Method for preliminary sizing of large propeller driven aircrafts

Author: Author:
Prof. Dr.-Ing. Dieter Scholz, MSME Dipl.-Ing. Mihaela Nita
HAW Hamburg HAW Hamburg
http://www.profscholz.de http://Aero.ProfScholz.de

These worksheets show the method and example calculation

for the preliminary sizing of large propeller driven aircrafts certified with respect to CS-25.

The method is shown in worksheets 3, 4, 5, 6 and 7.

While adapting this method from jets to propeller driven aircrafts, some parameters needed specia
An overview about how these parameters were obtained can be found in worksheets 1, 2 and 8.

The calculation is ilustrated with data from the ATR 72.

For more information see the following links:

http://paper.ProfScholz.de SCHOLZ, Dieter; NI, Mihaela: Preliminary Sizing of Large Propeller Driven Ae

http://bibliothek.ProfScholz.de NI, Mihaela: Aircraft Design Studies Based on the ATR 72

ect to CS-25.

meters needed special attention.

ksheets 1, 2 and 8.

Large Propeller Driven Aeroplanes

Overview: Calculating the factors KL, KApp , KTO and KE

VApp
k APP
S LFL

From L=W and from accounting that requirements say V App should not be less than 1.3 VS, the following results:

mML / SW 1/(2 g 1.32 ) 0 k App 2 S LFL CL ,max, L k L S LFL CL ,max, L

which means KL is related to KApp in this way:

k L 1/(2 g 1.32 ) 0 k App 2 const k App 2

0 1.225 kg/m3
g 9.81 m/s2
const 0.036945

The kTO factor appears when the formula for determing the take-off field length is simplified from the take-off ground roll dist

g mMTO / SW TTO /(mMTO g ) 1 1 kTO

STOG
0 CL ,max TO TTO /(mMTO g ) mMTO / SW 0 STOG CL ,max,TO STOFL CL ,max,TO
For propeller driven aircrafts we have to take into account the propeller efficiency! The relation becomes:

PS / mMTO kTO g V ( PS / mMTO ) STOFL CL ,max,TO p

kTO
mMTO / SW STOFL CL ,max,TO p (mMTO / SW ) g V
We need to take the following parameters from statistics :

S LFL ; STOFL ; SW ; mML ; mMTO ; VApp ; VS ,TO ; VS , L ; CL ,max, L ; CL ,max,TO ; PS ; p ,TO

For the KE factor we need to estimate the wetted areas of the components of the aircrafts chosen for the statistics; for the e

Emax Emax 2
kE kE 2
A A /( SWet / SW )
SWet / SW
the following results:

from the take-off ground roll distance; the two are proportional.

kTO

CL ,max,TO STOFL CL ,max,TO
ion becomes:

hosen for the statistics; for the estimation, the geometry of the aircrafts was used, based on the available drawings
e drawings
I) Estimating KL from statistics; estimating KApp from KL

HOWE 2000
Statistical data mL (kg) SW (m )
2
Flap type CLmaxL
Shorts 330 42.10 2.05
DHC 8 Q 100 15649.00 54.40 two-section slotted Fowler flaps 1.80
DHC 8 Q 200 15649.00 54.40 two-section slotted Fowler flaps 1.80
DHC 8 Q 300 19051.00 56.20 two-section slotted Fowler flaps 1.80
DHC 8 Q 400 28009.00 63.10 two-section slotted Fowler flaps 1.80

double-slotted Fowler trailing-edge flap inboard

and outboard of each engine nacelle, with small
plain flap beneath each nacelle
EMB 120 11700.00 39.40 2.40
SAAB 340 B 12930.00 41.80 single-slotted flaps 1.80
SAAB 2000 22000.00 55.74 single-slotted flaps with offset hinges 1.80
Dornier 328 13230.00 40.00 single-slotted Fowler flaps 1.80
An-140 19100.00 51.00 Two-section flaps in each wing 1.80
Il-114 81.90 double-slotted trailing-edge flaps 2.40
LET L 610 G 14800.00 56.00 single-slotted Fowler flaps 1.80
two-segment double-slotted flaps on offset
ATR 72 22350.00 61.00 hinges 2.44

two-segment double-slotted flaps on offset

ATR42 18300.00 54.50 hinges 2.44

II) Estimating Kapp from statistics and comparing the 2 values obtained in I) and II)

VS (km/h/3,6)
Vapp (m/s) SLFL (m) SQRT(SLFL)
DHC 8 Q 100 37.22222 48.388889 787.00 28.05352
DHC 8 Q 200 37.22222 48.388889 794.00 28.178006
DHC 8 Q 300 39.16667 50.916667 1040.00 32.249031
EMB 120 45.83333 59.583333 1380.00 37.148351
SAAB 340 B 44.44444 57.777778 1033.00 32.140317
SAAB 2000 50.55556 65.722222 1243.00 35.256205
Il-114 51.388889 1300.00 36.055513
LET L 610 G 51.111111 1140.00 33.763886

Result of comparison: Kapp 1.643

The two results for KApp are different, due to the fact that the estimation was based on different aircraft data;
in the same time the approach speeds are not always given acurately or they do not always refer to 1.3 V

The better value for KApp is the one obtained from kL;

For jets: KApp=1.7

III) Estimating KTO

 power loadingSTOFL (m) Propeller efficiency (take-off) CLmaxTO
Shorts 330 170 1216 0.65 1.64
DHC 8 Q 100 163 1000 0.65 1.44
DHC 8 Q 200 194 1000 0.65 1.44
DHC 8 Q 300 191 1178 0.65 1.44
EMB 120 223.5 1550 0.65 1.92
SAAB 340 B 284 1287 0.65 1.44
SAAB 2000 271.5 1291 0.65 1.44
Il-114 156 1550 0.65 1.92
LET L 610 G 172.8 1006 0.65 1.44
ATR 72 179.9 1290 0.65 1.952

