F2009.rasce Overview

DRAFT
Rapid Air System Concept Exploration (RASCE)
Overview
July 2009
University of Texas at Austin Air System Laboratory

Armand J. Chaput, Director
DRAFT
© 2009 Armand J. Chaput
Rapid Air System Concept Exploration
•  A physics-based, conceptual level, air system design and

analysis modeling and simulation (M&S) system
•  Originally developed as an educational tool to support
student exploration of a wide range of unmanned air
system (UAS) design and operational concepts during a
single semester conceptual design course
•  Subsequently applied to government and industry projects
•  Runs in real time on a standard laptop
•  No laborious input data preparation and/or hand
calculations
-  Experienced users can go from initial concept to complete
vehicle sized to standard mission rules in < 1 hour
•  Ideally suited for trade study concept exploration
- Configuration variables can be carefully and systematically
controlled over a broad trade space
Overall approach
RASCE uses parametric geometry models in lieu of

drawings to generate data for aero, weight and
propulsion analysis and mission performance
- Physically captures important design variables with
minimum time and effort required to generate them
Uses integrated full mission analysis from the beginning
to determine design, requirement and technology drivers
-  Sizes for actual missions, reduces dependence on
(1) Configuration insensitive rule-of-thumb estimates
-  Empty weight fraction, fuel fraction for climb, etc.
(2) State-of-the-art technology insensitive models
Quickly and systematically evaluate a wide range of
concepts
-  Select preferred concepts and technologies based on data
Geometry models – why?
Drawing and analyzing airplanes takes time

- Up front trade studies need to address a wide range of
concepts and time is always at a premium
And sometimes design teams fall in love with their
initial concepts
-  Alternate concepts don’t get much attention
RASCE uses simple analytical geometry models for
initial trade studies and concept screening
- Physically capture the important design variables but
minimize the time and effort required to assess them
Use RASCE to develop a “best” configuration concept
- Then draw and analyze it to confirm estimates

RASCE methodology overview
Physics based parametric design and analysis method systema-
tically and consistently sizes/calculates performance for subsonic
Battery Electric (BEProp), ICProp, TBProp or TBFan air vehicles
-  Aerodynamic lift and drag buildup methods capture critical wetted area
and wing-body-tail geometry features (inc. interference and Rn effects)
-  Standard atmosphere models capture no-wind altitude effects
-  Generic propulsion models calculate thrust and fuel flow as a function
of power setting, speed and altitude for (1) turboprop/fans [defined by
bypass ratio, specific thrust, fuel-to-air ratio and thrust-to-weight] or (2)
IC or electric motor propeller installations
-  Mass property models capture key weight drivers using airframe wetted
area/unit weights, installed propulsion thrust-to-weight and subsystem
weight fraction methods and length fraction based c.g. calculations
-  Geometry models capture key configuration design features, areas,
volumes component locations and geometry interactions
-  Sizing relationships iterate volume and stability available vs. required to
generate and “draw” concepts that uniquely meet mission requirements
RASCE problem definition
Parametric designs are defined in absolute and relative terms
-  Payload weight, volume, number of engines are absolute values
-  Fuselage diameter can be input as an absolute value or iterated
to meet volume requirements
-  Forebody, aftbody and length are defined relative to diameter
- Aero and propulsion parameters [Oswald efficiency (e), fuel-to-
air ratio (f/a), etc.] are defined as absolute values
- Everything else (wing, tails, engines, nacelles,etc.) is defined in
relative terms (AR, W0/Sref, BHp0/W0, tail volume coefficients
(TVC) , BHp0/Weng, unit weights, etc.)
Missions (taxi and takeoff times, operating radius, landing
reserves, etc.) are described in absolute terms
-  One is a “design” mission, the other a “fall out”
-  The UA is sized or (i.e. “scaled”) to the design mission
-  The other mission is flown with a “fall out” air vehicle
-  Payload, fuel and mission definition are the only variables
RASCE example problem
2007 DoD UAS Roadmap

RASCE input notation
Text type and fill color are used to identify inputs

-  Similar type/component input descriptions identified by fill color
-  Numerical input cells have light green fill and underlined bold text
-  Slider bar input values shown in bold blue text with light green fill
Output values are in cells with no fill color
-  Sometimes bold and sometimes mixed in with input values
-  When mixed with inputs, typically denote minima or maxima
Slider bar variable values
shown in bold blue type
Other input cells use bold green or blue
with pale green fill underlined text with pale green fill
FSht a.c./Lf 1.05 Numerical inputs entered in
BLht/(b/2) 1.00 Horiz. Tail cells with blue underlined
Number (per fuselage) 1
HT area fraction (Kht) - initial est 0.25
text and pale green fill
AR 1.00 AR 1.00
Taper 1 Slider values repeated in non-
HT Sweep (deg) 45 Sweep 45 bold blue text, typing in these
TVC - ht 0.174 TVC - ht 0.174
Kht 0.0397
cells enters data and de-
activates slider
Slider bars used for inputs Fill color used to identify Calculated values output
requiring frequent adjustment similar component inputs in cells with no fill
Input cell comments expand definitions

