PERFORMANCE OPTIMIZATION OF A MODIFIED TWIN-ENGINE
TURBOPROP COMMUTER PLANE – LET L-410 TURBOLET UVP-E20
Dominic S. Chettiar
Department of Mechanical Engineering, Fr. C. Rodrigues Institute of Technology
Mob.: +919757411850
E-mail: dschettiar01@gmail.com
Abstract
It has been observed that most low-cost carrier
airlines in India (e.g., GoAir, SpiceJet, etc.) do not
necessarily cater to remote rural areas and small
towns, in terms of flight services and parcel
transport. Smaller “bush” airlines operating light
regional commuter aircraft have proven to be
capable and efficient solutions, as observed in the
often otherwise-inaccessible regions of countries
such as Canada, Finland, Greenland, Russia and
the USA. This only goes on to prove that such
aircraft, with the necessary modifications, can quite
easily be adapted for service in those out-of-the
way, remote and unconnected regions of the Indian
Subcontinent. The following report is intended to
serve as an example of the performance evaluation
of a modified twin-engine light turboprop commuter
aircraft, namely, the Let L-410 Turbolet UVP-E20.
The modifications so performed are intended to
enable the final airframe design to serve as a 15-
/16-seater regional commuter aircraft suitable for
operation in the rural zones of India. It covers all
the areas related to the aircraft’s construction,
structure and performance. All the figures/values
expressed in this report are extremely close
approximations of their existing real-world
equivalents, and can therefore be considered as
binding on the full-size airframe described here.
Keywords : Airframe, drag polar, engine, fuselage
Introduction
The history of civil aviation in India has been quite
interesting, to start with. In the two immediate
decades post-Independence, air travel remained a
steadfast holdout of the privileged Indian elite, be
they business tycoons or erstwhile royalty. Early
attempts to privatize air travel and make it
affordable and easy to access for the masses in the
1970s and the early 1980s were often shot down, or,
as in the case of our national flag carrier, Air India,
resulted in the concerned airline(s) being
“nationalized”. Fortunately, the sweeping economic
reforms of FY1991 saw the civil aviation sector
being opened up to private players. Notable airlines
founded as a result of this restructuring of national
economic policies include GoAir, IndiGo, Jet
Airways and SpiceJet. However, although these
airlines claim to be “low-cost carriers” (which they
are, for the most part), they do not always
necessarily serve the true masses of the country –
the people of the small-town, rural areas, some of
which are quite distant and remote, even by rail or
road. One reason for this glaring discrepancy can be
attributed to the lack of smaller airlines operating on
shoestring budgets (“bush” airlines) such as those
found in the inaccessible, out-of-the-way and
remote wildernesses of northern and southeast Asia,
Europe, North America and Oceania. These airlines
would require far lower initial investments, in
addition to vastly smaller regional commuter
aircraft capable of carrying up to 16 passengers, in
addition to a decent parcel load. The bottom line
here is that such small-scale airlines would prove to
be a Godsend for aircraft manufacturers and their
potential operators. Taking all these factors into
consideration, the research I have undertaken into
this topic has resulted in the identification and
selection of a highly suitable aircraft – the Let L-
410 Turbolet of Czech-based Aircraft Industries,
a.s..
The Let L-410 Turbolet is a twin-turboprop short- 1 General Aircraft Information
range transport aircraft, manufactured by the Czech
aircraft manufacturer Let Kunovice (renamed Airframe: Let L-410 Turbolet UVP-E20
Aircraft Industries, a.s., in 2005) since April 1970,
often used as an airliner. The aircraft is easy to Type: Twin-turboprop, propeller-driven, medium-
operate, rugged, capable of landing on short and speed light commuter plane
unpaved runways and operating under extreme
conditions from −50 °C (−58 °F) to +50 °C (122 Manufacturer and Nation of Origin: Aircraft
°F). As of the year 2016, more than 1,200 Let L- Industries, a.s., Kunovice, Czech Republic
410s have been built, and over 350 units are in
service in more than 50 countries. The L-410 UVP-
E20 is certified on the basis of Federal Acquisition
Regulation (FAR) 23, by either Amendment 34 or
Amendment 41. It is currently certified by the EU, 1.1 Overall Dimensions
the Russian Federation, the US, Brazil, Argentina,
Chile, Peru, Venezuela, Cuba, India, et al and has Length: 14.42 m (47 ft 4 in)
also been approved for operation in a number of
other countries, such as Kenya, Tanzania, Uganda, Height above ground: 5.97 m (19 ft 7 in)
Tunisia, Colombia, Venezuela and South Korea [1].
Wingspan: 19.98 m (65 ft 7 in)
The following report is a demonstrated illustration
of the numerous figures and values one would Wheelbase: 3.67 m (12 ft 0.4 in)
observe in a lighter, re-engined version of a stock
Let L-410 UVP-E20, which is the final variant in Wheel track: 3.65 m (11 ft 11.6 in) [2]
the original L-410 UVP series. The construction
and performance parameters calculated and studied
in this report include -
1.2 Powerplant
1) General aircraft information
Name: Pratt and Whitney CA PT6A-50
2) Aircraft weight and loading factor estimation
Number: Two (2)
3) Drag Polar values at cruising speed and during
take-off runs/landing approaches
Dry engine weight: 282.1 kgf (2,766.46 N)
4) Aircraft performance during the four phases of
Engine length (LE) = 1.7526 m (5 ft 9 in)
flight, namely - take-off, climb, cruise and landing,
as well as during glides and turn phases
Engine diameter (DE) = 0.4953 m (1 ft 7.5 in)
5) Range, endurance, take-off and landing distances
Fuel type: JP-1A aviation fuel (Jet A-1)

