Exam 3 - The Bieber Bouncer: University at Buffalo

University at Buffalo
MAE 434
Aircraft Design
Exam 3 - The Bieber Bouncer
Group Hotel:
Evan Coleman
Professor:
Dan Deaver
Paul Schifferle
Brandon Nowak
Michael Rubino
May 16, 2014

Group Hotel MAE 434: Exam 3
Contents
1 3-View Drawing of Airplane 5
2 Weight & Balance (Class I) 8
3 Stability 10
4 Drag Polars 13
5 V-n Diagram 13
6 How Does an Airplane Fly? 16
Appendix A CG Calculation 18
Appendix B Stability 20
Appendix C V-n Diagram 21
References 24
2
Glossary
AC Aerodynamic Center
CAD Computer-Aided Design
CG Center of Gravity
LB Pounds
NACA National Advisory Committee for Aeronautics
V-n Velocity-Load Factor
3D Three Dimensional
3
List of Figures
1 Airplane Top View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Airplane Side View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3 Airplane Front View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4 Weight-CG Excursion Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
5 X̄ac and X̄cg vs. Sh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
6 Longitudinal Static Margin vs. Sh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
7 Cnβ vs. Sv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
8 Bieber Bouncer V-n Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
9 Airplane Forces [7] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
10 Airfoil Forces [8] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
11 Conanda Effect [9] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
List of Tables
1 Part Weights & Centers of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2 Operating Weights & Centers of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3 Takeoff Weights & Centers of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4 Weights & Centers of Gravity in Different Loading Scenarios . . . . . . . . . . . . . . . . . . 9
5 Aircraft Parameters (Exams 1 & 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
6 Stability & Control Derivatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4
1 3-View Drawing of Airplane

Top, side and front views of the aircraft are shown in the following figures along with dimensions and the
centers of gravity of each component group. Note that all dimensions are in feet.
30.33
14.36
MAE 434 - Exam 3

Scale 0.015
3.19
4, 9
PLANE_CSYS
3
5
1
2
z
y
6
8
Plane - Top View
Group Hotel
10.43
32.69
35.03
Figure 1: Airplane Top View
5
Group Hotel
4, 9 5
6
10.25 17.20
2
1 6 7 8
8.90
6.87
Figure 2: Airplane Side View

3
z
2.42
PLANE_CSYS
y x
Plane - Side View Scale 0.02
Group Hotel MAE 434 - Exam 3

MAE 434: Exam 3
Group Hotel
4, 9
5
7
2
1, 6, 7, 8
Figure 3: Airplane Front View

PLANE_CSYS
y x
20.16 9.88
Plance - Front View Scale 0.02
Group Hotel MAE 434 - Exam 3

MAE 434: Exam 3
2 Weight & Balance (Class I)

Initial calculations yielded a most aft CG that was behind the trailing edge of the wing. To account for this,
the wing was shifted aft by 6 inches.
Table 1: Part Weights & Centers of Gravity
No. Part Weight (lb) X (ft) Y (ft) Z (ft)

1 Engine Group 540 5.4100 0.0000 6.9000
2 Fuselage Group 597 15.6600 0.0000 7.5400
3 Landing Gear Group 100 12.3800 0.0000 3.5700
4 Wing 729 12.4000 0.0000 10.0200
5 Empennage Group 289 31.0900 0.0000 9.8800
All weights were determined using the CAD models with the exception of the engine group weight which was
determined using reference [6] and adding the weight of the propeller. Note that center of gravity locations
are with respect to the aircraft coordinate system.
Taking the sum of the component weights gives a total structural weight of 2255 lb. This is very close
to the empty weight of 2314 lb that was calculated in exam 1.
The next step is to calculate the center of gravity of the entire aircraft. This is done by taking the sum of
the weight times the position of each component as shown below.
P
Wi xi
xcg WE = = 13.9836f t (1)
WE
Similarly, ycg WE was found to be 0.0000 ft and zcg WE was found to be 8.3123 ft.
Table 2: Operating Weights & Centers of Gravity

6 Trapped Fuel and Oil 20 6.0000 0.0000 6.9000
7 Crew 350 9.8000 0.0000 6.9000
The trapped fuel and oil weight was assumed to be 20 lb as stated in exam 1. The crew complement is 2
crew members of 175 lb each. The centers of gravity of the trapped fuel and oil and the crew were estimated.
The operating weight center of gravity was calculated as shown below with a total operating weight, WOE ,
of 2625 lb.
P
Wi xi
xcg WOE = = 13.3650f t (2)
WOE
Similarly, the y location was found to be 0.0000 ft and the z location was found to be 8.1132 ft.
Table 3: Takeoff Weights & Centers of Gravity

8 Payload 662 13.4000 0.0000 6.9000
9 Fuel 740 12.4000 0.0000 10.0200
8
The payload and fuel weights were taken from exam 1. The centers of gravity were estimated. The overall
center of gravity was calculated as shown below with a takeoff weight of 4027 lb.
P
Wi xi
xcg WT O = = 13.1934f t (3)
WT O
The y location was found to be 0.0000 ft and the z location was found to be 8.2642 ft.
Weights and centers of gravity for each loading scenario have been tabulated below. The MATLAB code
that was used to compute these values can be found in appendix A
Table 4: Weights & Centers of Gravity in Different Loading Scenarios
Scenario Weight (lb) X (ft) Y (ft) Z (ft)

