TOPIC:

Aerodynamic Design and Optimization of Rotor Blade

By:-

Chaitanya Baboo

Thesis Supervisor: Prof. V.k Patidar

Department : Aerospace Dept.
Program : Ase- Ave (V Sem)
Engineering

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FOREWORD

I would like to express my deep appreciation and thanks to Mr.Vijay kumar

Patidar(Asst. Prof.-Aerospace Dept.)for his support during the making our project.

October 2015 (Aerospace Engineers)

Thesis Supervisor: Prof. V.K Patidar

Signature :

Date :

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 TABLE OF CONTENTS
ABBREVATIONS
LIST OF FIGURES...
SUMMARY..
1. INTRODUCTION
1.1Purpose of thesis...
1.2Background...
1.3Hypothesis.
2. DESIGNPROCESS
2.1Design considerations...
2.2Design variables
2.3Constraints.
2.4Cost Parameters.
2.5Timeline.
2.6 Bar Graph (Representing Cost Vs. Time During Phase)...
3. METHODOLOGY..
3.1Initialisation/Approach.
3.2Design Model
3.3Test Model
3.4Result
4. CONCLUSION ANDRECOMMENDATIONS
5. REFERENCES

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ABBREVIATIONS

CFD : Computational Fluid Dynamics

CST : Class Function Transformation
App. : Appendix
DOE : Design of experiment
FM : Figure of merit
ITER : No. of trim iterations
L/D : Lift to drag ratio

LIST OF FIGURES

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Figure 1.0 : Design Synthesis Process..

Figure 2.1: CATIA Model of the Rectangular rotors

Figure 2.2: Flight Maneuvering and path for a Helicopter ..

Figure 2.3: Torque Generation/Direction for a Helicopter rotor system

Figure 2.4: Basic Components of a Helicopter rotor System.
Figure 2.5: Timeline
Figure 2.6: Bar Graph (Cost vs. Time)

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INTRODUCTION

One of the goals in helicopter design is to improve the aerodynamic performance of

rotor blades in both hover and forward flight. To accomplish this goal, designers are
examining the influences of rotor blade design parameters such as twist, blade radius,
tip speed, blade root chord, chord distribution, taper ratio, point of taper initiation,
sweep, point of sweep initiation, and airfoil sections on the aerodynamic performance
of the rotor blade.

1.1 Purpose of the Thesis

There are two common approaches to blade aerodynamic performance design. First,
most researchers now focus on blade shape design to optimize the aerodynamic
performance of rotor blades by selecting the point of taper initiation, root chord, taper
ratio, and maximum twist which minimize hover power without degrading forward
flight performance.1 This approach usually deals with integration of several programs
to build an optimization process. Second, some works have tried to solve this problem
using computational fluid dynamics (CFD) methods. These CFD methods are
reasonable for the hover case but very time-consuming. Moreover, the application of
the CFD method to the flow field passing the blade in forward flight is very complex.
Therefore, the CFD method is not suitable for the preliminary design phase because of
the need for quick estimation

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1.2 Background

This process also includes a sizing module. After setting the size of the helicopter, the
helicopter rotor blade shape optimization process is performed as the next step of the
design process. Following this process, a set of initial values for design variables is
chosen from the sizing module. The blade shape variables such as chord distribution,
twist distribution, and airfoil point coordinates are generated. Airfoil analysis is
performed by the program XFLR to generate airfoil aerodynamic characteristics in
XFLR format. Some others additional codes to generate airfoil coordinates, chord
distribution, and twist distribution are implemented in order to build a full framework
for the optimization process in the XFLR software.Once a model has been
constructed, trade studies such as parametric studies, optimization studies, and design
of experiment (DOE) studies may be performed

Helicopter Helicopter Rotor

blade size
Size

Design Eg.Chord ,Twist

Variables are Distri.,Cost
Factors,Timeline.
chosen

XFLR-Airfoil Design of
Analysis Experiment

Figure 1.1:Design Synthesis Process..

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1.3 Hypothesis

Helicopter performance is expressed in terms of horsepower required as a function of

velocity. The horsepower required to drive the main rotor is made up of three
components -induced, profile, and parasite power. The parasite power which results
fromfuselage drag is a function of the cube of the forward flight velocity. The induced
power (due to lift) and the profile power (due to blade drag) primarily influence the
rotor blade design.

An initial step in the aerodynamic design of a helicopter rotor blade is the selection of
the airfoils which could be applied over various regions of the blade radius. Once the
airfoils and an initial airfoil distribution are selected, the induced and profile power
components become functions of twist, taper ratio, point of taper initiation, and blade
root chord. For hover, over 80 percent of the power is induced power and the
remainder is profile power

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DESIGN PROCESSES

2.1. Design considerations

Helicopter hover performance is expressed in terms of power loading or figure of
merit (FM). In this study we assume that the rotor thrust and helicopter weight are
equal. Therefore, the required hover power should be made as small as possible. The
hover power required to drive the main rotor is formed by two components: induced
power and profile power (to overcome viscous losses at the rotor). The induced power
and the profile power primarily influence the blade aerodynamics performance
design.

