Eijaer2011 PDF

INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL
Volume 1, No 3, 2010
© Copyright 2010 All rights reserved Integrated Publishing Association
REVIEW ARTICLE ISSN 09764259
Simulation of Wetted Surface Area of a Single Seater Home Based Aircraft
Venkatesan.M
Faculty of Marine Engineering,
College of Marine Science and Technology,
Massawa, Eritrea,
kmv1975@gmail.com
ABSTRACT
To simulate the wetted surface area for the various components of the single seater home
built aircraft using “C”. Aircraft wetted area (Swet ), the total exposed surface area, can be
visualized as the area of the external parts of the aircraft that would get wet if it were dipped
into water. The wetted area must be calculated for drag estimation, as it is the major
contributor to friction drag. The wetted area is estimated by multiplying the true view
exposed as plan form area (Sexposed) times a factor based upon the wing or tail thickness ratio.
If a wing or tail were papperthin, the wetted area would be exactly twice the true plan form
area (i.e. top and bottom). The effect of finite thickness is to increase the wetted area, as
approximated. Note that the true exposed plan form area is the projected (topview) area
divided by the cosine of the dihedral angle.
Keywords: Simulation, Wetted surface area, aircraft, C, software.
1. Introduction
1.1 Aircraft Design
Three major types of airplane designs are
1. Conceptual design
2. Preliminary design
3. Detailed design
1.1 Conceptual design
It depends on what are the major factors for designing the aircraft.
1.1.1 Power plant Location
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.
1.1.2 Selection of Engine
The engine should be selected according to the power required.
1.1.3 Wing selection
The selection of wing depends upon the selection of
404
(1) Low wing
(2) Mid wing
(3) High wing
1.2. Preliminary design
Preliminary is based on Loitering. ‘U’ is the mathematical method of skinning the aircraft,
the aircraft look like a masked body.
Preliminary design is done with help of C SOFTWARE.
1.3. Detailed design
In the detailed design considers each & every rivets, bolts, paints etc. In this design the
connection & allocations are made.
2. Wetted Surface Area
Aircraft wetted area (Swet), the total exposed surface area, can be visualized as the area of the
external parts of the aircraft that would get wet if it were dipped into water. The wetted area
must be calculated for drag estimation, as it is the major contributor to friction drag. The
wetted area is estimated by multiplying the true view exposed as plan form area (Sexposed)
times a factor based upon the wing or tail thickness ratio. If a wing or tail were papperthin,
the wetted area would be exactly twice the true plan form area (i.e. top and bottom). The
effect of finite thickness is to increase the wetted area, as approximated. Note that the true
exposed plan form area is the projected(topview) area divided by the cosine of the dihedral
angle.
If t/c<0.05,
Swet =2.003Sexposed
If t/c>0.05,
Swet=Sexposed (1.977+0.52(t/c))
The wetted area of the fuselage can be initially estimated using just the side and top views of
the aircraft by the method. The side and top views projected areas of the fuselage are
measured from the diagram, and the values are average.
Swet=3.4(Atop+Aside)/2
A more accurate estimation of wetted area can be obtained by graphical integration using a

number of fuselage cross section. If the perimeters of the cross sections are measured and
plotted Vs longitudinal location, using the same units on the graph, then the integrated area
under the resulting curve gives the wetted area.
405
The cross sectional perimeters measurements should not include the portions where
components join, such as at the wingfuselage intersection. These areas are not “wetted”.
3. Calculation
3.1 Fuselage
The length of the fuselage
( L f ) = aW o C (1)
Where, a = 3.68;C = 0.23
L f = 20.36ft
L f
\We have = 4to8
d f
L f
= 6
d f
20.36
d f =
6
p 2
d f = 3.93ft (1.197m ) ; Therefore, Spfuselage = d f = 1.1269m 2
4
3.2 Wing
The wetted surface area of the wing is,
Sp wing = TW ´ b W (2)
Sp wing = (12 ´ 10-2 ) ´ 8.13
Sp wing = 0.9756m 2 ( 3.2ft 2 )
3.3 Horizontal Tail
The wetted surface area of the horizon tail can be calculated by,
Thickness of the HT=10% of wing thickness
406
THT = 0.1t W (3)
(
SpHT = 12 ´ 10 -2 ´ 0.1 ´ 8.13)
SpHT = 0.0965m2
The area of vertical tail=
t VT ´ b VT (4)
SpVT = 0.012 ´ 8.13

