Alliance University 2017

INRODUCTION
Designing a Rotorcraft to hover for longer time has been a challenging task for all rotorcraft
industries. Till now no industry has ever produced a dedicated rotorcraft which can hover for
more than an hour. Rotorcraft undergoes more dynamic loads during hovering conditions than
any other flight condition. So, there are more chances of occurs of structural failure. And more
power is required for hovering than cruising. Hence designed helicopter should have an efficient
powerplant, structure with high strength and low weight, better aerodynamic surface.

We present you our design Avilap-SHAH which is a rotorcraft having novel design and
reliable structure which is basically dedicated for hovering. As per RFP requirement designed
rotorcraft must hover for 24 hours, Avilap-SHAH can accomplish this task effectively without
any adversaries in the system.

Report presents the conceptually designed rotorcraft based on the design criteria mention in RFP
of the AHS student Design Competition 2016-2017. Report sufficiently presents cutting edge
technologies and ideas used in rotorcraft and explains how our rotorcraft going to accomplish the
task. Report covers all the aspects of the rotorcraft and more importance is given to analysis part
which forms crucial step in showing the reliability of our design.

Essence of the report is given Below

1. Trade-off studies.
2. All-important characteristics of the rotorcraft is included.
3. Promising analysis results.
Avilap-SHAH Acronym stands for Air-one loop-Super Hovering Autonomous Helicopter
which means our rotorcraft can finish one loop with its reliable and efficient design.

Avilap-SHAHs capabilities will meet both RFP requirements and normal operational mission
conditions. It has superior performance characteristic in hovering as well as in forward flight.
Along with fulfilling documentation requirements, report is integrated with analysis which
promises the safety and reliability of our rotorcraft.

BY

BALU K S

VISHNUVARDHAN S

VIMALATHITHAN R

UNDER THE GUIDANCE OF

PROF. FEROZ AHMED

Alliance University 2017

Alliance University 2017
Alliance University 2017
 WEIGHT ESTIMATION
Based on the mission
requirement we started with
the assumed gross weight.
And using conceptual
helicopter design
calculation we obtained the
empty weight. As it is
mentioned in RFP we kept
weight empty fraction
above 0.5. Hence our
rotorcraft is in safe zone.
Based on selected airfoils
Cl, Cd, chord length, , DL,
we obtained required hover
power. In second gross
weight refinement we took
gross weight by a
calculation, which is by
adding each components
weight. And by considering
refined gross weight and
FOM (Historically, a Figure
of Merit of 0.75 is
considered. If the induced
power is between 70 to 80%
of the total power, the
Figure of Merit will be
approximately 0.75) we got
the refined required hover
power. The refinement and
iterations are shown in the
flow chart.

MAX GROSS WEIGHT 5296 lbs R 10.26 ft

EMPTY WEIGHT 2700 lbs DL 4 lbs/ft2
WEIGHT OF ROTOR BLADES 142.535 lbs V<max-tip> 454.36 ft/sec
44.24 rad/sec
WEIGHT O HUBs AND HINGES 96.9303 lbs
WEIGHT OF THE FUSELAGE 547.907 lbs C<thrust> .0082
Averaged C<lift> 1.2164
WEIGHT OF THE PROPULSION 720 lbs
SYSTEM DA 330.94 ft2
WEIGHT OF THE FLIGHT CONTROLS 162 lbs .4402
WEIGHT OF THE ELECTRICAL 162 lbs 0.2027
SYSTEMS BL 0.055
WEIGHT OF THE FIXED 756 lbs
EQUIPMENTS b 4 rotor (2 each)
USEFUL LOAD 190 lbs AR 15.792
WEIGHT OF THE FUEL 2500 lbs
Cd0 .001

Alliance University 2017

As fuel weight decreases there will be gradual decrease in the total gross weight and required
hovering power. This variation is shown in the graph. The graph shows that total amount of
power required is less for hovering in ground effect is less than that of required power in out of
ground effects. This is because of reduction in the required induced power. Maximum power is
required during takeoff. Maximum SHP required is 403 hp. Maximum continuous required
power is 363 hp with the Figure of merit of 0.768 and with tip loss of 0.954.

