This action might not be possible to undo. Are you sure you want to continue?

Subsystem Design and Analysis : Ryan Weisman

The horizontal stabilizer employs an all-moving design instead of the conventional elevator and stationary horizontal stabilizer to control and maintain pitch. The vertical stabilizer design provides inherent directional stability through weathercock action. This configuration has been used on small military Unmanned Aerial Vehicles in order to land the UAV in the smallest area possible and in the smallest amount of time without an extreme amount of damage to the aircraft. Tail Design Page -1- . This extreme deflection provides for a “deepstall” or “dethermalizer” mode to control the forward momentum of the aircraft by stalling the wing and not losing as yaw control. The all-moving horizontal stabilizer has been used in the in the past and diminishes the amount of force needed to move the horizontal stabilizer because it also employs the air moving around the airfoil to pivot the stabilizer about its hingeline. The CAD drawing for the complete assembly is attached in Appendix A as High Altitude Glider – Tail Assembly. The vertical stabilizer is a two part design: (1) stationary forward part and (2) movable horned rudder to provide directional control. The rudder was designed in a horned fashion to minimize the amount of force needed to move the rudder by using the air flowing around the vertical stabilizer to aid in pivoting the rudder about its hingeline.METEOR PROJECT: Gliding Instrumentation Platform Tail Design Synopsis: The tail was designed to provide pitch and yaw stability and control through a conventional vertical stabilizer design and an unconventional but effective horizontal stabilizer design. A-1. The horizontal stabilizer consists of a left and right side mounted about the tail boom in order to provide clearance for rudder deflection. The horizontal stabilizer can then be brought back into normal flight mode for pitch control (±25 degrees) and to increase forward momentum. This deep-stall mode is useful for the initial roll out of the vertical descent at launch from the weather balloon and in controlling the descent of the glider for landing. The unconventional aspect of the horizontal stabilizer is the trailing edge of the stabilizer can be deflected 70 degrees above the horizontal. righting the glider when encountering a side force. Rolling stability is ensured by proper balancing of the glider’s center of gravity and the mounting of the wing above the fuselage of the glider.

000 feet until the deep-stall mode is entered for landing descent around approximately 1. The in normal flight mode the entire horizontal stabilizer acts as an elevator with a maximum deflection of ±25 degrees for operation assuming to take place from approximately 65. roll stability is passively built into the glider.METEOR PROJECT: Gliding Instrumentation Platform All – Moving Horizontal Stabilizer Operational Overview The horizontal stabilizer for the tail was designed to be all-moving in order to provide control of forward momentum via a deep-stall mode where the horizontal stabilizer’s trailing edge is deflected upwards of -70 degrees about its y-axis. and (2) Deep-stall. see figure T1. The control of forward momentum results from stalling the main wing of glider and allowing the glider to first porpoise. then settle into a vertical descent with full yaw-control. Due to the design of the wing being attached above the fuselage and center of gravity. Figure T1: Tail Assembly +Y Vertical Tail Horizontal Tail (Left half) +X +Z The horizontal stabilizer has two gliding modes: (1) Normal Flight. Figure T2: Normal Glide Mode(+25 degree deflection) Figure T3: Deep Stall Mode The deepstall mode Tail Design Page -2- . pendulum. Pitch stability is maintained through center of gravity positioning and deflection of the all-moving horizontal stabilizer. Figure T2.000 feet. Figure T3.

