Professional Documents
Culture Documents
Project
Design
and Construction
of a Remote
Flying Wing
NASA/USRA
ADVANCED
DESIGN
Number:
DJO-93AA
Piloted
AERONAUTICS
PROGRAM
A Major
Submitted
T
WORCESTER
Qualifying
to the Faculty
of the
POLYTECHNIC
in Partial
Project
INSTITUTE
Fufiiiment
of the Requirements
for the
Degree of Bachelor
of Science
Submiued
on May 2, 1994
o_
tM
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Z
Alfred
J. Costa
Jaime
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ru
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o
Fritz
Koopman
Scott
Krause
O
Craig
Soboleski
David
Susko
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Z ,...d _
r_
2" ttJ
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Thai-Ba
Trieu
Thuyba
Trieu
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Abstract
Currently,
there
unconventional,
is a need
a flying
wing
of a 747.
The
design
horizontal
tail.
The
project
wing.
The
model
flying
Aeronautics
Design
These
from
such
stability
system
projects
in design
part
of the aviation
fly at speeds
wing
was
project
to design,
was
high-lift
in excess
is inherently
civilian
of Mach
unstable
construct,
completed
required
configuration
as a single
were
goal
restrictions
Elang
features
of the flying
a high-speed,
as
transport.
Although
the capacity
since
fly, and
part
of
it lacks
a fuselage
test a remote-piloted
the
NASA/USRA
and
scale
Advanced
Program.
unique
last year's
could
for
ducted
incorporated.
and construction
industry.
us to implement
including
fan engine,
The
wing
composite
result
techniques
several
sweepback
and wingtip
structural
is the Banshee
so that a viable
fundamental
materials,
'94.
flying
Our
wing
design
endplates.
changes
Unique
and an electrostatic
efforts
can become
an integral
Acknowledgements
-7"
A project
members
such
of this group
as this
would
requires
assistance
like to extend
thanks
Professor
David
outside
of the
all phases
of this project:
'7-
J. Olinger
Paul Crivelli
NASA/USRA
Aiesandro
O.S.
Engines
Fiber
Rob
Cucci
Materials
Cunningham
Wayne
Roy
Chamberlin
Costa
Inc.
of Monsanto
Auto
Body
Simmons
Maynard
Master
Henry's
Inc.
and Klegeceli
of Costa's
Scott
Cappy
Inc.
Hill
Hobbies
Hobby
Cross
of Futaba
Mark
Spivey
Stephen
Robert
House
Corp.
of RSM
Desrosiers
Taylor
5.5_
of America
Inc.
central
project
and technical
group.
support
The
during
Table
of Contents
Abstract
Acknowledgments
Table of Contents
ii
ooo
Ill
List of Figures
List of Tables
1.
2.
vii
Introduction
1.1
The Flying
1.2
The Oblique
1.3
1.4
The Flying
The Flying
Design
2.1
Summary
Introduction
Wing,
Wing,
Wing
Design
Specifications
2.3.1
The Wing
2.3.2
The Propulsion
9
9
9
System
10
11
2.3.3
Electronic
Components
The Cruise Condition
94' Versus
11
The Elang
11
13
13
Aircraft
Configuration
Airfoil
Selection
Calculations
14
16
18
3.4.1
Introduction
18
3.4.2
3.4.3
Assumptions
Calculations
20
Lift
19
Calculations
3.5.1
Introduction
3.5.2
Calculations
23
23
23
Stability
4.1
7
9
Characteristics
3.7
4
94'
Specific
3.6
Elang
Banshee
General
3.5
Flying
2.3
3.2
3.3
3.4
4.
Wing
2.2
2.4
3.
24
24
Calculations
Results
and
24
Conclusions
24
and Controls
Introduction
28
4.2
Static
29
4.3
Dynamic
4.3.1
4.4
4.5
Sweep-back
Electrostatic
28
Stability
Stability
Results
Stability
34
35
38
System
38
ii_.
4.6
4.7
5.
Component
Conclusions
42
44
45
5.1
45
45
5.3
Objective
Engine Selection
Manufactures
Data
Methods
5.3.1
5.3.2
46
of Propulsion
47
Propellers
Ducted
Fans
47
48
5.4
5.5
Single Engine
Location
49
5.6
Fuel
5.7
5.8
5.9
Engine Type
Excess Power
Rate of Climb
50
51
50
System
54
55
5.10 Equations
5.11 Conclusions
Structures
6.1
6.2
6.3
6.4
56
58
59
Introduction
to Structures
Material
Selection
6.2.1
Kevlar
6.2.2
Carbon
6.2.3
PVC
Methods
6.3.1
Conclusions
References
9.
AppendLx
60
61
Fiber
Foam
63
Core
64
64
6.3.2
NASTRAN
6.3.3
6.3.4
Experimental
Analysis
Comparison
of Hand-Calculation
MSC/NASTRAN
71
72
6.3.4.1
Weight
6.3.4.2
Check
and
65
Code
with
/ Strength
Shear
Section
Materials
Construction
7.
8.
59
of Analysis
I-DEAS
Code
6.3.4.3
- Pianform
Propulsion
5.2.1
5.2.2
6.
Placement
Stress
Properties
73
73
and Bending
of the
Methods
Composite
Moment
75
75
78
81
Recommendations
83
84
iv
List
of Figures
oa_e
1 Introduction
1.1 Northrop
1.2 Northrop
1.3 The
Oblique
1.4 The
Conceptual
1.5 The
1.6 The
Flying
HPRS
Wing, Elang
33 and SD 8020
1.7 The
Flying
Wing,
2 Design
Wing
Wings
Demonstartor,
Oblique
the NASA
Flying
Banshee
AD-]
Wing
Airfoils
'94
Review
2.1 The Banshee
'94 Four
3 Aerodynamics
3.1 The Banshee
3.2 The Elang
View
10
Drawing
'94
and
14
Banshee
'94 with
CAD
Placement
Along
Airfoil
With
Quarter
Chord
and Without
an
Design
and
19
Data,
Richard
Eppler
19
25
26
and Drag
vs. Velocity
27
4 Stability
4.1 Moment Arm Analysis
4.2 Static Stability Curve
4.3 C,_ vs. Ci
4.4 Angular
4.5 Angular
4.6 Angular
14
17
17
the Wing
Line
Endplate
30
32
33
Pitch Axis
Roll Axis
35
36
Acceleration,
The Yaw Axis
4.7 The Effect of Sweepback
4.8 Static Master Placement
for ESS
37
39
4.9 Electric
41
4.10
Color
Acceleration,
Acceleration,
Component
Coded
The
The
40
Flowchart
Placement
of Various
Components
43
5 Propulsion
5.1 O.S. Max 91 VR-DF
5.2 Ramtec
5.3 Thrust
5.4 Climb
Ducted
Engine
45
Fan Assembly
48
54
56
6 Structures
6.1a
6.1b
w
i
Specific Tensile
Stress vs. Strain
Modulus
Curve
Loading
66
66
7"-
Wing
Wing
62
62
of Test
Von
in I-DEAS
Mises
and I-DEAS
and Maximum
Data
by Swept
67
68
Principle
Stresses
69
70
73
73
76
78
V"
List
of Tables
apAgg
4 Stability
Table
Table
4.1 Experimental
Airfoil Data
4.2 Control Surfaces
Sizes
37
Table
4.3 Component
42
Weights
30
and Sizes
vii
I.
Currently,
there
unconventional,
an oblique
capacity
of a 747.
aircraft.
This project,
testing
model
sponsored
techniques
Flying
wing
lift to drag
fuel.
propelled
Aerodynamic
could
model
from
flying
high-lift
fly at speeds
civilian
in excess
is to produce
this project
flying
wing.
transport.
of Mach
a scale
conventional
Although
2 and retain
model
of such
construction,
It is hoped
the
an
flight,
and
that design
and
construction
of a scale
wing.
Northrop
wanted
trip,
These
Also,
design
considerations
that a flying
lower
weight
would
flying
wings
(see
forces
produced
This
Figure
unfavorable
weight
would
make
be able
the B-35
inherently
pitching
moments
to attain
unstable
for
this goal.
He
wing.
a higher
to carry
necessary
due to the
in the flying
pounds
produce
driven
the
the range
propeller
During
as "10000
and, therefore,
wing
Inc..
to fly from
it possible
the flying
were
Aircraft
defined
would
reduce
give
be able
goal was
wing
constructed,
1.1),
by Northrop
that would
with payload.
ratio.
bomber.
the
in the 1940's
a bomber
believed
intercontinental
jet
scale
oblique
of the US to Germany,
believed
wing
by NASA/USRA,
learned
10000
a high-speed,
Wing
The flying
World
for
remote-piloted
1.1 The
more
flying
of a remote-piloted
construction
cruise
is a need
Introduction
for an
of a tail.
To correct
this,
tile flying
some
wing
stability.
is swept
back
A damping
with
its control
system
was
surfaces
also added
behind
the center
to account
of gravity,
producing
moment
of the
wing.
Figure
1.1
The Northrop
in the end
intercontinental
the Convair
bomber.
of the Flying
(see
Figure
and
B-49
B-36
and
In November
Derivatives
Figure
B-35
Wing
design
not
1949,
Wings
the
existing
McDonnel
Bomber"
"
tile Northrop
can be seen
cancelled
B-2 Stealth
Flying
today
B-49
B-35's
that was
and
in the Northrop
Douglas
A-I 2.
chosen
B-49's
as the
were
B-2 Stealth
next
destroyed.
Bomber
1.2 The
Oblique
Flying
All oblique
it, flies with
the oblique
Jones.
drag
flying
one wing
wing
low speed
due
could
performance
after
wing
ratio
relative
World
designed
wing
on a pivot
The AD-1
be adapted
was
would
of flight.
wing
Tile concept
ot"
Robert
increasing
aircraft
AD-I
atop a conventional
wing
drag
since
T.
tlle li|'_ to
would
improve
speeds _7
first built
and B-49,
aerodynamicist,
reduce
of the oblique
of the AD-I
for a flying
II by NASA
to fly at high
aircraft
could
War
wing,
to tile direction
of the wing,
demonstrator
up to 60 degrees.
technology
after
tot an aircraft
that such
developed
The high
a high aspect
be swept
from a conventional
to tile orientation
at any speed.
placed
differs
wing
was first
This design,
ratio
Wing
in 1978
proved
1.3).
This
fitselage.
Tile wing
itself
but work
was halted
soon
highly
configuration
(see Figure
sucessful
and showcd
').
Figure
1.3 The
Airlines
Oblique
Wing
and aircraft
demonstator,
manufacturers
the NASA
are showing
AD-I '_
serious
intrest
in the oblique
flying
wing
and corrected
numbers
1.3 The
the mistakes
of the Elang
Flying
Last
Wing,
year's
HPRS
33 airfoil
Elang
used
and an aspect
The
current,
design
of the
and
scale
in the Elang
(see
the Banshee
Elang.
'94, design
Also,
improved
the Banshee
'94 used
of the aircraft.
Elang
resulted
(see Figure
ratio
in the
for calculation
design
an elliptical
made
'94.
1.6).
planform.
of 7. To provide
To ensure
The
yaw
flying
Figure
minimum
wing
control,
1.5).
induced
drag
two SD 8020
The
Elang
(elliptical
the custom
distribution),
of 45.5cm,
symmetrical
used
a span
airfoil
the
of 2.5m,
(Figure
1.6)
-77 --t'
2
("]0
TRKEOFF
3?o
15
50f
Figure
!.4
The
conceptual
Oblique
Flying
Wing
transport
t7
--
were
used
as vertical
stabilizers.
Figure
Wing,
Elang
system
O
The
were
chosen
Propellers
the
over
were
operate
of the
engines
and
replaced
are
maintain.
driven
engines
undesirable
aircraft.
15.6N of thrust.
reluctantly
Propeller
propeller
tend to produce
instability
produces
propulsion
Each
highly
of these
standard
accepted
because
turbulence
Due to their
with
consisted
small
of the
ducted
size
fan
fan engines.
fan's
engines
remote
driven
control
clean
and control
operated
propeller
m the
of two ducted
engines
aircraft
Ducted
aerodynamics.
surfaces,
in last
world
adding
at 22000rpm
the ducted
late
and
fans
to
and
fan engines
year's
are
design.
easier
to
Figure
The
33 and
materials
withstand
used
"accidents"
carbon
fiber.
SD 8020
in the
and have
The
carbon
airfoils
construction
of the
Elang
a low weight.
The Elang
skin proved
to be strong
fiber
needed
used
to be strong
a styrofoam
enough
enough
to
for the
testing
stage
of the
Elang.
The testing
system
proved
system,
but
automatic
spirit
unclear
system,
Wing,
purpose
flying
split
together
it was
Flying
The
was
to be fatal
stability
1.4 The
piloted
into
wing.
four
towards
of Celtic
to the aircraft.
whether
wing,
was
As in industry,
was designed
Elang
used
The Elang's
was fitted
during
on any scale,
to design,
an emphasis
sub-groups,
goal.
brief.
test
lack of an automatic
with
a standard
flights.
Without
stability
R/C gyroscope
some
form
of
'94
of this project
separate
The
it was
a flying
Banshee
the final
lore,
was very
The
each
result,
to solve
construct,
was
dealing
put on design
teams.
in a different
aspect
the Banshee
the
involved
problems
with
model
remote
The project
of design,
1.7), named
the stability
group
working
after
the
of flying
Controls
surfaces
stability
with
The
the
Structures
material,
and
Stability
system
which
selection
and
and Construction
and the actual
will control
testing
of an engine
group
deah
was
responsible
the installation
the inherently
constnlction
sub-group
unstable
with
with material
of the flying
wing.
Y
_Z
Figure
X
--Z
X
1.7 The
Flying
Wing,
Banshee
and constnlction
'94
The
power
selection,
also
for design
design.
suitable
and drag,
finite
and
element
airfoil
analysis
of
of an automatic
Propulsion
for the
with
flying
group
wing.
modeling
dealt
The
of that
2.1
aircraft's
the
design
detailed
the Elang,
Design
Summary
the Elang
drawing
by a single
ducted
two ducted
fan engines,
discussed,
the general
the design
stabilizer.
For control
a rudder.
These
swept
design
parameters
wing.
flying
swept
located
which
Each
wing
a basic
summary
parameters
of the
of the 1992-1993
surfaces,
will enable
tip on the
each wing
control
stability.
in Figure
of the wing.
problems
Banshee
axes;
roll,
2.1.
from
Flying
Wing,
the Elang,
with a straight
A four
The Elang
an endplate
and a elevator
pitch,
and
view
The aircraft
was
'94 has
has an aileron
in all three
differs
'94 is shown
stability
This
for increased
in the center
promoted
wing
wing.
The Banshee
of the Banshee
fan engine
thrust.