6000 500 500

450 450

REQUIRED POWER
5000
GROSS WEIGHT

400

REQUIRED POWER
400
350 350
4000
300 300
3000 250 250

200 200
2000 150
150
gross weight 100
100 HOGE
1000 50
HOGE 50 HIGE
0
0 0
-5 0 5 10 15 20 25 30
-5 0 5 10 15 20 25 30
TIME TIME

Graph: - Variation of the gross weight and required Graph: - Comparison of required power in ground
power with respect to time effects and out of ground effects
Max
With Air Induced Profile Parasite Climb Total
rate of climb speed power power
21.3 ft/s 70 knot 70.783 hp 15.939 hp 61.3319577 hp 205.12 hp 353.17 hp
Table: - Maximum rate of climb of Avilap-SHAH

HOVERING PERFORMANCE
Avilap-SHAH has the maximum hovering
500
ceiling of 6000 ft and service ceiling of
Total Hover power

38000ft. 400

300
As RFPs main objective is to hover for 24
200
hours. Avilap-SHAH has got good
hovering performance. Total Hovering 100

power vs download as a percentage of 0

gross weight for 24 hours is shown in the -10 0 10 20 30 40 50
Download as percentage of Gross weight
graph.

Alliance University 2017

 Avilap-SHAH is effectively designed to
hover for 24 hours, the Aerodynamic
characteristics of our rotorcraft is efficient
since we are having four configurations
which is best suited for hovering
conditions. Figure merit of the rotorcraft
0.78
0.77
0.76

Figure of Merit
0.75
0.74
0.73
0.72
0.71
plays an important role when it comes to hovering 0.7
0.69
performance, the variation of the figure of Merit 0.68
of different Modern helicopters are shown in -10 0 10 20 30 40 50
figure. We can see that the FOM value of most of Download as percentage of Gross weight
the recent Helicopters fall in range of 0.6-0.7. Avilap-SHAH is having a FOM of 0.75 at the start
of the mission leg and it decreases to 0.6576 at the end of the Mission leg.

FORWARD FLIGHT PERFORMANCE

Avilap-SHAH is specially designed to hover for 24 hovering but the other usual characteristics
of the normal helicopters are not compromised because if these factors are compromised then the
design will not function as Normal Helicopter. Forward flight power requirement at sea-level
and at certain altitude has been given below.

Induced power Profile power Induced Power Profile Power

Parasite power Total power Parasite power Total power
450
400
400
350
350
300
300
250
POWER

POWER

200 250

150 200
100 150
50 100
0 50
0 50 100 150 0
VELOCITY 0 50 100 150
VELOCITY

Alliance University 2017

Alliance University 2017
 AIRFRAME DESIGN
Airframe of Avilap-SHAH consists of Fuselage, Wing, rotor
system and landing gear.

Fuselage: -It is basically a semi - monocoque structure. The

number of frames and the longerons of the fuselage are
determined by optimization technique. The number of structural
components used in the fuselage is shown in the table. Fuselage
is covered by the composite Skin which effectively takes the
shear loading on the structure. Frames and the longerons will
effectively take up the bending load and torsional loads.
Fuselage structure of
Avilap-SHAH is as Components Number of parts
Frames 5
shown in figure.
Section
Wing structure: - Longerons I 6
Wing structure is L 4
box 2
incorporated in
between rotor hub and fuselage skin to reduce the
interference drag. Wing structure is internally supported
by hollow beam of rectangular cross section, which
carries the transmission inside it. Box section will take
up the bending load and the torsional load which will act
on the wing during different flight conditions. Wing and
beam structure is shown in the figure. Box section runs
throughout the wing and it acts as a passage for
transmission system.

ROTOR SYSTEM
Before selecting the rotor system for Avilap-SHAH we had gone through all other different rotor
systems.

