ABSTRACT

In the world of fast-moving technology, humans have forgotten to approach flight in a

sustainable, eco-friendly and noiseless ways. Gliders have always been the most
exciting non-polluting types of aircrafts their use can be traced back to the time of
World War 1. The objective is to design a well modernized and efficient glider with a
better gliding ratio and better endurance. These types of aircrafts can be used to make
pilots understand the concept of flight without thrust. And can be used for leisure flying.
Gliders are 100% eco-friendly machines which can make flight simple and easy.
 LITRATURE REVIEW
Early gliders had no cockpit and the pilot sat on a small seat located just ahead of the
wing. These were known as "primary gliders" and they were usually launched from the
tops of hills, though they are also capable of short hops across the ground while being
towed behind a vehicle. To enable gliders to soar more effectively than primary gliders,
the designs minimized drag. Gliders now have very smooth, narrow fuselages and
very long, narrow wings with a high aspect ratio and winglets.
The early gliders were made mainly of wood with metal fastenings, stays and control
cables. But this glider’s fuselages made of fabric-covered steel tube were married to
wood and fabric wings for lightness and strength. New materials such as carbon-
fibre, fibre glass and Kevlar have since been used with computer-aided design to
increase performance. The first glider to use glass-fibre extensively was the Akaflieg
Stuttgart FS-24 Phoenix which first flew in 1957. This material is still used because of
its high strength to weight ratio and its ability to give a smooth exterior finish to reduce
drag. Drag has also been minimized by more aerodynamic shapes and retractable
undercarriages. Flaps are fitted to the trailing edges of the wings on some gliders to
optimise lift and drag at a wide range of speeds. With each generation of materials
and with the improvements in aerodynamics, the performance of gliders has
increased. One measure of performance is the glide ratio. A ratio of 30:1 means that
in smooth air a glider can travel forward 30 meters while losing only 1 meter of altitude.
Comparing some typical gliders that might be found in the fleet of a gliding club –
the Grunau Baby from the 1930s had a glide ratio of just 17:1, the glass-fibre Libelle of
the 1960s increased that to 39:1, and modern flapped 18 meter gliders such as
the ASG29 have a glide ratio of over 50:1. The largest open-class glider, the eta, has
a span of 30.9 meters and has a glide ratio over 70:1. Compare this to the Gimli Glider,
a Boeing 767 which ran out of fuel mid-flight and was found to have a glide ratio of
12:1, or to the Space Shuttle with a glide ratio of 4.5:1.
High aerodynamic efficiency is essential to achieve a good gliding performance, and
so gliders often have aerodynamic features seldom found in other aircraft. The wings
of a modern racing glider are designed by computers to create a low-drag laminar
flow aerofoil. After the wings' surfaces have been shaped by a mould to great
accuracy, they are then highly polished. Vertical winglets at the ends of the wings
decrease drag and so improve wing efficiency. Special aerodynamic seals are used
at the ailerons, rudder and elevator to prevent the flow of air through control surface
gaps. Tabulator devices in the form of a zig-zag tape or multiple blow holes positioned
in a span-wise line along the wing are used to trip laminar flow air into turbulent flow
at a desired location on the wing. This flow control prevents the formation of laminar
flow bubbles and ensures the absolute minimum drag. Bug-wipers may be installed to
wipe the wings while in flight and remove insects that are disturbing the smooth flow
of air over the wing. Modern competition gliders carry jettison-able water ballast (in the
wings and sometimes in the vertical stabilizer). The extra weight provided by the water
ballast is advantageous if the lift is likely to be strong, and may also be used to adjust
the glider's centre of mass. Moving the centre of mass toward the rear by carrying
water in the vertical stabilizer reduces the required down-force from the horizontal
stabilizer and the resultant drag from that down-force. Although heavier gliders have
a slight disadvantage when climbing in rising air, they achieve a higher speed at any
given glide angle. This is an advantage in strong conditions when the gliders spend
only a small amount of time climbing in thermals. The pilot can jettison the water ballast
before it becomes a disadvantage in weaker thermal conditions. Another use of water
ballast is to dampen air turbulence such as might be encountered during ridge soaring.
To avoid undue stress on the airframe, gliders must jettison any water ballast before
landing. For safety in a wide range of characteristics such as controllability and
strength. For example, gliders must have design features to minimize the possibility of
incorrect assembly (gliders are often stowed in disassembled configuration, with at
least the wings being detached). Automatic connection of the controls during rigging
is the common method of achieving this.
 AIRCRAFTS DATA
To design the glider a pre requisite data of other gliders which are currently available
in the market will help us better understand optimise my design.
The aircrafts which I will be using to develop my design are:
1. Rolladen-Schneider LS4
2. Grob – G-103
3. Duo Discus - Schempp-Hirth
4. DG1000- DG Flugzeugbau
5. Distar UFM-13 Lambada- Urban Air