2.3.1
flying
and a tapered,
(CAD)
Specific
comparing
'94 is a tapered,
of construction
engine's
In this section,
are
'94 is given.
was an elliptical
design
methods
Specifications
The Banshee
2.3
and
A table
to the Banshee
2.2 General
two
calculations
will be given.
aided
Design
Introduction
Before
ease
2.
in that
wing
for
computer
is powered
designed
in equalizing
with
the
to act as a vertical
and each endplate
has
yaw.
Characteristics
The
Wing
is 92.0
inches.
The
root chord
is 18.0 inches
is 8.0
-i....
^,leron_
EJevators
.......
Endplales
Oucled
1
'
Fan
Enl;ne
UniL
"/
I
i
lric_c]e
[andln
Rudder
--gach
on
endpJaLe
9 Gear
-)
Figure
2.1
inches.
ratio
The
of
The Banshee
leading
6.689,
approximately
edge
'94 4-view
is swept
a taper
ratio
8.5 square
feet.
CAD
back
15 degrees
of 0.444,
From
drawing
and
from
a total
the analysis,
the horizontal.
planform
area,
ratio
This provides
an aspect
including
duct,
the
of
'94 is
19.44.
2.3.2
The
Propulsion
The Banshee
The
engine
weight
ratio
'94 is powered
has a thrust
of
4.67.
System
of 11.0
The
by a 4.6 horse-powered
to 14.0
engine
pounds-force
powers
from
a nine-bladed
If)
OS Max
91 scaled-aircraft
manufacturer's
ducted
fan
data
unit
engine.
and a thrust
which
propels
to
the
aircraft.
Tile engine
is fi_eled
by two fuel
tanks
enclosed
inside
the wing
on either
side of the
duct.
2.3.3
The
These
2.4
engine
servos
system
wing
Electronic
are controlled
The
Cruise
These
wing
at an angle
velocity
through
details
analyses
Aspect
Total
length
sweep
Ratio
planfonn
miles
'94 Versus
Wingspan
Wing
the aircraft.
To insure
stability,
by electronic
servos.
an electro-static
are
stability
housed
within
the
panels.
the analyses
resulted
of thrity-three
chord
inside
remote.
removable
of attack
The Banshee
Root
in the Banshee
Condition
report
'94.
surfaces
by wireless
and installed
accessible
This
2.5
and control
was built
and
Components
area
in cruise
of four
performed
conditions
degrees
per hour
which
to insure
to insure
stability.
enough
The
The
lift to remain
design
aircraft
aircraft
in level
of the Banshee
will fly with the
will have
flight.
The Elang
The
Banshee
92.5
inches
'94
The Elang
98.4
inches
18 inches
18 inches
15 degrees
0 degrees
6.689
8.5 square
il
feet
9.6
square
feet
a cruise
19.44
19.69
# of engines
14 lbs-f
7 lbs-f
4 degrees
Total
thn_st
from
engines
Angle
of attack
4 degrees
Cn_ise
velocity
33 miles
12
per hour
34 miles
per hour
3.
Aerodynamics
3.1 Introduction
Each
individual
of the Banshee
and drag
the
The
of attack
engine
and
and
analyzes
calculate
take-off
and
Structures
group
is responsible
stability
effect
landing
system,
and analyzing
deflections.
flight
and
including
for structural
group
The
throttle
take-off
analysis,
material
lift
to building
and
determine
the
must
Propulsion
group
conditions.
speed
and
They
take-off
selection,
aspects
the aircraft's
In addition
the Controls/Stability
at various
specific
for determining
and airfoils.
surface
parameters
is responsible
responsible
configuration
of control
its thrust
for designing
group.is
the aircraft's
the electro-static
angle
group
Aerodynamics
after determining
calibrating
stable
'94.
design
chooses
must
distance.
also
The
and fabrication
of the
each
must
aircraft.
-)
Although
perform
its
conditions,
analysis.
by
the
design
group
and
possesses
analysis
the Aerodynamics,
With the chosen
Stability
determines
group
each
the velocity,
can determine
Propulsion,
Once
the
angle
of attack
setting
other
groups.
groups
stable
need
angle
With
to produce
To
to perform
of attack
is determined,
conditions.
throttle
responsibilities,
the
Stability
statically
at cruise
engine
with
and
the correct
the correct
different
in cooperation
airfoils,
group.
significantly
the
the drag
group
obtain
cruise
a combined
may be determined
Aerodynamics
known,
the necessary
group
the Propulsion
thrust
at cruise
conditions.
For structural
The
Controls
analysis,
and Propulsion
all groups
group
needed
provided
to provide
component
13
information
weights
while
to the Structures
group.
the Aerodynamics
group
providedthe lift anddragdistribution. This information allowedfor the useof a finite element
analysisof the flying wing.
Also, every group neededto work in cooperationwhile determining the lofting and
construction. The Aerodynamicsgroup neededto a configuration that would prove easyto
manufactureand an airfoil with the proper thicknessfor componentplacement. The Stability
and Controls group neededto provide control surface and componentsizes to allow the
Structuresgroup to constructthe wing. The Propulsiongroupneededto provideenginesize so
that a properly dimensionedduct could be manufactured. With this generaloverview, further
discussionof the designprocessis discussedbelow.
3.2
Aircraft
Configuration
.....
_.
I
t
Figure
Figure
3.1
The
Wing
configuration
sweep
improves
aerodynamic
The Banshee
creates
an
effects:
performance.
acting
3.2
with quarter
of the Banshee
two major
aircraft's
centers
"94
along
the
"94 incorporates
decreased
The
length
drag
The Elang
a twisted
and additional
stability
effects
are
of the root
chord
axis
14
'94
chordlines
swept
wing
with endplates.
stability.
created
rather
Decreased
by
than
the
drag
airfoil's
a single
point
(quarter
chord),
calculations
twist
can
The
Banshee
Banshee
'94 flying
feature
Being
the
excess
skin friction
wing,
endplates
fuselage)
would
dual
largest
may
the vertical
only
serve
purpose,
the vertical
an aircraft
produced
be used
stabilizer.
without
twist
itself
The
specific
stability
in its design.
Twist
stability.
Two types
is physically
the airfoil
configuration
section
are endplates
wing
by the considerably
is usually
additional
wing
this particular
as a lift to drag
little
3.2).
for increased
where
as vertical
stabilizer
Figure
twisted
changes
varies
the
of wing
to change
along
the
the wing.
the latter.
tip device,
drag
the
and aerodynamic,
of the Banshee's
wing
wing
allowing
where
uses
(see
section.
the wingspan
wing
wing
aerodynamic
geometric,
of attack:
Another
in another
along
be utilized:
angle
with an unswept
'94 incorporates
lift coefficient
sectional
case
will be discussed
The
sectional
as is the
placed
a tail or fuselage,
This
aircraft,
is rarely
area.
aircraft,
placement
the vertical
allows
stabilizer
wing
due
tips.
to their
on a flying
(with
On such an aircraft,
By allowing
used
However,
On conventional
device.
is created.
On conventional
surface
on the tail.
improvement
drag
tip device
large
stabilizers.
wing
tail and
endplates
the endplates
to serve
of
on the tail.
locations
On
on the
aircraft.
In addition
The endplates
to increased
the
aircraft
influenced
to acting
allow
lift,
inhibit
as a control
for a non-zero
the endplates
the
vortices
increases
the endplates
lift distribution
also reduce
trailing
by the endplates
surface,
drag.
which
overall
at the wing
Large
create
plates
induced
performance.
15
also
increase
3.3).
at the end
The
ratio.
In addition
of the tips of
aerodynamic
effects
Figure
3.3
Lift
3.3
Airfoil
distribution
on wing
E329
Appendix
a series
airfoils
illustrated
and without
an endplate
Selection
with
of five
airfoils,
are pictured
in Figure
3.5.
the Eppler
in Figure
The
twist,
3.4.
aerodynamic
a number
of airfoils
325 series 5.
The
airfoil
A1.
16
The
E325,
sections
E325,
are necessary.
E326,
are placed
E327,
The
E327,
E328,
on the
and E329
Banshee
and
wing
as
is listed
in
E329
Root
E328
ii
___327
E32G
E325
Figure
3.4
The
Eppler
E325
E329
series
E328
Figure
E327
3.5
Airfoil
E326
E325
placement
along
the
wing
For a flying
as stability
and
including
wing,
certain
component
necessary
considerations
placement.
moments,
The
thickness,
require
chosen
additional
airfoils
and similarity
attention
must
of shape.
have
during
certain
The E325
design,
such
characteristics
series
satisfies
these
requirements.
With
Without
Most
such
airfoils
stabilizer
moment
needed.
tip,
the absence
a device,
have
absent,
about
twist
along
have
significant
calculation
moment
promoting
negative
by the airfoils
of center
This
pitch
pitching
not achieve
about
cannot
pitch
creates
stability
moment,
in the reflex
stability.
The airfoils
is discussed
17
With
produces
along
with
a reflexed
creates
moment
about
the aircraft's
in depth
in the controls
and
horizontal
pitching
toward
is
the
aerodynamic
the E329
placement
airfoil.
camber
the wingspan
the
a positive
of the camber
with
in the design.
a conventional
center.
which
increases
However,
with
an airfoil
change
a positive
be incorporated
aerodynamic
of the camber
moments.
of gravity
the
a positive
the reflex
3.4.
stabilizer
To obtain
wing,
in Figure
could
necessary
wing.
the wing
it becomes
the
a horizontal
an aircraft
a negative
For a swept
as illustrated
of a tail,
and
E328,
of the airfoils,
center
stability
of gravity.
section.
In addition
additional
problem
the wing.
There
largest
discussed
during
as
in detail
structures
section.
3.4
Calculations
Drag
3.4.1
The
root
series
and
averaging
in shape.
and
This
This
of shape
In fact,
construction
poses
now be placed
E325
the mid-
airfoils.
series
an
within
has one
of the
and semi-span
This
similarity
aerodynamic
linear
data
relationship
sections.
the wing
method
varies
allows
Another
of each half
will
airfoils
allows
characteristics.
the form
allowed
This
aircraft.
analysis
allows
fuselage.
must
aerodynamic
stability
used
no
The
The
the airfoils
technique
tip.
for tailless
3.6.
The similarity
and
has
all components
construction.
in Figure
The hotwiring
wing
in the aerodynamic
at the
since
a similarity
analysis
about
a flying
airfoil
implies
illustrated
and accurately.
templates
space
extrapolations
to be made
cut swiftly
predict
be adequate
linear
with construction.
linearly
for
certain
This
will be
benefit
occurs
of the wing
to be fabricated
be discussed
for
to be
using
further
only
in the
Introduction
main
the drag
placement
of airfoils
airfoils,
assumptions
two
with component
benefits
among
-)
of a tail,
of all available
geometrically
additional
absence
must
thicknesses
A series
are
to the
purpose
of this section
on the Banshee
The
second
equations
'94.
section
The
gives
is to describe
first
section
a detailed
and constants.
18
in detail
describes
description
the calculations
the different
of the
performed
assumptions
calculations;
citing
to
used
all
15
.m
cp..
-.__
-"
.-
"-
l,
C_
3.4.2
vs.
C m
from
Airfoil
the drag
1.
exerted
Turbulent
certain
Flow:
the speed
and Data,
Richard
Banshee
'94 is large
700,000.
This value
"94.
Since
The
a low
is important
assumptions
of sound,
Flow:
demonstrate
I- ii
c,_
on the Banshee
Incompressible
below
2.
005
Eppler
Assumptions
I_11
Design
15x]O 6
3/+0 fo 34-/_, Re
3.6
106
Airfoils
-005
Figure
enough
These
profile.
to raise
is well above
to the skin
friction
effects
However,
the
calculations.
as follows:
velocity
well
are negligible.
cruise
the value
to analytically
are summarized
of the
the 500,000
19
in order
compressibility
trends
to be made
assumptions
the Banshee
historical
velocity
needed
velocity
of similar
characteristic
of the Reynold's
transition
Reynold's
aircraft
length
number
of the
to about
number.
This
Flat-Plate
landing
area.
was
provided
The Wing
Sizes:
treated
the drag
The wing
was
associated
with each
section.
of Air:
of
values
were
air
as flat-plates
to be one
inch thick
Since
remain
into different
the Banshee
data
constant
with
slight
viscosity
is through
a lengthy
Computational
was used
as a more
efficient
changes
Drag:
Since
the
only
way
Oswald
Efficiency
were
of air
Factor
the
tall.
airfoil
the
of the chord
at low altitudes,
in
to accurately
Fluid
method.
Dynamics
altitude.
Sea
used
in the analysis:
P
0.076474
1.2024
0.98
20
account
for
procedure,
an
of air
coefficient
inches
representing
at an average
Calculations
density
the
assumed.
pressure
constants
from
Pressure
following
including
and three
sections
Approximate
drag
aircraft
Experimental
"divided"
lengths
properties
of the
coefficients.
length
Properties
components
matter.
The chord
in the calculations
in this
airfoils.
approximation
The
assumed
different
level
3.4.3
were treated
gear were
not
reference
the
landing
wing
Constant
The
Theory:
lbm/fl 3
x 10 .5 lbrn/s
ft
A component
method
was
used
first component
and endplates.
The wing
available
for;
and
summed.
then
E325,
By definition,
and E329
the drag
the drag
is the actual
was sectioned
E327,
to calculate
wing
analytically
(see Figure
is calculated
exerted
itself excluding
to represent
3.5).
on the Banshee
The drag
the three
"94.
The
the landing
gear,
airfoils
that data
was calculated
for each
duct,
was
section
as follows:
the parasitic
drag coefficients
a total parasitic
using
for each
drag
the following
drag
airfoil
was calculated
(see Appendix
A1).
The induced
These
drag
of the wing
values
is the drag
using
the different
to provide
It is calculated
equations:
D i =CD,
p V2S
Co, =kC 2
k = --
nAe
and then
of drag
drag,
summed
Thin-plate
theory
for one
endplate
each induced
for a total
drag
induced
using
component
drag
was calculated
section
of the
the drag
the following
21
for each
equations:
The coefficient
S WET
the endplate.
The
the duct
Using
drag
was
area
of the endplate
the previous
for the
calculated
duct was
as follows,
and
is the reference
SRE F
equations,
the drag
calculated
in a similar
neglecting
CDo
was
pressure
calculated
manner.
area
(planform
for each
The
area)
of
endplate.
coefficient
of drag
for
effects:
= CDo D = CD_
S WET
the same
way
S_F
is the reference
(planform
area)
of the duct,
was calculated
area
as follows,
CDw
neglecting
= CDo m = CD
pressure
The coefficient
of drag
effects:
S WET
of one
landing
The
gear,
total drag
and
area
of one
CF is calculated
is calculated
landing
gear,
the same
by adding
S_
way
is the reference
as for the endplate
22
from
area
(planform
area)
W - wing;
3.5
Lift
E - endplate;
D - duct;
13 pounds,
overcome
it was
The
following
velocities.
coefficients
reference
areas
for
the
Each
The
of
enough
constants
cruise
conditions
lift
in Appendix
wing
was
obtained
in these
from
Using
to generate
Since
a change
coefficients
used
an estimated
13 pounds
to calculate
calculations
published
of the wings.