Methodology Overview
Overall problem definition

- Concepts of operation
-  Requirements
-  Engine type Integrated Performance
Geometry and mass models iterate together to achieve convergence
Performance
-  Initial estimates -  Mission convergence -  Input
-  User inputs -  Requirement convergence -  Mission definition
-  Parametric comparisons -  Calculate
Geometry -  Parametric adjustments -  Takeoff
-  Parametric Inputs -  Climb
-  Parametric Models -  Turn
-  Fuselage(s) Converged solution -  Accelerate
-  Nacelle(s) -  System performance -  Cruise
-  Wings -  Trade Studies -  Loiter
-  Tails - System optimization -  Land
-  Pods - Fuel req d or remaining
-  Wetted area and volume -  Parametric comparisons
Aerodynamics
Mass Properties -  Input
-  Input -  CLmax (no flaps) Propulsion
-  Payload weight -  CLtakeoff - Input
-  Subsystem fractions -  Trim drag factor -  Specific weight, density
-  Airframe unit weights -  Laminar fractions -  Cycle parameters
-  Misc weights -  Rn⇒Cfe⇒Drag Build-up -  Installation losses
-  Weight convergence -  Parabolic polar⇒CDi -  Speed and altitude effects
-  Parametric comparisons -  Parametric comparisons -  Parametric comparisons
Worksheet Correlation
* ICP = IC Piston Prop

Overall problem definition BEP = Battery Electric Prop
- Concepts of operation TBP = Turboprop * Duplicate versions for Fallout mission
TBF = Turbofan
-  Requirements
- AVDef&Perf
-  Engine type Integrated Performance Performance
-  Initial estimates -  Mission convergence -  Input
-  User inputs
- AVDef&Perf
-  Requirement convergence
- PerfSum -  Mission definition
-  Parametric comparisons -  Calculate
Geometry - ConfigDataSum
-  Parametric adjustments -  Takeoff
-  Parametric Inputs -  Climb
-  Parametric Models -  Turn
-  Fuselage(s) Converged solution -  PerfCalc
-  Accelerate
-  Nacelle(s)
- Geom(iter) -  System performance
Multiple -  Cruise
-  Wings -  Trade Studies
SpreadSheet -  Loiter
-  Tails - System optimization
solutions -  Land
-  Pods - Fuel req d or remaining
-  Wetted area and volume -  Parametric comparisons
Aerodynamics
Mass Properties -  Input
-  Input -  CLmax (no flaps) Propulsion
-  Payload weight -  CLtakeoff - Input
-  Subsystem fractions
- Aero-Design*
-  Trim drag factor -  Specific weight, density
- Wt(iter) -  Atmos-Design* -  ICP*, BEP*,
-  Airframe unit weights -  Laminar fractions -  Cycle parameters
TBP* or TBF*
-  Misc weights -  Rn⇒Cfe⇒Drag Build-up -  Installation losses
-  Weight convergence -  Parabolic drag⇒CDi -  Speed and altitude effects
-  Parametric comparisons -  Parametric comparisons -  Parametric comparisons
Worksheet AVDef&Perf -
RASCE user interface

Mission performance
Performance calculations use simplified energy methods and a
generic, unrefueled loiter mission model
-  Equal cruise out plus climb/cruise back distances and constant cruise
speeds (Vcr) and loiter altitudes (Hlo)
-  Equal ingress/egress distances at constant speed and altitude;
multiple (or no) ingress/egress segments can be defined
-  Climb-acceleration segments assumed between takeoff and cruise,
cruise and loiter, loiter and ingress and egress and cruise back.
-  Combat is assumed to follow ingress and is defined by minutes at
maximum power setting or by a specified number of sustained turns
-  Payload drop follows combat
Fuel remaining after cruise, ingress/egress, combat, landing loiter,
etc., defines operational loiter time available
- Negative values signify a fuel shortfall
Excess thrust is calculated for each mission segment
-  Excessive (or negative) values identify thrust mismatches that are
corrected by refining the input values of T0/W0 or BHp0/W0

Takeoff performance based on
Takeoff Parameter (TOP)
Based on Figure 5.4, Aircraft
12 Design: A Conceptual Approach GA = General
Reproduced with permission Aviation
11
na
of
rb
10
Tu
Takeoff ground roll (Kft)
d
9
an
GA (typ)
et
8
oj
rb
Tu
7
6 ler
r opel
5 P
4
2 W0 = Maximum takeoff weight (lbm)

1 BHp0 = Sea level takeoff power (BHp)
0
T0 = Sea level takeoff thrust (lbf)
0 100 200 300 400 500 600 σ = air density relative to sea level (ρ/ρ0)
Takeoff Parameter (TOP) = [(W0/Sref)/(BHp0/W0)]/[σCLt/o] (prop) CLt/o = takeoff lift coefficient
or [(W0/Sref)/(T0/W0)]/[σCLt/o] (jet)
Abort takeoff Lift off @ Max power from

Full stop after 1 sec. 110% stall Rotate @ 90% stall standing start
accelerate
Takeoff ground roll
Balanced field length ≈ 200% ground roll