Geometric specification:
Name Length Height Wing Wing Aspe Gliding Wing Capacit
span area ct ratio-Gr loading y
Ratio
(AR)
Rolladen- 6.83 m 1.26 m 15 10.5 21.4 40.5 44.9 k 472 kg
Schneider m m2 g/m2
LS4
Grob – G-103 8.1 m 1.60 m 17.5 17.9 17.1 38 32.6kg/ 610 kg
m m2 m2
Duo Discus- 8.73 1.73 20 16.4 24.4 46-47 32.6kg/ 700 kg
Schempp- m m m m2 m2
Hirth
DG1000-DG 8.57 m 1.83 m 20 17.5 22.8 46.5 38.6kg/ 750 kg
Flugzeugbau m m2 m2
Distar UFM- 6.6 m 1.95 13 12.16 23.6 26 38.9 kg 472.5 k
13 m m m2 /m2 g
Lambada- Ur
ban Air
Performance specification:

Name Max.spee Cruise Servic Absolut Rang En Rate

d speed e e e du of
ceiling ceiling In km ra sink
nc
e
Rolladen- 270 km/hr 180 k 4000ft 8000ft 223 1.5 0.61
Schneider m/hr hrs m/s
LS4
Grob – G- 250km/hr 165km 6500ft 10000ft 307 2.5 0.6
103 /hr hrs m/s
Duo Discus- 250km/hr 165km 5500ft 8000ft 312 2.5 0.58
Schempp- /hr hrs m/s
Hirth
DG1000- 260km/hr 180km 5000ft 8000ft 356 3hr 0.5
DG /hr s m/s
Flugzeugba
u
Distar UFM- 270km/hr 200km 6000ft 10000ft 259 2.5 1.1
13 /hr hrs m/s
Lambada-
Urban Air

Weight specifications:
Name Empty weight Overall Payload weight
weight
Rolladen- 256kg 472 kg 216kg
Schneider LS4
Grob – G-103 355kg 610 kg 255kg
Duo Discus- 363kg 700 kg 337kg
Schempp-Hirth
DG1000-DG 360kg 750 kg 390kg
Flugzeugbau
Distar UFM-13 271kg 472.5 kg 201.5
Lambada- Urban
Air
 DESIGN METHODOLOGY
 Review several feature of current sailplanes that might be of wider use.
 Review the future for the recreational aeroplane.
 A glider needs efficiency and manoeuvrability.
 Low profile drag: Wing section design is key
 Low skin friction: maximise laminar areas
 Low induced drag – higher efficiencies demand greater spans, span efficiency
and Aspect Ratio
 Low parasitic drag – reduce excrescences such as: undercarriage,
discontinuities of line and no leaks/gaps.
 Low trim drag – small tails with efficient surface coupled with low stability for
frequent speed changing.
 Wide load carrying capacity in terms of pilot weight and water ballast.
 Basic drag equation in in non-dimensional, coefficient terms:
For an aircraft of a given scale, aspect ratio is the single overall configuration
parameter that has direct leverage on performance.

