AIRCRAFT FABRICATION

AND DESIGN
Lab Report

Submitted by- Submitted to-

Mayank Agrawal Sanjay Kumar
Roll. No. 17/203 Assistant professor
Aeronautical engineering Department of Mech. Eng.

RAJASTHAN TECHNICAL UNIVERSITY

Akelgrah, Kota, Rajasthan
 AIRCRAFT FABRICATION AND DESIGN

CONTENTS
Chapter no. Name Page no.

CHAPTER 1 First weight estimation and goal 2

decision
CHAPTER 2 Second weight estimation 3-4
CHAPTER 3 Wing loading and thrust to weight 5-6
ratio
CHAPTER 4 3rd weight Estimation 7
CHAPTER 5 Sizing and 3-D layout 8
CHAPTER 6 Propeller Design 9
CHAPTER 7 Improved Drag Polar 10
CHAPTER 8 CG calculation of the Aircraft 11
CHAPTER 9 Stability Analysis 12
CHAPTER 10 Revised performance calculation 13
CHAPTER 11 VN diagram and final 14
configuration

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Chapter 1
First weight estimation and Goal Decision

Introduction
Main goal is to Fabricate an RC aircraft for surveillance purpose. The Model will
start forming with some parameter for prelimery estimation based on the
Descision making process and selection. The main points to be decided are as
follows.
Parameters:-
 Weight  Aspect ratio
 Wing span  Power plant
 Length  Control
 Wing area  Thrust/weight
 Wing type  Range

First weight estimation

Take Roughly the payload to be 10% of the gross weight of the aircraft. The main
aircraft weight is devided as the powerplant weight, structural weight and payload
weight. So taking few examples and plotting curve for the powerpalnt
weight(Wpp) V/s gross(Wo) weight and Structure weight(Ws) v/s gross
weight(Wo). That will lead to a relation
Wo = [ (WP/L )/ {1-( WPP/Wo )– (WS/Wo)}]
Conclusion
From the formula this is prelimery weight estimated. This is approximately equal
to the weight estimated. But this will change during the process.

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Chapter 2
Second weight estimation
Introduction
In this chapter we are going to select the airfoil for the wing. Airfoil plays an
important role in aircraft the whole wing aerodynamics depends on it. We need
the following requirements of the wing for the airfoil
 High (L/D) ratio for having lower minimum drag
 Low stalling speed

Process for selection of airfoil

Select 5-10 airfoils suitable for aircraft and note down all the available airfoil
data. Compare between them and select an airfoil having Highest value for both
CLmax and (L/D) max .

Calculation for airfoil

Assuming value of Chord length, Wingspan, Density of air. Then calculating
Aspect ratio.
AR= b2/S
Calculate Vstall with the given formula
2⋅ w0
Vstall =
√ ρ⋅ s ⋅ c L

Designed cruising speed as

= 2*Vstall
ρ⋅ v st ⋅l
Reynold’s No. =
u

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 AIRCRAFT FABRICATION AND DESIGN

Calculating values of Cl Cd and Cm for different Angle of Attack and then plotting
graphs for Cl v/s Cd and Cl v/s α.

Powerplant weight estimation

Calculate Cdo from drag polar plot. As we have Ostwald efficiency factor for a
rectangular wing is 0.85 . Then forming the Drag polar equation.
Then calculating Weight to L/D ratio that is thrust. Calculating power for cruising
speed. As P= T*V. Now selecting motor Battery and propeller from Power
required. Then calculating powerplant weight as
Total powerplant weight Wpp = Wmotor + Wbattery + Wprop. + Wextra

Second weight estimation

Now the new Weight as directed is takeoff weight
Wo = Wpl + Wpp + Wstr
So, the final weight will be
Wo2 = Wpl + Wpp +(Wstr/Wo) .Wo

Conclusion
We have a airfoil for our wing. New Weight is Given by adding the propellent
weight and structure weight estimation is produced.