The NACA 0010 has been a highly researched airfoil and proven to be reliable. The deep-stall mode for pitch as well as forward momentum control was designed with help from Pete Goldsmith. both the aerodynamic center and the hinge line were drawn in after the calculations were conducted.[1] In addition. Calculations: The all-moving horizontal tail design takes the place of the traditional elevator and nonmoving horizontal stabilizer to control pitch. as A-2. reference the CAD drawing entitled High Altitude Glider – All Moving Horizontal Tail Assembly in Appendix A. Each half of the horizontal stabilizer has a 15 inch trailing edge span. 9 inch root chord. The NACA 0010 airfoil provides the symmetry needed for pitch control as well as being thin to keep weight minimal. In deep-stall mode. Aerodynamic Center and Hinge line: Figure T4 shows the right half of the horizontal stabilizer drawn to a scale of 1:5. and Robert Vest. The all-moving design is used to control pitch as a normal elevator on a general aircraft would (between ±25 degrees) in addition to being able to be deflected upwards of -70 degrees for control of momentum in the x-direction. This figure was used to calculate where the hinge line should be given the calculation of the aerodynamic center.METEOR PROJECT: Gliding Instrumentation Platform is entered before the glider is released from the weather balloon after the firing of the rocket and is used again in order to slow descent rate and prepare for parachute deployment prior to landing. the lift and drag forces act and the pitching moment about the aerodynamic center is independent of the angle of attack of the wing. The calculation for the aerodynamic center for the wing is important because at the aerodynamic center of the wing.[2] Figure T4: Horizontal Stabilizer Right Half Elevator Hinge Line Root(CR) X Aerodynamic Center Tip(CT) Y Trailing Edge (length = b/2) Tail Design Page -3- . Steve Stricker. the deflection of the horizontal stabilizer allows for control of forward momentum via stalling the main wing of the glider in addition to allowing the glider to exit its initial vertical drop from the balloon and glider parallel to the earth’s surface. 6 inch tip chord and uses the NACA 0010 airfoil.

The range for gliders and general aircraft is approximately 0.METEOR PROJECT: Gliding Instrumentation Platform For calculation of the aerodynamic center. the hingeline will be along the entire span of the Y axis for the wing. l S V H = T T Eqn 5 S w cw Eqn 6 c root Where the subscripts of “T” and “W” refer to tail and wing. 9 inch root chord (taper ratio = 2/3). The taper ratio is the ratio of tip chord to root chord and is given by equation 6. length for the horizontal stabilizer and equation 2 is used to find the X coordinate for the aerodynamic center.[4]. MAC.677. The y-coordinate of the aerodynamic center from root cord is given in equation 3. Equation 4 gives the calculation of the X coordinate for the hingeline.8 * MAC Eqn 4 X AC = The resulting x coordinate of the hingeline from the trailing edge of the wing is 6.7 inches.6 inches and the x coordinate of the aerodynamic center from the trailing edge is 5. and “c” refers to the MAC of the wing. Thus the values used for the tail design lie in the acceptable range.7. From a conversation with Robert Vest of AAI Corporation the hingeline for an all-moving horizontal tail must be in front of the aerodynamic center to maintain stability and control of the aircraft and the hingeline tends to be approximately 20% of the MAC.0 inches. distance from glider center of gravity to aerodynamic center of 52 inches. Equation 5 gives the calculation for the horizontal tail volume coefficient.[5].[3] X Hinge = 0. Horizontal Tail Volume Coefficient: The tail volume coefficient is a normalized coefficient allowing for comparison of different horizontal tail sizes to each other and to different applications. and rectangular wing of 120 inch span and 12 inch chord the horizontal tail volume coefficient is 0.[3] b 1 C + 2CT Y AC = * ( R ) Eqn 3 2 3 C R + CT The distance along the y-axis from the root chord to the aerodynamic center is found to be 7. Using the complete horizontal tail of 30 inch span with a 6 inch tip chord.5 to 0. the variable “S” refers to the tail or wing’s planform area.[3] C R CT 2 MAC = (C R + CT − ) Eqn 1 3 C R + CT 3 * MAC Eqn 2 4 From equations 1 and 2. the mean aerodynamic chord length is 7. equation 1 is used to find the mean aerodynamic chord. “lT” refers to the distance from the glider’s center of gravity to the horizontal tail’s aerodynamic center. The coefficient reflects the part of the tail’s contribution to the pitching moment normalized by the wing area and chord. λ= ctip Tail Design Page -4- .0 inches.