Rated unit power (For one engine): 1,120 kW (840

shp) at 1,210 RPM

Max. continuous performance: 725.56 kW (973

shp)

Propellers (2x): 5-bladed Avia AV-725, composite

Propeller diameter and type: 2.31 m (7 ft 7 in), fully-

feathering

1.3 Weights
Empty (zero fuel) weight: 3,900 kgf (38,245.93 N)

Number of persons on board: 18 (2x pilots, 16 pax)

Assumed weight of each person on board: 80 kgf
(784.532 N)
Total weight of all people on board: 18 x 80 = 1,440
kgf (14,121.58 N)
Baggage weight allowed per passenger: 5 kgf
(49.033 N)
Total baggage weight for 16 people: 16 x 5 = 80 kgf
(784.532 N)
Total fuel capacity: 400 kgf (3,922.66 N)
Maximum usable fuel: 380 kgf (3,726.53 N)
Maximum payload: 1,920 kgf (18,828.77 N)
Maximum take-off weight: 5,820 kgf (57074.7 N)
Maximum wing loading: 166.95 kgf/m2 (1637.2346
N/m2)
Maximum power loading (P/W): 0.2493 kW/kgf
(0.02542 kW/N)
1.4 Wing Geometry
Wing planform: Fully trapezoidal from root to tip
Span: 19.98 m (65 ft 7 in)
Root aerofoil: NACA 63A418, t/c = 0.179
Root chord: 2.534 m (8 ft 3.75 in)
Tip airfoil: NACA 63A412
Tip chord: 1.205 m (3 ft 11.4 in)
Aileron area (total): 2.89 m2 (31.11 sq. ft.)
Flap area: 6.41 m2 (68.99 sq. ft)
Wing area: 34.86 m2 (375.2 sq. ft.)
Dihedral: 1°45’
Incidence: 2° at wing roots, 0°30’ at wingtips
High-lift devices used: Simple flaps
Default flap settings: 10°, 25° and 40° [3]
Derived Wing Parameters
1) Aspect Ratio (A):
A = b2/S = (19.98)2/ (34.86)
∴ A = 11.45
2) Root chord of exposed wing (cre):
From Fig. 1, the maximum fuselage width is 1.981
m (6 ft 6 in). Hence, the semi-span of the exposed
wing (be/2) is –
be/2 = ½ (19.98-1.981) = 8.9995 m (29 ft 6.25 in)
Root chord of the exposed equivalent wing (c re) =
2.534 - [(2y/b) (2.534 - 1.205)]
Hence, cre = 2.534 - [(1.981/19.98) (2.534 - 1.205)]
∴ cre = 2.402 m (7 ft 10.6 in)
3) Taper ratio of the exposed wing (λe):
λe = 1.205/2.402
∴ λe = 0.5016
4) Mean aerodynamic chord of the exposed wing
(cˉe):
cˉe = 2/3 × cre [(1+λe+λe2)/(1+λe)]
= 2/3 × 2.402 [(1+0.5016+(0.5016)2/(1+0.5016)]
∴ cˉe = 1.869 m (6 ft 1.6 in)
5) Planform area of the exposed wing (Se):
Se = 2.534 (1.205+2.402)
∴ Se = 9.1406 m2 (98.3886 sq. ft.)
6) Wetted area of exposed wing (Swet)e:
(Swet)e = 2 × Se × {1+[1.2×(t/c)]}
= 2 × 9.1406 × {1+ [1.2×(0.179)]}
∴ (Swet)e = 34.0542 m2 (366.5564 sq. ft.)
1.5 Fuselage Geometry
Length (lb): 13.22 m (43 ft 4.5 in)
Frontal area (Sb): 3.267 m2 (35.1657 sq. ft.)
Maximum width (diameter): 1.981 m (6 ft 6 in) [2]
Derived Fuselage Parameters
1) Equivalent fuselage diameter (de):
π/4 (de)2 = 3.267, i.e.,
de = 2.0395 m (6 ft 8.2 in)
2) Height of maximum cross-section (hmax):
hmax = 3.267/1.981, i.e.,
hmax = 1.649 m (~5 ft 5 in)
3) Rough estimate of wetted fuselage area [(Ss)e]:
(Ss)e = 0.75 × (Perimeter of the maximum cross-
section) × lb
= 0.75 × (1.649 + 1.981) × 2 × 13.22
∴ (Ss)e = 71.9829 m2 (774.8175 sq. ft.)
4) Fineness ratio of fuselage (Af):
Af = lb/de = 13.22/20.395
∴ Af = 6.4819
1.6 Horizontal Tail Geometry
Planform: Fully trapezoidal from root to tip
Span: 6.745 m (22 ft 1.4 in)
2
Area: 9.565 m (102.9568 sq. ft.)
Root chord: 2.1078 m (6 ft 11 in)
Tip chord: 1.2647 m (4 ft 1.7 in)
Airfoil: NACA 0012, t/c = 0.12 [3]
Derived Horizontal Tail Parameters
1) Aspect Ratio (ARHT):
ARHT = (6.745)2 / 9.565
∴ ARHT = 4.7564
2) Wetted area of horizontal tail [(Swet)h]:
Exposed area of horizontal tail = Area of horizontal
tail – area inside fuselage
Therefore, exposed area = 9.565 – 0.21078 = 9.3542
m2 (100.6878 sq. ft.)
(Swet)h = 2 × 9.3542 [1+(1.2×0.12)]
∴ (Swet)h = 21.4024 m2 (230.3735 sq. ft.)
3) Mean aerodynamic chord of horizontal tail
(cˉht):
cˉht = (2/3) × 1.6779 × [1+0.7537+(0.7537)2]/
[1+0.7537]
∴ cˉht = 1.4809 m (4 ft 10.3 in)
1.7 Vertical Tail Geometry
Height: 3.31 m (10 ft 10.3 in)
Area: 7.30 m2 (78.572 sq. ft.)
Root chord: 3.3725 m (11 ft 0.7 in)
Tip chord: 1.2647 m (4 ft 1.7 in)
Quarter-chord sweep: 35°
Airfoil: NACA 0010, t/c = 0.10 [3]
Derived Vertical Tail Geometry
1) Taper Ratio (λVT): 0.3750
2) Aspect Ratio (ARVT): 1.501
3) Exposed area of vertical tail: 7.30 m2 (78.572
sq. ft.) (same as the vertical tail area)
4) Wetted area of vertical tail [(Swet)v]:
(Swet)v = 2 × 7.30 [1+(1.2×0.1)]
∴ (Swet)v = 16.352 m2 (176.0115 sq. ft.)
5) Mean aerodynamic chord of vertical tail (cˉvt):
cˉvt = (2/3) × 3.8653 × [1+0.3750+(0.3750)2]/
[1+0.3750]
∴ cˉvt = 2.8404 m (9 ft 3.7 in)
1.8 Landing Gear (Undercarriage) Wing loading: 183.53 kgf/m2 (1800.4177 N/m2)

