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Config Aero Size

This document discusses considerations for wing size and thrust-to-weight ratios in aircraft design. It addresses how wing loading and thrust-to-weight ratios are important parameters that must be balanced based on requirements for cruise efficiency, sustained maneuvering, takeoff distance, and landing distance. Charts are often used to select the best combination of wing loading and thrust-to-weight ratios while meeting all constraints. Transport aircraft must also meet initial cruise altitude requirements in terms of their rate of climb.

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Ritesh Singh
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115 views9 pages

Config Aero Size

This document discusses considerations for wing size and thrust-to-weight ratios in aircraft design. It addresses how wing loading and thrust-to-weight ratios are important parameters that must be balanced based on requirements for cruise efficiency, sustained maneuvering, takeoff distance, and landing distance. Charts are often used to select the best combination of wing loading and thrust-to-weight ratios while meeting all constraints. Transport aircraft must also meet initial cruise altitude requirements in terms of their rate of climb.

Uploaded by

Ritesh Singh
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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Next: How Big Is the Plane?


Basic Considerations for Wing Size
Wing Loading & Thrust to Weight Issues

Aerospace and
Ocean Engineering

from Sandusky, Northrop (He has the patent on the YF-23)


slide 1

2/21/11

Basic Considerations for Wing Size


Wing weight is important
Integrate Aerodynamics and Structures for
minimum weight design
Wing loading is an important design parameter
 - driven by two opposing requirements
Can define problem reasonably well 

Aerospace and
Ocean Engineering

slide 2

2/21/11

Wing Size and Wing Loading Issues


Consider Wing Loading to Find Wing Area
Cruise: Specific Range (sr), best range formula, drag rise neglected
1/ 2


1.07 (W / S )
{ AR E}1/ 4 1


best sr =
3/ 4
sfc   
W
C

{ D}
0

From Hale, Intro to A/C Perf

Increase: W/S, altitude (decreases ) , AR, E (L/D)


Decrease: zero lift drag, weight (W), sfc

Here: HIGH W/S is desired


Aerospace and
Ocean Engineering

slide 3

2/21/11

Wing Loading Considerations (Contd)


Sustained Maneuvering

q
T

n=
ARE   CD0 

 qS
(W / S)
Takeoff (feet)

lt = 37.7  TOP,

(W / S)
TOP =
  CLmax ( T / W )

(from Loftin, NASA RP 1060)

Landing

W/S
VAPP = 17.15
,
  CLAPP

Aerospace and
Ocean Engineering

(knots)

Here: LOW W/S is desired


slide 4

2/21/11

Thrust to Weight and Wing Loading


Engine size (or thrust to weight, T/W)
based on sizing the engine to meet constraints
typically established by the Specs weve discussed
Wing size (or wing loading, W/S)
also based on meeting key requirements
T/W - W/S charts are typically used
putting all the constraints on the plot lets
you select the best combination
Often the wing is allowed to be bigger,
- to allow for future growth
Prop Airplanes use Power Loading, W/P in place of T/W
see L.K. Loftin, Jr.,pages 358-360, Subsonic Aircraft: Evolution
and the Matching of Size to Performance, NASA RP 1060, Aug.
1980, for examples for prop airplanes.

Aerospace and
Ocean Engineering

slide 5

2/21/11

Thrust Loading and Wing Loading Matching


CLmax

Aerospace and
Ocean Engineering

from L.K. Loftin, Jr., Subsonic Aircraft: Evolution and the


Matching of Size to Performance, NASA RP 1060, Aug. 1980
slide 6

2/21/11

Thumbprint Plot for an HSCT

Min w/o
constraints

from NASA TM 4058:


Aerospace and
Ocean Engineering

note decreasing scale for W/S in this example

slide 7

2/21/11

Example of Constraint Lines


(approximate examples, be able to derive your own) 
37.7 W / S)Takeoff
Takeoff: T / W) 
  CLmax TO  sTOFL

Landing: W / S)  2.8   CL

max Ldg

Cruise (T = D):
T / W) = q

CD0
(W / S)cruise

 sldgfl

(W / S)cruise
qARE

Climb gradient requirements:


1 
 N 
  CGR +
T / W) = 

 N 1 
L / D

where,  = sea level
Note: convert T/W to M=0, h=0 values, W/S to takeoff values
N is number of engines, CGR is the climb gradient, q implies best
altitude, Mach, and L/D should be for correct flight condition.

Aerospace and
Ocean Engineering

slide 8

2/21/11

BTW, Transport Propulsion Sizing


There is another important constraint for transports:
The airplane must meet the initial cruise altitude requirement
- at the initial cruise altitude (about 98% of TOGW), the socalled top of climb, airplane must still have a specified
rate of climb (500 or 300 ft/min)
According to the book by Jenkinson, Simpkin and
Rhodes, Civil Jet Aircraft Design,
 Twin-engine aircraft are likely to be secondsegment climb critical
 Four-engine aircraft are likely to be climb critical
(top of climb performance)
Aerospace and
Ocean Engineering

slide 9

2/21/11

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