Академический Документы
Профессиональный Документы
Культура Документы
MAE 434
Aircraft Design
Group Hotel:
Evan Coleman
Professor:
Dan Deaver
Paul Schifferle
Brandon Nowak
Michael Rubino
Contents
1 Mission Specification & Profile 4
1.1 Aircraft Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.2 Mission Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.3 Mission Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Weight Estimations 5
4 Aircraft Sizing 8
4.1 Stall Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.2 Takeo Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4.3 Climb Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.4 Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.5 Cruise Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
5 Results 13
A Weight Estimation 16
C Aircraft Sizing 20
1
Group Hotel MAE 434: Exam 1
Abbreviations
AKA Also Known As
hp Horsepower
nm Nautical Miles
psf Pounds per Foot-Squared
RC Rate of Climb
RCP Rate of Climb Parameter
sm Statute Miles
STOG Takeo Ground Distance
USA United States of America
WWIII World War 3
2
Group Hotel MAE 434: Exam 1
List of Figures
1 Mission Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Stall Speed Sizing, Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3 Stall Speed Sizing, Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4 Takeo Field Length Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
5 Climb Rate Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
6 Landing Distance Sizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
7 Cruise Speed Sizing, Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
8 Cruise Speed Sizing, Takeo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
9 Matching Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
List of Tables
1 Mission Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 Suggested Fuel Fractions (Roskam 12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3 Calculated Fuel Fractions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4 Aircraft Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
5 Final Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3
Group Hotel MAE 434: Exam 1
The purpose of this aircraft is to diuse the enduring Ukraine conflict, hereby preventing the impending
WWIII. This will be done utilizing 45 gallons of female pheromone-laced perfume and an expendable, prefer-
ably egotistical and gullible, celebrity: AKA Justin Bieber. This classified and heroic mission will consist of
convincing Bieber to expand his influence and popularity by performing a Pop for Peace concert in the
city of Kiev, Ukraine. The aircraft will depart from Minsk National Airport in Belarus on its 267 statute
mile trip to the heart of Kiev, Ukraine. This mission will be founded and sponsored by USA and Canadian
governments and respective intelligence agencies, and intends to rid these nations of a top societal nuisance.
MKULTRA tactics are to be used as necessary to ensure Biebers participation and, ultimately, the success
of this mission. Upon the arrival of aircraft to Kiev, Bieber will willingly skydive out of said aircraft and
into the outdoor concert area. Note: this outdoor concert area, as it is explained to be to Bieber, is,
in actuality, a front. The said area is actually the epicenter of the Ukraine conflict zone. After the drop of
the baggage, the 45 gallons of female pheromone-laced perfume will be dumped upon the conflict zone. The
pheromone dusting will convert the most violent and aggressive enemies into the most loving of partners and
Bieber will serve as a common enemy hereby completing the mission and ensuring the avoidance of WWIII
and fate of humanity as we know it.
Specification Value
Payload Weight 1 passenger (143 lb)
3 parachutes @ 25 lb each
70 lb luggage
45 gal (374 lb) perfume
Crew Complement 2 crew @ 175 lb each
Range 2x 232.4 nm
Endurance 10 min
Cruise Reserves 100 nm
Loiter Reserves 45 min
Cruise Speed 120 knots
Cruise Altitude 5,000 ft
Takeo & Landing Field Length 1200 ft @ 669 ft
4
Group Hotel MAE 434: Exam 1
2 Weight Estimations
The estimation for the takeo weight (WT O ), empty weight (WE ) and fuel weight (WF ) were calculated
L
using MATLAB as shown in appendix A. For cruise, the value of D was 9, p was 0.8 and cp was 0.6. For
L
loiter the value of D was 11, p was 0.7 and cp was 0.8 (Roskam 14). The suggested fuel fractions can be
found in table 2.
