Wing, Fuselage and Tail • Mainplane: Airfoil Cross-Section Shape, Taper Ratio Selection, Sweep Angle Selection, Wing Drag Estimation
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Development of Next Generation Civilian Aircraft
International Journal of Scientific & Engineering Research Volume 11, Issue 12, December-2020 293 ISSN 2229-5518 Development of Next Generation Civilian Aircraft H Sai Manish Department of Mechanical and Manufacturing Engineering, Manipal Institute of Technology, Manipal, Karnataka, India Abstract Designing a NEXT GENERATION FLYING VEHICLE & its JET ENGINE for commercial air transportation civil aviation Service. Implementation of Innovation in Future Aviation & Aerospace. In the ever-changing dynamics of the world of airspace and technology constant Research and Development is required to adapt to meet the requirement of the passengers. This study aims to develop a subsonic passenger aircraft which is designed in a way to make airline travel economical and affordable to everyone. The design and development of this study aims to i) to reduce the various forces acted on the aircraft thereby reducing the fuel consumption, ii) to utilise proper set of materials and composites to reduce the aircraft weight and iii) proper implementation of Engineering Design techniques. This assessment considers the feasibility of the technology and development efforts, as well as their potential commercial prospects given the anticipated market and current regulatory regime. Keywords Aircraft, Drag reduction, Engine, Fuselage, Manufacture, Weight reduction, Wings Introduction Subsonic airlines have been IJSERthe norm now almost reaching speeds of Mach 0.80, with this into consideration all the commercial passenger airlines have adapted to design and implement aircraft to subsonic speeds. Although high speeds are usually desirable in an aircraft, supersonic flight requires much bigger engines, higher fuel consumption and more advanced materials than subsonic flight. A subsonic type therefore costs far less than the equivalent supersonic design, has greater range and causes less harm to the environment. -
Aiaa 96-2517-Cp Twin Tail/Delta Wing Configuration Buffet
AIAA 96-2517-CP TWIN TAIL/DELTA WING CONFIGURATION BUFFET DUE TO UNSTEADY VORTEX BREAKDOWN FLOW Osama A. Kandil, Essam F. Sheta and Steven J. Massey Aerospace Engineering Department Old Dominion University Norfolk, VA 23529 The 14th AIAA Applied Aerodynamics Conference New Orleans, LA-June 18-20, 1996 I | For Permission to copy or republish, contact the American Institute of Aeronautics and Astronautics 370 12Enfant Promenade, S. W., Washington, D.C. 20024 / NASA-CR-203259 o J _"_G"7"_ COMPUTATION AND VALIDATION OF FLUID/ STRUCTURE TWIN TAIL BUFFET RESPONSE Osama A. Kandil and Essam F. Sheta Aerospace Engineering Department Old Dominion University, Norfolk, VA 23529, USA C. H. Liu Aerodynamics Methods and Acoustics Branch NASA Langley Research Center, Hampton, VA 23665, USA EUROMECH COLLOQUIUM 349 STRUCTURE FLUID INTERACTION IN AERONAUTICS Institute Fiir Aeroelastik, GSttingen, Germany September 16-18, 1996 COMPUTATION AND VALIDATION OF FLUID/STRUCTURE TWIN TAIL BUFFET RESPONSE Osama A. Kandil 1 and Essam F. Sheta: Aerospace Engineering Department Old Dominion University, Norfolk, VA 23529, USA and C. H. Liu 3 Aerodynamics Methods and Acoustics Branch NASA Langley Research Center, Hampton, VA 23665, USA ABSTRACT The buffet response of the flexible twin-tail/delta wing configuration-a multidisciplinary problem is solved using three sets of equations on a multi-block grid structure. The first set is the unsteady, compressible, full Navier-Stokes equations which are used for obtaining the flow-filed vector and the aerodynamic loads on the twin tails. The second set is the coupled aeroelastic equations which are used for obtaining the bending and torsional deflections of the twin tails. -
Glider Handbook, Chapter 2: Components and Systems
Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil. -
Problems of High Speed and Altitude Robert Stengel, Aircraft Flight Dynamics MAE 331, 2018