IV) Estimating KE

Emax
kE
A
SWet / SW

Fuselage Wing Horizontal Tailplane Ver Tail

F 27 199.62 146.77 36.23 33.45
Shorts 360 153.52 87.61 21.30 17.05
Saab 340 A 121.50 86.72 23.18 16.02
Bae ATP 188.47 162.99 16.34 18.85
Emb 120 135.78 81.95 12.53 11.83
J 41 100.20 67.38 8.21 13.40
Do 328 135.24 83.18 18.55 22.80
DHC -8-300 187.57 117.02 18.42 20.22
ATR 42 167.57 113.42 24.10 25.73
ATR 72 207.09 126.92 24.10 25.73

V) Others

mML/mMTO
mML mMTO mML/mMTO
DHC 8 Q 100 15649.00 16466.00 0.95
DHC 8 Q 200 15649.00 16466.00 0.95
DHC 8 Q 300 19051.00 19505.00 0.98
DHC 8 Q 400 28009.00 28009.00 1.00
EMB 120 11700.00 11990.00 0.98
SAAB 340 B 12930.00 13155.00 0.98
SAAB 2000 22000.00 23000.00 0.96
Dornier 328 13230.00 13990.00 0.95
An-140 19100.00 19150.00 1.00
LET L 610 G 14800.00 15100.00 0.98
ATR 72 22350.00 22800.00 0.98
ATR42 18300.00 18600.00 0.98
AVERAGE 0.97

VI) Summary
 Turboprops Jets Observations
KL 0.137 0.107 turboprops achieve a shorter landing field length at the same wing loading
Kapp 1 1.939 1.7 Kapp 1 is the one calculated from Kapp
Kapp 2 1.643 Kapp 2 is the statistical value
KTO 2.25 2.34 practicaly the same value for jets and turboprops
KE 11.22 17.25 for large jets-long range
16.19 for large jets-medium range
15.15 for large jets-small range
turboprops have a smaller range, so the value of K E, compared to jets is sma
 mML / SW
kL k App (k L 2 g 1.32 ) / 0
CL ,max, L S LFL

HOWE 2000
SLFL (m) mL/SW SLFL*CLmaxL kL kApp mL/SW500.00
1030.00 247.00 2111.50 0.116978 1.779417 [kg/m2]
787.00 287.67 1416.60 0.203068 2.344472 450.00 5
794.00 287.67 1429.20 0.201277 2.334114 f(x) = 0.1374639121x
1040.00 338.99 1872.00 0.181082 2.213924 400.00 8
1287.00 443.88 2316.60 0.19161 2.277369 10 13
350.00
4 9 14
300.00 7
2
3 1
1380.00 296.95 3312.00 0.08966 1.557846
12
1033.00 309.33 1859.40 0.16636 2.12202 250.00 1
1243.00 394.69 2237.40 0.176405 2.185148
1164.00 330.75 2095.20 0.157861 2.067102 200.00
1350.00 374.51 2430.00 0.154119 2.042459
1300.00 286.90 3120.00 0.091955 1.577658 150.00
1140.00 264.29 2052.00 0.128794 1.867123
100.00
1067.00 366.39 2603.48 0.140732 1.951738
50.00

1126.00 335.78 2747.44 0.122216 1.818813 0.00

KApp 1.939689 1000.00 1500.00 2000.00 2500.00 3000.00
KL 0.137

70
Vapp 6
[m/s] 60 4
5
f(x) = 1.6438099743x
50 3 8 7
1 2
40

30

20

10 SLFL1/2
0 [m1/2]
26 28 30 32 34 36 38
/ m M T O S T O F L C L ,m a x ,T O P

rent aircraft data;

s refer to 1.3 V S

( PS / mMTO ) STOFL CL ,max,TO p

kTO
(mMTO / SW ) g V
[ W m / k g ]
 P S / m M T O S T O F L
[ W m / k g ]
wing loadin VS,TO (km/3,6)
V (m/s) y axis x axis
247 37.77778 32.05551 220363.5 77672.74
302.68 37.22222 31.5841 152568 93782.39
302.68 37.22222 31.5841 181584 93782.39
347 39.16667 33.23402 210598.1 113130.9 500000

304.3 45.83333 38.89087 432338.4 116096.4 450000

5
400000
f(x) = 2.1541352096x
314.6 48.05556 40.77649 342115.5 125845.5 350000 6

409.04 57.22222 48.55467 328074.1 194834.5 300000 8

250000
286.93 44.44444 37.71236 301766.4 106152.1 200000
1
3
4
9 2
269.64 39.16667 33.23402 162711.2 87909.58 150000
100000
373.7 54.121 45.92319 294451.7 168354.3 50000
0
60000 80000 100000 120000 140000 1

KTO 2.25

Engine total Sw Swet/Sw A A/Swet/Sw E E2

19.30 435.36 70.07 6.21323 12.00 1.93 15.83 250.5889 400
E2=(L/D)2
9.09 288.57 42.10 6.854466 12.41 1.81 18.66 348.1956
12.40 259.82 41.81 6.214231 11.00 1.77 16 256 350
8.74 395.39 78.30 5.049655 11.98 2.37 15.58 242.7364
6.71 248.80 39.40 6.31467 9.93 1.57 14.16 200.5056 300
4.40 193.60 32.40 5.975247 10.47 1.75 11.33 128.3689
9.93 269.69 40.00 6.742325 11.00 1.63 13.91 193.4881 250
9.86 353.09 56.20 6.282776 13.40 2.13 15.66 245.2356
12.90 343.71 54.50 6.306624 11.10 1.76 14.66 214.9156
200
12.90 396.74 61.00 6.503885 12.00 1.85 16.66 277.5556

150
KE 11.22052

100

50

0
1.50 1
the same wing loading

E
, compared to jets is smaller
 5
x) = 0.1374639121x
8
10 13
4 9 14
7
6
11
12
1

CL,max,LSLFL
[m]
0 2000.00 2500.00 3000.00 3500.00

SLFL1/2
[m1/2]
38
 5
f(x) = 2.1541352096x
6 7
8 10

1 4
3
9 2

mMTO/SWgV
[kg/s3]
00 100000 120000 140000 160000 180000 200000 220000

400
E2=(L/D)2
350 2

300
f(x) = 125.9855430818x
10
250 3 1 8 4
9
200 5 7

150
6
100

50

0 A/(Swet/Sw)
1.50 1.60 1.70 1.80 1.90 2.00 2.10 2.20 2.30 2.40 2.50
 3.) Preliminary Sizing I

Preliminary Sizing I
Calculations for flight phases approach, landing, take-off, 2nd segment and missed approach

Bold blue values represent input data. Example data is taken from
Values based on experience are light blue. Usually you should not change these values! ATR 72
Results are marked red. Don't change these cells!
Interim values, constants, ... are in black!
"<<<<" marks special input or user action.