Type: Tricycle arrangement Maximum level speed: 380 kmph (236.12 mph)

Number of wheels: Main gear = 2, nose gear = 1 Cruising speed: 250 kmph (155.343 mph)

Main gear wheel tyre diameter: 0.55 m (1 ft 9.6 in) Stalling speed: 130 kmph (80.778 mph)

Main gear wheel tyre thickness: 0.225 m (0 ft 8.5 Maximum rate of climb: 7.4 m/s (1,455 ft/min)
in)
Service ceiling: 6,320 m (20,725 ft)
Nose gear wheel tyre diameter: 0.72 m (2 ft 4.3 in)
Take-off run: 420 m (1,377 ft 11 in)
Nose gear wheel tyre thickness: 0.310 m (1 ft 0.5
in) Take-off to 15 m: 580 m (1,902 ft 10.5 in)

Recommended tyre manufacturer: Goodyear, Inc. Landing run: 400 m (1,312 ft 4 in)

Wheelbase: 3.67 m (12 ft 0.4 in) Landing distance from 15 m: 615 m (2,017 ft 8.5 in)

Wheel track: 3.65 m (11 ft 11.6 in) [3] Range [with allowance for taxi, take-off, climb,
descent and 45-minute reserves at 1,828.8 m
(6,000 ft)]: 1,380 km (744 nmi; 857 mi) [4]

1.9 Flight Conditions

Altitude: 3,048 m (10,000 ft)

Air density (ρ): 0.4135 kg/m3 (0.02581 lb/ft3)

Speed of sound: 328.1 m/s (733.9388 mph)

Kinematic viscosity (υ): 1.8698 × 10-5 m2/s

Flight speed: 305 kmph (84.722 m/s)

Mach number (M): Mach 0.258

Weight of the aircraft: 5,820 kgf (57,074.7 N)

1.10 Performance of Let L-410 Turbolet

UVP-E

Maximum take-off weight: 6,400 kgf (62,762.56 N)

Maximum power plant rating: 595 kW (797.91 shp)

Fig.1 A Three-View Drawing of a Let L-410 UVP-E20 [2]

2 Estimation of Drag Polar Now, Recutoff = 38.21 × (cˉe/k)1.053

The drag polar (total drag coefficient) is assumed to So, Recutoff = 38.21 × [(1.869/1.015 × 10-5)]1.053
be of the following form –
(Where cˉe is the Mean Aerodynamic Chord (MAC)
CD = CDo + [(CL) /πAe] = CDo + kCL
2 2 value of the wing)

∴ CDo = CDoW + CDoF + CDoH + CDoV + CDoN + CDoM ∴Recutoff = 1.337 × 107

(Where the suffixes W, F, H, V, N and M denote Cf(turbulent)=0.455/[(log Recutoff)2.58×(1+0.144M2)0.65]

wing, fuselage, horizontal tail, vertical tail, engine
nacelles and miscellaneous parts respectively) i.e., Cf(turbulent) = 0.455/{[log(1.337 × 107)]2.58 ×
[1+(0.144 × (0.258)2)]0.65}
The value of skin friction/roughness (k) chosen is
1.015 × 10-5 m, because the type of surface ∴ Cf(turbulent) = 2.8507 × 10-3 (i.e., Cf(turbulent) =
considered for this aircraft is camouflage-grade 0.0028507)
paint over duralumin skin.
Hence, CDoW = 0.0028507 × 1.4607 × 1 ×
Interference Factor (Q) – The interference factor is (34.0542/34.86)
a standard value, usually ranging from 1 to 1.1,
which is obtained from a set of tables. It is usually ∴ CDoW = 4.0678 × 10-3 (i.e., CDoW = 0.0040678)
denoted by ‘Q’.

