Study of Contra-Rotating Coaxial Rotors in Hover, a Performance Model Based on Blade Element Theory Including Swirl Velocity
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Effectiveness of the Compound Helicopter Configuration in Rotorcraft Performance Increase
transactions on aerospace research 4(261) 2020, pp.81-106 DOI: 10.2478/tar-2020-0023 eISSN 2545-2835 effectiveness of the compound helicopter configuration in rotorcraft performance increase Jarosław stanisławski Retired doctor of technical sciences [email protected] • ORCID: 0000-0003-1629-4632 abstract The article presents the results of calculations applied to compare flight envelopes of varying helicopter configurations. Performance of conventional helicopter with the main and tail rotors, in the case of compound helicopter, can be improved by applying wings and pusher propellers which generate an additional lift and horizontal thrust. The simplified model of a helicopter structure, consisting of a stiff fuselage and the main rotor treated as a stiff disk, is applied for evaluation of the rotorcraft performance and the required range of control system deflections. The more detailed model of deformable main rotor blades, applying the Galerkin method, is used to calculate rotor loads and blade deformations in defined flight states. The calculations of simulated flight states are performed considering data of a hypothetical medium class helicopter with the take-off mass of 6,000kg. In the case of both of the helicopter configurations, the articulated main rotor hub is taken under consideration. According to the Galerkin method, the elastic blade model allows to compute blade deformations as a combination of the blade bending and torsional eigen modes. Introduction of additional wing and pusher propellers allows to increase the range of operational speed over 300 km/h. Results of the simulation are presented as time- runs of rotor loads and blade deformations and in a form of disk distribution plots of rotor parameters. -
Russian Helicopters Experience and Innovation
RUSSIAN HELICOPTERS EXPERIENCE AND INNOVATION © 2013 Russian Helicopters, JSC All rights reserved RUSSIAN HELICOPTERS AT A GLANCE Russian Helicopters, JSC is the sole manufacturer of “Mil” and “Kamov” civil and military helicopters. The company’s structure incorporates design bureaus, final assembly plants, components and parts manufacturers and service providers. Russian Helicopters consolidated the entire helicopter-building industry of Russia. We offer complete helicopter lifecycle from development to disposal. Russian Helicopters was founded in 2007 as a subsidiary of Oboronprom Corporation © 2013 Russian Helicopters, JSC All rights reserved FULLY INTEGRATED STRUCTURE Oboronprom TOTAL STAFF – 41,000 EMPLOYEES Russian Helicopters (98.5%) Mil Moscow Kazan Helicopters SMPP Helicopter Service Helicopter Plant (80.22%) (59.99%) Company (72.38%) (100.0%) Kamov Rostvertol Reduktor-PM (99.79%) (92.01%) (80.84%) Moscow and region NARP (9,000 employees) Kazan (95.1%) (6,500 employees) Ulan-Ude Aviation Plant (84.82%) Perm Progress Arsenyev (1,800 employees) Aviation Company Rostov-on-Don (93.14%) (7,900 employees) Kumertau Kumertau (4,000 employees) Novosibirsk Aviation PE (500 employees) (100.0%) Arsenyev (6,000 employees) Ulan-Ude (6,000 employees) © 2013 Russian Helicopters, JSC All rights reserved RUSSIAN HELICOPTERS AROUND THE WORLD Civil Total 37,530 Military Total 22,800 9% 91% 78% Civil Military Russian-made helicopters Key regions: account for nearly 14% of the Russia, CIS, India, China, Latin global fleet and are operated America, -
Micro Coaxial Helicopter Controller Design
Micro Coaxial Helicopter Controller Design A Thesis Submitted to the Faculty of Drexel University by Zelimir Husnic in partial fulfillment of the requirements for the degree of Doctor of Philosophy December 2014 c Copyright 2014 Zelimir Husnic. All Rights Reserved. ii Dedications To my parents and family. iii Acknowledgments There are many people who need to be acknowledged for their involvement in this research and their support for many years. I would like to dedicate my thankfulness to Dr. Bor-Chin Chang, without whom this work would not have started. As an excellent academic advisor, he has always been a helpful and inspiring mentor. Dr. B. C. Chang provided me with guidance and direction. Special thanks goes to Dr. Mishah Salman and Dr. Humayun Kabir for their mentorship and help. I would like to convey thanks to my entire thesis committee: Dr. Chang, Dr. Kwatny, Dr. Yousuff, Dr. Zhou and Dr. Kabir. Above all, I express my sincere thanks to my family for their unconditional love and support. iv v Table of Contents List of Tables ........................................... viii List of Figures .......................................... ix Abstract .............................................. xiii 1. Introduction .......................................... 1 1.1 Vehicles to be Discussed................................... 1 1.2 Coaxial Benefits ....................................... 2 1.3 Motivation .......................................... 3 2. Helicopter Flight Dynamics ................................ 4 2.1 Introduction ........................................ -