Empty Weight (WE ) 2255 13.9836 0.0000 8.3123
Empty Weight + Crew (WOE ) 2625 13.3650 0.0000 8.1132
Empty Weight + Crew + Fuel (WO ) 3287 13.4649 0.0000 8.7350
Empty Weight + Crew + Fuel + Payload (WT O ) 4027 13.1934 0.0000 8.2642
Empty Weight + Crew + Payload 3287 13.3720 0.0000 7.8689
Appendix A was also used to create a weight-CG excursion diagram as shown in figure 4.
Weight−CG Excursion Diagram
W_TO (4027)
Payload
Fuel
Weight (lbs)
Payload
Fuel
Crew + TFO
W_E (2255)
0.25c 0.75c
Most Fwd Most Aft
CG Location on Fuselage Station (in)
Figure 4: Weight-CG Excursion Diagram
9
The Bieber Bouncer will not tip over on the ground at any weight between WT O and WE . This conclusion
is proven through the interpretation of table 4, which notes the CG at WE , WOE , WO , WT O , and WT O -
fuel weight. In every circumstance the CG will lie between the front landing gear and main (rear) landing
gear. The closest point the CG will be to the main landing gear will occur at WE and will still be 0.7064
ft ahead of the rear landing gear (14.69 ft [location of main landing gear] - 13.9863 ft [location of CG at
WE ] = 0.7064 ft). The closest point that the CG will be to the front landing gear will occur at WT O and
will still be 6.6734 ft behind the front landing gear (13.1934 ft [location of WT O ] 6.52 ft [location of front
landing gear] = 6.6734 ft). Noting the table, all other CG locations will lie between these two points. Also,
the symmetric design of the aircraft concludes that the CG will not deviate off the longitudinal center line
of the aircraft (i.e. the CG of the y-axis is always 0 ft).
3 Stability
Table 5: Aircraft Parameters (Exams 1 & 2)
Quantity Value
c̄w 5.6 ft
c̄h 3.5 ft
S 225.7 f t2
To determine the longitudinal static stability margin of the aircraft, the aerodynamic center must first be
calculated. This can be done using equation 4. The lift-curve slope values for both the horizontal and vertical
tails (CLαh and CLβv ) where calculated to be 6.6119/radian. This value was determined using available data
on the lift-curve of a NACA 0012 airfoil which is the airfoil that both the horizontal and vertical tails utilize.
All stability and control derivatives that were used have been tabulated in table 6.

∂ Sh
CLah 1− ∂αh S X̄ach
X̄a.c,W F + CLαW F
X̄a.c,A =
∂h

Sh
= 0.9903f t (4)
CLah 1− ∂α S
1+ CLαW F
Note that this calculated value is a ”bar” value. This means that it is a fraction of the mean wing chord.
Next, the longitudinal static margin can be calculated using the following equation.
∂CM
= X̄cg − X̄ac = −0.4933 (5)
∂CL
This is a rather large static margin. This indicates that some design changes must be made to achieve
stability. The geometric property that must be manipulated is the horizontal tail area. The aerodynamic
center and center of gravity as a fraction of the mean wing chord has been plotted versus the horizontal tail
area in figure 5.
10
Horizontal Tail Area vs. Xac and Xcg

1.4
Xac and Xcg as a Fraction of Chord Length

1.2
0.8
0.6
0.4
0.2 Xac
X
cg
0
0 10 20 30 40 50 60 70 80
Horizontal Tail Area, Sh (ft2)
Figure 5: X̄ac and X̄cg vs. Sh
The longitudinal static margin was also plotted as a function of the horizontal tail area.
Horizontal Tail Area vs. Longitudinal Static Margin

0.6
0.4
Longitudinal Static Margin
0.2
−0.2
−0.4
−0.6
Longitudinal Static Margin
Target
−0.8
0 10 20 30 40 50 60 70 80
Horizontal Tail Area, Sh (ft2)
Figure 6: Longitudinal Static Margin vs. Sh
11
The target line in figure 6 indicates the target static margin of 5%, or -0.05. The point where this line
intersects with the static margin line is the horizontal tail area required to achieve this. This area was found
to be 26.6748 f t2 . This is significantly less than the previously calculated value from exam 2 of 67.4 f t2 .
The new X̄a.c,A was calculated to be 0.5470.
Table 6: Stability & Control Derivatives
Quantity Value
CLαW F 6.0/radian
CLαh 6.6119/radian
CM δE -1.0/radian
δh /δα 0
CN βW F -0.300/radian
CN βv 6.6119/radian
CN δr -0.074/radian
The yawing moment due to sideslip coefficient, Cnβ , of the aircraft was also calculated using the following
equation where Sv is the vertical tail area calculated in exam 2 of 32.1 f t2 and Xv is the distance from the
center of gravity of the aircraft to the aerodynamic center of the vertical tail which was calculated to be
16.64 ft.

