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Design of Wing and Engine selection of a single seater home built Aircraft – M.
Venkatesan / IRACST – Engineering Science and Technology: An International
Journal - Vol. 2 No. 1, 2...

Article · February 2012

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 IRACST – Engineering Science and Technology: An International Journal (ESTIJ), ISSN: 2250-3498,
Vol.2, No.1, 2012

DESIGN OF WING AND ENGINE SELECTION

FOR A SINGLE SEATER HOME BUILT
AIRCRAFT
Dr.M.Venkatesan
Vice Principal (Academics) / Professor and Head – Aeronautical Engineering
P.M.R Engineering College, Adayalampattu, Chennai, India.

Abstract— To design the wing dimensions by various In the detailed design considers each & every rivets,
calculation and historical data for the single seater home bolts, paints etc. In this design the connection & allocations
built aircraft. The engine must be selected such that the are made
thrust required must be equal to the thrust produced by
the engine for a single seater home built aircraft 2. PROCEDURE:

Keywords- wing design; Engine Selection; home built aircraft; C 2.1 WING PARAMETERS:
Software
To design the wing we have to find the length of fuselage,
1. INTRODUCTION
So that, LENGTH = aWo C
AIRCRAFT DESIGN
Three major types of airplane designs are From the historical data,
i). Conceptual design
ii). Preliminary design
iii). Detailed design a = 3.68,c = 0.23
i). Conceptual design:
It depends on what are the major factors for designing From the weight estimation, we have
the aircraft.
(a) Power plant Location : Wo = 771.23Kg (1700.27lbs )
The Power plant location is either padded (or) Buried
type engines are more preferred. Rear location is preferred for
low drag, reduced shock & to the whole thrust. L = 3.68 × 1700.27 0.23

(b) Selection of Engine : L = 20.36ft

The engine should be selected according to the power
required. From the historical data,

(c) Wing selection : Wing loading, W /S = 70Kg / m 2

The selection of wing depends upon the selection of
(1) Low wing W
(2) Mid wing S=
(3) High wing
70

= 11.017m 2 (118.58ft 2 )
ii). Preliminary design: 771.23
Preliminary is based on Loitering. ‘U’ is the S=
mathematical method of skinning the aircraft, the aircraft look 70
like a masked body.
Preliminary design is done with help of C SOFTWARE. For our aircraft, aspect ratio, AR=6.

iii). Detailed design:

58
 IRACST – Engineering Science and Technology: An International Journal (ESTIJ), ISSN: 2250-3498,
Vol.2, No.1, 2012
b2 L VT SVT
=6 CVT =
S b W × SW

b = 8.13m ( 26.67ft )
L HT SHT
CHT =
The root chord of the wing can be calculated from the C W × SW
equation,
2 × Sw From these equation,
C root =
b (1 + λ )
CVT × b W × SW
SVT =
2 × 11.017 L VT
C root =
8.13 (1 + 0.5 )
CHT × C W × SW
C root = 1.8068m SHT =
L HT
C tip = λC root
From the historical data the value of C VT and C HT for
the single seat home built aircraft is,
C tip = 0.9034m
C VT = 0.04;C HT = 0.5.
To design the aerodynamic centre,
The length of vertical tail is the 50-60% of the fuse
length.
⎛2⎞ 1+ λ + λ 2
C = ⎜ ⎟ Croot
⎝3⎠ 1+ λ L VT = 0.5 × 20.1 = 10.1ft

⎛2⎞ 1 + 0.5 + 0.5 2 0.04 × 26.67 × 118.58

C = ⎜ ⎟1.8068 SVT =
⎝3⎠ 1 + 0.5 10.1

C = 1.4052m SVT = 11.09ft 2

The span length of the horizontal tail is the 25% of the
⎛ b ⎞⎛ 1 + 2λ ⎞ fuselage length,
Y = ⎜ ⎟⎜ ⎟
⎝ 6 ⎠⎝ 1 + λ ⎠ b W = 0.25 × 20.1 = 4.75ft

⎛ 8.13 ⎞⎛ 1 + 2 × 0.5 ⎞ 0.5 × 4.7 × 118.58

Y=⎜ ⎟⎜ ⎟ SHT = = 24.44ft 2 2.2
⎝ 6 ⎠⎝ 1 + 0.5 ⎠ 10.14

Y = 1.80667m FUEL TANK:

The volume of the fuel tank is,
Volume of fuel=weight of fuel/density of fuel
The vertical and horizontal surface of the tail,
The density of fuel is taken as 800Kg/m3
The equation we have is,