Approach
Factor kAPP 1.643 (m/s) 0.5 (for turboprop aircraft)
Conversion factor m/s -> kt 1.944 kt / m/s

Given: landing field length yes <<<< Choose according to task

Landing field length sLFL 1067 m
VAPP
Approach speed 53.7 m/s VAPP k APP sLFL
Approach speed VAPP 104.3 kt

Given: approach speed no

Approach speed VAPP 117.3 kt 2
V
Approach speed VAPP 60.4 m/s sLFL APP
sLFL k APP
Landing field length 1350 m

Landing in case of a redesign: CL,max,L can be estimated from:

Landing field length sLFL 1067 m 2 mML g
TL CL ,max, L VS,0 see below
Temperature above ISA (288,15K) 0K S VS2,0
Relative density 1.000
Factor kL 0.137 kg/m (for turboprop aircraft)
Max. lift coefficient, landing CL,max,L 2.505
mML / SW kL CL ,max, L sLFL
Mass ratio, landing - take-off m ML / m TO 0.980
Wing loading at max. landing mass m ML / SW 366.18 kg/m ## this block provides a max
mML / SW
Wing loading at max. take-off mass m MTO / SW 373.65 kg/m mMTO / SW when input data are max
mML / mMTO

Seite 15
3.) Preliminary Sizing I mML / SW
mMTO / SW
mML / mMTO
in landing position (selec

Seite 16
 3.) Preliminary Sizing I

Take-off
Take-off field length sTOFL 1290 m
Temperatur above ISA (288,15K) TTO 0K
Relative density 1.000 ## this block provides a mini
Factor kTO 2.25 m/kg ratio as a function of wi
Exprience value for CL,max,TO 0,8 * CL,max,L 2.004 in take-off config. and tak
Maximum lift coefficient, take-off CL,max,TO 2.24
Stall speed, landing configuration VS,0 41.3 m/s
Stall speed, take-off configuration VS,1 43.7 m/s
Take-off safety speed V2 52.39 m/s Calculating propeller efficiency
Average take-off safety speed 0,707 * V2 37.04 m/s
Propeller disc diameter dD 3.93 m
Propeller disc area SD 12.13 m
T-O power of ONE engine PS,TO / nE 2051000 W
PTO
Disc loading LD 138 kWm/kg L
P 0 S D
Propeller efficiency 0.590 <<<< from 7.) Propeller Efficiency
Slope a 0.480 kg/m kTO 1.2 Vs ,1 g
PS / mMTO
Power-to-weight ratio PSTO/mMTO, at mMTO/SW 179.2 W/kg a
mMTO / SW STOFL CL ,max,TO P ,TO 2

2nd Segment
Calculation of glide ratio
Aspect ratio A 12
Lift coefficient, take-off CL,TO 1.56
Lift-independent drag coefficient, clean CD,0 (bei Berechnung: 2. Segment) 0.020 nE sin()
Lift-coefficient, landing CL,L 1.482
Lift-independent drag coefficient, flaps CD,flap 0.023 2 0.024
Lift-independent drag coefficient, slats CD,slat 0.000 3 0.027
Profile drag coefficient CD,P 0.043 4 0.030
Oswald efficiency factor; landing configuration e 0.7
Glide ratio in take-off configuration ETO 11.57 CL ,TO
ETO
CL ,TO 2
CD , P
Ae

Seite 17
 3.) Preliminary Sizing I CL ,TO
ETO
CL ,TO 2
Calculation of power-to-weight ratio CD , P
Number of engines nE 2
Ae
Take-off safety speed V2 52.39 m/s from Take-Off Calculating propeller efficiency
Disc loading LD 138 kWm/kg from Take-Off
Propeller Efficiency-2nd Segment P 0.690 <<<< from 7.) Propeller Efficiency
Climb gradient sin() 0.024
PS ,TO nE 1 V g
Power-to-weight ratio PS,TO / mMTO 164.5 W/kg sin 2

mMTO nE 1 ETO P ,CL

Seite 18
 PS ,TO nE 1 V g
3.) Preliminary Sizing I sin 2

mMTO nE 1 ETO P ,CL

Missed approach
Calculation of the glide ratio
Lift coefficient, landing CL,L 1.48 JAR-25 bzw. CS-25 FAR Part 25
Lift-independent drag coefficient, clean CD,0 (bei Berechnung: Durchstarten) 0.020 CD,gear 0.000 0.015
Lift-independent drag coefficient, flaps CD,flap 0.019
Lift-independent drag coefficient, slats CD,slat 0.000
Choose: Certification basis JAR-25 bzw. CS-25 no <<<< Choose according to task
FAR Part 25 yes
Lift-independent drag coefficient, landing gear CD,gear 0.015 nE sin()
Profile drag coefficient CD,P 0.054 2 0.021
Glide ratio in landing configuration EL 10.79 3 0.024
4 0.027
Calculation of power-to-weight ratio
Approach speed VAPP 60.4 m/s Calculating propeller efficiency
Disc loading LD 138 kWm/kg with Take-Off power setting
Propeller Efficiency-Missed Approach P 0.730 <<<< from 7.) Propeller Efficiency
Climb gradient sin() 0.021
PS,TO / mMTO
Power-to-weight ratio 156.8 W/kg PS ,TO nE 1 m V2 g
sin ML

mMTO nE 1 EL mMTO P ,CL

Seite 19
 3.) Preliminary Sizing I

## this block provides a max value for wing loading

when input data are max lift coefficient with flaps

Seite 20
 3.) Preliminary Sizing I

in landing position (selected from literature), and landing field length

Seite 21
 3.) Preliminary Sizing I

## this block provides a minimum value for power to weight

ratio as a function of wing loading dependent of max lift coefficient
in take-off config. and take-off field length

Seite 22
 3.) Preliminary Sizing I

## these blocks refer to climb rate in 2nd seg and during missed
approach and provide min values for power to weight ratio

Seite 23
 3.) Preliminary Sizing I

while the input value is lift to drag ratio

Seite 24
Max. Glide Ratio in Curise

Estimation of kE by means of 1.), 2.) or 3.)

