Aircraft Design Report

AS 5210
AERODYNAMIC DESIGN
SURVEILLANCE REMOTE CONTROLLED MODEL AIRCRAFT
(FULL REPORT)
 Report By (Group 5 ) –
VISHAL KUMAR (AE11M027)
YELLAPPA NAYAK (AE11M028)
SANJEEV CHOURASIA (AE11M023)
SHASHIKANT MAURYA (AE11M024)
AS5210 AERODYNAMIC DESIGN 1
CONTENTS PAGE NO
Chapter 1 MISSION GOAL DECISION & FIRST WEIGHT ESTIMATION 5
Chapter 2 SECOND WEIGHT ESTIMATION 12
Chapter 3 WING LOADING AND THRUST TO WEIGHT RATIO 22
Chapter 4 THIRD WEIGHT ESTIMATION 33
Chapter 5 SIZING AND 3D LAYOUT 43
Chapter 6 PROPELLER DESIGN 48
Chapter 7 IMPROVED DRAG POLAR 53
Chapter 8 CALCULATION OF CENTRE OF GRAVITY 61
Chapter 9 Stability Analysis 68
Chapter 10 REVISED PERFORMANCE CALCULATIONS 77
Chapter 11 V-N DIAGRAM 86
Chapter 12 FINAL CONFIGURATION 91
REFERENCES 94
LIST OF SYMBOLS
AR =Aspect ratio
b =Wing span
C =Chord of wing
Cm = Moment Coefficient
Cd = Coefficient of drag (2-D)
CD = Coefficient of drag (3-D)
Cd0 = Zero lift drag coefficient (2-D)
CD0 = Zero lift drag coefficient (3-D)
CHT = Horizontal tail volume coefficient
Cl = Coefficient of lift (2-D)
CL = Coefficient of lift (3-D)
Cl(max) =Maximum coefficient of lift (2-D)
CL(max) =Maximum Coefficient of lift (3-D)
Cp = Coefficient of power
Cr = Root chord of vertical tail
Ct = Coefficient of thrust
Ct = Tip chord of vertical tail
CW = Wing chord in m
=Coefficient of lift at lift-off
= Skin friction coefficient
D =Drag, diameter of propeller
e =Ostwald’s efficiency factor
= Form factor
g = Acceleration due to gravity
hf = Flare height
hOB =Obstacle height
I =Moment of inertia
J =Advance ratio
L = Lift
LHT = Distance between the quarter chord point of wing & the tail
(L/D)max =Maximum lift to drag ratio
(L/D)VLO =Lift to drag ratio at lift-off
M = Bending moment on wing
n = Load factor
n = Speed of propeller in rps
N =Speed of propeller in rpm
P =Power
q =Dynamic pressure
R =Radius of curvature of flight path, Radius of propeller
S =Wing plan-form area
Sa =Approach distance
Sf =Flare distance
Sg =Ground run
= Horizontal tail length
= Reference surface area
= Wet surface area
T =Thrust
V =Velocity of the aircraft
V∞ = Free stream velocity
Vcruise =Cruise speed
Vf =Flare speed
VLO = velocity at lift-off
Vmp = Velocity at minimum power condition
Vstall =Stall speed
W = Weight
W0 =Gross weight of the aircraft
WP/L = Pay load weight
WPP =Power-plant weigh
Ws =Structure Weight
θOB =Flight path angle
ρ =Density of air
=allowable stress on wing
= Suffix for horizontal tail
= Suffix for fuselage
= Suffix for vertical tail
= Deflection angle
= Reynolds’s number
=Approach angle
=Flare angle
µ = Coefficient of viscosity
µr =Coefficient of rolling friction
1 MISSION GOAL DECISION & FIRST WEIGHT ESTIMATION

1.1 INTRODUCTION
Our mission is to build a small flying aircraft model. To venture in to the art of
flying, model aircraft are comparatively cost effective and easier, hence in
general more fascinating. This way one can develop skills both in building and
flying aircrafts (E.g.: Radio Controlled (RC) aircrafts). Such aircrafts are also being
used for military and scientific purposes like weather monitoring,
reconnaissance, surveillance etc.
Powered models contain an onboard power-plant to propel the aircraft such as

electric motor, internal combustion etc. The power from these units is used to
rotate the propeller which generates the required thrust for the aircraft. As the
present mission criterion involves a pilotless small aircraft, the radio control is
preferred.
Model aircrafts use lightweight materials such as polystyrene, balsawood, foam

and fiber-glass. The construction of flying models consist of forming the frame of
the model using thin strips of light wood such as balsa, then covering it with
fabric and subsequently doping the fabric to form a light and sturdy frame.
Based on the Systems Engineering approach, an aircraft will be designed

during three phases:
1. Conceptual design phase,
2. Preliminary design phase, and
3. Detail design phase.
In the conceptual design phase, the aircraft will be designed in concept without
the precise calculations. In another word, almost all parameters are determined
based on a decision making process and a selection technique. The preliminary
design phase tends to employ the outcomes of a calculation procedure. In the
preliminary design phase, the parameters that are determined are not final and
will be altered later.
1.2 MISSIONS OF SURVEILLANCE AIRCRAFT
o Reconnaissance.
o Traffic monitoring
1.3 PRELIMINARY DESIGN CONSIDERATION
It is assumed that the preliminary weight estimation has already been carried
out, and the airplane performance and structural capabilities have been worked
out. The preliminary design parameters taken into consideration for design are
given in the table below. These may be altered at a later stage depending on the
better estimate of parameters.
Table 1.1 Preliminary estimation
Parameter Preliminary Estimate
Weight ~1kg to 1.2 kg
Wing Span ~1m
Length ~0.8m
Wing area ~0.125 m2
Wing type High wing or Low wing (with

dihedral)
Aspect Ratio ~6 to 8
Power plant Battery driven propeller
Control Ailerons, Elevators, Rudders, Speed
Thrust/Weight To be decided
Range ~1km
Table 1.2 Specifications[9]

Powerplant
Wing Batter Motor
Wingspan Length Flying Wt. Payload Wing Loading
Area y Weight
Sl. No Aircraft Weigh Fraction
Weigh
(m) (m) t (gm) (gm) (gm/sq. dm)
(sq. dm) t(gm) (gm)
(%)
BlitzRCWorks
1 1.21 1.106 27.3 960 140 65 21.24 95 35.16
MX2 Pro
2 Thunderbird 1.1 0.82 12 500 90 72 32.4 50 41.67
White Accipiter
3 1.1 0.82 14 500 90 72 32.4 50 35.71
Badius
4 Giant Yak 54 3D 1.5 1.21 43.9 2200 375 170 25.45 220 50.1
Alpha Sport 450 148-

5 1.2300 1.0150 25.48 793.80 72 31.6 80 31.15
ARF 179
6 ST Model FOX 1.8 0.88 23 685 70 170 35.04 65 29.7
Spitfire Mk. Vb
7 0.8255 0.6858 11.80 453.60 137 48.2 40.8 46 38.44
ARF
Art-Tech Cap 232

8 0.97 0.865 20.9 670 88 170 38.5 67 32
V2 3D
Yellow Accipiter
9 1.1 0.82 14 500 90 72 32.4 50 35.71
Badius
1.4 FIRST WEIGHT ESTIMATION
The payload weights for the chosen existing aircrafts are not specified in the open
literature. Hence, we start with the payload weight is 100 gm. and gross weight
as 1000gm.
The preliminary weight estimation is done by assuming the payload to be 10 % of
the gross weight. Table shows the power-plant ( ) and the empty weights of
the some chosen models aircraft.
Table 1.3 Specification of different aircraft model
Gross Power-Plant Structure/Empty

S.
Aircraft Weight, W0 Weight, WPP Weight, WS
No.
(gm.) (gm.) (gm.)
1. BlitzRCWorks MX2 Pro 960.0 203.904 661.096
2. Thunderbird 500.0 162.0 288.0
3. White Accipiter Badius 500.0 162.0 288.0
4. Giant Yak 54 3D 2200.0 559.9 1420.1
5. Alpha Sport 450 ARF 793.8 250.8408 462.9592
6. ST Model FOX 685.0 240.024 379.976
BlitzRCWorks 2.4GHz Giant