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 IRACST – Engineering Science and Technology: An International Journal (ESTIJ), ISSN: 2250-3498,
Vol.2, No.1, 2012
209.07 T
V= = 0.4224
800 W

V = 0.2612m3 Trequired = 0.4224 × 780.71

Trequired = 329.77Kg ( 361.364h p )

Now we assume 50% of the fuel stored in the wing,
⎛⎛ t ⎞ ⎞
0.5×0.5×0.2612=⎜⎜ ×C×0.5×C⎟×( 0.5×b×0.75×2)
⎝⎝ C ⎠ ⎠ The engine must be selected such that the thrust required must
equal thrust produced by the engine.
The following engine matches the purpose,
t 1) 1xLycoming produces a thrust of 396KW.
= 8.97 × 10−3 2) 1xLycoming produces a thrust of 395KW.
C
3) 1xVedeneyer produces a thrust of 420KW.
To find root thickness,
The wet aspect ratio can be calculated using the formula,
AR
t AR wet =
= 8.97 × 10−3 ⎛ Swet ⎞
Croot ⎜⎜ ⎟⎟
⎝ Srep ⎠
t = 0.01622m
6
To find tip thickness, AR wet =
5
t AR wet = 1.2
= 8.97 × 10−3
C tip
2.4 THRUST MATCHING:
t = 0.008m ⎛ hp ⎞
For a propeller aircraft the required take-off ⎜ ⎟ can be
2.3 ENGINE CALCULATIONS: ⎝W⎠
To calculate the max thrust required for take-off, found using,
We have,
⎛ ⎞
hp ⎛hp ⎞ ⎛ Vcruise ⎞ ⎜ 1 ⎟ ⎛ Wcruise ⎞ ⎛hptake−off ⎞
= 0.8 as reference for home built aircraft . ⎜ ⎟ =⎜⎜ ⎟⎟×⎜ ⎟×⎜ ⎟×⎜
W W 550η
⎝ ⎠take−off ⎝ propeller ⎠ ⎜ ⎛L ⎞ ⎟ ⎝Wtake−off ⎠ ⎜⎝ hpcruise ⎠
⎜⎜⎝D⎟⎠ ⎟
The thrust required by analytical approach, ⎝ cruise⎠

T ⎛ 550ηpropeller ⎞ ⎛ hp ⎞ ⎛L⎞
=⎜ ⎜ ⎟ = 11
⎟×⎜ ⎟ ⎝ D ⎠cruise
W ⎝ V ⎠ ⎝W⎠

T 550 × 0.8 ⎛ Wcruise ⎞

= × 0.08 ⎜ ⎟ = Wc lim b × Wcruise
W 83.33 ⎝ Wtake−off ⎠

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 IRACST – Engineering Science and Technology: An International Journal (ESTIJ), ISSN: 2250-3498,
Vol.2, No.1, 2012
⎛ Wcruise ⎞ W2 W3 W3
OPVS P.I. 22.4 41.8 TBA

⎟= × = = 0.7998
380
⎜ 250-B17C 22.6 45 198
⎝ Wtake−off ⎠ W1 W2 W1 250-B17E
250-B17F
22.5
22.6
45
45
202
205

Piston engines with supercharges cruise at 75% of take-off

power,
4 CONCLUSIONS:
Thus, by the above calculation we have select the
Lycoming 250-B17 for the single seater home built aircraft. It
⎛ h ptake−off ⎞ 1 is located in the nose of the aircraft for free air stream and also
⎜⎜ ⎟⎟ = = 1.33 we had determined the wing dimensions and fuel tank size in
⎝ h pcruise ⎠ 0.75 wings of the single seat home built aircraft and based on the
design we have selected low wing.

⎛ hp ⎞ 300 1
= × ×0.799×1.33=0.0658
460

⎜ ⎟
⎝ ⎠take−off
W 550×0.8 11 440

420

THRUST(SHP)
400

⎛ hp ⎞ 380

⎜ ⎟ = 0.0658 360

⎝ ⎠ take−off
W 340

⎛ hp ⎞ ⎛ hp ⎞ 320

Since, the reference ⎜ ⎟ and calculated ⎜ ⎟ are, the 300

⎝W⎠ ⎝W⎠ 280

0.60 0.62 0.64 0.66 0.68 0.70 0.72 0.74 0.76
assumption is correct.
SFC(lb/hp/hr)

3 ADVANTAGES OF Lycoming 250-B17 Engine: THRUST Vs SFC

1. Engine is in free air stream.
Figure – 1 Thrust Vs SFC
2. Mass flow rate is high.
3. Cg location is front portion of fuselage.