1.) From theory

Oswald efficiency factor for kE e 0.75
Equivalent surface friction coefficient Cf,eqv 0.004 Roskam / Raymer (see FE-Script)
Factor kE 12.14

2.) Acc. to RAYMER

Factor kE 11.07 for retractable propeller aircraft

3.) From own statistics

Factor kE 11.22 for large propeller driven aircraft: statistics give a value 11,22 --- See 1.) Parameters-S

Estimation of max. glide ratio in cruise, E max

Factor kE chosen 11.22 <<<< Choose according to task

Relative wetted area Swet / Sw 6.1 Swet / Sw = 6,0 ... 6,2 bei Verkehrsflugzeugen
Aspect ratio A 12 (from sheet 1)
Max. glide ratio Emax 15.74

or

Max. glide ratio Emax chosen 15.74 <<<< Choose according to task
22 --- See 1.) Parameters-Statistics
 5.) Preliminary Sizing II

Preliminary Sizing II ## this block provides a min value for power to weight ratio
Calculations for cruise, matching chart, fuel mass, operating empty mass and also the cruise altitude; the input values are lift to drag
and aircraft parameters mMTO, mL, mOE, SW, TTO, ... ratio, the given cruise Mach number, engine parameters and
characteristics of the atmosphere
Parameter Value Parameter Value

Max. glide ratio, cruise Emax 15.74 (from worksheet 4) V/Vmd 1.400 chosen
CL / CL ,md 1/ V / Vmd
2
Aspect ratio A 12 (from worksheet 3) CL/CL,md 0.510
CL ,md
Oswald eff. factor, clean e 0.85 CL 0.519 CL
(V / Vmd ) 2 2 Emax
Zero-lift drag coefficient CD,0 0.032
A e E 12.741 E
Lift coefficient, CL,md CL,md 1.02 C L ,md CL 1
2 Emax
Mach number, cruise MCR 0.408 CL , md CL
CR power of ONE engine PS,CR / nE calculated 1328886 W Calculating propeller efficiency CL, md
Disc loading, estimated LD calculated 137 kWm/kg
Cruise speed VCR see below
Propeller Efficiency-Cruise P 0.870 <<<< from 7.) Propeller Efficiency

Constants A= 1.882899879
Ratio of specific heats, air (adiabatic index) 1.4 m= 0.740930111
Earth acceleration g 9.81 m/s n= 0.928668022
Air pressure, ISA, standard p0 101325 Pa
Euler number e 2.7182818282 mMTO C L M CR 2 P / P0 AM m n PS ,TO VCR g
Lapse rate in troposphere L 0.0065 K/m p (h)
Gas constant R 287.053 K m / s SW g 2 mMTO PS ,CR / PS ,TO E P,CR
Standard temperature,sea level T0 288.15 K
Cruise
h [km] h [ft] T[K] p(h) [Pa] mMTO / SW [kg/m] PCR/PS,TO PS,TO/mMTO [W/kg] a [m/s]
0.0 0 288.15 1.0000 101325 625 0.969 126.8 340.3
0.5 1641 284.90 0.9529 95461 589 0.927 131.9 338.4
1.0 3281 281.65 0.9074 89874 555 0.885 137.2 336.4
1.5 4922 278.40 0.8637 84555 522 0.846 142.8 334.5
2.0 6562 275.15 0.8216 79494 490 0.807 148.7 332.5
2.5 8203 271.90 0.7810 74681 461 0.770 154.9 330.6
3.0 9843 268.65 0.7420 70107 433 0.735 161.5 328.6
3.5 11484 265.40 0.7046 65763 406 0.700 168.4 326.6
4.0 13124 262.15 0.6686 61639 380 0.667 175.8 324.6
4.5 14765 258.90 0.6340 57727 356 0.635 183.5 322.6
5.0 16405 255.65 0.6008 54018 333 0.604 191.7 320.5
5.5 18046 252.40 0.5689 50505 312 0.574 200.4 318.5
6.0 19686 249.15 0.5384 47179 291 0.545 209.5 316.4
6.5 21327 245.90 0.5091 44033 272 0.518 219.2 314.4

Seite 27
 5.) Preliminary Sizing II

7.0 22967 242.65 0.4811 41059 253 0.491 229.6 312.3

7.5 24608 239.40 0.4542 38249 236 0.466 240.5 310.2
8.0 26248 236.15 0.4286 35598 220 0.441 252.1 308.1
8.5 27889 232.90 0.4040 33097 204 0.418 264.5 305.9
9.0 29529 229.65 0.3805 30740 190 0.395 277.6 303.8
9.5 31170 226.40 0.3581 28522 176 0.373 291.7 301.6
10.0 32810 223.15 0.3367 26434 163 0.353 306.6 299.5
10.5 34451 219.90 0.3164 24472 151 0.333 322.5 297.3
11.0 36091 216.65 0.2969 22630 140 0.314 339.5 295.1
11.5 37732 216.65 0.2745 20916 129 0.292 365.2 295.1
12.0 39372 216.65 0.2537 19330 119 0.271 392.9 295.1
12.5 41013 216.65 0.2345 17865 110 0.252 422.8 295.1
13.0 42653 216.65 0.2167 16510 102 0.234 454.9 295.1
Remark: 1 m = 3,281 ft