7. 1800.0 543.06 1076.94
Green J-3 Cub 3D
8. Spitfire Mk. Vb ARF 453.6 185.0688 222.5312
9. Art-Tech Cap 232 V2 3D 670.0 257.95 345.05
10. Yellow Accipiter Badius 500.0 162.0 288.0
From this available data the following two plots are made-
1) Power-plant weight v/s Gross weight. [Plot 1.1]
2) Empty (i.e. Structure) weight v/s Gross weight. [Plot 1.2]

Plot - 1.1
600
Powerplant weight,Wpp(gm)
500
400
300
200
100
y = 0.2421x + 53.267
0 (Wpp/Ws)=0.2421
0 500 1000 1500 2000
Gross weight,Wo(gm)
Plot - 1.2
1200
Structural weight, ws(gm)
1000
800
600
400
200 y = 0.6595x - 55.8

(Ws/Wo) = 0.6595
0
0 500 1000 1500 2000
Gross weight, Wo(gm)
The power-plant weight to gross weight ratio (WPP/ W0) and the empty weight to
gross weight ratio (WS/W0) can be obtained from the slopes of the Plot 1 and 2
respectively. It should be noted that the power-plant weight includes the battery,
motor as well as the propeller weight.
From these values the gross weight can now be estimated using the following
relation.
……… (1.1)
From equation 1.1, the following equation can be deduced,
W0 = [(WP/L) / {1- (WPP/ W0) - (Ws/ W0)}] …….. (1.2)
1.5 CALCULATIONS
WP/L = 100 gm.
From Plots 1 & 2,
(W PP/ W 0 ) = 0.2421, (WS/ W 0 ) = 0.6595
W0= [100 / {1 - 0.6595 – 0.2421}] (from equation 1.2)
W0 = 1016.260 gm
1.6 CONCLUSION
 The initial estimated gross weight is 1016.26 gm for the required payload weight
of 100 gm. This weight estimation is preliminary weight estimation which is likely
to change during further process of design.
2 SECOND WEIGHT ESTIMATION

2.1 MISSION REQUIREMENTS
For our mission we decided to choose an airfoil which has very low value of
stalling speed. To fulfill this requirement we should have higher value of Clmax.
and (L/D)max. These two parameters are of prime importance for choosing
airfoil. Further the high (L/D)max is more important because higher the value of
(L/D)max, lower will be the minimum drag. This drag multiplied by the cruise
velocity will give the power required corresponding to minimum drag condition.
During ascent, the wing is flying at a lower speed and therefore at a higher lift
coefficient. The rate of climb is a function of the excess horsepower available so,
the lower the drag, the more power is available to gain altitud.
For our design and weight estimation consideration we chose different NACA
4digit airfoils and having stalling angle of attack in the range of 13-15 degrees
and under cambered for good low speed lift.
 Table 2.1: Parameters of different 4 digit NACA airfoil[10]
Series NACA 1412 NACA 1415 NACA 2421 NACA 2414 NACA 2424
Thickness 12% 14.90% 21% 14% 24%
camber 1% 1% 2% 2% 2%
T.E.angle (deg) 16.5 19.19 28.2 17.8 32.2
Lower flatness 64.90% 30.20% 27.80% 50.50% 17.40%
L.E. radius 3.5 3.3 6.3 3 7.5
1.098 1.146 1.547 1.245 1.581
angle 15 15 15 10.5 15
14.806 41.387 32.261 41.542 33.084
angle 6 6 7.5 6 6.5
CL 0.836 0.817 1.081 0.943 0.95
Stall angle 7 10.5 3.5 10.5 -0.942
Zero AOA -1 -1 2 2 2
2.2 SELECTION OF AIRFOIL

After investigating all the above airfoil data and it’s characteristics we decided to
choose NACA-2414 as its features fulfill our requirement. This airfoil has highest
value of both and (L/D)max compared to the above five airfoils..
NACA -2414 - Fig 1.1
2.3 CALCULATION BASED ON NACA-2414

Assuming:
Chord Length (c) : 16 cm.
Wingspan (b) : 1.0 m
Density of air estimated in IITM : 1.15 kg/m3
Viscosity of air estimated in IITM : 1.983*10-5 N-sec/m2
Aspect ratio (AR) = b/c

AR=1/0.16=6.25
=√
=√
= 9.328m/s
Designed cruising speed = 2*
Designed cruising speed = 18.65m/s
Reynolds’s number =
Reynolds’s number =173050.93

The following values were obtained at Reynolds no. of 173050.93
Table 2.2 Values obtained at Reynolds no. of 173050.93 for NACA 2414
Sl.No AOA(Degree) Cl Cm Cd
1 -3 -0.093 -0.052 0.013

2 -2 0.028 -0.052 0.0125
3 -1 0.149 -0.053 0.0124
4 0 0.27 -0.053 0.0122
5 1 0.392 -0.054 0.0118
6 2 0.513 -0.054 0.0122
7 3 0.634 -0.054 0.0126
8 4 0.754 -0.055 0.0136
9 5 0.871 -0.055 0.0144
10 6 0.972 -0.056 0.0158
11 7 1.061 -0.056 0.0175
12 8 1.138 -0.057 0.0188
13 9 1.204 -0.057 0.0208
14 10 1.259 -0.058 0.0225
15 11 1.303 -0.058 0.0253
Cl v/s Cd
1.4
1.2
0.8
Cl
0.6
0.4
0.2
0
0 0.005 0.01 0.015 0.02 0.025 0.03
-0.2
Cd
Plot 2.1 Cl v/s Cd
CI v/s α
1.4
11, 1.303
1.2
0.8
Cl
0.6
0.4
0.2
0
-4 -2 0 2 4 6 8 10 12
-0.2
α
Plot 2.2 CI v/s α
2.4 POWERPLANT WEIGHT ESTIMATION

From drag polar plot,
Zero lift drag coefficient, Cd0 =0.012615
Ostwald’s efficiency factor for rectangular wing, e =0.85
So, K=
=0.0599
≈0.06
Therefore, drag polar equation for our airfoil is
Cd = Cd0+ KCl2
Cd= 0.012615+ 0.06Cl2
For (L/D)max condition, we have
Cd0= KCl2
Cl=
Cl=0.4585
Also Cd= 2*Cdo
Cd = 0.02523
Cl / Cd = 18.1728
For steady level flight,
Thrust (T) = Drag (D)
& Lift ( L) = Weight(W)
W = 1.016*9.81
= 9.96696 N
Thrust required, T= W / (Cl / Cd)
T = 0.54845 N
Power required for cruising speed,
P=T×V
P = 0.54845 × 18.65
P = 10.228 Watts
2.5 MOTOR
Motor selected - TURNIGY AerodriveXp, Model: TR35-30C
Specification:
 Input Voltage : 7.4V~11.1V (2~3S Li-po)

 KV : 1100 rpm/V within 10%
 Max. efficiency current : 10~15A
 Dimentions : 35mm X 30mm / 1.38in X 1.18in
 Shaft diameter : 4mm / 0.16in
 Weight : 77g / 2.72oz
 Number of poles/magnets : 14
 Recommended model weight : 600~1300g / 21~45oz
 Power equivalent : .12,2stroke
 Stator Dimentions: 28-08
2.6 BATTERY[11]
Electrifly Power Series LiPo Battery:
Model: GPMP0504
Description: 2S 7.4V 1300mAh 25C
Weight: 2.7 oz (77 gm.)
Dimension:3.4 x 1.4 x 0.5
2.7 PROPELLER
9x6 (length-228.6 cm, pitch-152.4 mm)
Weight : 26 g
Some addition equipments (fittings,etc. ) weight = 50gm

2.8 PAYLOAD-RC PLANE CAMERA[12]
Fly DV Micro Video Camera 2GB for RC Airplane (TCSC30041)
This is smallest fly DV on the world! Weight only 80g, bring no overload to your
helicopter or airplane. The Fly Camera is a light video camera that can be used
for
Model air planes, Helicopters, RC cars etc.
Specification:
 Easy to Install
 High Speed Recording & Quick Light Response
 Automatic photographing every 15 second
 25 Frames Per Second for 640x480 Video Output
 Motion JPEG Video Encoding and MP4 Format
 High performance Microphone