Parameters Quadcopter Single main Ducted Co-axial Tip-jets Tandem Tilt

rotor fan Rotor
Complexity 8 8 6 4 3 5 6
Cost 7 8 6 5 4 5 5
DL 9 6 3 7 5 8 8
Hovering efficiency 8 7 5 8 5 7 7
Structural strength 8 5 7 6 7 6 6
(continuous 24 hours)
Stability 9 7 7 8 7 7 7
Power required 8 8 7 9 6 7 5
Controllability 7 7 6 5 5 6 6
Payload lift efficiency 9 6 5 8 4 8 6

Alliance University 2017

 We considered different parameters like performance, complexity, weight
and mainly hovering efficiency. As thrust efficiency is directly dependent
on disc loading (higher the DL more power is required to maintain rotor
speed) we considered disc loading as one of the important parameter for
the selection of the rotor configuration. Table shows how our rotor system
is efficient compared to other rotor configuration. From the above table we
can conclude that Quadcopter, single main rotor, co-axial and tandem rotor
systems are good for continuous 24 hour hovering.

Single main rotor: The disc loading is very high for this configuration hence more power is
required to maintain the rotor RPM. Since Avilap-SHAH has to hover for 24 hour there is a need
of tremendous amount of fuel. But if we increase the rotor radius to maintain the DL, still it
meets the structural failure during 24 hours hovering because of high centrifugal forces. And
adding tail rotor makes it complex.

Co-axial rotor system: Even though hovering efficiency of the co-axial rotor system is
reasonable it is more complex than any other rotor configuration.

Tandem: Disadvantages of the tandem-rotor system are a complex transmission and the need for
two large rotors.

Ducted Fan: The disc loading of the ducted fan is very high so to continuously hover for 24
hours it takes more than 3000lbs of fuel hence it is not economical.

ROTOR BLADE AIRFOIL

The desired characteristics for an airfoil to be used are as follows.

(1) very high maximum lift coefficient at Mach numbers from about 0.3 to 0.5 for increased
blade loading on the retreating side of the rotor disk, (2) pitching-moment coefficients nearly
equal to zero for as wide a range of lift coefficient/Mach number conditions as possible for low
pitchlink loads and blade torsion loads, and (3) moderate drag divergence Mach numbers at lift
coefficients from about 0 to 0.3 for reduced power requirements on the advancing side of the
rotor disk.

Alliance University 2017

 The RC (5)-10 airfoil has following
characteristics.

Cl
(1) Clmax > 1.4 at M=0.4 and R5x106
(2) Clmax > 1.2 at M=0.5 and R6x106
(3) Mdd > 0.7 at Cl=0 with Cm<.0.015
(4) (t/c)max= 0.1

AIRFOIL OF WING Cd
Y/C

X/C

The main required characteristics of the airfoil for this wing should be high thickness, symmetry, more
lift, etc. Hence, we selected the airfoil called NACA
0021.The NACA 0021 airfoil is one of the NACA four-
digit wing section series. It is a 21% thick, symmetrical
airfoil with the point of maximum thickness located at x/c =
Cl

0.30, where x is the axial coordinate measured from the

airfoils nose and c is the chord length. A complete
description of the airfoil can be found in Abbott and von
Danhof (1959). Figure shows the NACA 0021 profile

Cd

Landing Gear: - Since Avilap-SHAH comes under lightweight rotorcraft, we have used Skid
type landing gears; Advantages of Skid Landing Gears is that it can take high loads because it is
a rigid structure as compared to Wheel
Landing Gear where the Structure is
made up of many components. Taxing
the rotorcraft becomes difficult in case
of Skid. Overall design Criteria is to
have efficient structure as a result Skid
Landing Gear forms a suitable
candidate for our Rotorcraft.

Alliance University 2017

 MATERIALS
Avilap SHAH has
robust structure
which is designed to
withstand loads for
longer period of
time. RFPs
objective is to
hover for 24 hours,
due to this the load
on the rotorcraft
will be very high as
a result the structure should have high strength to withstand ,since composites is having high strength to
weight ratio choosing Composites is desirable.

