AEROMODELLING DESIGN

AND FABRICATON

SURVEILLANCE REMOTE CONTROLLED MODEL

AIRCRAFT (FULL REPORT)
 REPORT BY :-

 ANKIT ANURAG AKHILESH CHOUDHARY

 16/194 16/191
 ANIL NAGAR KUSHAGRA GUPTA
 16/193 16/200
 AERONAUTICAL ENGINEERING
 6TH SAMESTER [A-1]
 CONTENTS
S.NO. TOPICS PAGE NO.

(a) LIST OF SYMBOLS 03

01 FIRST WEIGHT ESTIMATION 05

02 SECOND WEIGHT ESTIMATION 08

03 WING LOADING AND THRUST TO WEIGHT RATIO 12

04 THIRD WEIGHT ESTIMATION 18

05 SIZING AND 3D LAYOUT 27

06 PROPELLER DESIGNS 29

07 IMPROVED DRAG POLAR 34

08 CALCULATION OF CENTRE OF GRAVITY 41

09 STABILITY ANALYSIS 47

10 REVISED PERFORMANCE CALCULATIONS 55

11 V-N DIAGRAM 64

12 FINAL CONFIGURATION 68

(b) REFRENCE 71

2|Page
 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
C Ll 0 =Coefficient of lift at lift-off

Cfc = Skin friction coefficient

D =Drag, diameter of propeller
e =Ostwald’s efficiency factor
FF = 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 raps
N =Speed of propeller in rpm
P =Power
Q =Dynamic pressure
R =Radius of curvature of flight path, Radius of propeller
3|Page
S =Wing plan-form area
Sa =Approach distance
Sf =Flare distance
Sg =Ground run

SHT =Horizontal tail length

Sref =Reference surface area

Swet =Wet surface area

T =Thrust

V =Velocity

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
σ =allowable stress on wing
[]ht = Suffix for horizontal tail
[]f = Suffix for fuselage
[]vt = Suffix for vertical tail
δf =Deflection angle
Re = Reynolds’s number
θα =Approach angle
θf =Flare angle
μ = Coefficient of viscosity
μr =Coefficient of rolling friction

1. FIRST WEIGHT ESTIMATION AND GOAL DECISION

4|Page
1.1 INTRODUCTION:

• The RC aircraft whose design parameters are being submitted is able to fly in air and so
simple manoeuvring.

• The model is to be so designed that the cost effectiveness is kept higher.

• RC aircraft of these design specifications are already being used in Defence and
Meteorological sectors for RECCE and Surveillance.

• RC aircrafts contains an on-board Powerplant that provides the thrust required to the
aircraft.

• RC aircraft can be using a variety of materials like balsa, Styrofoam, thermocol, polystyrene.

• The wings can also be designed using different techniques and designs as well.

1.2 DESIGN APPROACH:

• Conceptual designing: this is based on ideas only; no precise calculation is done. All the
specifications are based on decisions and selection.

1.3 PRELIMINARY APPROACH:

• Outcome of the calculation is based upon the input from the conceptual design
• The parameters are decided will not be final, expressions may vary.

1.4 MISSION:

• Surveillance & Reconnaissance

• Aerial Photography
• Traffic Monitoring

PARAMETERS ESTIMATES

Wing span 100cm

5|Page
Weight 1-1.5kg

Length 80cm
No of Propellers 01
Location of Propellers Nose

Wing type High wing

AR 5-9
Controls Ailerons, Rudder, Elevator
Range 700-800m
Chord 15cm
Table 1.1 Parameters and estimates.

1.6 FIRST WEIGHT ESTIMATION:

• Aircraft Wt.: 1 kg
• Payload: 140gm
• Gross weight: 1.4Kgs

From this data, we get

1. Wpp/Ws= 0.2421
2. Ws/W0 = 0.6595

S. No. AIRCRAFT GROSS POWER-PLANT STRUCTURE/EMPT

WEIGHT, WEIGHT, WPP Y
W0 (GM.) (GM.) WEIGHT, WS
(GM.)
1. BlitzRCWorks 960.0 203.904 661.096
MX2
Pro
2. Thunderbird 500.0 162.0 288.0
3. White Accipiter 500.0 162.0 288.0
6|Page
 Radius
4. Giant Yak 54 3D 2200.0 559.9 1420.1
5. Alpha Sport 450 793.8 250.8408 462.9592
ARF
6. ST Model FOX 685.0 240.024 379.976
7. BlitzRCWorks 1800.0 543.06 1076.94
2.4GHz Giant
Green J-3 Cub 3D
8. Spitfire Mk. Vb 453.6 185.0688 222.5312
ARF
9. Art-Tech Cap 232 670.0 257.95 345.05
V2
3D
10. Yellow Accipiter 500.0 162.0 288.0
Radius
Table 1.2 Specification of different aircraft model