The
weight
of
lift
to
it was assumed
lift
experimental
in the density,
the
data,
of the
and
a standard
reference
air,
the
the
different
altitude
sea level
areas
at different
would
density
can be found
was
in the
A2.
divided
of lift data
the planform
lift for each
the calculations
used
to warrant
lbrn/in 3.
coefficient
to determine
only
describes
0.076474
spreadsheet
section
The
not be significant
necessary
consideration.
Calculations
different
which
the weight.
3.5.2
used;
gear
Introduction
cruise
LG - landing
o +3 *Dragt. c
Calculations
3.5.1
of
*Drage+Drag
into
three
sections
was available.
area
section
needed
to represent
An average
chord
the three
length
different
was used
was calculated
using
23
the following
equation:
airfoils
for each
for
section
Lift :C L19
Each
by
wing.
The
necessary
speed
3.6 Lift
Versus
3.6.1
One
lift to drag
drag
total
ratio.
sections
This
to provide
calculations
were
iterated
the Banshee
'94 airborne.
the total
over
lift exerted
a velocity
on the Banshee
interval
"94
to determine
the
factors
in considering
advantage
phenomenon
of a flying
is due
simply
Below
an aircraft's
wing
and efficiency
to the high
For a flying
is a summary
performance
planform
wing,
area
the ratio
of the calculations
itself
is the
in the high
of the lifting
of lifting
surfaces
surface
lift to
area
to
ratio.
Calculations
lift and
3.3 and
drag
were
determined
The
from
empirical
lift to drag
methods
ratio
was
which
calculated
were
using
explained
in
the results
of
sections.
Results
and Conclusions
Below,
per hour.
summed
Calculations
The
is nearly
The
3.7
Drag
of the major
3.6.2
these
to keep
total planform
area
lift
then
Introduction
ratio.
versus
and
VZS
in Figure
3.7,
It can be clearly
is a graph
seen
from
of the calculated
the graph
24
lift in pounds
the approximate
versus
cruise
velocity
velocity
in miles
necessary
to
140
120
[j
100
03
40
j_
[D
'4-
BO
.El
4o
j
[3
O
O
Figure
3.7 Lift
a steady
aircraft
of this size.
cruise
on the Banshee
aircraft
is thirty-three
The Elang
of angle
'94
cruise
miles
had a cruise
per
hour.
velocity
of attack
is calculated
conditions.
'94 in pounds
versus
The propulsion
Figure
the cruise
3.8
miles
pounds-force.
system
is a graph
velocity
25
velocity
miles
can be found
of 4 and thirty-three
to be 0.617
This
of thirty-four
to achieve
Banshee
altitude
spreadsheet
condition
vs. Velocity
maintain
The
being
used should
of the
in miles
total
per hour.
A2.
value
is reasonable
provide
drag
for
an
per hour.
in Appendix
per hour,
This
is reasonable
force
sufficient
exerted
Using
exerted
for an
thrust
on
the
I])l - F_(-t
v %
13
13
I]
D"
./
,El
/
L_
I
El
3[3
Figure
3.8
Drag
From
This value
is close
of aircraft
results,
than
that of a typical
is greater
found
and their
for other
subsequent
such
ratio
aircraft,
flying
lift to drag
wing
as would
aircraft
such
L/D
19.44
"94
19.69
NASA
Advanced
Aero
MQP
91-92
26
19.55
to be 19.44.
However,
as the Elang.
ratios:
Elang
Surya
I
I Oil
be expected.
Aircraft
Banshee
P,F
60
vs. Velocity
these
to those
[
40
Below
this value
is a table
Concord (Tram-Atlantic)
7.5
20
ObliqueWing Aircraft
9.8
B-47
17.2
AVRO Vulcan
17.0
Figure
3.9 shows
The thrust
data
the thrust
equals
the thrust
is detailed
in Chapter
the drag
and drag
Five.
at the predicted
Tt-_t- __:}-t
versus
The
velocity
figure
cruise
shows
velocity
eJn_
curve
at different
that at twenty-five
of thirty-three
throttle
percent
miles
settings.
power,
per hour.
V@ I(,
1-_v
15
0
L'O
40
(JO
Veld-T
+{-Jr
.._.r.
Figure
3.9
Thrust
ag
%0'L
TtLI
,,t'r
and
Drag
I,?
I1
100%
.._..e:.._._ 't5',:.,o
Thrott
Thl-c'Lt. I,:'.
vs. Velocity
27
811
12LI
IIIfl
mphl
I_
"/59a
Ttii,,1
1+:
4. Stability
and
Controls
4.1 Introduction
The primary
flight
responsibilities
parameters
to ensure
particularly
important
parameters
such
margin,
are
all crucial
Stability
without
pilot
or has caused
condition
dynamic
a disturbance.
return
change.
it in the correct
pertains
Dynamic
longitudinal
and
lateral
in its original
displace
the plane
symmetrical
aircraft
direction
to return
is present
by
c0ntrols/stability
wing.
angle
the important
The
is
most important
of attack,
and
the
static
wing.
to its original
yawed,
is present
equilibrium
or rolled
if the forces
the aircraft
created
of the aircraft
motions
position,
it to a different
to its original
of the motion
if the dynamic
motions
of aircraft
may be conveniently
motions.
Longitudinal
position.
Lateral
of symmetry.
motions,
_3The technical
motions
occur
such
angle
by the disturbed
position,
before
of the aircraft
28
divided
while
and after
will eventually
in the plane
as rolling,
significance
other.
condition
to return
behavior
provided
of the flying
has pitched,
stability
was to determine
state.
body
remain
flight
of a vehicle
to the dynamic
stability
instability
of the flying
_5 Static
group
information
the
after a disturbance
a speed
The rigid
of gravity,
to the ability
it to its initial
The
of the intrinsic
center
assistance,
stability
flight.
to the success
refers
displace
stable
because
as the
of the stability/controls
of symmetry,
yawing
of this distinction
of motion
and
which
sideslipping,
are independent
of each
pitch,
In conventional
by the wing
Static
and
which
Our
method
of the
primary
(Table
major
tail is placed
a flying
for stabilization
be used.
is expected
was
the
static
lift,
stability
analysis
'94; and
objective
was
to be more
was stability
wing
without
along
primary
axes
the pitch
axis.
the moments
a horizontal
originated
tail demands
that
drag,
to focus
problematic
moment
coefficient
about
to find:
of gravity
on the
than
because
was to derive
and
were
1) A workable
for the wing
stability
the other
static
coefficients
which
of the aircraft
two
of the symmetry
the classic
cruise
stability
as determined
axes.
curve:
by the
ensured
static
in the pitch
Stability
of the wing
condition
axis,
in the yaw
in these
and
axes.
starting
aerodynamics
group.
4.1)
The
moment
the center
C,,c_ =C,_
Next,
had to be considered.
concern
2) A center
to be acceptable
our
Consequently,
for Banshee
is anticipated
roll axes
a horizontal
fuselage.
goals
of attack
stability.
however
the three
Stability
The
angle
and yaw,
aircraft,
a supplenlentary
4.2
roll,
'94, we considered
(Figure
moment
arms,
of gravity
is arrived
at through
the equation:
-ClXc -C dx
which
4.1)
29
vary
with changes
of attack
Center
Lifl
of Gravity
Moment
Equation
Derivation
c .\/JDra
a..
\\
Moment
Table
4.1,
= c.g. - a.c.
= x
Lift
....
= x / cos
Drag
....
= x tan alpha
Figure
-)
Arm
4.1 Moment
Experimental
Arm
alpha
Analysis
Airfoil
Data s
E329
E327
El
Cd
Cmac
El
Cd
0.53
0.0086
-0.05
0.35
0.008
0.65
0.0091
-0.51
0.48
0.0085
0.73
0.0094
-0.52
0.56
IT
0.86
0.0102
-0.53
0.95
0.0108
1.03
0.0115
finale
0.0
C I
Cd
nili_
0.15
0.0077
0.05
-0.0024
0.27
0.0079
0.048
0.0087
-0.0048
0.38
0.0081
0.046
0.65
0.0094
-0.0072
0.45
0.0085
0.044
-0.54
0.76
0.01
-0.0096
0.59
0.0094
0.042
-0.55
0.87
0.0107
-0.012
0.69
0.0101
0.04
E325
3O
Cmcg
=Cmac,329
"_7
S ,o,
- _
(Cl,329
X329
8329
+ CI,327
The derivation
which
and
airfoil
planfonn
was assumed
planform
degrees
area
Here,
process
chord,
inches
conditions.
The
+ Cl.325
x325
$327
Stot
and
S325
c32,S,o,
+C
x325
C325
d,325
S325)
Stot
for three
different
airfoils
center
(because
of sweep-back)
of gravity
minus
c & S respectively
the
of the wing
as well
aerodynamic
due
center,
chord
length
airfoil.
was employed
of 7.43
S327
aerodynamic
x is the center
of that particular
of gravity
for cruise
area.
Stot
x327
C327
+Cd,327
had a different
c,27So,
had to account
to be the quarter
An iterative
a center
8329
Stot
of this equation
X329
329
$325
x327
G,
-tan_(Cd,329
$327
+ Cnu2c,327
through
behind
the front
Cmcg vs a curve
of the duct
and
in order
an angle
of gravity
to determine
of attack
was derived
of four
(Figure
4.2).
Static
momentarily
to its original
tend
to raise
This
stability
pitched
is ensured
to a higher
attitude.
due
angle,
If the airplane
to the
negative
the pitching
is pitched
slope
moment
nose-clown,
of the
change
plot.
If
the
airplane
the resulting
moment
the plane
change
the nose.IS
spreadsheet
was
also used
to determine
31
the neutral
point
and
is
the corresponding
will
ii :14
--r
Figure
4.2
static
margin
three
airfoils.
has been
inches
Static
When
behind
be seen
this curve
Cj curve
that
is zero.
slopes
Curve
To arrive
the slope
the neutral
the front
in Figure
Note
Stability
of the wing.
labeled
at this,
of this curve
point.
The
against
is equal
neutral
to zero,
peint
inches
of Banshee
behind
C_....
the average
on the plane
the center
lift of the
which
to be at 8.7252
of gravity.
The
graph
can
4.3:
while
the slope
By placing
upwards
while
of this curve
the neutral
placing
point
the
doesn't
appear
to be zero,
farther
towards
the front
neutral
downwards.
......
32
point
farther
back
the average
of the wing,
causes
the
plot
slope
the
of
C,, vs
to slope
The
static
margin
is defined
as:
Static Margin
i?,_n _'i,
I_
7..
(I
\\
I
l
I
\
'\
\
/
/J
\\\
i J
Figure
4.3 Cm VS C_
Where
Banshee
i)_"
X is the
'94 was
found
neutral
point
to be 0.0996
and
C is the
or 9.96
mean
percent,
chord
length.
an acceptable
The
number
static
margin
for
for conventional
aircraft.
33
ON, QINAL
PA_
OF XOOmq_Ln_
4.3
Dynamic
The
dynamic
disturbances
major
Stability
placed
concern
absence
stability
upon
with
could
the wing
Banshee
of a horizontal
the wing
analysis
retain
The governing
tail.
entailed
during
flight
'94 is a low
A horizontal
an acceptable
equations
analyzing
conditions,
moment
wings
reactions
particularly
of inertia
tail would
amount
the
be used
about
along
the pitch
tile pitch
to provide
to
axis
damping
sudden
axis.
due
effects
to the
so that
of controllability.
of this analysis
are:
Mcs =./[6)
Where
of the inviscid
used
M,
is the moment
vortex
panel
caused
code,
by the deflected
control
of deflection
surface,
of the
found
through
control
the use
surface.
Also
is the equation:
M_t
,[3----
Where
duct,
etc.,
of inertia
angular
as well
about
as the
moment
a particular
acceleration
controllability.
Plots
of the wing
By observing
of B vs 6 were
axis,
arrived
derived
found
along
about
from
through
the center
a solid
roll,
34
control
modeling
Extremely
accelerations,
of gravity
the deflected
that axis.
the angular
derived
surface.
program,
and yaw
axes.
stability
(Figures
the wing,
I is the moment
ARIES,
from
and _ is the
for B denote
could
4.4,
poor
be determined.
4.5,
4.6)
L_,. 5 I_,
t. i, ,!,
[}
I
i
D
q
D
-q
i
I
J
3t
Figure
4.4 Angular
4.3.1
in the
Pitch
_f'!
Axis
Results
6,,=x in the
of control.
Acceleration,
11_
Ill
roll
It can
pitch
be seen
and
problem
because
demands
that
dynamic
stability
axis
yaw
the
to be around
plots
are
small,
symmetry
measures
along
found
in the
axes
of the
further
was
for
the
be taken.
pitch
elevators
denoting
in the yaw
To
70
low
axis,
rad/sec
& rudders
that
controllability.
however
conclude,
2, indicating
the
it was
absence
determined
an acceptable
the
angular
This
isn't
of a tail
that
the
amount
accelerations
a
foreseeable
in the pitch
wing
has
axis
poor
axis.
35
O? _oC_
t_P&/'!,y
At
-_ r]
I _,1 . _ _1 I
F, ,t,.,,-
i,_,
1- ,:
lq
[
9 rl
-i
i
-i
i
]
)f,
A
[
I_i
4f_
F, qi'
i
T
_
Figure
4.5 Angular
This
control
surface
elevators,
to be employed
are:
was based
stability
to ensure
analysis
so that
the
1) Sweeping
use of an automatic
Roll
Axis
us to calculate
and rudders
dynamic
implementations
2) The
helped
size estimation
ailerons
The
have
analysis
Acceleration,
1I-I
sizes
on Elang's
better
the
values,
be stable
back
stability
The
final
36
sizes
alternative
during
for improved
system.
control
we decided
that several
would
the wings
for
control.
ascertained
wing
electrostatic
the
flight.
stability
surfaces.
Although
to slightly
appear
our
oversize
in Table
the
4.2:
design
methods
would
Some
of these
design
in all three
axes;
and
C'
1
_i
,_
02
?3
o
0 0
Q_
F
.'!
--F: _)
,4
'3
_
I
_!
T_
- --I0
Figure
4.6
Table
Angular
4.2,
Control
.....