Structure of fuselage is made of composites and mainly used material is carbon-fiber reinforced
composite. Airframe of the rotorcraft is made of skin, stringer, frames and bulkhead (basically it is a semi
monocoque structure). Present helicopter companies are using mostly aluminum alloys for most parts of
helicopter, but in our design we have used composites, by using composites weight of the vehicle will get
reduced, and this will provide us the light weight rotorcraft which has high strength.

ROTOR BLADE
MATERIALS

The main rotor blades

are a vital part of a
helicopter, because
they are responsible
for supporting the entire weight of a helicopter. The forces on the rotor blades can increase even more
when performing maneuvers, for example: pulling up at 1.5G means that the rotor needs to support 1.5
times the weight of the helicopter. Avilap-SHAHs blades skin is made up of composite material called
carbon fiber reinforced plastic (CFRP). These consist of carbon fibers dispersed within a polymeric
matrix, both of which determine the properties and characteristics of the resulting material. The matrix
has several functions, the first being to bind the fibers together, allowing any external stresses to be
conveyed and distributed to them. In addition, being ductile, relatively soft and with quite a high
plasticity, the matrix is able to play its second role to prevent crack propagation between fibers.

The CFRP material has more stiffness (a vital property required of helicopter rotor blades) than the
GFRP.

The high strength constituent fibers used in these materials are manufactured from polyacrylonitrile
(PAN), pitch and rayon, and as a result have the highest specific modulus of all reinforcing fiber
materials.

Alliance University 2017

Alliance University 2017
 POWERPLANT SELECTION
As it is mentioned in the RFP the main objective of helicopter should be continuous hovering for
24 hours. Hence there is a requirement of enormous amount of fuel. So there is a need of
selection of engine which has very low specific fuel consumption, relatively less weight and high
propulsive efficiency, with latest controlling management systems.

Hence we went through different propulsion configuration and comparative study is given in the
table given below. More marks are given for better at the scale of 10.

Gas Turbocharged Solar Electrical Fuel Cell

Parameters Turbine Diesel Propulsion Propulsion
Engine Engine
Propulsive Efficiency 5 5 2
Cost 6 7 5 4 3
Weight 7 6 4 3 2
SFC 3 8
Area 8 7 1 6 4
Reliability 6 6 3 7 5
vibration 7 6 8 8 8
Eco Friendly 3 4 9 7 7
Even though weight of gas turbine engine is low compared to reciprocating engine, SFC will be
very high. So more fuel is need for 24 hours hovering.

Avilap-SHAH is a quadcopter, Electrical propulsion is one which is commonly used for

quadcopters, but our helicopter has to hover for 24 hours. In Electrical propulsion configuration
there will be no change in the total weight of the helicopter hence power required will be same
throughout the mission. This is not good in economical view point.

If we go for solar propulsion, surface area of helicopter should be more to get enough required
power. And it is not reliable. And fuel cell weight is very much high to use in helicopters.

By considering all these factors we selected Turbocharged Diesel Engine, Lycoming DEL-120
diesel engine.

ENGINE SPECIFICATION
Max Take-off power 205 hp @ 3800 rpm
Max continuous power 180 hp @ 3800 rpm
SFC(cruise) 0.345
SFC(max continuous ) 0.36
Dry Weight 360 lb
Compression Ratio 16.5:1

Alliance University 2017

 FUEL SELECTION
The criteria for selection of fuel are given below:-
So, we selected Jet A fuel
Should have high calorific value which fulfills all these
requirements and it has
Give efficient combustion under all operating conditions. optimum density which
helps in reducing the volume
Produce minimal corrosive effects on fuel system components.

Permit engine starting under all ground conditions

SPECIFICATIONS OF THE JET A

FUEL
FUEL WEIGHT v/s TIME
FLASH POINT 38 C Bas 3000
AUTOIGNITION 210 C ed
TEMPERATURE 2500
on
FREEZING POINT 40 C
FUEL WEIGHT

2000
DENSITY AT 15 C 0.820 kg/l the
1500
SPECIFIC 43.02 MJ/kg prel
ENERGY imi 1000
ENERGY 35.3 MJ/L nar 500
DENSITY
y 0
calculations of power and weight we got -5 0 5 10 15 20 25 30
the value of required amount of fuel that TIME (HOURS)
is 2500 lbs. The graph shows variation
of the fuel weight as our helicopter continuous hover for 24 hours.