2.2 Estimation of CDoF

2.1 Estimation of CDoW
At any low subsonic Mach number, the value of
At any low subsonic Mach number, the value of CDoF is given by –
CDoW is given by –
CDoF = Cf(turbulent) × FF × Q × [(Swet)f/Sref]
CDoW = Cf(turbulent) × FF × Q × [(Swet)w/Sref]
Now, Reynold’s number (Re) = (V × lb)/υ
Now, Reynold’s number (Re) = (V × cˉe)/υ
Re = (84.722 × 13.22)/1.8698×10-5
-5
Re = (84.722 × 1.869)/1.8698 × 10
Re = 5.99 × 107
6
Re = 8.469 × 10
Skin roughness (k) = 1.015 × 10-5 m
Therefore, the airflow is turbulent.
Therefore, the airflow is turbulent.
Skin roughness = k = 1.015 × 10-5 m
Form Factor for Fuselage (FFF) :
Form Factor for Wing (FFW) :
FFF = 1 + [60/(lb/de)3] + [(lb/de)/400]
FFW = {1 + [2(t/c)] + [100 (t/c)4]}
(Where lb/de = Fineness Ratio of fuselage)
FFW = {1 + [2(0.179)] + [100(0.179)4]}
FFF = 1 + [60/(6.4819)3] + [(6.4819)/400]
FFW = 1.4607
∴ FFF = 1.2365
Interference Factor (Q) : Q = 1
Interference Factor (Q) : Q = 1
Wetted Surface Area [(Swet)w]: Swet = 34.0542 m2
(366.5564 sq. ft.) Wetted Surface Area [(Swet)f]: (Ss)e = 71.9829 m2
(774.8175 sq. ft.)
Reference Area (Sref.) : Sref = 34.86 m2 (375.2 sq. ft.)
Reference Area (Sref.): Sref = 34.86 m2 (375.2 sq. ft.)
Recutoff = 38.21 × [(c/k)1.053]
i.e., Recutoff = 38.21 × [(lb/k)1.053]
(Where lb is the fuselage length, and k = 1.015 × 10
5
m)
Recutoff = 38.21 × [(13.22/1.015 × 10-5)1.053]
∴ Recutoff = 1.0496 × 108
Cf(turbulent) = 0.455/[(log
(1+0.144M2)0.65]
i.e., Cf(turbulent)=0.455/{[log (1.0496 × 10 )
[1+0.144 × (0.258)2]0.65}
∴ Cf(turbulent) = 2.0157 × 10 -3
(i.e., Cf(turbulent) =
0.0020157)
Hence, CDoF = 0.0020157 × 1.2365 × 1 ×
(71.9829/34.86)
∴ CDoF = 5.1466 × 10-3 (i.e., CDoF = 0.0051466)
2.3 Estimation of CDoH
At any low subsonic Mach number, the value of
CDoH is given by –
CDoH = Cf(turbulent) × FFH × Q × [(Swet)h/Sref]
Now, Reynold’s number (Re) = [V × cˉht(e)]/υ
[Where cˉht(e) is the mean aerodynamic chord
(MAC) value of the horizontal tail (i.e., cˉht(e) =
1.4809 m)]
Re = (84.722 × 1.4809)/1.8698 × 10-5
Re = 6.7100 × 106
Therefore, the airflow is turbulent.
Skin roughness (k) = 1.015 × 10-5 m
Form Factor for Horizontal Tail (FFH) :
FFH = 1 + [2(t/c)] + [100(t/c)4]
FFH = 1 + [2(0.12)] + [100(0.12)4]
∴ FFH = 1.2607
Interference Factor (Q) : Q = 1.04
Wetted Surface Area [(Swet)h]: (Swet)h = 21.4024 m2
(230.3735 sq. ft.)
Reference Area (Sref): Sref = 34.86 m2 (375.2 sq. ft)
-
Recutoff = 38.21 × [(c/k)1.053]
Recutoff = 38.21 × [(cˉht)e/k]1.053
i.e., Recutoff = 38.21 × [(1.4809/1.015 × 10-5)]1.053
Recutoff)2.58 × ∴ Recutoff = 1.0469 × 107
Cf(turbulent) = 0.455/{[(log Recutoff)2.58] × [1 +
8 2.58
] × (0.144M2)0.65]}
i.e., Cf(turbulent) = 0.455/{[(log(1.0469 × 107))2.58] ×
[1 + (0.144 × 0.258 × 0.258)0.65]
∴ Cf(turbulent) = 2.8431 × 10-3 (i.e., Cf(turbulent) =
0.0028431)
Hence, CDoH = 0.0028431 × 1.2607 × 1.04 ×
(21.4024/34.86)
∴ CDoH = 2.2395 × 10-3 (i.e., CDoH = 0.0022395)
2.4 Estimation of CDoV
At any low subsonic Mach number, the value of
CDoV is given by –
CDoV = Cf(turbulent) × FF × Q × [(Swet)v/Sref]
Now, Reynold’s number (Re) = [V × cˉvt(e)]/υ
[Where cˉvt(e) is the mean aerodynamic chord
(MAC) value of the vertical tail (i.e., cˉvt(e) = 2.8404
m)]
Re = (84.722 × 2.8404)/1.8698 × 10-5
Re = 1.287 × 107
Therefore, the airflow is turbulent.
Skin roughness (k) = 1.015 × 10-5 m
Form Factor for Vertical Tail (FFV) :
FFV = 1 + {[0.6/(x/c)m × (t/c)]+[100(t/c)4]} {1.34 ×
(M)0.18 × (cos ᴧc/4)0.28}
(Where (x/c)m = maximum vertical tail thickness)
FFV = 1 + {[(0.6/(0.3) × (0.10)) + (100 × (0.10)4)] (CDo)Clean = CDo + (CDo)Leakage
× 1.34 × (0.258)0.18 × (0.9884)0.28}
For a turboprop-powered aircraft, the value of the
∴ FFV = 1.2198. leakage drag [(CDo)Leakage] is usually between 5%
and 10% of the value of the parasite drag (CDo).
Interference Factor (Q) : Q = 1.04
So, (CDo)Leakage = (10/100) × 0.01654
2
Wetted Surface Area [(Swet)v]: (Swet)v = 16.352 m
(176.0115 sq. ft.) ∴ (CDo)Leakage = 1.6540 × 10-3 [i.e., (CDo)Leakage =
0.0016540]
Reference Area (Sref): Sref = 34.86 m2 (375.2 sq. ft)
Thus, the clean zero lift drag coefficient is given by,
Recutoff = 38.21 × [(c/k)1.053]
(CDo)Clean = CDo + (CDo)Leakage
Recutoff = 38.21 × [(cˉvt)e/k]1.053
(CDo)Clean = 0.016540 + 0.001654
i.e., Recutoff = 38.21 × [(2.8404/1.015 × 10-5)]1.053
∴ (CDo)Clean = 0.018194
∴ Recutoff = 2.0786 × 107
At cruising altitude,
Cf(turbulent) = 0.455/{[(log Recutoff)2.58] × [1 +
(0.144M2)0.65]} Drag coefficient = (CDo) + (CDo)Leakage = 0.018194