The fuel fraction for a single leg of the cruise phase was calculated using equation 1 (Roskam 15).
p L 1
Rcr = 375 ln (1)
cp cr D cr F Fcr
Using cruise distance of 267 sm, the cruise fuel fraction, F Fcr , was found to be 0.942. Equation 1 was used
again to find the fuel fraction for the 100 nm reserves. This value was found to be 0.975. Next, the fuel
5
Group Hotel MAE 434: Exam 1
fraction for the loiter phase was calculated using equation 2 (Roskam 15).
1 p L 1
Eltr = 375 ln (2)
Vltr cp ltr D ltr F Fltr
Using a loiter time of 16 hours, the loiter fuel fraction, F Fltr was found to be 0.996. Equation 2 was used
again to find the fuel fraction for the 0.75 hours of loiter reserves. This value was found to be 0.981. All of
the calculated fuel fractions are tabulated in table 3.
Using the fuel fractions tabulated in tables 2 and 3, the mission fuel fraction was calculated as shown in
equation 3.
The mission fuel fraction was found to be 0.819. Next, the takeo weight must be calculated. This requires
iterations. A guess takeo weight was chosen to be 2,000 lb and each iteration, the takeo weight was
increased by 0.1 lb. The first step is to calculate the fule weight for the given takeo weight using eqaution
4.
WF = (1 Mf f )WT O (4)
WE = WT O WF WP L WCR WT F O (5)
where WT F O is the trapped fuel and oil weight which was chosen to be 0.005 times the takeo weight.
Finally, the minimun allowable empty weight was calculated using equation 6
log10 WT O A
WE,min = 10 B
(6)
where A and B are equal to -0.1440 and 1.1162 respectively for a single-engine propeller-driven aircraft
(Roskam 47). Convergence was reached when the empty weight and the minimum allowable empty weight
were within 5% of each other. In this case, the weights converged after 20863 iterations. The results have
been tabulated in table 4.
Weight (lb)
WT O 4086
WE 2314
WF 740
6
Group Hotel MAE 434: Exam 1
1
@WT O (log10 WT O A)
= BWT O 10 B (7)
@WE
This value was found to be 1.971. This means that an increase in empty weight of 10% would mean a new
takeo weight of 4542 lb.
@ R cp
= L
(8)
@R 375p D
@WT O
This value was found to be 0.0002222. Next, @R can be calculated using equation 9
@WT O @ R
=F (9)
@R @R
The sensitivity of the cruise speed for the range case is not applicable for a propeller driven (Roskam 77).
For the endurance case @@ E
L must first be calculated using equation 10.
D
@ E Ecp
L
= L
(10)
@D 375p D
7
Group Hotel MAE 434: Exam 1
@ R Rcp
= (11)
@DL L2
375p D
@ E EVltr cp
= (12)
@DL L2
375p D
This value was found to be -0.0160247 for the range case and -0.0015931 for the endurance case. Multiplying
this value by F gives @W @D
TO
L = -174.8862 for the range case and -17.3861 for the endurance case. This means
that increasing the lift-to-drag ratio by 3 will result in a new takeo weight of 3561 lb for the range case and
4034 lb for the endurance case.
@ R R
= L
(13)
@cp 375p D
@ E EVltr
= L
(14)
@cp 375p D
This value was found to be 0.2247619 for the range case and 0.0312346 for the endurance case. Multiplying
this value by F gives @W @cp = 2452.9493 for the range case and 340.8799 for the endurance case. This means
TO
that if the specific fuel consumption is increased by 10%, the takeo weight will increase to 4233 lb for the
range case and 4106 lb for the endurance case.
4 Aircraft Sizing
slug
In the following section, several common variables were used. The air density at the airport is 0.002331 f t3
slug
and the air density at cruising altitude 0.002048 f t3 .
According to FAR 23 requirements, the stall speed must not be below 50 knots for flaps down and 60 knots
for flaps up. Using these values and the range of maximum lift coefficients, the wing loading was calculated
for both the flaps down and flaps up states using the following equation (Roskam 90).
W V 2 f ield CL,max
= s (15)
S 2
The results have been plotted separately below.