W0 = [(WP/L) / {1- (WPP/ W0) - (Ws/ W0)}]……. (1.1)

WP/L = 140gm
Wpp/Ws= 0.2421
Ws/W0 = 0.6595
Substituting these in equation
(1.1) we get
W0= 1422.76

2. SECOND WEIGHT ESTIMATION

2.1 SELECTION OF AIRFOIL:

We have decided to choose NACA-2412.

7|Page
 2.2CALCULATION BASED ON NACA-2412:

a) Wing Requirements:

• Low value of Stalling Speed

• high value of Cl max

b) Parameters of the Selected Airfoil:

• Chord length: 15cm
• Density of Air: 1.15kg/m3
• AR: b/c = 1/0.15 =6.67~6.7
• Viscosity of air estimated in RTU = 1.863*10-5 N-sec/m2

c) Vstall

Vstall= (2*Gross Weight/Density*chord* Cl max)(1/2) = 3.34 m/s

d) Cruising Speed:

Vcruise=2* Vstall=6.68 m/s

e) Reynolds’s Number:

Re= ([density*chord*Vstall]/coefficient of Viscosity) =30925.925

Graph 2.1

2.3 POWERPLANT WEIGHT ESTIMATION

From drag polar plot,
8|Page
 Zero lift drag coefficient, Cd0 =0.026
Ostwald’s efficiency factor for rectangular wing, e =0.85

So, K=

 0.055

Therefore, drag polar equation for our airfoils Cd

= Cd0+ KCl2

 Cd= 0.026+ 0.055Cl2

For (L/D)max condition, we have

Cd0= KCl2
9|Page
 Cl
Cl=0.687

Also Cd= 2*Cdo

Cd = 0.052

(Cl / Cd )max. = 13.211

W = 1.42276*9.81
W = 13.957

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

T = 1.056 N

Power required for cruising speed,

P=T×V
P = 7.054 Watts

Weight of motor 84gm

Weight of battery 70gm
Weight of propeller 20gm
extra weight 40gm
Payload RC plane camera 130gm

Wmotor + Wbattery + Wprop.+Wextra

 84+70+20+40

 Wpp= 214 g

2.4 SECOND WEIGHT ESTIMATION

10 | P a g e
 The take-off gross weight, W o of an aircraft can be
summarized as

2.5 CONCLUSION

1. NACA 2412 Airfoil is chosen for our aircraft mission.

2. W o 2 = 1010.27g

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 V stall 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 V stall 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 manoeuvrability. The wing loading determines the design lift coefficient
and influences drag through its effect upon wetted area and wingspan.
11 | P a g e
3.2 WING LOADING FOR STALL CONDITIONS

The lift force L on a wing of area S is defined as,

L = 0.5*ρ *V2*Cl*S
For steady level flight,

L=W

V = {(W/S)/(0.5*p*Cl)}(1/2)

To account for the 3-D effect for the finite aspect ratio, Raymer suggest that, for finite wings
with aspect ratio > 5,
(CL)max = 0.9*(Cl)max
 (CL)max = 1.33

W/S = 0.5*ρ *V2stall*(CL)max

 0.5*1.15*3.34*1.33
 W/S = 2.55 N/m2

3.3 WING LOADING FOR TAKE-OFF PERFORMANCE

Assuming hOBS = 1m,

We are going to use the equation below for the wing loading determination,
Sg~=1.21*W/S)/(g×ρ×CLmax×(T/W)x0.7VLO]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

