Aerodynamics

Aircraft Design I
1 Of

The Airplanes
EAS 3703: Lesson-2

Surjatin Wiriadidjaja
Department for Aerospace Faculty of Engineering Universiti Putra Malaysia
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Atmosphere
Fight Environment

Aircraft Design I
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In the ocean, pressure and temperature vary, but density nearly constant (submarine).
In the atmosphere, density, pressure, and temperature vary with altitude (aircraft). Pressure drops as altitude increases, while temperature follows a series of decreases and increases. But the atmosphere is a dynamically changing system depending on season, time of day and many other factors.
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Atmosphere

Standard Atmosphere

Aircraft Design I

It is defined to relate flight tests, wind tunnel results, airplane design and performance to a common reference. It can be found in most flight related books in form of tables consisting of mean values of p, and T as functions of altitudes.

Altitude:
There are six different defined altitudes, i.e., absolute, geometric, geo-potential, pressure, temperature, and density altitudes. Geometric altitude, hG Absolute altitude, ha Geo-potential altitude, h Other defined altitudes geometric height above sea level. height above the center of the Earth. fictious, g = const = g0 is assumed. obtained from the standard atmosphere by using measured values of p, T, and in an actual flight.
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Atmosphere

Standard Atmosphere

Aircraft Design I

If r is the radius of the Earth and g0 is the gravitational acceleration at sea level, the Newtons Law of gravitation implies, that the local gravitational acceleration, g at an altitude ha is p, , and T as function of altitude through the hydrostatic equation Assuming g=g0 for all h :

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Atmosphere

Standard Atmosphere

Aircraft Design I
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Isothermal Layer:
Integration between h1 & p1 (at the base and h & p above the base.

Gradient Layer:
Integration between h1 & T1 (at the base and h & T above the base, with the lapse rate, e.g., or through:

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Atmosphere

Standard Atmosphere

Aircraft Design I
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Starting at sea level with h=0 and the defined quantities: the atmospheric quantities in the first gradient layer can be calculated by using.

Thereafter, the first isothermal layer can be found. The quantities at the upper layers can also be created subsequently. With the above steps, the standard atmosphere is constructed.
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Flight Regimes

Mach and Re Categories

Aircraft Design I
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Flight regimes can be divided into Mach and Re categories, with Re strongly related to the degree of laminar or turbulent flow and Mach number relating to compressibility and shocks.

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Flow Similarity

Reynolds Number & Mach Number

Aircraft Design I
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To match the aircraft physics, we need to match the important physical dimensionless parameters same geometry and same Re & Ma would give the same physics needed for wind tunnel tests.

Re Number:

Mach Number:

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Flow Similarity

Reynolds Number & Mach Number

Aircraft Design I
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From the wind tunnel to full scale, it is practically impossible to match both Re and M simultaneously. It is important to do separate experiments, and look at regimes where variations in Re or M are small. One way: to change test conditions, as done in DNW or at ETW.

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Airplane Nomenclature
Basic Concept

Aircraft Design I
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1. Fuselage 2. Wings 3. Empennage, consisting of

a.Horizontal stabilizer b.Elevators, c.Vertical stabilizers d.Rudders
If 3.a & 3.b are combined in one piece: stabilator

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Airplane Nomenclature
Airfoil and Wings

Aircraft Design I
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Airplane Nomenclature
Straight-and-Level Flight

Aircraft Design I
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Airplane Nomenclature
Axes of Control

Aircraft Design I
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Airplane Nomenclature
The Turn

Aircraft Design I
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Airplane Nomenclature
The Turn

Aircraft Design I
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Airplane Flight
The creation of Lift

Aircraft Design I
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Airplane

Airfoil Pressure Coefficient

Aircraft Design I
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Airplane

Forces on Airfoil

Aircraft Design I
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The sources of the aerodynamic forces are the pressure and shear stress distribution integrated over the body. 2 Forces (lift and drag) 1 Moment to pitch CW or CCW

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Airplane

Airfoil geometry

Aircraft Design I
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Airplane

Lift Coefficient

Aircraft Design I
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o Aerodynamics governs the primary design of any aircraft, defining the key forces of lift and drag. o The appropriate non-dimensional quantities for lift and drag are the lift and drag coefficient, defined as

o These coefficients are depending on Re and M.