Figure T5: Vertical Stabilizer Moveable Rudder (Direction Control) Stationary Stabilizer Figure T6: Allowable Rudder Deflection Negative Rudder Deflection Area Positive Rudder Deflection Area From equations 1.6 inches. from the horn design. the MAC is 6. The rudder area in front of the hingeline.2 inches. the rudder hingeline is typically set behind the aerodynamic center. in Appendix A. See figure T5 for the moveable and non-movable parts and figure T6 for the deflection of the rudder. as A-3. 2.6 inches and the horizontal distance from the rudder trailing edge to the aerodynamic center is 3. The airfoil used is the NACA 0010. and 3. In addition reference CAD drawing High Altitude Glider – Vertical Stabilizer Assembly.METEOR PROJECT: Gliding Instrumentation Platform Vertical Stabilizer Operational Overview: The vertical stabilizer allows for directional control and stability by having a nonmovable vertical stabilizer and a moveable “horned” rudder that is able to move ±30 degrees from center. Figure T6: Vertical Stabilizer Vertical Stabilizer Aerodynamic Center Rudder Area Rudder Hingeline As shown in Figure T6. Tail Design Page -5- . Figure T6 displays left side of the rudder. allows less force to be exerted in moving the rudder by employing the air flowing around the vertical stabilizer. the vertical distance from the root chord to the aerodynamic center is 3.

from the analysis conducted by Ron Ellis and Mike Whaley this results in a significant reduction in torque needed for rudder deflection. horizontal distance from aircraft center of gravity to aerodynamic center. due to a 8 inch root and 4 inch tip. this leads to the blanketing of approximately 3 inches of the rudder. This results in the ratio of Forward Area to Aft Area of 11. the taper ratio of the vertical tail is 0. when the horizontal stabilizer is deflected in deep stall mode to 70 degrees about the Y-axis. The typical range is 0. The leading edge of the horizontal stabilizer is positioned to be even with the leading edge of the tip chord on the vertical stabilizer.5.[6] Daniel P.04. The distance between center of gravity and aerodynamic center is set at 48 inches. and the planform area of the wing and the wingspan. Rudder Area and Blanketing: The rudder area aft of the rudder hingeline is calculated to be 24 square inches and the rudder area forward of the hingeline is calculated to be 3 square inches. Tail Design Page -6- .[4]. Raymer states that a minimum of 1/3 of the area must remain unblanketed by the deflection of the horizontal stabilizer in order to maintain proper yaw control authority.02 to 0. VV = lV SV S w bw Eqn 7 From equation 6.013. due to the horned rudder design and the control authority available this volume coefficient is acceptable.METEOR PROJECT: Gliding Instrumentation Platform Vertical Tail Volume Coefficient: Equation 7 calculates the vertical tail volume by use of the vertical tail’s planform area. the planform area is 48 square inches.1%. the resulting vertical tail volume coefficient is 0. This leaves approximately 89% of the rudder unblanketed and able to maintain full yaw control with the deep stall deflection of the horizontal stabilizer.[5] However.

τ is the flap effectiveness parameter for the horizontal tail given by equation 11. and “MAC” is the mean aerodynamic chord of the wing. η is the ratio of the wind vector seen by the tail to that seen by the wing. moment. Tail Design Page -7- . “b” is the wingspan.40.95 is 3. and pressure coefficients throughout given ranges of angle of attack.1/deg or 5. e. C mδe = −VHηC L αtτ Eqn 10 Where V is the tail volume coefficient. is assumed to be 1 because the factor produces only very small changes in the prediction of the finite wing lift coefficient. C lα C Lα = Eqn 8 C lα 1+ eπAR b2 AR = Eqn 9 MAC * b Where Clα is the lift coefficient for an airfoil (infinite wing).92/rad and the coefficient of lift for a finite wing of the vertical stabilizer with aspect ratio of 2. See Appendix B for sample data table produced for one simulation of the airfoil for a given Reynolds’ Number. drag. Cl is the slope of the lift coefficient versus angle of attack for the horizontal wing. the ratios of control surface chord to the chord of the wing used are comparable to the values specified. XFLR 5 was used to run batch analysis and produce inviscid solutions for the airfoil’s lift. where a positive elevator deflection has the trailing edge being deflected upward. The rudder ratio is 3/8. The moment about the center of gravity imposed by the deflection of the elevator is given by equation 10. 0. Control Authority for Elevator and Rudder: From [5]. 0. and is slightly smaller than the ratio given for the sailplane for the sailplane. and η is the ratio of tail and wing dynamic pressures given by equation 12. The coefficient of lift for an airfoil (infinite wing) was found to be 0.[12] Lift Coefficient: The chosen airfoil to be used throughout the tail is the NACA 0010 because it is a symmetric airfoil allowing for equal control in both positive and negative deflections in addition to be a smaller airfoil that will conserve weight but is still robust enough to survive all applied forces. which are averages of what are used in aerodynamic design. From equation 8 the coefficient of lift for a finite wing of the horizontal stabilizer with aspect ratio of 3.METEOR PROJECT: Gliding Instrumentation Platform Flight Dynamics Calculations [5].35/rad.375.73/rad. The coefficient of lift for a finite wing is calculated using equation 8 that employs equation 9 for calculation of the aspect ratio of the wing.43. the elliptical wing factor.[8]. 0.57 is 3. For the elevator the ratio is 1 and is greater than the specified value for a sailplane.