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Chapter 3
Wing Loading and Thrust to Weight ratio
Introduction
This chapter is related to the Wing loading of an Aircraft. 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.
We want to design the aircraft for the maximum wing loading.
Calculation for Wing loading
As stalling speed is defined as
2⋅ w0
Vstall =
√ ρ⋅ s ⋅ c L

Re-writing this as
w
V=

Calculate W/S from here.

√ s
0.5∗ρ∗Cl
for 3-D effect Cl = 0.9 Clmax

Sg ~ 1.21*[(W/S)/(g × ρ × CLmax× (T/W)0.7VLO)] [3]

This will be the Wing loading of the Aircraft.
For cruising speeds, the wing loading will be different as
Cdo = KCl2
Again, calculating W/S for cruising speed.
For climbing Wing loading
3*Cdo = KCl2
Now calculate Wing loading for turning performance with load factor, n.
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n = secϕ
Then calculating wing loading from all the condition, Note the minimum (W/S).

Calculation for Thrust to Weight ratio

Thrust to weight ratio for the Cruise condition
(T/W) cruise = 1/(L/D) max
T/W for Takeoff
W

Sg=
(
1.21
S)
T
gρClmax ( )
W

T/W for Climb condition

T qCdo W 1
W
=
[ ]
W
S
+
S( )( qπARe )
T/W for Turning Condition
T qCdo W n2
W
=
[ ](
W
+
S )( qπAR )
S

Comparing all the values of T/W. selecting the maximum value for T/W.

Conclusion
Minimum wing loading
Maximum T/W

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Chapter 4
3rd weight Estimation

Introduction

This chapter will give the total weight of the Aircraft. More precisely we are
going to calculate the weight of the structures. We will find the weight of wing
and the fuselage. Also including the weight of spar, ribs and skin. Giving a
precise calculation of Weight.

Summary and conclusion

Here the wing is a rectangular wing. As we know from aerodynamic properties of

a rectangular wing that the wing loading will be in the form of uniformly
distributed load. Calculating the loading on spar as the cross section of the spar
will be rectangular. One of the important steps is to select the material. We can
select material for reinforcement and skin. There are many materials available
like steel, iron, woods, carbon fibers and many more. We can’t select any of these
we need some kind of parameters. The parameters are high strength to weight
ratio and high stiffness ratio. Then calculating the weight of horizontal and
vertical tail and weight of the skin for various parts of the aircraft. Hence having
the final weight of the structure and weight of the aircraft.

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Chapter 5
Sizing and 3-D layout

Introduction

This chapter will consider the external layout of the wing and other parts of the
aircraft. We will calculate the length of tail component and relative position of the
parts for the aircraft. For better stability reasons we choose the high wing and also
the wing will be unswept.

Calculation for horizontal and vertical tail

For assuming parameters we will collect data from various airplane and
configurations. For horizontal tail we have
Sht=Cht∗Cw∗Sw /Lht

Finding other parameters like location of main wing from nose. Span and chord
length for the horizontal tail. Then finding the location of horizontal tail from
main wing nose.
Now applying formula for the vertical tail to find all the parameter.

Conculsion

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We have different methods for making the 3-D Model of the aircraft. We can use
any of the suitable software for designing the configuration of the aircraft. As we
have the different parameters of the aircraft we can make the final look and other
orthographic look of the aircraft from any CAD software.

Chapter 6
Propeller Design
Introduction
This chapter is related to the design of the propeller loading. Design of the
propeller is actually too critical because includes the cross section to produce
aerodynamic forces. Also considering the stall conditions at the wing tips. There
is also phenomenon like – Induced drag, parasite drag, wingtip vortices, lift/ drag
ratios at various angle of attacks etc. This made the propeller design complex.
Formula
Pitch makes different properties according to the high or low pitch. As pitch is
Pitch = 0.75* Radius of propeller
Plotting the curve for coefficient of thrust v/s advance ratio and coefficient of
power v/s advance ratio to find out the optimum condition. The RPM can be
calculated through- N = 65000/ diameter of the propeller
Advance ratio – J= V/ (D*N)
Coefficient of Thrust can be found using the curve we plotted earlier. Coefficient
of power using curve. Final thrust and power using the given formula –
T= Ct*ρ*n2*D4
P= Cp * ρ*n3*D5
Efficiency-
Դp= J* Ct/Cp

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Conclusion
Propeller power and Propeller size is found in the chapter.