 Sound Activated Recording
 Built-In Rechargeable Lipo Battery with 2.5 Hour Battery Life
 Memory Capacity: 2G
 USB 2.0
 DV 640*480@25FPS
 Weight: 0.080kg
 Size: 15x10x7cm
2.9 TOTAL POWERPLANT WEIGHT (WPP)

Wpp = Wmotor + Wbattery + Wprop.+Wextra
= 100+80+26+50
Wpp = 256 g.
2.10 SECOND WEIGHT ESTIMATION

The takeoff gross weight, Wo of an aircraft can be summarized as
Wo= Wpl+Wpp+Wstr.
The above equation can be simplified for the calculation of structural

weight as the fraction of total take-off weight as,
𝑾𝟎𝟐 = Wpl + Wpp + (Wstr/Wo) Wo.
= (Wpl+Wpp)/(1-Wstr/Wo)
= 1045.521gm
2.11 CONCLUSION
1. NACA 2414 Airfoil is chosen for our aircraft mission.
2. Second weight estimation is done by approximating the ratio of structural
weight to total weight based on previous report.
& Second Weight estimation, = 1045.521gm.
3 WING LOADING AND THRUST TO WEIGHT RATIO

3.1 INTRODUCTION
Wing loading is defined as the loaded weight of the aircraft divided by the area of
the wing. In most aircraft designs, wing loading is determined by consideration of
Vstall and landing distance. However W/S also plays the role in the maximum
velocity of the airplane .Vmax increases as W/S increases.
The primary constraints on W/S will be Vstall and landing and we will take that
approach The faster an aircraft flies, the more lift is produced by each unit area
of wing, so a smaller wing can carry the same weight in level flight, operating at a
higher wing loading. Correspondingly, the landing and take-off speeds will be
higher. The high wing loading also decreases maneuverability. The wing loading
determines the design lift coefficient and influences drag through its effect upon
wetted area and wingspan.
3.2 WING LOADING FOR STALL CONDITIONS

The lift force L on a wing of area S is defined as,
For steady level flight,
L=W
To account for the 3-D effect for the finite aspect ratio, Raymer suggest that, for
finite wings with aspect ratio > 5,
N/m2
3.3 WING LOADING FOR TAKE-OFF PERFORMANCE
Fig 3.1: Take off performance
Assuming hOB = 1 m
We are going to use the equation below for the wing loading determination
Sg 1.21*W/S)/(g × ρ × CLmax× (T/W)0.7VLO][3]

Total take-off distance is given by
S=Sg+ Sa
Where, Sg= Ground roll
Sa = Approach distance
Designed take-off distance, S = 50 m
Liftoff velocity, VLO = 1.15Vstall
= 1.15 × 9.38
= 10.787 m/sec
L = 0.5 × ρ × VLO2 × CL
For L W during take-off ground run
(VLO /Vstall) = Sqrt[CL(max)/ ]/1.15
)2
= 0.85029
Using drag polar
CD = 0.012615 + 0.06CL2
= 0.012615 + 0.06 (0.85029)2
= 0.05599
(L/D)VLO =CL/CD = 15.1852
Thrust, T = W*(CD/CL)
= 0.675229 N
Radius of take-off,
R = (6.96 × Vstall2)/g
= 62.423 m
Flight path angle
θOB = cos-1(1 – hOB/R)
= 10.26 degrees
Approach distance, Sa = R sin(θOB)
=11.11 m
Sg = S – Sa
= 50 – 11.11
= 38.881 m
At velocity, V∞ = 0.7VLO
=0.7*10.787
= 7.5509 m/sec
(V0.7LO /Vstall) = Sqrt[CL(max)/CL(0.7LO)]
CL(0.7LO) =1.735
Using drag polar
CD = 0.012615 + 0.06CL2
CD(0.7LO)= 0.012615 + 0.06 (CL(0.7LO))2
= 0.19322
(T/W)0.7VLO =(CD/CL) 0.7VLO
=0.11154
Sg 1.21(W/s)/(g × ρ × CLmax× (T/W)0.7VLO)
( ) = 45.385 N/m2
3.4 WING LOADING FOR CRUISING CONDITIONS

To maximize Range during cruise for a propeller aircraft, wing loading is
selected to provide a high (L/D) at cruise conditions.
So wing loading is calculated for maximum range i.e. maximum (L/D)

condition.
CDo = k .
CL= √ .
= * * *√ .
= 0.5*1.15*18.652*√ .
( ) = 91.7684 N/m2.
3.5 WING LOADING FOR CLIMB CONDITIONS

For rate of climb to be maximum, power required should be minimum. The
condition for minimum power required is
3CDo = k .
Cl = 0.7941
CD = 0.05046
CD /CL = 0.06354
Vmp = 0.76*Vmd
Vmp = 0.76*14.70 m/s
Vmp = 11.177 m/s
Design Climb velocity = 11.177 m/s.
Design angle of climb = 10o.

Rate of climb, v = V sin .
= 1.9408 m/s.,
= 0.24367
√
( )=
( ) = 94.135 N/m2
3.6 WING LOADING FOR TURNING PERFORMANCE

Load Factor, n = sec = 1.2
n=( ) ( )max.
( ) = 0.1011
√
( )= .
( ) = 78.89 N/m2
3.7 WING LOADING FOR DESIGN LANDING DISTANCE
Fig 3.2: Landing Distance

Assuming total landing as 50 m (Grass Runway)
Total Landing distance is given by,
S = Sa + Sf +Sg.
Flight path radius during flare R,
n=1.2 for flare
R= .
Where V∞ = Vf = Flare velocity = 1.23 Vstall
=1.23*9.38
=11.5375 m/s
Flight path radius, R = (11.5375 )2 / (9.81*0.2) = 67.846 m.
Design approach angle, a = 30
Flare height, hf = R (1-cos a)

= 67.846 * (1- cos3o )
= 0.0929 m.
Approach distance, Sa =
= 17.3307 m.
Assume ~
Flare distance ,Sf = R sin
= 3.5507 m
Hence,
Sg = S - Sa - Sf
= 50 – 17.330 – 3.5507
= 29.1193 m.
Sg ≈ 30m.
We have
𝑊
𝑊 j
𝑆
Sg = j N √ +
𝜌𝑆𝐶𝐿𝑚𝑎𝑥 g 𝜌𝐶𝐿 𝑚𝑎𝑥 𝜇𝑟
where
j – Limiting factor for touch velocity (VTD > j*Vstall)[3]

Table 3.1 COEFFICIENT OF FRICTION AT DIFFERENT CONDITION[13]
Taking N=1 , µ=0.35, j=1.1
( ) ( )
30 = 1.1*1.0√ +
Solving the above quadratic equation we get,
( ) = 69.07 N/m2
Table 3.2:Wing loading at different flight condition

Parameters Wing loading
2
Stall 56.889 N/m
2
Landing 69.07 N/m
2
Cruising 91.7684 N/m
2
Takeoff 45.385 N/m
2
Climb 94.135 N/m
2
Turning 78.89 N/m
Therefore, from the above calculation, Minimum (W/S) found as,
W/S = 45.385 N/m2

3.8 THRUST TO WEIGHT RATIO DETERMINATION
3.8.1 CRUISE CONDITION
( ) = 0.05502
3.8.2 TAKE OFF CONDITION
Sg=
= .
( ) = 0.11152
3.8.3 CLIMB CONDITIONS
= )
= + .
( ) = 0.0578
3.8.4 TURNING CONDITION
= )
= .
( ) = 0.06605
After performing the above calculation based on minimum (W/S) the maximum
(T/W) obtained at takeoff condition.
Hence,
T/W = 0.11152
3.9 CONCLUSION
2
 Minimum wing loading, (W/S) = 45.38 N/m
 Maximum T/W = 0.11152