3 in [12] 1 ρVT 1 2 η= Eqn 12 From [8] with assumption Vt = Vw. The moment about the center of gravity imposed by the rudder deflection is given by equation 11.35 per radian. the rudder control effectiveness becomes -0. This provides a weathercock stability assuring an opposite restoring moment than the one imposed via the wind gust.625. η = where ε is the angle between 1 cos (ε ) 2 ρVW 2 the tail wind vector and the wing wind vector Assuming a small angle between the wind vector of the wing and the wind vector of the tail.7. where a positive rudder deflection is the trailing edge moving toward the port side of the glider.21 in [8] or Figure 1.92/rad. and the slope of the coefficient of lift for the vertical tail being 3.7. This is acceptable because this generates a restoring moment to counteract the pitch instability of the wing. a Horizontal tail volume coefficient of 0.532x10-3/deg. coefficient of lift of 3. and a flap effectiveness parameter of 1 for an all moving elevator.013. The elevator control authority is found to be -2.385/deg.0305/rad=-0.205/rad = -0.METEOR PROJECT: Gliding Instrumentation Platform Control Surface Area Eqn 11 Where the area ratio is used to look up the function from τ = func Planform Area Figure 2. Tail Design Page -8- . the vertical tail volume coefficient being 0. the flap effectiveness parameter of the vertical tail being 0. C nδr = −ηV VV C L αV τ Eqn 13 Assuming that the velocity vector seen by the tail is the same as that seen by the wing.

METEOR PROJECT: Gliding Instrumentation Platform Control Algorithm The control algorithm written for longitudinal and lateral-directional control is given in the document entitled “High Altitude Glider Control Information Packet” where an outline of the controller algorithm is given along with pseudo Matlab code for the decision making processes. Tail Design Page -9- .

Horizon Hobby Field Marketing Manager. McGraw-Hill. New York. [10] Peter Goldsmith.METEOR PROJECT: Gliding Instrumentation Platform Tail Sizing and Analysis References [1] Art Roach. 4th Ed. New York. [4] John Anderson Jr. Reston.com/~rellis2/rcpattrn/rudder. VA. Mechanics of Flight. Phone Conversations December 2006 – Present. AIAA Education Series. Nelson Flight Stability and Automatic Control. 2006. NY. Raymer. Mechanical Engineering Design. Shigley. 2007. 2nd Ed. The Great Rudder Experiment. 1998. [9] Joseph E. [5] Daniel P. Aircraft Design: A Conceptual Approach. NJ. AAI Corporation Special Projects Manager and Acting Director of Engineering Support.com/newsletter/articles/wing_mac. Phillips. Phone Conversation February 8. Aircraft Performance and Design. Establishing the MAC . <http://www.mindspring. <http://www. [11] Warren F. [6] Ron Ellis with Mike Whaley. McGraw-Hill.pdf> [2] John Anderson Jr. 2004. 1999. NY. [3] Robert Vest. New York. Fundamentals of Aerodynamics. AAI Corporation Aerodynamicist. 2004. References . New York. December 2006 – Present. McGraw-Hill. NY. [8] Robert C. NY. Phone Conversation. 2007. McGraw-Hill.Mean Aerodynamic Chord on any Platform.palosrc. John Wiley and Sons.htm> [7] Steve Stricker. 7th Ed. Hoboken. 4th Ed.