Rotorcraft (2011)
Rotorcraft Overview The rotorcraft industry produces aircraft, powered by either turboshaft or reciprocating engines, capable of performing vertical take-off and landing (VTOL) operations. The rotorcraft sector includes helicopters, gyrocopters, and tiltrotor aircraft. Helicopters, which employ a horizontal rotor for both lift and propulsion, are the mainstay of the industry. Gyrocopters are produced in much smaller quantities, primarily for use in recreational flying. Tiltrotor aircraft, such as the V-22 Osprey1, can take off vertically and then fly horizontally as a fixed-wing aircraft. Rotorcraft are manufactured in most industrialized countries, based on indigenous design or in collaboration with, or under license from, other manufacturers. Manufacturers in the United States of civilian helicopters include American Eurocopter, Bell, Enstrom, Kaman, MD Helicopters, Robinson, Schweizer (now a subsidiary of Sikorsky), and Sikorsky. Bell moved its civilian helicopter production to Canada, with the last U.S. product completed in 1993.2 American Eurocopter—a subsidiary of the European manufacturer and subsidiary of EADS NV—has manufacturing and assembly facilities in Grand Prairie, Texas and Columbus, Missouri. European producers include AgustaWestland, Eurocopter, NHIndustries, and PZL Swidnik. Russian manufacturers including Mil Moscow, Kamov and Kazan helicopters, as well as a number of other rotorcraft related companies, have been consolidated under the Russian government majority-owned OAO OPK Oboronprom.3 (See this report’s Russia -
Open Walsh Thesis.Pdf
The Pennsylvania State University The Graduate School College of Engineering A PRELIMINARY ACOUSTIC INVESTIGATION OF A COAXIAL HELICOPTER IN HIGH-SPEED FLIGHT A Thesis in Aerospace Engineering by Gregory Walsh c 2016 Gregory Walsh Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Science August 2016 The thesis of Gregory Walsh was reviewed and approved∗ by the following: Kenneth S. Brentner Professor of Aerospace Engineering Thesis Advisor Jacob W. Langelaan Associate Professor of Aerospace Engineering George A. Lesieutre Professor of Aerospace Engineering Head of the Department of Aerospace Engineering ∗Signatures are on file in the Graduate School. Abstract The desire for a vertical takeoff and landing (VTOL) aircraft capable of high forward flight speeds is very strong. Compound lift-offset coaxial helicopter designs have been proposed and have demonstrated the ability to fulfill this desire. However, with high forward speeds, noise is an important concern that has yet to be thoroughly addressed with this rotorcraft configuration. This work utilizes a coupling between the Rotorcraft Comprehensive Analysis System (RCAS) and PSU-WOPWOP, to computationally explore the acoustics of a lift-offset coaxial rotor sys- tem. Specifically, unique characteristics of lift-offset coaxial rotor system noise are identified, and design features and trim settings specific to a compound lift-offset coaxial helicopter are considered for noise reduction. At some observer locations, there is constructive interference of the coaxial acoustic pressure pulses, such that the two signals add completely. The locations of these constructive interferences can be altered by modifying the upper-lower rotor blade phasing, providing an overall acoustic benefit. -
Over Thirty Years After the Wright Brothers
ver thirty years after the Wright Brothers absolutely right in terms of a so-called “pure” helicop- attained powered, heavier-than-air, fixed-wing ter. However, the quest for speed in rotary-wing flight Oflight in the United States, Germany astounded drove designers to consider another option: the com- the world in 1936 with demonstrations of the vertical pound helicopter. flight capabilities of the side-by-side rotor Focke Fw 61, The definition of a “compound helicopter” is open to which eclipsed all previous attempts at controlled verti- debate (see sidebar). Although many contend that aug- cal flight. However, even its overall performance was mented forward propulsion is all that is necessary to modest, particularly with regards to forward speed. Even place a helicopter in the “compound” category, others after Igor Sikorsky perfected the now-classic configura- insist that it need only possess some form of augment- tion of a large single main rotor and a smaller anti- ed lift, or that it must have both. Focusing on what torque tail rotor a few years later, speed was still limited could be called “propulsive compounds,” the following in comparison to that of the helicopter’s fixed-wing pages provide a broad overview of the different helicop- brethren. Although Sikorsky’s basic design withstood ters that have been flown over the years with some sort the test of time and became the dominant helicopter of auxiliary propulsion unit: one or more propellers or configuration worldwide (approximately 95% today), jet engines. This survey also gives a brief look at the all helicopters currently in service suffer from one pri- ways in which different manufacturers have chosen to mary limitation: the inability to achieve forward speeds approach the problem of increased forward speed while much greater than 200 kt (230 mph). -