IiJ
Acceleration,
Control
Surface
Surface
Yaw
Axis
Sizes:
Percent
of Chord
Length
I
I Percent
of Planform
Elevator
18.0
13.0
Aileron
18.0
2.9
N/ A
12.0
Vertical
Stabilizer
Rudder
N/A
31.7
endplate
percent
Area
of
planform
37
(ilt_N.qL
PAG_
4.4
Sweep-back
One feature
a stability
point
we decided
of view,
1) Swept-back
This
arises
wing
panel
effective
because
and
wings
decrease
produced
Normally,
with
moment.
the
created
by moments
aids
in drag
sweep-back,
'94 lacks
a tail,
Stability
System
one
of inertia
in yaw
tends
a flying
tail would
even
is to increase
on
From
reasons:
of the airplane.
lift
the wings.
the
The
side,
sweep-back
change
lowering
angle
in sweep
it on
angle.
of one
alters
the
other,
the
and
_3
the moment
likewise
stability
side
was to sweep-back
for three
of yaw
increases
the horizontal
Banshee
other
increasing
by the differences
Even
Because
it for the
acceleration
3) Sweep-back
dihedral
of the angle
rolling
2) Sweep-back
is important
have large
pressure,
a restoring
the angular
sweep-back
the effect
dynamic
producing
to implement
offset
it was
along
the pitch
to restore
Figure
4.7
the airplane
is inherently
the moments
decided
axis,
helping
to decrease
this axis.
stability.
wing
along
that
that
a yawing
to a straighter
unstable
generated
another
shows
along
flight
the
by the fuselage
method
for stability
moment
path.
pitch
axis.
have
to be utilized.
4.5
Electrostatic
The
Hopkins
electrostatic
Applied
Physics
stability
Labs.
system,
(ESS)
It is a device
was
invented
that operates
38
by Maynard
by measuring
magnetic
Drag
>
Drag
Sweepback
yields
improved
Yaw Stability
Figure
field
4.7
Effect
as a vertical
of Sweep-back
reference,
of a pound,
the StaticMaster
The
alpha
electrostatic
two-axis
uses
are also
it emits
widely
used
electromagnetic
functioning
of power
and costs
harmless
in industrial
gradient
strip of radioactive
is quite
field
and
about
$130.
polonium
and
has
hobby
axes,
is about
weighs
Its principal
which
applications
about
one-
component
measures
a half-life
650 volts
static
of about
is
voltage.
six months.
of
charges.
In a simplified
Supplied
80 milliwatts
that
the earth's
system,
radiation
StaticMasters
since
by NRD
sense,
an electrostatic
Corporation,
2937
autopilot
Alt Blvd.
39
is a solid-state
Grand
Island,
electronic
NY.
Electrostatic
Stability
System
Differential
Voltage
Amplifier
Servos:
Figure
used
that
4.8 StaticMaster
in place
on
average
Electrical
about
useless
10 kilometers
over
broader
inertial
about
near
regions
whenever
of the
thunderstorms
cause
covered
seriously
StaticMaster
ions are
gyroscopes
these
for ESS
90 percent
The
from
exists
disturbances
appropriate
concept
of complex
Placements
aircraft
pursued
displaces
sent through
by frontal
where
the electric
time
over
the atmospheric
electric
rain,
reliability
a differential
is a prime
(Figure
that
4.8).
surface.
range
method
is not
field,
Next,
7
and the signal
the signal
out to
field is sometimes
and aircraft.
magnetic
a condition
earth's
The
requisite,
weapons
the earth's
voltmeter
4O
of the
distances
snow,
ions from
is vertical,
over
charged
90 percent
malfunctions
Also,
field
is sent
to mechanical
servos
controls
can be observed
layout
which
stabilize
the aircraft
in Figure
accordingly.
A more
detailed
view
of the
4.9.
n--
ill
.----y--.--
i
i
t.
,4.
B.
i
i
Controls
i
___._.,_._
Layout
_._p
t_..__
,mL__._
'
Figure
A.
4.9 Electric
Differential
Component
E. Rudder
Voltage
F. Throttle
B. Receiver
G. Switch
Servo
D. Aileron
differential
employed
first
through
I. Receiver
diagram
voltmeter,
here.
When
a servo
Servo
J. ESS Battery
L. StaticMaster
Servo
M. Servo
represents
the overall
(DVA).
the switch
interface
Battery
interaction
mechanical
two
board,
which
converts
41
Pack
Servo
H. Switch
Servo
This
D.
Flowchart
Amplifier
C. Elevator
C.
Interface
Board
Pack
between
channel
the servos,
switch,
operated
receiver,
by
and
a servo
the analog
signal
from
the
signal
to a servo-compatible
analog
the
the DVA
travels
is
c--c---
E
C_D
f___
C2)
__
r---
G..?
f_D
C.ID
_J
-N
c___
--X
t'4
pulse-width
signal.
stabilizing
servos
4.6
The signal
the aircraft.
When
Component
Two
gravity
position
in Table
were
surfaces
through
the servos,
a direct
can be displaced
automatically
link exists
between
kept in mind
manually.
while
the
The components
planform
analysis
was
and their
appropriate
Volume,
in 3
executed,
weights
center
4.3,
Batter_
Component
Weights
Mass,
Pack
Receiver
Batter3
Pack
can be seen
and Sizes
Ibm
Density,
Ibm/in _
0.1647
2.4079
0.0684
0.2093
3.0596
0.0684
Servos
(A)"
0.0664
1.1989
0.0554
Servos
(B) 3
0.1106
1.9968
0.0554
0.6644
23.5590
0.0282
0.0808
3.5459
0.0228
0.0083
O. 1709
0.0486
0.0245
0.8107
0.0302
0.1909
10.9688
0.0174
Tank
(Full)
Receiver
Static_laster
Switch
Circuitboard
ARIES
the duct.
of
4.3.
Component
Fuel
the
- Planform
Table
ESS
the switch
the control
Placement
factors
then moves
_'as used
Figure
4.10
to ensure
displays
2 Futaba
Model
FPSI48
3 Futaba
Model
FPS3001
the final
overall
of gravity
planform
42
was 7.43
of Banshee
inches
"94.
behind
the front
of
4.6
Conclusions
From
instability.
inches
slope
the
The
behind
being
static
This
the front
stabilized
rectified
was
which
stability
working
welcome
axis.
device
proved
that
with
a major
analysis,
two
provided
pitch
our calculations
included.
the
center
be statically
the
shadow
of gravity
stable
showed
of intrinsic
placed
at 7.43
of
problem.
stability
a more
under
as expected,
pathways.
immediate
system
to our aircraft
'94 would
design
through
additions
performed
stability
provided
sweep-back
was
Banshee
dynamic
plight
in both
pitch
of the duct,
The
analysis
analysis
present
As anticipated,
the
stability
tail would
measure
electrostatic
the
stability
negative.
a horizontal
simple
outset,
First,
sweeping
in all
advanced
three
system
axes.
in which
back
the wings
Finally,
Banshee
was
placing
an
'94 could
be
axes.
showed
The
electrostatic
it to be operational.
that will empower
43
would
stability
Sweep-back
us with
better
be inherently
system
along
control.
has
unstable
proven
along
to be
5. Propulsion
System
(,
5.1
Objective
In the process
system
there
which
must
conform
5.2.1
The
flight
weight
engine
flight.
One
an)' flight
Engine
engine
94'it
was imperative
characteristics
of a flying
enough
In our circumstances
of the wing
a fuselage).
from
Banshee
horizontal
to the shape
(eliminate
recover
is suitable
be a light
of designing
to reduce
of our desired
drag
to select
wing.
thrust
the propulsion
As in all aircraft.
suitable
for runway
system
factors
a propulsion
to have
should
also
of a flying
excess
take-
wing
power
to
difficulties.
Selection
selected
and maneuverability.
The
engine
to meet
selected
the requirements
was a single
expected
for level
OS Max 91 VR-DF
uAx.91VR-DF
Figure
_t'
5.1
OS Max
91 VR-DF
Engine
45
PNmgo4_
PAO_
n'..Af_
NOT
Ftl.M_
gas engine
Along
(figure
engine
is positioned
The
market.
because
A ducted
of time
designed
with
run
at high
performance
This
than
ounces
engine
sufficient
The
and
20%
RPM's
gives
power
sinks
engine
achieved
The reason
to the wings
along
the centerline
differently
shape.
for
The
of the aircraft.
from
to over
fuel
of the previous
to simulate
The
jet
and
This
of 4.6 BHP
system
engines.
heat
fan use.
Ducted
during
fan engines
91 engine
3.0 pounds
with the
engines
the engine
enhancement
and insures
are
with 20%
enables
and a static
fan
shorter
OS Max
of nitromethane
abilities.
for ducted
ducted
and approximately
output
on the
of the aircraft
especially
at high RPM's.
high performance
engine
Sabers,
the body
of this problem
46
and
propeller
the engine
Because
the aircraft.
made
conventional
a total power
within
new
by this engine.
RPM, 1: causing
engines.
such as F-16
gas engine
runs on a standard
lubricant.
the engine
aircraft,
12 without
to maneuver
aircraft.
of a propeller.
is a relatively
it can be placed
velocities
of 22,000
and enhances
surpasses
of gravity
controlled
conventional
heat
fan instead
controlled
is a two stroke
is designed
at speeds
assembly.
nitromethane
remote
91 engine
large
25.77
Ducted
fan engine
periods
weights
91 VR-DF
OS Max
perform
wash
engines
a ducted
remote
Data
in many
It is used
The
propeller
Manufacture's
OS Max
high performance
91, we selected
4.5 inches
It is used
engines.
in many
was to eliminate
5.2.2
entire
used
this decision
also
5.1),
thrust
that there
to
of
of 14.0
will be
lbs. _-'
5.3
Methods
Two
ducted
of Propulsion
main methods
fans.
Both
are extensively
propeller
piloted
maintenance.
a nose
is one major
error
simplicity
engines
and
the controls
would
aircraft
industry.
There
the airfoil
a flying
aircraft
The
elevators
the ducted
The propeller
of the propeller,
over
are currently
driven
cone.
propeller
there
called
beginning
delayed
engines
can be easily
mounted
of the engine
makes
is a turbulent
propeller
propellers
aircraft,
and
but propellers
to become
accepted.
flow
are very
propulsion
systems
reliable
Propeller
surfaces,
the control
it useable
wash
mainly
wing
is an inherently
more
unstable.
of the elevators
This
or ailerons,
Fan
47
originates
This
unstable
undesired
resulting
The
in many
little
of the engine
aircraft.
with
speed
turbulent
air over
the
Making
is undesirable
the lack
possibly
in catastrophic
rotation
and travels
situations.
of control
could
On all
the engine
configuration,
effect
very
by the high
from
lack
in the
aircraft.
on some
is produced
difficult
of time.
shaft
for many
the elevators.
of the aircraft
for a period
and take
on to the driving
of air which
a flying
Ducted
used
wash.
or ineffective
Since
disadvantage
makes
in the performance
5.3.2
considered
Propeller
wing.
make
were
Propellers
Free
remotely
methods
used while
5.3.1
of propulsion
for
of control
create
consequences.
an
Ducted
Ib
remotely
piloted
internal
engines.
be mounted
fan engines
have
aircraft.
Ducted
The reason
inside
Ducted
temperatures.
than
other
ducted
overheat
The
fan engines
when
Besides
pointed
are very
91 engine
diameter
with
nine blades
driven
sensitive
engine
aircraft
for
jet aircraft
is because
with
of their
ability
to
which
fans
which
makes
in its scale.
run at high
them
One
the advantages
fan.
The Ducted
substitute
the flow
fan Assembly
have
drawback
speeds
and high
a greater
output
and have
been
known
to
equipment.
of overheating,
specifically
and drive
of propulsion
in scaled
with a ducted
is made
as a form
used
in these
engines
of the ducted
the possibility
OS Max
counter-clockwise
propeller
to work
Ducted
not operated
our team
are primarily
application
Ramtech
high performance
two stroke
accepted
of the aircraft.
5.2
fan engines
been
fan engines
for their
the frame
Figure
only recently
for a propeller.
48
over
propeller
Fan assembly
91.
The
The
blades
driven
being
used
fan blades
which
directs
engines
with the
inches
in
rotate
the air to flow
parallel to
the duct.
and integrates
itself
engines
heat sinks.
through
the center
approximately
adequate
5.4
to the engine
thrust
to make
The assembly
flying
to produce
attached,
each
wing
design,
of 22,000
center
of gravity
assembly
Both
engines
time
of 10 minutes.
many
it was
very
difficult
and control
A single
be simpler
unequal
thrust
Giving
the current
two ducted
Engines.
These
from
the quarter
at static
passes
of
more
received
fuel tank
than
chord.
and
at equal
Each
operated
fuel tank
was
thrust
difficult
levels.
22 inches
engine
was
fan
at a maximum
located
tank,
engines
placed
a central
system
The
were
was a 12 oz fuel
engine
engines
one pound
fuel from
The twin
fan engines.
conditions.
approximately
The central
flight
used
11 inches
weighed
of the aircraft.
As a result
Elang,
Fan Gas
and
approximate
also
over the
assembly
14 pounds
RPM.
in yaw
The
the OS 25 Ducted
engine
speed
engine.
about
flow
of our aircraft.
predicted
resulted
to the front
entire
Engine
Last years
cases,
of the engine
an aerodynamic
The
and produces
at the neck
is mounted
3.0 pounds
Single
used
near
giving
the
the
to operate.
These
In
conditions
problems.
propulsion
engine
will eliminate
to adjust
to the engine
will be eliminated
team
decided
the possibility
during
with only
to utilize
of these
preparations
one power
49
a higher
problems
and flight
source.
horsepower
reoccurring.
tests.
The fuel
The
mixture
single
It will
possibility
of
can be easily
adjusted
by the needle
5.5
valve
to regulate
is the heaviest
of the aircraft.
control
The
fuel
location
of the center
accordingly.
components.
was placed
effect
on the center
of gravity,
away
edge
of gravity
can be place
of the internal
of the airfoil,
The
the internal
After placement
4.5 inches
assembly.
of gravity.
and makes
This
the duct
in length.
system
is composed
of fuel
will give
of gravity
heaviest
fuel
94'an
time
of fuel remaining.
internal
correctly
tanks located
estimated
The
fuel
and because
there
engine
running
unstable
by a series
because
center
of reducing
of tubing
fly, without
on opposite
of the duct.
time of 20
taxi, and
is the possibility
to the engine
to a Y-connection
on both sides
The positioning
component,
12 ounce
adequate
of the airplane.
of two
the Banshee
the aircraft
of the center
the aircraft.
of the propulsion
System
concerning
inches
20 inches
ounces
minutes.
through
the correct
of the internal
assembly
is only several
Fuel
on the aircraft,
is the location
the engine
of the airplane
Twelve
and
the moments
components
location
object
in the design
After determining
components
to counteract
5.6
power
Location
the maximum
the
they
of gravity.
stability
which
If
of
passes
5o
sides
proceeds
to the engine
inlet.
_multaneously.
This configuration
(mgine
already
produces
5.7
Engine
Type
The current
lower
power
effects
an appropriate
engine
outputs.
of varying
was
The
wind
the variables,
were temperature,
the
were
wind
attached
gages
The thrust
voltage
and thrust
were
to measure
secured
gages
tests were
before
The
RPM's
and
tachometer
using
similar
to determine
of
the
input devices
RPM.
The constants
consisted
sensor.
of an aluminum
of the engine.
meters
which
amplified
the experiments.