Induced drag - the primary contribution to drag at low speed, is inversely

proportional to aspect ratio. An efficient wing is a key driver in optimising favourable
design trades in other aspects of performance such as wing loading and cruise
performance. Aspect ratio also raises vehicle overall lift curve slope providing a
responsive, controllable aircraft.

LAMINAR AEROFOILS
The key to modern sailplane performance.

NACA- 63- 418

FX-61- 184
FX 79K-144-17
MEAN DESIGN PARAMETERS
Performance parameters:
These parameters interpreted for the design of a sailplane have been set with
keeping the range parameter almost constant.

Max.speed: 240kmph

max speed vs range

400
350
300
range (km)

250
200
150
100
50
0
0 50 100 150 200 250 300
max speed (kmph)

Cruise speed: 170kmph

cruise speed vs range

250
240
230
cruise speed (kmph)

220
210
200
190
180
170
160
150
0 50 100 150 200 250
range(km)
Service ceiling : 5400ft

range vs service ceilling

400
350
300
250
range(km)

200
150
100
50
0
0 1000 2000 3000 4000 5000 6000 7000
service ceilling (ft)

Absolute ceiling : 9000ft

range vs absolute ceilling

400
350
300
range (km)

250
200
150
100
50
0
0 2000 4000 6000 8000 10000 12000
absolute ceilling (ft)
Endurance : 2.4hrs

range vs endurance
3.5

2.5
endurance (hrs)

1.5

0.5

0
0 50 100 150 200 250 300 350 400
range (km)

Sink rate : 0.71m/s

range vs sink rate

1.2

1
sink rate (m/s)

0.8

0.6

0.4

0.2

0
0 50 100 150 200 250 300 350 400
range (km)

Length: 7.8m
 30

25

20
aspect ratio

15

10

0
0 2 4 length 6 8 10

Height: 1.57m

height vs AR
30

25

20
height(m)

15

10

0
0 5 10 15 20 25
aspect ratio

Wingspan: 18m
 wingspan vs AR
25
24
23
22
wingspan

21
20
19
18
17
16
15
20 20.2 20.4 20.6 20.8 21 21.2 21.4 21.6
aspect ratio

Wing area: 15.58m2

wingarea v AR
30

25

20
aspect ratio

15

10

0
0 5 10 15 20
wingsarea

Gliding ratio: 45:1

Optimal soaring –
Pilots commonly fly hundreds of miles in aircraft fuelled by the sun's energy alone.
During cross country flights, they often climb over 10,000 feet and remain aloft all
day. To fly long distances pilots circle in rising air or "lift," gaining potential energy as
they pirouette. Then they convert altitude into speed (kinetic energy) as they glide
toward their destination. See Figure 1. The strategy may seem simple: climb in lift
and glide in sinking air. However, on cross country flights, where lift is never
guaranteed, precise flying is essential. To maximize energy gain and minimize its
loss seasoned pilots fly at precise speeds, depending on the presence of winds, lift,
or sink. A bit of calculus, or even pre-calculus, can tell us about the optimal speeds
to fly under these conditions. In several ground school lessons, the reader will learn
the mathematical and physical reasons soaring pilots fly at precise speeds as well as
a bit about the exhilarating and challenging sport of soaring.
More mathematically, four quantities are important to glider pilots. The two most
important quantities for pilots to know at any time are horizontal airspeed V A and
vertical air speed Vy. Pilots constantly monitor both quantities from cockpit
instruments, a practice that promotes precise and safe flying. A third important
quantity, unavailable to pilots except by calculation, is Vx or groundspeed, often
conceived as the speed of the shadow of an airplane as it moves over the ground.
Thus, the pilot flies from moment to moment by monitoring airspeed V A, since the
plane reacts to air movement. However, time en-route and actual progress from
landmark to landmark depend on ground speed. A fourth important quantity is glide
ratio,
In pilot's terms, when we have lift, we wish to lessen the glider's natural tendency to
sink by flying at an optimal speed. How fast should we go? This is a typical problem
for pre-calculus and calculus students. We will use data from the LS-3 for our
calculations, and we invite the reader to use the data from
Table 1 to perform similar calculations using data from the L-13 and ASW 22M.
We use a graphing utility to model the function V =f(Va), for which a quadratic model
works nicely! We find that
Vy = -1.47 X 10"4 Va2 + 2.44 X 10"2 Va
Using either pre-calculus or calculus methodology, we can approximate the vertex
(local maximum) of the concave down parabola at the critical point (83.1,-0.64).
Then there is lift, we wish to fly close to 83.1 km/hr, dubbed "ran sink" by pilots, to
minimize the natural downward travel of the glider, which will be -.64 m/sec.

