Exam 1: Sizing of A Single-Engine Propeller-Driven Aircraft: University at Buffalo

University at Buffalo
MAE 434
Aircraft Design
Exam 1: Sizing of a Single-Engine

Propeller-Driven Aircraft
Group Hotel:
Evan Coleman
Professor:
Dan Deaver
Paul Schifferle
Brandon Nowak
Michael Rubino
March 13, 2014

Group Hotel MAE 434: Exam 1
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
3 Takeo Weight Sensitivities 7

3.1 Increase in Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.2 Increase in Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.3 Increase in Cruise Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3.4 Increase in Lift-to-Drag Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.5 Increase in Fuel Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
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
B Takeo Weight Sensitivities 18
C Aircraft Sizing 20
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
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
1 Mission Specification & Profile
1.1 Aircraft Purpose
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.
1.2 Mission Specification
Table 1: Mission Specifications
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
1.3 Mission Profile
Figure 1: Mission Profile
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.
Table 2: Suggested Fuel Fractions (Roskam 12)
Mission Phase Fuel Fraction

Engine Start, Warm-Up 0.995
Taxi 0.997
Takeo 0.998
Climb 0.992
Descent 0.993
Landing, Taxi, Shutdown 0.993
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
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.
Table 3: Calculated Fuel Fractions
Mission Phase Fuel Fraction

Cruise (1 leg) 0.942
Loiter 0.996
Cruise Reserves 0.975
Loiter Reserves 0.981
Using the fuel fractions tabulated in tables 2 and 3, the mission fuel fraction was calculated as shown in
equation 3.
Mf f = (0.995)(0.997)(0.998)(0.992)(0.942)2 (0.996)(0.993)(0.993)(0.975)(0.981) (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)
Next, the empty weight is calculated using equation 5
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.
Table 4: Aircraft Weights
Weight (lb)
WT O 4086
WE 2314
WF 740
6
3 Takeo Weight Sensitivities

The calculation for the takeo weight sensitivities were calculated using MATLAB as shown in appendix B.
3.1 Increase in Empty Weight

@WT O
The first step in calculating the sensitivity of the takeo weight to the empty weight is to calculate @WE .
This can be accomplished using equation 7 (Roskam 72).
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.
3.2 Increase in Range

@ R
To calculate the sensitivity of the takeo weight to the range, @R must first be calculated using equation 8.
@ 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
where F is defined as F = BWT O 2 (CWT O (1 B) D) 1 Mf f = 10914, C is equal to 1 (1 Mf f ) MT F O =

0.814 and D is equal to the payload weight plus the crew weight which is equal to 1012. Using these, the
sensitivity of the takeo weight to the range was found to be 2.4252. This means that an increase in range
by 300 nm translates to a new takeo weight of 4745 lb.
3.3 Increase in Cruise Speed
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
This value was found to be 0.0001905. Multiplying this value by F gives @W TO

@V = 2.0788. This means that
increasing the speed by 20 knots will result in a new takeo weight of 4092 lb. Note that equation 10 is not
a function of the velocity, therefore the sensitivity is independent of the velocity.
7
3.4 Increase in Lift-to-Drag Ratio

@ R
To calculate the sensitivity of the takeo weight to the life-to-drag ratio, @DL must first be calculated using
@ E
equation 11 for the range case and @DL using equation 12 for the endurance case.
@ 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.
3.5 Increase in Fuel Consumption

@ R
To calculate the sensitivity of the takeo weight to the specific fuel consumption, @cp must first be calculated
@ E
using equation 13 for the range case and @cp using equation 14 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 .
4.1 Stall Speed
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
Stall Speed Sizing, Flaps Down

50
CL,max=1.6
45 CL,max=1.7
CL,max=1.8
40
Power Loading, W/P (lbs/hp)
CL,max=1.9
35 CL,max=2.0
CL,max=2.1
30
CL,max=2.2
25 CL,max=2.3
20
Requirement Met
15
Not Met
10
0
13 14 15 16 17 18 19 20
Wing Loading, W/S (psf)
Figure 2: Stall Speed Sizing, Flaps Down
Stall Speed Sizing, Flaps Up

50
CL,max=1.3
45 CL,max=1.4
CL,max=1.5
40
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
Figure 3: Stall Speed Sizing, Flaps Up
4.2 Takeo Distance
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
ST OG = 4.9T OP23 + 0.009T OP23 (16)
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
The results have been plotted in figure 4.
Takeoff Distance Sizing