SpVT = 0.09656
3.4 Engine
The engine propeller area is given by the equation,
p
Spengine = d f 2 (5)
4
d f = 22 4 HP
d f = 22 4 420
d f = 99.59in ( 2.53m )
p
Spengine = ´ 2.53 2
4
Spengine = 5.024m 2 ( 54.10ft 2 )
Spundercarrige = 1.1 ´ Spengine

Spundercarrige = 1.1 ´ 5.024
Spundercarrige = 59.52ft 2
3.5 ¼ FLAP
The wetted surface area of (1/4) of the flap is given by,
407
b
Spæ 1 ö = 40% ´ ´ 0.1 ´ C (6)
ç ÷
è 4 ø
2
26.67
Spæ 1 ö = 0.4 ´ ´ 0.1 ´ 4.6
ç ÷
è 4 ø
2
Spæ 1 ö = 2.4536ft 2

ç ÷
è 4 ø
3.6 ¾ FLAP
The wetted surface area of (3/4) of the flap is given by,
b
Spæ 3 ö = 40% ´ ´ 0.3 ´ C (7)
ç ÷
è 4 ø
2
26.67
Spæ 3 ö = 0.4 ´ ´ 0.3 ´ 4.6
ç ÷
è 4 ø
2
Spæ 3 ö = 7.36ft 2

ç ÷
è 4 ø
Table 1: Coefficient of drag and Wetted surface area for various parts of an Aircraft
S.NO. COMPONENTS C D p Sp ( m 2 ) C D p ´ Sp (m 2 )

1 Fuselage 0.03 1.1269 0.033807
2 Wing 0.08 0.9756 0.078
3 Horizontal tail 0.008 0.09656 0.000772
4 Vertical tail 0.008 0.09656 0.000772
5 Engine 0.01 5.027 0.05027
6 Undercarriage 0.04 5.539 0.22156
7 ¼ flap 0.0504 0.0342 0.00172
8 ¾ flap 0.035 0.2055 0.00719
3.7 CoEfficient of Drag
The total coefficient of drag is given by the equation,
CDT.O = CDO + CDOothers + KC L 2 (8)
Where,
408
S
C DO = C fe ´ wet
Sref
C DO = 0.0055 ´ 5
C DO = 0.0275
C DOothers = C DO take - off + C DOlanding + C DO cruise (9)
7 C S
D p
C DO take -off = å p
i =1 SW
S W
= 5
Sreference
Sw = 5 ´ 11.01
Sw = 55.0878m 2
( 0.0338 + 0.078 + 0.000772 + 0.000772 + 0.05027 + 0.22156 )

C DO take -off =
55.0878
CDO take -off = 0.006992
5 C D p ´ S p
C DO cruise = å
i =1 Sw
( 0.0338 + 0.078 + 0.000772 + 0.000772 + 0.05027 )

C DO cruise =
55.0878
CDO cruise = 0.00297
6 C Dp ´ Sp C D ´ S p
C DO Landing = å + å p (10)
i =1 Sw i =8 Sw
409
( 0.0338 + 0.078 + 0.000772 + 0.000772 + 0.0502 + 0.22156 + 0.00719 )

C DO Landing =
55.0878
C DO Landing = 0.007122
\ C DOothers = C DOtake - off + C DOlanding + C DO cruise
\ C DO others = 0.00297 + 0.006992 + 0.007122
K is calculated from the formula,
1
K = (11)
p e ( AR )
Aspect ratio (AR) = 6,
e=0.79
1
K =
p ´ 0.79 ´ 6
K = 0.067188
æ W ö
2 ç ÷
S
C L = è 2 ø
r V¥
C L = 0.241
a = gRT = 340m / sec

Mach no,
V
M =
a
CDT.O = C DO + CDOothers + KCL 2 (12)
C D TO = 0.0275 + 0.017084 + 0.06718 + 0.241
CD TO = 0.04848
Here,
410
2 ´ D
C D W = (13)
r V¥ 2 Sw
(D=T)
CDT + C DW
C DO = (14)
(1 - M )
¥
2
C DT = ( C DO + KC L 2 ) ´ 1.05 (15)
Table 2: Variation of Temperature and Density for varying altitude
ALTITUDE(m) T(K) r (Kg/m 3 )