Wing loading: 35.7kg/m2

Capacity: 650kg
 WEIGHT ESTIMATION
"Design take-off gross weight" is the total weight of the aircraft as it begins the mission
for which it was designed. This is not necessarily the same as the "maximum take-off
weight." Many military aircraft can be overloaded beyond design weight but will suffer
a reduced manoeuvrability. Unless specifically mentioned, take-off gross weight, or
"W o," is assumed to be the design weight. Design take-off gross weight can be broken
into crew weight, payload (or passenger~ weight, fuel weight, and the remaining (or
"empty") weight. The empty weight includes the structure, engines, landing gear, fixed
equipment, avionics, and anything else not considered a part of crew, payload, or fuel.
WO = WCREW + Wpayload + We

WO = WCREW + WPayload + (We/WO).WO

𝑊𝑐𝑟𝑒𝑤 + 𝑊𝑝𝑎𝑦𝑙𝑜𝑎𝑑
𝑊𝑜 =
𝑊𝑏𝑎𝑡𝑡𝑒𝑟𝑦 𝑊𝑒𝑚𝑝𝑡𝑦
1− −
𝑊𝑜 𝑊𝑜
Wcrew = 150 kg
Wpayload = 350 kg
Wbattery = 10kg
Wempty = 200kg
Substituting values we get,
Wo = 240kg
 MISSION PROFILE

For paper airplanes and balsa gliders, the aircraft is given an initial velocity by
throwing the aircraft. Some larger balsa gliders employ a catapult made from rubber
bands and a tow line to provide velocity and some initial altitude. Hang-glider pilots
often run and jump off the side of a hill or cliff to get going. Some hang-gliders and
most sailplanes are towed aloft by a powered aircraft and then cut loose to begin the
glide.

The powered aircraft that pulls the glider aloft gives the glider a certain amount of
potential energy. The glider can trade the potential energy difference from a higher
altitude to a lower altitude to produce kinetic energy, which means velocity. Gliders
are always descending relative to the air in which they are flying.

They are designed to be very efficient, to descend very slowly. If the pilot can locate
a pocket of air that is rising faster than the glider is descending, the glider can
actually gain altitude, increasing its potential energy. Pockets of rising air are
called updrafts. Updrafts are found when a wind blowing at a hill or mountain has to
rise to climb over it. Updrafts can also be found over dark land masses that absorb
heat from the sun. The heat from the ground warms the surrounding air, which
causes the air to rise. Rising pockets of hot air are called thermals. Large gliding
birds, such as owls and hawks, are often seen circling inside a thermal to gain
altitude without flapping their wings. Gliders do exactly the same thing.
 Modelling of the sailplane
The mission chosen is for the glider to climb to a height H in a prescribed thermal, then
to cruise a a distance D while losing altitude H. The performance index to be
maximized for this mission is the average cross-country speed derived later.
Carmichael and Horstman thermal profiles of various strengths such as those used by
Helwig were considered the net rate of climb of the sailplane in the thermal is given by

Wing modelling:
CL and lift calculations of wing:

Aircraft Geometry.

A typical aircraft planform layout is shown below.