12/14/18 Problems of High Speed and Altitude Robert Stengel, Aircraft Flight Dynamics MAE 331, 2018 Learning Objectives • Effects of air compressibility on flight stability • Variable sweep-angle wings • Aero-mechanical stability augmentation • Altitude/airspeed instability Flight Dynamics 470-480 Airplane Stability and Control Chapter 11 Copyright 2018 by Robert Stengel. All rights reserved. For educational use only. http://www.princeton.edu/~stengel/MAE331.html 1 http://www.princeton.edu/~stengel/FlightDynamics.html Outrunning Your Own Bullets • On Sep 21, 1956, Grumman test pilot Tom Attridge shot himself down, moments after this picture was taken • Test firing 20mm cannons of F11F Tiger at M = 1 • The combination of events – Decay in projectile velocity and trajectory drop – 0.5-G descent of the F11F, due in part to its nose pitching down from firing low-mounted guns – Flight paths of aircraft and bullets in the same vertical plane – 11 sec after firing, Attridge flew through the bullet cluster, with 3 hits, 1 in engine • Aircraft crashed 1 mile short of runway; Attridge survived 2 1 12/14/18 Effects of Air Compressibility on Flight Stability 3 Implications of Air Compressibility for Stability and Control • Early difficulties with compressibility – Encountered in high-speed dives from high altitude, e.g., Lockheed P-38 Lightning • Thick wing center section – Developed compressibility burble, reducing lift-curve slope and downwash • Reduced downwash – Increased horizontal stabilizer effectiveness – Increased static stability – Introduced -
ICE PROTECTION Incomplete
ICE PROTECTION GENERAL The Ice and Rain Protection Systems allow the aircraft to operate in icing conditions or heavy rain. Aircraft Ice Protection is provided by heating in critical areas using either: Hot Air from the Pneumatic System o Wing Leading Edges o Stabilizer Leading Edges o Engine Air Inlets Electrical power o Windshields o Probe Heat . Pitot Tubes . Pitot Static Tube . AOA Sensors . TAT Probes o Static Ports . ADC . Pressurization o Service Nipples . Lavatory Water Drain . Potable Water Rain removal from the Windshields is provided by two fully independent Wiper Systems. LEADING EDGE THERMAL ANTI ICE SYSTEM Ice protection for the wing and horizontal stabilizer leading edges and the engine air inlet lips is ensured by heating these surfaces. Hot air supplied by the Pneumatic System is ducted through perforated tubes, called Piccolo tubes. Each Piccolo tube is routed along the surface, so that hot air jets flowing through the perforations heat the surface. Dedicated slots are provided for exhausting the hot air after the surface has been heated. Each subsystem has a pressure regulating/shutoff valve (PRSOV) type of Anti-icing valve. An airflow restrictor limits the airflow rate supplied by the Pneumatic System. The systems are regulated for proper pressure and airflow rate. Differential pressure switches and low pressure switches monitor for leakage and low pressures. Each Wing's Anti Ice System is supplied by its respective side of the Pneumatic System. The Stabilizer Anti Ice System is supplied by the LEFT side of the Pneumatic System. The APU cannot provide sufficient hot air for Pneumatic Anti Ice functions. -
V-Tails for Aeromodels
Please see the V-Tails for Aeromodels recommendations for Yet Another Attempt to Explain Them the browser settings Watching the RCSE forum during November 1998 I felt, that the discussion on V-tails is not always governed by facts and knowledge, but feelings and sometimes even by irritation. I think, some theory of V-tails should be compiled and written down for aeromodellers such that we can answer most of the questions by ourselves. V- tails are almost never used with full scale airplanes but not all of the reasons for this are also valid for aeromodels. As a consequence V-tails are not treated appropriately in standard literature. This article contains well known and also some not so well known facts on V-tails and theoretical explanations for them; I don't claim anything to be "new". I also list some occasionally to be heard statements, which are simply not true. If something is wrong or missing: Please let me know ([email protected]), or, if you think that this article is a valuable contribution to make V- tails clearer for aeromodellers. Introduction Almost always designing a V-tail means converting a standard tail into a V-tail; the reasons are clear: Calculations yield specifications of a standard tail or an existing model is really to be converted (the photo above documents the end of the 2nd life of this glider;-). The task is to find a V-tail, which behaves "exactly like its corresponding" standard- or T-tail - we will see, that this is not possible. We can design the V-tail to have the same behaviour in many respects, we might get some advantages, but we have to pay a price. -
Design of a Light Business Jet Family David C