The photocell
engine
testing
the signal
tachometer
to determine
and
Each pair
in to useful
between
to determine
fiber optic
when
on two engines
51
available
to the propulsion
was
bar
A linear relationship
pressure
engines
rod which
the thrust
torque
gages,
The
to a flexible
and
to
of the tests
of a strain
or a fiber optic
was made
were utilized
the engine
team.
the
sensor
power.
conducted
the
engines
wind tunnel
during
several
to measure
the experiment.
engine
torque,
The mount
to voltage
was calibrated
of experiments
the experiments,
by a stand.
connected
during
at maximum
The
and
tube because
output.
and photocell
mount.
from an exhaust
fuel mixture.
was determind.
velocity
running
gages,
were
freestream
used
and
of strain
gage
were tested
on engine
both tanks
a series
wind velocity,
on an aluminum
two pairs
of the strain
data.
pressure
to the engine
containing
thrust,
to draw from
to be pressurized
after
pressure,
tunnel
mounted
engines
the engine
vacuum
selected
velocities
In order to record
determine
enables
The
is
max power, was tested at wind tunnel speeds from 0 to 100 mph.
Freestream Velocity
The OS 25
ducted fan engine test resulted in 2.0 lbs of thrust, which was lower than the manufactures
data of 3.5 lbs.
experimental
maximum
The
level using a
fan engine.
In many cases the manufactures
The output of the engine can fluxuate
improper fuel choice.
data is greater
due to an improper
RPM.
Even though
these mistakes
may be
team calculated the thrust output of the engine at several engine speeds,
75% (16,500
to realize
100% (22,000
RPM),
made
to the
change in velocity.
The f'trst calculation was taken at one quarter (5,500
engine.
The purpose
output.
outpm of the
52
to the
figures
calculated
by the aerodynamics
The second
series
of experiments
of this calculation
a large percentage
abilities
throttle.
These
maximum
the
experiments
current
to made
maneuvers.
these
flying
RPM).
conditions,
limits.
RPM).
The fourth
conducted.
performing
The experiment
The proposed
the tests
The
results
vs. Velocity
on the current
at 100%,
from
calculation
of the engine
The
was
taken at full
at the manufactures
75%,
velocity
the OS Max
50%
and 25%
testing
These
with
manner
tests
were delayed
91 engine's
as the
the calculations
increased
smaller
engine
previously
taken,
tests
by
power.
and calculations
can be seen
in the Thrust
- Drag
5.3.
of the drag
cruise
to handle
the engine
plot in figure
At the intersection
engine
and power.
aircraft.
output at normal
and aerial
(11,000
thrust data.
because
were
during climbs
weight
determined
of the flight
team.
curve
of the Banshee
estimated
at 35 mph.
The maximum
velocity,
estimated
at 93 mph.
The
velocity
estimated
at 76 mph.
maximum
94',
thrust
through
assuming
curve
the engine
during
velocity
testing,
the manufactures
at 75% power
53
is the cruise
of the
has been
data is accurate,
horizontal
flight
is
is
80 2_4t, 1Brim
14
13
I!
',
-4
"_-
"*
4 /
"6.
"= -q,
"._
'
.L=..- -_
20
Figure
5.8
5.3
Excess
After
notice
Thrust
reviewing
power
thrust could
When taking
for cruise
the engine,
significantly
15
40
4.5
_rG
55
60
_L_
/o
"/$
00
IL_
90
95
_0
vs. Velocity
the results
of the current
delivered
by the engine
The extra
required
- Drag
]10
Power
the excess
choosing
_1
off from
a small
larger than
percentage
cruise
it is easy
considered
to use extra
it is necessary
cruise
conditions
of the available
velocities,
performance,
to
when
thrust when
needed.
of reasons.
a static position,
Therefore
predicted
conditions.
but only
fan engine
engines
to have
a greater
velocity
power.
Take-off
power
is required
than
thrust of
velocities
are not
in several
other
areas.
An additional
engine
The
is selected
greater
need
for power
to perform
the engines
power
at only
is required
cruise
velocity,
the aircraft
higher an aircraft
54
of the aircraft.
If a
When
selecting
an
less limitations
reason
greater
additional
chance
power
power
possible
errors
flying
maximum
in the Banshee
is greater than
additional
factor
to connect
This problem
pass
through
fiber
reduce
the blockage
5.9
Rate
in the original
not noticed
the wings
is solved
carbon
not estimated
and
rods.
The
was
he would
available.
The
but to compensate
The engine
must
Some
made
must
for
use a
of the
also compensate
for
were the
fiber
design.
stages
block
airfoil
and to make
conditions,
a symmetric
This
by creating
power
in the assumptions
in the early
as spars,
is more
the calculations
weight
an easy transition
of design
rods passing
carbon
through
produced
the duct.
will contain
the control
of interest
to
of climb
As discussed
for utilizing
which
for error.
to give
for flight
power
objects
rods and
To compensate
We wished
an error in judgement,
if there
There
One
These
also allow
source
wing.
unpredicted
rod, used
capabilities,
in calculations.
or power
to compensate
would
material
the
on the planes
Excess
errors
previously,
an engine
with excess
power.
55
reasons
group
velocities.
calculations
at various
power
outputs
and
These equation used to predict the rate of climb of the aircraft was
RC = Climb
rate
T = Thrust
V = Velocity
R C = 60,
The results
shown
formed
in figure
a plot of climb
W=
Weight
D = Drag
( TV- D I,
J
W
for power
outputs
as
5.4.
gy"
10
14
13
12
'\
t
tO
Raw
dOmb
O_n)
"L
t_
I]
/
9.
|
/
6
5
/
4
$
/,
2
/,
/
i
/,
0
,
20
Figure
5.4
The maximum
5.10
Climb
Rate
rate of climb
40
60
O0
m
mO
vs. Velocity
with 75%
thrust
is 19 fi/s at 55 mph.
Equations
Other calculations
which
resulted
56
plot were,
lift-
the aircraft
elevator
control
= density
W=
Weight
S = Surface
V_
angle
be for the
lift-off
of attack
of attack
estimates
and without
C t = Coeficent
Area
Vj = stall
Lift-off
Velocity
V_o = 1.2V_
The
angle
velocity
the speed
using
at
the
surfaces.
As discussed
The lift-off
lift-off
distance
=56.2
velocity
and without
T = Thrust
pSCt
=38.81
is slightly
mp_
greater
using
than
the cruise
the same
velocity
assumptions
of 33 mph.
of a 4 degree
surfaces.
D = Drag
Lift-off
lift
speed
= 1.2,
/_ls
of
g = gravity
Distance
2W
Djo =1.44
Thrust
D_
The
estimated
landing
distance
at 75 %
=64.59
/?
is predicted
using
a landing
I_o = Ve_
D_
ing _)tis_bqc_
2s
velocity
VL = Landing
2s
a velocity
of 35 mph.
Velocity
D_
57
at fifty
a = acceleration
= 59.83
fl
!
t
i
i
5.11
Conclusion
After
engine
considering
with a adequate
propulsion
engine
Design
project,
engine
meets
hopefully
the needs
91 engine
stable
expecting
flight,
94 ', a light
91 DF-VR
Ducted
of the current
high power,
running
time.
Fan Engine.
The
room flight
or design
Advanced
of future
58
weight,
and reasonable
the expectations
continue
of the Banshee
rate of climb,
team decided
satisfies
OS Max
the needs
the design
parameters
Aerodynamics
design
groups.
single
The
OS Max
changes.
91
The
Aerodynamics
significantly.
Design
group
The
and will
6. Structures
6.1.
Introduction:
The
structures
'94.
responsibility
has
surmounts
loads,
group
group
sectional
requirement
order
given
aircraft
Deas
and
confirming
of the plane,
plants,
to accomplish
The
results
from
displacement
(or deformation)
experimental
tests
bottom
against
on test
with Kevlar
the values
given
This
integrity
of the aircraft
through
these
the
have
shape
design
structural
tasks,
Nastran
by the FEM
used
Program;
made
was tested
codes.
59
and
a large
group
analyses
the
to assure
deflection
on stress
of connections
different
In addition,
section
section
boundary,
the
for all
arrangement
and to respond
to the
uses two
group
structures,
thickness,
as well as to obtain
group
any
Another
since
gear,
of
since
also to be determined
The structures
safety
of the wing
beam
of the
in the structure,
is to determine
weight
performance
structures
the
possible
aircraft
the structures
MSC/Nastran
the group
group
integrity
geometric
unstable
Control
the structural
the
exis:ing
the
of maintaining
The deformations
of the structural
structure,
the
acting
become
Ultimately,
In
the
shape
of the aircraft
important
is to determine
stall and
parts
upon
displacement
group,
effect
of the structure
the plane
the cross
is responsible
deformations
there is no excessive
may make
the Aerodynamic
the problems
detrimental
the
make-up
with
has to be accomplished
of the
mechanical
that
integrity
weight
material
group
working
The structures
The structural
excess
group,
of PVC
to failure;
a detailed
Finite
simple
the
foam
Element
analytical
especially
with
structures
covered
the data
analysis
obtained
for a
pakages
methods
regard
group
to
for
the
conducted
on both
was
l-
top
and
compared
6.2.
Material
For
selection:
construction
construction,
and
aluminum
shape
etc...)
They
Composite
proper
composite
weight
are
also
sheet,
or "skin",
1960's,
to as
profound
impact
advanced
on
defined
as
stiffness)
fibers,
material
anisotropic,
consisting
which
is embedded
materials
because
ratios
including
of their
Among
the
care
strength,
Using
"core"
would
little attention
that a composite
provide
the best
filaments
started
a new
filaments
like boron
remarkable
An
have
for
structure
strength
to
high
high
mechanical
composite
and
and even
has been
chosen
are
has
This makes
physical
properties
metals
such
is
the
that
and new
as aluminum,
materials,
expensive
structural
and
the weight
than
their
applications
stiffness-to-weight
modulus(or
such as Kevlar,
for the
had
material
high
are more
strength-to-weight
and graphite
matrix.
of composite
structures
of
composite
strength,
materials
generation
of material
homogeneous
the properties
materials
class
advanced
small-diameter,
6O
with
the resulting
Kevlar
and needs
we decided
thermoplastics,
properties;
handled
great
to advanced
though
composite
important
if not
in an essentially
polymide,
Even
easily
continuous
materials
by 30%.
counterparts,
such
In addition
and nickel
is reduced
since
wood,
damage
technology
of
(balsa
wing
This
design
material
titanum,
airframe
construction
to a complex
of boron
composites
conventional
applied
to a foam
modulus
categories;
when
durability
basic
fabrication
and
the emergence
with
two
Conventional
can afford
laminated
Composites
referred
metal
however,
Comparing
In the early
matrix
in nature,
are
construction
brittle
construction,
composites
there
maintenance.
of a face
materials,
94".
6.2.1.
Kevlar:
Kevlar
nitrogen,
Aramid
and is produced
properties
are low,
due
organic
high tensile
fibers,
strength
There
myriad
overall
and
49 aramid
shatter,
fiber
characterized
by low
performance
composite
damping,
up to 40%
of the weight
4 times
tough
laminates
If compared
are characterized
Kevlar
fibers
does
not bond
will bond
aircraft
structurally
for the
high
tensile
Banshee
to
by their
light
to damage,
for reinforcement,
behavior
of
elongation
aluminum
Kevlar
Usable
61
design
strength
stress
rupture
matrix
in
causing
the
fail, would
fail
Moreover,
because
It is used
the reinforced
it is
in high-
and
stiffness,
are
the
composites
main
can save
49 is linear
strength
at less than
resin,
if they
It
integrity,
compromised
high
and
to the resin
to the
for
low weight
structural
modulus
weight,
fatigue,
some
of the
type 49 weave
directly
materials,
and
49. Out
and
'94 structural
strength
where
a Kevlar
directly
leaving
the
Kevlar
these
resistance
of T075-T6
we chose
scenario
49 is applied
produces
fibers
and
its material
of Kevlar
29 and
In the same
applications
stress-strain
Kevlar
is preferred
and
If Kevlar
primarily
Other
density,
properties
The
of Kevlar,
quality
impact
to be brittle
catastrophically
fibers
aramid
oxygen,
With
Kevlar
properties
to the
of Kevlar--
construction
of an isolated
vibration
types
material
Kevlar
different
of the wing
This allows
polyamide
of fiber materials
also chosen
the case
aromatic
matrices
polymers.
and low-cost,
the compressive
of resin
hydrogen,
are two
of numbers
the majority
was
the
of carbon,
polyamide
strength,
however,
coupling
compound
long-chained
structure;
to poor
organic
by spinning
of low density,
and impact-resistant
other
is an aromatic
to ultimate
of
Kevlar
halfthe
density
failure
49
in tension
reinforced
In addition,
epoxy
Kevlar
at
is
49
on a pound-for-poundbasis
is five times
illustrates
curves
tensile
stress/strain
as strong
as steel.
HS
_.
Figures
11
Kevlar 49
Kevlar
The
I
graphite
glass
"_
i 29
Boron
D
HM
4,
Other
graphite
organics
E glass
'N
'
o N i' uT
0
Figure
Boron
!0 _ in _
S-glass i
HS 9rlphile
400 _'--HM
300 '
Aluminum
7075.-T6 ..
IO0
Non'_x
Figure
6.1b
1.0
Stress
2.0
and
strain
3.0
curves
of vorious
4.0
fibersl
epoxy.
( Reproduced
from
Airframe
Structural
Analysis,
62
by Michael
C.Y. Niu)
6.1a
& 6.1b
Kevlar49 is
In addition
advantage
it can
in many
resins
water
Kevlar
make
the surface
carbon
6.2.2.
it hard
have
Carbon
Kevlar.
Their
during
offer
good
not
fiber-matrix
with metal.
in hybrid
composites
high adhesion
makes
to
take
completed
it has been
Epoxy
resins
bagging
treated
with
edges
For
industry.
them
useful
have
( about
also
3%)
adhesion.
areas
in contact
cure or vacuum
been
fiber in designated
or graphite
in aircraft
does
reaction
of each fiber.
to reinforce
This would
glass
no galvanic
applications
properties
However,
once
are used
resistance
Their conductive
with
properties
high-performance
excellent
and exhibits
be combined
of the unique
Epoxy
When
nonconductive
of the control
these
reasons,
a resin
matrix
like a shag
carpet.
surfaces,
which
is done
we have
also
decided
to use
high strength
was
needed
Since
of the craft
Fiber:
The carbon
the area around
the components
decided
that a layer
strength
lost
of carbon
to areas
in the upper
fiber would
where
surface
have holes
be used around
of carbon
in them
the holes
since
it would
and
component
for access,
to regain
have
no foam
some
it was
of the
for support
and rigidity
To further
spars
were
placements
the strength
inserted
through
to add support
in the duct,
these
areas
63
joint,
These
extend
to
areas,
both
two
rear
carbon
fiber
landing
gear
6.2.3.
