ME201 Aero-Design Stability Coursework 1 & 2

Iain Sword 201510879

March 30, 2017

Contents
1 Coursework 1: K21 Glider 1
1.1 Descent Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Neutral Point and Static Margin . . . . . . . . . . . . . . . . . . 3
1.2.1 Centre of Gravity . . . . . . . . . . . . . . . . . . . . . . . 3
1.2.2 Neutral Point: Stick Fixed . . . . . . . . . . . . . . . . . 4
1.2.3 Static Margin . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.3 Stall Speed in Banked Turns . . . . . . . . . . . . . . . . . . . . 5
2 Coursework 2: Model Aircraft 8
2.1 Take O Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2 Centre of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 Neutral Point and Static Margin . . . . . . . . . . . . . . . . . . 10

1 Coursework 1: K21 Glider

1.1 Descent Speed
For a K21 glider, with a drag polar equation of: CD = 0.0096 + 0.02CL2 , useful
aerodynamic qualities of the aircraft can be calculated. The parasitic drag
coecient CD0 = 0.0096 and induced drag coecient A = 0.02 were substituted
as Cd0 and A in the matlab script.

The values of IAS for maximum endurance and range as well as the minimum
descent speed were calculated with the following script using the aircraft drag
polar data provided. The results are shown below.

minimum rate of descent, v (m/s) 0.155

IAS for max endurance, IASmp (m/s) 4.86
IAS for max range, IASmr (m/s) 6.39

1
 Figure 1: The K21's Drag Polar

1 %% Coursework 1 Descent speeds

2 % minimum r a t e o f d e s c e n t
3 % For min r a t e o f descent , r e q u i r e d minimum power s t a t e
required
4 Cdmp=4Cd0 ; %Cd0 ; % Cd at minumum power , d e r i v e d from ACl
^2=3Cd0
5 Clmp=s q r t ( ( 3 Cd0) /A) ; % Cl at minimum power
6 Vmd=s q r t ( ( ( 2 W) /( rho Sw) ) s q r t (A/Cd0) ) ; % minimum drag
IAS (m/ s )
7 Vmp=0.76 Vmd; % minimum power IAS (m/ s )
8 v=Vmp (Cdmp/Clmp) %minimum r a t e o f d e s c e n t (m/ s ) assuming
small angles
9
10 % IAS f o r maximum endurance
11 % Max endurance r e q u i r e d min r a t e o f d e s c e n t
12 % T h e r e f o r e min power s t a t e r e q u i r e d
13 IASmp=Vmp
14
15 % IAS f o r maximum range
16 % Max range r e q u i r e d max L/D r a t i o , so min drag
condition
17 LDmax=s q r t ( 1 / ( 4 A Cd0) ) ;
18 IASmr=Vmd % minimum drag IAS (m/ s )

2
 Comments: Relative to many other forms of transport, the optimal speeds
for most gliders are very small, roughly equivalent to that of a brisk run.

Calculating these parameters requires the use of minimum power speed (for
endurance) and minimum drag speed (for range). This is because minimising the
rate of descent to maximise endurance (time aloft) requires the use of the least
power (or lost potential energy in a motor-less glider). To achieve maximum
range, the goal is fullled my maximising forward velocity to maximise ground
distance covered. In a glider, this is equivalent to maximising the Lift to Drag
ratio, which describes the forward distance covered to altitude lost. In gliders,
this ratio can be in excess of 30:1 whereas the Space Shuttle orbiter only achieved
1:1 during its re-entry trajectory.