8
Group Hotel MAE 434: Exam 1
20
Requirement Met
15
Not Met
10
0
13 14 15 16 17 18 19 20
Wing Loading, W/S (psf)
CL,max=1.6
35 CL,max=1.7
CL,max=1.8
30
CL,max=1.9
25
20
Requirement Met
15
Not Met
10
0
15 16 17 18 19 20 21 22 23
Wing Loading, W/S (psf)
Minsk National Airport has a takeo field length of 12,000 ft which is the STOG value for the takeo sizing
analysis. T OP23 was then calculated using equation 16.
9
Group Hotel MAE 434: Exam 1
lb2
Using this equation, T OP23 was found to be 183.2317 f t2 hp . The density ratio, , was found to be 0.9806.
Using these values and equation 17.
W T OP23 CL,max
= W
(17)
S P
CL,max=1.6
C =1.7
L,max
20
CL,max=1.8
CL,max=1.9
15
Requirement Met
10
Not Met
5
0
0 5 10 15 20 25 30 35 40 45 50
Wing Loading, W/S (psf)
Figure 4: Takeo Field Length Sizing
It was chosen that the aircraft should climb from 669 ft to 5,000 ft in 10 minutes. This gives a rate of climb,
RC, of 433.1 ft/min. The climb rate parameter, RCP, was then found by dividing the climb rate by 33,000.
This was found to be 0.0131. The drag coefficient was calculated using the following equation (Roskam 128).
The drag coefficient was found to be 0.1406. The power loading was then calculated for a range of wing
loadings using equation 19.
10
Group Hotel MAE 434: Exam 1
W p
= 2 3 (19)
P W 1/2
RCP + 4 S
CL 3/2
1/2 5
19 CD
60
Power Loading, W/P (lbs/hp)
55
Requirement Met
50
45
Not Met
40
35
30
25
20
0 10 20 30 40 50
Wing Loading, W/S (psf)
The first step in sizing the aircraft for landing distance is to determine the landing stall speed. This can be
done using equation 20 (Roskam 108).
SL = 0.5136VS L 2 (20)
The stall speed was found to be 84.3 ft/s. From this, the approach speed can be found which is 1.3 times
the stall speed, 109.59 ft/s. SLG was then calculated using the following equation.
W Vs f ield
= CL,max (22)
S 2 0.95
11
Group Hotel MAE 434: Exam 1
CL,max=1.6
35 CL,max=1.7
CL,max=1.8
30
CL,max=1.9
25
Requirement Met
20
Not Met
15
10
0
13 14 15 16 17 18 19 20 21
Takeoff Wing Loading, W/S (psf)
Three power indices were selected for the cruise speed sizing using a cruise speed of 120 knots. For the
retractable gear, cantilevered wing configuration the power index was 0.80. For the fixed gear, cantilevered
wing configuration the power index was 0.90 and finally, for the strutted wing, fixed gear configuration the
power index was 1.05 (Roskam 164). The density ratio, , for the cruise case was 0.8616 and for the takeo
case, 0.9806. The wing loading was then calculated using equation 23.
W W
= Ip 3 (23)
S S
The results were plotted for both the takeo and cruise cases below.
12
Group Hotel MAE 434: Exam 1
35
30 Requirement Met
25
20
Not Met
15
10
0
0 5 10 15 20 25 30 35 40 45 50
Wing Loading, W/S (psf)
35
30 Requirement Met
25
20
Not Met
15
10
0
0 10 20 30 40 50 60
Wing Loading, W/S (psf)
5 Results
All of the data was plotted together in 9. Note that requirements are met to the left of vertical lines and
below horizontal lines.