i.e., Cf(turbulent) = 0.455/{[(log(2.0786 × 107))2.58] × During take-off and landing,

[1 + (0.144 × 0.258 × 0.258)0.65]
-3
∴ Cf(turbulent) = 2.5541 × 10
0.0025623)
Drag coefficient = (CDo)Clean + (CDo)HLD + (CDo)LG
(i.e., Cf(turbulent) =
∴ Drag coefficient = 0.018194 + 0.00355

Hence, CDoH = 0.0025541 × 1.2198 × 1.04 × ∴ Drag coefficient = (CDo)TO, L = 0.021744

(16.532/34.86)

∴ CDoH = 1.5366 × 10-3 (i.e., CDoH = 0.0015366)

2.7 Estimation of Total Drag Coefficient

From the above formula, we have,

2.5 Estimation of CDoM
CD = CDo + k(CL)2 [Where k(CL)2 = CDi]
We can assume the value of CDoM (or miscellaneous
drag) as, k = 1/(π × e × A)

CDoM = (CDo)HLD + (CDo)LG = 0.00355 k = 1/(π × 0.80 × 11.45)

∴ k = 0.03475 (Drag coefficient factor)

2.6 Total Drag Estimation Hence, the final equation becomes,

We know, from the given formula, that total parasite CD = CDo + [0.03475 × (CL)2]
drag is given by -
At cruising altitude, CDo = (CDo)Clean = 0.018194
CDo = CDoW + CDoF + CDoH + CDoV + CDoM
Lift coefficient at cruising altitude [(CL)C] :
i.e., CDo = 0.0040678 + 0.0051466 + 0.0022395 +
0.0015366 + 0.00355 (CL)C = [2(W/S)/(ρ × VF2)]

∴ CDo = 0.016540 (CL)C = [(2 × 1637.2346)/(0.4135 × 84.722 ×

84.722)]
The zero lift drag coefficient is given by,
∴ (CL)C = 1.1032 DTake-Off = [1.225 × 37.656 × 37.656 × 34.86 ×
0.1452]/2
Hence, drag coefficient during cruise [(CD)C] :
∴ DTake-Off = 4,396.1091 N.
(CD)C = 0.018194 + [0.03475 × (1.1032)2]
During landing, CD = (CD)L = 0.1075.
∴ (CD)C = 0.06048.
Landing speed (VL) = (2 × 0.80 × 1637.2346/1.225
During take-off and landing, CDo = (CDo)TO,L = × 1.5709)0.5
0.021744
∴ VL = 135.9252 kmph (84.4600 mph)
CD = 0.021744 + [0.03475 × ((CL)L,TO)2]
(i.e., VL = 37.757 m/s)
Now, lift coefficient during take-off [(CL)TO] :
Thus, DLanding = [ρG × VL2 × S × (CD)L]/2
(CL)TO = [2(W/S)/(ρ × VTO )] 2

DLanding = [1.225 × 37.757 × 37.757 × 34.86 ×

(CL)TO = [(2 × 1637.2346)/(1.225 × (37.656)2)] 0.1075]/2

∴ (CL)TO = 1.8851 ∴ DLanding = 3,272.1778 N.

Thus, drag coefficient during take-off [(CD)TO] :

(CD)TO = 0.021744 + [0.03475 × (1.8851)2] Table 1. Final Drag Parameters

∴ (CD)TO = 0.1452 Parameters Take-Off Cruise Landing

Lift coefficient during landing [(CL)L] :

CDo 0.021744 0.018194 0.021744

(CL)L = (CL)TO/1.2
CD 0.1473 0.06048 0.1089
(CL)L = 1.8851/1.2
CL 1.9010 1.1032 1.5841
∴ (CL)L = 1.5709

Thus, drag coefficient during landing [(CD)L] : Drag Force 4,396.1091 3,128.7948 3,272.1778
(in N)
(CD)L = 0.021744 + [0.03475 × (1.5709)2]

∴ (CD)L = 0.1075

2.9 Estimation of Lift Coefficient and

2.8 Estimation of Total Drag Force
Lift Forces
At cruising altitude, CD = (CD)C = 0.06048.
Maximum lift coefficient [(CL)max] is given by,
Thus, DCruise = [ρC × VC2 × S × (CD)C]/2
(CL)max = 2(W/S)/(Vstall2 × ρG)
DCruise = [0.4135 × 84.722 × 84.722 × 34.86 ×
0.06048]/2 i.e., (CL)max = 2(1673.2346)/[(31.38)2 × 1.225]

∴ DCruise = 3,128.7948 N. ∴ (CL)max = 2.7742.