PVC
Foam
Core:
The composite
t
a cushioning
medium,
to withstand
the majority
The purpose
of the shear
forces,
of the wing
There
foams
and
polyvinyl
chloride
PVC foams
for many
has excellent
tension,
of foam
PVC
adhesion
foams
the PVCs'
weight,
closed
is much
strength
Another
qualities
stronger
strengths
reason
to shape
3 lb
PVC
density
without
We
good
and rigidity
that
we opted
to support,
to use
control
Lastly, PVC
density
for fewer
with composite
causing
Due to
undesired
skins
communication
the
The foam
and allows
this foam
Polystyrene
permeate
crumbling
felt
94",
is its compatibility
a uniform
structures:
than polystyrene
that
Methods
"Banshee
and sanded
45,
in composite
For the
and shear
cell construction
type
maintaining
It can
'94, we chose
be the
lightest
the
while
of analysis:
Today,
application
PVC
used
be hot wired
6.3
foams
First,
compression,
Klegecell,
commonly
(PVC)
reasons
This reduces
It has better
of foam
there
of stress
are
many
analysis
a) Abaqus
and Ansys
anisotropic
materials,
b) _
buckling
finite
element
methods
which
dynamics
While
permit
the
good for
is an excellent
method
for analyzing
and vax
64
composites,
non-linear
post
efficient
c)
I-Deas
is a graphical
d)
Nis......_aa
is good
e) Msc/Natran
structures
The
method
l-Deas
Research
groups
is a finite
After
or elements
The
graphical
but poor
method
The
stress,
strain,
three
the model
borderline
between
for some
I-DEAS
results
since I-DEAS
our wing
the Kevlar
with arbitrary
thickness
over estimate
the stress,
one needs
are
non-linear
and
displayed
the
structural
along
the span.
structures,
models
of
are then
into four
for a worst
65
number
entered
with
Since
elements
I-DEAS
forced
solid
Dynamics
of the object
the forces
graphically
we were
and
on either
allowing
drawing
to the desired
The maximum
a
Structural
to
of nodes,
the code
in
and restraints
different
colors
ranges
the wing
by
CAD
down
to break
as a shell.
definition
to be analyzed
or deflection
elements
produced
of composite
the
code
has to be broken
modulus
model
the complexities
we chose
modeling
we decided
and twenty
component,
analysis,
of the materials
and shear
to the
First,
element
properties
different
assumptions
the
handle
chose
direction,
for structural
and vax.
CODE:
be analyzed
representing
on composite
Msc/Nastran
Corporation
to be applied
an analysis
is excellent
structure
I-DEAS
for doing
ofanalysis.
of analysis,
6.3.1.
method
is not programmed
to make
thickness,
thickness
shell.
case scenario.
a number
Since
our
to
of
or as a solid,
of the wing
in the chord-wise
main
lies on the
structural
also cause
the program
to
Sincethe model can be madeof only one material for use of I-DEAS, our
compositehad to be convenedto
Since the calculation
a single
"material"
Modulus
be small
the shear
modulus,
be supporting
the values
the majority
Finally,
the forces
vertical
loading
weight,
the weight
is shown
shown
the
was
in Figure
Control
from rotation
the
resultant
The
A diagram
properties
and Kevlas
proved
be neglected
to
However,
conditions
from
The moment
Finally,
entered
cruise
forces
drag
could
material
for
that it would
stresses
62
6.3
group.
of these
the
of the foam
of the PVC
of the wing,
in Figure
modulus
to enter
loading
of all forces
root
was
given
to the model
lift distribution,
at the quarter
restrained
in all three
chord,
The
component
A graph
by the Aerodynamic
applied
was
applied
elliptical
of 10 fl-lbs,
the wing
the
were applied
of this load
group,
and
was given
is
by
6,4
10. 3
Ibt'u_ 10.3
F/
1000_
-I10.00 q--
i
7_.00
p
0.00
_ooo"
i
20.00-
F
O.OC :
-_.00
.,_0.00
5100
::i
'
40.00"i
3_00
nnn
_._k
10.00
Y,_
Figure
_00
6.2: Lift-Weight
--.;
0.00
_000
Loading
66
Figure
l
_
1000
1
210.nn
)000
dlO_
After
Von Mises,
maximum
stresses
maximum
stress
occurs
occurring
238 KSI
of the
principal
in the
at a given
Kevlar
shows
a maximum
these
values
skin.
diagram
This maximum
as being
for
printed
The
can be seen
Mises
The diagram
acceptable
were
stresses
Von
point.
deflection
are
the results
in Figures
which,
value
two
confirming
6.5 and
in short,
in Figure
of an inch.
soundness
|O-Bt oq)
of
I_
_ -s_- i b_mmJ
Figure
6.4:
Load Forces
67
Applied
6.6.
is the total
exaggerated
thousandths
the
for XY
plane,
The
of all
of the deflection,
almost
readings
to Wing
in I-Deas
6.7,
We felt that
the
3): 11
structure
p,3
,4
f$.,
/
!
I
_O
Figure
6.5:
Sresses
68
,.,
;_-J
P
R
r.
t
1I
,f,,
,;|I
I!!
--
.--j
t
q
.m
!
p,
Figure 6.6:
Von-Misis
69
and Maximum
Principle Stresses
__
0
I_
0
0
0
0
0
e;
(w
\
C
"C
i
0
0
E
i
0
o
0
^_"
qP_
eo_
WD
_e
11_
Figure
6.7:
Wing
7O
0
0
0
Deflection
__c_
6.3.2
Msc/Nastran
Code:
Msc/Nastran
analysis
CQUAD4
OR CQUAD8
Beam
(Using
bar elements)
c)
Plate
(Using
CQUAD4
d)
Solid
(Using
CHEXA
uses
a Finite
of a structure
for defining
and loading
(see Appendix
1 Executive
Element
file
a structural
model
elements)
elements)
Structural
are represented
are calculated
model,
wherein
by a finite number
the
distributed
of structure
elements,
assumptions,
for "Banshee'94",are
generated
to grid points
the procedures
through
deck-
problem
identification
Nastran
Output,
pagel )
and coordinates
and constraint
( pages 3 to 6)
codes
(p 3 to
6)
5 Elements
- Elements
connectives
6 Properties
required)
L
w
7 Material
eight
DI )
control
2 Case control
a data
elements)
steps
(Using
b)
properties
generates
stress
Msc/Nastran
physical
which
(pages
identifications,
- Young
identifications
3 to 6)
- Material identifications
(pages
property
and thickness
(or section
3 to 6)
Modulus,
Poison
71
ratio (pages
3 to 6)
properties,
if
f
f_
are great.
at the point
_w
the results
from Msc/Nastran
The Maximum
of maximum
Stresses,
values
suggest
codes
From
we
that
these
have
2.766
numbers
be To further
to those
Principal
and
1195
assumptions
have
investigate
113.62
lb/in".
impact
564.33
lb/in:.
differences
in these
on the results
values
we find
and l-Deas
Finally,
large
the l-Deas
this, we performed
lb/in 2 and
The
a great
(p. 3to 6)
for Msc/Nastran
is 3.983
lb/in".
of forces
Stress
lb/in 2 and
lb/in:
the different
components
Mises
they should
and Cartesian
of these
may be higher
an experimental
than
section
6.3.3
Experimental
To check
decided
whether
to compare
obtained
Analysis:
the assumptions
the strains
of a computer
20 inches
long, 2 inches
layer
of
laminated
where
Kevlar
the maximum
to fifteen
pounds
experimental
failure,
deformation.
strain
error
the
(Fig6.8).
failed.
lower
of the
thick,
of a composite
same
and
specimen.
1 inch wide.
would
occur,
a strain
The deflection
The test beam
surface
The
Kevlar
_uckled,
approximately
of
the
foam
codes
cantilever
core
with a
Weight
between
was measured
and found
zero
with
15%
to be near zero
it was
At the fixed
was affixed.
and
correct,
specimen
made
were
test specimen
It was
surfaces.
gauge
codes
72
b
and deflection
simulation
beam
used
suffered
and assumptions
failing
massive
used for
t_
the wing
All forces
Figure
6.8:
were
applied,
in Figure
Test Beam
69.
including
From
the distributed
weight
Dimensions
Figure
of the beam
6.9: Comparison
codes
Comparison
of analytical
ethods
The
are a
of Test
and l-Deas
6.3.4
itself
Data
with Msc/Nastran
6.3.4. I. _Veight/Strength
Minimizing
design
the weight
of the aircraft
of structures
the design
dimensions
out the
materials
such as
such as a geometrical
block
loading
(geometry)
optimum
of the structure
configuration
of the
as to breaking
73
consideration
PVC,
Kevlar,
strength,
structure.
deflection,
exist),
The
fatigue
as
all loads.
and Graphite,
wing containing
systems
in the present
on
a designer
loading
etc ....
system
o +9
= (p,
= (o F.S) + 13
F. S) + (A - 9)
(equation
6.1 a )
(equation
6 I b)
where
Ultimate
FS
member,
of a uniform
Moreover.
materials
a factor
Factor
Normal
Area
has
strength
Densit,,
Such
tensile
the
section,
of Safety
Force
dimension
of length
It represents
the
at which
the material
fail in tension
under
the factor
is considered
can withstand
(Appendix
as the
of maximum
D2)
Factor ( StrengthrWeight
) PVC
Factor
PVC,-Kevlar
(Strength,%'eight)
limit
= 152 inches
74
160
inches
length
displacement
of vertical
the
6.3.4.2.
Check
Shear
Stress
and Bending
An additional
the spanwise
wing
method
assumed
acting
the airfoil
6.3.4.3.
Section
PVC
and which
Properties
foam
Modulus(E),
product
section,
"Q45"
of a Young
Modulus
ofva_'ing
rigidity
is distributed
value
along
and bending
geometrical
the aerodynamic
(see Appendix
along
tapered
as a total load,
as a homogeneous
In the case
of
moments
which
center
is
of
D3)
Materials
must be calculated
and through
spanwise
However,
role in analysis
stress
57 in: ) is considered
in the Z direction
its thickness
El takes an importanI
the flexural
wing(565
is considered
a constant
shear
of the Composite
being
the beam
for checking
is based
Moments
the flexural
material
rigidity
which
&Inertia
of each section
the wing
is treated
deflection
due to bending
with
its
Young
is defined
(El),
as a beam
varies
as a
along
the product
and torsion,
therefore,
are
= 922480
lbin:
El(E328)
= 512193
lbin:
El(E325)
The
Appendix
procedure
of flexural
El(E327)
= 330174
El(E326)
= 42279
= 150195
lbin:
lbin:
lbin:
rigidity
calculation
is described
and
of PVC foam
and Kevlar:
EI(E327)
= 2050000
lbin-"
EI(E326)
= 1180000
lbin z
D4
= 44600001bin:
El(E328)
= 32400001bin
El(E325)
z
=
360000
Ibin:
shown
in the
!
T
The procedure
to calculate
sections
properties
of the composites
is described
in (Appendix
D4).
With
specifically
considerably
curve
defined
respect
to aeroelastic
important
In the case,
to the twist
of the wing,
angle
treated
as the moment
effects,
tapered
the deflection
from
wing
of a control
is due to bending,
as a beam,
swept
the M/EI
and torsion
The deflection
a tangent
is
contributes
to the elastic
diagram
surface
between
curve
at the root
points taken
is
about
the
the
tip
tip j
6_T = _(M_y / EI)dy
(equation
6.2)
where
6R:
y
the spanwise
deflection
the distance
between
centroid
of elastic
load
(Nt_I)
and
o Flex.
Wit_d
dlrelior_
"
f/
1--J"
\
\
- Root
\ "rip\
--"'_"J _
\ \
(Reproduced
from
6.10
Airframe
inbd
Structural
76
Analysis,
by Michael
,,
Tip
Figure
""_--_--7
N. Y. Niu)
i_
The
result
inches_ whereas,
the deflection
Kevlar
decreases
to the value
of the
composites
hand-calculation
program
from
inches
0.0035
moment
moment
program
inches.
considered
the
hand
is smaller
calculation,
defines
than
that
that,
from
of PVC
and
the
value
as the
from
commercial
63)
due to the shear
obtained
is 1.14
as:
the deflection
can be neglected
foam
to the deflection
inches),
means
PVC
is compared
(0.0284
This
being
of the
of the composites
As its results
the Nastran
off about
is run, it produces
the bending
obtained
is short
due
Nastran
force
program
(see
is
from
Appendix
D5)
Taking
into account
the composites
program
( 160
(maximum
inches),
as well as comparing
displacement
= 0.0284
from hand-calculating(maximum
conclude
that
The
deflection)
the wing
concept
The
and B is given
in the static
deflection
by the equation
the results
inches,
displacement
of structural
angular
of Strength_vVeight
including
= 00249
due to torsion
about
GJ is known
PVC
as the torsional
77
stiffness
and Kevlar)
group
and
can
loads
for Torsion
64)
for
the Nastran
the structures
the elastic
(equation
from
foam
its basic
I1
0A - 0 B = I_(T/GJ)dy
Where:
obtained
inches),
under
of the materials
axis
( or chordwise
between
point
Elastic
Figure
(Reproduced
The values
Structural
stiffness
= 637200
JG(E328)
= 3348001bin:
deflection
sweep
equations
INn:
101520
lbin"
Ibin-"
changes
in airload
loads
contribute
due
to
structural
more
and
more
This was
done
as
Methods:
Construction
of the wing
the block
airfoil
was made
easy by designing
extrapolations
of the root
shape
linear
of foam
was begun
first cutting
airfoils
= 26783
as:
227610
JG(E326)=
that
N. Y. Niu)
show
loads
by Michael
increases
6.4. Construction
were
Analysis,
lbin:
JG(E325)
above
deflection.
are obtained
JG(E329)
The
--__*'_"'_
- "
from ,Airframe
of torsional
axis
to the shape
affixing
to coincide
were automatically
by cutting
of the wing
the wing
to their
at specific
produced
78
the foam
core.
planform.
Obtaining
chordlengths
the desired
midspan
that by making
ends
at each
of the foam
template,
b)
airfoils
templates
block,
the
and
midspan
When
the
components
core
were
to build
were
hollowed
micro
are small,
on the surfaces
spheres
reduced
its weight
while
weight
of the aircraft
bagged
applied
stress
material
the
build
molding
that
would
of glass
of
wiring,
or phenolic
Into
the
these
the foam
by the
The
Since
of the wing
were
The
as
fitted
blocks
effect
of these
gear
resin
its stren_h
out.
