JOURNAL OF LATEX CLASS FILES, VOL. 14, NO.

8, AUGUST 2015 1

Conceptual Aircraft Design

IAE Proyect
Isaac Benaia Gonzlez Zamudio 1691403 Vctor Fernando Prez 1691464 Carlos E. Muoz Bernal 1646259 Alan
Alvarado

Abstract—We obtain and calculate data to develop one wing

design, proposing a new training airplane model to Mexican air The Reynolds number based on the airfoil chord is given by
force as Azteca project is, using a different airfoil on existing
aircraft than meet with the required specifications..
ρV ∞c
Index Terms— Re = (2)
µ

I. I NTRODUCTION Where for µ air was calculated using utherland ciscosity

law expressed as
pproaching the information of the aircraft we
A determinate the engine specifications, dimensions from
the wing, type of Airfoil and possibilitys to change the type
u T
= ( )3/2 (
T0 + S
) (3)
of wing, engine and structure. u0 T0 T +S

Its required a design of an aircraft training from Mexican

force: TABLE I
M Y CAPTION
Max Speed 140 Knot Velocity 61.7 m/s 138.02 mph 212.12 kph
Cruise Speed 120 Knot Chord Width 1.15 m 3.773 ft 45.267 in
Take off Distance 200-400 Meters Kinematic Viscosity 1.511 E-5 mˆ2/s 1.627 E-4 ftˆ2/s
Reynolds Number 4,695,586
Landing Distance 300-400 Meters
Sailing 15000 ft
Stall Speed 50 Knot
II. A IRFOIL PRELIMINARY DESIGN
I wish you the best of success with ρ.
mds The design of the airfoil is a complex and time consuming
August 26, 2015 process and needs expertise in the fundamentals of
aerodynamics at graduate level. In this case we will
A. Reynolds Number evaluate two diferent Airfoils.
The aerodynamic forces are generated between the gas and
−N aca2412 −N asaGAW/LangleyLS417
the object. The magnitude of these forces depend on the shape
Using the correpsonding graphics of the behaviour of Langley
of the object, the speed of the object, the mass of the gas going
by the object and on two other important properties of the gas;
the viscosity, or stickiness, of the gas and the compressibility,
or springiness, of the gas.
ρvl vl
Re = = (1)
ν ν
Where
v = Velocity of the fluid
l = The characteristics length, the chord width of an airfoil
ρ = The density of the fluid
µ = The dynamic viscosity of the fluid
ν = The kinematic viscosity of the fluid

M. Shell was with the Department of Electrical and Computer Engineering,

Georgia Institute of Technology, Atlanta, GA, 30332 USA e-mail: (see
http://www.michaelshell.org/contact.html).
J. Doe and J. Doe are with Anonymous University. Fig. 1. Naca 2412 - Cl vs Cd
Manuscript received April 19, 2005; revised August 26, 2015.
JOURNAL OF LATEX CLASS FILES, VOL. 14, NO. 8, AUGUST 2015 2

2) Sweep angle: The aircraft is a low subsonic prop

driven normal category aircraft. To keep the cost low in the
manufacturing process, we selected no sweep angle at 50% of
wing chords. However, we may need to taper the wing hence
the leading edge and trailing edge may have sweep angles.

3) Airfoil: The comparition was between NASA GAW/

Langley LS417 and NACA 2412, the selection process of an
airfoil for the wing requires some calculation as follows.
Selecting ideal lift coefficient