3.1 DISADVANTAGES OF Lycoming 250-B17 Engine:

Stability is very poor.

ENGINE CONFIGURATION:
MODEL TYPE MAXI SPECIFIC OVERA
MUM FUEL LL
POWE CONSUMPT PRESSU
R AT ION AT RE
SEA MAXIMUM RATIO
LEVEL POWER AT MAX
(SHP) POWER
OPVS C-P 305 0.750 6
P.I. 380
250- AC-P 420 0.66 7.2
B17C
250- AC-P 420 0.66 7.2
B17E
250- AC-P 450 0.61 7.9
B17F Figure – 2 WING

ENGINE DIMENSION: SYMBOLS USED

MODEL MAXIMUM MAXIMUM DRY W-Weight of aircraft
ENVELOPE ENVELOPE WEIGHT Wo-Overall weight
DIAMETER LENGTH LESS Wf-weight of fuel
(in) (in) TAIL
PIPE (lb) We-Empty weight

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 IRACST – Engineering Science and Technology: An International Journal (ESTIJ), ISSN: 2250-3498,
Vol.2, No.1, 2012
Lf – fuselage length 6 L.M. Nicolai, Fundamentals of Aircraft Design, METS, Inc.,
Df – diameter of fuselage 6520 Kingsland Court, San Jose, CA, 95120, 1975
Sw - wing area
Tw - wing thickness 7 Taylor J. Janes , “All The World Aircraft ” , Janes’s ,
bw,b – wing span London , England ,UK, 1976
Sht – horizontal tail area
tht – horizontal tail thickness 8 Thomas Corke “Design of Aircraft”, PrenticeHall, Pearson
bht - horizontal tail span Education – 2003
AR – aspect ratio
S – Surface area 9 Websites followed
Svt – vertical tail area
tvt - vertical tail thickness WWW.ADL.GETCH.edu
bvt – vertical tail span WWW.COMBATAIRCRAFT.COM
Cd – coefficient of drag WWW.NASA.org
CL - coefficient of lift WWW.Propulsion.org
F, T – thrust WWW.ZAP16.com
T/W-Thrust loading
W/S-Wing loading
A.R-Aspect ratio
Cr,Ct-Chord length of root,tip AUTHORS PROFILE
Tr,Tt-Thickness of root,tip
V∞ -Free stream velocity
C-Chord Dr. M.Venkatesan received the Ph. D
Lf-Length of fuselage Award from the International University of
VT-Vertical tail Contemporary Studies, Washington DC in
HT-Horizontal tail 2009, Masters in Thermal Engineering
Wo – optimum weight (2001) and Bachelor Degree in Mechanical
Cr – root chord Engineering (1997) from University of Madras. He is
currently the Vice Principal (Academics), Professor and Head
REFERENCES of Aeronautical Engineering Department in PMR Engineering
College, Chennai, TamilNadu, India. He has more than 13+
1 Courtland D. Perkins & Robert E. Hage, Perkins “Airplane years of experience in Teaching, Research and Administration
Performance and Stability control” Publisher: John Wiley & at National and International Level. His fields of interests are
Sons (Jan 1949) various, viz., Alternative fuels, Heat Transfer, Aeronautics,
Design, and Supply chain Management. He has more than 10
2 Daniel P. Raymer “Enhancing Aircraft conceptual design publications to his credit both in National and International
using multidisciplinary Journals and conferences and has authored 5 books on
optimisation” Report 20022, May 2002, ISBN 9172832592 Engineering viz., Engineering Mechanics, Aero Engineering
Thermodynamics, Fluid Mechanics and Fluid Machinery,
3 Ira H. Abbott, A. E. Von Doenhoff, Albert E. Von Doenhoff, Engineering Graphics and Workshop Practice as per Anna
“Theory of Wing Sections: Including a Summary of Airfoil University Chennai regulation. He has dedicated his whole
Data” Publisher: Dover Publications. soul and life to research and education and he has been serving
as Editorial Board Member, Advisory Board Member and
4 J. D. Anderson “Aircraft Performance and Design” Boston: Editor-in-Chief for International Journals.
McGrawHill, 1999.

5 John Fielding, Introduction to Aircraft Design, Cambridge

University Press, 1999

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