Name: Canaoay, Mark Ross

Report No. 01
Patulot, Danicarl
Helicopter General Design Requirements Villeza, James

Date: June 19, 2017 Page 1 of Page

Instructor: ENGR. Richard Olipas
Grade: Issue No. 1

1. History of Helicopter and its Development

- The earliest references for vertical flight came from China. Since around 400 BC,Chinese
children have played with bamboo flying toys (or Chinese top). This bamboo-copter is
spun by rolling a stick attached to a rotor. The spinning creates lift.

- In 1861, the word "helicopter" was coined by Gustave de Ponton d'Amcourt, a French
inventor who demonstrated a small steam-powered model. While celebrated as an
innovative use of a new metal, aluminum, the model never lifted off the ground.

- In 1933, Focke designed the world's first practical transverse twin-rotor helicopter, the
Focke-Wulf Fw 61, which first flew on 26 June 1936.

- In the United States, Russian-born engineer Igor Sikorsky and W. Lawrence LePage
competed to produce the U.S. military's first helicopter. LePage received the patent
rights to develop helicopters patterned after the Fw 61, and built the XR-1. Meanwhile,
Sikorsky settled on a simpler, single rotor design, the VS-300, which turned out to be
the first practical single lifting-rotor helicopter design. After experimenting with
configurations to counteract the torque produced by the single main rotor, Sikorsky
settled on a single, smaller rotor mounted on the tail boom.

2. Helicopter Propulsion System Development

- Early helicopter designs utilized custom-built engines or rotary engines designed for
airplanes, but these were soon replaced by more powerful automobile engines and
radial engines. The single, most-limiting factor of helicopter development during the first
half of the 20th century was that the amount of power produced by an engine was not
able to overcome the engine's weight in vertical flight. This was overcome in early
successful helicopters by using the smallest engines available. When the compact, flat
engine was developed, the helicopter industry found a lighter-weight powerplant easily
adapted to small helicopters, although radial engines continued to be used for larger
helicopters.

- Turbine engines revolutionized the aviation industry, and the turboshaft engine finally
gave helicopters an engine with a large amount of power and a low weight penalty.
Turboshafts are also more reliable than piston engines, especially when producing the
sustained high levels of power required by a helicopter.

3. Rotor Blades Upgrades and Development

- The use of a rotor for vertical flight has existed since 400 BC in the form of bamboo-
copter, an ancient Chinese toy. The spinning creates lift, and the toy flies when
released. Leonard da Vinci designed a machine know as an aerial screw with The
Russian polymath Mikhail Lomonosov developed a rotor based on the Chinese toy. The
French naturalist Christian de Launoy constructed his rotor out of turkey feathers. Sir
George Cayley, inspired by the Chinese toy in his childhood, created multiple vertical
 Name: Canaoay, Mark Ross
Report No. 01
Patulot, Danicarl
Helicopter General Design Requirements Villeza, James

Date: June 19, 2017 Page 2 of Page

Instructor: ENGR. Richard Olipas
Grade: Issue No. 1

flight machines with rotors made of tin sheets. Alphonse Pnaud would later develop the
coaxial rotor model helicopter toys in 1870, powered by rubber bands. Autogyro pioneer
Juan de la Cierva researched and developed many of the fundamentals of the rotor.

De la Cierva is credited with successful development of multi-bladed, fully articulated

rotor systems. This system, in its various modified forms, is the basis of most multi-
bladed helicopter rotor systems.

In the 1930s, Arthur Young improved the stability of two-bladed rotor systems with the
introduction of a stabilizer bar. This system was used in several Bell and Hiller helicopter
models. It is also used in many remote control model helicopters.

In the late 1940s, the making of helicopter rotor blades was a job that inspired John T.
Parsons to be a pioneer of numerical control (NC). NC and CNC turned out to be an
important new technology that later affected all machining industries.

As time goes by, the blade designs were developed. Now, the blades of a helicopter are
long, narrow airfoils with a high aspect ratio, a shape that minimizes drag from tip
vortices.

Different configurations of rotor were also developed according to their own use.
Tandem rotors or dual rotors use the counter-rotating rotors, with each cancelling out
the others torque. Coaxial rotors are a pair of helicopter rotors mounted one above the
other on concentric shafts, with the same axis of rotation, but turning in opposite
directions. Ducted fan is mounted at the end of the tail boom of the helicopter and used
in place of a tail rotor. Ducted fans have between eight and eighteen blades arranged
with irregular spacing so that the noise is distributed over different frequencies. The
housing is integral with the aircraft skin and allows a high rotational speed; therefore, a
ducted fan can have a smaller size than a conventional tail rotor. NOTAR, an acronym
for NO TAil Rotor, is a helicopter anti torque system that eliminates the use of the tail
rotor. NOTAR system is simple in theory and provides anti-torque the same way a wing
develops lift by using the Coand effect.