 The wing planform area (S) is shaded as shown. The wing taper ratio can be
calculated as the ratio of tip chord to root chord,

The mean aerodynamic chord can be found by integrating the individual section
chords across the span.

For wings with simple linear taper, the mean aerodynamic chord will roughly equal
the mean geometric chord,

The aspect ratio of the wing will be,

and for wings with rectangular planform this will simplify to,

2. Lift and Lift Coefficient

The aircraft generates lift by moving quickly through the air. The wings of the vehicle
have aerofoil shaped cross-sections and for the given flow conditions the aerofoil
shapes will create a pressure difference between upper and lower wing surfaces.
There will be a high pressure region underneath and a very low pressure region on
top. The lift produced will be proportional to the size of the aircaft; the square of its
velocity; the density of the surrounding air and the angle of attack of the wing to on-
coming flow.

To simplify the problem, lift is typically measured as a non-dimensional coefficient.

In the normal range of operations the variation of lift coefficent with angle of attack of
the vehicle will be approximately linear,
up until a maximum lift coefficient value at which point the wing flow stalls and lift
reduces.

The values of the lift curve gradient and maximum lift coefficient are effected by the
shape of the wing, its twist distribution, the type of aerofoil section used, the flap
configuration and most importantly by the amount of downwash flow induced on the
wing by the trailing wing tip vortices.

A simple approximation for straight, moderate to high aspect ratio wings is to

assume an elliptical spanwise load distribution which gives the following result,

where it is assumed that the ideal two-dimensional result for the section used is .

Calculation of zero angle lift coefficient or zero lift angle can be done by crudely
assuming that the zero lift angle for the aircraft equals the combination of zero lift
angle of the aerofoil section and wing incidence setting. Calculation of maximum lift
coefficient can be again take as approximately equal to the two dimensional section
data minus 5% due to the negative lift needed at the tailplane to maintain moment
equilibrium.

For swept wings, wings with complex taper or wings with flaps, a more accurate
calculation needs to be undertaken using either lifting line theory or the vortex lattice
method.

The wing designed is optimum for soaring purposes, the aerofoils used are in a
transitional manner, the slender ones are place on the tip and the thicker ones are
placed near the root and mid wing section.
The wing is subjected to a backward sweep of 14deg for delayed flow separation
with added customized winglets
𝟏
𝑳 = 𝟐 𝝆𝑽2SCL

Where,
Density of air = 1.225 kg/m3
Planform area = from mean design parameters (15.58 m2)
Velocity can be substituted as per the requirement for minimum and maximum lift
CL= 0.3 (aerofoils are placed in such a manner with the required amount of twist, to
give uniform lift throughout the wing profile).
Lcruise = 60.13 N
LMAX = 120.211 N
 LIFT ESTIMATION

Lift estimation

1 2
𝐿= 𝜌𝑉 𝑆𝐶𝐿
2
At Cruise
𝑉 = 176𝑘𝑚/ℎ𝑟
𝐴𝑙𝑡𝑖𝑡𝑢𝑑𝑒 = 400𝑚
𝜌 = 0.2885 𝑘𝑔/𝑚3
𝑊0 ∗ 𝑔
𝐶𝐿𝑀𝑎𝑥 =
1 2
2 𝜌𝑉 𝑆
𝐶𝐿𝑀𝑎𝑥(𝑐𝑟𝑢𝑖𝑠𝑒) = 0.32
𝑊0∗𝑔
𝑊𝑖𝑛𝑔 𝐿𝑜𝑎𝑑𝑖𝑛𝑔 = = 102.42 𝑁/𝑚2
𝑆
𝐶𝐿𝑤𝑖𝑛𝑔 = 0.9𝐶𝐿𝐴𝑖𝑟𝑓𝑜𝑖𝑙 = 0.558