Satisfactory aerodynamics performance is defined by the following requirements1:

(1) The required power must be less than the power available.

(2) The helicopter must be able to trim at hover flight condition.

Fig:2.1 Catia Model Of the Rectangular rotors

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2.2. Design variables
The design variables are maximum pre twist, taper ratio, point of taper initiation,
blade root chord. The blade is rectangular until chosen otherwise.

Fig:2.2 Flight Maneuvering and path for a Helicopter

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2.3. Constraints
The required power in hover must be less than the power available. The trim
constraint in hover is implemented by expressing the constraint in terms of the
number of trim iterations, (iter), and the maximum number of trim iterations allowed,
(iter) max.
Equation:

i ter i ter m a x

The other constraint is used to ensure that the blade tip chord does not become too
small.

Equation:

ctctmin

where ct is the tip chord and ctmin the minimum tip chord allowed.

Fig: 2.3Basic Parts of A helicopter Rotor

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2.4. Cost parameters

Component Quantity Cost (Estimated in Rs.)

Rotor blades 4/2 2000/1000

Rotor mast 1 200

Swash plates- 2 300-400

(Lower/Upper)
Ball bearings NA 350

2.5. Timeline

Initialisation
Process -(4
Weeks)

Optimization
Test Phase (2
phase(2
Weeks)
Weeks)

TIMELINE(20
Weeks -5
months) Raw material
Assembly(3
selection(1
Weeks)
Weeks)

Electronic
fabrication of
Component
Rotor blades
selection(2
(6 Weeks)
Weeks)

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2.6. Bar Graph (Visualization of cost vs time-as from Timeline)

Cost Vs. Time (Timeline)

0
Initialisation Optimization Raw material Fabrication Electronics Assembly Test Phase
Phase selection of Blades

Cost(*200) Time(In weeks)

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METHODOLOGY

We have chosen Momentum Theory, as it gives a good view and better understanding
of the working of the rotor. Further calculations are based on a few formula that have
been explained as follows:
We obtain thrust (T) as T = 2 r A (V+v) v where v = induced velocity and V =
climb velocity, A is the area of rotor disc.
The induced velocity at the rotor disc is further calculated as follows:
2
V V T
v-
2 2 2 A
In Hover, climb velocity V 0
T
v
2 A

Making sure the above observations are kept in mind we designate the breakdown of
the methodology as the following:

3.1.Initialisation Process:
In this process we first Choose the Design of the Rotors for the Helicopter
Blades,using a detailed analysis on that Blade design in comparison to another blade
showing its merits over the other blade.
3.2.Design Model
In this phase we design our model for the airfoil design Using CATIA software.Once
the model is made we use the help of a 3D printer in order to Print out the model for
the rotors.
3.3.Test Phase
In this phase we test our model using the appropriate Electronics for Hover flight.
3.4.Result
This is the last phase which proves our model and its use.

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CONCLUSION AND RECOMMENDATIONS

This study is performed for the hover case only. We can see that the optimum taper
ratio and position of the taper are on the boundary of these design variables. These
results match the optimum hovering rotor described in Noonan Kevin, which requires
a local chord distribution over the blade to be given by equation

The local blade chord must vary hyperbolically with span and can be adequately
approximated by a linear taper over the outer part of the blade. Therefore, each
section of the blade operates at optimum lift-to-drag ratio.
A further study on rotor blade design in forward flight and maneuver flight also needs
to consider airfoil shape. The requirements are that the airfoil section must not stall in
forward flight and the drag divergence Mach number must be avoided. An additional
effort to create transonic and supersonic flow analysis code needs to be performed for
optimum blade design including airfoil shape in forward flight.

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REFERENCES
1 Van Gaasbeck, J. R.: Rotorcraft Flight Simulation, Computer ProgramC81.
USARTLTR-
77-54B, 1979.
2 Vanderplaats, G. N.: CONMIN - A FORTRAN Program for Constrained Function
Minimization. Users Manual. NASA TMX-62282. August 1973.
3 Johnson, Wayne: A Comprehensive Analytical Model of Rotorcraft Aerodynamics
and Dynamics. NASA TM 81182, 1980.
4 Noonan, Kevin W.: Aerodynamic Design of a Helicopter Main Rotor Blade With
Consideration of Flap-Lag Flutter\ in Hover. Masters Thesis. University of
Maryland.
1985.

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