30
CL,max=1.3
CL,max=1.4
25 CL,max=1.5
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
Figure 4: Takeo Field Length Sizing
4.3 Climb Rate
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).
CD,T O = 0.0387 + 0.0398CL,T O 2 (18)
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
W p
= 2 3 (19)
P W 1/2
RCP + 4 S
CL 3/2
1/2 5
19 CD
Climb Rate Sizing (C = 1.6)

L
65
FAR 23.65 (AEO, Takeoff)
60
55
Requirement Met
50
45
Not Met
40
35
30
25
20
0 10 20 30 40 50
Figure 5: Climb Rate Sizing
4.4 Landing Distance
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.
SLG = 0.265VS L 2 (21)
SL is then 1.938 times SLG , 1281 ft.
The wing loading can then be calculated using equation 22.
W Vs f ield
= CL,max (22)
S 2 0.95
11
Landing Distance Sizing

50
CL,max=1.3
45 CL,max=1.4
CL,max=1.5
40
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)
Figure 6: Landing Distance Sizing
4.5 Cruise Speed
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
Cruise Speed Sizing (Cruise)

50
Ip=0.8
45 I =0.9
p
Ip=1.1
40
35
30 Requirement Met
25
20
Not Met
15
10
0
0 5 10 15 20 25 30 35 40 45 50
Figure 7: Cruise Speed Sizing, Cruise
Cruise Speed Sizing (Takeoff)

50
I =0.8
p
45 Ip=0.9
Ip=1.1
40
35
30 Requirement Met
25
20
Not Met
15
10
0
0 10 20 30 40 50 60
Figure 8: Cruise Speed Sizing, Takeo
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
Takeoff Stall Speed, CL,max=1.4
25
Landing Distance, C =1.8
L,max
Landing Distance, CL,max=2.0
Landing Distance, CL,max=2.2
Figure 9: Matching Results
Cruise Speed, Ip=0.80

20

Cruise Speed, Takeoff, Ip=0.80
14
15
Takeoff Distance, CL,max=1.4
Takeoff Distance, CL,max=1.6
Takeoff Distance, C =1.8
L,max
Climb
10
MAE 434: Exam 1

0 5 10 15 20 25 30
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.
Table 5: Final Values
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
A Weight Estimation
% MAE 434 Exam 1, Take Off Weight

% Group Hotel
close all; fclose all; clear all; clc;
% Single Engine Prop Plane

LD cr = 9;
c cr = 0.6;
eta cr = 0.8;
LD ltr = 11;
c ltr = 0.8;
eta ltr = 0.7;
A = 0.1440;
B = 1.1162;
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
% Mission Fuel Fraction (minus reserves)

MFF 1 = FF1 * FF2 * FF3 * FF4 * FF5 * FF6 * FF7 * FF8 * FF9;
% Reserve Weight Fractions

FF cr res = exp(( c cr * R cr res) / (375 * eta cr * LD cr));
FF ltr res = exp(( c ltr * E res * V ltr) / (375 * eta ltr * LD ltr));
% Total Mission Fuel Fraction

MFF = MFF 1 * FF cr res * FF ltr res;
% Take Off Weight Estimation

W TO = 2000; % lb, guess
delta W TO = 0.1; % lb
tol = 1.05; % percent
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;
W E min = 10((log10(W TO) A) / B);
if (W E / W E min) > 1 & (W E / W E min) < tol

flag = false;
end
n = n + 1;
W TO = W TO + delta W TO;
16
end
disp(['M FF = (' num2str(FF1) ')(' num2str(FF2) ')(' num2str(FF3)...