At Take-Off
𝐶𝐿𝑀𝑎𝑥(𝑡𝑎𝑘𝑒𝑜𝑓𝑓) = 1 + 𝐶𝐿𝑊𝑖𝑛𝑔 = 1.558
1
2𝑊 2
𝑉𝑆𝑡𝑎𝑙𝑙 =[ ] = 73.12𝑚/𝑠
𝜌𝑆𝐶𝐿𝑀𝑎𝑥
𝑉𝑡𝑎𝑘𝑒𝑜𝑓𝑓 = 1.2𝑉𝑆𝑡𝑎𝑙𝑙 = 87.744 𝑚/𝑠
1 2
𝐿 𝑇𝑂 = 𝜌𝑉𝑡𝑎𝑘𝑒𝑜𝑓𝑓 𝑆𝐶𝐿𝑀𝑎𝑥(𝑡𝑎𝑘𝑒𝑜𝑓𝑓) = 634.346 𝑁
2

At Landing

𝐶𝐿𝑀𝑎𝑥 (𝑙𝑎𝑛𝑑𝑖𝑛𝑔) = 𝐶𝐿𝑊𝑖𝑛𝑔 + 1.2 = 1.788

1 2
𝐿𝐿 = 𝜌𝑉 𝑆𝐶 = 1007865.412𝑁
2 𝑆𝑡𝑎𝑙𝑙 𝐿𝑀𝑎𝑥(𝑙𝑎𝑛𝑑𝑖𝑛𝑔)
WING DRAG:

Drag and Drag Coefficient

In moving through the air, the aircraft experiences a resistive drag force. This force is
made up of several distinct components
Friction drag
Pressure drag
Compression drag
Lift induced drag

In theory the drag can be predicted by using a simple parabolic drag assumption,

If the offset due to camber is neglected then this can be written simply as,

This lumps friction and pressure components into a constant base drag term and
then treats the variation due to friction, pressure and most importantly lift induced
drag, as a quadratic function of lift.

The effect of compressibility can be predicted by the use of a correction factor for
speeds ranging from M=0.4 up to transonic.

For the more complex flows obtained in the transonic and supersonic regions, CFD
analysis or experimental data is required to correctly estimate CD.

The lift dependant component can be approximated as

where e is the wing planform efficiency factor. Values for these drag constants for
various categories of aircraft are shown in the following table.
Aircraft Type CD0 e
Single Engine
Light Aircraft 0.024 0.8
No Struts
Single Engine
Light Aircraft 0.026 0.8
With Struts
Multi Engine
0.019 0.84
Widebody Aircraft
Twin Engine
0.017 0.85
Widebody Aircraft
Twin Engine
0.021 0.85
Commuter Aircraft
Military Aircraft
0.028 0.70
with external stores
Vintage Bi-plane
0.038 0.70
with struts and bracing wire
 DRAG ESTIMATION

Coefficient of drag is given by,

∅𝐶𝐿𝑚𝑎𝑥 2
𝐶𝐷 = 𝐶𝐷𝑃 +
𝜋𝐴𝑅𝑒
And Drag is given by,
1 2
𝐷= 𝜌𝑉 𝑆𝐶𝐷
2
Parameters of aircraft:
𝐶𝐷𝑃 = 0.015(𝑓𝑟𝑜𝑚 𝑎𝑖𝑟𝑓𝑜𝑖𝑙)
𝑆 = 172.13
𝐶 = 0.77
∅ = 0.9
𝜆 = 18.13 𝑑𝑒𝑔𝑟𝑒𝑒𝑠
𝐴𝑅 = 8.87
𝐶𝐿𝑚𝑎𝑥 = 0.62(𝑐𝑟𝑢𝑖𝑠𝑒), 1.558(𝑡𝑎𝑘𝑒𝑜𝑓𝑓), 1.788(𝑙𝑎𝑛𝑑𝑖𝑛𝑔)
𝑒 = 0.77