Mission models –
design and fallout
Unless otherwise specified,
altitudes are given in Kft
above mean sea level (MSL)
0 Engine start
1 Start taxi
2 Start takeoff
200 nm
3 Start climb
4 End climb, start cruise
5 Start refuel
6 End refuel, start cruise
7 End cruise, start climb
8 End climb, start loiter
9 End loiter, start accel1
Example - Long Example - Quick 10 End accel, start ingress
11 End ingress
endurance mission response mission 12 Sustained rate turn
13 Combat & weapon drop
14 Start egress (or climb2)
Mission Radius 15 End egress, start climb
Operating Distance 16 End climb, start cruise
17 16 15 14 17 End cruise
18 Start hold
4 12 13
19 End hold, land
5 6 7 8 9 10
1accels can include climbs or
11
18 descents 2 back to loiter
0 1 Not used
19
2 3
RASCE air vehicles are sized to meet Design Mission requirements,

air vehicle performance is calculated for Fallout Missions

Mission definition example
Mission definition
Field elevation (Kft) 0
Takeoff parameter 320
Ingress/egress = 0 nm Numerical inputs
Engine start-taxi time (min) 5
in cells
Takeoff time (min) 1 with blue
Photos from Op Distance = 400 nm underlined text
Initial estimate of min speed for L/D max (KEAS) 70
with pale
Mmax for climb to altitude 0.40 green fill
Calculated stall margin at theoretical V (L/D )max climb 1.10
H cruise outbound (Kft) 15
V cruise outbound (KTAS) 85
Min allowable outbound Vcr (kts) 0
107
0.0
Operating distance
0 (nm)0.0 400.0
Min allowable inbound operating distance (nm) 0 0.0 76.1
60 KIAS 0.0
Min allowable outbound operating distance (nm) 60
60 KIAS
85 KTAS
KTAS 15.0 0.0
60KTAS
85 KIAS 15.015
H operational loiter - 60
initial
KTAS (Kft)
Launch and recovery H operational loiter - final (Kft) 15
Mission control Flight Plan
Caalculated average speed for L/D max (KTAS) 88.9
Min allowable start operational loiter speed (KEAS) 75
Max allowable start operational loiter speed (KEAS) 298
Mission definition 0
Field elevation (Kft) 0 Number of ingress/egress/combat segments
Estimate for Takeoff parameter 413 Ingress or egress distance (nm) 0
ground roll = 3 Kft Engine start-taxi time (min) 5 Min allowable ingress distance (nm) 0.0
Takeoff time (min) 1 Min allowable egress distance (nm) 0.0
Initial estimate of min speed for L/D max (KEAS) 70 H ingress,combat,egress (Kft) 15
Mmax for climb to altitude 0.40
Calculated stall margin at theoretical V (L/D )max climb 1.06 V ingress, combat & egress (KTAS) 85
H cruise outbound (Kft) 15
Max calculated ingress/combat/egress speed (KIAS) 76
Min allowable outbound Vcr (kts) 94
Min allowable ingress speed (stall margin) - KTAS 95
Operating distance (nm) 400.0
Max allowable ingress speed (Mach) - KTAS 376
Min allowable inbound operating distance (nm) 42.4
Min allowable outbound operating distance (nm) 0.0 Combat time (min) 0
H operational loiter - initial (Kft) 15 Number of 360 degree turns at max power 0
H operational loiter - final (Kft) 15 Combat turn load factor 1.50
Caalculated average speed for L/D max (KTAS) 86.3 H cruise inbound (Kft) 15
Vcr inbound (KTAS) 85
Min allowable start operational loiter speed (KEAS) 75
Min allowable inbound Vcr (kts) 94
Max allowable start operational loiter speed (KEAS) 298
Landing loiter (min ) 30
0 Time to shutdown (min) 15
Number of ingress/egress/combat Max climb Mach
segments Landing fuel reserve (fraction) 0.1
Ingress or egress distance
for prop (nm)≈00.4
© 2009 Armand
Min allowable J. Chaput
ingress distance (nm) 0.0
Min allowable egress distance (nm) 0.0
Performance margins
Design and performance margins are required, examples:

•  Empty weight growth margin fraction (no margin = 0.0)
•  Internal volume margin factor (no margin = 1.0)
•  Takeoff rotation speed margin (e.g. V/Vstall ≥ 1.1)
•  Climb and cruise (e.g. V/Vstall ≥ 1.25)
•  Loiter (e.g. V/Vstall ≥ 1.1)
•  Specific excess power (e.g. Ps ≥ 5 fps)
Margin Input Example

Margin requirements
Empty weight margin fraction (margin/EW) 0.00
Internal volume margin factor 1.000
Numerical inputs Minimum in-flight Ps margin (fps) 5
in cells with blue
underlined text Stall margin - cruise/ingress/egress (V/Vstall) 1.25
with pale green fill
Stall margin - operational loiter (V/Vstall) 1.1
Stall margin - other mission phases (V/Vstall) 1.25
Fly entire mission at defined stall margin? (N=0) 0

Overall sizing parameters
- example air vehicle
Primary design variables
1. Fuel Fraction (Wf /W0) = Fuel weight/Max gross weight
-  Breguet range/endurance equation variable drives mission
performance (range or time on station)
2. Power or Thrust-to-weight ratio = BHp0/W0 or T0/W0
-  Primary specific excess power variable drives takeoff and in-
flight performance (rate of climb and acceleration)
3. Takeoff wing loading = W0/Sref
-  Primary trade study variable that drives wing area requirement
Input as overall RASCE design parameters – RQ-1 example
Df-equiv - enter fixed value (ft) or 0 to iterate 0.000