')(' num2str(FF4) ')(' num2str(FF5) ')2(' num2str(FF6)...
')(' num2str(FF8) ')(' num2str(FF9) ')(' num2str(FF cr res)...
')(' num2str(FF ltr res) ')']);
disp(['M FF = ' num2str(MFF)]);
disp(['W TO = ' num2str(W TO) ' lb, converged in '...
num2str(n) ' iterations.']);
disp(['W F = ' num2str(W F) ' lb']);
disp(['W E = ' num2str(W E) ' lb']);
% Write results to file

writeToFile(n, 'Data/n.txt', '%0.0f');
writeToFile(W TO, 'Data/wto.txt', '%4.0f');
writeToFile(W E, 'Data/we.txt', '%4.0f');
writeToFile(W F, 'Data/wf.txt', '%4.0f');
writeToFile(FF5, 'Data/ff cr.txt', '%0.3f');
writeToFile(FF6, 'Data/ff ltr.txt', '%0.3f');
writeToFile(MFF, 'Data/mff.txt', '%0.3f');
writeToFile(FF cr res, 'Data/ff cr res.txt', '%0.3f');
writeToFile(FF ltr res, 'Data/ff ltr res.txt', '%0.3f');
17
B Takeo Weight Sensitivities
% MAE 434 Exam 1, Sensitivities

% Group Hotel
% Single Engine Properller Driven

A = 0.1440;
B = 1.1162;
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');
% Empty Weight (Roskam 72)

dW TO dW E = B * W TO * (10((log10(W TO) A) / B ) 1);
writeToFile(dW TO dW E , 'Data/dW TO dW E.txt', '%0.3f');
newW TO = W TO + (0.1 * W E * dW TO dW E);
writeToFile(newW TO, 'Data/W E change.txt', '%4.0f');
% Range (Roskam 75)

dRbar dR = 0.6 / (375 * 0.8 * 9);
writeToFile(dRbar dR, 'Data/dRbar dR.txt', '%0.7f');
dW TO dR = F * dRbar dR;
writeToFile(dW TO dR, 'Data/dW TO dR.txt', '%0.4f');
newW TO = W TO + (300 * 1.115 * dW TO dW E);
writeToFile(newW TO, 'Data/R change.txt', '%4.0f');
% Speed (Roskam 79)

dEbar dV = (E * 0.6) / (375 * 0.7 * 11);
writeToFile(dEbar dV, 'Data/dEbar dV.txt', '%0.7f');
dW TO dV = F * dEbar dV;
writeToFile(dW TO dV, 'Data/dW TO dV.txt', '%0.4f');
newW TO = W TO + (3 * dW TO dV);
writeToFile(newW TO, 'Data/V change.txt', '%4.0f');
% L/D (Roskam 77)

dRbar dLD = ( R * 0.6) / (375 * 0.8 * 92);
writeToFile(dRbar dLD, 'Data/dRbar dLD.txt', '%0.7f');
dW TO dLD = F * dRbar dLD;
writeToFile(dW TO dLD, 'Data/dW TO dLD.txt', '%0.4f');
newW TO = W TO + (3 * dW TO dLD);
writeToFile(newW TO, 'Data/LD change.txt', '%4.0f');
dEbar dLD = ( E * Vltr * 0.6) / (375 * 0.7 * 112);

writeToFile(dEbar dLD, 'Data/dEbar dLD.txt', '%0.7f');
dW TO dLD E = F * dEbar dLD;
writeToFile(dW TO dLD E , 'Data/dW TO dLD E.txt', '%0.4f');
newW TO = W TO + (3 * dW TO dLD E);
writeToFile(newW TO, 'Data/LD change E.txt', '%4.0f');
18
% Specific Fule Consumption (Roskam (77)

dRbar dc = R / (375 * 0.7 * 11);
writeToFile(dRbar dc, 'Data/dRbar dc.txt', '%0.7f');
dW TO dc = F * dRbar dc;
writeToFile(dW TO dc, 'Data/dW TO dc.txt', '%0.4f');
newW TO = W TO + ((0.1 * 0.6) * dW TO dc);
writeToFile(newW TO, 'Data/c change.txt', '%4.0f');
dEbar dc = (E * Vltr) / (375 * 0.8 * 9);

writeToFile(dEbar dc, 'Data/dEbar dc.txt', '%0.7f');
dW TO dc E = F * dEbar dc;
writeToFile(dW TO dc E , 'Data/dW TO dc E.txt', '%0.4f');
newW TO = W TO + ((0.1 * 0.6) * dW TO dc E);
writeToFile(newW TO, 'Data/c change E.txt', '%4.0f');
19
C Aircraft Sizing
% MAE 434 Exam 1, Aircraft Sizing

% Group Hotel
rho field = 0.002331; % slug/ft3

rho cruise = 0.002048; % slug/ft3
W P = 0:1:50;
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
W S down = (V s flapsdown2 * rho field * C L flapsdown) / 2;