Sv Xv
Cnβ = Cnβ W F + Cnβ v = 0.0015 (6)
S b
Cnβ was plotted for a range of vertical tail areas.
x 10
−3 Vertical Tail Area vs. Yaw Moment Due to Sideslip
8
6
Yaw Moment Due to Sideslip Cnβ
−2
−4 Cnβ
Target Cnβ
−6
0 10 20 30 40 50 60
Vertical Tail Area, Sv (ft2)
Figure 7: Cnβ vs. Sv
12
The target line in figure 7 represents the target Cnβ of 0.0010 per degree. The intersection of this line with
the blue line indicates the required vertical tail area to achieve this. This value was found to be 29.5372
f t2 . This is very close to the calculated vertical tail area from exam 2 of 32.1 f t2 .
The MATLAB code used to perform the calculations discussed in this section can be found in appendix
B.
The Bieber Bouncer was chosen to have inherent stability, so a control analysis was not necessary.
4 Drag Polars
The wetted area, Swet , was calculated using the 3D CAD model of the aircraft. This value was determined
to be 948 f t2 .
The parasite drag is defined as follows
f
CD o = (7)
S
where f is the equivalent parasite area and S is the wing area. The equivalent parasite area can be calculated
using the following equation
log10 f = a + b log10 Swet (8)
where a and b are defined as -2.0458 and 1.0 respectively (table 3.4 [3]). These values correspond to a skin
friction coefficient, cf , of 0.0090 which was determined from historical data of similarly sized aircraft using
figure 3.21a of [3]. Using these values, and the wing area from table 5, f was found to be 8.531 and the
parasite drag coefficient was found to be 0.0378.
In exam 1, the parasite drag coefficient was estimated. First, an estimate of the wetted area was calcu-
lated using the following equation.
log10 Swet = c + d log10 WT O (9)
Using the takeoff weight from exam 1 (4086 lb) and the values of c and d for a single engine propeller driven
aircraft of 1.0892 and 0.5147 respectively (table 3.5 [3]), the wetted area was calculated to be 887 f t2 . Using
this wetted area, the parasite drag coefficient was calculated using equations 7 and 8. This value of f was
found to be 7.982 and the drag coefficient was 0.0354.
In conclusion, the parasite drag coefficient calculated using the more accurate value of the wetted area,
came out to be only 6.8 % different than the preliminary value from exam 1.
5 V-n Diagram
The construction of the V-n diagram requires the calculation of the various speed limits of the aircraft such
as cruise speed, dive speed, positive and negative stall speeds and maneuvering speed.
The positive stall speed was calculated using the following equation
13
s
2 WST O

VS = = 58.95kts (10)
ρCN,max
where CN,max is defined as 1.1 times the maximum lift coefficient which was calculated in exam 1 to be
1.6. Similarly, the negative 1g stall speed was calculated but using CN,max,neg instead which was defined as
1.1 times the negative maximum lift coefficient which was given as -1.20. The negative 1g stall speed was
calculated to be 68.07 kts.
Next, the design cruise speed can be calculated using the following equation.
r
WT O
V C ≥ kc = 139.39kts (11)
S
kc is defined as 33 for normal category airplanes with a wing loading up to 20 psf. The dive speed was simply
calculated to be 1.25 times the design cruise speed. This value was found to be 174.24 kts.
Next, the positive and negative limit load factors must be calculated.
24000
nlimpos = 2.1 + = 3.81 (12)
WT O + 10000
nlimneg is defined as -0.4 times nlimpos . This comes out to be -1.52.
The next step is to determine the cruise and dive gust load factor lines. This was done using a speed
ranging from 0 to the dive speed. The lines were calculated using the following equation.
Kg Ude V CLα
nlim = 1 + (13)
498 WST O

Kg is the gust alleviation factor which is defined as follows.
0.88µg
Kg = = 0.6906 (14)
5.3 + µg
µg is also defined as follows.
2 WST O

µg = = 19.3257 (15)
ρc̄gCLα
Ude is the derived gust velocity. For this aircraft it is 50 ft/s for cruise and 25 ft/s for dive.
Finally, the maneuvering speed can be computed.
√
VA = VS nlimpos = 115.08kts (16)
All of this data was plotted to construct the final V-n diagram as seen in figure 8. The accompanying
MATLAB code can be found in appendix C.
14
Bieber Bouncer V−n Diagram
5
Group Hotel
nLim,Pos = 3.811
VC = 139.3924 kts
4
3
+Vc Gust Line
2 +Vd Gust Line
15
VA = 115.0838 kts
1
VS = 58.9516 kts
Speed, V
Load Factor ~ n
0
(knots)
V = 68.0714 kts
S,neg
Figure 8: Bieber Bouncer V-n Diagram

−Vd Gust Line
−1
−2
nLim,Neg = −1.5244
−Vc Gust Line VD = 174.2405 kts
−3
MAE 434: Exam 3
6 How Does an Airplane Fly?