If iterating on Df, enter starting value 2.00 Sizes wing to fuselage
Calculated Df-equiv (ft) 1.9997
W0/Sref 18.25 Sizes fuel capacity for
Fuel fraction 0.2840
Bhp0/W0 or T0/W0 0.044
required range or endurance
TOP Bhp0 or T0/W0 req'd (BHp or lbf/lbm) 0.0570
TOP input/avail [(ft-lb)^2/BHp or lbf] 0.77 Sizes engine to achieve
Minimum in-flight Ps (fps) 4.3 required takeoff or climb
Input values based on DoD Roadmap data performance
LF us elag e
R W ing ( s urrog ate)
R F us elag e
LN acelle
R N acelle
Note - (1) Only
R P od
1 each of specified
number ofLPfuselage(s),
od nacelle(s),
Parametric geometry models

E ng ine
25 pod(s), tail(s), engines
R HT ( ea)
draw n
(2) C.g and landing
G ear locations gear assumed to
a.c. locations
coincide wOverall
ith fuselagec .g .-‐W 0
CL, multiple
fuselage concepts
C omponent should c .g 's be adjusted
W ing t ank
accordinglyE quiv V -‐tail ( ea)
R et'd P ay Top View
20 R ig ht w ing ( as input)
Overall c .g . -‐ W empty
Fuselage model Payload model

- Ellipsoid forebody - Sized by mission requirements
Butt line (ft)

15
- Elliptical cylinder centerbody - Location input parametrically

-  Ellipsoid aftbody Nacelle model
-  Diameter sized to meet 10
- Ellipsoid forebody
volume requirements less - Elliptical cylinder centerbody
wing and nacelle 5 -  Ellipsoid aftbody Fuselage Station (ft)
-  Weight and balance based 0

0
-  Inlet and exhaust sized by frontal
5 10 15 20 25 30
on wetted area 30
area ratios
U F us elag e
LF us elag e
Note - (1) Only 1 each of specified
0
- nacelle(s),
Diameter sized by engine
U N acelle
Wing model number of fuselage(s),

0
LN acelle
U P od 5 10 15
Fuselage Station (ft)
20 25 30
pod(s), tail(s), engines drawn
LP od
- Multi-panel planform, 25
5
requirements
E ng ine
(2) C.g and landing gear assumed
VT to
G ear locations
coincide w ith fuselage CL, multiple fuselage
constant taper (λ) & concepts should be - 
adjustedWeight
a.c. locations
accordingly and balance based on
Overall c .g . -‐ W 0
C omponent c .g .'s
thickness-to-chord (t/c) 10 wetted area

E quiv V -‐tail
W ing let
R oot c hord
Empennage models
T ip c hord
-  Partial span and chord 20

Side View Overall c .g . -‐ W e
trapezoidal volume, constant - Single panel planform, constant

)tf( enil ttuB
Waterline - WL (ft)
15
λ & t/c 15
taper (λ) & thickness-to-chord (t/c)
-  Area sized by wing loading - Exposed areas sized by tail volume
coefficients
(W0/Sref) 20
Top View
R ig ht w ing ( as input)
R et'd P ay
-  Weight and balance based on

E quiv V -‐tail ( ea)
accordingly
-  Location based on balance 10 W ing t ank
fuselage concepts
C omponent should c .g 's be adjusted
coincide wOverall
ith fuselagec .g .-‐W 0
CL, multiple
-  Volume calculated (2) C.g and landing
G ear exposed planform area
a.c. locations
locations
R HT ( ea)
gear assumed to
25 pod(s), tail(s), engines draw n
Landing gear and systems
E ng ine
-  Weight and balance based 5 number ofLPfuselage(s),

Note - (1) Only
od
R P od
1 each of specified
nacelle(s),
-  Volumes from density

R N acelle
on exposed planform area LN acelle

R F us elag e
Propulsion model 30 -  Weights from fractions

LF us elag e
-  Sized by mission requirements0

0
5 10 15 20
-  Locations
25 30
input parametrically
Fuselage Station - FS (ft)
-  Weight and volume from power-to-weight and density Fuel

-  Performance from parametric cycle deck (V, h, %throttle) - Sized by mission requirements
Model captures key math and physics of overall air vehicle

a.c. locations should be adjusted
Overall c .g .-‐W 0
C omponent c .g 's
W ing t ank
y
Wide range of configuration

Wempt R et'd P ay
c.g. - R ig ht w ing ( as input)
10
Overall Overall c .g . -‐ W empty
35 Note - (1) Only 1 each35of specified number of input) LFuselage
types can be modeled, e.g.

fuselage(s), nacelle(s), pod(s), tail(s), engines LFusel
(as
RWingnumber of
(surrogate)
draw n age fuselage(s), nacelle(s), pod(s),RFuselage
tail(s), engines
wing draw n LNacelle
(2) C.g and landing gear assumed to coincide Top View
Top View Right (2) C.g and landing gear assumed RNacelle
to coincide
w ith fuselage CL, multiple fuselage concepts RPod
30
should be adjusted accordingly RWing w ith fuselage CL, multiple fuselage
LPod concepts
Butt line (ft)