On the bottom
be covered
received
skin layer
that
with the
of this layer
on the surface
of
Micro-balloons
is mixed
effect
a thin layer
of the foam
was
resin to
to reduce
with something
resin
Kevlar
skin
was
and then
added
in which
in an air tight
This process
carbon
fibers
on
in a wet
lay-up,
the component
bag
eliminates
layers
and
cut
hollowed
wiring.
fixtures.
were
were
is the process
to the component
cavities
gear
of this
surfaces
maintaining
Vacuum-bagging
of absorbitent
small
of landing
made
than untreated
On top
control
the shock
hollow
that is lighter
the
balloons
cut,
layers
are to dampen
After
been
of alternating
blocks
had
Then
excess
polystyrene
is placed
a pressure
air bubbles
and
then
vacuum-
between
of
layers
25 inches
resin
The duct
form,
and
then
was
Hg is
cause
produced
melting
by
out
the
fiber rods
that
polystyrene
The wing
passed
wide.
through
were
the duct
for reinforcement
the small
"dimplies"
the components
then connected
were
At the joints,
We.
then,
we also applied
applied
another
by the weave
on balsa blocks
79
layer
in the
of two
gussets
carbon
of Kevlar,
2 to 3 inches
of micro-balloonmixture
skin.
in their respective
After
to fill
compartments.
Lastly,
we mounted
the engine
by simply
connecting
unit directly
screws,
8O
and rubber
washers
to dampen
vibration.
the fan
Reference
Anderson,
William
2.
Beer,
Ferdinand
3.
Brutm,
4.
Constance,
5.
Eppler,
J.; APSC/Nastran
P. & Johnston,
E. F.; Analysis
List
Interactive
E. Russel,
and Design
Training
Program
Jr.; Mechanics
of Flight
Vehicle
of Materials
Structure
Section
A5.11
Joseph;
"The All-Composite
Aircraft"
Machine
Desien
Jan
1992
Hill,
Richard;
Maynard
7.
Hollman,
8.
Jones,
9.
Kuethy,
Design
and Data
L.; Electro-static
Martin;
Aircraft
Autopilots
Design,
Aerodynamic
10.
Airfoil
M.
Practical
Flying
& Chow,
Aircraft
Wing"
Design
Aerospace
Chuen-Yen;
Utilizing
America
Foundations
Composite
Materials
Oct 1987
of Aerodynamics:
Bases
of
Design
Meppenheimer,
of the Flying
Wing"
Invention
and
Technoloev
Winter
1994
11.
Niu,
Michael
Chun
Yung;
12.
O.S.
Engines
Mfg.
Co. Ltd.;
13.
Raymer,
Daniel
P.; Aircraft
14.
Shanley,
F. R.;
Weight-Strength
15.
Shevell,
Richard
16.
Taylor,
17.
Michael
Supersonic
Airframe
OS.
Structural
Engines
Design:
J. H.; Jet
Alexander
Transport"
Warplanes:
Catalog
A Conceptual
Analysis
S.; Fundamentals
Design
of Aircraft
Structures
of Flight
The 21st Century
Approach
CR177529
May
Design
1989
of a Mach
2. 0 Oblique
Flying
7. Conclusions
Many
'94.
difficulties
In retrospect,
however
were
many
the_e revelations
"94 proved
computer
proved
in deciphering
exactly
and
moments
order.
this
a cruise
The group
were
the instability
was
of the flying
to be a hinderance
in the future,
knowledge
force-balance
is apparent,
in the
analysis
project's
vortex
be best to know
is the
capable
of measuring
exist,
but it is not
does
that work
development.
The
of angle
begin
in which
wind
lift,
tunnel
drag.
in working
on making
Aerodynamics
of attack
panel
and difficulties
of the language
group
it is advised
condition
of the Banshee
published
it would
Aerodynamics
An apparatus
or lessened,
team
of 4 degrees
and
per hour.
which
by the
a working
the control
selected
on
avoided
of 33 miles
decided
to oversize
proved
early
either
of the Banshee
team.
than working
experienced
been
use of a previously
is to be used
of a hindera_ce
not have
have
and construction
simultaneously.
operational
Stability
airfoils
does
on an airfoil
apparatus
concluded
was
WPI
If the desire
could
to the project
problem
the design
of calculations
If such a code
works
Another
apparatus.
difficulties
not obvious
to be more
during
and time-consuming.
the output.
it is written.
testing
of these
the series
to be tedious
code
encountered
were
As was expected,
and Recommendations
surfaces.
problems
to handle
the
In conjunction
had a positive
wing.
addressed
moment
As experienced
due to their
difficulty
stability
in the design
problems
inherent
to a flying
group,
This is essential
by the Aerodynamics
in interpretation.
81
of the Banshee
group,
Another
'94.
wing
a series
of
m counteracting
computer
problem
codes
addressed
to maneuver
without
The propulsion
This
helped
system
insuring
recommended
any major
that
that future
power
projects
in the Banshee
was
of the
engine
proved
to be a major
balance.
Future
projects
should
restrain
the thrust
The
shear
and
the foresight
when
team
mentioned
tackling
better
design.
values
More
two
of the
wing.
finite
Such
were
that could
Further
would
research
have
for calculations.
82
proven
before
It is
propulsion
force
engaging
the
to estimate
the
occur.
codes
not entirely
accurate
when
to be more
due
entering
than
to the
the data
adequate
in
landing.
of this project.
have
been
of this team
and
power.
maneuvering.
tunnel
analysis
prove
from
It is the view
data
should
sufficient
to an inappropriate
as the shocks
difficulties
a project.
element
are
and
due
in the wind
codes
materials
satisfied
for them.
experimental
needed
The
as well
was very
and will be
as their primary
to the apparatus
The assumptions
forces
above
such
different
assembly
problem
gage
or damages
to be difficult.
to compensate
early
necessary
proved
project
the areas
used
of composites.
the aerodynamic
The
that
group
displacements
nature
that no injuries
Structures
forces
anisotropic
to ensure
flight
to have
for take-off
fan engine
Testing
in order
'94 proved
available
system.
test.
stable
difficulty.
enough
Banshee
useful
avoided
that these
development
The
group
found
may
have
in determining
had
be addressed
provided
some
of the
I
!
I
APPENDIX
AERODYNAMICS
L
i
i
APPENDIX
The Eppler
E325
Series
A1
Aerodynamic
Data 5
Re = 7x_O_
10_
--
L.Ox;b
I ,'__. _
C_
I_J
_ r
_/
z
//
"'/'./
i
=
C_
t
z
/
/
."
, / /" /,/
0.5-
/ /
II
...
._-----_
,/'"
."
////,/'/'/'"
,--_ _._W,':.,
/1 it I
_,,'_,,,J,,
""-,
":_
lO3_o 2,:
I,
xlc
E 327,
.....
:- (_:1
_t ._.2_."
q.''2".
'"
S.'f::,_
,',e"
_.
= l'',J",3S;_
C',_"
-. =ccper
sJr'ace
.. = .2,',6r
#...'13_
c: ....
3:*"
......
....
Ci
' ,-
-_
_....
_-.,___
,., ,.
....
"
'
""
__
'"
_,c.J.
"'('
.
'
/;C. (_.,
5Y
0.5 _
. .
-
i
.-..
d'
-C:.05 +1
-5
':'-"
""-_.,,
c.
20
P
/ _
_|_.b.
_,I
it
,"
,"
'.
/
', J_--
Z_.-'15
4t o ,_
/[./c:.og_.jv
T._
0.05
PAGtE m
t
i
E 329
13.5_J, c- mo_.
Re = 7x10-_
106
1.5x10{
2.5x',0:
10_, r = _.
T.S.U. =
L. -
-___
......
l///-
"
,/
,,,_1
c_,_,
/:
C;.._
l
/
,'"
/'
i
,
0.5"
i
;:
4
_',t:
J
Of
0
_,
qll
,_
1",
"-
...
I.l.J.
/s
APPENDIX
Lotus
Spreadsheet
for Drag
A2
i
L
C329=
0.4148
Stot=
0.3648
a.c.
329
16.33333
x/c :
329
-6.36652
S ratio
:
329
0.418859
c327=
0.3302
q=
48.95320
327
13
c325=
0.2455
b=
0.3683
325
9.666666
327
2.097213
325
16.39850
325
0.247807
L(ibf)
3.017521
4.007816
4.709871
5. 527216
6.402903
7.165359
327
0.333333
CI:
329
0 53
0 65
0 73
0 86
0 95
1 03
L(N)
13.42254
17.82757
20.95045
24.58616
28.48139
31.87295
v(m/s)
alpha
2
3
4
5
6
7
=
94
II
175
13
41
15
645
17
88
20
115
22
35
24
585
26
82
29
055
31 29
33 525
35
76
37 995
40
23
42
465
44.7
8
D (induc
0 315198
0 492497
0 709197
0 965295
1 260794
1 595693
1 969991
) D
1
1
2
3
4
5
6
m/h)=
2O
25
3O
35
4O
45
50
55
60
65
7O
75
8O
85
90
95
I00
tot
(N)
077883
684193
425238
301018
311534
456785
736772
cg=
13.6925
Cmac:
329
-0.05
-0.051
-0.052
-0.053
-0.O54
-0.055
K
0.048555
Stot4wng
0.73
b
2.2098
AR
6.689337
Cmcg
325
0.05
O.O48
0.046
0.044
0.042
0.04
327
0
-0.0024
-0.0O48
-0.0072
-0.0096
-0.012
0.550416
0.290020
-0.00192
-0.00457
-0.41482
-0.68975
Cd:
327
0 35
0 48
0 56
0 65
0 76
0 87
D
0
0
0
0
0
0
(wing)
146024
153626
157945
169866
181909
194409
325
0.15
0.27
0.38
0
0
0
329
0086
0091
0094
0.45
0.59
0.69
0
0
0
0102
0108
0115
D(e-plat
0.036206
tot
(N)D
(ibf)
423644
0 .095239
438847
0 .098657
447486
0 .100599
0.105959
471327
0.111373
495413
520414
0.116994
D(e-plat
0.036206
0.056572
0.081464
0.110882
0.144825
0.183295
0.226290
)D
0
0
0
0
0
0
0
0
(duct)
049093
076708
110460
150348
196374
248535
306834
371269
D
0
0
0
0
0
0
D
0
0
0
0
0
1
1
L tot
(N )L
(ibf)
20.95045
4.709871
32.73508
7.359174
47.13852
10.59721
64.16076
14.42398
83.80182
18.83948
106.0616
23.84372
130.9403
29.43669
(ibf)
242319
378623
545217
742101
969276
226739
514493
325
0077
0079
0081
0085
0094
0101
)D
0
0
0
0
0
0
q
48.95320
76.48938
110.1447
149.9191
195.8128
247.8256
305.9575
370.2086
440.5788
517.0682
599.6767
688.4044
783.2512
884.2172
991.3024
1104.506
1223.830
0 987159
1 194462
1.421509
1.668299
1.934832
2.221108
2.527128
2.852890
3.198396
3.563645
3.948637
0
0
0
0
0
0
)D(L-gear
0.003362
D
(duct)
0.049093
(wing)
157945
246789
355377
483708
631782
799599
327
0.008
0.0085
0.0087
0.0094
0.01
0.0107
0.273811
0.325858
0.382430
0.443529
0 509153
0 579303
0 653979
0 733181
0 816908
0 905161
0 441841
O.51855O
0 601395
0 690377
0 785496
0 886751
0 994143
1 107672
I 227337
L/D
19.43665
C1
0.586258
Cd
0.030162
D(L-gear)
0.003362
0.005254
0.007566
0.010298
0.013451
0.017024
0.021018
0.025431
0.030266
0.035520
0.041195
0.047290
0.053806
0.060742
0.068098
0.075875
0.084072
2.383690
8.151494
1.832537
158.4378
35.61840
2.836788
3.329286
3.861183
4.432481
5.043178
5.693276
6.382773
7.111670
7.879967
9.700952
11.38514
13.20407
15.15773
17.24613
19.46927
21.82714
24.31974
26.94708
2.180871
2.559494
2.968407
3.407611
3.877104
4.376887
4.906959
5.467322
6.057975
188.5540
221.2891
256.6430
294.6157
335.2072
378.4175
424.2467
472.6946
523.7613
42.38884
49.74802
57.69592
66.23257
75.35794
85.07205
95.37490
106.2664
117.7467
APPENDIX
STABILITY
ANALYSIS
B.I
CONTROLS/STABILITY
SPREADSHEET
CI:
Cd:
329
327
325
O. 53
O. 35
O. 15
0.0086
0.008
0.0077
0.65
0.48
0.27
0.0091
0.0085
0.0079
0.73
0.56
0.38
0.0094
0.0087
0.0081
0.86
0.65
0.45
0.0102
0.0094
0.0085
0.95
0.76
0.59
0.0108
1.03
0.87
0.69
0.0115
alpha
Cmac:
325
327
0.01
0.0107
0.0094
0 0101
Cdi:
329
alpha
329
-0.05
-0.051
327
325
327
325
0.05
0.015309
0.006676
0.001226
-0.0024
0.048
0.023026
0.012557
0.003973
-0.052
-0.0048
0.046
0.029043
0.017091
0.00787
-0.053
-0.0072
0.044
0.040308
0.023026
0.011036
-0.054
-0.0096
0.042
0.049186
0.031479
0.018971
-0.055
-0.012
0.04
0.057819
0.041251
0.025947
alpha
Cmacl
329
CII
Cdl
Cmcg
-0.00855
0.035529
0.002128
0.027073
-0.01027
0.038073
0.002644
0.027997
-0.01198
0.037683
0.002914
0.025998
-0.0137
0.044169
0.003703
0.030965
-0.01541
0.042763
0.00394
0.028002
-0.01713
0.04326
0.004253
0.026982
Clave
slope:
0.343333
0.007495
0.466667
-0.02222
aveslp:
-6.1e-06
Cdave
Cl/Cd
0.015837
21.67894
0.021685
21.51989
CI:
Cd:
0.556667
0.05139
0.026735
20.82189
0.653333
-0.02615
0.034157
19.12742
0.766667
-0.01055
0.043279
17.71453
0.052439
16.46352
0.863333
Chord, m
c329=
c327=
0.4148
c325=
0.3302
cg (m)=
0.2455
a.c.
0.232334
cg (in)=
329
327
325
0.1514
0.2255
0.2997
Cd(duct)
rho
Stot=
327
325
V, in/s
0.195115
0.020696
-0.2744
S ratio:
b/3, m.
0.41886
327
0.333333
325
0.247807
Cd(Igr)
0.005014
616
Ar, in2
0.3683
Ix
329
0.004996
0.000043
0.3648
329
0.00647
0.132077
9.147
x/c:
Cd(eplt)
SM:
25.34
Iy
270
Iz
3390.69
3610.24
Cd(edl)
0.032978
B.2
PROGRAM
VORCODE
INTEGER
Z,ZZ
PARAMETER
PARAMETER
PANEL
DIMENSION
CT2(Z,Z),AN(ZZ,ZZ),AT(Z,ZZ),THETA(Z),CTI(Z,Z)
(UNIT=If,
(UNIT=I2,
FILE='juju',
FILE='e327,,
STATUS='NEW')
STATUS='OLD,)
36
=
DO
M+I
13
I=I,MPI
READ
(12,*)
PI
=
ALPHA
4.0
=
DO
1
IPI=
I=I,M
I+1
XB(I),YB(I)
* ATAN(1.0)
(4.)