0 288 1.225
1000 281.66 1.117
2000 274.51 0.99649
3000 268.02 0.8994
4000 261.53 0.81075
Table 3 to 7 Variation of Mach Number, Lift and Drag coefficient at various altitude (h) and
velocity of sound (a)
Table 3: At h=0; a=340 m/sec
S.NO V(m/s) CL M C d T.O C d w C d O C d t D(KN)

1 20 2.808 0.0588 0.006992 0.0601 0.0672 0.6265 1.686
2 40 0.7007 0.1176 0.006992 0.015 0.0223 0.0580 0.626
3 60 0.3114 0.1764 0.006992 0.00679 0.0139 0.0214 0.519
4 83.33 0.1614 0.245 0.006992 0.00346 0.0107 0.01307 0.61
Table 4: At h=1000m; a=336 m/sec

1 20 3.088 0.0595 0.006992 0.0662 0.0733 0.7493 1.835
2 40 0.7721 0.119 0.006992 0.0331 0.0843 0.0843 0.826
3 60 0.3431 0.1785 0.006992 0.02207 0.0392 0.0392 0.864
4 83.33 0.1779 0.248 0.006992 0.01523 0.0262 0.0262 1.114
411

1 20 3.45 0.0602 0.006992 0.0739 0.0810 0.9221 2.024
2 40 0.8613 0.1204 0.006992 0.0369 0.0442 0.0987 0.867
3 60 0.3828 0.1807 0.006992 0.02463 0.0321 0.044 0.869
4 83.33 0.1984 0.2509 0.006992 0.0176 0.0244 0.02839 1.082

1 20 3.154 0.0609 0.006992 0.0819 0.089 1.1198 2.22
2 40 0.9538 0.1219 0.006992 0.0409 0.0482 0.1147 0.91
3 60 0.4239 0.1829 0.006992 0.03 0.03488 0.0492 0.878
4 83.33 0.2197 0.254 0.006992 0.0188 0.0266 0.03133 1.078
S.NO V(m/s) CL M C d T .O C d w C d O C d t D(KN)

1 20 4.236 0.0617 0.006992 0.0908 0.0979 1.367 2.44
2 40 1.05906 0.1234 0.006992 0.0454 0.0527 0.134 0.957
3 60 0.4706 0.1851 0.006992 0.0302 0.04 0.055 0.884
4 83.33 0.244 0.2571 0.006992 0.0209 0.02886 0.03455 1.069
Table 8: Coefficient of drag values during cruise, takeoff and landing for various values of
lift
S.NO. CL C dt cruise Cdt take - off C dt landing

1 0 0.00311 0.00734 0.00747
2 0.75 0.04277 0.047 0.04713
3 1.5 0.1617 0.1659 0.1661
4 2.25 0.36 0.3642 0.3644
5 3 0.6376 0.6419 0.642
6 3.8 1.0212 1.0254 1.0256
412
DRAG Vs VELOCITY
3
2
DRAG(KN)
1
0
0 1 2 3 4 5 6
VELOCITY(m/sec)
Figure 1: Variation of drag with respect to Velocity
The figure 1 is drawn between velocity and drag. From the graph we can understand that as
velocity increases the drag also increases relatively up to a certain velocity and then the drag
value decreases.
C L V s C d t
7
6
5
4
L
C
3
2
1
0
0 2 0 4 0 6 0 8 0 1 0 0 1 2 0
C d t
C d t ( T A K E O F F )
C d t ( C R U I S E )
C d t ( L A N D I N G )
Figure 2: Variation of CL w.r.t Cdt for cruise, takeoff and landing
The figure 2 is drawn in between CL Vs Cdt. From the graph we can understand that the drag
is low for takeoff, maximum for the landing and for the cruise it lies in between the drag
value of takeoff and landing.
4. Conclusion
Thus by simulation we had determined the wetted surface area of the single seater home built
aircraft and found that as velocity increases the drag also increases relatively up to a certain
velocity and then the drag value decreases further that the drag is low for takeoff, maximum
for the landing and for the cruise the drag lies in takeoff and landing.
413
Symbols Used
WWeight of aircraft
WoOverall weight
Wfweight of fuel
WeEmpty weight
Lf – fuselage length
Df – diameter of fuselage
Sw wing area
Tw wing thickness
b w,b – wing span
Sht – horizontal tail area
tht – horizontal tail thickness
bht horizontal tail span
AR – aspect ratio
tvt vertical tail thickness
bvt – vertical tail span
Cdo – drag polar
Cd – coefficient of drag
CL coefficient of lift
T/WThrust loading
W/SWing loading
Cr,CtChord length of root,tip
Tr,TtThickness of root,tip
CDpCoefficient of drag of wetted surface area
EEndurance
m Ground friction
V¥ Free stream velocity
CChord
LfLength of fuselage
VTVertical tail
HTHorizontal tail
sDistance
HHeight
haltitude
V, u – velocity
D – Drag
L – Lift
Wo – optimum weight
L sweep angle
6. REFERENCES
1 Courtland D. Perkins & Robert E. Hage, Perkins “Airplane Performance and Stability
control” Publisher: John Wiley & Sons (Jan 1949)
414
2 Daniel P. Raymer “Enhancing Aircraft conceptual design using multidisciplinary