12 | P a g e
Liftoff velocity, VLO = 1.15*Vstall

 1.15*3.34
 VLO = 3.841 m/sec

L = 0.5 × ρ × VLO2 × CL

For L ~= W during take-off ground run

(VLO /Vstall) = Sqrt[CL(max)/CL(lo)]/1.15

CL(lo) = CL(max)/(1.15)2

CL(lo) = 1.005

Using drag polar

Cd = 0.026 + 0.055Cl2

 0.026 + 0.055 * 1.0052

 CD = 0.0815

(L/D)V(LO) = CL/CD = 12.331 Thrust,

T = W*(CD/CL)

 W*(0.08109)
 N

Radius of take-off,

R = (6.96 ×
V2stall)/g R =
7.9146 m
Flight path
angle θOB =
cos-1(1 –
hOB/R)
 29.11 degrees

Approach distance, Sa = R sin(θOB)

13 | P a g e
  3.850 m

Sg = S – Sa

 50 – 3.850
 46.15 m

At velocity, V∞ = 0.7*VLO

 2.688 m/s

(V0.7*LO /Vstall) = Sqrt[CL (max)/ CL (0.7*LO)]

CL (0.7*LO)] = 2.282

Using drag polar,

CD= 0.026 + 0.055 (CL (0.7LO))2

 0.3124

(T/W)0.7VLO =(CD/CL) 0.7VLO

 0.136

Sg ~= 1.21(W/s)/(g × ρ × CLmax × (T/W)0.7VLO)

 (W/s) = 86.49 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.

CD0 = k*CL2

CL = [3.314*AR*e*CD0](1/2)

(W/s) = ½ *ρ* V2cruise * [3.314 * AR*e*CD0](1/2)

=17.499N/m2

14 | P a g e
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 = kCL2

CL = 1.190

CD = 0.103

CD /CL = 0.0865

Vmp = 0.76*Vmd
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 = 10 Degrees

Rate of climb, v = V sin(10) = 1.9408 m/s. T/W = D/L (cos10) + sin10

= 0.258

W/s = {(T/W)+- [(T/W)2 – (4CD0) / (3.314*e*AR)](1/2)} / {(2) / (q*e*AR*3.314)}

=28.946 N/m2

3.6 WING LOADING FOR TURNING PERFORMANCE

Load Factor,

n = sec(psi) = 1.2

n = (T/W) * (L/D)max

(T/W) = 0.0908

W/s = {(T/W)+- [(T/W)2 – (4n2 CD0) / (3.314*e*AR)](1/2)} / {(2n2) / (q*e*AR*3.314)

=6.902 N/m2

15 | P a g e
3.7 WING LOADING FOR DESIGN 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 = (V∞2) / g(n-1)

Where V∞ = Vf = Flare velocity = 1.23 Vstall

 4.108 m/s

Flight path radius, R = 8.601 m

Design approach angle, θa = 3 degree Flare

height, hf = R (1-cosθa)
 0.0117 m

Approach distance, Sa = (1-hf)/(sinθa)

 18.883 m

Assume θa ~θf
Flare distance ,Sf = R sin θf

 0.450 m

Hence,

Sg = S - S a - Sf

 30.667 m
 Sg ≈ 30m
We have,

Sg = j N [(2W)/ (ρsCLmax)]1/2 + [j2(W/s) / (gρCLmaxu)]

Where, j – Limiting factor for touch velocity (VTD >
j*Vstall)

Taking N=1 , µ=0.35, j=1.1

16 | P a g e
30

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 1000gm.
The airfoil chosen for the mission requirements is NACA 2412. The chord length of
this airfoil is assumed as 0.15 m and the aspect ratio was fixed as 6.67. 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.

17 | P a g e
 Power plant weight = 140 gm
Payload weight = 100 gm

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 manmade 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

DENSITY 163+¿−¿ ¿ ¿10kg/m3

¿
Compressive strength: - Low
density 4.7mpa
Medium density 12.1mpa
High density 19.5mpa
Tensile strength
Low density 7.6mpa
Medium density 19.9mpa
High density 32.2mpa
Elastic modulus-compression Elastic modulus 460+¿−¿ ¿ ¿71mpa
¿
tension
1280+¿−¿¿
¿ ¿450mpa
Table 4.1: Mechanical properties of balsa wood

Low density =75kg/m

Medium density=150kg/m3 ;

High density=225kg/m3 ;