W S up = (V s flapsup2 * rho field * C L flapsup) / 2;
hFig = figure('PaperPosition', figureP);

hold on; grid on;
for i=1:length(W S down)

plot([W S down(i) W S down(i)], [W P(1) W P(end)],...
'color', cc{i}, 'LineWidth', 1.5);
end
title('Stall Speed Sizing, Flaps Down', 'FontSize', 14);
xlabel('Wing Loading, W/S (psf)', 'FontSize', 14);
ylabel('Power Loading, W/P (lbs/hp)', 'FontSize', 14);
legend(cellstr(num2str(C L flapsdown', 'C {L,max}=%0.1f')),...
'FontSize', 12, 'Location','Northeastoutside');
x = max(W S down) + 5;
annotation(hFig,'textarrow',[0.826785714285714 0.717857142857142],...
[0.368047619047619 0.369047619047619],'TextEdgeColor','none',...
'String',{'Requirement Met'});
'String',{'Not Met'});
saveas(hFig, 'Figures/StallSpeedFlapsDown.eps', 'epsc2');
W S stall to = W S up;
W S stall l = W S down;

hold on; grid on;
for i=1:length(W S up)
plot([W S up(i) W S up(i)], [W P(1) W P(end)],...
end
title('Stall Speed Sizing, Flaps Up', 'FontSize', 14);
legend(cellstr(num2str(C L flapsup', 'C {L,max}=%0.1f')),...
saveas(hFig, 'Figures/StallSpeedFlapsUp.eps', 'epsc2');
20
% Takeoff Distance (Roskam 95)

C L takeoff = C L flapsup;
STOG = 1200; % ft
TOP23 = 183.2317; % lb2/(ft2 hp)
sigma = 0.9806;

hold on; grid on;
W S distance to = zeros(length(C L takeoff), length(W P));
for i=1:length(C L takeoff)

W S distance to(i,:) = (TOP23 * sigma * C L takeoff(i)) ./ W P;
plot(W S distance to(i,:), W P, 'color', cc{i}, 'LineWidth', 1.5);
end
title('Takeoff Distance Sizing', 'FontSize', 14);
legend(cellstr(num2str(C L takeoff', 'C {L,max}=%0.1f')),...
xlim([0 50]);
ylim([0 30]);
saveas(hFig, 'Figures/TakeoffSizing.eps', 'epsc2');
% Climb Rate (Roskam 118 139)

% FAR 23.65 (AEO)
RC = 433.1; % ft/min (Roskam 134)
RCP = RC / 33000;
C L takeoff mean = mean(C L flapsup);
C D takeoff = 0.0387 + 0.0398 * C L takeoff mean2;
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))));

hold on; grid on;
plot(W S climb, W P climb, 'color', cc{1}, 'LineWidth', 1.5);
title(['Climb Rate Sizing (C L = ' num2str(C L takeoff mean) ')'], 'FontSize', 14);
legend('FAR 23.65 (AEO, Takeoff)' ,'FontSize', 12,...
'Location','Northeastoutside');
saveas(hFig, 'Figures/ClimbRateTakeoffSizing.eps', 'epsc2');
% Landing Distance (Roskam 111)

C L landing = C L flapsdown;
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
W S distance l = ((V s flapsdown2 * rho field) /...

(2 * 0.95)) * C L landing;

hold on; grid on;
for i=1:length(W S distance l)
plot([W S distance l(i) W S distance l(i)], [W P(1) W P(end)],...
end
title('Landing Distance Sizing', 'FontSize', 14);
xlabel('Takeoff Wing Loading, W/S (psf)', 'FontSize', 14);
legend(cellstr(num2str(C L flapsup', 'C {L,max}=%0.1f')),...
saveas(hFig, 'Figures/LandingDistanceSizing.eps', 'epsc2');
% Cruise Speed (Roskam 162)