4 THIRD WEIGHT ESTIMATION

4.1 Introduction
We have to estimate the weight of various parts of the airplane and add them to
obtain total weight. In the second weight estimation the total weight is obtained
as 1045.3 g. The airfoil chosen for the mission requirements is NACA 2414. The
chord length of this airfoil is assumed as 0.16 m and the aspect ratio was fixed as
6.25. With these values the span length obtained was 1.0 m. The minimum wing
loading carried out in the last report as 45.38 N/m2. Since wing sweep is used
primarily to reduce the adverse effect of transonic and supersonic flow. An
elliptical wing plan form is difficult and expensive to build. We assume in this
report that no dihedral, no sweep and no taper and a box cross-section for the
fuselage. To mount the motor and battery in the aircraft, provision is planned to
be made near the nose of the aircraft is done. The uncambered four digit airfoil is
commonly used for tail surface of subsonic aircraft. Tails commonly used for
trim, stability and control. An aft horizontal tail inclined to balance the wing
pitching moment.
Power plant weight = 256 gm

Payload weight = 100 gm
4.2 MATERIAL SELECTION

Material selected is medium density BALSA WOOD.
Balsa wood is a very interesting material and is typically used for construction of
model airplanes. Balsa is technically a hard wood, because of the shape of the
leaves. It is not the lightest wood, but it is the lightest wood which has some
strength. Actually Balsa wood’s strength to weight ratio and stiffness to weight
ratio is very good, better than any man made material that I am aware of. It is
not considered to be a great material to use for the design of most things
because its properties vary greatly.
Table 4.1: Mechanical properties of balsa wood
4.3 WEIGHT OF WING
4.3.1 WEIGHT OF SPAR
Figure4.1: Lift force and lift coefficient distribution across an elliptical,

rectangular and triangular wing planforms
Since our planform is rectangular the lift distribution is approximated as

uniformly distributed load.
Figure4.2 load distribution on wing
Maximum bending moment = 0.5*(W/S)*planform area*(span/4)
= 0.5*45.38*0.16*1*0.25
= 0.9076 Nm
From Table 1,
Maximum compressive strength = 12.1 MPa
The imposes load on wing 1.41 greater than level flight load .So Assuming factor
of safety = 3[3*]
Allowable stress, = 12.1/3
= 4.033MPa
From Euler’s equation of Bending,

Breadth b = 3.378e-03 m
Breadth b ≈ 4mm
Area of the spar=0.004*0.02
= 0.00008
Weight of the SPAR = density*volume
= 150*(area*span)
= 150*0.00008*1
= 0.012 Kg
= 12 gm
4.3.2 WEIGHT OF RIBS

Number of ribs to be used = 20
From design foil software surface length ≈ 2.05c
Surface length =2.05*0.16
Surface length =0.328 m
Assuming, thickness 10mm for the rib
Weight of each rib= density*surface length*cross sectional area
= 150*0.328*0.01*0.01
=0.00492 kg
Total weight of ribs = 20* Weight of each rib
= 20*0.00492
=0.0984 kg
=98.4 gm
Total mass of the wing=98.4+12.98
=111.38
4.3 WEIGHT OF FUSELAGE
Table 4.2 Rules of thumb for determining the parameters for a model aircraft[5]
Assuming cross section of the fuselage as 6cm X 6cm and having a thickness of
5mm.(base on pay load required )
From the table4.2,
Length of the fuselage = 75 % of the wingspan
Length of the fuselage =0.75*1m

= 0.75m
Cross sectional area of the fuselage = 6*6-5*5
= 11 cm2
Hence,
Volume of the fuselage = Cross sectional area* Length
= 11e-04*0.75
= 8.25e-04 m3
Weight of fuselage = Density of material * Volume of the fuselage
= 150*8.25e-04
= 0.1237kg
= 123.75gm
4.4 WEIGHT OF HORIZONTAL TAIL

Assuming, Thickness for the vertical and horizontal tail as 5mm.
Surface area of horizontal stabilizer =25% of wing planform area (table 4. 2)
Surface area = 0.25*0.16 m2
= 0.04 m2
Volume of each stabilizer = Surface area*thickness
= 0.04*0.005
= 2e-04 m3
Weight of each horizontal stabilizer = Density of balsa wood*volume
= 150*2e-04
= 0.03 Kg
= 30gm
Total weight of horizontal stabilizers = 2*30
= 60gm
4.5WEIGHT OF VERTICAL TAIL

Surface area of vertical stabilizer =35% of wing planform area (from table 4.2)
Surface area = 0.35*0.16 m2
= 0.056 m2
Volume of each stabilizer = Surface area*thickness
= 0.056*0.005
= 2.8e-04 m3
Weight of vertical stabilizer = Density of balsa wood*volume
= 150*2.8e-04
= 0.042 Kg
= 42gm
4.6 SKIN
Assuming the skin thickness to be 1mm
4.6.1 Skin weight for wing

The surface length of ribs=0.328
Volume of the skin=surface length *span*thickness
=0.328*1*0.00
=0.000328
Mass of the skin =density of the foam*volume of the skin
=41*0.000328
=13.5gm
4.6.2 skin weight for fuselage

Surface area of fuselage =4*6*0.75
=0.18m2
Volume of the skin =surface area of fuselage*thickness of skin
=0.18*0.001
=0.00018m3
Volume of the skin =density of the foam * Volume of the skin
=0.00738kg
=7.38gm
4.6.3skin weight for horizontal tail

From section 4.4 surface area of each horizontal tail=0.04m2
Volume of the skin=0.04*0.001
=0.00004m3
Weight of the skin=0.00004*41
=0.00164kg
=1.64gm
Total skin weight of horizontal tail=2*1.64
=3.28
4.6.4skin weight for horizontal tail

From section 4.5 surface area of vertical tail=0.056m2
Volume of the skin=0.056*0.001
=0.000056m3
Weight of the skin=0.000056*41
=2.296
Total weight of skin=skin weight of (wing +fuselage+ horizontal tail+ vertical tail)
= 13.5+7.38+3.28+2.296
=26.45gm
COMPONENT WEIGHT(gm)
WING 111.38
FUSELAGE 123.75
HORIZONTAL TAIL 60
VERTICAL TAIL 42
SKIN WEIGHT 26.45
SERVO 45
CASING 50
RECIEVER 6.17
TRI CYCLE LANDING GEAR 70
EMPTY VOLUME FILLING 55
OTHER (glue, bolt, etc.) 20
Table 4.3.component and corresponding weight
Total structural weight =12+98.4+50+123.75+60+42+50+70+20
Total structural weight = 609.75gm

4.7 CONCLUSION
 The estimated total structural weight is 609.75gm.
 Third weight estimation,
gm
5 SIZING AND 3D LAYOUT
5.1 INTRODUCTION
In the present report the basic geometric details of the aircraft are estimated
based on the last report calculation and a 3D layout has to be drawn on the basis
of this geometric data. Construction consists of using spars and ribs for the wings
and tail surfaces. High wing is used in this model because the wing stays out of
ground effect for most of the time. Also it has better stability than a low wing
aircraft. The wing is unwept.
Table 5.1 gives the horizontal and vertical tail volume coefficient for some
aircrafts.
Table 5.1: Tail volume coefficient [1]

5.2 Horizontal tail

Horizontal tail length can be calculated by,[1]
Location of main wing from the nose wing = 20 % of fuselage length[
= 0.2 *750
=150 mm
Chord of tail wing = 65 % of main wing chord
= 0.65*160
= 104 mm
Span of the horizontal tail = SHT/CHT
= 0.040/0.104
= 0.3846 m
Location of tail horizontal wing from main wing nose = 62% of fuselage length [1]
= 0.62* 750
=465 mm
5.3 Vertical tail

Consider vertical tail length from nose of the main wing is equal to the length of
the tail wing distance from the main wing. Assuming aspect ratio for the vertical
tail wing to be equal to 1.4
Since = 35% of fuselage length[5]
= 0.014 m2
AR =b2/S
1.4 = b2/0.014
Vertical tail wing span b = 140 mm
Now, S = b * c
Chord c = 100 mm
Let taper ratio for the vertical tail wing = 0.4
S = 0.5*b(Cr + Ct )
2*C = 1.4* Cr
Cr = 142.85 mm
Ct= 57.14 mm
5.4 THREE DIMENSIONAL LAYOUT

A 3D layout on the basis of previous calculation is drawn in CATIA and here shown
the front, side and top view of the modal aircraft. All dimensions are in mm
Figure 1: Front view of the modal aircraft.
384
Figure 2: Side view of the modal aircraft.

