Master’s in Rotorcraft Aeromechanics
Online master's programme of 1,900 hours in rotorcraft aeromechanics. 12 modules covering rotor aerodynamics, blade dynamics, flight controls, performance, loads, noise and certification to CS-29, CS-27 and ADS-33E-PRF, with an assigned technical tutor.
Master’s in Rotorcraft Aeromechanics — studying from Canada
Canada has a substantial aerospace sector, anchored in Montréal and Québec City, with major manufacturers and suppliers such as Bombardier, Pratt & Whitney Canada and CAE. Ontario's Greater Toronto and Ottawa regions host avionics, satellite and space technology firms, while the Canadian Space Agency coordinates national space programmes, including robotics for the International Space Station. Urban air mobility and drone operations are emerging under Transport Canada's regulatory framework. Engineers in this area typically work on airframe design, systems integration, certification and space mission support.
Fees for Canada: C$9,230 (Canadian dollar), with instalments and employer sponsorship available.
Relevant bodies in Canada
Typical roles
Questions from Canada
Does a SEIUM qualification give me recognition with Canadian professional bodies for aerospace work?
Not automatically. In Canada, engineering is regulated by provincial and territorial associations such as Professional Engineers Ontario, which licence Professional Engineers (P.Eng.). SEIUM qualifications are private and are not official state degrees, so they do not confer P.Eng. status or accreditation. Recognition by employers or other bodies is decided case by case, so check directly with them before enrolling.
Will Canadian aerospace, drone or space employers value this training?
Employer valuation depends on the specific employer and role. Canada has a sizeable aerospace sector, including companies in Quebec, Ontario and Western Canada, and employers generally judge candidates on demonstrated skills, projects and experience. SEIUM's final project can serve as evidence of capability, but whether a private qualification carries weight is for each employer to decide. Discuss your goals with prospective employers.
Can I study this alongside a full-time job in Canada, and what about language?
Yes, the programmes are 100% online, so you can study from home at your own pace around work. Master's programmes are 1,900 hours, postgraduate diplomas 800 hours and specialist courses 300 hours, so plan your weekly time accordingly. Teaching is in English, and each student has an assigned technical tutor. Employer sponsorship and fees payable in instalments may help, depending on your circumstances.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Explain the physical principles of rotor flight.
Apply blade element theory and wake models.
Analyse blade flap, lag and torsion dynamics.
Calculate aircraft performance in hover and forward flight.
Estimate loads on the rotor and its associated structure.
Compare tail rotor and alternative configurations.
Integrate certification requirements into rotorcraft design.
Who it's for
- Rotor aeromechanics engineers looking to deepen their specialist knowledge.
- Helicopter performance engineers.
- Flight control engineers working on rotary-wing aircraft.
- Loads and structures engineers moving into rotor components.
- Rotorcraft certification engineers.
- Engineers designing advanced configurations such as coaxial, tiltrotor or eVTOL.
- Engineering or science graduates seeking to enter the helicopter industry.
What you'll work with
- CS-29 (large rotorcraft)
- CS-27 (small rotorcraft)
- ADS-33E-PRF (helicopter handling qualities)
- 14 CFR Part 29 (FAA, transport category rotorcraft)
- AC 29-2C (certification guide for transport category rotorcraft)
- ICAO Annex 16, Volume I (aircraft noise)
- CAMRAD II
- FLIGHTLAB
- MATLAB/Simulink
- Dymore
- ANSYS Mechanical
12 modules
1.1The rotor as a generator of lift and control1.2Axial flight and momentum theory1.3Wake and induced velocity1.4Figure of merit and efficiency1.5Forward flight and lift asymmetry1.6Flapping and its role1.7Autorotation1.8Non-dimensional quantities1.9Physical limitations of the rotor1.10Workshop: preliminary performance calculation
2.1Aerofoils for rotors2.2Compressibility at the blade tip2.3Retreating blade stall2.4Blade twist and taper2.5Blade tip and its geometry2.6Blade-vortex interaction2.7Ground effect2.8Reference experimental data2.9Dynamic stall models2.10Practical: aerodynamic design of a blade
3.1Blade element formulation3.2Coupling with momentum theory3.3Inflow models3.4Prescribed and free wake3.5Vortex methods3.6Comparison between methods3.7Computational cost3.8Validation against tests3.9Limits of each model3.10Practical: implementation of a blade model
4.1Blade degrees of freedom4.2Flap and lag equations4.3Southwell diagram4.4Articulated and bearingless rotors4.5Lag damping4.6Ground and air resonance4.7Aeroelastic couplings4.8Rotor stability4.9Simulation models4.10Practical: dynamic analysis of a rotor
