X Blades Game Serial Number
Nathanel Svagera
I have read a lot about disk loading and was intrigued by this answer ( ) which found a correlation between diskloading and amount of blades (or lift per blade). It made me wonder; is it actually possible to calculate the number of blades? If it matters (and I guess it does) I want to use a naca0012 airfoil.
Searching around I did find the relation between the number of blades and decreasing efficiency/lift per blade when you add a blade. Also the fact that is would be easier to lengthen the blades is something I found. But if lengthening is not an option, how can you actually calculate this? And, to complete the question disturbing me, what effect does a second disk (like the chinook) have on these calculations?
Determining the number of blades is one of the steps in designing the main rotor of a helicopter, but not the first one. The main rotor design process is an iterative process with quite a few input parameters, which depend on the mission type:
I have obtained values for the engine power requirements, and from what I can gather the main reason to have an increased number of blades is due to the requirement of absorbing the power from the engine. The latter therefore implicating an increased solidity ratio.
In the end, there is no simple formula because you need to find a compromise between conflicting demands. Increasing the number of blades will make the hub more complex and reduce propeller efficiency. Increasing chord will increase centrifugal loads and friction drag.
The prop diameter is chosen to provide suitable ground clearance for the desired installation. Then the reduction gearbox ratio is chosen to keep the prop tips subsonic. Then the number of prop blades is chosen to absorb full engine power. Compromises then get made to take advantage of off-the-shelf props in the market and standard gear ratios offered by the engine manufacturer.
I was wondering how it is possible to determine what is the optimal number of blades in a helicopter rotor. I think that the length of the blade is involved as a longer blades would have to spin slower in order to avoid the extremes to overcome the speed of sound, and so one should be able to add more blades avoiding turbulences. Are there any other parameters? Is there a way to combine them together or we just rely on trials and empirical experience?
It seems to me that there is a correlation with the weight of the helicopter, for instance the CH-53 has 7 blades while the famous bell 206 just has two. Still comparing it to the case of wind generators, I cannot get an overview of what's going on.
I wont give you precise formulas, but one can calculate this. The most efficient theoretical rotor has only one blade. Obviously 1 blade would cause problems due to misplaced center of mass. That is why we use at least 2. Then to get more thrust you need long blades and you need to spin them very fast. There are two issues that would force you to have more blades. First is the blade tip must remain subsonic. Second is the practical size of the rotor. Very large rotors would require large areas to land and maneuvering would be more difficult. So basically more blades mean more power but with less efficiency and they take up less space. A particular helicopter design should use as little blades as possible given specific requirements.
This is something I have looked into a great deal, having an interest in model rotorcraft, including single bladed machines. As with nearly all things related to aviation, and engineering in general, there is no optimum or best answer to number of blades. It is all about trading off cost, performance, reliability, weight, etc. etc. etc. "Best" will depend on performance goals, price target, reliability requirements, etc.
Helicopter rotor blades require at a minimium some mechanism to control the pitch of the blade (AKA feathering) and most also allow the blade to flap up and downward, or to teeter in pairs. These mechanisms are mostly required to be duplicated for each blade, so adding cost, weight, and increasing the possibility of failure. These considerations must be weighed (heh!) against considerations of adding additional blades.
A rotor blade operates in the wake of preceding blades, even if only their own in the case of a single bladed rotor. This causes a loss of efficiency, and can also lead to vibration and resonance problems. These factors as well as basic simplicity goal (KISS) push the designer toward having a minimum number of blades.
Interestingly, it is NOT required to balance the lift on the rotor. There is sufficient outward force due to radial acceleration (notice I am avoiding the argument around "centrifugal force") to balance the upward force. Many (even most?) helicopter blades are hinged to allow upward flapping. In order to force balance the lift, either the blades must be allowed to "cone" upward, or the flap hinge needs to be below the rotor plane, giving the spanwise force a vertical component. It is not uncommon for tip weights to be added to the blades in order to allow the machine to be supported at a reduced cone angle or rotor speed. (this also makes autorotation landings less critical)
While the lift of a single rotor can on average support a machine, the fact that it is moving around the rotor axis will result in fairly severe vibration, so while not strictly required, it IS indeed desirable that the lift be balanced. This, and avoiding an otherwise useless counterweight is why all Helicopters have at least two blades...this is the practical minimum.
-As the forward speed of a helicopter increases, the difference between the speed of the advancing and retreating blades becomes problematic. If the retreating blade has zero airspeed, then it can produce no lift. Well before zero airspeed, it can't contribute it's share of lift, which causes vibration issues similar to the one-bladed helicopter at hover. The solution is a smaller, higher speed rotor, more blades, or both. Yet the advancing blade becomes less efficient, and needs to remain subsonic, so adding blades becomes the escape route.
In addition, as the mass of, and forces on the blades increase, a two bladed rotor causes increasing stress to the mast. This is because only the stiffness of the mast allows control of the blade pitch to be maintained. If a two bladed boomerang were straight, it would just flutter to the ground. Bending it into an L shape allows it to define a geometric plane, so it can spin stabley. The point is that three or more bladed rotors greatly reduce the stresses on the rotor mast, because the rotor could spin in a stable configuration with no mast at all. Adding blades does increase the moment of inertia of the disk, so dynamic loads on the mast can still be high when maneuvering, but less than some might think since all the roll and pitch forces are generated at the rotor blades, not from the mast.
When the machine is in forward flight, the lift of a two bladed rotor will pulse, mainly because the available lift goes as the square of the instantaneous airspeed of each blade. More blades greatly reduce the magnitude of these lift pulses.
So as the size and weight, and speed of the machine increases, two blades become more of a liability than the advantages warrant. Three blades make a stable disc, and are only a bit less efficient than two blades. In some cases, an entire second rotor is added rather than adding more than three blades to a single rotor...Certainly complex, but it provides a solution to countering the torque on a single rotor machine, so the complexity of a tail rotor system can be saved.
Modern material science has provided elastomers that can greatly simplify, ruggedize, and improve the reliability of the connection at the root of the blades. This has made five and even more bladed machines practical, because it has reduced the complexity penalty of the extra blades.
The tip speed of a rotor blade has to remain subsonic, as you say.Also the forward speed of the aircraft subtracts from the speed of the backward-moving rotor, and adds to the speed of the forward-moving one.Most of the lift comes from the end of the rotor, because lift is proportional to airspeed squared.Each rotor can only carry so much weight, as a function of its chord length.A rotor is a wing, and in general wings of high aspect ratio (length to width) are more efficient (use less power for the same lift).When there are more than two rotor blades, the blades can swing forward and back in the turning direction, a stability issue that must be addressed.
(2) blades is symmetrical balanced and efficient. Why would (4) blades not be , if not twice as good, at least significantly better and worth the cost to build a more complicated swashplate for collective pitch controls?
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Cockpit noise can come from many sources, including the engine, exhaust system, airflow around the fuselage, and the propeller. High levels of cabin noise can cause stress and pilot fatigue, and may even lead to hearing problems among pilots. Increasing the number of blades on a propeller is one solution to reducing cabin noise. In most installations, increasing the propeller blade count also reduces noise. This is largely due to a reduction in vibration.
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