4.3 WEIGHT OF WING

4.3.1 WEIGHT OF SPAR

18 | P a g e
Figure 4.1: Lift force and lift coefficient distribution across an elliptical, rectangular and triangular wing planforms

Figure 4.2 load distribution on wing

Maximum bending moment=0.5*(W/S)*planform area*(span/4)

= 0.5* 2.55*1.5*0.225

= 0.4303125m2

From Table 1,
Maximum compressive strength =12.1mpa
The imposes load on wing 1.41 greater than level flight load .So Assuming factor of safety

Allowable stress, =12.1/3

=4.033mpa
From Euler’s equation of Bending
M/I=𝛔/Y
I=M*Y/𝛔
= (0.4303125*0.01)/4.033e06

=1.0677*10-09m4

I = (bd3)/12

19 | P a g e
1.0677*10-09 = b(0.02)3/12

=1.6016*10-3

=1.60e-03
Breadth b ≈ 2mm
Area of the spar=0.002*0.02
=0.00004

Weight of the SPAR = density*volume

= 150*(area*span)

=150*0.00004*1

= 0.006kg

=6gm

4.3.2WEIGHT OF RIBS

Number of ribs to be used = 20

From design foil software surface length ≈2.05c
Surface length =2.05*0.15
=0.3075
Assuming, thickness 10mm for the rib
Weight of each rib= density*surface length*cross sectional area
=150*0.3075*0.01*0.01
=0.0046125kg
Total weight of ribs = 20* Weight of each rib
=0.09225kg
=92.25gm
Total mass of the wing=92.25gm+6.43
=98.68gm

4.3 WEIGHT OF FUSELAGE

20 | P a g e
 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

=0.75*0.1

=0.075

Cross sectional area of the fuselage=6*6-5*5

= 11 cm2 Hence,

Volume of the fuselage = Cross sectional area* Length

=11e-04*0.075

=0.825e-04

Weight of fuselage = Density of material * Volume of the fuselage

=150*0.825e-04

=0.012375

=12.375gm

21 | P a g e
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*0.15m2

= 0.0375m2

Volume of each stabilizer = Surface area*thickness

= 0.0375*0.005

= 1.8e-04

Weight of each horizontal stabilizer = Density of balsa wood*volume

= 150*1.8e-04

= 0.028125 Kg

= 28.12gm

Total weight of horizontal stabilizers = 2*28.12gm

= 56.25gm

4.5 WEIGHT OF VERTICAL TAIL

Surface area of vertical stabilizer =35% of wing planform area (from table 4.2)

Surface area = 0.35*0.15m2

= 0.0525 m2

Volume of each stabilizer = Surface area*thickness

= 0.0525*0.005

= 2.6e-04 m3

Weight of vertical stabilizer = Density of balsa wood*volume

22 | P a g e
= 150*2.6e-04

= 0.03937 Kg

= 39.37gm

4.6 SKIN
Assuming the skin thickness to be 1mm

4.6.1 Skin weight for wing

The surface length of ribs=0.3075
Volume of the skin=surface length *span*thickness

=0.3075*1*0.00

=0.0003075

Mass of the skin =density of the foam*volume of the skin

=41*0.0003075
=12.60gm

4.6.2 Skin weight for fuselage

Surface area of fuselage =4*6*0.075

=1.8m2

Volume of the skin =surface area of fuselage*thickness of skin

=1.8*0.001

=0.0018m3

Volume of the skin =density of the foam * Volume of the skin

=0.072kg

=72gm

4.6.3 Skin weight for horizontal tail

From section 4.4 surface area of each horizontal tail=0.04m2

23 | P a g e
 Volume of the skin=0.0375*0.001

=0.0000375m3

Weight of the skin=0.0000375*41

=0.00153kg

=1.53gm

Total skin weight of horizontal tail=2*1.53

=3.075

4.6.4 Skin weight for horizontal tail

From section 4.5 surface area of vertical tail=0.056m2

Volume of the skin=0.0525*0.001

=0.0000525m3

Weight of the skin=0.0000525*41

=2.152

Total weight of skin=skin weight of (wing +fuselage+ horizontal tail+ vertical tail)

= 12.60+72+3.075+2.152

=89.827gm

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
24 | P a g e
 OTHER (glue, bolt, etc.) 20
Table 4.3. Component and corresponding weight