The miracle of flight has long perplexed and inspired human beings, including Justin Bieber. The question,
”how do airplanes fly?” has generated a great many responses and theories. Perhaps the best way to answer
this question is to highlight key concepts from leading theories.
Paraphrasing Newton’s Third Law, we know that every action has an equal and opposite reaction. Ap-
plying this to the flight of a fixed-wing aircraft, we can see that a downward push on the air from the wings
on an airplane in flight must result in the air pushing back up on the wings, thus keeping the aircraft in
flight. For example, a horizontally mounted airfoil such as the wing, canard, or horizontal tail, at a positive
angle of attack, will deflect air downwards resulting in an upward force on that airfoil from the air. Likewise,
this concept can be applied to the other control surfaces on the airplane such as the ailerons, elevators, and
rudder, which may cause it to roll, pitch, and yaw, respectively. The vertical tail and its accompanying
rudder deflect air laterally. Other forces that correspond to Newton’s law are represented in terms of weight,
lift, thrust, and drag. It is the balancing of these forces which cause an airplane to take off, climb, maneuver,
descend, and land.
Figure 9: Airplane Forces [7]
Secondly, Bernoulli’s principle of ”equal transit times” helps to identify the effect the camber of an airfoil
has on aircraft flight. Most wings of aircraft have a cambered shape with the upper surface being longer
than the bottom surface with respect to the center chord line. As an aircraft travels through the air, air
flowing over the wing is affected by this difference in upper and lower curves. The air flow over the longer
top surface must travel faster than that under the bottom surface in order for the split air particles to meet
back at the same position at the trailing edge of the airfoil. This increased velocity of air over the top of
the wing results in a lower pressure above the wing than below the wing. In turn, the associated pressure
differential will induce lift onto the airplane, even at a zero or negative angle of attack depending on the
camber.
16
Figure 10: Airfoil Forces [8]
Finally, the Coanda effect describes the tendency of a moving fluid to ”stick” to a nearby surface. Similar to
the effect described by Bernoulli in the previous paragraph, we know that the air is ”bent” over the surface
of a wing due to its camber. Henri Coanda described the effect as the ”deviation of a plain jet of a fluid
that penetrates another fluid in the vicinity of a convex wall.” Quite simply, air moving over a wing or other
control surface can be bent to induce lift, drag, or move the airplane in a variety of directions. See figure
below for a visual description of this concept.
Figure 11: Conanda Effect [9]
17
A CG Calculation
% MAE 434, Exam 3

% Calculations
close all; fclose all; clear all; clc;
% CG Stuff
cg = [5.41 0 6.9;... % engine
15.66 0 7.54;... % fuselage
12.38 0 3.57;... % landing gear
12.40 0 10.02;... % wing
31.09 0 9.88;... % empennage
6 0 6.9;... % tfo
9.8 0 6.9;... % crew
13.4 0 6.9;... % payload
12.40 0 10.02]; % fuel
parts = {'Engine Group', 'Fuselage Group', 'Landing Gear Group',...

'Wing', 'Empennage Group', 'Trapped Fuel and Oil', 'Crew', ...
'Payload', 'Fuel'};
weights = [540;597;100;729;289;20;350;662;740];
fid = fopen('Data/CGLocations1.csv', 'w');

fprintf(fid, 'No,Part,Weight,X,Y,Z\n');
for i = 1:5
item = cg(i,:);
fprintf(fid, '%d,%s,%d,%0.4f,%0.4f,%0.4f\n', i, parts{i}, ...
weights(i), cg(i,1), cg(i,2), cg(i,3));
end
fclose(fid);
for i = 6:7
item = cg(i,:);
end
fclose(fid);
for i = 8:9
item = cg(i,:);
end
fclose(fid);
lec x = 10.42*12;
tec x = 15.96*12;
W E = sum(weights(1:5));
x cg W E = sum(cg(1:5,1) .* weights(1:5)) / W E;
y cg W E = sum(cg(1:5,2) .* weights(1:5)) / W E;
z cg W E = sum(cg(1:5,3) .* weights(1:5)) / W E;
writeToFile(W E, 'Data/W E.txt', '%0.0f');
writeToFile(x cg W E , 'Data/x cg W E.txt', '%0.4f');
writeToFile(y cg W E , 'Data/y cg W E.txt', '%0.4f');
writeToFile(z cg W E , 'Data/z cg W E.txt', '%0.4f');
W OE = sum(weights(1:7));
x cg W OE = sum(cg(1:7,1) .* weights(1:7)) / W OE;
y cg W OE = sum(cg(1:7,2) .* weights(1:7)) / W OE;
z cg W OE = sum(cg(1:7,3) .* weights(1:7)) / W OE;
writeToFile(W OE, 'Data/W OE.txt', '%0.0f');
writeToFile(x cg W OE , 'Data/x cg W OE.txt', '%0.4f');
18
writeToFile(y cg W OE , 'Data/y cg W OE.txt', '%0.4f');

writeToFile(z cg W OE , 'Data/z cg W OE.txt', '%0.4f');
W O = sum(weights) − weights(9); % without payload