30
(surrog should be adjusted accordingly Engine
Pay RHT (ea)
ate)
Ret'd Gear locations
a.c. locations
RFusel Overall c.g.-W0
25
25 age Component c.g's
Wing tank
Prop Prop
15 Ret'd Pay
LNacell Right wing (as input)
e Overall c.g. - Wempty
20 tank U F us elag e
20 Wing 5 LF us elag e Note - (1) Only 1 e
Butt line (ft)

U N acelle
Butt line (ft)
RNacel of fuselage(s), nac

c.g's LN acelle
le U P od
nent
LP od
engines drawn
Compo
15
15 E ng ine (2) C.g and landin
RPod VT
W0
G ear locations
w ith fuselage CL, mu
c.g.-
Overall
a.c. locations should be adjusted a
10 LPod C omponent c .g .'s
10 ns E quiv V -‐tail Fuselage Station (ft)
locatio 0 W ing let 5 10
a.c. R oot c hord
0 T ip c hord
Engine 10
ns Overall c .g . -‐ W e
5
locatio
Side View
5 Fuselage Station (ft)
0 5 10 15 20 25 30 Gear 35 Fuselage Station (ft) 0
0 0 5 RHT 10 15 20 25 30 35
0 (ea) 0 5 10
Waterline - WL (ft)
(ea) Fuselage Station (ft)
0
0 RHT
0 5 10 15 20 25 30 35
0 5 10 15 20 25 30 Gear 35 Fuselage Station (ft)
5 locatio
5 ns
Engine
a.c.
locatio
10 ns
10 LPod
Overall 5
c.g.- 5
W0
15
RPod
15 Compo
)tf( enil ttuB
nent
le
)tf( enil ttuB
c.g's
RNacel
)tf( enil ttuB

20 Wing
20 tank
e Overall c.g. - Wempty
LNacell Right wing (as input)
Ret'd Pay
Prop Prop
25 Wing tank
25
age Component c.g's
RFusel Overall c.g.-W0
a.c. locations
Ret'd Overall c .g . -‐ W empty
ate)
Pay 10 Gear
RHT (ea)
locations
(surrog 0
Wing-body-tail
Engine R et'd P ay
Boom tail
should be adjusted accordingly
Blended wing5 body

30 should be adjusted accordingly RWing LPod
30 w ith fuselage CL, multiple fuselage concepts E quiv V -‐tail ( ea)
Top View
w ith fuselage CL, multiple fuselage concepts
Right (2) C.g and landing gear assumed
0
RPod
to coincide W ing t ank 10
(2) C.g and landing gear assumed to coincide Top View RNacelle Fuselage Station - FS (ft)
wing draw n LNacelle C omponent c .g 's
draw n age Overall c .g .-‐W 0
fuselage(s), nacelle(s), pod(s),RFuselage
tail(s), engines
fuselage(s), nacelle(s), pod(s), tail(s), engines (as
LFusel RWing (surrogate)a.c. locations should be adjusted
Note - (1) Only 1 each of specified number of
Note - (1) Only 1 each of specified number of input) LFuselage
….and many others

35 G ear locations
35 Overall
R HT ( ea)
w ith fuselage CL, m
c.g. - E ng ine (2) C.g and landing
Wempt LP od
y draw n
© 2009 Armand J. Chaput R P od
R N acelle Top View fuselage(s), nacelle
LN acelle
R F us elag e
Note - (1) Only 1 ea
Model details
3-D components (fuselages, nacelles, pods, tanks) represented

by generic 3 element geometry model:
Half-ellipsoid fore body and aft body connected by elliptical cylinder
L
L1 L2
De h
w
Side Front
Vol = (π/4)*[(L/De)*De^3]*[1-(k1+k2)/3]
Swet =[(π/2)*De2]*{1+(L/De)*[k1*(fe1-2)+ k2*(fe2-2)+2]}*[(h/w+w/h)/2]0.5
where
L = component length, De = equivalent diameter = (w*h)0.5
k1 = L1/L, fe1 = arcsin(ε1)/ ε1, ε1 = [1-(De/L)/(2*k1))2] 0.5
k2 = L2/L, fe2 = arcsin(ε2)/ ε2, ε2 = [1-(De/L)/(2*K))2] 0.5
Note - arcsin(ε) is expressed in radians

Model details cont’d
Lifting surfaces (wings, tails) represented by plane trapezoidal

area or prismoid:
Geometry definitions
b/2 t/c = const
Kc*Cr Y1 λ  = Ct/Cr
Cr
Y2
ξ1 = 2Y1/b
Usab ξ2 = 2Y2/b
le win
D/2 g volu Cr = 2Sref/[b(1+ λ)]
me =
Vw Kc = Wing volume
Ct chord ratio
Wing area and volume

Srefexp = Sref[1-(D/b)(2-(D/b)(1- λ)]/(1+ λ)) Swetw = 2Srefexpf(t/c)
Vw = (4/3){[(Kc(t/c)Sref2]/[b(1-λ)(1+ λ)2]}{(1- ξ1(1- λ))3 - ((1- ξ2(1- λ))3}
Exposed Tail area

Sexp = Cr(1+ λ)b/2 Swetw ≈ 2Srefexpf(t/c)