4. Configuration

a. Single main rotor - With a single main rotor helicopter, the creation of torque as
the engine turns the rotor creates a torque effect that causes the body of the
helicopter to turn in the opposite direction of the rotor. To eliminate this effect,
some sort of antitorque control must be used with a sufficient margin of power
available to allow the helicopter to maintain its heading and provide yaw control.
The three most common controls used today are the tail rotor, Eurocopter's
Fenestron (also called a fantail), and MD Helicopters' NOTAR.
 Name: Canaoay, Mark Ross
Report No. 01
Patulot, Danicarl
Helicopter General Design Requirements Villeza, James

Date: June 19, 2017 Page 3 of Page

Instructor: ENGR. Richard Olipas
Grade: Issue No. 1

i. Tail rotor - The tail rotor is a smaller rotor mounted so that it rotates
vertically or near-vertically at the end of the tail of a traditional single-rotor
helicopter. The tail rotor's position and distance from the center of gravity
allow it to develop thrust in a direction opposite of the main rotor's rotation
to counter the torque effect created by the main rotor. Tail rotors are simpler
than main rotors since they require only collective changes in pitch to vary
thrust. The pitch of the tail rotor blades is adjustable by the pilot via the anti-
torque pedals, which also provide directional control by allowing the pilot to
rotate the helicopter around its vertical axis, thereby changing the direction
the craft is pointed.

ii. Ducted fan / FENESTRON - Fenestron and FANTAIL are trademarks for a
ducted fan mounted at the end of the tail boom of the helicopter and used in
place of a tail rotor. Ducted fans have between eight and eighteen blades
arranged with irregular spacing so that the noise is distributed over different
frequencies. The housing is integral with the aircraft skin and allows a high
rotational speed; therefore, a ducted fan can have a smaller size than a
conventional tail rotor.

iii. NOTAR - an acronym for NO TAil Rotor, is a helicopter anti-torque system

that eliminates the use of the tail rotor on a helicopter. Although the concept
took some time to refine, the NOTAR system is simple in theory and provides
antitorque the same way a wing develops lift by using the Coand effect. A
variable pitch fan is enclosed in the aft fuselage section immediately forward
of the tail boom and is driven by the main rotor transmission. To provide the
sideways force to counteract the clockwise torque produced by a
counterclockwise-spinning main rotor (as seen from above the main rotor),
the variable-pitch fan forces low pressure air through two slots on the right
side of the tailboom, causing the downwash from the main rotor to hug the
tailboom, producing lift and thus a measure of antitorque proportional to the
amount of airflow from the rotorwash.

b. Dual rotors (counterrotating) - Counterrotating rotors are rotorcraft

configurations with a pair or more of large horizontal rotors that turn in opposite
directions to counteract the torque effect on the aircraft without relying on an
antitorque tail rotor. This lets the aircraft apply the power that would have driven a
tail rotor to the main rotors, increasing lifting capacity. Primarily, three common
configurations use the counterrotating effect on rotorcraft. Tandem rotors are two
rotorsone mounted behind the other. Coaxial rotors are two rotors mounted one
above the other on the same axis. Intermeshing rotors are two rotors mounted close
to each other at a sufficient angle to let the rotors intermesh over the top of the
aircraft. Another configurationfound on tiltrotors and some early helicoptersis
 Name: Canaoay, Mark Ross
Report No. 01
Patulot, Danicarl
Helicopter General Design Requirements Villeza, James

Date: June 19, 2017 Page 4 of Page

Instructor: ENGR. Richard Olipas
Grade: Issue No. 1

called transverse rotors, where a pair of rotors are mounted at each end of a wing-
type structure or outrigger.

i. Tandem - Tandem rotors are two horizontal main rotor assemblies mounted
one behind the other. Tandem rotors achieve pitch attitude changes to
accelerate and decelerate the helicopter through a process called cyclic pitch.
To pitch forward and accelerate, both rotors increase the pitch at the rear
and reduce the pitch at the front (cyclic)keeping torque the same on both
rotors, flying sideways is achieved by increasing the pitch on one side and
reducing pitch on the other. Yaw control develops through opposing cyclic
pitch in each rotor. To pivot right, the front rotor tilts right and the rear rotor
tilts left. To pivot left, the front rotor tilts left and the rear rotor tilts right. All
rotor power contributes to lift, and it is simpler to handle changes in the
center of gravity fore-aft. However, it requires the expense of two large
rotors rather than the more common one large main rotor and a much
smaller tail rotor. The Boeing CH-47 Chinook is the most common tandem
rotor helicopter.

