Professional Documents
Culture Documents
Preliminary Wing Design Parameter Selection Rev 3 PDF
Preliminary Wing Design Parameter Selection Rev 3 PDF
Preliminary Wing Design Parameter Selection Rev 3 PDF
Number of Wings
Vertical (z) Position
Horizontal (x) Position (TBD in Horizontal Stabilizer Design)
Planform Shape
Airfoil
Incidence (setting) Angle
Aspect Ratio
Taper Ratio
Sweep Angle
Twist Angle
Dihedral Angle
Control Surfaces: Ailerons, Flaps (TBD in Control Surfaces Design)
Overall Wing Geometry
CH10:
E423:
S1210:
S1223:
S1223 RTL:
9. As AR increases, the aileron arm will increase resulting in more lateral control.
10. Lower AR wings are easier to manufacture.
11. For a low-subsonic transport plane, the AR is recommended to be 6-9.
8. Taper Ratio: 0.4
1. Taper ratio will improve the lift distribution so that it is more elliptical.
2. Taper ratio will reduce bending moment at the root as center of mass is closer to the fuselage
centerline.
3. Taper ratio will result in the tip stalling later than the root because it will have a lower Re, and
therefore a lower Clmax, allowing for lateral control recovery.
4. Wing mass moment of inertia along the x-axis will decrease resulting in more lateral control.
5. A more elliptical lift distribution results in lower lift-induced drag.
6. A more elliptical lift distribution will increase the wing lift curve slope towards the airfoil lift
curve slope.
7. A more elliptical lift distribution will reduce the bending moment at the root because there is a
higher load density closer to the fuselage centerline.
8. It is recommended that a taper ratio of 0.4 is chosen as this will most closely reflect an elliptical
lift distribution.
9. Sweep Angle: N/A
1. For high-subsonic to transonic flight, a leading edge sweep angle delays the critical mach
number to a higher value, thus allowing for higher flight speeds before drag divergence.
2. Wing lift coefficient decreases, and therefore L/D ratio (efficiency) decreases
3. For flight regimes less than Mach 0.3, no sweep angle is recommended
10. Twist Angle (Geometric-angle and Aerodynamic-airfoil): N/A
1.
2.
3.
4.
Geometric twist is utilized to lower the angle-of-attack at the wing-tip to avoid tip stall
Lowering the angle-of-attack however will result in lower overall lift generation
Can use airfoil with higher stalling angle at the tip to avoid geometric twist
Both geometric twist and aerodynamic twist creates manufacturing difficulties
13. Lift coefficient at zero angle-of-attack: : 0.971 (from XFLR5 CL vs. plot)
14. Lift curve slope : 0.0722 [1/degree]
(from CL vs. plot):
(degrees)
0
5
CL w =
0.971
1.332
CL w = 0.0722 [1/degree]
15. Zero lift angle-of-attack : -13.4488 deg
CL w =
0 CL w
5 deg
0 5
0 = 13.4488
16. Aerodynamic center
@ =5
= 0.346
5 = 0.347