1.2 Neutral Point and Static Margin

1.2.1 Centre of Gravity
The calculations on the CG calculation page of the notes were converted to
matlab code (below)
1 %% Coursework 1 : Centre o f Gravity
2
3 Me=400; % Empty A i r c r a f t Mass ( kg )
4 P1=97; % Mass o f p a s s e n g e r 1 i n c parachute ( kg )
5 P2=72; % Mass o f student i n c parachute ( kg )
6 Mtot=Me+P1+P2 ; % Total mass o f the a i r c r a f t ( kg )
7
8 xp1 = 0.01; % d i s t a n c e to P1 (m)
9 xp2= 1.2; % d i s t a n c e to P2 (m)
10 ecg =0.733; % l o c a t i o n o f empty cg (m)
11 cg=(Me ecg+P1 xp1+P2 xp2 ) /Mtot ; % l o c a t i o n o f cg when
loaded (m)
12 cg =[0.234 cg 0 . 4 6 9 ] ; % cg v e c t o r with v a l u e s to be
referenced
The location of the CG was found to be 0.362m (362mm) aft of the wing leading
edge.

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 1.2.2 Neutral Point: Stick Fixed
The next section utilises the data provided in the assignment sheet in addition
to the mass and cg location calculated above. Due to the lift curves being given
in the assignment being only valid for innite wing sections (with no tip vortex
and thus downwash), a conversion was required to the lift slope to account for
vorticity eects at the wingtips. The function used is shown below.
1 f u n c t i o n [ a3d ] = cf2dTO3d ( a2d , e , AR )
2 % c o n v e r t s a 2d l i f t curve s l o p e c o e f to 3d
3 % a f t e r c o n v e r t i n g to r a d i a n s
4 % a2d wing l i f t g r a d i e n t (/ deg )
5 % e oswald e f f i c i e n c y
6 % AR a s p e c t r a t i o
7 a2d =(180/ p i ) a2d ;
8 a3d=a2d /(1+( a2d /( p i e AR) ) ) ;
9 end

The following script used the previously calculated values to determine the

remaining required criteria ( d
d
, V ) and determined the stick xed neutral points
for the given cg congurations.
1 %% Coursework 1 : n e u t r a l p o i n t
2 qR=0.95; % dynamic p r e s s u r e l o s s r a t i o
3 lT=Taccg ; % moment a c t i o n l e n g t h o f t a i l (m)
4 lW=Wac ; % moment a c t i o n l e n g t h o f wing (m)
5 a1t3d=cf2dTO3d ( a1t2d , eo ,AR) ; % c o n v e r t s g r a d i e n t o f
6 a1w3d=cf2dTO3d ( a1w2d , eo ,AR) ; % l i f t curve f o r 3d a e r o f o i l
7 l=TacWac ; % d i s t a n c e between aero c e n t r e s ( wing and t a i l
)
8 hg=cg /MAC; % non d i m e n s i o n a l d i s t a n c e s to CGs
9 Vbar=(( lT St ) /(SwMAC) ) qR ; % t a i l plane volume
coefficient
10 DW=18 (a1w3d ( p i /180) lambda ^0.3/AR^0.725) ( 3 (Sw/SpanW) /
l);
11 % Downwash v a r i a t i o n due to dalpha
12 hn=(lW/MAC)+Vbar ( a1t3d / a1w3d ) (1 DW) % p o s i t i o n o f
neutral point
13 % s t a t i c margin
14 SM=hnhg
This gave a nal value for the stick xed neutral point of hn = 0.6641. This
gives the non dimensional location where the centre of gravity would have to
act for the aircraft to be neutrally stable (the physical distance from the datum
is 717mm).

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 Figure 2: The range of allowed static margins

1.2.3 Static Margin

In the previous section we calculated the neutral point for stick xed conditions.
Given a "real" value for cg and 2 extreme values for maximum and minimum
specied stability, the allowable static margins were calculated with the equation
dCLg = hn hg where dCLg is the notation for static margin (where a
dCM dCM

positive outcome is stable). If the aircraft is dynamically stable in the stick

xed condition then it is also stable in stick free as kn0 > kn .