Figure 3: Top view of the modal aircraft.
384
5.5 CONCLUSION
 A 3D layout is drawn in CATIA and shown the front, side and top view of
the modal aircraft.
6 PROPELLER DESIGN
6.1 INTRODUCTIONS
The function of the propeller is to convert brake horse power from the engine
into thrust. The primary purpose is to convert engine power to axial thrust
through torque transfer to the propeller. To do this there are two types of
propellers are used
(1) Fixed pitch: The propeller is made in one piece. Only one pitch setting is
possible and is usually two blades propeller and is often made of wood or
metal
(2)Constant speed: During operation, the constant speed propeller will
automatically change its blade angle to maintain a constant engine speed. If
engine power is increase, the blade angle is increased to make the propeller
absorb the additional power while the rpm remain constant.
Propeller blades are constructed using aerofoil sections to produce an
aerodynamic force, in a similar manner to a wing. Consequently the blades are
subject to the same aerodynamics – induced drag, parasite drag, wingtip
vortices, lift/drag ratios at varying angle of attack, pressure distribution changing
with angle of attack etc. There is a difference in application because, in flight, the
propeller has rotational velocity added to the translational (forward) velocity,
thus, the flight path of any blade section is a spiral – a helical flight path.
6.2.1 Fixed pitch propellers

This propeller is made in one piece. Only one pitch setting is possible and is
usually two blades propeller and is often made of wood or metal.
Figure 6.1fixed pitch propeller

Raymer suggest that, For the purpose of initial sizing an empirical relation for 2
bladed propeller diameter D as a function of engine horsepower(Hp) can be
given as,
D = 22*(Horse power) 1/4
From our second chapter, we specified a battery which capacity is 30 watt
P=30 watt
D=22*(30/746)(1/4)
D=9.8518 inches
=25.023cm
25 cm
Propeller Radius R=D/2
=12.5 cm
6.2.2 PITCH
The pitch is defined as the distance traveled forward in one revolution if there
were no slippage.Propellers is defined in terms of their diameter and pitch.
By convention the pitch is defined in either inches or millimeters at 75%of the
blade radius. The 75% radius is a fair choice since about half of the thrust of a
propeller occurs on each side of this value. In fact, about 80% of the thrust is
generated by the outer 50% of a blade. Hence
Pitch of propeller =0.75*radius of propeller [5]
=0.75*12.5
= 0.9375cm
 High Pitch Propeller properties:
(1) High speed flight

(2) Poor Acceleration
(3) Poor Climb
(4) It can be difficult to slow down for landing
 Low Pitch Propeller properties:

(1) Low speed flight
(2) Good Acceleration
(3) Good Climb
(4) Finer speed control throughout throttle range — particularly at low throttle
settings
Fig 6.2: Coefficient of thrust versus Advance ratio[3]

Figure 6.3: Coefficient of power versus Advance ratio[3]
In order to calculate speed of propeller in rpm(n)

N=65000/diameter in inches[1]
N=65000/9.8518
N=6597.77rpm
n=109.96rps
From chapter 2 we get cruise speed =18.65m/s

6.3 Advance ratio[7]
J= V / (D*n)
J = 18.65/ (109.96*0.25)
J =0.678
6.4 COEFFICENT OF THRUST
From Figure 6.2, for J=0.727 and Pitch/D=0.375
Ct 0.017
6.5 COEFFICIENT OF POWER

From Figure 6.3, for j=0.727 and Pitch/D=0.375
Cp 0.015
6.6 THRUST[7]
2 4
T= Ct×ρ × n × D
= 0.017x 1.15x 109.96 2x 0.254

= 0.9233N
6.7 PROPELLER POWER[7]
3 5
P=Cp×ρ × n × D
=0.014 x 1.15x 109.963x 0.255
=22.3971 watt
6.8 EFFICIENCY
ηp=JxCt/Cp
ηp=0.727x0.017/0.015
ηp= 82.3933%
Hence, for good acceleration and climbing we are considering low pitch
propeller. From the survey on the internet we find that 10’’ X 6’’ will be perform
very good for our design consideration
6.9 CONCLUSION
 Propeller size has been chosen as 10” X6’’.

 Propeller Power has been calculated as 22.3971watt
7 IMPROVED DRAG POLAR

7.1 INTRODUCTION
An aircraft is a complicated three-dimensional vehicle, so for simplicity in
calculation, we assume that the drag is a function of two-dimensional area
and we call it as reference area. This area could be any area including tail
area, wing area and fuselage cross sectional area, or fuselage side area, or
fuselage surface area, or even aircraft top-view area. In this report we are
calculating the improved drag polar by component build up method. In which we
consider each component and calculate its drag coefficient and add them all.
7.2 PARASITE DRAG

Total drag coefficient is defined as,
There are two methods by which we can calculate parasite drag .

7.2.1 Equivalent skin friction method
In this method it is assumed that an aircraft in subsonic cruise will have parasite
drag that is mainly due to skin-friction drag in addition to a small separation
pressure drag. Therefore the estimation of parasite drag coefficient can be
calculated from equivalent skin friction co-efficient of similar type of aircraft
multiplied with the ratio of wetted area of the present aircraft to the reference
(wing plan form) area.[1]
Table 7.1: Equivalent skin friction coefficient[1]
From the table 7.1,

= 0.0055
From design foil software,

Surface length of NACA 2414 =204*x/c%
= 204.8*0.16/100
= 0.32768 m
Sref = 0.32768*1 m2
= 0.32768 m2 (wing plan form area)
Table 7.2 :Swet of different component
Component Characteristic length (m) Swet (m2)
Wing 0.16 0.3178
Horizontal tail 0.104 0.1624
Vertical Tail 0.100 0.1136
Fuselage 0.75 0.18
Total 0.7738
CD0 = Cfe *( SWet / Sref) …………… (7.1)

CD0 = 0.0055 *( 0.7738 / 0.32768)
CD0 = 0.011807
7.2.2 Component build up method

In this method parasite drag of each component of the aircraft is estimate by
making use of flat-plate skin –friction drag coefficient (Cf) and a component form
factor (FF) which is the estimate for pressure drag due to viscous separation. The
component interference effects are estimated as a factor Q and the total

component drag is estimated using the equation (7.2).
Miscellaneous drags include drag due to unretracted landing gear, flaps, an
upswept aft fuselage and base area will estimated separately and added the total
along with estimated contributions for leakages and protuberances .[1]
CD0 = ……… (7.2)
For calculation of Swet we have followed the method as mentioned below:

If t/c < 0.05
Swet = 2.003* Sexposed ……… (7.3)
If t/c >0.05
Swet = Sexposed [1.977 + 0.52(t/c)] ……… (7.4)
7.2.2.1 Main Wing

The R/C model will typically have Reynolds Numbers less than 500,000 which
gives the wing a predominately laminar boundary layer.
Re =
Re = 1.73*105
Cf,w = ……(for laminar boundary layer )

√
= 0.00319
FFw [ ( ) () () ] … (7.5)
Here = 0, as the present wing and horizontal wing rectangular shape is

considered.
t/c = 0.14
M =Vcruise /speed of sound
M = 19.38 / 348.92
M = 0.0555
( )
FFw =1.0498
Sexposed =b * c (top view area)
= 1.0*0.16
= 0.16 m2
Swet,w = Sexposed [1.977 + 0.52(t/c)]
Swet,w = 0.328 m2
7.2.2.2 Horizontal tail
Re =
= 1.1237*105
Cf,ht =
√
= 0.00396
t/c = 0.12 …….for NACA 0012
FFht= [ ( ) () () ]
FFht =1.0039
Sexposed =0.3846*0.104
= 0.04 m2
Swet,ht = Sexposed [1.977 + 0.52(t/c)]
Swet,ht = 0.08157 m2
7.2.2.3 Vertical tail
Re =
= 1.0815*105
Cf,vt =
√
= 0.004
FFvt= [ ( ) () () ]
=1.0039
Sexposed =0.056 m2
Swet,vt = Sexposed [1.977 + 0.52(t/c)]
Swet,vt = 0.1136 m2
7.2.2.4 Fuselage
Re =
= 8.112*105 > 5*105 → turbulent flow.
Cf,f =
g
= 0.00465
t/c = 6 / 75= 0.08
Sexposed = df * lf = 0.06*2*0.75 = 0.090 m2
Swet,f = Sexposed [1.977 + 0.52(t/c)]
= 0.1816m2
Fig 7.1 description of df and lf
f= = = 12.5
FFf = 1+ + …………(7.6)
FFf = 1.06197
Table 7.3: Calculation of of each component
Characteristic Swet
Component ( ) Re FFc Qc Cfc
length (m) (m2)
Wing 0.16 0.14 1.73*105 0.328 1.0498 1.8061 0.00319 1.9838*10-3
Horizontal 0.1456*10-3
0.104 0.104 1.1237*105 0.08157 1.0039 0.4491 0.00396
tail
Vertical Tail 0.100 0.100 1.0815*105 0.1136 1.0039 0.6255 0.004 0.2853*10-3
fuselage 0.75 0.08 8.112*105 0.1816 1.06197 1.0 0.00465 0.89676*10-3
Total 3.31146*10-3
Therefore /Sref = 3.31146*10-3/(0.32768)
= 0.010105
For CDmisc the strut and landing gear are the only components considered
CDmisc. = (D/q)/(frontal area) …… (7.7)
Table 7.4 Landing gear component Drag[1]
Component (D/q)/ Frontal area CDmisc
Regular wheel tire 0.25 3.205 × 10-4
Second wheel and tire in tandem 1.9231 × 10-4 (twice