Design of a Light Business Jet Family David C. Alman Andrew R. M. Hoeft Terry H. Ma AIAA : 498858 AIAA : 494351 AIAA : 820228 Cameron B. McMillan Jagadeesh Movva Christopher L. Rolince AIAA : 486025 AIAA : 738175 AIAA : 808866 I. Acknowledgements We would like to thank Mr. Carl Johnson, Dr. Neil Weston, and the numerous Georgia Tech faculty and students who have assisted in our personal and aerospace education, and this project specifically. In addition, the authors would like to individually thank the following: David C. Alman: My entire family, but in particular LCDR Allen E. Alman, USNR (BSAE Purdue ’49) and father James D. Alman (BSAE Boston University ’87) for instilling in me a love for aircraft, and Karrin B. Alman for being a wonderful mother and reading to me as a child. I’d also like to thank my friends, including brother Mark T. Alman, who have provided advice, laughs, and made life more fun. Also, I am forever indebted to Roe and Penny Stamps and the Stamps President’s Scholarship Program for allowing me to attend Georgia Tech and to the Georgia Tech Research Institute for providing me with incredible opportunities to learn and grow as an engineer. Lastly, I’d like to thank the countless mentors who have believed in me, helped me learn, and Page i provided the advice that has helped form who I am today. Andrew R. M. Hoeft: As with every undertaking in my life, my involvement on this project would not have been possible without the tireless support of my family and friends. -
Preliminary Horizontal and Vertical Stabilizer Design, Longitudinal and Directional Static Stability
MSD : SAE Aero Aircraft Design & Build Preliminary Horizontal and Vertical Stabilizer Design, Longitudinal and Directional Static Stability Horizontal Stabilizer Parameters: 1. Ratio of horizontal tail-wing aerodynamic centers distance with respect to fuselage length 푙푎푐 /푙푓 2. Overall fuselage length 푙푓 3. Horizontal tail-wing aerodynamic centers distance 푙푎푐 4. Horizontal tail volume coefficient 푉퐻 5. Center of gravity location 푥푐푔 6. Horizontal tail arm 푙푡 7. Horizontal tail planform area 푆푡 8. Horizontal tail airfoil 9. Horizontal tail aspect ratio 퐴푅푡 10. Horizontal tail taper ratio 휆푡 11. Additional geometric parameters (Sweep Angle, Twist Angle, Dihedral) 12. Incidence Angle 푖푡 13. Neutral Point 푥푁푃 14. Static Margin 15. Overall Horizontal Stabilizer Geometry 16. Overall Aircraft Static Longitudinal Stability 17. Elevator (TBD in Control Surfaces Design) Vertical Stabilizer Parameters: 18. Vertical tail volume coefficient 푉푣 19. Vertical tail arm 푙푣 20. Vertical tail planform area 푆푉 21. Vertical tail aspect ratio 퐴푅푣 22. Vertical tail span 푏푣 23. Vertical tail sweep angle Λ푣 24. Vertical tail minimum lift curve slope 퐶 퐿훼 푣 25. Vertical tail airfoil 26. Overall Vertical Stabilizer Geometry 27. Overall Aircraft Static Direction Stability 28. Rudder (TBD in Control Surfaces Design) 1. l/Lf Ratio: 0.6 The table below shows statistical ratios between the distance between the wing aerodynamic center and the horizontal tail aerodynamic center 푙푎푐 with respect to the overall fuselage length (Lf). 2. Fuselage Length (Lf): 60.00 in Choosing this value is an iterative process to meet longitudinal and vertical static stability, internal storage, and center of gravity requirements, but preliminarily choose 푙푓 = 60.00 푖푛 3. -
General Aviation Aircraft Design
Contents 1. The Aircraft Design Process 3.2 Constraint Analysis 57 3.2.1 General Methodology 58 1.1 Introduction 2 3.2.2 Introduction of Stall Speed Limits into 1.1.1 The Content of this Chapter 5 the Constraint Diagram 65 1.1.2 Important Elements of a New Aircraft 3.3 Introduction to Trade Studies 66 Design 5 3.3.1 Step-by-step: Stall Speed e Cruise Speed 1.2 General Process of Aircraft Design 11 Carpet Plot 67 1.2.1 Common Description of the Design Process 11 3.3.2 Design of Experiments 69 1.2.2 Important Regulatory Concepts 13 3.3.3 Cost Functions 72 1.3 Aircraft Design Algorithm 15 Exercises 74 1.3.1 Conceptual Design Algorithm for a GA Variables 75 Aircraft 16 1.3.2 Implementation of the Conceptual 4. Aircraft Conceptual Layout Design Algorithm 16 1.4 Elements of Project Engineering 19 4.1 Introduction 77 1.4.1 Gantt Diagrams 19 4.1.1 The Content of this Chapter 78 1.4.2 Fishbone Diagram for Preliminary 4.1.2 Requirements, Mission, and Applicable Regulations 78 Airplane Design 19 4.1.3 Past and Present Directions in Aircraft Design 79 1.4.3 Managing Compliance with Project 4.1.4 Aircraft Component Recognition 79 Requirements 21 4.2 The Fundamentals of the Configuration Layout 82 1.4.4 Project Plan and Task Management 21 4.2.1 Vertical Wing Location 82 1.4.5 Quality Function Deployment and a House 4.2.2 Wing Configuration 86 of Quality 21 4.2.3 Wing Dihedral 86 1.5 Presenting the Design Project 27 4.2.4 Wing Structural Configuration 87 Variables 32 4.2.5 Cabin Configurations 88 References 32 4.2.6 Propeller Configuration 89 4.2.7 Engine Placement 89 2. -
14 CFR Ch. I (1–1–16 Edition) § 23.1589
