Report No.

01
Name: Group 2
Conceptual Design/Mission Profile
Date: June 18, 2015 Page 1 of Page 4
Instructor: Dr. Jay Jack R. Manzano
Grade: Issue No. 1

Group 2
Corporal, Charlene D.
Cantos, Kent Joseph A.
Carandang, Daniel Emmanuel
Ceniza, Vincy T.
Cruz, Keren Sachiel B.
Cutar, Barry Christian T.
De Fiesta, Ogie
De Vera, Guilmer-don
Destreza, Ma. Agatha N.
Dy, Ian Paulo D.
Report No. 01
Name: Group 2
Conceptual Design/Mission Profile
Date: June 18, 2015 Page 2 of Page 4
Instructor: Dr. Jay Jack R. Manzano
Grade: Issue No. 1

A. Helicopter Background

1. History of Helicopter and its Development

- The word “helicopter” is adapted from the French hélicoptère, coined by Gustave de
Ponton d’Amécourt in 1861. It is linked to the Greek words helix/helikos (“spiral” or
“turning”) and pteron (“wing”). One example of an early helicopter prototype is
Leonardo da Vinci’s “aerial screw”. The first fully functional helicopter was the “Focke-
Wulf Fw 61”. Helicopters were developed and built during the first half-century of flight,
some even reaching limited production; it was not until 1942 that a helicopter designed
by Igor Sikorsky reached full-scale production, with 131 aircraft built.

2. Helicopter Propulsion System Development

- At 1950 helicopters were equipped with piston engines, and after a year, Charles Kaman
introduced a new kind of engine, the turbo shaft engine by modifying his K-225
helicopter. And the turbo shaft engine helicopter started. A turbo shaft engine is a form
of gas turbine which is optimized to produce free turbine shaft power rather than jet
thrust. On December 11, 1951, the K-225 became the first turbine-powered helicopter in
the world. Two years later, on March 26, 1954, a modified Navy HTK -1, another Kaman
helicopter, became the first twin-turbine helicopter to fly. However, it was the Sud
Aviation Alouette II that would become the first helicopter to be produced with a turbine
engine. The availability of lightweight turbo-shaft engines in the second half of the 20th
century led to the development of larger, faster, and higher-performance helicopters.
The turbine engine has the following advantages over a reciprocating engine: less
vibration, increased aircraft performance, reliability, and ease of operation.

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
flight machines with rotors made of tin sheets. Alphonse Pénaud 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.
Report No. 01
Name: Group 2
Conceptual Design/Mission Profile
Date: June 18, 2015 Page 3 of Page 4
Instructor: Dr. Jay Jack R. Manzano
Grade: Issue No. 1

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 other’s 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 Coandă effect.

4. Civil and Military Helicopter Configurations

Civil helicopters are helicopters that may be for public and private use while military
helicopters are helicopters that is either specifically built or converted for use by military
forces. It is commonly used to transport troops and it plays an integral part in the sea,
land and air operations of modern militaries. Generally, manufacturers develop airframes
in different weight/size classes which can be adapted to different roles through the
installation of mission specific equipment. Civil helicopters designs on the other hand
may vary on the purpose of it.
Report No. 01
Name: Group 2
Conceptual Design/Mission Profile
Date: June 18, 2015 Page 4 of Page 4
Instructor: Dr. Jay Jack R. Manzano
Grade: Issue No. 1

B. Helicopter general design requirements

Private companies are continuously expanding in the Philippines especially

around Metro Manila area. This causes greater demands for private helicopters as it
provides fast and easy transport to short distance travels. BONQUITO-22 is a training
rotorcraft designed by Winguard Corporation to offer quality training to supply the
increasing demands of private companies.

BONQUITO-22 is an inspired design combination of Raven 22 Beta II, NA 40

Bongo and Masquito M80 where their best features are merged together to deliver
trainer helicopter of high performance and exceptional reliability.

Designed for simplicity, BONQUITO-22 features a two-bladed rotor system made

of aluminum and stainless steel that minimizes wear and tear. A conventional tail rotor,
located at the end of the tail boom of the fuselage is installed to generate thrust that
counter-rotates the torque produced by the main rotors.

Next to the tail rotor is the horizontal and vertical stabilizer. This is to stabilize
the pitch and yaw considering that BONQUITO-22 is a lightweight helicopter that needs
stability enforcements.

Its fuselage has an adjustable, foldable and anatomically shaped seat for the
pilot and passenger with the baggage space aft of seats. Its fuselage skin is
manufactured from carbon fibres, nomex & aluminum honeycombs and other composite
materials. This is to ensure smooth airflow during operations and better aerodynamic
performance.

BONQUITO-22 will also use air cooled Lycoming O-360 J2A four cylinder single
engine, which greatly contributes to the efficiency of the rotorcraft. It is derated from
145 hp to 131 hp for efficient potential use, preservation of mechanical and structural
integrity of the engine, better density altitude performance, and an added benefit of
reserved power to use in an emergency.

Although the designers of BONQUITO-22 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.