Helicopdes PPT 8 Basic Helicopter Design
Helicopdes PPT 8 Basic Helicopter Design
Helicopdes PPT 8 Basic Helicopter Design
Propeller Design
(HELICOPDES)
The goal of the design process is to optimize the mission effectiveness of the design item.
There are two groups of factors which determine an item's mission effectiveness.
1. The first phase is a study of the historical data and the trends in the helicopter design.
2. Second, a conceptual study is conducted using "rules of thumb" and experience to develop
simple layouts.
3. Third, preliminary designs are drawn which include volumetric sizing, airframe lines,
mechanisms, and structural concepts.
4. Fourth, the design enters a "proposal status" in which detailed subsystems are developed,
structural sizing is refined, and mockups are constructed.
5. Fifth, the final details are completed.
1. Trend study
(a) Provide direction for further study
(b) Obtain quick look answers
2. Conceptual study
(a) Compare configuration
(b) Estimate size and cost
(c) Establish feasibility
(d) Recommend follow-on
Part 1
Each individual tubular part is cut by a tube cutting
machine that can be quickly set to produce different,
precise lengths and specified batch quantities.
Tubing that must be curved to match fuselage contours is
fitted over a stretch forming machine, which stretches
the metal to a precisely contoured shape.
The tubes are then deburred (a process in which any
ridges or fins that remain after preliminary machining
are ground off) and inspected for cracks.
Part 2
Gussets (reinforcing plates or
brackets) and other reinforcing details
of metal are machined from plate,
angle, or extruded profile stock by
routing, shearing, blanking, or sawing.
Some critical or complex details may
be forged or investment cast.
Part 3
The tubes are chemically cleaned, fitted into a subassembly
fixture, and MIG (metal-arc inert gas) welded.
In this process, a small electrode wire is fed through a
welding torch, and an inert, shielding gas (usually argon or
helium) is passed through a nozzle around it; the tubes are
joined by the melting of the wire.
After welding, the subassembly is stress relieved—heated to a
low temperature so that the metal can recover any elasticity
it has lost during the shaping process.
Finally, the welds are inspected for flaws.
Part 4
Sheet metal, which makes up other parts of the
airframe, is first cut into blanks
Aluminum blanks are heat-treated to anneal them (give
them a uniform, strain-free structure that will increase
their malleability).
The blanks are then refrigerated until they are placed in
dies where they will be pressed into the proper shape.
After forming, the sheet metal details are aged to full
strength and trimmed by routing to final shape and size.
Part 5
Sheet metal parts are cleaned before being
assembled by riveting or adhesive bonding.
Aluminum parts and welded subassemblies may
be anodized which increases corrosion
resistance.
All metal parts are chemically cleaned and
primer-painted, and most receive finish paint by
spraying with epoxy or other durable coating.
Part 6
Cores, the central parts of the composite components,
are made of Nomex (a brand of aramid produced by Du
Pont) or aluminum "honeycomb," which is cut to size by
bandsaw or reciprocating knife.
The material with which each component is built up from
its cores (each component may use multiple cores) is
called pre-preg ply.
The plies are layers of oriented fibers, usually epoxy or
polyimide, that have been impregnated with resin.
Part 7
Completed layups, as the layers of pre-preg
affixed to the mold are called, are then
transported to an autoclave for curing.
An autoclave is a machine that laminates
plastics by exposing them to pressurized steam,
and "curing" is the hardening that occurs as the
resin layers "cook" in the autoclave.
Part 8
Visible trim lines are molded into the panels by scribe
lines present in the bond mold tools.
Excess material around the edges is then removed by
band sawing. Large panels may be trimmed by an
abrasive water-jet manipulated by a robot.
After inspection, trimmed panels and other composite
details are cleaned and painted by normal spray
methods.
Surfaces must be well sealed by paint to prevent
metal corrosion or water absorption.
HAU | Prepared by: Engr. Jan Glenndale L. Punsalan
Making the fuselage
Part 9
Canopies or windscreens and passenger
compartment windows are generally made of
polycarbonate sheet.
Front panels subject to bird strike or other impact
may be laminated of two sheets for greater
thickness.
All such parts are made by placing an oversized
blank on a fixture, heating it, and then forming it
to the required curvature by use of air pressure in
a free blowing process. In this method, no tool
surface touches the optical surfaces to cause
defects.
HAU | Prepared by: Engr. Jan Glenndale L. Punsalan
Installing the engine, transmission, and rotors
Part 10
Modern helicopter engines are turbine rather
than piston type and are purchased from an
engine supplier.
The helicopter manufacturer may purchase or
produce the transmission assembly, which
transfers power to the rotor assembly.
Transmission cases are made of aluminum or
magnesium alloy.
Part 11
The main and tail rotor assemblies are
machined from specially selected high-
strength metals.
The rotor blades themselves are machined
from composite layup shapes. Main rotor
blades may have a sheet metal layer
adhesively bonded to protect the leading
edges.
Part 12
Wiring harnesses are produced by laying out the
required wires on special boards that serve as
templates to define the length and path to
connectors.
Tubes are inspected for dimensional accuracy and
to ensure that no cracks are present. Hydraulic
pumps and actuators, instrumentation, and
electrical devices are typically purchased to
specification rather than produced by the
helicopter manufacturer
Part 13
Finished and inspected detail airframe parts, including sheet metal, tubular, and machined and
welded items, are delivered to subassembly jigs (fixtures that clamp parts being assembled).
Central parts are located in each jig, and associated details are either bolted in place or, where
rivets are to be used, match-drilled using pneumatically powered drills to drill and ream each
rivet hole.
For aerodynamic smoothness on sheet metal or composite skin panels, holes are countersunk so
that the heads of flat-headed screws won't protrude. All holes are deburred and rivets applied.
A sealant is often applied in each rivet hole as the rivet is inserted. For some situations, semi-
automated machines may be used for moving from one hole location to the next, drilling,
reaming, sealing, and installing the rivets under operator control.
Part 15
After all systems are inspected in final
form, along with physical assemblies and
appearance aspects, the complete
documentation of materials, processes,
inspection, and rework effort for each part
is checked and filed for reference.
The helicopter propulsion system is tested,
and the aircraft is flight-tested.
HAU | Prepared by: Engr. Jan Glenndale L. Punsalan
Summary