During take-off, CD = (CD)TO = 0.1452. For the aircraft’s wing,

Thus, DTake-Off = [ρG × VTO2 × S × (CD)TO]/2 (CL)max(W) = (CL)max/0.9

i.e., (CL)max(W) = (2.7742/0.9)

∴ (CL)max(W) = 2.9202.
For the wing’s airfoil,
(CL)max(Airfoil) = [(CL)max(W)]/0.9
i.e., (CL)max(Airfoil) = (2.9202/0.9)
∴ (CL)max(Airfoil) = 3.2446.
The high-lift devices chosen are plain flaps, with
∆(CL)HLD = 0.9.
Therefore, (CL)max = (CL)max(Gross) - ∆(CL)HLD
(CL)max = 3.2446 – 0.9
∴ (CL)max = 2.3446.
The lift force at take-off [(L)TO] is given by,
(L)TO = [ρG × VTO2 × S × (CL)max]/2
i.e., (L)TO = [1.225 × (37.656)2 × 34.86 ×
2.3446]/2
∴ (L)TO = 70,985.6571 N.
The lift force during cruise [(L)C] is given by,
(L)C = [ρC × VC2 × S × (CL)C]/2
2
i.e., (L)L = [0.4135 × (84.722) × 34.86 ×
1.1032]/2
∴ (L)L = 57,071.535 N.
The lift force at landing [(L)L] is given by,
(L)L = [ρG × VL2 × S × (CL)L]/2
i.e., (L)L = [1.225 × (37.757)2 × 34.86 × 1.5709]/2
∴ (L)L = 47,816.411 N.
2.10 Estimation of Aerodynamic
Stability
Horizontal tail arm (lHT) = 46.372% of fuselage
length
Horizontal tail arm = (46.372/100) × 13.22
∴ lHT = 6.1305 m (20 ft 1.32 in).
Vertical tail arm (lVT) = 57.734% of fuselage
length
Vertical tail arm = (57.734/100) × 13.22
∴ lVT = 7.6325 m (25 ft 0.5 in).
Now, for a twin-turboprop aircraft such as this
modified Let L-410 UVP E-20, the following two
theoretical values hold good -
Tail (horizontal tail) volume coefficient (VˉHT) :
VˉHT = 0.90, and
Fin (vertical tail) volume coefficient (VˉVT) :
VˉVT = 0.08.
Mathematically,
VˉHT = (lHT × SHT)/(SW × CW)
0.90 = (6.1305 × SHT)/(34.86 × 1.869)
∴ SHT = 9.5649 m2 (102.9568 sq. ft.).
VˉVT = (lVT × SVT)/(SW × bW)
0.08 = (7.6325 × SVT)/(34.86 × 19.98)
∴ SVT = 7.30 m2 (82.1555 sq. ft.).
Aspect ratio for horizontal tail (ARHT) :
ARHT = 4.7564
Aspect ratio for vertical tail (ARVT) :
ARVT = 1.501
Therefore, bHT = (ARHT × SHT)0.5
bHT = (4.7564 × 9.5649)0.5
∴ bHT = 6.7449 m (22 ft 1.56 in)
And hVT = (ARVT × SVT)0.5
hVT = (1.501 × 7.30)0.5
∴ hVT = 3.310 m (10 ft 10.3 in)
Hence, the values of the aforementioned wing
parameters (component areas and aspect ratios)
have been cross-checked and duly verified.
 θCl = sin-1 {[T/W] – [1/(L/D)TO]}

θCl = sin-1 {[0.5475] – [1/(16.1473)]}

3 Aircraft Performance ∴ θCl = 29.05°

Thus, transition height (hTR) is given by :

hTR = R[1 – cos(θCl)]

3.1 Take-Off Performance
hTR = (488.3235)[1 – cos(29.05)]
An aircraft’s take-off distance is the sum total of the
following components : Ground run distance,
∴ hTR = 61.4330 m (201 ft 6.6 in)
rotation distance, transition distance and climb
distance.
The value of hTR far exceeds 45.72 m (150 ft 0 in),
which is generally assumed to be the average
Mathematically, STO = SG + SR + STR + SCL
obstruction height (hObst) for a small twin-turboprop
aircraft.
We can assume the airfields of origin and
destination to be of the following type – average
Thus, we can say that hTR ≥ hObst.
field, with short grass.
As a consequence, climb distance (SCL) = 0.
So, the corresponding coefficient of rolling friction
(between the aircraft’s landing gear tyres and the
So, transition distance (STR) = R sin (θCl)
field surface) is μ = 0.05.
i.e., (STR) = [488.3235 × sin (29.05)]
Acceleration of the aircraft during take-off run (a) :

a = g/W [T – D – μ(WTO – L)] ∴ (STR) = 236.9595 m (777 ft 5.1 in).

a = 9.81/54,328.287 {120,991.63 – 4,396.1091 – Therefore, total take-off distance (STO) is given by -