Total structural weight

=6+92.25+50+12.375+28.12+39.37+50+70+20

Total structural weight = 368.115gm

4.7 CONCLUSION
The estimated total structural weight is 368.115gm.

Third weight estimation,

=140gm+214gm+368.115gm

=722.15gm

25 | P a g e
 5. SIZING AND 3D LAYOUT

Table 5.1: Tail volume coefficient

HORIZONTAL TAIL LENGTH:

SHT = (CHT * CW * SW)/ LHT

0.0375 = (0.70*0.15*(0.15*1))/LHT

LHT = 0.42m

26 | P a g e
Location of main wing from the nose wing = 20 % of fuselage length

= 0.2 *0.75
= 0.150 m

Chord of tail wing = 65 % of main wing chord

= 0.65*0.15
= 0.0975 m

Span of the horizontal tail = SHT/CHT

= 0.0375/0.70

= 0.053 m

Location of tail horizontal wing from main wing nose = 62% of fuselage length

= 0.62* 0.75

= 0.465 m

5.3 VERTICAL TAIL:

Assuming aspect ratio for the vertical tail wing to be equal to 3

Since Svt = 35% of main wing area

= 0.0525 m2

AR = b2/ Svt

3 = b2/0.0525

Vertical tail wing span b = 0.396 m

Now, S = b * c

Chord c = 0.132 m

Let taper ratio for the vertical tail wing = 0.4

Svt = 0.5*b(Cr + Ct )

27 | P a g e
2*C = 1.4* Cr

Cr = 0.188 m

Ct = 0.075 m

6. PROPELLER DESIGNS

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 airfoil 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.

28 | P a g e
 Figure 6.1 Fixed 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 travelled forward in one revolution if there were no
slippage. Propellers are defined in terms of their diameter and pitch. By convention the
pitch is defined in either inches or millimetres 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.

Pitch of propeller =0.75*radius of propeller

=0.75*12.5
= 0.9375cm

1. High Pitch Propeller properties:

 High speed flight

 Poor Acceleration

29 | P a g e
  Poor Climb
 It can be difficult to slow down for landing

2. Low Pitch Propeller properties:

 Low speed flight

 Good Acceleration
 Good Climb
 Finer speed control throughout throttle range — particularly at low throttle settings

Fig 6.2: Coefficient of thrust versus Advance ratio

30 | P a g e
 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
31 | P a g e
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]

T = Ct × ρ × n2× D4
= 0.017x 1.15x 109.96 2x 0.254
= 0.9233N

6.7 PROPELLER POWER [7]

P = Cp × ρ × n3× D5
= 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

32 | P a g e
 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]

33 | P a g e
 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)

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

Table 7.2 : Swet of different component

CD0 = Cfe*(SWet/ Sref) …..…………… (7.1)

CD0 = 0.0055 *(0.7738 / 0.32768)

34 | P a g e
 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 unrestricted 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

35 | P a g e
 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)]

36 | P a g e
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
= 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)]

37 | P a g e
 = 0.1816m2

Fig 7.1 description of df and lf

f=

FFf …………(7.6)

FFf = 1.06197

Component Characteristic Re Swet 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 0.104 0.104 1.1237*105 0.08157 1.0039 0.4491 0.00396 0.1456*10-3
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

Table 7.3: Calculation of of each component

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)

38 | P a g e
 Component (D/q)/ Frontal area CDmisc
Regular wheel tire 0.25 3.205 × 10-4
Second wheel and tire in tandem 0.15 1.9231 × 10-4 (twice of
(2 wheels) this)
Round strut or wire 0.30 18.571 × 10-4
Total 2.5622 × 10-3
Table 7.4 Landing gear component Drag[1]

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

39 | P a g e
7.4 CONCLUSIONS

 Improved Drag profile is calculated as .

8. CALCULATION OF CENTRE OF GRAVITY

8.1 INTRODUCTION
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

8.1.1 C.G. CALCULATION FOR WING

From design foil software,

Xrib = 42.19%*x/c

= 0.4219*16
40 | P a g e
 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

……… from the nose tip of the fuselage

From design foil software,

+6

= 6.502 cm …………from fuselage base

8.1.2 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

41 | P a g e
8.1.3 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 Centre 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

42 | P a g e
 = 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

cm

cm …………….from fuselage base

43 | P a g e
 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

Table 8.1: mass and CG distance

44 | P a g e
 ……. 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.