2Wave (2)(1800)(9.81)
CLc = 2
= = 0.356 (4)
ρVc S (1.225)(130 ∗ 0.514)2 (18.1)
CLc 0.375
Fig. 2. Langley LS417 - Cl vs Cd CLc.w = = = 0.375 (5)
0.95 0.95
CLc 0.375
A. Analyzing the airfoils CLi = = = 0.416 (6)
0.9 0.9
To select the best airfoil for its best behaviour we shall The average aircraft weight (Wavg) in cruising flight:
consider

a) The airfoil with the highest maximum lift coefcient 1

Wavg = (Wi + Wf ) (7)
(Clmax). 2
b) The airfoil with the proper ideal or design lift coefcient
(Cld or Cli). Where Wi is the initial aircraft weight at the beginning of
c) The airfoil with the lowest minimum drag coefcient cruise and Wf is the final aircraft weight at the end of cruise.
(Cdmin).
d) The airfoil with the highest lift-to-drag ratio ((Cl/Cd)max).
e) The airfoil with the highest lift curve slope (Clmax). 4) The aircraft ideal cruise lift coefficient (CLC): In a
f) The airfoil with the lowest (closest to zero; negative or cruising flight, the aircraft weifght is equal to the lift force:
positive) pitching moment coefcient (Cm).
2Wave
g) The proper stall quality in the stall region (the variation CLc = (8)
must be gentle, not sharp). ρVc2 S

As result of that comparation we obtain Where Vc is the aircraft cruise speed,ρ is the air density at
cruising altitud and S is the wing planform area.
TABLE II 5) Win cruise lift coefficient(Clcw): Basically, the wing is
M Y CAPTION solely reponsible for the generation of the lift. However, other
Airfoil Clmax Cli Cdmin Cl/Cd Clmax Cm lowest
aircraft components also contribute to the total lift (negatively
NACA 2412 or positively), sometimes as much as 20%. Thus the relation
NASA GAW between aircraft cruise lift coefficient and wing cruise lift
coefficient is a function of aircraft configuration.

B. Wing design The contribution of fuselage, tail, and other components

Designing a wing for a normal category GA aircraft with will determine the wing contribution to the aircraft lift
the following features coefficient. If someone is at the preliminary design phase
and the geometry of the other components has not yet been
S = 11.85 m2 determined, the following approximates the relationships that
m = 265 kg is recommended:
V c = 120 knots (at 4600 m)
V s = 50 knots
CLc
CLcw = (9)
0.95
1) Dihedral angle: Since the aircraft is a low-wing, low In the later desing phases - when the other components are
subsonic, and mono-wing aircraft at 5 deg of dihedral is designed - this relationship must be clarified. A CFD software
selected. package is a reliable tool to determine this relationship.
JOURNAL OF LATEX CLASS FILES, VOL. 14, NO. 8, AUGUST 2015 3

6) Wing airfoil ideal lift coefficient(Cli): The wing is a

three-dimensional body, while an airfoil is a two-dimensional
section. If the wing chord is constant, with no sweep angle,
no dihedral, and the wing span is assumed to be innite,
theoretically the wing lift coefcient should be the same as the
wing airfoil lift coefcient.

However, at this moment, the wing has not been designed

yet, and we have to resort to an approximate relationship.
In reality, the span is limited, and in most cases, the wing
has a sweep angle and a non-constant chord, so the wing lift
coefcient will be slightly less than the airfoil lift coefcient.
For this purpose, the following approximate equation is
recommended at this moment:

CLcw
Cli = (10)
0.9
In the later design phases, using aerodynamic theories and
tools, this approximate relation must be modied to include the
wing geometry to the required airfoil ideal coefcient.
7) Aircraft maxium lift coefficient:
2WT 0
CClmax = (11)
ρ0 Vs2 S
Where Vs is the aircraft stall speed, ρ0 is the air density at
sea level, and WT 0 is the aircraft maximum take off weight.

Fig. 3. Wing Sections

III. C ONCLUSION
Until the stage of the project we were able to determine
which wing type we will use, and its wing profile, we
were able to make the appropriate design calculations, and
distinguish between several aerodynamic factors that impact
the required specifications and the variation they have with the
proposed profiles and the chosen one. So far no HLD has been
incorporated, however it is contemplated to take that action out
to achieve a better design and aerodynamic efficiency.