13
Group Hotel
Matching Results for Sizing of a Single Enginer Propeller Driven Airplane
30
Landing Stall Speed, CL,max=1.8
Landing Stall Speed, CL,max=2.0
Landing Stall Speed, CL,max=2.2
Takeoff Stall Speed, CL,max=1.4
Takeoff Stall Speed, CL,max=1.6
25
Takeoff Stall Speed, CL,max=1.8
Landing Distance, C =1.8
L,max
Landing Distance, CL,max=2.0
Landing Distance, CL,max=2.2
Figure 9: Matching Results
15
Takeoff Distance, CL,max=1.4
Takeoff Distance, CL,max=1.6
Takeoff Distance, C =1.8
L,max
Climb
10
The black dot signifies the best combination of wing loading and power loading. The wing loading was
chosen to be 18.1 psf and the power loading was chosen to be 15.9 lbs/hp. All of the values can be found in
table 5.
Quantity Value
Wing Loading 18.1 psf
Takeo Power Loading 15.9 lbs/hp
CL,max (Takeo) 1.6
CL,max (Landing) 2.1
CL,max (Clean) 1.9
Wing Area 225.7 f t2
Takeo Power Required 257 hp
15
Group Hotel MAE 434: Exam 1
A Weight Estimation
W PL = 662; % lb
W CR = 350; % lb
V ltr = 92; % mph
R cr = 267; % sm x2
E = 1/6; %hr
R cr res = 115; % sm
E res = 0.75; % hr
% Weight Fractions
FF1 = 0.995; % Engine start, warm up
FF2 = 0.997; % Taxi
FF3 = 0.998; % Take off
FF4 = 0.992; % Climb
FF5 = exp(( c cr * R cr) / (375 * eta cr * LD cr)); % Cruise
FF6 = exp(( c ltr * E * V ltr) / (375 * eta ltr * LD ltr)); % Loiter
FF7 = FF5; % Cruise
FF8 = 0.993; % Descent
FF9 = 0.993; % Landing, taxi, shutdown
flag = true;
n = 0;
while flag
W F = (1 MFF) * W TO;
W TFO = 0.005 * W TO;
W E = W TO W F W PL W CR W TFO;
n = n + 1;
W TO = W TO + delta W TO;
16
Group Hotel MAE 434: Exam 1
end
17
Group Hotel MAE 434: Exam 1
MFF = dlmread('Data/mff.txt');
R = 649; % sm
E = 55/60;
Vltr = 92; % mph
% Roskam 69
C = 1 (1 MFF) 0.005;
D = 662 + 350;
writeToFile(C, 'Data/C.txt', '%0.3f');
writeToFile(D, 'Data/D.txt', '%4.0f');
W TO = dlmread('Data/wto.txt');
W E = dlmread('Data/we.txt');
% Roskam 75
F = ( B * W TO2 * MFF) / (C * W TO * (1 B) D);
writeToFile(F, 'Data/F.txt', '%5.0f');
18
Group Hotel MAE 434: Exam 1
19
Group Hotel MAE 434: Exam 1
C Aircraft Sizing
cc = {'b', 'r', 'g', [1 .5 0], 'y', [.5 .6 .7], [.8 .2 .6], 'k'};
figureP = [0 0 8 5];
% Stall Speed
C L flapsdown = 1.8:0.2:2.3; %1.6:0.1:2.3;
C L flapsup = 1.4:0.2:1.9; %1.3:0.1:1.9;
V s flapsdown = 84.3; % ft/s
V s flapsup = 101.2; % ft/s
20
Group Hotel MAE 434: Exam 1
STOG = 1200; % ft
TOP23 = 183.2317; % lb2/(ft2 hp)
sigma = 0.9806;
W S climb = 0:1:50;
W P climb = 0.8 ./ (RCP + ((sqrt(W S climb) * sqrt(sigma)) /...
(19 * (C L takeoff mean1.5 / C D takeoff))));
V s L = 84.3; % ft/s
V A = 1.3 * V s L;
S LG = 0.265 * (V s L * 0.592483801)2;
S L = 1.938 * S LG;
21
Group Hotel MAE 434: Exam 1
22
Group Hotel MAE 434: Exam 1
23
Group Hotel MAE 434: Exam 1
References
[1] Roskam, Jan. Airplane Design. Vol. 1. Lawrence, Kansas: DARcorporation, 2005. Print.
24