Seite 28
 5.) Preliminary Sizing II

Wing loading mMTO / SW 373.7 kg/m <<<< Design point from matching chart!
Power-to-weight ratio PS,TO / mMTO 179.2 W/kg <<<< Given data is correct when take-off and landing is sizing the aircraft at the same time.
Speed of sound a 323.6 m/s <<<< Interpolated from table above
Cruise speed, estimated VCR 1. iteration 132.0 m/s
Relative power in cruise PCR/PS,TO 0.652
Relative density in cruise 0.653
TTroposphere 260.67 K
Temperature in cruise T 260.67 K
Cruise altitude hCR 4228 m
Cruise altitude hCR 13871 ft
Speed of sound a 323.7 m/s
Cruise speed, first iteration VCR 2. iteration 132.1 m/s
Relative power in cruise PCR/PS,TO 0.652
Relative density in cruise 0.653
TTroposphere 260.68 K
Temperature in cruise T 260.68 K
Cruise altitude hCR 4226 m
Cruise altitude hCR 13864 ft
Speed of sound a 323.7 m/s
Cruise speed, calculated VCR 3. iteration 132.1 m/s use for calculating propeller efficiency

## The set of relationships between power to weight ratio and the

Conversion factor NM -> m 1852 m/NM wing loading represented in the matching chart give a single pair of values
Design range R 715 NM that meet all requirements and constraints in an economical manner---->see below
Design range R 1324180 m
Distance to alternate sto_alternate 87 NM typical value 200 NM
Distance to alternate sto_alternate 161124 m Reserve flight distance:
Chose: FAR Part121-Reserves domestic yes FAR Part 121 sres
international no domestic 161124 m
Extra-fuel for long range 5.0% international 227333 m

Extra flight distance sres 161124 m

Specific fuel consumption SFCP 5.5E-08 kg/W/s typical value 5.5E-08 kg/W/s
Extra time:
Breguet-Factor, cruise Bs 20544864 m FAR Part 121 tloiter
Fuel-Fraction, cruise Mff,CR 0.938 domestic 2700 s
Fuel-Fraction, extra flight distance Mff,RES 0.992 international 1800 s

Seite 29
 5.) Preliminary Sizing II

Loiter time tloiter 2700 s

Specific fuel consumption, loiter SFCloiter 5.5E-08 kg/W/s
Breguet-Factor, flight time Bt 155609 s
Fuel-Fraction, loiter Mff,loiter 0.983
Phase Mff per flight phases [Roskam]
index value
Fuel-Fraction, engine start Mff,engine 0.990 <<<< Copy start-up ES 0.990
Fuel-Fraction, taxi Mff,taxi 0.995 <<<< values taxi T 0.995
Fuel-Fraction, take-off Mff,TO 0.995 <<<< from take-off TO 0.995
Fuel-Fraction, climb Mff,CLB 0.985 <<<< table climb CLB 0.985
Fuel-Fraction, descent Mff,DES 0.985 <<<< on the descent DES 0.985
Fuel-Fraction, landing Mff,L 0.995 <<<< right ! landing L 0.995

Seite 30
 5.) Preliminary Sizing II

Fuel-Fraction, standard flight Mff,std 0.901

Fuel-Fraction, all reserves Mff,res 0.946
Fuel-Fraction, total Mff 0.852
Mission fuel fraction mF/mMTO 0.148

Realtive operating empty mass mOE/mMTO 0.568 original aircraft

Realtive operating empty mass mOE/mMTO 0.535 from statistics for turboprops (Jenkinson 1999)
Realtive operating empty mass mOE/mMTO 0.568 <<<< Choose according to task

Choose: type of a/c short / medium range yes <<<< Choose according to task
long range no
Mass: Passengers, including baggage mPAX 95 kg in kg Short- and Medium Range Long Range
Number of passengers nPAX 68 mPAX 93.0 97.5
Cargo mass mcargo 0 kg
Payload mPL 6460 kg
Redesign? Enter original aircraft data! Compare with results!
Max. Take-off mass mMTO 22742 kg 22800 kg ## the power to weight ratio are the input values for th
Max. landing mass mML 22287 kg 22350 kg operating empty mass mOE/mMTO or relative use
Operating empty mass mOE 12917 kg 12950 kg
Mission fuel fraction, standard flight mF 3365 kg 5000 kg (max.) mMTO/SW : 373.8
Wing area Sw 60.9 m 61 m PS,TO/mMTO : 179.9
Take-off power PS,TO 4075522 W all eng. together
T-O power of ONE engine PS,TO / nE 2037761 W one engine 2051000 W (from worksheet 3)
T-O power of ONE engine PS,TO / nE 458089 lb one engine

Fuel mass, needed mF,erf 3365 kg

Fuel mass, needed mF,erf 3655 kg
Fuel density F 800 kg/m
Fuel volume, needed VF,erf 4.21 m (check with tank geometry later on)

Max. Payload mMPL 6460 kg

Max. zero-fuel mass mMZF 19377 kg

Fuel mass, all reserves mF,res 1226 kg

Check of assumptions check: mML > mOE+mMPL+mF,res

22287 kg > 20603 kg
yes

Seite 31
5.) Preliminary Sizing II

Aircraft sizing finished!

Seite 32
 5.) Preliminary Sizing II

T T0 L H dT
L
dT dH
C L / C L , md 1/ V / Vmd
2
T T0 H temperature at any H
dH
2 Emax
E LH
g / RL 1
CL 1 1
0 T0
CL ,md CL relative density
CL ,md

g / RL and presure in troposphere

LH
## These values apply for the PW 120 familly
p p0 1
engines (such for the ATR 72); for more general values see
T0
worksheet 8

VCR g
,CR / PS ,TO E P ,CR

2. segment Missed Approach Take-off Landing

PS,TO/mMTO PS,TO/mMTO PS,TO/mMTO slope, a mMTO/SW PS,TO/mMTO
164.5 156.8 299.8 0.4796 374 0
164.5 156.8 282.5 0.4796
164.5 156.8 266.0 0.4796
164.5 156.8 250.2 0.4796
164.5 156.8 235.2 0.4796
164.5 156.8 221.0 0.4796
164.5 156.8 207.5 0.4796
164.5 156.8 194.6 0.4796
164.5 156.8 182.4 0.4796
164.5 156.8 170.8 0.4796
164.5 156.8 159.9 0.4796
164.5 156.8 149.5 0.4796
164.5 156.8 139.6 0.4796
164.5 156.8 130.3 0.4796

