agility
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

ROTOR SOLIDITY

When Higher
 Possibility for high speeds and high maneuverability given diameter and
tip speed.

When Lower
 Possibility for high
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

NUMBER OF BLADES

When Higher
 Lower Rotor Vibration Levels
 Lower Induced Tip Loss Effect Given blade aspect ratio
 Lower chord length given solidity, also decreases Raynold’s number.

When Lower
 Lower weight and hub drag yields to better reliability and maintainability
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

BLADE TWIST

When Higher
 Relatively, higher “figure of merit” or hover efficiency given constant disk
loading
 Relatively, lower forward flight rotor thrust and propulsive force
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

BLADE PLANFORM & TIP SHAPE

Factors
 Highest dynamic pressure and highest Mach numbers and strong trailed
tip vortices
 Optimize to lower induced drag
 The amount of sweep is usually kept low enough (< 20 deg)
 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

BLADE PLANFORM & TIP SHAPE

 PHILIPPINE STATE COLLEGE OF 3
AERONAUTICS Main Rotor Design

AIRFOIL SECTIONS

Factors
In consideration of advancing and retreating blade
 Aerodynamic Twisting
 Lift Coefficient
 Drag Coefficient
 Chord Length, camber thickness
 Material Construction
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 1 Introduction

2 Design Requirements

LESSON 5 3 Main Rotor Design

4 Fuselage Design

Topics 5 Empennage Design

6 Tail Rotor Design

7 Assessments / Announcements
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 4 Fuselage Design

FUSELAGE DESIGN
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 4 Fuselage Design

FUSELAGE DESIGN
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 4 Fuselage Design

VERTICAL DRAG / DOWNLOAD

It is normally assumed that the total thrust, T, required by the main
rotor is equal to the aircraft weight. W. However, there is usually an extra
increment in power required because of the download or vertical drag, Dv, on
the helicopter fuselage that results from the rotor slipstream velocity (i.e.. now
the rotor thrust will be T = W + D).
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 4 Fuselage Design

FUSELAGE SIDE-FORCE
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 1 Introduction

2 Design Requirements

LESSON 5 3 Main Rotor Design

4 Fuselage Design

Topics 5 Empennage Design

6 Tail Rotor Design

7 Assessments / Announcements
 PHILIPPINE STATE COLLEGE OF 5
AERONAUTICS
Empennage Design

EMPENNAGE DESIGN

The empennage on a helicopter consists of the vertical and

horizontal stabilizer and related fuselage structure. A stabilizer is simply a
fixed surface that produces an aerodynamic force.
PHILIPPINE STATE COLLEGE OF 5
AERONAUTICS
Empennage Design

HORIZONTAL STABILIZER
PHILIPPINE STATE COLLEGE OF 5 Empennage Design
AERONAUTICS

HORIZONTAL STABILIZER
 PHILIPPINE STATE COLLEGE OF 5 Empennage Design
AERONAUTICS

VERTICAL STABILIZER
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 1 Introduction

2 Design Requirements

LESSON 5 3 Main Rotor Design

4 Fuselage Design

Topics 5 Empennage Design

6 Tail Rotor Design

7 Assessments / Announcements
 PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

TAIL ROTOR DESIGN

 PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

THRUST REQUIREMENTS

The primary purpose of the tail rotor is to provide a sideward force

in a direction and of sufficient magnitude to counter the main rotor torque
reaction. The tail rotor also provides yaw control.
 PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

DESIGN REQUIREMENTS

▪ Larger diameter >> heavier weight

▪ Higher disk loading (> 35 kt) >> not to enter vortex ring state
▪ Two or four blades
▪ Pitch control and built-in twist >> lower power requirements
▪ Lower twist >> higher efficiency Descent
▪ Lower up speed >> lower noise but need higher solidity to prevent stall
so increase torque requirement
▪ Pitch horn placement or tilting or main rotor >> cancel out drift
▪ the main rotor shaft is physically tilted slightly >> less cyclic input
 PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

TRACTOR VS PUSHER TYPE

Most modern helicopters use a pusher tail rotor design because it

has been found through experimentation that this configuration tends to
have a higher overall efficiency.
PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