optimisation” Report 20022, May 2002, ISBN 9172832592
3 Ira H. Abbott, A. E. Von Doenhoff, Albert E. Von Doenhoff, “Theory of Wing Sections:
Including a Summary of Airfoil Data” Publisher: Dover Publications.
4 J. D. Anderson “Aircraft Performance and Design” Boston: McGraw Hill McGrawHill,
1999.
5 John Fielding, Introduction to Aircraft Design, Cambridge University Press, 1999
6 L.M. Nicolai, Fundamentals of Aircraft Design, METS, Inc., 6520 Kingsland Court, San
Jose, CA, 95120, 1975
7 Taylor J. Janes , “All The World Aircraft ” , Janes’s , London , England ,UK, 1976
8 Thomas Corke “Design of Aircraft”, PrenticeHall, Pearson Education – 2003
415

Eijaer2011 PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Eijaer2011 PDF

Uploaded by

Copyright:

Available Formats

INTERNATIONAL JOURNAL OF APPLIED ENGINEERING RESEARCH, DINDIGUL

A more accurate estimation of wetted area can be obtained by graphical integration using a

( L f ) = aW o C (1)

Where, a = 3.68;C = 0.23

Sp wing = TW ´ b W (2)

Sp wing = (12 ´ 10-2 ) ´ 8.13

Sp wing = 0.9756m 2 ( 3.2ft 2 )

THT = 0.1t W (3)

t VT ´ b VT (4)

SpVT = 0.012 ´ 8.13

Spengine = 5.024m 2 ( 54.10ft 2 )

Spundercarrige = 1.1 ´ Spengine

Spæ 1 ö = 2.4536ft 2

Spæ 3 ö = 7.36ft 2

S.NO. COMPONENTS C D p Sp ( m 2 ) C D p ´ Sp (m 2 )

CDT.O = CDO + CDOothers + KC L 2 (8)

C DO = 0.0055 ´ 5

C DOothers = C DO take - off + C DOlanding + C DO cruise (9)

( 0.0338 + 0.078 + 0.000772 + 0.000772 + 0.05027 + 0.22156 )

( 0.0338 + 0.078 + 0.000772 + 0.000772 + 0.05027 )

( 0.0338 + 0.078 + 0.000772 + 0.000772 + 0.0502 + 0.22156 + 0.00719 )

\ C DOothers = C DOtake - off + C DOlanding + C DO cruise

\ C DO others = 0.00297 + 0.006992 + 0.007122

a = gRT = 340m / sec

CDT.O = C DO + CDOothers + KCL 2 (12)

C D TO = 0.0275 + 0.017084 + 0.06718 + 0.241

C DT = ( C DO + KC L 2 ) ´ 1.05 (15)

ALTITUDE(m) T(K) r (Kg/m 3 )

S.NO V(m/s) CL M C d T.O C d w C d O C d t D(KN)

Table 4: At h=1000m; a=336 m/sec

S.NO V(m/s) CL M C d T.O C d w C d O C d t D(KN)

Table 5: At h=2000m; a=332 m/sec

S.NO V(m/s) CL M C d T.O C d w C d O C d t D(KN)

Table 6: At h=3000m; a=328 m/sec

S.NO V(m/s) CL M C d T.O C d w C d O C d t D(KN)

S.NO V(m/s) CL M C d T .O C d w C d O C d t D(KN)

S.NO. CL C dt cruise Cdt take - off C dt landing

2 Daniel P. Raymer “Enhancing Aircraft conceptual design using multidisciplinary

You might also like