Seite 33
 5.) Preliminary Sizing II

164.5 156.8 121.5 0.4796

164.5 156.8 113.2 0.4796
164.5 156.8 105.3 0.4796
164.5 156.8 97.9 0.4796
164.5 156.8 91.0 0.4796 374 350
164.5 156.8 84.4 0.4796
164.5 156.8 78.2 0.4796
164.5 156.8 72.4 0.4796
164.5 156.8 67.0 0.4796
164.5 156.8 61.9 0.4796
164.5 156.8 57.2 0.4796
164.5 156.8 52.9 0.4796
164.5 156.8 48.9 0.4796

Seite 34
 5.) Preliminary Sizing II

at the same time.

cruise altitude:17.000 feet

Seite 35
5.) Preliminary Sizing II

Seite 36
 5.) Preliminary Sizing II

ght ratio are the input values for the estimation of

mass mOE/mMTO or relative useful load

kg/m <<<< compare with design point

W/kg <<<< compare with design point

Seite 37
5.) Preliminary Sizing II

Seite 38
 Matching Chart

500.0
2. Segment
Power to weight ratio

450.0 Missed Approach

Take off
400.0
Landing
Cruise
350.0

300.0

250.0

200.0

150.0

100.0

50.0

0.0
0 100 200 300 400 500 600 700
Wing loading
Propeller Efficiency Evaluation

What type/cl
engine/powe
your design

Statisti

Apply th
preliminary
method wit
from the 1st it

Propeller efficiency for variable pitch propellers as a function of aircraft Third

speed and disc loading (the reference surface area is the propeller disc area). iteration
/
PTO L-disc loading
L verificat
SD-disc area
0 S D ion

## First iteration: PTO is unknown, but is being estimated with the left figure
## Second iteration: after applying the preliminary sizing method, new results for P TO are obtained;
these new results are used to estimate better propeller efficiencies using the left diagram, as a second ite
## See the scheme on the right
 First
What type/class of iterati
engine/power does on
your design need? block

PTO Diagra
Statistics P
SD m

Secon
Apply the d
preliminary sizing iterati
method with P on
from the 1st iteration block
Prelimin
Ne Ne
ary
P w w
Sizing
PTO P
Method
Third
iteration
/
verificat
ion

ft diagram, as a second iteration

Power variation with altitude during cruise

I) Theoretical results

The turboprop engine Generic Equation No.

# gas turbine driving a propeller 1) PS / PS ,0 A M n
# relatively high weight per unit of cruise thrust
# low cruise speed and low thrust to weight ratio n
Peq
# good fuel economy 2)
n

# superior performance to that of a turbojet or Peq ,0

0
turbofan engine during take-off and climb n
PA
PS n n
# propulsive efficiency nearly constant during cruise 3)
# lower maintenance cost PA,0 0
# more reliable engine
4) P / P0 A n
5) P /( P0 ) EQ 0.75 0.85 M N
6) P / P0 AM m n

II) An experimental variation for the PW 120 engine

Cruise Power with altitude-PW-120

1.0000

0.8000

0.6000

0.4000

0.2000

0.0000
1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

III) Results for the required parameters for the chosen equation marked in red (eq. no. 6)

Author Ref.Nr. Page

Schaufele [10] 187
Brning [3] 58
Russel [9] 16
Loftin [5] 375
McCormick & Barnes [6] 351
Average

# The results from the above Table were obtained by using Excel Solver for optimizing the experimental data read from the
# The most general values for these parameters are stated as average
# We recommend choosing acordingly with the needs
IV) Compendium of calculation

Schaufele Experimental

P/P0 H[ft] H[m]

0.919 0 0
0.746 10000 3048
0.58 20000 6096
0.48 25000 7620

Brning Experimental

Pexp P/P0 H[m]

2860 0.976109215 0
2260 0.771331058 3000
1790 0.6109215017 6000
1360 0.4641638225 8500
950 0.3242320819 11000
630 0.2150170648 13700

Russel Experimental

H[ft] H[m] sigma

15000 4572 0.6292
15000 4572 0.6292
15000 4572 0.6292
 15000 4572 0.6292
15000 4572 0.6292
20000 6096 0.5328
20000 6096 0.5328
20000 6096 0.5328
20000 6096 0.5328
20000 6096 0.5328
25000 7620 0.4481
25000 7620 0.4481
25000 7620 0.4481
25000 7620 0.4481
25000 7620 0.4481

Loftin Experimental

H[ft] H[m} sigma

0 0 1
0 0 1
0 0 1
0 0 1
5000 1524 0.8617
5000 1524 0.8617
5000 1524 0.8617
5000 1524 0.8617
10000 3048 0.7385
10000 3048 0.7385
10000 3048 0.7385
10000 3048 0.7385
15000 4572 0.6292
15000 4572 0.6292
15000 4572 0.6292
15000 4572 0.6292
20000 6096 0.5328
20000 6096 0.5328
20000 6096 0.5328
20000 6096 0.5328
25000 7620 0.4481
25000 7620 0.4481
25000 7620 0.4481
25000 7620 0.4481

McCormick & Barnes Experimental

Pexp Pexp/P0 H[ft]

872.22 0.4252346245 30000
1016.66 0.4956536577 25000
1200 0.5850376618 20000
 1350 0.6581673695 15000
1519.44 0.7407746874 10000
1616.66 0.7881724886 5000

V) List of references

Anderson, John D. Jr.: Introduction to Flight.

