Upload
t8e7w2ko
View
8
Download
0
Embed Size (px)
DESCRIPTION
Project Report for Aircraft Design, IIT
Citation preview
5/21/2018 AkG Project Report (1)
1/14
PROBLEM
Conceptual design of a regional transport aircraft having following
requirements:
1. Payload Weight 3000 kg
2. Range 2000 km
3. Endurance 5 hrs
4.
5.
6.
Take-off & Landing Distance 1000m7.No. of Passengers = 20
8. Baggage = 15 kg/ passenger
9.No. of Crew Members = 4
10.
5/21/2018 AkG Project Report (1)
2/14
SOLUTION
WEIGHT ESTIMATION
Initial Weight Weight after Warm-up and Take-off Weight after Climbing to cruising altitude Weight after completion of cruise
Weight after loiter
Weight after landingWe consider ATR 42 as our reference airplane and we will try to modify that
design to achieve our goal.
From historical reference we conceive that our design should incorporate aprop-twin engine configuration.
From the specifications of ATR 42 we see that the Aspect Ratio () is 11.1.Hence we choose the aspect ratio of our design to be 12. Moreover the Wetted
area ratio for this type of aircraft is taken as approximately 5( From historical
data), i.e.
Wetted aspect ratio is given by,
5/21/2018 AkG Project Report (1)
3/14
From curves of historical data we can find the maximum lift to drag ratio, i.e.
From historical data we can express various weight fractions during different
stages of flight as
For Range requirements we have,
Range(R) = 2000km = 6561679.8 ft
From BerguetsEquation (For Prop Engines) we have,
We have,
Solving the equation
Considering loiter time to be Hence once again from Breguet equation we derive
After solving we have
5/21/2018 AkG Project Report (1)
4/14
From historical data we already have
Finally it can expressed that
Where Hence 18 of fuel has been utilised during the whole flight and this is a goodestimate. So we will use it for further use.
Now from the equation of dry initial weight estimation we have
Where From historical data we can express the empty weight ratio as
Hence in this case the equation can be written as
Solving this equation we get
5/21/2018 AkG Project Report (1)
5/14
POWERPLANT SELECTION
We will use the power-plants used in the historical reference airplane ATR 42.
The name of the power-plant is Pratt & Whitney Canada PT6.
WING LOADING SELECTION
We will calculate values for wing loading for different conditions during the
flight of the proposed aircraft.
Stall:
We have restriction on the stall speed
We choose stall speed as Hence from the equation of stall speed we have
If we use values of the parameters in the previous equation
Takeoff:
We have the takeoff distance as roughly 1000m or 3280 ft.
Hence takeoff parameter () = 400
5/21/2018 AkG Project Report (1)
6/14
Where, In our case let us consider
In our case we have
As Raymer has suggested we have taken the value as 0.17Hence from the wing loading equation we have Climb:
Assuming climb speed to be 70 m/s we have
We use the equation for wing loading during climb and we get
5/21/2018 AkG Project Report (1)
7/14
[ ] [ ]
After substituting for all the values we have, Cruise:
For the wing loading corresponding to optimal cruise conditions we have,
Using an empirical relationship provided by Raymer we have an estimate of as,
Substituting the value back to sea level values we have
Hence we will use the lowest value
We have the takeoff weight as
= 22660 lb
5/21/2018 AkG Project Report (1)
8/14
Hence,
AIRFOIL SELECTION
We can estimate design lift coefficient as Putting all the values in the previous equation we have
We inspect various airfoil data so that this value lies in the drag bucket. Wechoose the airfoil NACA 64-415.
WING GEOMETRY AND POSITION
We will use a taper ratio of and we have avoided incorporating sweepin our design for the time being.
We have wing area as and aspect ratio Hence
Mean aerodynamic chord is given by,
The wing will be mounted on the lower part of the fuselage, i.e. we will use a
low wing configuration along with a dihedral angle of 6 degrees (As suggested
by Raymer).
We will use winglets at wingtips to reduce induced drag.
5/21/2018 AkG Project Report (1)
9/14
STATIC STABILITY ANALYSIS
The values of various parameters for a typical Reynolds Number of
for the given airfoil is
Hence using the equation for calculating lift slopes for finite wings we derive,
For static stability analysis we assume following values,Static Margin = 0.1 or 10%Volume ratio of the horizontal tail (suggested by Raymer), The initial downwash is given by
Substituting all the values we derive Similarly,
We intend to use NACA 0012 for the design of both vertical and horizontal tail.
Hence we have following data of that airfoil for a As suggested by Raymer we choose horizontal aspect ratio as
AR = 5 and span efficiency factor e = 0.6
Hence for the horizontal tail lift coefficient we have
5/21/2018 AkG Project Report (1)
10/14
Now we evaluate the location of the neutral point using the following equation
Neglecting terms we have,
Hence location of the centre of gravity from the leading edge of the wing is Now we can use these values to calculate other parameters, Where x is the fractional distance between ac and cg
Hence we can calculate tail setting angle Assuming ,
Solving for we have
5/21/2018 AkG Project Report (1)
11/14
TAIL SIZING
We will use a conventional tail configuration using both vertical and horizontal
tail.
For this purpose we will need to find out the fuselage length as suggested by
Raymer.
Hence in our case we get fuselage length L as For our design and
As the engines of our design are mounted in the front we can use tail arm as60% of the fuselage length.
Hence for horizontal tail we have
Similarly for the vertical tail we can write
Finally,
The taper ratios and aspect ratios we intend to use (as suggested by Raymer)
are, Hence the values of chord and span corresponding to these taper and aspect
ratios are
Horizontal tail:
5/21/2018 AkG Project Report (1)
12/14
Vertical tail:
CONTROL SURFACE SIZING
ELEVATOR:
For elevator sizing we would use maximum allowable elevator deflection to be
15 degrees and at this elevator deflection we would like to trim the aircraft
flying with maximum lift coefficient, i.e. and considering noelevator deflection at cruising trim conditions.Hence from curve we can derive that the change in moment coefficientrequired to achieve trim conditions is Where we have considered
as we had assumed static margin to be10%.
Hence we can calculate as But the previous derivative can be written in terms of other parameters as
5/21/2018 AkG Project Report (1)
13/14
Substituting all the values corresponding to horizontal tail we have
From the curve of
(Nelson) we get Hence RUDDER:
We use historical data for rudder sizing and we conclude that 40% of vertical
tail area should be used up for rudder. Consequently
5/21/2018 AkG Project Report (1)
14/14
AILERON:
For sizing of aileron we will use historical data for reference. We will use
aileron from 50% of wing span to 90% of the wing span. The aileron will also
have a chord of 20% of that of the wing.
FUEL TANKS AND FUEL VOLUME NEEDED
For our design we will use Bladder tanks which are made by stuffing thick
rubber bags in the cavities in the wings and fuselage.
We know the density of the aviation fuel is
We will have 18% of our initial weight burnt during the flight as fuel weight.
Hence weight of fuel consumed is Let us consider 10% more fuel for the losses in the tanks.
Corresponding volume is V-n DIAGRAM