x cg W O = (sum(cg(:,1) .* weights) − (cg(end−1,1) .*...
weights(end−1))) / W O;
y cg W O = (sum(cg(:,2) .* weights) − (cg(end−1,2) .*...
z cg W O = (sum(cg(:,3) .* weights) − (cg(end−1,3) .*...
writeToFile(W O, 'Data/W O.txt', '%0.0f');
writeToFile(x cg W O , 'Data/x cg W O.txt', '%0.4f');
writeToFile(y cg W O , 'Data/y cg W O.txt', '%0.4f');
writeToFile(z cg W O , 'Data/z cg W O.txt', '%0.4f');
W OEpay = sum(weights(1:8)); % with payload without fuel

x cg W OEpay = sum(cg(1:8,1) .* weights(1:8)) / W OEpay;
y cg W OEpay = sum(cg(1:8,2) .* weights(1:8)) / W OEpay;
z cg W OEpay = sum(cg(1:8,3) .* weights(1:8)) / W OEpay;
writeToFile(W OEpay, 'Data/W OEpay.txt', '%0.0f');
writeToFile(x cg W OEpay , 'Data/x cg W OEpay.txt', '%0.4f');
writeToFile(y cg W OEpay , 'Data/y cg W OEpay.txt', '%0.4f');
writeToFile(z cg W OEpay , 'Data/z cg W OEpay.txt', '%0.4f');
W TO = sum(weights);
x cg W TO = sum(cg(:,1) .* weights) / W TO;
y cg W TO = sum(cg(:,2) .* weights) / W TO;
z cg W TO = sum(cg(:,3) .* weights) / W TO;
writeToFile(W TO, 'Data/W TO.txt', '%0.0f');
writeToFile(x cg W TO , 'Data/x cg W TO.txt', '%0.4f');
writeToFile(y cg W TO , 'Data/y cg W TO.txt', '%0.4f');
writeToFile(z cg W TO , 'Data/z cg W TO.txt', '%0.4f');
% Weight−CG Excursion Diagram

figure1 = figure;
axes1 = axes('Parent',figure1,...
'YTickLabel',{['W E (' num2str(W E) ')'],...
['W TO (' num2str(W TO) ')']},...
'YTick',[W E W TO],...
'XTickLabel',{'Most Fwd','Most Aft'},...
'XTick',[x cg W TO *12 x cg W O *12]);
min = lec x+(5.6*12*0.4);
max = tec x−(5.6*12*0.3);
ylim([2000 4200]);
xlim([min−4 max+4]);
grid(axes1,'on');
hold(axes1,'all');
xlabel('CG Location on Fuselage Station (in)', 'FontSize', 14);
ylabel('Weight (lbs)', 'FontSize', 14);
title('Weight−CG Excursion Diagram', 'FontSize', 14);
plot(x cg W E *12, W E, '.r', 'MarkerSize', 25);
plot(x cg W OE *12, W OE, '.b', 'MarkerSize', 25);
plot(x cg W O *12, W O, '.k', 'MarkerSize', 25);
plot(x cg W OEpay *12, W OEpay, '.m', 'MarkerSize', 25);
plot(x cg W TO *12, W TO, '.g', 'MarkerSize', 25);
arrow([x cg W E *12 W E], [x cg W OE *12 W OE], 'Length', 10);
arrow([x cg W OE *12 W OE], [x cg W O *12 W O], 'Length', 10);
arrow([x cg W O *12 W O], [x cg W TO *12 W TO], 'Length', 10);
arrow([x cg W TO *12 W TO], [x cg W OEpay *12 W OEpay], 'Length', 10);
arrow([x cg W OEpay *12 W OEpay], [x cg W OE *12 W OE], 'Length', 10);
annotation(figure1,'textarrow',[0.392857142857143 0.471428571428571],...
[0.768047619047622 0.721428571428572],'TextEdgeColor','none',...
'String',{'Fuel'});
'String',{'Payload'});
19
'String',{'Payload'});
'String',{'Fuel'});
'String',{'Crew + TFO'});
[lec xf, Yf] = ds2nfu(min, 0)

[tec xf, Yf] = ds2nfu(max, 0)
ax2 = axes('Parent',figure1,...
'Position',[lec xf 0.152380952380952...
tec xf−lec xf 0.00714285714285714],...
'XTickLabel',{'0.25c','0.75c'},...
'XTick',[0 1]);
saveas(figure1, 'Figures/WeightCG.eps', 'epsc2');
B Stability
% MAE 434, Exam 3