Fuselage sizing
Fuselages are modeled using elliptical cylinder center section and

ellipsoid fore and aft body geometry models
-  The fuselage is defined in absolute and relative terms
-  Fuselage equivalent diameter (De) is absolute but can be iterated
to assure volume required = available
-  Relative variables are length to diameter ratio (Lf/De), width-to-
height (w/h) and forebody and aftbody length ratios (K1f and K2f)
De required is iterated to meet payload, fuel and other volume
requirements using input or calculated weights and densities
- Forebody, center body and aft body volumes available are allocated
using component packing factors
-  E.g., an aftbody might have a lower allocation than a forebody
-  Propulsion volume requirements are allocated
As fuselage size required is iterated, length and wetted area are
calculated and used for weight and volume calculations
By defintion, a RASCE fuselage has a tail. Pods are similar but have no tail.
Pod diameter is defined relative to fuselage diameter.
External tanks are similar to pods but are allocated only for fuel
Pods, tanks and multi-fuselages
Fuselages
Pod
•  Multi-fuselage and pod sizes/locations are relative:
- Longitudinal location or fuselage station (FS) is
given relative to the nose (FS=0)
-  Lateral location or butt line (BL) is given relative www.nasa.dfrc.gov.voyager.jpg
to wing span from the wing centerline (BL= 0)

•  Pod diameters are defined relative to the fuselage
•  Fuel tank (pod) diameters are defined by fuel req d
L1 w Top L2 h
L Front
Note – fore/center/aft body volumes and wetted areas can

© 2009 Armand J. Chaput be zeroed out and replaced by other bodies
U P od
LP od
engines drawn
E ng ine (2) C.g and landing gear assumed to coincide
25 VT
G ear locations w ith fuselage CL, multiple fuselage concepts
Multi-body components
a.c. locations
C omponent c .g .'s
E quiv V -‐tail
W ing let
R oot c hord
T ip c hord
20 Overall c .g . -‐ W e
Side View
Example 1 - Replace fuselage fore body with larger diameter pod
Approach - Zero-out fuselage fore body volume and wetted area
- AlignWaterline - WL (ft)
fuselage fore body and pod aft body fuselage stations
15
- Zero-out pod aft body volume and wetted areas (more precise
adjustments can be made later to account for overlap)
diameters but multi-body length

10
calculated using component

Component fineness ratios
Fuselage forebody Fuselage aft body
0
Pod
0
fore + center
5
body
10 15
Nacelle center
20
+ aft25 body 30
Example 2 - Replace fuselage aft body with nacelle

Approach - Zero-out fuselage aft body volume and wetted area
- Align fuselage aft and nacelle fore body fuselage stations
- Zero-out nacelle fore body volume and wetted area
- Allocate nacelle volume to propulsion, i.e. no fuel and payload

Example pod, tank and fuselage inputs
Fuselage
Nfus 1
Fuselage fore body zeroed out and replaced by

40% larger diameter pod , fuselage aft body is
Lfuse/Dfuse 12.50 Lf/Df 12.50
w/h 1.2
K1f 0.20
K2f 0.14
Slider bars used for inputs Fwd vol fraction for pay/fuel/sys 0
Ctr vol fraction for pay/fuel/sys 0.7
zerroed out to be replaced by nacelle

requiring visual adjustment
Aft vol fraction for pay/fuel/sys 0.000
Forebody Swet fraction 0.000
Center body Swet fraction 1.000
Aftbody Swet fraction 0.000
FSpod/Lfuse 0.00 Pod
Npod 1
Dpod/Dfuse 1.40 Dp-equiv/Df-equiv 1.40
Lpod/Dpod 3.00 Lp/Dp-equiv (must be > 1) 3.00
Attached body - one only (see comment) 1
w/h 1.1
- Useable volume K1p 0.4
K2p 0.4
fraction for systems Fwd vol fraction for pay/fuel/sys 0.7
and payload ≤ 0.7 Ctr vol fraction for pay/fuel/sys 0.7
Aft vol fraction for pay/fuel/sys 0
- Useable volume Forebody Swet fraction 1.000
fraction for fuel Center body Swet fraction 1.000
typically ≤ 0.8 Hidden area fraction 0
External fuel/store options Design Fallout
External fuel (%) 0.00 0.00
Number of external fuel tanks or
stores 0.00 0.00
Tank diameter estimate or external
store dia. (ft) 0.00 0.00
Tank or external store fineness ratio
(Le/De) 1.00 1.00
Nacelles
Nacelles are modeled like fuselages
- Elliptical center section, ellipsoid fore and aft bodies with individual
volume and wetted area allocations
- Inlet and exhaust areas are subtracted based on input engine frontal area
fractions
Integration concept adjustments made using input wetted area
fractions (Kswet)
-  0.95 = typical podded commercial jet transport nacelle
-  0.90 = nacelle attached to fuselage (e.g. Global Hawk)
-  0.80 = engine buried in the fuselage (e.g. DarkStar)
Planform area fractions (Kplan) are used to identify “covered” areas
- For example, Global Hawk type, Kplan = 1.0 (100% of projected planform
area covers upper fuselage)
Nacelles can be integrated with other bodies
-  E.g., aft fuselage nacelle can replace fuselage aftbody by zeroing out aft
fuselage and nacelle forebody volume and wetted areas
- Geometry input includes definition of which bodies are separate and
which are integrated