8.2 CONCLUSION
 ……. from the nose tip of the fuselage
 ……. from the fuselage base

8.3 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.

45 | P a g e
 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 centre of gravity (c.g.) and pitching about the c.g. Hence, this is a

46 | P a g e
 longitudinal symmetric motion. The aerodynamic centres are defined as a point about which the
pitching moment is constant with respect to angle of attack.

9.1.1 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

47 | P a g e
 = 0.0354 per radian

9.1.2 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,

= 0.11 per degree (from previous report)

= 6.277 per radian

a=

a = 4.5781 per radian

9.1.3 Tail effect

Xach= 388 mm (From wing leading edge)

Aspect ratio =0.3846/0.104

= 3.7

For NACA 0012 airfoil

a0 = 6.283 per radian

a=

48 | P a g e
 a = 3.8606 per radian

9.1.4 Downwash effect on the tail

=0.38619

0.3638

9.1.5 Power plant effect

The dynamic pressure ratio,

=0.9 [1]

T = Thrust at take-off

= 0.11152*0.882*9.81

=0.9649 N

Propeller disk area=Ap

=129717 mm2

0.93724

49 | P a g e
9.2 LOCATION OF NEUTRAL POINT OF AIRCRAFT

=0.4750

=0.4750 ………..from wing

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.

9.3 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,

50 | P a g e
 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

Figure9.4:Empirical correction for

Figure9.3: theoretical lift increment for plain
flaps plain lift increment

51 | P a g e
 From the above graph, we find that =2.7per radian and =1 Therefore

=0.1682

= 3.8606 )

= 3.8606

Using above trim equation, we get

= 0.7352 0.5017(3.8606

= -1.20166 -0.01708

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

52 | P a g e
 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
Based on above trim equation we can plot the as following:

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

9.4 CONCLUSION
 Static Margin is 0.09967 (9.967%), which is within the limit.
 v/s also shows stability of our aircraft (negative slope).

53 | P a g e
 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*
54 | P a g e
 = 4*0.01317
=0.05268

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 V

VV(max) =1.622 m/s

W=

Horizontal velocity at VV(max) ,VH(V

= 1.6537 * 16.975

VH(VV(max)) = 28.0715 m/s

55 | P a g e
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
56 | P a g e
 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 – S a

= 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
57 | P a g e
 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.

58 | P a g e
 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.

Sg

N = 3 for large aircraft and N = 1 for

small aircraft.
59 | P a g e
 Taking N=1 and µ=0.35 and solving for as below

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=( .

) = 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.

(T )
10.10 W CALCULATIONS

As mentioned above thrust to weight ratio is calculated using

( WS ) = 54.30 N/m 2

10.10.1 For cruise condition

60 | P a g e
10.10.2 For take-off condition

Sg

10.10.3 For climb condition

).

10.10.4 For turning condition

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.

61 | P a g e
 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

62 | P a g e
 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 stalls speed.

-The design manoeuvring speed.

-The design cruise speed.

-The design diving speed.

63 | P a g e
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 V S

Where,

= 1.1*1.245

64 | P a g e
11.4 CALCULATION OF V A

11.5 CALCULATION OF V C

11.6 CALCULATION OF V D

11.7 CALCULATION OF NEGATIVE

65 | P a g e
11.8 CONCLUSION
On the basis of the above data, we plotted the V-n diagram.

Figure 11.2: V-n diagram

66 | P a g e
 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.

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 of fuselage 281.5 mm

Weights

Empty structural weight 526.15 gm

Payload 100 gm
Power plant weight 256 gm
Total weight 882.15 gm

Table 12.1: Major dimensions and weight of the modal aircraft

67 | P a g e
 Figure 12.1 Side view of the model aircraft

Figure 12.2 Front view of the model aircraft

68 | P a g e
 Figure 12.3 Top view of the model aircraft

12.2 CONCLUSION:

A modified 3D layout has been presented in this report.

69 | P a g e
 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-airplanehelicoptertcsc30041-
p-15652.html
[13] http://physics.info/friction/

70 | P a g e