0.15
(2 wheels) of this)
Round strut or wire 0.30 18.571 × 10-4
Total 2.5622 × 10-3

For propeller aircraft
CDL&P = 5 % of the parasite drag co-efficient[1]
CDL&P = 0.05*(0.010105 )
= 0.50525*10-3
CD0 = 0.010105 + 2.5622*10-3 +0.50525*10-3
CD0 =0.013172
7.3 Drag Polar Determination

Drag polar is given by the expression below,
and the drag due to lift is given by,
For a straight wing span the efficiency factor can be estimated by using the
expression below,
e = 1.78 * (1 -0.045*AR0.68) – 0.64 ……..… (7.8)

AR = 6.25, e = 0.86149
K = 1/(3.14*AR*e)
= 0.05914
CDi = 0.05914 CL2
Hence the drag polar for the present aircraft is
Conclusions
 Improved Drag profile is calculated as .
8 CALCULATION OF CENTRE OF GRAVITY

8.1INTRODUCTION
The CG is the point at which the total weight of the aircraft is assumed to be
concentrated, and the CG must be located within specific limits for safe fight.
The center of gravity is not necessarily a fixed point; its location depends on the
distribution of weight in the airplane. As variable load items are shifted or
expended, there is a resultant shift in CG location. We are considering only half
of the section of the model aircraft. As long as the CG is maintained within the
allowable limits for its weight, the airplane will have adequate longitudinal
stability and control. If the CG is too far aft, it will be too near the center of lift
and the airplane will be unstable, and difficult to recover from a stall.
Figure 8.1 Effect of CG location on stability
8.2.1 C.G. CALCULATION FOR WING

From designfoil software,
Xrib = 42.19%*x/c
= 0.4219*16
Xrib = 6.7504 cm ……. From leading edge

From previous report,
Xspar = 0.3*c
Xspar = 4.8 cm
Since we are using 20 ribs over the whole wing. Which means that there will be
10 ribs in each side.
Weight of the SPAR = 12 gm
Weight of each rib=4.92 gm
……… from the leading edge
g g
……… from the nose tip of the fuselage
From designfoil software,
g g
g g +6
= 6.502 cm …………from fuselage base

8.2.2 C.G. CALCULATION FOR FUSELAGE

Our fuselage is tapered at the end and at the beginning .Assuming equal cross
section throughout the length of the fuselage as it will not affect much on the
fuselage c.g.Hence,
……… from the nose tip of the fuselage
…………from fuselage base
8.2.3 C.G. CALCULATION OF HORIZONTAL AND VERTICAL TAIL
(a)For horizontal tail

C = (S(A+2B)) / (3(A+B))
= (0(10.4+2*10.4)) / (3(10.4+10.4))
C=0
MAC = A-(2(A-B)(0.5A+B) / (3(A+B)))
= 10.4-(2(10.4-10.4)(0.5-10.4+10.4) / (3(10.4+10.4)))
MAC = 10.4
= %MAC B.P.*(MAC) + C
The balance point(B.P.) is not the Center of Gravity. Generally it is about 25% of
the chord back from the leading edge.
= 0.25*10.4 + 0
= 2.6 cm …………… From the horizontal tail leading edge
= 15 + 46.2 + 2.6
= 63.8 cm ……………….. From the nose tip of the fuselage
……………….. From fuselage base
(b) Vertical tail

C = (S(A+2B)) / (3(A+B))
= (8.57(14.28+2*5.71)) / (3(14.18+10.4))
C = 3.67
MAC = A-(2(A-B)(0.5A+B) / (3(A+B)))
= 14.28-(2(14.28-5.71)(0.5*14.28+5.71) / (3(14.28+5.71)))
MAC = 10.60
= %MAC B.P.*(MAC) + C
=0.25.*10.6+ 3.67
= 6.32cm ……. from the horizontal tail leading edge
= 15 + 46.2 + 6.32
= 67.52 cm ……. from the nose tip of the fuselage
g
g cm
g cm …………….from fuselage base

Table 1: mass and CG distance
Component Mass (gm) X(cm) from nose tip of Z(cm) from the
the fuselage fuselage base
Fuselage 61.875 37.5 3
Wing 55.2 31.368 6.502
Horizontal Tail 30 63.8 3
Vertical Tail 21 67.52 12
Landing Gear 35 45 -6
Propeller 13 -2 3
Motor 50 1.08 1.08
Battery 40 10 1
Payload 50 15 1.4
̅ ……. from the nose tip of the fuselage
̅ ………………. from the fuselage base

Since all the loadings are symmetric about X-axis. Therefore ̅ will lie on X-axis.
CONCLUSION
 ̅ ……. from the nose tip of the fuselage

 ̅ ……. from the fuselage base
*
CORRECTION NOTE
 To obtain the stable condition of aircraft we have shifted our wing to 250 mm from the
nose tip of the fuselage. Earlier it was 150mm from the nose tip of the fuselage along
X-axis.
9 Stability Analysis
9.1 INTRODUCTION
Aircraft motion consists of translations and rotations about the center of gravity
(c.g.). The motion includes six degrees of freedom: forward and aft motion,
vertical plunging, lateral translations, pitch, roll, and yaw.
Figure 9.1: Axis notation
Stability is the tendency of a system to return to its equilibrium condition after

being disturbed from that point. Two types of stability or instability are
important.
(A) Static stability.
(B) Dynamic stability.
Static stability implies that all the forces and moments around the aircraft’s cg at
a fixed flight condition and attitude are balanced. After any small perturbation in
flight attitude the aircraft returns to its equilibrium position. The equilibrium
position is usually called the trim position and is adjusted using the trim tabs.
Since our aircraft is laterally symmetric (i.e. The left-hand side is a mirror image
of the right-hand side) it follows that in forward ﬂight with wings level and with
no roll or yaw the resultant of the aerodynamic forces must lie in the plane of
symmetry. Hence, in straight ﬂight any symmetric disturbance will result in only
horizontal and vertical motion of the center of gravity(c.g.) and pitching about
the c.g.Hence,This is a longitudinal symmetric motion. The aerodynamic center is
defined as a point about which the pitching moment is constant with respect to
angle of attack.
9.2.1 FUSELAGE
The pitching moment coefficient of fuselage, (Ref. Raymer)
fuselsge = per degree
where,
Kf = Empirical pitching moment factor
Figure 9.2: Position of ¼ root chord

Position of 1/4th root chord in terms of % fuselage length = ((160/4 +
250)/1000)*100
=29mm
Kf from the above Graph = 0.012
fuselsge =
= 0.00061798 per degree
= 0.0354 per radian
9.2.2 WING
Location of cg of the aircraft from the fuselage tip = 2815 mm