METEOR PROJECT: Gliding Instrumentation Platform Appendix A: Referenced CAD Drawings for High Altitude Glider A-1 Tail Assembly A-2 All-Moving Horizontal Stabilizer A-3 Vertical Stabilizer Assembly Appendix A : CAD Drawings .

0064 0.0151 1 0.0283 -1.5 -0.5 -1.0615 -2.033 -1.23499 0.16025 0.00437 0.0482 -13.2322 -2.0165 0.9682 0.5 -0.0361 -16.0084 0.0102 1 0.7103 0.3398 -1.25925 0.0525 1 0.0064 0.3346 -4.0253 1 0.0353 1 0.24874 0.7159 0.0306 -2.08509 -0.01819 0.1597 -25 -1.5 -0.4429 0 0 0.9905 0.250 e 6 Ncrit = 9.9831 0.00847 0.1892 1 0.1271 1 0.02338 -0.8065 -0.7424 0.7712 0.6933 0.18958 0.7574 0.5 -0.5 0.0515 -3.54 0.0051 0.0302 -5.1071 0.01384 0.5 -0.0089 -2.0133 1 0.0444 1 0.0062 1 0.7248 0.7544 0.0081 1 0.00856 0.8852 0.7023 0.0159 0.01512 0.025 -17 -0.1655 -12.0116 1 0.00916 0.0242 -1.10406 0.5 -0.0223 -2.8136 0.7174 0.0841 -2 -0.0357 -2.1063 -14.0726 -2.0252 1 0.03026 0.01204 -0.0774 1 0.9011 -1.0085 1 0.0449 -3.193 0.01025 -0.5401 -1.0916 0.0147 1 0.2725 -11.5 -0.02415 0.0149 -2.0439 -2.11036 0.000 alpha CL CD CDp CM Top Xtr Bot Xtr Cpmin Chinge ----------------------------------------------------------------31.4051 0.000 (top) 1.02716 0.9453 -5.0946 -2.7266 0.6677 0.0114 0.0141 1 0.1952 1 0.0427 1 0.0486 -2.1008 0.8581 -19 -0.7848 0.23844 0.25219 0.18408 0.2922 -2.00386 0.8329 0.9259 0.12715 0.24267 0.5826 0.0586 -2.0235 -8.0587 1 0.9979 0.9255 -16 -0.3404 -13 -0.18754 0.8803 0.3445 0.16368 0.5 -0.167 0.9515 0.0042 1 0.0821 1 0.0059 1 0.12412 0.5 -0.00838 0.12747 0.3104 0.5 -0.5906 -6.5 -0.841 0.7752 -3 -0.6246 -5 -0.00401 0.0172 1 0.22501 0.31643 0.7377 -1 -0.1614 -20 -0.0973 -31 -1.20572 0.3345 -7.0091 -2.0173 1 0.01042 0.0366 -4.5 -0.081 1 0.0229 -1.0416 -2.0598 -3.9452 -15 -0.00344 0.6943 0.0315 -5.9809 -18 -0.6331 -1.31307 0.01988 0.9364 -19.20298 0.0123 1 0.00861 -0.6251 0.13047 0.0026 1 0.000 (bottom) Mach = 0.2577 0.8778 -0.1764 0.01 Calculated polar for: NACA 0010 Reynolds number fixed Mach number fixed xtrf = 1.0067 1 0.9247 -0.9654 0.5639 -10.0264 -2.22153 0.2686 -6 -0.1166 -18.5 -0.02004 -0.8413 -10 -0.1935 0.2683 -15.5708 -0.4962 0.00406 0 0.24614 0.00341 0.9682 -0.5877 -9.0492 -4 -0.4429 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Appendix B: Sample Airfoil Coefficient Solutions .0549 1 0.0061 0.02948 -0.01661 -0.21356 0.0054 1 0.0085 0.373 -9 -0.3581 0.03561 0.0466 -2.5 -0.00389 0.0003 1 0.20917 0.0085 0.14799 0.7223 -0.0382 1 0.21702 0.5 -0.7968 0.5 -0.METEOR PROJECT: Gliding Instrumentation Platform Appendix B: NACA 0010 Coefficient Solutions from XFLR 5 XFLR5_v2.0335 -5.15137 0.5 -0.5 -0.23124 0.0404 -4.8433 0.1148 -14 -0.0646 1 0.0373 -1.8602 0.01424 -0.17042 0.0332 1 0.0405 -2.9593 -7 -0.9515 -0.000 Re = 0.1407 -2.00875 0.0048 1 0.14599 0.00726 -0.5 -0.0694 1 0.38715 0.25581 0.0552 -2.5 -0.0678 1 0.6894 -11 -0.38405 0.00336 0.0602 -2.2075 0.0916 0.08827 0.7969 0.7305 0.027 -1.02204 0.5763 -12 -0.22777 0.7527 0.712 0.19951 0.0206 0.01256 0.9027 -17.17866 0.9247 0.7156 0.002 1 0.0048 1 0.7048 -8 -0.38203 0.3789 0.00366 0.0385 -20.17523 0.1426 0.0314 -2.01136 0.00401 -0.0523 -2.