Nacelle example
Conventional Definition
Power = X BHp Weng = Y lbm Dimensions as required to fit engine
Xcg
L1 L2 Wnac
Engine-wing
box mounts
Hnac
Heng
Leng Landing gear
Lnac Weng
RASCE Definition: Power loading (W0/BHp), engine power-to-weight (BHp/

Weng), engine density (Weng/Voleng), engine geometry (Leng/Deng, Weng/Heng),
nacelle geometry (Lnac/Dnac, Wnac/Hnac, Hnac/Heng, Lnac/Leng, Xcg/Lnac)
Xcg/Lnac
L1/Lnac L2/Lnac Wnac Parametric Volume Equations1
Engine (cylinder model) :
KinstyHeng
Engine-wing Voleng/D3eng = (π/4)Leng/Deng, D2eng = WengHeng
box mounts Hnac = Nacelle (Cylinder+ 2 half ellipse model) :
Heng
Volnac = (π/4) [(Leng/Deng) D3eng][1-(L1/Lnac+L2/Lnac)/3]

Leng Landing gear
Lnac = KinstxLeng Weng 1 Similar equations used for wetted area (Swet)

Nacelle input example
Nacelle volumes not required for propulsion can be allocated to fuel,

payload or systems by appropriate definition of volume utilization factors
Eng c.g.location/Ln 0.52 Hidden area fraction 0

FSnac/Lf 0.79 Nacelle
Nnac 1
Lnac/Dnac 2.33 Ln/Dn 2.330
w/h 1.20
Slider bars used for inputs Hn/Heng 1.255
requiring visual adjustment Inlet area fraction (of engine frontal area) 0.25
Attached body - one only (see comment) 1
Ln/Lf (max) 0.9
K1n 0.25
W0/Sref 18.250 K2n 0.438
Fuel fraction 0.2955 Fwd vol fraction for pay/fuel/sys 0
Bhp0/W0 or T0/W0 0.044 Ctr vol fraction for pay/fuel/sys 0
Aft vol fraction for pay/fuel/sys 0
Forebody Swet fraction 0.000
Center body Swet fraction 1.000
Hidden area fraction 0
Fuselage aft body replaced by nacelle

(payload/fuel/system volume fraction = 0.0),
nacelle volume allocated to propulsion only

Wing sizing
Wings are sized separate from the fuselage

- Based on input wing loading (W0/Sref), Aspect ratio (AR), taper ratios
(λ), sweeps (Λ) and thickness-to-chord ratios (t/c)
-  Up to 3 separate wing panels can be defined
-  Internal to the program, multiple panels are reduced to a single
equivalent trapezoidal planform for analysis purposes
-  Thickness ratios are defined at root and tip
-  Equivalent thickness is calculated using area-weighting
Wing volume available is defined in terms of chord & span fraction
- One chord fraction defines wing compartment forward location, second
one defines chord length available, packing factor defines utilization
-  Span fractions define inboard and outboard butt line (BL) limits
- Wing t/c defines compartment depth, resulting variable thickness
trapezoid assumed available for fuel, landing gear, payload, etc.
-  First priority assigned to fuel and landing gear, remaining volume is
used for systems/avionics and payload
Wing location is defined by center-of-gravity (c.g.) vs. aerodynamic
center (a.c.) relationship (i.e. design static margin)
Blended wing body analysis currently
based on surrogate trapezoidal wing
1. Parametric inputs 2. BWB calculations
0
0 1 2 3 4 5 6
4. Geometry visualization 3. Surrogate wing geometry

Wing input example
Slider vs. numerical input Wing

Slider bars used for inputs
AR (dimensionless) 19.300
1 Number of wing panels 1
Max t/c chord location (%) 35
Overall or panel 1 wing sweep
(deg) 3.0 "Average" LE sweep (enter using slider only) 3.00
Overall or panel 1 taper ratio 0.300 "Average" taper ratio (enter using slider only) 0.30
Panel 2 intersection span fraction 1
Panel 2 sweep (deg) 3.0 Panel 2 sweep (enter using slider only)
Panel 2 taper ratio 0.300 Panel 2 taper ratio (enter using slider only)
Panel 3 intersection span fraction 1
Panel 3 sweep (deg) 3.0 Panel 3 sweep (enter using slider only)
Panel 3 taper ratio 0.300 Panel 3 taper ratio (enter using slider only)
Root thickness/chord (t/c) 0.150
Design static margin req'd 10.00 Tip thickness/chord (t/c) 0.15
Wing Apex/Lf 0.3743 Wing volume LE location (chord fraction) 0.1
Wing volume usable chord (fraction) 0
Wing vol inb'd span frac. 0.10 Start inboard wing volume (span fraction) 0.10
Wing vol outb'd span frac. 0.90 End outboard wing volume (span fraction) 0.900
Vol fraction for sys+avionics (after fuel added) 0.7
Wing volume available for fuel, payload and systems defined by fore
and aft chord and inboard and outboard span fractions
No utilization of wing volume denoted by zero useable chord fraction