% Stability
S = 225.7; % ftˆ2
Sh = 67.4; % ftˆ2
cw = 5.6; % ft
ch = 3.5; % ft
cbar le = 7.22; % ft
nose x = 3.19; % ft
Xacwf bar = (0.75 * cbar le) / cw; % ft
CLalphah = 0.1154 * (180 / pi); % /radian
CLalphawf = 6; % /radian
dehda = 0;
Xcg = dlmread('Data/x cg W TO.txt') − nose x − cbar le; % ft
Xcg aft = dlmread('Data/x cg W E.txt') − nose x − cbar le; % ft
Xcg bar = Xcg / cw;
Xach bar = ((0.25 * ch) + 18.78) / cw; % ft
length = 31.71; % ft
Xcg bar aft = Xcg aft / cw;
Sh = 0:0.1:80;
F = 1 + ((CLalphah * (1 − dehda) * (Sh / S))) / CLalphawf;
Xaca bar = ((Xacwf bar + (CLalphah * (1 − dehda) * (Sh / S) *...
Xach bar)) / CLalphawf) ./ F;
hFig = figure;
hold on; grid on;
plot(Sh , Xaca bar, '−b', 'LineWidth', 2);
plot([Sh (1) Sh (end)], [Xcg bar aft Xcg bar aft], '−r', 'LineWidth', 2);
title('Horizontal Tail Area vs. X {ac} and X {cg}', 'FontSize', 14);
xlabel('Horizontal Tail Area, S h (ftˆ2)', 'FontSize', 14);
ylabel('X {ac} and X {cg} as a Fraction of Chord Length', 'FontSize', 14);
l = legend('X {ac}', 'X {cg}', 'Location', 'SouthEast');
set(l, 'FontSize', 14);
saveas(hFig, 'Figures/XacSh.eps', 'epsc2');
idx = find(Sh == Sh, 1);

margin = Xcg bar − Xaca bar;
writeToFile(margin(idx), 'Data/margin.txt', '%0.4f');
writeToFile(Xaca bar(idx), 'Data/Xaca.txt', '%0.4f');
hFig = figure;
hold on; grid on;
20
plot(Sh , margin, '−b', 'LineWidth', 2);

plot([Sh (1) Sh (end)], [−0.05 −0.05], '−−r');
title('Horizontal Tail Area vs. Longitudinal Static Margin', 'FontSize', 14);
xlabel('Horizontal Tail Area, S h (ftˆ2)', 'FontSize', 14);
ylabel('Longitudinal Static Margin', 'FontSize', 14);
l = legend('Longitudinal Static Margin', 'Target', 'Location', 'SouthWest');
saveas(hFig, 'Figures/LongStaticMargin.eps', 'epsc2');
syms Shsym;
Xaca bar new = Xcg bar + 0.05;
F = 1 + ((CLalphah * (1 − dehda) * (Shsym / S))) / CLalphawf;
Shnew = solve(Xaca bar new == (((Xacwf bar + (CLalphah * (1 − dehda) *...
(Shsym / S) * Xach bar)) / CLalphawf) ./ F));
writeToFile(Xaca bar new, 'Data/Xaca new.txt', '%0.4f');
writeToFile(double(Shnew), 'Data/Sh new.txt', '%0.4f');
% Yaw Moment
CLbetav = 0.1154;
Cnbetawf = −0.3 * (pi / 180);
Cndr = −0.074 * (pi / 180);
cvbar = 2.575625; % ft
Sv = 32.1; % ftˆ2
b = 40.3; % ft
Xv = (cvbar * 0.25) + (18.78 − Xcg);
Sv = 0:0.1:60;
idx = 322;%find(Sv == Sv, 1);
Cnbeta = (Cnbetawf + CLbetav * (Sv / S) * (Xv / b));
newSv = ((0.001 − Cnbetawf) / (CLbetav * (Xv / b))) * S;
writeToFile(Cnbeta(idx), 'Data/Cnbeta.txt', '%0.4f');
writeToFile(newSv, 'Data/Sv new.txt', '%0.4f');
hFig = figure;
hold on; grid on;
plot(Sv , Cnbeta, '−b', 'LineWidth', 2);
plot([Sv (1) Sv (end)], [0.001 0.001], '−−r');
title('Vertical Tail Area vs. Yaw Moment Due to Sideslip', 'FontSize', 14);
xlabel('Vertical Tail Area, S v (ftˆ2)', 'FontSize', 14);
ylabel('Yaw Moment Due to Sideslip C {n\beta}', 'FontSize', 14);
l = legend('C {n\beta}', 'Target C {n\beta}', 'Location', 'SouthEast');
saveas(hFig, 'Figures/YawSideslip.eps', 'epsc2');
C V-n Diagram
% MAE 434, Exam 3

% V−n Diagram
S = 225.7; % ftˆ2
c = 5.6; % ft
b = 40.3; % ft
W TO = dlmread('Data/W TO.txt'); % lb
rho cruise = 0.002048; % slug/ftˆ3

g = 32.2; % ft/sˆ2
CLalpha = 5.0; % /radians
CLmax = 1.6;
CLmaxneg = −1.20;
CDmax = 0.0387 + 0.0398 * CLmaxˆ2;
CNmax = 1.1 * CLmax;
CNmaxneg = 1.1 * CLmaxneg;
21
mu g = (2 * (W TO / S)) / (rho cruise * c * g * CLalpha);
% Stall Speed
V S = sqrt((2 * (W TO / S)) / (rho cruise * CNmax)); % ft/s
V S = V S * 0.592484; % convert to knots
writeToFile(V S, 'Data/V S.txt', '%0.2f');
V Sneg = sqrt((2 * (W TO / S)) / (rho cruise * abs(CNmaxneg))); % ft/s

