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SAE Aero Design

SAE Aero Design. Presentation 3. Finalizing the Wing Design. After configuration research was completed, several wing design parameters were selected for variation in analysis These included: - Taper ratio and distribution of taper - Amount of dihedral and position of dihedral angling

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SAE Aero Design

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  1. SAE Aero Design Presentation 3

  2. Finalizing the Wing Design • After configuration research was completed, several wing design parameters were selected for variation in analysis • These included: - Taper ratio and distribution of taper - Amount of dihedral and position of dihedral angling - Amount of wing twist Over 50 combinations were compared to one another in XFLR5 Final selection of characteristics made based on success and conduciveness to design intent Comparisons were made based on a number of values, mainly total wing coefficient of lift, which was then used in take off simulation

  3. Wing Results • Best performing airfoil (S1223) was confirmed and paired with final configuration • The final decisions was a wing with: • Fixed Aspect Ratio of 9 • Tip chord 80% of root chord • Taper beginning at root, to ½ span • Taper in leading edge only • Dihedral angle of 2 degrees, running the entire span • 2 degrees of twist • Twist occurring in outer ½ of wing span • Coefficient data was then provided for simulation to achieve final sizing • More detailed calculations performed • Materials acquired and jig constructed for half-wing mockup to test construction technique, configuration feasibility, design durability, and implementation of control

  4. Some Analysis • Analysis performed under same conditions as takeoff simulation • Next step is to analyze 3D model in Ansys to confirm results

  5. Wind Tunnel Modifications • Abandoned for the following reasons: • Lack of technical documentation for fan performance • Unavailability of data for minor loss coefficients • Moving straight to building without theory and careful design would have been • time consuming and may not have given desired flow. • Therefore, it was too risky. So, we’ll move forward with our XFLR5 data.

  6. Tail Design Pitch Stability: The tendency for an aircraft to return to its equilibrium angle of attack (call the “trim” angle of attack) after an aerodynamic disturbance pitches it away from trim. Pitch Control: Adjustment of the elevators to produce a pitching moment to bring the aircraft to the desired pitch. The tail is designed with these two goals in mind. We want it to be pitch stable while also easily controllable. • The tail of the plane provides pitch control as well as pitch stability. • Aerodynamic forces on the wings of the aircraft • cause a positive pitching moment about the aircraft’s CG. • The tail is positioned and sized so that its aerodynamic • forces cause an opposite pitching moment. • When moment equilibrium is achieved, the aircraft is at • its trim angle of attack.

  7. Tail Design Different design concepts are still being discussed. Each have their own advantages and disadvantages.

  8. Thrust Test Results

  9. Beam Calibration

  10. Max Thrust 4.46lbf @ 10200rpm Max Thrust 4.8lbf @ 10200rpm

  11. Max Thrust 4.88lbf @ 11100rpm Max Thrust 4.45lbf @ 10600rpm

  12. Prop Selection • The 2 Blade APC C-2 12x6 propeller will be used in the model. • Stable Data • Second highest performance at lower rpm than the largest propeller. • Factory Recommended Propeller

  13. Fuselage Design • A critical component of the airplane is the fuselage. • It must be as aerodynamic, lightweight, and as strong as possible while still being able to fit the required payload. • The fuselage must house the following components: • Servos controlling ailerons, rudder, elevator, and engine throttle • Battery cells • Fuel tank • Receiver • Payload • The fuselage must also be designed to accommodate integration of the wing planform, tail section, engine mount, and landing gear assembly.

  14. Fuselage Design • Since the aircraft will be flying in laminar flow conditions, a smooth and slender fuselage profile is essential. • The fuselage must be designed to maximize lift and reduce as much drag as possible without sacrificing structural integrity. • To optimize the effect of lift, several fuselage shapes and parameters will need to be tested in order to effectively choose a suitable fuselage layout. • To effectively reduce the amount of drag experienced on the aircraft, it’s imperativethe cross sectional area of the fuselage is minimized. • The picture to the right shows two concepts of high aspect ratio fuselages.

  15. SolidWorks

  16. Lift Calculations

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