Chapter 7
Improved Drag Polar

Introduction

As the more calculations made till this chapters are changed a lot. First we
calculated the drag polar taking the 2-D consideration so now as we made
changes in the previous calculations from 3-D considerations. Now the drag polar
changed a lot. So in this chapter the improved drag polar can be determined.

Summary

We are dealing in this chapter to take account of other components as fuselage,

tail and stabilizers. And at the end we will have the improved drag polar for the
entire aircraft.

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Chapter 8
CG calculation of the Aircraft

Introduction
CG is one of the most important factors on which we can describe the stability of
the aircraft. As defined, if the CG lies ahead of the NP then the aircraft possess
Longitudinal Stability. To recovering from stalling conditions and gust loads one
needs to be made aircraft stable in such a way that it possesses both static as well
as dynamic stability. So in this chapter we are going to find out the different
components contribution in the stability.

Summary
The chapter indicates use of stability equations for calculating CG of the aircraft.
In the process we start with Finding the CG of wing, CG of fuselage, CG of
horizontal and vertical Tail. And then making list of the masses of parts and CG
location found by the equations. Applying centroid equation and find the final CG
for the aircraft and make necessary change in the position of the components
according to the principals of stability to ensure the Stability. Based on the
calculations the location correction made.

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Chapter 9
Stability Analysis

Introduction
As discussed in the previous chapter stability is an important factor in the Aircraft
Design. A stable aircraft is easy to fly. Although in practical applications Fighter
Aircrafts are made to be have a little degree of instability. This makes them more
maneuverable. But here our purpose is to design an aircraft for surveillance
purposes. So, we make the Aircraft stable as possible.

Summary

d Cm
The stability is defined as a parameter d Cl < 0. Therefore, calculating coefficient
of moment for all the parts. Like fuselage, wing, tail, control surfaces including
the downwash effect in the tail. Also effect of power plant etc. and doing the trim
analysis we will plot the curve for dCmcg v/s dCltotal. The slope of the curve will
give information about the stability of the aircraft. As the slope is negative the

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aircraft is stable. Also calculating the static margin which must be in the limit for
the aircraft.

Chapter 10
Revised performance calculation

Introduction

As till now we have taken many changes in the parameters making the
calculations more precise according to the aircraft point. We have found correct
value of Cd (drag polar). also, more parts are introduced and have more values
based on our calculations. This chapter aims to Calculating the basic parameters
again with the revised values.

Summary

We will start with Calculating Clmax then stall speed, Cruise speed, power
available and power required, rate of climb, gliding parameters, takeoff and
landing distance, wing loading for takeoff, cruise, land and turning. Calculate

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T/W for cruise, takeoff, land, glide, turn and climb. Hence, we have all the
parameter for the revised weight and drag polar.

Chapter 11
VN diagram and final configuration

Introduction
This chapter will introduce the load bearing capacity of an aircraft and working
velocity of the aircraft. VN diagram is showing the capacity of an aircraft limit to
perform and do various activities without having any failure to the structure. This
will show the maximum load factor for particular velocity that the structure of the
Aircraft can bear. After this diagram zone any extension in the load will result in
permanent damage to the structure of the aircraft. After that the final
configuration of the aircraft was drawn on the basis of the changes in the position
of the stability consideration again using any CAD surface. It includes the final
Tabulation of the size and location of all the components that has to use while
making the aircraft.

Summary

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Based on the calculations done in the previous chapter and the requirements for
the VN diagram we will calculate the following four speeds-
 The 1-g stall speed.
 The design maneuvering speed.
 The design cruise speed.
 The design diving speed.
Based on these four speeds we will draw the VN diagram for the model and will
have the structural limits of the aircraft.
After this modelling the aircraft again in any CAD software and have the final
views. Start working with the model with the information in the report.

-:Report end here:-

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