The results are tabulated below:

CG Minimum Self Maximum

Static Margin 0.458 0.329 0.221

1.3 Stall Speed in Banked Turns

For a given maximum lift coecient, the IAS at stall for various angles of
banked turn can be calculated. In this case, the turns studied were 30, 45,
75, 83 and 84 degrees. The script used below calculates these stall speeds
given a maximum Cl = 1.46 which has been taken from the data sheet for
the K21. The outputs include the load factor on the airframe relative to g.
Banking Angle 0 30 45 60 75 83 84
IAS at stall (m/s) 19.04 20.46 22.65 26.93 37.43 54.55 58.91
Turn Radius (m) n/a 73.93 52.28 42.69 38.27 37.24 37.17
g loading 1 1.15 1.41 2.00 3.86 8.21 9.57

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 Figure 3: Plots of IAS and turn radius at varying bank angles

1 %% Coursework 1 : Banking data

2 % s t a l l speeds and LF at bank
3 Clmax =1.4; % Noted from s t a t s h e e t f o r K21
4 t h e t a =[0 30 45 60 75 83 84 8 9 ] ; % bank a n g l e s ( deg )
5 thetaR=t h e t a ( p i /180) ; % converted to r a d i a n s
6 n=( cos ( thetaR ) ) .^ 1 % load f a c t o r at each bank a n g l e (L/W
) a l s o "g l o a d i n g "
7 I A S s t a l l=s q r t ( ( n Mtot g ) / ( 0 . 5 rho Sw Clmax ) ) % IAS o f
s t a l l at each value o f t h e t a (m/ s )
8
9 % turn r a d i i
10 R=( I A S s t a l l . ^ 2 ) . / ( g s q r t ( ( n . ^ 2 ) 1) ) % turn r a d i i (m)
11 p l o t ( theta , I A S s t a l l , theta ,R)
12 g r i d on
13 l e g e n d ( ' IAS at s t a l l (m/ s ) ' , ' Turn Radius (m) ' )
14 x l a b e l ( ' R o l l a n g l e ( deg ) ' )
15 y l a b e l ( ' IAS and Radius ( s e e l e g e n d f o r u n i t s ) ' )

6
Figure 4: A Greek F16 executing a high G turn. Note the condensation on the
top surface of the wing due to the drop in pressure.

Physical Eects The maximum load factor (at 84 degrees) was 9.6 or collo-
quially "about 10 gee". This value is similar to g loading produced by ghter
aircraft executing combat manoeuvres against a hostile opponent. (For example,
the G limit of the F-16 ghter is 9G with a light payload)

The average human can only tolerate up to 5g before suering G-LOC

(g-force induced Loss Of Conciousness). This value can be improved through
the use of specialised equipment such as g-suits and training to the point where
well trained pilots can sustain 7 to 9g in combat.

When the acceleration is positive (and blood rushes to the feet), the pilot
will eventually experience Blackout as the sense of vision is temporarily lost. In
a negative turn (such as a sudden pitch down into dive), the pilot will experience
red-out as blood rushes to the brain. The onset of this eect can be seen at
2-3g and is harder to combat with training and equipment.

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 2 Coursework 2: Model Aircraft
2.1 Take O Run
To calculate the total runway length used to take o, the process of take-o
must be considered in 2 segments. The rst of these is acceleration to rotation
speed: 1.2 vstall where Cl = 2.1 at stall, the second is the ground distance
covered to clear any obstacles at the far end of the runway (assumed to be 11m)

Total Take O (m) Ground Run (m) Rotation to 11m (m)