̅ cg = 0.398 (Position of C.G. in terms of fraction of wing chord)
Position of aerodynamic center of wing, ̅ acw = 0.25
For NACA 2414 airfoil,
a0 =
= 0.11 per degree (from previous report)
= 6.277 per radian
a=
a = 4.5781 per radian
9.2.3 TAIL EFFECT
Xach = 388 mm (From wing leading edge)
̅ = =3.73
Aspect ratio =0.3846/0.104
= 3.7
For NACA 0012 airfoil

a0 = 6.283 per radian
a=
a = 3.8606 per radian
9.2.4 DOWNWASH EFFECT ON THE TAIL
=1-
=0.38619
= 1- 0.3638
= 0.6138
9.2.5 POWER PLANT EFFECT

The dynamic pressure ratio,
= (1 + )
=0.9 [1]
T = Thrust at takeoff
=
= 0.11152*0.882*9.81
=0.9649 N
Propeller disk area= Ap
=129717 mm2
= 0.9 (1+ )
0.93724
9.3 LOCATION OF NEUTRAL POINT OF AIRCRAFT
̅ ̅
̅ =
̅ =
=0.4750
̅ = 0.4750 ………..from wing leading-edge
Static- margin = ̅ ̅ cg
= 0.4750 -0.37533
Static- margin = 0.09967
= static-margin = 0.09967
= 4.5781 (
Since is negative, which implies that our aircraft is stable.
9.4 TRIM ANALYSIS

Trim implies that the total moment about c.g. equals zero. For static trim
condition the total pitching moment must be equal to zero. The pitching –
moment coefficient about c.g.of the aircraft is given as[1]
(̅ ̅ ) (̅ ̅ )
̅ ̅ ̅
The moment produced by propeller is very small as compared to other terms,
(̅ ̅ ) (̅ ̅ )
0 = 4.5781 (0.37533-0.25) +0+0.0354

(3.73 0.37533)
 0 = 0.60917 – 0.45986
= ( )
= ( )
Where, = zero lift angle of attack for wing
= zero lift angle of attack for horizontal tail
= downwash effect
The change in zero lift angle due to a plain flap is given as,
Considering chord of flap Cf = 25 mm

Cf/C =25/160 =0.1562
t/C =0.14
Figure9.3: theoretical lift increment for plain Figure9.4:Empirical correction for

flaps plain lift increment
From the above graph, we find that =2.7per radian and =1
Therefore
o
=0.9
=0.1682
= 3.8606 )
= 3.8606
Using above trim equation, we get
= 0.7352 – 0.5017(3.8606
= -1.20166 -0.01708
=4.5781 3.8606
Based on above trim equation we can plot the as following:
δf = -30 δf = 00 δf = 30
α(degrees)
-3 -0.26852 0.063781 -0.26749 0.062887 -0.26647 0.061993
-2 -0.17935 0.042818 -0.17833 0.041925 -0.1773 0.041031
-1 -0.09019 0.021856 -0.08916 0.020962 -0.08814 0.020068
0 -0.00102 0.000894 0 0 0.001024 -0.00089
1 0.08814 -0.02007 0.089164 -0.02096 0.090187 -0.02186
2 0.177304 -0.04103 0.178328 -0.04192 0.179351 -0.04282
3 0.266468 -0.06199 0.267491 -0.06289 0.268515 -0.06378

CMcg v/s CLtotal

0.08
0.06
0.04
0.02
CMcg
-0.02
-0.04
-0.06
-0.08
-0.3 -0.2 -0.1 0 0.1 0.2 0.3
CLtotal
Conclusion
 Static Margin is 0.09967 (9.967%), which is within the limit.
 v/s also shows stability of our aircraft (negative slope).
10 REVISED PERFORMANCE CALCULATIONS

10.1 INTRODUCTION
Since calculations for an aircraft design is an iterative process. Each time we have
to update our old values with the new values so that we will get a good accuracy
and nice modal of the aircraft. In this report we are going to calculate revised
performance parameters on the basis of our revised weight and drag polar
calculated data in earlier reports.
From previous reports revised weight and drag polar is as below,

W = 965.75gm
= 9.474N
= 0.01317+ 0.05914
S = 0.16
= 1.245
10.2 STALL SPEED

Stall velocity ( ) =√
=√
= 9.094 m/s
10.3 CRUISE SPEED
Cruise Velocity VCruise = 2 *
= 2*9.094
VCruise = 18.189 m/s
10.4 CLIMBING CONDITION
At minimum power condition
=√
=√
=0.8173
= 4*
= 4*0.01317
=0.05268
( ) =0.8173/0.05268=15.514
Velocity at minimum drag =√
=√
=14.772 m/s
Velocity at minimum power,
=0.76*
=11.22 m/s
=6.853 watt
= 22.22 watt
Pav is calculated using a calculator available in the website mentioned below

http://www.ecalc.ch/motorcalc_e.htm?ecalc
Rate of climbing
VV(max) =
VV(max) =1.622 m/s

W=
59.232N/m2
Horizontal velocity at VV(max) ,VH(VV(max)) = VV(max) *
= 1.6537 * 16.975
VH(VV(max)) = 28.0715 m/s
10.5 GLIDING
For minimum sink rate is same as that required for minimum power
condition.
=√
= 0.7469
Corresponding Velocity is given by,
Vmin for sink = 11.744m/s
∴ (L/D)min for sink = 16.975
The equilibrium glide angle can be calculated by,

=
=3.371o
10.6 TAKE OFF PERFORMANCE
We are going to use the equation below for the wing loading determination
Sg 1.21[W/s)/(g × ρ × CL(max)× (T/W)0.7VLO] (Source: J.D.Anderson)
Total take-off distance is given by
S=Sg+ Sa
Where, Sg= Ground roll

Sa = Approach distance
Designed take-off distance, S = 50 m
Liftoff velocity, VLO = 1.15Vstall
= 1.15 × 9.094
= 10.4581 m/s
L = 0.5 × ρ × VLO2 × CL
For L W during take-off ground run
(VLO/Vstall) =Sqrt[(CL(max)/(CL(LO)]=1.15
)2
= 0.9414
Using drag polar
CD = 0.01317+ 0.05914CL2
= 0. 01317 + 0.05914( )
= 0.06558
(L/D)VLO =CL/CD = 0.9414/0.0658=14.35
Thrust, T = W*(CD/CL)
= 0.6381N
Radius of take-off,
R = (6.96 × Vstall2)/g
= 58.674 m
Flight path angle
θOB = cos-1(1 – hOB/R)
= 10.593 degrees
Approach distance, Sa = R sin(θOB)
=10.786 m
Sg = S – Sa
= 50 – 10.786 m
= 39.214 m
At velocity, V∞ = 0.7VLO
=0.7*10.4581
= 7.32067 m/s
(V0.7LO/Vstall) = Sqrt[(CL(max)/(CL(0.7LO)]
CL(0.7VLO) =1.921
Using drag polar
CD = 0.01317 + 0.05914CL2
CD(0.7VLO) = 0. 0.01317 + 0.05914 (CL(0.7VLO))2
= 0.2292
(T/W) 0.7VLO = CD(0.7VLO) / CL(0.7VLO)
=0.1193
Sg 1.21(W/s)/(g × ρ × CL(max)× (T/W)0.7VLO)
( ) = 54.30 N/m2
10.7 WING LOADING FOR CRUISING CONDITIONS

To maximize Range during cruise for a propeller aircraft, wing loading is
selected to provide a high (L/D) at cruise conditions.
So wing loading is calculated for maximum range i.e. maximum (L/D)

condition.
CDo = k .
CL= √ .
= * * *√ .
= 0.5*1.15* *√
=81.509
( ) = 81.509 N/m2
10.8 WING LOADING FOR DESIGN LANDING DISTANCE
Assuming total landing distance as 50 m (Grass Runway)
Total Landing distance is given by,
S = Sa+ Sf +Sg.
Where Sa = Approach distance,

Sf = Flare distance,
Sg= Ground roll.
Flight path radius during flare R,
n=1.2 for flare (Ref. Raymer)
R=
Where V∞ = Vf = Flare velocity = 1.23* Vstall

=1.23*9.094
=11.1856 m/s
Flight path radius, R = (11.1856)2 / (9.81*0.2) = 63.770 m.
Design approach angle, a = 30
Flare height, hf = R (1-cos a)
= 63.770 * (1- cos3o )
= 0.0873 m.
Approach distance, Sa =
= 17.439 m.
Assume ~
Flare distance, Sf= R sin
= 3.337 m
Hence,
Sg = S - Sa - Sf
= 50 – 17.439– 3.337
= 29.224 m.
Sg ≈ 30m.
j
Sg = j N √ +
g
N = 3 for large aircraft and
N = 1 for small aircraft.
Taking N=1 and µ=0.35 and solving for ( ) as below