TYPICAL TAIL ROTOR DESIGNS

PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

TYPICAL TAIL ROTOR DESIGNS

PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

OTHER ANTI-TORQUE DEVICES

PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

OTHER ANTI-TORQUE DEVICES

PHILIPPINE STATE COLLEGE OF 6
AERONAUTICS Tail Rotor Design

TILT ROTORS
PHILIPPINE STATE COLLEGE OF
AERONAUTICS

LESSON 6

Helicopter Design
 PHILIPPINE STATE COLLEGE OF 1 Weight and Balance
AERONAUTICS

2 Centroid Computation

LESSON 6 3 Center of Gravity Determination

4 Assessments / Announcement

Topics
 PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

WEIGHT AND BALANCE

It is vital to comply with weight and balance limits established for

helicopters. Operating above the maximum weight limitation compromises
the structural integrity of the helicopter and adversely affects performance.
 PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

EMPTY WEIGHT

It is the weight of the airframe, engines, all permanently installed

equipment, and unusable fuel.
 PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

EMPTY WEIGHT

• Empty-Weight Center of Gravity (EWCG)

• Empty-Weight Center of Gravity Range
• Standard Empty Weight
• Basic Empty Weight
• Licensed Empty Weight
 PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

WEIGHT AND BALANCE

• Maximum Weight
• Maximum Landing Weight
• Maximum Ramp Weight
• Maximum Takeoff Weight
• Maximum Zero Fuel Weight
 PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

WEIGHT AND BALANCE

• Payload
• Useful Load
• Usable Fuel
• Zero fuel weight
• Scale Weight
• Net Weight
• Tare Weight
• Undrainable Oil
• Unusable Fuel
PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

Standard Weights:
PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

Standard Weights:
PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

WEIGHT AND BALANCE

General Aviation Aircraft:

Empty weight
+ Useful Load
= Takeoff weight
- Fuel burned enroute
= Landing weight
PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

WEIGHT AND BALANCE

Transport Aircraft:

Empty weight
+ Operating Weight
= Basic operating weight
+ Payload
= Zero Fuel Weight
+ Fuel Load
= Ramp / Taxi Weight
- Fuel burned during taxi
= Takeoff weight
- Fuel burned enroute
= Landing weight
PHILIPPINE STATE COLLEGE OF 1
AERONAUTICS Weight and Balance

WEIGHT AND BALANCE

 PHILIPPINE STATE COLLEGE OF 1 Weight and Balance
AERONAUTICS

2 Centroid Computation

LESSON 6 3 Center of Gravity Determination

4 Assessments / Announcement

Topics
 PHILIPPINE STATE COLLEGE OF 2
AERONAUTICS Centroid Computation

CENTROID COMPUTATION

A centroid is the central point of a figure and is also called the

geometric center. It is the point that matches to the center of gravity of a
particular shape. It is the point which corresponds to the mean position of
all the points in a figure.
 PHILIPPINE STATE COLLEGE OF 2
AERONAUTICS Centroid Computation

Procedures in Solving Centroid of Compound Shapes

• By Using Tables
• By Using AutoCAD
 PHILIPPINE STATE COLLEGE OF 1 Weight and Balance
AERONAUTICS

2 Centroid Computation

LESSON 6 3 Center of Gravity Determination

4 Assessments / Announcement

Topics
 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 3 Center of Gravity Determination

CENTER OF GRAVITY DETERMINATION

Weight and balance considerations of a helicopter are similar to those of an

airplane, except they are far more critical, and the center of gravity (CG)
range is much more limited.
PHILIPPINE STATE COLLEGE OF
AERONAUTICS 3 Center of Gravity Determination

CENTER OF GRAVITY DETERMINATION

 PHILIPPINE STATE COLLEGE OF
AERONAUTICS 8 Assessments / Announcements

Activities/ Lab Reports

• Mastery Checks (Module 4 Assessments)
• Technical Reports (2)
- Helicopter Preliminary Specifications
- Helicopter Three-Views
PHILIPPINE STATE COLLEGE OF
AERONAUTICS

END OF PRESENTATION