Variable Pitch Prop 34.11 8.37 25.74
Fixed Prop 35.72 9.98 25.74

These values were calculated with the algorithm shown in the below matlab
script and incorporates ground eect and changing lift force, but neglects the
change in mass due to the consumption of fuel due to it being a negligible value
and ultimately providing a safety margin for the aircraft's rotation.
1 %% V a r i a b l e s
2 I A S s t a l l=s q r t ( ( Mtot g ) / ( 0 . 5 rho Sw C l s t a l l ) ) ; %(m/ s )
3 G=((16 H/SpanW) ^2) /(1+(16 H/SpanW) ^2) ; % ground e f f e c t
4 Cd=Cd0+AG Cl ^2; % ground run drag c o e f
5 dv =0.01; % s t e p s i z e o f v e l o c i t y
6 v =[0: dv : 1 . 2 I A S s t a l l ] ; % v e l o c i t i e s to i n t e g r a t e
7 h=11; % h e i g h t o f o b s t a c l e (m)
8 %% V a r i a b l e Thrust ( Constant p i t c h )
9 F= 0.094 v .^2 0.24 v +29.531; % (N)
10 X=(Fmu Mtot g ) (0.5 rho ( v . ^ 2 ) Sw (Cdmu Cl ) ) ; % net
force
11 S=t r a p z ( v , ( Mtot ( v . /X) ) ) ; % Runway d i s t a n c e f o r TO
12 R=(6.05 ( I A S s t a l l ^2) ) /g ; % r a d i u s o f p u l l up
13 thetaOB=acos (1 (h/R) ) ; % a n g l e to p u l l up over o b s t a c l e
14 Sa=R s i n ( thetaOB ) ; % runway d i s t a n c e to c l e a r o b s t a c l e
15 TOrun=Sa+S

8
 Figure 5: Plot of forces varying with speed during the acceleration phase of the
takeo ground run

2.2 Centre of Gravity

To simplify the calculation of the CG of the model aircraft using matlab, the part
data was condensed into 2 vectors ordered by the list of parts on the assignment
specication.
1 %% Coursework 2 : Centre o f Gravity
2 X=[0.4 0 . 4 2 7 1 . 0 5 0 . 2 0 . 1 9 5 0 . 8 0 . 2 5 0 . 1 2 0 . 1 2 5 0 . 4 2 5 ] ; %
Vector o f x p o s i t i o n s
3 M=[0.7 0 . 2 0 . 1 1 0 . 1 4 8 0 . 0 9 0 . 1 5 0 . 1 8 0 . 5 4 5 0 . 1 3 ] ; %
Vactor o f masses
4 Mt=sum(M)
5 Mom=X. M;
6 Xcg=(sum(Mom) ) /Mt

Comments: Knowing the location of the CG relative to a datum plane then

allows the location of the wing and tail aerodynamic centres to be referenced
correctly in further calculations. It was found the total mass of the aircraft was
5.223kg and the cg was located 0.39m aft of datum

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 2.3 Neutral Point and Static Margin
Using a slightly modied version of the matlab script utilised in coursework 1
for static margin and neutral point, it was found that the hn = 1.97 in non
dimensional form, or 453mm aft of the datum given in the question.

The static margin was also calculated with this script, and was found to be
positive at 0.266. Due to this, the aircraft is stable in the given conguration.
To further improve the stability if required, the fuel load could be increased to
move the cg forward. However, in any aerospace application, small changes to
some components can have large reactions across the system.
1 %% Coursework 2 : n e u t r a l p o i n t : s t i c k f i x e d
2 qR=0.8; % dynamic p r e s s u r e l o s s r a t i o
3 lT=Taccg ; % moment a c t i o n l e n g t h o f t a i l (m)
4 lW=Wac ; % moment a c t i o n l e n g t h o f wing (m)
5 a1t3d=cf2dTO3d ( a1t2d , eo ,AR) ; % c o n v e r t s g r a d i e n t o f
6 a1w3d=cf2dTO3d ( a1w2d , eo ,AR) ; % l i f t curve f o r 3d a e r o f o i l
7 l=TacWac ; % d i s t a n c e between aero c e n t r e s
8 hg=cg /MAC; % non d i m e n s i o n a l d i s t a n c e to cg
9 Vbar=(( lT St ) /(SwMAC) ) qR ; % t a i l plane volume
coefficient
10 hn=(lW/MAC)+Vbar ( a1t3d / a1w3d ) (1 DW) % p o s i t i o n o f
neutral point
11 xN=hn MAC
12 % s t a t i c margin
13 SM=hnhg

10