IP = [0.80 0.90 1.05];
sigma cr = 0.8616; % at 5000 ft
sigma takeoff = 0.9806;

hold on; grid on;
W S cruise = zeros(length(IP), length(W P));
for i=1:length(IP)
W S cruise(i,:) = W P * sigma cr * IP(i)3;
plot(W S cruise(i,:), W P, 'color', cc{i}, 'LineWidth', 1.5);
end
title('Cruise Speed Sizing (Cruise)', 'FontSize', 14);
legend(cellstr(num2str(IP', 'I p=%0.1f')),...
saveas(hFig, 'Figures/CruiseSpeedSizing.eps', 'epsc2');

hold on; grid on;
W S cruise to = zeros(length(IP), length(W P));
for i=1:length(IP)
W S cruise to(i,:) = W P * sigma takeoff * IP(i)3;
plot(W S cruise to(i,:), W P, 'color', cc{i}, 'LineWidth', 1.5);
end
title('Cruise Speed Sizing (Takeoff)', 'FontSize', 14);
legend(cellstr(num2str(IP', 'I p=%0.1f')),...
saveas(hFig, 'Figures/CruiseSpeedTakeoffSizing.eps', 'epsc2');
22
save('Data/data.mat','W S stall l','W P', 'W S distance l',...

'W S cruise', 'W S cruise to', 'W S distance to', 'W S climb',...
'W P climb', 'IP', 'C L takeoff', 'C L landing', 'W S stall to');
23
References
[1] Roskam, Jan. Airplane Design. Vol. 1. Lawrence, Kansas: DARcorporation, 2005. Print.
24

Exam 1: Sizing of A Single-Engine Propeller-Driven Aircraft: University at Buffalo

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Exam 1: Sizing of A Single-Engine Propeller-Driven Aircraft: University at Buffalo

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University at Buffalo

Exam 1: Sizing of a Single-Engine

March 13, 2014

3 Takeo Weight Sensitivities 7

B Takeo Weight Sensitivities 18

1 Mission Specification & Profile

1.1 Aircraft Purpose

1.2 Mission Specification

Table 1: Mission Specifications

1.3 Mission Profile

Figure 1: Mission Profile

Table 2: Suggested Fuel Fractions (Roskam 12)

Mission Phase Fuel Fraction

Table 3: Calculated Fuel Fractions

Mission Phase Fuel Fraction

Mf f = (0.995)(0.997)(0.998)(0.992)(0.942)2 (0.996)(0.993)(0.993)(0.975)(0.981) (3)

Next, the empty weight is calculated using equation 5

Table 4: Aircraft Weights

3 Takeo Weight Sensitivities

3.1 Increase in Empty Weight

3.2 Increase in Range

where F is defined as F = BWT O 2 (CWT O (1 B) D) 1 Mf f = 10914, C is equal to 1 (1 Mf f ) MT F O =

3.3 Increase in Cruise Speed

This value was found to be 0.0001905. Multiplying this value by F gives @W TO

3.4 Increase in Lift-to-Drag Ratio

3.5 Increase in Fuel Consumption

4.1 Stall Speed

Stall Speed Sizing, Flaps Down

Figure 2: Stall Speed Sizing, Flaps Down

Stall Speed Sizing, Flaps Up

Figure 3: Stall Speed Sizing, Flaps Up

4.2 Takeo Distance

ST OG = 4.9T OP23 + 0.009T OP23 (16)

The results have been plotted in figure 4.

Takeoff Distance Sizing

4.3 Climb Rate

CD,T O = 0.0387 + 0.0398CL,T O 2 (18)

The results have been plotted in figure 5.

Climb Rate Sizing (C = 1.6)

Figure 5: Climb Rate Sizing

4.4 Landing Distance

SLG = 0.265VS L 2 (21)

SL is then 1.938 times SLG , 1281 ft.

The wing loading can then be calculated using equation 22.

The results have been plotted in figure 6.

Landing Distance Sizing

Figure 6: Landing Distance Sizing

4.5 Cruise Speed

Cruise Speed Sizing (Cruise)

Figure 7: Cruise Speed Sizing, Cruise

Cruise Speed Sizing (Takeoff)

Figure 8: Cruise Speed Sizing, Takeo

Cruise Speed, Ip=0.80

Cruise Speed, Ip=1.05

MAE 434: Exam 1

Table 5: Final Values

% MAE 434 Exam 1, Take Off Weight

close all; fclose all; clear all; clc;

% Single Engine Prop Plane

% Mission Fuel Fraction (minus reserves)

% Reserve Weight Fractions

% Total Mission Fuel Fraction

% Take Off Weight Estimation