[1]
Boston : The McGraw Hill Higher Education, 2005
Birdsall, David L; Smetana, Frederick O.; Mair,
Austyn W.: Aircraft Performance. Cambridge : [2]
Cambridge University Press, 1992

Brning, G.; Hafer, X.: Flugleistungen : Grundlagen, [3]

Flugzustnde, Flugabschnitte. Berlin : Springer, 1978
Howe, Denis: Aircraft Conceptual Design Synthesis.
London : Professional Engineering Publishing [4]
Limited, 2000
Loftin, L.K.: Subsonic Aircraft : Evolution and the
Matching of Size to Performance. NASA Reference [5]
Publication 1060, 1980
McCormick, Barnes W.: Aerodynamics, Aeronautics,
and Flight Mechanics. New York : John Wiley&Sons, [6]
1995

[7]
Ni, M.: Aircraft Design Studies Based on ATR 72, Project, Hamburg University of Applied Sciences, Depatment of Automo
Ruijgrok, G.J.J.: Elements of Airplane Performance.
[8]
Delft : Delft University Press, 1996
Russel, J.B.: Performance and Stability of Aircraft.
[9]
London : Arnold, 1996
Schaufele, R. D.: The elements of Aircraft
[10]
Preliminary Design, Santa Ana, Calif : Aries, 2000
 Available equations From (see List of References) Required parameters
PS / PS ,0 A M n W. Austyn Mair A, n
David L. Birdsall [2]
n
Peq
G.J.J. Ruijgrok [8] n
n

Peq ,0
0
n
PA
n John D. Anderson Jr. [1] n
PA,0 0

P / P0 A n Trevor Young [11] A, n

P /( P0 ) EQ 0.75 0.85 M N Denis Howe [4]

P / P0 AM m n Mihaela Ni [7] A, m. n

Power (cruise) Pcruise/Po Altitude [ft]

872 0.4252 30000
PW-120 1017 0.4957 25000
1200 0.5850 20000
1350 0.6582 15000
1519 0.7408 10000
1617 0.7882 5000

Results taken from experimental graph (Ref. no [6])

00 10000

uation marked in red (eq. no. 6) P / P0 AM m n

Engine A m
generic 1,036 0.101
T 64-GE-7 1,121 0.168
Rolls-Royce 1,725 0.267
generic 1,089 0.091
PW 120 1,883 0.740
1,371 0.273

or optimizing the experimental data read from the mentioned references

Equation 4 P / P0 A n Equation 6 P / P0 AM m n
n 0.775663746 n
A 0.9269933209 A
m
P/P0-eq Error H[ft]
0.9269933209 6.38931792403568E-005 0
0.732748309 0.0001756073 0
0.5688490226 0.0001243443 0
0.4973759999 0.0003019254 10000
0.0006657702 10000
10000
20000
20000
20000
25000
25000
25000

H[m] Pexp P/P0exp

0 2460 0.8395904437
0 2560 0.8737201365
0 2860 0.976109215
0 2940 1.0034129693
3000 2000 0.6825938567
3000 2100 0.7167235495
3000 2260 0.771331058
3000 2455 0.837883959
6000 1535 0.523890785
6000 1600 0.5460750853
6000 2260 0.771331058
6000 1960 0.6689419795
8500 1120 0.3822525597
8500 1220 0.4163822526
8500 1360 0.4641638225
8500 1500 0.5119453925

Mach number Pexp Pexp/P0

0.35 1255 0.8366666667
0.4 1290 0.86
0.45 1325 0.8833333333
 0.5 1375 0.9166666667
0.55 1410 0.94
0.35 1080 0.72
0.4 1100 0.7333333333
0.45 1135 0.7566666667
0.5 1175 0.7833333333
0.55 1210 0.8066666667
0.35 900 0.6
0.4 925 0.6166666667
0.45 950 0.6333333333
0.5 993 0.662
0.55 1020 0.68

V [mph] V[km/h] V[m/s]

100 160.9344 44.704
200 321.8688 89.408
300 482.8032 134.112
400 643.7376 178.816
100 160.9344 44.704
200 321.8688 89.408
300 482.8032 134.112
400 643.7376 178.816
100 160.9344 44.704
200 321.8688 89.408
300 482.8032 134.112
400 643.7376 178.816
100 160.9344 44.704
200 321.8688 89.408
300 482.8032 134.112
400 643.7376 178.816
100 160.9344 44.704
200 321.8688 89.408
300 482.8032 134.112
400 643.7376 178.816
100 160.9344 44.704
200 321.8688 89.408
300 482.8032 134.112
400 643.7376 178.816

H[m] V[m/s] sigma

9144
7620 141.994 0.4481319754
6096 141.994 0.5328231486
4572 141.994 0.6292477057
3048 141.994 0.7384867686
1524
Altitude[m]
9144
7620
6096
4572
3048
1524

n
0.851
0.755
0.966
0.924
0.929
0.885
P / P0 AM m n
0.8511220314
1.0359223195
0.1006070206
H[m] H[km] Velocity[kts] Velocity[km/h] M Velocity[m/s]
0 0 100 185.2 0.1511764664 51.444444444
0 0 200 370.4 0.3023529327 102.88888889
0 0 300 555.6 0.4535293991 154.33333333
3048 3.048 100 185.2 0.1566579811 51.444444444
3048 3.048 200 370.4 0.3133159622 102.88888889
3048 3.048 300 555.6 0.4699739433 154.33333333
6096 6.096 100 185.2 0.1627247218 51.444444444
6096 6.096 200 370.4 0.3254494436 102.88888889
6096 6.096 300 555.6 0.4881741654 154.33333333
7620 7.62 100 185.2 0.1661266653 51.444444444
7620 7.62 200 370.4 0.3322533306 102.88888889
7620 7.62 300 555.6 0.4983799959 154.33333333

Equation 4 P / P0 A n Equation 6 P / P0 AM m n
n 0.73966703 A 1.1206835542
A 0.93282526 n 0.7548323539
m 0.1679267035
P/P0eq Error V[m/s] M P/p0eq Error
0.9328252603 0.008692731 50 0.1469317708 0.8121186537 0.00075
0.9328252603 0.003493416 100 0.2938635415 0.9123688744 0.00149
0.9328252603 0.001873501 150 0.4407953123 0.9766543426 0.00000
0.9328252603 0.004982625 200 0.5877270831 1.0249942655 0.00047
0.748180436 0.004301599 50 0.1469317708 0.648427584 0.00117
0.748180436 0.000989536 100 0.2938635415 0.7284713167 0.00014
0.748180436 0.000535951 150 0.4407953123 0.7797993716 0.00007
0.748180436 0.008046722 200 0.5877270831 0.8183958738 0.00038
0.5901888273 0.00439543 50 0.1469317708 0.5090190112 0.00022
0.5901888273 0.001946022 100 0.2938635415 0.5718537558 0.00066
0.5901888273 0.032812508 150 0.4407953123 0.6121465448 0.02534
0.5901888273 0.006202059 200 0.5877270831 0.6424449988 0.00070
0.4772953415 0.00903313 50 0.1469317708 0.4098639953 0.00076
0.4772953415 0.003710404 100 0.2938635415 0.4604587647 0.00194
0.4772953415 0.000172437 150 0.4407953123 0.4929026678 0.00083
0.4772953415 0.001200626 200 0.5877270831 0.5172990953 0.00003
0.092388698 sum 0.0349585381