0851 -1.4511 0.3104 0.5 2 2.8778 0.8314 0.041 -0.00359 0.15957 0.19519 0.04209 0.0292 0.5 19 19.7751 -2.0733 -1.5 17 17.0234 0.5593 0.7377 -0.0067 0.0946 0.25246 0.00847 0.6216 0.0225 -0.27306 0.01136 0.0102 0.0101 -0.07457 0.5 18 18.2005 0.01256 0.0026 0.5402 0.15437 0.564 -5.00341 0.1564 0.002 0.00344 0.0513 -0.01661 0.5212 0.01512 0.034 0.16772 0.5906 -3.20583 0.4501 -1.5 25 25.20889 0.9452 -3.0171 0.22897 0.6251 0.9655 0.1456 -1.4051 0.0369 0.3346 -4.02949 0.9011 -1.5 12 12.0299 0.18684 0.6481 -5.5 9 9.1764 0.00861 0.016 -0.5348 0.5098 0.01384 0.0265 0.25538 0.0045 -0.9964 0.09186 0.5 21 21.2453 -1.0315 0.8706 0.515 0.6331 0.0114 -0.METEOR PROJECT: Gliding Instrumentation Platform 1 1.00874 0.0159 -0.599 0.2491 0.3561 -1.05977 0.02716 0.6341 0.2577 0.5 24 24.21748 0.22274 0.0048 0.0051 0.5937 0.6129 0.0451 0.1983 0.2145 -1.0559 -0.084 -1.14802 0.3295 -1.036 -0.21196 0.0667 0.5753 0.0143 -0.9979 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 -0.5 6 6.2921 -1.26749 0.22576 0.17089 0.5 23 23.0275 0.2466 -1.5879 -5.3046 -1.7223 0.5 15 15.6275 -1.0172 0.00366 0.6051 0.00389 0.0003 0.443 0.0237 -5.00972 0.0583 -0.0598 0.0366 0.17859 0.24616 0.0173 0.5 4 4.25878 0.14484 0.0491 -2.0062 -0.3251 -1.01424 0.7969 0.0184 0.0141 0.5399 0.16503 0.8065 0.5187 0.0335 0.541 0.2686 -3.1841 -1.5531 0.23198 0.6168 -1.04561 0.5 11 11.08852 0.0285 -0.5 20 20.022 0.24368 0.0165 0.14356 0.02004 0.8411 0.9593 -4.0435 -0.6245 -2.9785 0.0302 0.3581 0.4555 -1.0195 0.3733 -5.0404 0.4831 -1.20359 0.0407 0.5 14 14.01988 0.5114 0.5 16 16.26168 0.0206 0.22053 0.5329 0.9906 0.9831 0.0469 0.6487 0.4957 -1.0381 0.0319 0.0165 -0.5 3 3.0286 -0.2783 -1.02338 0.0253 0.0153 0.0336 -0.0225 0.0259 0.5708 -0.16187 0.016 0.5 10 10.00437 0.0292 0.6676 0.0081 -0.6413 0.01204 0.26461 0.23807 0.05003 0.5 7 7.925 0.5223 -1.0289 0.0307 0.2735 -4.0116 -0.5832 0.3345 -2.0642 -0.1927 0.8853 0.0123 0.0084 0.21502 0.0538 -0.03026 0.0449 0.27021 -0.0277 0.17235 0.7527 0.0421 0.14036 0.036 0.0151 -0.9148 -4.0216 -0.00386 0.0616 -0.1408 0.5612 0.0061 0.5826 0.5 8 8.6291 0.15119 0.0371 -0.3398 0.2323 0.2046 -1.0133 -0.01819 0.00726 0.536 0.0263 -0.0711 0.0109 -0.0501 0.0482 -0.0726 0.0453 -0.5 5 5.01042 0.01025 0.5 0.0515 0.0085 0.1368 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Appendix B: Sample Airfoil Coefficient Solutions .18371 0.0285 0.0187 0.00838 0.02204 0.705 -5.00916 0.7103 0.1724 -1.5743 0.05592 0.1518 -1.0099 -0.5562 -1.2064 -1.23508 0.00336 0.0309 0.0042 -0.4961 0.5 22 22.18173 0.02415 0.24072 0.03562 0.5714 -1.18959 0.0215 0.17549 0.9259 0.