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Airplane

Lift, Drag, & Moment

Aircraft Design I
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Airplane

Lift, Drag, & Moment

Aircraft Design I
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Airplane

NACA 4-, 5- and 6-Digit Airfoil Series

Aircraft Design I
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Airplane

Wing geometry

Aircraft Design I
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Airplane
The MAC

Aircraft Design I
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Airplane

Wing Planform

Aircraft Design I
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Airplane
Wing Size

Aircraft Design I
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Airplane

AR and Lift Efficiency

Aircraft Design I
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Airplane

AR and Lift Efficiency

Aircraft Design I
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Airplane

AR and Lift Efficiency

Aircraft Design I
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Airplane

AR and Lift Efficiency

Aircraft Design I
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Airplane

AR and Lift Efficiency

Aircraft Design I
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Airplane

AR and Lift Efficiency

Aircraft Design I
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Airplane

Sweep and Lift Efficiency

Aircraft Design I
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Airplane

Lift Curve Slope & AR

Aircraft Design I
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Airplane

Lift to Drag Ratio

Aircraft Design I
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Airplane
Drag Polar

Aircraft Design I
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Airplane

Drag Coefficient

Aircraft Design I
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Airplane

Types of Drags

Aircraft Design I
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Airplane

Induced Drags

Aircraft Design I
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Airplane

Parasite Drags

Aircraft Design I
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Airplane

Streamlined vs. Bluff Body Drag

Aircraft Design I
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Comparison
Cylinders & Spheres

Aircraft Design I
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Comparison
Effect of Spin

Aircraft Design I
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Airplane
Streamlining

Aircraft Design I
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Airplane
Streamlining

Aircraft Design I
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Airplane

Laminar vs Turbulent

Aircraft Design I
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Airplane

Boundary Layer Thickness

Aircraft Design I
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Airplane

Turbulent Boundary Layer

Aircraft Design I
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Airplane

Separation and Stall

Aircraft Design I
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Airplane

Surface Roughness

Aircraft Design I
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Airplane

Separation and Bumpy Wing

Aircraft Design I
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Airplane
Trips

Aircraft Design I
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Airplane

Drag Prediction

Aircraft Design I
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Airplane
Skin Friction

Aircraft Design I
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Airplane
Drag Buildup

Aircraft Design I
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Airplane

Drag for Minimum Speed

Aircraft Design I
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Airplane

Drag for Minimum Speed

Aircraft Design I
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Airplane

Drag for Minimum Speed

Aircraft Design I
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Airplane

Drag for Minimum Speed

Aircraft Design I
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Airplane

Drag and Power

Aircraft Design I
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Airplane
Best Speed

Aircraft Design I
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Airplane

High Speed Effects

Aircraft Design I
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Airplane

High Speed Effects

Aircraft Design I
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Airplane

High Speed Swept Wings

Aircraft Design I
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Airplane

High Speed Swept Wings

Aircraft Design I
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Airplane
Area Ruling

Aircraft Design I
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Airplane
Delta Wing

Aircraft Design I
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Airplane
Delta Wing

Aircraft Design I
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Airplane
Gliding Flight

Aircraft Design I
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Airplane

Glide Slope & Range

Aircraft Design I
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Airplane

Three View Drawing

Aircraft Design I
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Airplane
Charactristics

Aircraft Design I

CIRRUS SR20-G3
Crew Capacity Length Height Wingspan Wing Area Wing Aspect Ratio Wing Airfoil Cruise Speed Stall Speed Max. Takeoff Weight Powerplant
1

CESSNA 172
1

3
26 811 384

3
272 811 361

144.9 ft2
na RONCZ 155 knot

174 ft2
7.32 NACA2412 122 knot

na
3050 lbs 200 hp, 149 kW

47 knot
2450 lbs 160 hp, 120 kW

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Airplane

Airfoil of Cessna 172

Aircraft Design I
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Airplane

Wing Lift Slope Summary

Aircraft Design I
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Aircraft Design I

The End

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