§ 23.1589 14 CFR Ch. I (1–1–16 Edition) (11) The altimeter system calibration (1) Canard, tandem-wing, close-coupled, or required by § 23.1325(e). tailless arrangements of the lifting surfaces; (2) Biplane or multiplane wing arrange- [Doc. No. 27807, 61 FR 5194, Feb. 9, 1996, as ments; amended by Amdt. 23–62, 76 FR 75763, Dec. 2, (3) T-tail, V-tail, or cruciform-tail ( + ) ar- 2011] rangements; (4) Highly-swept wing platform (more than § 23.1589 Loading information. 15-degrees of sweep at the quarter-chord), The following loading information delta planforms, or slatted lifting surfaces; or must be furnished: (5) Winglets or other wing tip devices, or (a) The weight and location of each outboard fins. item of equipment that can be easily removed, relocated, or replaced and A23.3 Special symbols. that is installed when the airplane was n1 = Airplane Positive Maneuvering Limit weighed under the requirement of Load Factor. § 23.25. n2 = Airplane Negative Maneuvering Limit (b) Appropriate loading instructions Load Factor. for each possible loading condition be- n3 = Airplane Positive Gust Limit Load Fac- tor at VC. tween the maximum and minimum n = Airplane Negative Gust Limit Load Fac- weights established under § 23.25, to fa- 4 tor at VC. cilitate the center of gravity remain- nflap = Airplane Positive Limit Load Factor ing within the limits established under With Flaps Fully Extended at VF. § 23.23. [Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as amended by Amdt. 23–45, 58 FR 42167, Aug. 6, 1993; Amdt. 23–50, 61 FR 5195, Feb. -
Chapter 55 Stabilizers
EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 200 Chapter 55 Stabilizers PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 1 EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 200 Table of Contents Chapter Title 55-00-00 GENERAL . 3 55-21-00 MAINTENANCE PRACTICES . 8 55-21-01 Horizontal Stabilizer . 8 55-21-02 Vertical Stabilizer . 10 PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 2 EXTRA - FLUGZEUGBAU GmbH SERVICE MANUAL EXTRA 200 55-00-00 GENERAL The EXTRA 200 has a conventional empennage with stabilizers and moveable control surfaces. The spars con- sist of carbon roving caps, carbon fibre webs and PVC foam cores. The shells are built of honeycomb sandwich with glass fibre or optional carbon fibre laminate. Also buckling is prevented by plywood ribs. Deviating from this, the elevator is constructed in the same manner as the ailerons (refer to Chapter 57). On the R/H elevator half a trim tab is fitted with a piano hinge. The layer sequences of the stabilizers, the elevator and the rudder are shown in Figures 1-2. All composite parts, as protection against moisture and UV radiation, are coated with an unsaturated polyester gel- coat, an acrylic filler and finally with an acrylic paint. For repair of composite parts refer to Chapter 51. PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 3 EXTRA - FLUGZEUGBAU GmbH GENERAL SERVICE MANUAL EXTRA 200 Layer Sequence Horizontal Tail Figure 1, Sheet 1 PAGE DATE: 1. July 1996 CHAPTER 55 PAGE 4 EXTRA - FLUGZEUGBAU GmbH GENERAL SERVICE MANUAL EXTRA 200 Layer Sequence Horizontal Tail Figure 1, Sheet 2 PAGE DATE: 1. -
Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment
University of Tennessee, Knoxville TRACE: Tennessee Research and Creative Exchange Masters Theses Graduate School 5-2006 Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment Scott Bennett Trail University of Tennessee - Knoxville Follow this and additional works at: https://trace.tennessee.edu/utk_gradthes Part of the Aerospace Engineering Commons Recommended Citation Trail, Scott Bennett, "Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment. " Master's Thesis, University of Tennessee, 2006. https://trace.tennessee.edu/utk_gradthes/1816 This Thesis is brought to you for free and open access by the Graduate School at TRACE: Tennessee Research and Creative Exchange. It has been accepted for inclusion in Masters Theses by an authorized administrator of TRACE: Tennessee Research and Creative Exchange. For more information, please contact [email protected]. To the Graduate Council: I am submitting herewith a thesis written by Scott Bennett Trail entitled "Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment." I have examined the final electronic copy of this thesis for form and content and recommend that it be accepted in partial fulfillment of the equirr ements for the degree of Master of Science, with a major in Aviation Systems. Robert B. Richards, Major Professor We have read this thesis and recommend its acceptance: Rodney Allison, Frank Collins Accepted for the Council: Carolyn R. Hodges Vice Provost and Dean of the Graduate School (Original signatures are on file with official studentecor r ds.) To the Graduate Council: I am submitting herewith a thesis written by Scott Bennett Trail entitled “Evaluation of V-22 Tiltrotor Handling Qualities in the Instrument Meteorological Environment”.