V Sneg = V Sneg * 0.592484; % convert to knots
writeToFile(V Sneg, 'Data/V Sneg.txt', '%0.2f');
% Cruise Speed
kc = 33;
V C = kc * sqrt(W TO / S); % knots
writeToFile(V C, 'Data/V C.txt', '%0.2f');
% Dive Speed
V D = 1.25 * V C; % knots
writeToFile(V D, 'Data/V D.txt', '%0.2f');
% Limits
n limpos = 2.1 + (24000 / (W TO + 10000));
n limneg = −0.4 * n limpos;
writeToFile(n limpos, 'Data/n limpos.txt', '%0.2f');
writeToFile(n limneg, 'Data/n limneg.txt', '%0.2f');
% Gust Lines
V = 0:0.1:V D; % knots
Kg = (0.88 * mu g) / (5.3 + mu g);
writeToFile(Kg, 'Data/Kg.txt', '%0.4f');
writeToFile(mu g, 'Data/mu g.txt', '%0.4f');
Ude cruise = 50; % ft/s
Ude dive = 25; % ft/s
n lim cruise = 1 + ((Kg * Ude cruise * V * CLalpha) / (498 * (W TO / S)));
n lim dive = 1 + ((Kg * Ude dive * V * CLalpha) / (498 * (W TO / S)));
% Maneuvering Speed
V A = V S * sqrt(n limpos); % knots
writeToFile(V A, 'Data/V A.txt', '%0.2f');
hFig = figure;
hold on; grid on;
ylim([−3 5]);
plot([V A V A], [0 n limpos], '−−b');
plot([V C V C], [0 n limpos], '−−b');
x = 1 + ((Kg * Ude cruise * V C * CLalpha) / (498 * (W TO / S)));

plot([V C V C], [x n limpos], '−b', 'LineWidth', 2);
Vx max = ((n limpos − 1) * (498 * (W TO / S))) / (Kg * Ude cruise * CLalpha);
plot([V C Vx max], [x n limpos], '−g', 'LineWidth', 2);
y = 1 − ((Kg * Ude dive * V D * CLalpha) / (498 * (W TO / S)));

plot([V D V D], [y n limpos], '−b', 'LineWidth', 2);
plot([V S V S], [0 1], '−b', 'LineWidth', 2);

plot([V Sneg V Sneg], [0 −1], '−b', 'LineWidth', 2);
plot([V(1) V A], [n limpos n limpos], '−−r');
plot([V A V C], [n limpos n limpos], '−r', 'LineWidth', 2);
plot([Vx max V D], [n limpos n limpos], '−r', 'LineWidth', 2);
V1a = 0:1:V S;
plot(V1a, V1a.ˆ2 / (V Aˆ2 / n limpos), '−−m');
V1b = V S:1:V A;
plot(V1b, V1b.ˆ2 / (V Aˆ2 / n limpos), '−m', 'LineWidth', 2);
V2a = 0:1:sqrt(−1 * (V Snegˆ2 / −1));
plot(V2a, V2a.ˆ2 / (V Snegˆ2 / −1), '−−m');
V2b = V Sneg:1:sqrt(n limneg * (V Snegˆ2 / −1));
plot(V2b, V2b.ˆ2 / (V Snegˆ2 / −1), '−m', 'LineWidth', 2);
22
Vx min = −((n limneg − 1) * (498 * (W TO / S))) / (Kg * Ude cruise * CLalpha);

plot([V2b(end) Vx min], [n limneg n limneg], '−r', 'LineWidth', 2);
plot([V(1) Vx min], [n limneg n limneg], '−−r');
y = 1 − ((Kg * Ude dive * V D * CLalpha) / (498 * (W TO / S)));

plot([Vx min V D], [n limneg y], '−g', 'LineWidth', 2);
plot(V, n lim dive, '−−g');

plot(V, 2−n lim dive, '−−g');
V3a = 0:0.1:Vx min;

n lim cruise = 1 − ((Kg * Ude cruise * V3a * CLalpha) / (498 * (W TO / S)));
plot(V3a, n lim cruise, '−−g');
V3b = 0:0.1:Vx max;

n lim cruise = 1 + ((Kg * Ude cruise * V3b * CLalpha) / (498 * (W TO / S)));
plot(V3b, n lim cruise, '−−g');
plot([V S V Sneg], [0 0], '−k', 'LineWidth', 2);
set(gca, 'XTick', [], 'XColor', [1 1 1]);

plot(0:1:200, zeros(1,201), 'k−');
plot(0:1:200, zeros(1,201)−3, 'k:');
text(V A − 40, 1.15, [{['V A = ' num2str(V A) ' kts']}]);

arrow([V A − 20 1], [V A 0.4], 'Length', 8);
text(V C + 20, n limpos + 0.5, [{['V C = ' num2str(V C) ' kts']}]);

arrow([V C + 20 n limpos + 0.5], [V C n limpos − 1], 'Length', 8);
text(V A, −2.5, [{['V D = ' num2str(V D) ' kts']}]);

arrow([V A + 20 −2.2], [V D 1], 'Length', 8);
text(V A − 25, −0.5, [{['V {S,neg} = ' num2str(V Sneg) ' kts']}]);
arrow([V A − 25 −0.5], [V Sneg −0.6], 'Length', 8);
text(V A − 45, 0.5, [{['V S = ' num2str(V S) ' kts']}]);