[0.05(57,074.7 – 70,985.6571)]}
STO = SG + SR + STR
2
∴ a = 21.2143 m/s
i.e., STO = 33.4204 + 37.656 + 236.9595
2
Now, ground run distance (SG) = VTO /2a
∴ STO = 308.036 m (1,010 ft 7.3 in).
2
SG = (37.656) /2(21.2143)

∴ SG = 33.4204 m (109 ft 7.7 in)

3.2 Climb Performance
Rotation distance (SR) = VTO/t
The rate of climb (RoC) for an aircraft is given by
∴ SR = 37.656 m the following formula –

For transition distance (STR), we must first calculate RoC = V sin (θCl)
the radius ‘R’ of the constant-velocity arc flown by
the aircraft during take-off. This is given by - RoC = [37.656 × sin (29.05)]

R = VTO2/[(n -1)g] ∴ RoC = 18.285 m/s (59.990 ft/s).

We can assume ‘n’ to have a value of 1.296. So, Now, Z = 1 + [1 + 3/(L/D)2 × (T/W)2]0.5

R = (37.656)2/(0.296 × 9.81) Z = 1 + [1 + 3/(1)2 × (16.1473)2 (0.5475)2]0.5

∴ R = 488.3235 m (1,602 ft 1.3 in). ∴ Z = 1.0383

Climb angle (θCl) is given by the following formula The maximum rate of climb (RoCmax) is given by
the following formula –
 W 3 ×0.018194
2( )Z T Z 3 cos(θCl)2 i.e., (CL)PRmin = √
RoCmax = √ S
( )11.5 × [1- - 2]
0.03475
3ρCDo W 6 2 × Z × (L/D2) ×(T/W)

∴ (CL)PRmin = 1.2532.
2 × 1637.2346× 1.0383 1.5
RoCmax = [√ (0.5475)1 ]×[1-
3 × 1.225 × 0.021744 3
1.0383 3 [cos(29.05)]2 (L/D)PRmin = √
4 × CDo × k
- ]
6 2 × 1.0383 × (16.1473)2 ×(0.5475)2

3
∴ RoCmax = 67.6545 m/s (221.9636 ft/s). i.e., (L/D)PRmin = √
4 × 0.018194 × 0.03475

∴ (L/D)PRmin = 34.4420.

3.3 Cruise Performance V(L/D)PRmin = [2(W/S)/ρ(3CDo/k)0.5]0.5

At the cruising altitude, T = D and L = W. 2 × 1637.2346

i.e., V(L/D)PRmin = √ 3 × 0.018194
0.4135 × √
So, the thrust required at this stage (TR) is given by 0.03475

–
∴ V(L/D)PRmin = 79.4893 m/s.
TR = D = (ρC/2 × CDo × S × V2) × [(2 × k × W)/(ρC
× S) × 1/V2] (i.e., V(L/D)PRmin = 286.1615 kmph or 177.8125 mph)

TR = (0.4135/2 × 0.018194 × 34.86 × (84.722)2) × All three values are for the minimum power needed.
[(2 × 0.03475 × 57,071.535)/(0.4135 × 34.86)
× 1/(84.722)2] Therefore, the range (R) and the endurance (E) can
be calculated as follows –
∴ TR = D = 78,946.1888 N.
Range (R) = (V/CT) (CL/CD) ln(WTO/WL)
The maximum lift-to-drag ratio [(L/D)max], attained
at cruising conditions, is given by – i.e., R = (84.722/0.2) × (18.240) × ln
(57,074.7/53,347.632)
1
(L/D)max =
√4 × CDo × k
∴ R = 521.75 km (1,711 ft 9.3 in).
1
(L/D)max = Endurance (E) = (1/CT) (CL/CD) ln(WTO/WL)
√4 × 0.018194 × 0.03475

∴ (L/D)max = 19.885. i.e., E = (1/0.2) × (18.240) × ln

(57,074.7/53,347.632)
The corresponding velocity (V(L/D)max) is given by –
∴ E = 6 hrs 9.5 mins.
V(L/D)max = [2(W/S)/ρC(CDo/k)0.5]0.5

2 × 1637.2346
V(L/D)max = √
0.4135 × √
0.018194
0.03475
3.4 Banking and Turning Performance

Banking angle (ϕ) is given by –

∴ V(L/D)max = 104.6139 m/s.
ϕ = cos-1 (1/n)
(i.e., V(L/D)max = 376.6100 kmph or 234.0146 mph).
(Where ‘n’ is the aircraft’s load factor)
Also, the maximum range is obtained over the
minimum power required (PRmin). i.e., ϕ = cos-1 (1/4.4)

3 x CDo ∴ ϕ = 76.86°.
Thus, (CL)PRmin = √
k

Turn radius (Rt) is given by –

 V2 The approach angle (θA) must always be less than
Rt =
g√n2 -1 or equal to 3°, i.e., θA ≤ 3°.

(84.722)2 We assume the value of θA to be 2.5°.

i.e., Rt =
9.81√(4.4)2 -1
R = VF2/[g (n - 1)]
∴ Rt = 170.7603 m (560 ft 2.7 in).
As this is a civilian aircraft, VF = 1.3 (VStall)
The aircraft’s turn rate (ω) is given by,
i.e., VF = 1.3 × 31.38
ω = V/R
∴ VF = 40.794 m/s
i.e., ω = 84.722/170.7603
(i.e., VF = 146.8584 kmph or 91.2535 mph)
∴ ω = 0.4961 s . -1
So, R = (40.794)2/[9.81 (4.4 -1)]

∴ R = 49.8935 m (163 ft 8.3 in).