ii. Coaxial - Coaxial rotors are a pair of rotors mounted one above the other on
the same shaft and turning in opposite directions. The advantage of the
coaxial rotor is that, in forward flight, the lift provided by the advancing
halves of each rotor compensates for the retreating half of the other,
eliminating one of the key effects of dissymmetry of lift: retreating blade
stall. However, other design considerations plague coaxial rotors. There is an
increased mechanical complexity of the rotor system because it requires
linkages and swashplates for two rotor systems. Also, because the rotors
must rotate in opposite directions, the mast is more complex, and control
linkages for pitch changes to the upper rotor system must pass through the
lower rotor system.

iii. Intermeshing - Intermeshing rotors on a helicopter are a set of two rotors

turning in opposite directions with each rotor mast mounted on the helicopter
with a slight angle to the other so that the blades intermesh without
colliding. This configuration is sometimes referred to as a synchropter.
Intermeshing rotors have high stability and powerful lifting capability. The
arrangement was pioneered in Nazi Germany in 1939 with Anton Flettner's
successful Flettner Fl 265 design, and later placed in limited production as
the successful Flettner Fl 282 Kolibri, used by the German Kriegsmarine in
small numbers (24 airframes produced) as an experimental light anti-
submarine warfare helicopter. During the Cold War, an American company,
Kaman Aircraft, produced the HH-43 Huskie for USAF firefighting and rescue
missions. The latest Kaman model, the Kaman K-MAX, is a dedicated sky
crane design.
 Name: Canaoay, Mark Ross
Report No. 01
Patulot, Danicarl
Helicopter General Design Requirements Villeza, James

Date: June 19, 2017 Page 5 of Page

Instructor: ENGR. Richard Olipas
Grade: Issue No. 1

iv. Transverse - Transverse rotors are mounted on the end of wings or

outriggers perpendicular to the body of the aircraft. Similar to tandem rotors
and intermeshing rotors, the transverse rotor also uses differential collective
pitch. But like the intermeshing rotors, the transverse rotors use the concept
for changes in the roll attitude of the rotorcraft. This configuration is found
on two of the first viable helicopters, the Focke-Wulf Fw 61 and the Focke-
Achgelis Fa 223, as well as the world's largest helicopter ever built, the Mil
Mi-12. It is also the configuration found on tiltrotors such as the Bell-Boeing
V-22 Osprey and the AgustaWestland AW609.

5. Conceptual Design / Mission profile of Helicopter to be Designed

The country is now facing its greatest enemies. Threats of terrorism while our thriving
economy is thwarted. Aviation, still a booming industry that would not slump in the foreseeable
future, it is the field we could depend on. We have been dependent on the leading countries in
this industry but with the costs rising and budgets depleting, it is now time that we tapped on
our very own resources. This will hit two birds with one rock and address these national issues
and that rock is the Helitap-E443 FIDGIT SPINNR designed by HELITAPTAP PH inc.

This helicopter took inspiration from the Boeing-Sikorsky RAH-66 COMANCHE but with
a fuselage that is similar to the highly successful Sikorsky S-76A. Much like the S-76A, it will
serve different purposes such as military attack and reconeissance, civilian and even as an
ambulance but with the efficiency and advancement of the RAH-66

FIDGIT SPINNR features a 5-bladed rotor system like the COMANCHE to provide
sufficient lift even at lower rotor disc RPM and shorter blades. This will also quiet down the
noise produced by the rotors. The tail rotor will be ducted or also known as Fenestron to once
again, reduce noise. The position of the fenestron is strategic because aside from compensating
for the torque brought by the main rotor, it dissipates heat produced by the turbines exhaust
which reduces the rotorcrafts infrared signature.

The main characteristic of the fuselage is its wide body to accommodate different
purposes. The default configuration will be the ergonomic seats for the pilots and a rear 4-seat
sofa. Its skin is predominantly made of GLARE a composite of metal and glass to keep weight
to a minimum while ensuring rigidity.

Although the designers of FIDGIT SPINNR have selected the best features that will
ensure maximum efficiency in all its operation without sacrificing safety, further improvements
in the preliminary design which may arise will be entertained as the project is on process.