At Take-off
𝑉𝐶 = 73.12 𝑚/𝑠
𝑉𝑡𝑜 = 87.144𝑚/𝑠

(1.558)2
𝐶𝐷𝑡𝑜 = 0.015 + 0.9 ∗ = 0.11686
3.14 ∗ 8.87 ∗ 0.77

𝐷𝑡𝑜 = 0.581.125 ∗ (87.744)2 ∗ 172.13 ∗ 0.11686 = 112.3 𝑁

At Cruise
𝑉𝑐𝑟𝑢𝑖𝑠𝑒 = 237.16𝑚/𝑠
𝐷𝑒𝑛𝑠𝑖𝑡𝑦 (𝑐𝑟𝑢𝑖𝑠𝑒) = 0.2888

(0.62)2
𝐶𝐷𝑐𝑟𝑢𝑖𝑠𝑒 = 0.015 + 0.9 ∗ = 0.0311
3.14 ∗ 8.07 ∗ 0.77

𝐷𝐶 = 0.5 ∗ 0.28858(237.16)2 ∗ (0.0311 ∗ 172.13) = 432.58 𝑁

At Landing
𝑉𝑙𝑎𝑛𝑑𝑖𝑛𝑔 = 73.12 𝑚/𝑠

(0.9)(1.788)2
𝐶𝐷𝑙𝑎𝑛𝑑𝑖𝑛𝑔 = 0.015 + = 0.149
3.14 ∗ 8.87 ∗ 0.777

𝐷𝑙 = 0.58 ∗ 1.125 ∗ (73.12)2 ∗ 172.13 ∗ 0.149 = 132.55 𝑁

Tape ratio:

𝒄𝒕
𝝀= = 𝟎. 𝟕𝟒𝟑𝟓
𝒄𝒓

Load factor

A load factor is the ratio of the total air load acting on the airplane to the gross weight
of the airplane.
𝐿
𝑛=
𝑊

634
𝑛= = 1.239
529.08 ∗ 9.81

Turn rate

Standardized turn rates are often employed in approaches and holding patterns to
provide a reference for controllers and pilots so that each will know what the other is
expecting.
1
𝑔[𝑛2 − 1]2
𝜔=
𝑉∞
 1
9.81[1.2392 − 1]2
𝜔= = 0.0328 𝑟𝑎𝑑/𝑠
176

Take-off

Take-off Velocity
𝑉𝑇𝑂 = 1.2𝑉𝑆𝑡𝑎𝑙𝑙 = 7.744𝑚/𝑠

Approach Velocity
𝑉𝑎 = 1.3𝑉𝑆𝑡𝑎𝑙𝑙 = 5.056 𝑚/𝑠

Landing

Touchdown
𝑉𝑇𝐷 = 1.15𝑉𝑆𝑡𝑎𝑙𝑙 = 4.088𝑚/𝑠

Flaring
𝑉𝑓 = 1.23𝑉𝑆𝑡𝑎𝑙𝑙 = 9.937𝑚/𝑠
 TAIL DESIGN

The tail of an airplane is designed to provide both stability and control of the airplane
in pitch and yaw. There are many different forms an aircraft tail can take in meeting
these dual requirements of stability and control. Most tail designs have a horizontal
wing like structure and one or more vertical or near-vertical structures. Whenever
practical, these structures are identified as the horizontal and vertical stabilizers,
although some designs do not conveniently fit such a description.
The many types of airplane tail design include, but are by no means limited to, the
conventional, T-tail, cruciform-tail, dual-tail, triple-tail, V-tail, inverted V-tail, inverted
Y-tail, twin-tail, boom-tail, high boom-tail, and multiple-plane tail designs.