The Market for Medium/Heavy Commercial Rotorcraft
The Market for Medium/Heavy Commercial Rotorcraft Product Code #F605 A Special Focused Market Segment Analysis by: Rotorcraft Forecast Analysis 4 The Market for Medium/Heavy Commercial Rotorcraft 2011-2020 Table of Contents Executive Summary .................................................................................................................................................2 Introduction................................................................................................................................................................2 Trends..........................................................................................................................................................................3 Competitive Environment.......................................................................................................................................7 Market Statistics .......................................................................................................................................................9 Table 1 - Medium/Heavy Commercial Rotorcraft Unit Production by Headquarters/Company/Program 2011 - 2020......................................................10 Table 2 - Medium/Heavy Commercial Rotorcraft Value Statistics by Headquarters/Company/Program 2011 - 2020 ......................................................12 Figure 1 - Medium/Heavy Commercial Rotorcraft Unit Production 2011-2020 (Bar Graph).....................................................................................14 -
Ka-50 Attack Helicopter Acrobatic Flight
24 EUROPEAL'J ROTORCRAFT FORUM Marseilles, France -15th_l i 11 September 1998 ADOS Ka-50 Attack Helicopter Acrobatic Flight Serguey V. Mikheyev, Boris N. Bourtsev, Serguey V. Selemenev Kamov Company, Moscow Region, Russia I. Introduction The Ka-50 attack helicopter is intended to act against both ground and air targets. High maneuverability of the Ka-50 helicopter provides lower own vulnerability in combat. Aerobatic t1ight demonstrates maneuverability of the helicopter. This is effected by validity of the key solution in the helicopter designing. KAMOV Company helicopter experience concentrates in the Ka-50 attack helicopter. The Table No.1 lists basic types of the serial and experimental helicopters which have been developed by K.AJ\10V Company within the 50 years period. This paper consists of presentations on the following subjects: basic technical solutions and aeroelastic phenomena; examination of test t1ight results; maneuverability features; means of aerobatic t1ight monitoring and analysis. 2.Basic technical solutions and aeroelastic phenomena It is very important to have a substantiation of aeromechanical phenomena. This is feasible given adequate mathematical models making possible to explain and forecast : natural frequencies of structures; loads; aeroelastic stability limits ; helicopter performance . KAL'v!OV Company has developed software to simulate a coaxial rotor aeroelasticity [1,2,4,5]. Aeroelastic phenomena to be simulated are shown in the Fig.2 as ( 1-7) lines in the following way: ( 1) - system of equations of rotor blades motion ; (2) - elastic model of coaxial rotor control linkage ; (3) - model of coaxial rotor vortex wake; (4,5,6)- unsteady aerodynamic data of airfoils; (7) - elastic /mass I geometry data of the upper/lower rotor blades and of the hubs. -
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Ka-32 service and maintenance centre opens in the Republic of Korea 28 January 2013, Moscow The Korea Forest Service has formally opened a new service and maintenance centre for Ka-32 helicopters manufactured by Russian Helicopters, a subsidiary of Oboronprom, part of State Corporation Rostec. Representatives of Russian Helicopters took part in the opening ceremony for the centre, which will promote the use of Ka-32 helicopters in the Republic of Korea and other countries in the Asia- Pacific region and reduce waiting times for maintenance and repair of these helicopters. “The opening of the new service centre will first of all have a positive effect on prospects for promoting Russian-built Kamov-brand helicopters in East Asia,” said Russian Helicopters CEO Alexander Mikheev. “This is a key region for our industry, and we want to be able to offer helicopter operators high-quality maintenance services through the whole life-cycle of our helicopters.” The multi-role Ka-32 has been supplied to South Korea since 1993. The Korea Forest Service uses the helicopter for monitoring forests and for fire-fighting, the country’s Air Force flies it for search-and-rescue missions, while the Coast Guard deploys helicopters in patrolling its coastal waters. The Ka-32 is also used in the commercial sector for carrying cargo, construction work and other missions. In total 61 Ka-32 helicopters are operational in South Korea, and have racked up more than 100,000 flight hours between them. The Ka-32 service and maintenance centre is located in a new multi-purpose complex that also houses the headquarters of the Korea Forest Service. -