Equation 4 P / P0 A n Equation 6 P / P0 AM m n
A 1.390323222 A 1.7251157387
n 0.966059438 m 0.2673955704
n 0.9656926798
P/P0eq Error P/P0eq Error
0.8887211667 0.002709671 0.8329665915 0.000014
0.8887211667 0.000824905 0.863245599 0.000011
0.8887211667 2.90287E-005 0.8908658902 0.000057
 0.8887211667 0.000780951 0.9163210873 0.000000
0.8887211667 0.002629519 0.9399741314 0.000000
0.7567959251 0.00135394 0.70936105 0.000113
0.7567959251 0.000550493 0.7351468963 0.000003
0.7567959251 1.67077E-008 0.7586685585 0.000004
0.7567959251 0.000704234 0.7803464091 0.000009
0.7567959251 0.002487091 0.8004895318 0.000038
0.6402553089 0.00162049 0.6001631323 0.000000
0.6402553089 0.000556424 0.6219795462 0.000028
0.6402553089 4.79137E-005 0.6418803209 0.000073
0.6402553089 0.000472832 0.6602211175 0.000003
0.6402553089 0.00157964 0.6772634398 0.000007
0.01634715 sum 0.000360604

Equation 4 P / P0 A n Equation 6 P / P0 AM m n
A 0.9736032147 A
n 0.9121497645 n
m
a M Pexp/P0 P/P0-eq1 Error P/P0-eq2
340.294065082 0.131368732 0.91 0.9736032147 0.00404537 0.9048108838
340.294065082 0.262737465 0.925 0.9736032147 0.00236227 0.9638617751
340.294065082 0.394106197 0.96 0.9736032147 0.00018505 1.0001751003
340.294065082 0.52547493 1.1 0.9736032147 0.01597615 1.0267665191
334.3936077511 0.133686766 0.81 0.8499736817 0.00159790 0.7897708327
334.3936077511 0.267373532 0.825 0.8499736817 0.00062368 0.8413138374
334.3936077511 0.401060298 0.86 0.8499736817 0.00010053 0.8730101902
334.3936077511 0.534747064 0.9 0.8499736817 0.00250263 0.8962207056
328.3871481645 0.136132002 0.7 0.7383985597 0.00147445 0.6859671862
328.3871481645 0.272264005 0.72 0.7383985597 0.00033851 0.7307356284
328.3871481645 0.408396007 0.745 0.7383985597 0.00004358 0.7582659664
328.3871481645 0.544528009 0.78 0.7383985597 0.00173068 0.7784258042
322.2687593522 0.138716518 0.61 0.638083047 0.00078866 0.5926570698
322.2687593522 0.277433035 0.63 0.638083047 0.00006534 0.6313357913
322.2687593522 0.416149553 0.65 0.638083047 0.00014201 0.6551212577
322.2687593522 0.55486607 0.68 0.638083047 0.00175703 0.6725388116
316.0319405206 0.141454057 0.52 0.5482578065 0.00079850 0.5091215503
316.0319405206 0.282908113 0.54 0.5482578065 0.00006819 0.5423484731
316.0319405206 0.42436217 0.56 0.5482578065 0.00013788 0.5627813577
316.0319405206 0.565816226 0.59 0.5482578065 0.00174241 0.5777438925
309.6695361252 0.144360342 0.44 0.4681790793 0.00079406 0.4346657376
309.6695361252 0.288720683 0.45 0.4681790793 0.00033048 0.4630334326
309.6695361252 0.433081025 0.47 0.4681790793 0.00000332 0.4804781368
309.6695361252 0.577441366 0.49 0.4681790793 0.00047615 0.4932524954
0.03808482 sum

Equation 6 P / P0 AM m n
A 1.882899879
m 0.9286680217
n 0.7409301114
M a Pcr P/P0-eq P/P0-eq Error
872.22 0.4252346245
0.4585339642 309.6695361 1016.66 0.4956536577 0.5014169609 0.00003322
0.4493026868 316.0319405 1200 0.5850376618 0.5800552686 0.00002482
0.4406073995 322.2687594 1350 0.6581673695 0.6672161795 0.00008188
0.4323981642 328.3871482 1519.44 0.7407746874 0.7634431354 0.00051386
1616.66 0.7881724886 sum 0.00065378
P/P0exp P/P0eq Error
0.88 0.856598953 0.000547609
0.913 0.918466394 2.98815E-005
0.919 0.956707739 0.0014218736
0.68 0.664167086 0.0002506812
0.726 0.712136229 0.0001922041
0.755 0.741786794 0.0001745888
0.493 0.504989932 0.0001437585
0.546 0.541462583 2.05882E-005
0.589 0.564006965 0.0006246518
0.386 0.436718737 0.0025723903
0.439 0.468260534 0.0008561789
0.521 0.48775707 0.0011050924
sum 0.0079394981
 P / P0 AM m n
1.088830171
0.924106359
0.091209985
Error
0.00002693
0.00151024
0.00161404
0.00536314
0.00040922
0.00026614
0.00016927
0.00001428
0.00019692
0.00011525
0.00017599
0.00000248
0.00030078
0.00000178
0.00002623
0.00005567
0.00011834
0.00000552
0.00000774
0.00015021
0.00002845
0.00016987
0.00010979
0.00001058
0.01084885

P0 AM m n