- Impact Testing Machine Make Kedar
- Tic
- MMS Presentation
- Newton's Ring.pdf
- 1page-3.doc
- Impact Test Machine
- Analysis of an Inflatable Gossamer Device to Efficiently de-Orbit
- Pre Comp
- Ganasa_pancharathinam
- Pmis Forms
- Achievements Summary-Aades (2)
- Employment Application
- General Aptitude Syllabus
- Thulasi_Stotram
- vinayakar-subramanyar_thuthi
- Anjaneya Mantra for Jobs
- மின் கட்டணம் கணக்கிடும் முறை
- Anjaneya Mantra for Jobs
- Speaking for IELTS All Documents
- employment_application.pdf
- Shiva
- Drawing 1
- a1269
- Length
- thiruneetru_pathikam

Sign up to vote on this title

UsefulNot usefultail

tail

- Airplane Performance and Design
- Group15 TT
- Airplane Design and Construction
- an2manual
- Elliot Dent
- 081 082 - Principles of Flight [2220 Q]
- Aeroplane Construction and Operation
- Aeroplane Construction and Operation, By John B. Rathbun (1918)
- Aerodynamics
- 10.1.1.124
- UltimatUltimate Strength Formulation for Axially Loaded CHS Uniplanar Tjointe Strength Formulation for Axially Loaded CHS Uniplanar Tjoint
- J Exp Biol 1994 Dickinson 179 206
- Hollow Sections Connections Presentation
- 88768main_H-2546
- Toward the Theory of Flying Wings
- fdtfyg
- Nothing by Chance
- FLight Essay
- 19930091461_1993091461
- BASICS OF FLIGHT
- Tutorial 4
- Gambit Tutorial 2010
- Phase 1 Manual
- Demonstration of Reality
- b1b-factbook
- ch12 abutment.pdf
- Ch-12
- S67_Truss Retrofit to Mitigate Substructure Displacement at I-20 Mississippi Bridge at Vicksburg_LTC2013
- Tail Project Writeup

Are you sure?

This action might not be possible to undo. Are you sure you want to continue?

We've moved you to where you read on your other device.

Get the full title to continue

Get the full title to continue reading from where you left off, or restart the preview.