arrow([V A − 45 0.5], [V S 0.5], 'Length', 8);
text(25, 4.5, [{['n {Lim,Pos} = ' num2str(n limpos)]}]);

arrow([35 4.3], [32 n limpos], 'Length', 8);
text(4, −2.4, [{['n {Lim,Neg} = ' num2str(n limneg)]}]);

arrow([28 −2.1], [32 n limneg], 'Length', 8);
annotation(hFig,'textarrow',[0.342857142857143 0.419642857142857],...
[0.699 0.673809523809524],'TextEdgeColor','none','String',{'+Vc Gust Line'});
'String',{'+Vd Gust Line'});
'String',{'−Vd Gust Line'});
[0.175190476190476 0.3],'TextEdgeColor','none','String',{'−Vc Gust Line'});
text(202, 0, [{'Speed, V','(knots)'}]);
title('Bieber Bouncer V−n Diagram', 'FontSize', 14);

ylabel('Load Factor ˜ n', 'FontSize', 14);
xlabel(' ');
saveas(hFig, 'Figures/VnDiagram.eps', 'epsc2');
23
References
[1] Coleman, Deaver, Nowak, Rubino. MAE 434 Exam 1. 2014.
[2] Coleman, Deaver, Nowak, Rubino. MAE 434 Exam 2. 2014.
[3] Roskam, Jan. Airplane Design. Vol. 1. Lawrence, Kansas: DARcorporation, 2005. Print.
[6] Continental. IO-550-G Engine Specifications. http://www.tcmlink.com/EngSpecSheetDocs/IO550G.pdf
[7] http://www.cap-ny153.org/forcesdrag.htm
[8] http://lurnq.com/lesson/Aerodynamics-The-Physics-of-Flying-a-Plane/section/Airfoils-And-Stalls/
[9] http://en.wikipedia.org/wiki/Wing
24

Exam 3 - The Bieber Bouncer: University at Buffalo

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Exam 3 - The Bieber Bouncer: University at Buffalo

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University at Buffalo

Exam 3 - The Bieber Bouncer

May 16, 2014

2 Weight & Balance (Class I) 8

6 How Does an Airplane Fly? 16

Appendix C V-n Diagram 21

1 3-View Drawing of Airplane

MAE 434 - Exam 3

Plane - Top View

Figure 1: Airplane Top View

Figure 2: Airplane Side View

Plane - Side View Scale 0.02

Group Hotel MAE 434 - Exam 3

Figure 3: Airplane Front View

Plance - Front View Scale 0.02

Group Hotel MAE 434 - Exam 3

2 Weight & Balance (Class I)

Table 1: Part Weights & Centers of Gravity

No. Part Weight (lb) X (ft) Y (ft) Z (ft)

Table 2: Operating Weights & Centers of Gravity

No. Part Weight (lb) X (ft) Y (ft) Z (ft)

Table 3: Takeoff Weights & Centers of Gravity

No. Part Weight (lb) X (ft) Y (ft) Z (ft)

Table 4: Weights & Centers of Gravity in Different Loading Scenarios

Scenario Weight (lb) X (ft) Y (ft) Z (ft)

Weight−CG Excursion Diagram

Figure 4: Weight-CG Excursion Diagram

Table 5: Aircraft Parameters (Exams 1 & 2)

Horizontal Tail Area vs. Xac and Xcg

Xac and Xcg as a Fraction of Chord Length

Figure 5: X̄ac and X̄cg vs. Sh

Horizontal Tail Area vs. Longitudinal Static Margin

Figure 6: Longitudinal Static Margin vs. Sh

Table 6: Stability & Control Derivatives

Cnβ was plotted for a range of vertical tail areas.

Figure 7: Cnβ vs. Sv

The parasite drag is defined as follows

log10 f = a + b log10 Swet (8)

log10 Swet = c + d log10 WT O (9)

nlimneg is defined as -0.4 times nlimpos . This comes out to be -1.52.

Kg is the gust alleviation factor which is defined as follows.

µg is also defined as follows.

Finally, the maneuvering speed can be computed.

2 +Vd Gust Line

Figure 8: Bieber Bouncer V-n Diagram

6 How Does an Airplane Fly?

Figure 9: Airplane Forces [7]

Figure 10: Airfoil Forces [8]

Figure 11: Conanda Effect [9]

% MAE 434, Exam 3

close all; fclose all; clear all; clc;

parts = {'Engine Group', 'Fuselage Group', 'Landing Gear Group',...

fid = fopen('Data/CGLocations1.csv', 'w');

writeToFile(y cg W OE , 'Data/y cg W OE.txt', '%0.4f');

W O = sum(weights) − weights(9); % without payload

W OEpay = sum(weights(1:8)); % with payload without fuel

% Weight−CG Excursion Diagram

[lec xf, Yf] = ds2nfu(min, 0)

% MAE 434, Exam 3

close all; fclose all; clear all; clc;

idx = find(Sh == Sh, 1);

plot(Sh , margin, '−b', 'LineWidth', 2);

% MAE 434, Exam 3