5.1Swashplate and its kinematics5.2Collective and cyclic pitch5.3Control mixing unit5.4Control phasing and phase lag5.5Servos and powered controls5.6Stability augmentation systems5.7Rotor response to control inputs5.8Inter-axis couplings5.9Cockpit ergonomics5.10Practical: kinematics of the control system
6.1Power required in each flight regime6.2Power and endurance curves6.3Hover and forward-flight ceiling6.4Maximum speed and its limits6.5Effect of weight and altitude6.6Height-velocity diagram6.7Fuel consumption and range6.8One-engine-inoperative performance6.9Performance documentation6.10Practical: performance calculation for an aircraft
7.1Aerodynamic loads on the blade7.2Manoeuvre and gust loads7.3In-service load spectrum7.4Fatigue of dynamic components7.5Safe-life and damage tolerance concepts7.6Composite materials in blades7.7Rotor head and its components7.8Structural testing7.9In-service inspections7.10Practical: simplified load spectrum
8.1Function of the anti-torque rotor8.2Conventional and ducted tail rotors8.3Configurations without a tail rotor8.4Coaxial rotors8.5Tandem rotors8.6Convertible and tiltrotor aircraft8.7Comparison of configurations8.8Interference effects8.9Selection criteria8.10Practical: reasoned comparison of configurations
9.1Rotor noise sources9.2Impulsive and wake noise9.3Noise regulations9.4Noise measurement in certification9.5Characteristic rotor vibration9.6Blade balancing and tracking9.7Absorbers and isolation9.8Passenger comfort9.9Noise reduction by design9.10Practical: acoustic assessment of a rotor
10.1Flight simulation models10.2Validation with flight data10.3Wind tunnel and scale models10.4Rotor test rigs10.5Blade instrumentation10.6Telemetry and data acquisition10.7Flight testing and its safety10.8Data analysis10.9Test report10.10Practical: validation plan for a model
11.1Applicable certification requirements11.2Demonstration of compliance11.3System safety analysis11.4Autorotation and requirements11.5Critical failures and their mitigation11.6Certification documentation11.7Continuing airworthiness11.8In-service occurrences and their analysis11.9Relationship with the authority11.10Practical: compliance matrix for a requirement
12.1Rotor design trade-offs12.2Interaction with fuselage and transmission12.3Multidisciplinary optimisation12.4Conceptual design tools12.5Programme management12.6Costs and schedules12.7Innovation: electric rotors and urban air mobility12.8Common design errors12.9Documented real cases12.10Master's Thesis: aeromechanical preliminary design of a rotor
How you'll learn
A 100% online programme on the SEIUM campus, with downloadable materials, recorded classes and an assigned technical tutor. There are no fixed timetables: you progress at your own pace within each intake, so it fits around your job.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is CAMRAD II, FLIGHTLAB, MATLAB/Simulink, Dymore and ANSYS Mechanical, in free, academic or evaluation versions. Testing is studied through real procedures for wind tunnel testing with scale-model rotors, performance flight testing and rotary-wing flight simulators. Assessment is continuous by module, plus the final Master's Thesis.
Standards covered: CS-29, CS-27, ADS-33E-PRF, 14 CFR Part 29, AC 29-2C and ICAO Annex 16, Volume I.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Where this takes you
Requirements
- University degree in engineering, science or architecture, or equivalent demonstrable professional experience.
- Internet connection and a computer capable of running the programme's software.
- English sufficient to read technical standards.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 1,900 hours over 12–14 months. You set your own pace within each intake, and your tutor helps you plan the workload around your job.
You will work with CAMRAD II, FLIGHTLAB, MATLAB/Simulink, Dymore and ANSYS Mechanical. Free, academic or evaluation versions are used, and your tutor indicates the free alternative where one exists.
A SEIUM Institute diploma, awarded on passing the continuous assessment and the Master's Thesis. It is SEIUM's own qualification, not an official state degree; its recognition depends on the programme completed and the regulations of each country.
Yes. Modules passed in a course or postgraduate diploma in the same area are recognised in the higher programme. Ask about the recognition policy when you enrol.
A university degree in engineering, science or architecture, or equivalent professional experience; a computer able to run the programme's software; and English sufficient to read technical standards.
Start dates are set by SEIUM's faculty for each intake. Our admissions team will confirm the next available date when you apply.
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