3.5 Glide Performance Therefore, flare height (hF) = R[1 – cos(θA)]

For a powered aircraft, the glide angle (θmin) is given i.e., hF = 49.8935[1 – cos(2.5)]
by –
∴ hF = 0.04748 m (0 ft 1.86 in) (Negligible value)
θmin = sin-1 [1/(L/D)C – (T/W)]
Thus, SA = 15.24 – hF/[tan(θA)]
i.e., θmin = sin-1 [1/(34.4420) – (0.5475)]
i.e., SA = (15.24 – 0.04748)/[tan(2.5)]
∴ θmin = -31.2294°.
∴ SA = 347.966 m (1,141 ft 7.4 in).
The minimum glide velocity (VGmin) is given by –
Now, flare distance (SF) is given by –
2 × cos(θm) × (W/S)
VGmin = √
ρ√
CDo SF = R[sin(θA)]
k

i.e., SF = (49.8935) × [sin(2.5)]

2 × cos(-31.2294) × (1637.2346)
i.e., VGmin = √
0.4135√
0.018194 ∴ SF = 2.1763 m (7 ft 1.56 in).
0.03475

For small aircraft,

∴ VGmin = 96.7380 m/s
Free roll distance (SFR) = VL/t
(i.e., VGmin = 348.2568 kmph or 216.3967 mph)
∴ SFR = 37.757 m (123 ft 10.4 in).
Sink rate = VGmin × sin (θmin)
The deceleration (-ve acceleration) is given by –
i.e., sink rate = 96.7380 × sin(-31.2294)
a = {g/W [T – D – μ(WL – L)]}
∴ Sink rate = -50.9341 m/s.
a = 9.81/54,328.287 {120,991.63 – 4,396.1091 –
[0.2(53,347.632 – 70,985.6571)]}

3.6 Landing Performance ∴ a = -21.6905 m/s2.

An aircraft’s landing distance is the sum total of the Coefficient of rolling friction (μ) for an average
following components : Approach distance, flare field with short grass (as explained above, for take-
distance, free-roll distance and braking distance. off) is μ = 0.2.

Mathematically, SL = SA + SF + SFR + SBR

Lastly, braking distance (SBR) is given by the truly enriching experience as an intern-cum-
following formula – trainee. I am quite confident that the concepts I’ve
absorbed during my time here will be of great use
SBR = -(VL)2/2a and value in my future plans.

i.e., SBR = -(37.757)2/2(-21.6905)

∴ SBR = 32.8621 m (107 ft 9.8 in). References

The full landing distance (SL) is given by, [1] Wikipedia, ‘Let L-410 Turbolet’, [Online] Available:
https://en.wikipedia.org/wiki/Let_L-410_Turbolet.
SL = SA + SF + SFR + SBR [Accessed: 20-May-2021]

i.e., SL = 347.966 + 2.1763 + 37.757 + 32.8621 [2] LET Aircraft Industries, ‘Let L-410 UVP; Specs’,
[Online] Available: http://www.let.cz/en/l410uvp.
∴ SL = 420.7614 m (1,380 ft 5.4 in). [Accessed: 24-May-2021]

[3] X-Plane, ‘Let L-410 UVP-E20 Flight Manual and

Aircraft Performance (In A Nutshell) Specifications’, [Online] Available: https://x-plane.hu/L-
410/download/L410%20Flight%20Manual.pdf.
Table 2. Summary of Aircraft Performance [Accessed; 28-May-2021]

[4] Military Wiki, ‘Let L-410 Turbolet UVP-E

Parameters
Take-Off Distance
Maximum Rate of Climb
(RoCmax)
Range (R) & Endurance (E)
Banking Angle (ϕ), Turn
Radius and Turn Rate (ω)
Values
#Specifications’, [Online] Available:
https://military.wikia.org/wiki/Let_L-410_Turbolet.
308.036 m (1,010 ft 7.3 in)
[Accessed: 12-Jun-2021]
67.6545m/s (221.9636 ft/s)
[5] Ajoy Kumar Kundu, Mark A. Price and David
Riordan, ‘Conceptual Aircraft Design: An Industrial
Approach’, John Wiley and Sons Ltd.
R = 521.75 km (324.2004
mi/ 281.7224 nmi), and E =
6 hrs 9.5 mins [6] Snorri Gudmundsson, ‘General Aviation Aircraft
Design: Applied Methods and Procedures’, John Wiley
ϕ = 76.86°, Rt = 170.7603 and Sons Ltd.
m (560 ft 2.7 in), ω =
0.4961 s-1

Glide Angle (θmin), (L/D)max θmin = -31.2294°, 19.885

Landing Distance 420.7614 m (1,380 ft 5.4

in)

Acknowledgements

As Alfred North Whitehead once rightfully said,

“No one who achieves milestones does so without
acknowledging the help of others”, I believe that
the above report, too, is grossly incomplete
without an acknowledgement. In light of this, I
would like to express my sincere gratitude to Prof.
Aishwarya Dhara Ma’am for her advice, guidance
and support at every step of this assignment, and
also, in no small way, to Prof. Pon Maa Kishan A.
Sir for having introduced us to the myriad of
aerospace concepts which we’ve learned so far,
and for having mentored us throughout the training
phase of this training-cum-internship programme.
Lastly, but not in the least, I would like to thank
T.E.M.S. Academy and “Wings of A.E.R.O.” for
having given me the chance to be a part of this