* PI/180
X (I) =0.5*
Y(I)=0.5
(XB(I)
+XB(IPI)
)
* (YB(I)
+ YB(IPI))
S (I) =SQRT(
(XB(IPI)-XB
(I)) **2+
THETA(I)=ATAN2((YB(IPl)-YB(I)),
SINE (I) =SIN(THETA
(I))
COS INE (I ) =COS (THETA
(I ) )
(YB (IPI)-YB
(I)) *'2)
(XB(IPI)-XB(I)))
RHS
( I ) =SIN
DO
DO
IF
3 J=
I,M
(I.EQ.J)
I=
(THETA
( I ) -ALPHA)
I,M
GO
TO
A=-(X(I)-XB(J)),COSINE(j)
B= (X (I) -XB (J)) **2+ (Y (I)-YB
C=S I N (THETA
(I ) -THETA
(J))
D=COS
(THETA
(I) -THETA
(J))
- (Y(I)-YB(J)),SINE(J)
(J))*,2
E= (X (I)-XB
(J)) *SINE(J)(y (I)-YB
F=ALOG
( I. 0+S (J) * (S (J) +2. *A)/B)
G=ATAN2
(E*S (J), B+A*S
(J))
+
*COSINE(J)
(J))
(J))
(J) )
(J))
(J)
CN2
CNI
CT2
CTI
(J))
CODE
(Z=36)
(ZZ=37)
XB(ZZ),YB(ZZ),X(Z),y(z),s(z),SINE(Z),COSINE(Z)
V(Z),CP(Z),GAMA(Z),RHS(Z),CNI(Z,Z),CN2(Z,Z)
MPI
VORTEX
DIMENSION
DIMENSION
OPEN
OPEN
_--13
INVISCID
GO
TO
CNI
(I, J)=-l.
*G/S
(J)
CN2
CTI
CT2
3
(I, J) "_1.0
(I, J) -=0.5*PI
(I, J)=0.5*PI
CONTINUE
DO
I=I,M
AN(I,
1)ICNl(I,
I)
AN (I,MPI)
=CN2 (I,M)
AT(I,
i)=CTI
(I, i)
AT (I, MPI) =CT2 (I,M)
DO
4 J=2,M
AN(I,J)
AT
=CNI
(I,J)
(I, J) =CTI
+CN2
(I, J) +CT2
(I,J-1)
(I, J-l)
AN(MPI,
i) =i. 0
AN (MPI,MPI)
=1.0
DO
_5
J=2,M
AN (MPI, J) =0.0
RHS (MPI) =0.0
CALL
DO
8
CRAMER
I=I,M
(AN, RHS,
V ( I ) =COS
(THETA
DO
7 J=I,MPI
V(I)
7
8
9
i0
=V (I) +AT
GAMA,
MPI
( I ) -ALPHA)
(I, J) *GAMA
(J)
(11,9)
I,X(I),Y(I),THETA(I),S(I),GAMA(I),V(I),CP(I)
(10X, I2, FS. 4, F9.4, FI0.4,
FS. 4,2F9.4,
FI0.4)
(11,10)
MPI,GAMA(MPI)
(10X,I2,35X,F9.4)
END
FILE
(UNIT=If)
END
FILE
(UNIT=I2)
CLOSE
(UNIT=If)
CLOSE
(UNIT=I2)
STOP
END
SUBROUTINE
INTEGER
CRAMER(C,A,X,N)
ZZ
PARAMETER
(ZZ=37)
DIMENSION
C(ZZ,ZZ),CC(ZZ,ZZ),A(ZZ),X(ZZ)
DENOM=DETERM(C,N)
DO
3 K=I,N
DO
1 I=I,N
DO
1 J=I,N
CC(I,J)
=C(I,J)
DO
2 I=I,N
CC(I,K)=A(I)
L L
3
i
X (K) =DETERM
RETURN
END
FUNCTION
INTEGER
(CC, N)/DENOM
DETERM
(ARRAY,
N)
ZZ
PARAMETER
( ZZ=3 7 )
DIMENSION
ARRAY(ZZ,ZZ),A(ZZ,ZZ)
DO
I I,=I,N
DO
i J=I,N
I
L
A (I, J) =ARRAY
M=I
K=M+
DO
(I, J)
1
3
I=K,N
RATIO=A(I,M)/A
DO
3 J=K,N
(M,M)
GO
TO
M=M+I
GO
TO
2
DETERM=I
DO
(M.EQ.N-I)
L=I,N
DETERM=DETERM*A
RETURN
END
(L, L)
Appendix
_w
| V (mph)
Drag
Thrust
(lbf)
Thrust
(75%)
Thrust (50%)
Thrust
(25%)
(lOO%)
0
14
10.5
3.5
20
0.2423
12.4
8.9
5.4
1.95
25
0.3786
12
8.5
1.55
30
0.5452
11.6
8.1
4.6
1.15
35
0.7421
11.2
7.7
4.2
0.75
40
0.9693
10.8
7.3
3.8
0.35
45
1.2267
10.5
6.8
3.3
50
1.5145
10
6.3
2.8
55
1.8325
9.5
5.8
2.3
60
2.1809
5.3
1.8
65
2.5595
8.5
4.8
1.3
70
2.9684
4.3
0.8
75
3.4076
7.4
3.7
0.3
8O
3.8771
6.8
3.1
85
4.3769
6.2
2.5
90
4.9069
5.6
1.9
95
5.4673
1.3
100
6.0579
4.4
0.7
Data from
and calculations
vs. Velocity
for Acceleration
l_
| Velocity
(mph)
RC
RC
RC
Thrust
(f-t/s)(100%)
(ft/s)(75%)
(ft/s)(5o%)
(1oo%)
Drag
Thrust
(75%)
Thrust
(50%)
14
10.5
20
32.16
10.974366
6.9971998
13.4
9.9
6.4
25
39.02
13.169251
8.1977928
13.15
9.65
6.15
30
45.3
15.093007
9.2124816
12.9
9.4
5.95
35
51.15
16.620381
9.7597681
12.7
9.1
5.65
40
55.39
17.569304
9.7286042
12.3
8.7
5.25
45
60.O8
18.723847
9.9030598
12.15
8.55
5.1
5O
62.55
18.85035
9.0494746
11.75
8.15
4.7
55
65.67
19.272924
8.491961
11.6
6O
66.14
18.473712
6.7126619
11.2
65
67.06
17.87637
5.1352324
70
64.87
15.835487
2.1142618
75
63.18
14.02974
80
59.38
85
4.55
7.6
4.15
7.4
3.95
10.55
6.95
3.5
10.3
6.7
3.25
11.240155
9.95
6.35
2.9
55.82
8.5630387
9.75
6.15
2.7
90
49.43
4.5668669
9.4
5.8
2.35
95
41.02
5.1
1.95
100
27.41
8.3
4.4
1.25
Accel
(lbs)
Accel(75%)
11
Accel(50%)
Accel(25%)
(lOO%)
0
0.2423
0.3786
Velocity
(mph)
37.56675
28.17506
18.78337
933917
35.30657
25.91488
16.5232
7.1315
20
24.87831
15.48662
6.0949
25
34.27
0.5452
33.15212
23.76043
14.50291
4.977
30
0.7421
32.0871
22.42708
13.16956
3.6437
35
0.9693
30.40411
20.74409
11.48657
1.9607
40
45
1.2267
29.31092
19.6509
10.39338
0.8675
1.5145
27.46532
17.8053
8.547777
1.8325
26.2013
16.54946
7.291974
55
2.1809
24.2013
14.54128
5.283763
60
2.5595
22.64872
12.9887
3.731183
65
1.426463
70
50
2.9684
20.344
10.68398
3.4076
18.49465
8.834626
3.8771
16.29565
6.635629
80
4.3769
14.41785
4.757829
85
4.9069
12.05651
2.39649
90
5.4673
9.479432
6.0579
6.016315
75
95
100
i
g
U
r
e
5
3
APPENDICES
APPENDIX
DI:
MSC/NASTRAN
RESULTS
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APPENDIX
D2: STRENGTH
/ WEIGHT
FACTOR
I__
Using
&__
the
equations
(Strength/Weight)
6.1 and
6.2 in the
chapter
6.3.
(section
6.3.3.1),
is calculated:
Factor
= 56557
= cr/p
in:
i Ib
F S = 1 5 unmanned
,z, (density
(Strength/Weight)
ofPVC)
aircreafi
= 3 lb/fi ' = 0 00173611
Ib/in '
Then
Factor
for PVC
Factortbl
The
Factor
PVC
= ( lib * I 5)/(565
57in : * O OO ] 73611
Ib/in _ )
= 1.52 in
of composite
Densit\'
ofPVC
= 0.0017366
Density'
ofKevlar
= 0052
is obtained
as the following:
Ib/in _
Ib/in '
Ratio
of Density
= to _,,,_/p:.r,r_.,
Ratio
of Density
0052/0.00173611
=29.952
Therefore:
Factor
(Strength/Weight)
= cr I p,_<,
...... v,
Factor
(Strengtlm%'eight)
= (I 5'1.04516)/(565.57
Factor
(Strength'Weight)
1 60 in
* 000173611)
PVC
factor
APPENDIX
WING
D3 :
SHEARS
ONE UNIT
CALCULATING
AND MOMENT
LOAD
FOR
CONDITION
Calculation
total unit,
of the wing
distributed
and applied
shear
Vz
on a half wing
at aerodynamic
moments
load of 565.57
centers
of the wing
M x and My due
Ibs, acting
sections
goes
to the
upward
in Z direction
through
the
following
steps
Step
The distance
Step 2
Step 3
Ratio
Step 4
length
of each section
of Lift coefficient
(565.57
section,
is assumed
inches)
y (Column
I)
2)
to be unity
(Column
at each station
was treated
equals
station
(Column
square
called
3)
point.
length
the running
at that station.
Column4)
Step 5
Average
Step 0
The distance
Step 7
Step 8
The location
distributed
are
running
load (Column
between
stations
which
end values
by Table
6)
is at the centroid
are given
A3 4 of Chapter
in column
3 (Column
Step c)
Shears
Step
10
The product
of shear
Step
II
The product
Step
12
Step
13
The distance
Step
14
Step
15
Bending
Step
16
The bending
moments
(R_I _
(Column
(Column
7)
load whose
determine
5)
of a trapezoidal
4
The centroid
locations
8)
9)
and delta y (Column
(Column
moment
center
to the y reference
y axis (Column
at the various
from
1l )
station
stations
43.5
axis (Colun
13)
14)
moment
as one progresses
(Column
12)
from aerodynamic
from
10)
equals
to zero.
! 5)
to the summation
of the trip
|_
AVERAGE
RUNNING
LOAD
_mm
.am _
--
II
R:
Pz'd
Mx-co|.12
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My
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.
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.
_
- Icol,7)(coLS)
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SUMMATION
10
14_
OF Coil5
o'#
__
BENDI.XLS
1072542
3.96
862691
7.91
6795.88
11.86
5217.91
15.82
3878.76
19.77
2764.45
23.73
1860.52
27.68
1152.89
31.64
35.59
627.17
269.28
39.55
64.97
43.5
12000
10000
8000 -
6000
- Mx
4000
2000
............
WING STATION
Page 1
BEND2.XLS
BENDING MOMENT IN Y DIRECTION
--
-3.96
974.16 ................
7.91
809.96
15.82
i9.77-
532.95
418.17-
23.73
317.91
27.68
231.19
31.64
157.02
35.59
94.42
39.55
42.4
43.5
BENDING
..........
MOMENT
IN Y DIRECTION
SPANWISE
1200
1000
8OO
M_;O0
400
20O
......................
WING STATION
Page1
Sheet1
,.
0
3.96
7.91
565.57
496.17
430.38
11.86
15.82
368.17
309.57
'
!
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27.68
155.32
31.64
111.1
35.59
39.55
70.47
33.44
43.5
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400
300 -
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L
WING STATION
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Page1
APPENDIX
D4 :
SECTION
PROPERTIES
OF
THE
COMPOSITE
MATERIALS
The product
through
Step
El of each wing
the following
section
of each section
Step 2
The
points
Step 1"
The cross
reference
section
The dimensions
Step 5
of coordinates
depend
(Columns
partition
(Column
The centroid
Step 7
The product
of area
Step 8
summed
Step 9
The
up
and summed
Step
I0
(Column
Step
Torsional
11
section
is calculated,
for each
area).
( Column
from
1)
in z and y directions,
partition
9 and
up
(Columns
of Zcg and
called
partitions
are
square
11 and
5 and 6)
in z and y directions
7 and 8)
Ycg are calculated,
are found
and
are calculated,
13)
as:
section:
,] = (1 + 12)ZY
12)
is defined
. (Columns
10)
up
( Columns
is calculated
of each partition
constant
and numbered
at the centroid
- For a rectangular
is calculated
2 and 3)
The product
partitions
are measured
( Columns
Inertia
E325)
is chosen.
into available
The product
E326,
4)
Step 6
found,
system
on each cross
of each partition
and deity
summed
E326,
is known.
area is divided
to 12 or 13 ( which
deltz
E327,
steps:
The geometry
Step 4
(E329,
x (t':
+Z:)
and summed
up.
are
= (1+ 16)YZ
(yZ +Z:)
section_
J,,--where
K = _-"
(('olunm
14)
(Reference
Center
Step
Z-"
Engineering
Gravity.
12
and
Stalics,
by
R C Hibbeler.
section
Centroid
and
page 457)
Z(BAR)
directions,
Mechanics
and
Y(BAR)
determined
are
the centroid
by the centroid
cornponents
of an object
in Yand
equations_
Z=ZAZ+ZA
Y=EAY+EA
(Reference
Gra\itv.
Step
13
Engineering
Mechanics
Statics,
by R C Hibbeler,
page 420)
Izz, ID,
by the equations
i,--yav:.El
, -V:A
14
The product
of flexural
rigidity
is defined
as
15
The product
of torsional
stiffness
is
section
Centroid
and
Center
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/k
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Page 1
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APPENDIX
FOR
D5 :
THE
CHECKING
RESULTS
DEFLECTION
PCV CORE
AND
FOR
COMPOSITES--PVC
& KEVLAR
FOR
The procedures
going
Step
through
for calculating
station
The change
along
moments
Appendix
rigidity
Step 8:
The deflection
Similarly.
is determined
core
of Calculation
of
are
16, Table
C (Column
from Tables
(Column
1)
2)
Appendix
moments
and the
is calculated.
of each section
wing
E325,
3)
E326,
E327,
E328,
E329,
product
offlexural
rigidity
are
5)
4)
of the bending
(Column
section
are taken
is imported
D. (Column
The ratios
calculated
deflection
the spanwise.(Column
Step 5
in distance
static
l The wing
Step 2
the vertical
(Column
is determined
6)
(Column
7)
from the
to the tip
the
that. a graph
deflection
shows
for the
the deflection
wing,
versus
made
of PVC
the wing
and
stations
Kevlar,
is calculated.
After
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