T-Tail Design
In the T-tail design, a common variation of the conventional tail, the horizontal
stabilizer is positioned at the top of the vertical stabilizer. The horizontal stabilizer is
then above the propeller flow, or prop wash, and the wing wake. Because the
horizontal stabilizer is more efficient, it can therefore be made both smaller and
lighter. The placement of the horizontal stabilizer on top of the vertical stabilizer can
also make the vertical stabilizer more aerodynamically efficient. By making the
vertical stabilizer more effective, its size may be reduced. However, the horizontal
stabilizer in the T-tail layout imposes a bending and twisting load on the vertical
stabilizer, requiring a stronger, and therefore, a heavier, structure. These loads are
avoided in the conventional design. There is also the possibility that at the high pitch
angle usually associated with landing the airplane, the horizontal stabilizer of the T
tail will be immersed in the slower and more turbulent flow of the wing wake. In some
cases, it is possible to compromise severely the control function of the horizontal tail.
Nevertheless, the T tail is the second-most common tail design after the
conventional.

Tricycle Gear:
We have chosen Tricycle Type Landing Gear
Landing gear employing a front-mounted wheel is called tricycle landing gear.
Tricycle landing gear aircraft have two main wheels attached to the airframe behind
its CG that support most of the weight of the structure.
Additionally, a nose wheel will typically provide some sort of nose wheel steering
control.
Advantages:
 It allows more forceful application of the brakes during landings at high
speeds without causing the aircraft to nose over
 It permits better forward visibility for the pilot during takeoff, landing, and
taxiing
 It tends to prevent ground looping (swerving) by providing more directional
stability during ground operation since the aircraft's CG is forward of the main
wheels
 The forward CG keeps the airplane moving forward in a straight line rather
than ground looping
 SIZING OF AIRCRAFT

Fuselage Design

Many methods exist to initially estimate the required fuselage size. For certain types
of aircraft, the fuselage size is determined strictly by "real-world constraints." For
example, a large passenger aircraft devotes most of its length to the passenger
compartment. Once the number of passengers is known and the number of seats
across is selected, the fuselage length and diameter are essentially determined.

𝐿𝐹𝑢 = 𝑎𝑊0𝑐
𝑎 =0.86
𝑐 = 0.48
𝐿𝐹𝑢 = 3.35 𝑚
Tail Volume Coefficient

For the initial layout, a historical approach is used for the estimation of tail size. The
effectiveness of a tail in generating a moment about the centre of gravity is
proportional to the force (i.e., lift) produced by the tail and to the tail moment arm.
The primary purpose of a tail is to counter the moments produced by the wing. Thus,
it would be expected that the tail size would be in some way related to the wing size.

𝐶𝑉𝑇 𝑏𝑤 𝑆𝑊
𝑆𝑉𝑇 =
𝐿𝑉𝑇
𝐶𝑉𝑇 = 0.05
𝑏𝑤 = 38.09 𝑚
𝑆𝑊 = 172.3 𝑚2
𝐿𝑉𝑇 = 0.6 ∗ 𝐿𝐹𝑢
0.07 ∗ 38.098 ∗ 172.13
𝑆𝑉𝑇 = = 2.402 𝑚
0.6 ∗ 103.35
𝐶𝐻𝑇 𝑆𝑊 (𝑆𝑀𝐶)
𝑆𝐻𝑇 =
𝐿𝐻𝑇
𝑆𝑀𝐶 = 4.51 𝑚
0.8 ∗ 172.13 ∗ 4.51
𝑆𝐻𝑇 = = 2.17 𝑚
0.6 ∗ 38.098
15AS304M – Multi-Disciplinary Design
Aircraft Conceptual Design

REPORT
On

Conceptual design of a sailplane

Date: 05 Nov 2019

Submitted by:
Abhibhav sharma
RA161101901005
 ABBREVIATIONS

AR-Aspect Ratio
Kph-Km per hour
Wo-Take-off Weight of airplane
W crew- Weight of crew
W payload- Payload weight
W fuel-Fuel Weight
W empty- Empty weight of airplane
R - range
C - specific fuel consumption
V -velocity
L/D -lift-to-drag ratio
S- Wing area
b- Wing Span
λ-Taper Ratio
ʌ-Wing sweep
n-Load Factor
𝝎-Turn Rate
L-Lift
D-Drag