Graduation Project September 2020
ISTANBUL TECHNICAL UNIVERSITY FACULTY OF AERONAUTICS AND ASTRONAUTICS PERFORMANCE CALCULATION FOR HELICOPTER BLADE UNDER HOVER CONDITION GRADUATION PROJECT Hüseyin DİKEL Department of Aeronautical Engineering Thesis Advisor: Assis. Prof. Dr. Özge ÖZDEMİR SEPTEMBER 2020 i ISTANBUL TECHNICAL UNIVERSITY FACULTY OF AERONAUTICS AND ASTRONAUTICS PERFORMANCE CALCULATION FOR HELICOPTER BLADE UNDER HOVER CONDITION GRADUATION PROJECT Hüseyin DİKEL (110150005) Department of Aeronautıcal Engineering Thesis Advisor: Assis. Prof. Dr. Özge ÖZDEMİR SEPTEMBER 2020 iii Hüseyin DİKEL, student of ITU Faculty of Aeronautics and Astronautics student ID 110150005, successfully defended the graduation entitled “PERFORMANCE CALCULATION FOR HELICOPTER BLADE UNDER HOVER CONDITION” which he prepared after fulfilling the requirements specified in the associated legislations, before the jury whose signatures are below. Thesis Advisor: Assis. Prof. Dr. Özge ÖZDEMİR .............................. İstanbul Technical University Jury Members: Prof. Dr. Metin Orhan KAYA ............................... İstanbul Technical University Prof. Dr. Zahit MECİTOĞLU ............................... İstanbul Technical University Date of Submission : 07 September 2020 Date of Defense : 14 September 2020 v To my big family, iii iv FOREWORD Önsöz bölümünün içerisindeki metinler 1 satır aralıklı yazılır. Tezin ilk sayfası niteliğinde yazılan önsöz ikisayfayı geçmez. Tezi destekleyen kurumlara ve yardımcı olan kişilere bu kısımdateşekkür edilir. Önsöz metninin altında sağa dayalı olarak -
Identification of Coaxial-Rotors Dynamic Wake Inflow for Flight Dynamics and Aeroelastic Applications
42st European Rotorcraft Forum 2016 IDENTIFICATION OF COAXIAL-ROTORS DYNAMIC WAKE INFLOW FOR FLIGHT DYNAMICS AND AEROELASTIC APPLICATIONS Felice Cardito, Riccardo Gori, Giovanni Bernardini Jacopo Serafini, Massimo Gennaretti Department of Engineering, University Roma Tre, Rome, Italy Abstract This paper presents the development of a linear, finite-state, dynamic perturbation model for wake inflow of coaxial rotors in arbitrary steady flight, based on high-accuracy radial and azimuthal representations. It might conveniently applied in combination with blade element formulations for rotor aeroelastic mod- elling, where three-dimensional, unsteady multiharmonic and localized aerodynamic effects may play a crucial role. The proposed model is extracted from responses provided by an arbitrary high-fidelity CFD solver to perturbations of rotor degrees of freedom and controls. The transfer functions of the multihar- monic responses are then approximated through a rational-matrix approach, which returns a constant coefficient differential operator relating the inflow multiharmonic coefficients to the inputs. The accuracy of the model is tested both for hovering and forward flight by comparison with the wake inflow directly evaluated by the high-fidelity CFD tool for arbitrary inputs. 1. INTRODUCTION ing the need for a tail rotor and its associated shafting and gearboxes. Due to the improved performance they may provide, coaxial rotors are expected to become a common solu- While coaxial rotors have been investigated since the tion for next-generation rotorcraft. -
High-Fidelity Modeling of Multirotor Aerodynamic Interactions for Aircraft Design
Brigham Young University BYU ScholarsArchive Faculty Publications 2020-8 High-Fidelity Modeling of Multirotor Aerodynamic Interactions for Aircraft Design Eduardo Alvarez Brigham Young University, [email protected] Andrew Ning Brigham Young University, [email protected] Follow this and additional works at: https://scholarsarchive.byu.edu/facpub Part of the Mechanical Engineering Commons BYU ScholarsArchive Citation Alvarez, Eduardo and Ning, Andrew, "High-Fidelity Modeling of Multirotor Aerodynamic Interactions for Aircraft Design" (2020). Faculty Publications. 4179. https://scholarsarchive.byu.edu/facpub/4179 This Peer-Reviewed Article is brought to you for free and open access by BYU ScholarsArchive. It has been accepted for inclusion in Faculty Publications by an authorized administrator of BYU ScholarsArchive. For more information, please contact [email protected], [email protected]. Postprint version of the article published by AIAA Journal, Aug 2020, DOI: 10.2514/1.J059178. The content of this paper may differ from the final publisher version. The code used in this study is available at github.com/byuflowlab/FLOWUnsteady. High-fidelity Modeling of Multirotor Aerodynamic Interactions for Aircraft Design Eduardo J. Alvarez ∗ and Andrew Ning.† Brigham Young University, Provo, Utah, 84602 Electric aircraft technology has enabled the use of multiple rotors in novel concepts for urban air mobility. However, multirotor configurations introduce strong aerodynamic and aeroacoustic interactions that are not captured through conventional aircraft design tools. In this paper we explore the capability of the viscous vortex particle method (VPM) to model multirotor aerodynamic interactions at a computational cost suitable for conceptual design. A VPM-based rotor model is introduced along with recommendations for numerical stability and computational efficiency.