TRANSMISSION: - We chose simple and best transmission system using gears and
universal joint. The Lycoming DEL-120 engine will give power of 210 hp with 3800 rpm. This
power will be transmitted to rotor
systems by using two reductions. First
power from the engine is distributed
equally to the transmission shafts. By
considering second shaft will take 1900
rpm, reduction will be done by using
bevel gear. The driving bevel gear has
30 teeth and driven gear has 60 teeth.

With the gear ratio of 2, output will be

950 rpm. At the inclined junction between two shafts we are using universal joint to transmit the
power but there will no reduction in the RPM. The required rpm in the rotor blade is 422.46 rpm
hence there will be one more bevel gear for the reduction at the end of the wing. In second
reduction driving gear will be of 30 teeth and driven gear will be of 68 teeth.

Alliance University 2017

 LOADS AND CRITERIA DATA
Limit load factor: As mention in the RFP, Estimating of Load and Criteria data plays an important role
in case of rotorcraft flight. By knowing the limit load factor on different Load Maximum Designed
phases of the rotorcraft we can ensure the safety and avoid failure of the factor Gross Gross
rotorcraft. The maneuverability capacity of our rotorcraft is very efficient as weight weight
it is designed for aerobatic purposes. Calculation has been done based on the
regulation provided FAA (Federal Aviation Administration) on limit load Nmax 2.53 2.45
factors on different rotorcrafts. Limit load factor for Gross weight and for Nmin -1.26 -1.23
Designed Gross weight is given in the table.

Max velocity of our rotorcraft is 118.6 knots, since our rotorcrafts maximum velocity is well below
maximum diving velocity in V-n diagram, we can conclude that rotorcraft will fly efficiently inside the
flight envelope.

Component design Load: Design loads are applied at four points on the fuselage where the Box
Sectional Beams are attached and the sample analysis is shown in the figure. Table shows the factor of
Condition Load Equivalent Factor safety at different load conditions.
Applied Stress of
at each Safety
joint
Maximum 14804.06 8.3199e8 0.7220
Gross weight 6
Maximum 14335.95 8.037e8 0.7465
Designed
Gross Weight

Normal Gross 5851.409 3.28e8 1.828

Weight 6

Alliance University 2017

 COST ANALYSIS
Configuration Gross weight Empty weight Acquisition cost
Cost analysis of Avilap-
SHAH is done by Single rotor 5126 3740 1215486.14
helicopter
considering each and every
Tilt rotor 4800 4205 1174461.786
component. Total cost is
Coaxial rotor 5300 3975 2339995.903
compared with different
helicopter configurations. Tandem rotorcraft 5750 4132 943595.0619
Avilap-SHAH 5260 2360 753589.1673
(All costs are given in US dollars)
1%
Production Cost
2%
1% R and D cost
The distribution of production cost of
7% Tooling cost the Avilap-shah is given below.
22% Manufacturing Cost Comparison
Manufacturing labour Chart shows peak in material cost for
cost
17% Avilap-SHAH which is due to usage
50% Material cost
of CFRP for all the components of the
Development support
Airframe.
cost
Flight test cost

Manifacturing Cost Comparision

140000
120000
100000
US dollars

80000
60000
40000
20000
0
tilt rotor co axial rotor Tandem Ducted fan conventional Avilap-SHAH
helicopter

R and D Tooling Manufacturing labor Material Development cost Flight test Quality test