( ) ( )
30 = 1.1*1.0√ +
Solving the above quadratic equation we get,
( ) = 68.530 N/m2
10.9 WING LOADING FOR TURNING PERFORMANCE CALCULATIONS
Load Factor, n = sec = 1.2
n=( ) ( )max.
( ) = 0.0609
√
( )= .
( ) = 78.98 N/m2
From the above calculations the minimum wing loading is 54.30 N/m2
obtained for takeoff condition.
The minimum wing loading is used to calculate thrust to weight ratio for
different flight conditions as done below.
10.10 ( ) CALCULATIONS
As mentioned above thrust to weight ratio is calculated using

( ) = 54.30 N/m2
10.10.1 FOR CRUISE CONDITION
=
( ) = 0.0507
10.10.2 FOR TAKEOFF CONDITION
Sg=
= .
( ) = 0.11929
10.10.3 FOR CLIMB CONDITION
= ).
= 0.0160+0.0410
( ) = 0.0570
10.10.4 FOR TURNING CONDITION
= )
= .
( ) = 0.0619
10.11 CONCLUSION
 Using the revised weight and drag polar calculated in earlier reports all
the performance parameters have been calculated at different flight
conditions.
11 V-N DIAGRAM
11.1 INTRODUCTION
V-n diagram is generally used for presenting aircraft lift capabilities and
structural strength limitations. As shown in the figure (1), Assume the airplane is
at an angle of attack such that the angle of attack is increased to obtaining
keeping the velocity at a constant speed.If the angle of attack is increased
further, The wing stalls and the load factor will drop.There will be a point which
represents the highest possible load factor that can be obtained at a given
velocity V1. cannot be allowed to increase indefinitely, Beyond a certain
value of load factor, defined as the positive limit load factor structural damage
may occur to the aircraft. The right hand side of the V-n diagram ,line DE,is a high
speed limit. At velocities greater than this, dynamic pressure becomes so large
that again structural damage may occur to the airplane.
Figure 1: V-n diagram description

There are four important speeds used in the V-n diagram:
-The 1-g stall speed.
-The design maneuvering speed.
-The design cruise speed.
-The design diving speed.
11.2 Calculation of
Where, W is in pound.
From the previous report,
W=882.15gm
= 1.945lb

 4.59
Since according to ref[1], not to be exceed 2.5.
Hence taking is equal to 2.5 for our model aircraft.

11.3 Calculation of
Where,
= 1.1*1.245
11.4 Calculation of
11.5 Calculation of
11.6 Calculation of
11.7 Calculation of negative
√
11.8 CONCLUSION
On the basis of the above data, we plotted the V-n diagram.
Figure 11.2: V-n diagram

12 FINAL CONFIGURATION
12.1 INTRODUCTION
In the present report the major basic geometric details of the aircraft are
provided based on the previous reports calculation and a 3D layout has been
drawn on the basis of this geometric data.
Table 12.1: Major dimensions and weight of the modal aircraft
Dimensions
Wing span 1000 mm
Wing chord 160 mm
Fuselage length 750 mm
Horizontal tail chord 104 mm
Elevator chord length 26 mm
Aileron chord length 40 mm
Propeller 254.6mm X 10.16mm
C.G. location from nose 281.5 mm
of fuselage
Weights
Empty structural weight 526.15 gm
Payload 100 gm
Power plant weight 256 gm
Total weight 882.15 gm
Figure 12.1 Side view of the model aircraft
Figure 12.2 Front view of the model aircraft

Figure 12.3 Top view of the model aircraft
12.2 CONCLUSION:
 A modified 3D layout has been presented in this report.
REFERENCES
BOOKS
[1] Raymer D. P., “Aircraft Design: A Conceptual Approach”, AIAA education series.
*2+ Roskam, Jan. “Airplane aerodynamics and performance”, DAR corporation.
*3+ Anderson, John D jr.”Introduction to flight”,Mc Graw Hill book company.
[4] Schilichting, H. and Gersten, H.” Boundary Layer Theory”, Springer
WEBSITES
[5] www.indoorflyingmodel.com/DesignParameters.html
[6]google.co.in/books?id=WgWREfMtdtgC&pg=PA84&lpg=PA84&dq=factor+of+safe
ty+for+spar+aircraft+design&source
[7] www.dc-rc.org/pdf/Model Propellers Article.pdf
[8] www.pilotfriend.com/training/flight_training/fxd_wing/props.htm
[9] http://www.bananahobby.com
[10 http://www.worldofkrauss.com/foils/list?criteria=namebeg&letter=N
[11] http://www.electrifly.com/batteries/batteries-lipo.html
[12]http://www.hohotrade.com/fly-dv-micro-video-camera-2gb-for-rc-airplane-
helicoptertcsc30041-p-15652.html
[13] http://physics.info/friction/

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AS 5210

1 MISSION GOAL DECISION & FIRST WEIGHT ESTIMATION

Powered models contain an onboard power-plant to propel the aircraft such as

Model aircrafts use lightweight materials such as polystyrene, balsawood, foam

Based on the Systems Engineering approach, an aircraft will be designed

1.2 MISSIONS OF SURVEILLANCE AIRCRAFT

1.3 PRELIMINARY DESIGN CONSIDERATION

Table 1.1 Preliminary estimation

Parameter Preliminary Estimate

Weight ~1kg to 1.2 kg

Wing Span ~1m

Wing area ~0.125 m2

Wing type High wing or Low wing (with

Power plant Battery driven propeller

Control Ailerons, Elevators, Rudders, Speed

Table 1.2 Specifications[9]

2 Thunderbird 1.1 0.82 12 500 90 72 32.4 50 41.67

Alpha Sport 450 148-

6 ST Model FOX 1.8 0.88 23 685 70 170 35.04 65 29.7

Art-Tech Cap 232

1.4 FIRST WEIGHT ESTIMATION

Table 1.3 Specification of different aircraft model

Gross Power-Plant Structure/Empty

1. BlitzRCWorks MX2 Pro 960.0 203.904 661.096

2. Thunderbird 500.0 162.0 288.0

3. White Accipiter Badius 500.0 162.0 288.0

4. Giant Yak 54 3D 2200.0 559.9 1420.1

5. Alpha Sport 450 ARF 793.8 250.8408 462.9592

6. ST Model FOX 685.0 240.024 379.976

BlitzRCWorks 2.4GHz Giant

8. Spitfire Mk. Vb ARF 453.6 185.0688 222.5312

9. Art-Tech Cap 232 V2 3D 670.0 257.95 345.05

10. Yellow Accipiter Badius 500.0 162.0 288.0

1) Power-plant weight v/s Gross weight. [Plot 1.1]

2) Empty (i.e. Structure) weight v/s Gross weight. [Plot 1.2]

200 y = 0.6595x - 55.8

From equation 1.1, the following equation can be deduced,

W0 = [(WP/L) / {1- (WPP/ W0) - (Ws/ W0)}] …….. (1.2)

WP/L = 100 gm.

From Plots 1 & 2,

(W PP/ W 0 ) = 0.2421, (WS/ W 0 ) = 0.6595

W0= [100 / {1 - 0.6595 – 0.2421}] (from equation 1.2)

2 SECOND WEIGHT ESTIMATION

2.2 SELECTION OF AIRFOIL

NACA -2414 - Fig 1.1

2.3 CALCULATION BASED ON NACA-2414

Aspect ratio (AR) = b/c

Reynolds’s number =173050.93

1 -3 -0.093 -0.052 0.013

2.4 POWERPLANT WEIGHT ESTIMATION

Zero lift drag coefficient, Cd0 =0.012615

Ostwald’s efficiency factor for rectangular wing, e =0.85

Therefore, drag polar equation for our airfoil is

Cd= 0.012615+ 0.06Cl2

For (L/D)max condition, we have

Also Cd= 2*Cdo

For steady level flight,

Thrust (T) = Drag (D)

& Lift ( L) = Weight(W)

Thrust required, T= W / (Cl / Cd)