Rotorcraft fuselage mass assessment in early design stages

Abstract

Like the design of fixed-wing aircraft the design of rotorcraft is generally divided into the three consecutive phases of conceptual, preliminary and detailed design. During each phase the acquired results in turn serve as input for new calculations, thus increasing the detail level and information about the new concept, while uncertainties about the new design are reduced. An important aspect of the overall design process is the mass estimation in early design stages. The weight of the rotorcraft drives the design of many important components, such as the rotor(s), the propulsion system and, therefore, the required fuel. The fuselage is considered as the central structural part, since it connects all other components to each other and serves as protection of the occupants but in the past it often turned out to also be the heaviest part of all rotorcraft components. This paper shows an approach to estimate rotorcraft component masses using statistical methods based on existing rotorcraft but also an approach to use finite element methods that determine the structural airframe mass based on mission profiles, respectively, bearable load cases.

Sizing of Multicopter Air Taxis—Weight, Endurance, and Range

“…A helicopter also includes a tail, which is typically not employed for the multicopter. Therefore, the fuselage mass estimation is based on empirical models for light helicopters by excluding the tail strut [61]. The fuselage surface area S fus is claimed to be by far the most reliable explanatory variable for mass estimation [61,62].…”

“…Therefore, the fuselage mass estimation is based on empirical models for light helicopters by excluding the tail strut [61]. The fuselage surface area S fus is claimed to be by far the most reliable explanatory variable for mass estimation [61,62]. A linear fit yields m fus = 122.0288 + 11.5032S fus (67) The above equation has been adapted from Beltramo and Morris [62] by transforming it to the SI (international system of units) standard.…”

“…Thus, Prouty [63] takes the m t and fuselage length into account and in addition to the surface area. The mass estimation from Schwinn et al [61], Prouty [63] is m fus = 61.58 m t 1000 0.49 l 0.61 fus S 0.25 fus (68) where m t , l fus , and S fus have the unit of kg, m, and m 2 , respectively. In addition to the factors of Prouty [63], Johnson [64] utilizes additional scaling factors of operational use of the helicopter, which include a cargo ramp installation factor, the flight load factor for maneuvers, and the technology factor for the fuselage, which strongly influences the structural mass.…”

Conceptual design and optimization of a sustainable and environmentally friendly archetypal helicopter within the selection criteria and limitations

“…The rate of climb is a value obtained through various iterations. The maximum climb rate value at the point where the total power value calculated, according to the estimated entered climb rate value converges to the total power value calculated for the design is evaluated as a performance parameter [ 39 ]. As a result of the iteration, the maximum climb rate of the helicopter was found to be 7.37 m s −1 (24.2 ft s −1 ).…”

Analysis of Mass Characteristics of Aircraft Fuselage Construction Materials

“…Значительная часть массы конструкции летательного аппарата приходится на его фюзеляж. Например, фюзеляж самолета составляет порядка 40 % от массы его каркаса, а фюзеляж вертолета является самым тяжелым его агрегатом в целом [1]. Также фю-Д зеляж объединяет между собой остальные агрегаты летательного аппарата, служит для размещения коммерческой нагрузки.…”