Alliance University 2017

 ANALYSIS
HIGH CYCLE FATIGUE ANALYSIS: - Carbon Fiber

Even if we design our helicopter to satisfy mechanical criteria it may fail due to the phenomenon
called fatigue. It occurs due to repetitive applying Density 1.6 g/cc
of loads, cyclic loads. Historically many Youngs modulus 00, 900(E1, E2) 70 GPa
helicopters met structural failure due to fatigue. Shear modulus 5 GPa
Poissons ratio 0.10
Considering failure in the design of Avilap-SHAH Ultimate tensile strength 00, 900 600 MPa, 600 MPa
is essential because it has hover for 24 hours Ultimate compression strength 00, 900 570 Mpa, 570 MPa
0 0
continuously, where there will more dynamic Ultimate tensile strain 0 , 90 0 0 0.85, 0.85
Ultimate compression strain 0 , 90 0.80, 0.80
loads acting on the helicopter critical parts.

Hence, we selected one of the critical parts, Hub with blade for fatigue analysis. The analysis is
done using different loading conditions with rotational velocity of blade 44.24 rad/s.

Take-off and hovers for 24 hours with varying load (high frequency, low amplitude) and landing.
That means by considering one GAG cycle as one block. We used soderberg theory as mean
stress correction theory. We created 86400 points for 86400 seconds i.e. for 24 hour, in Ansys.

Number of cycles of fluctuating stress and strain of a specified nature that a material will sustain
before failure occurs.

The value of life of the blade is minimum at the critical point and it is found to be 52.989 cycles.
As we have taken 1 cycle equivalent to 24 hours so Life is 1271.73 hours.

Alliance University 2017

 STRUCTURAL ANALYSIS OF FUSELAGE

The CAD model is designed in CATIA V5 and imported to ANSYS workbench. In the static
structural analysis, the fuselage is meshed (tetrahedron) and in loads the structure is made as
frictionless support to make much realistic in nature with respect to helicopter, along with the
frictionless support standard earth gravity is given. Then the fuselage structure is subjected to
maximum stress condition of 23616N throughout the structure.

From the results, we could get the maximum working stress for the fuselage structure and the
region of maximum stress as shown in the figure.

Factor of safety = ultimate stress/ working stress = (600e+06) / (5.787e+08) =1.036

Therefore, the fuselage structure of Avilap-SHAH is safe and could easily withstand the
maximum stresses for advised carbon fiber material.

MODAL ANALYSIS

Mode Frequency Deformation

[Hz]
1 0 Rigid body motion
2 189.23 Upward and
downward bending
moment
3 208.93 Twisting moment
4 244.16 Upward & downward
bending in longerons
5 251.48 Sideward Bending
moment in the
longerons
6 280.54 Upward & downward
bending in longerons
HARMONIC ANALYSIS: The fuselage structure is subjected
to a harmonic load of 23616 N which is maximum load that our Avilap-SHAH should overcome
during the hover period. The force is applied and frequency range of 0 to 300.

Alliance University 2017

 The modal analysis frequencies are validated with harmonic analysis with the frequency range
of 0-300 Hz. Both analyses gave us same frequencies. Which infers that our helicopter structure
will not undergo Aeroelastic adversaries.

CONCLUSION
As mentioned in RFP of AHS student design Competition 2016-17, designed helicopter has
to continuously hover for 24 hours which is not an easy task to accomplish. First, we went
through all existing helicopters but no helicopter found to hover for longer time, which
shows the difficulty of the task posed by the RFP.

We started to design a rotorcraft by considering factors which hinders the continuous

hovering capability of the helicopter. The critical factors which effect the hovering are
structural stability, Aerodynamic Design and the propulsion system. To accomplish all
these criteria we designed a rotorcraft called Avilap-SHAH.

Avilap-SHAH is a reliable, agile and robust Rotorcraft which is primarily designed for
hovering Flight. With the use of its innovative Design, our rotorcraft can hover for 24
hours. Even though it is dedicated for hovering flight conditions, it can work as a normal
helicopter showing essential attributes like vertical and forward flight.

We came to this conclusion by the results obtained from the various analyses done on our
helicopter. Results showed structural stability and efficient Aerodynamics design and it can
hover without having any structural adversaries.

Alliance University 2017