Tail sizing
Primary objective is to define tail size, weight and drag

-  Current version does not include control force calculations*
-  Trim drag estimated as percentage of induced drag
- Historical data used to estimate initial horizontal and vertical tail size
- Horizontal and vertical tail volume coefficients are used to iterate final
size required as function of calculated c.g. & tail moment arms
Sizing approach assumes area outboard of mean aerodynamic
chord (mac) can contribute to pitch stability
-  Provided as option and reduces (or eliminates) horizontal tail size
Optional winglets are assumed to contribute to yaw stability
-  Winglets sized to input Sref area fraction and located at defined
fraction of wing tip chord
-  Residual vertical tail size required to meet TVCVT “drawn” at
prescribed fuselage station (FS)
Only gross horizontal and vertical tail areas are calculated
- V-tail assumed to have same projected areas as conventional tail,
otherwise tail type inputs limited to interference factors
© 2009 Armand J. Chaput * Control force upgrade currently under development
Tail volume notation
Lvt
mac
Lift
Weight
Lht
Tail volume coefficient (TVC)

TVCht = LhtSht/[(mac)(Sref)] = Const TVCvt= LvtSvt/[(b)(Sref)] = Const
-  Horizontal and vertical tail locations defined by aerodynamic centers (a.c.)

-  Canard horizontal tail volume coefficient negative by definition
-  Swept wing and winglets assumed to contribute to horizontal and vertical
tail volume requirements
-  Wing area outboard of m.a.c. included as surrogate horizontal tail for
tail volume coefficient purposes, ditto for winglets and vertical tail
volume coefficient
-  Winglet a.c. locations defined relative to wing tip chord

Tail input example
FSht a.c./Lf 0.87

BLht/(b/2) 0.04 Horiz. Tail
HT area fraction (Kht) - initial est 0.3
AR 7.00 AR 7.00
Taper 1
HT Sweep (deg) 0 Sweep 0
TVC - ht 0.700 TVC - ht 0.700
Kht 0.1730
FSvt a.c./Lf 0.88
WLvt/(Hf/2) 0.00 Vert. Tail
VT area fraction (Kht) - initial est 0.15
AR 3.50 AR 3.50
VT Sweep (deg)
projected
0
Taper 1
Sweep 0
TVC - vt 0.04
Kvt 0.170
Options
Add winglets? (yes = 1) 0
Winglet area Sref fraction 0.10 Winglet Sref fraction 0.10
Winglet a.c. chord fraction 0.65 Winglet a.c. tip chord fraction 0.65
Add winglet height to span to AR ' (yes = 1) 0
Fallout Include wing sweep in HT TVC? (Y = 1) 0
Slider bars used for inputs
WL FS Chpt "V" vs. cruciform tail? (yes = 1)
V tails are approximated by 1 horizontal and 2 vertical tails with volume

coefficients based on the sum of the projected horizontal and vertical plane areas

Component locations
Most component axial locations are defined relative to fuselage

station (FS) where FS = 0 is defined by the fuselage nose tip
-  An exception is an engine which is defined relative to nacelle length
-  Components are located relative to their nose station, e.g. a pod at
FS = 0.25 has it’s nose located at 25% of the fuselage length
-  Axial locations are used to calculate overall center of gravity
Component lateral locations are defined relative to wing centerline
or butt line (BL) relative to wing half span
-  E.g., a component located at the wing tip would input as 1.0, a
component half way would be input as 0.5
-  Lateral locations are currently used only for visualization purposes
Component vertical locations or water line (WL) are defined in
fuselage height fractions relative to fuselage centerline
-  E.g., a component located on top of a fuselage would be input as 1.0
-  Vertical locations are currently used only for visualization purposes

Component location example
Design Fallout
Component FS BL WL FS
Locations (Lf fraction) (span fraction) (Hf/2 fraction) (Lf fraction)
R et'd payload #1 0.16 0.16
Expend. payload 0.40 0.40
Fuel (exc. wing) 0.40 0.40
Nose gear FS/Lf 0.1
Main gear BL/(b/2) 0.1
Sys.+Avionics 0.40
Engine(s) c.g. 0.520 0 0.00
Engine nacelle(s) 0.7900
Fuselage(s) 0 Direct numerical
inputs in cells with
Pod(s) 0.00 0 -0.08 blue underlined text
Wing 1.00 with pale green fill
Tail a.c. FS R oot BL R oot WL

Locations (Lf fraction) (span fraction) (Hf/2 fraction)
FSht(ac)/Lf 0.870 0.04 0
FSvt(ac)/Lf 0.880 0 0.00
Slider bar inputs are

transferred to numerical input
cells and denoted by non-bold
text with no underline

Mass property estimates
“Bottoms-up” weight estimates are iterated using multiple methods

•  Airframe weight estimates are based on input component unit weights
(wing, fuselage, etc) and calculated wetted or planform areas
•  Propulsion weight is based on T0/Weng or BHp0/Weng
•  Landing gear weight (Wlg) is based on an input gross weight (W0)
fraction where Wlg = (Wlg/W0)*W0
•  “Other” system plus avionics weights (Wspa) use another input weight
fraction where Wspa = (Wspa/W0)*W0
•  Misc. weights (trapped fuel, etc) and weight growth margins are input
as allocations
Raymer Table 15.2 airframe unit weights and weight factors are
used for initial weight estimates
•  Airframe weight per unit wing area (Waf/Sref) parametric is used to
adjust inputs for wing loading and type
•  Statistical weight equations by air vehicle type can be used to adjust
for other features (wing t/c, taper ratio, AR, etc.)
Center of gravity is iterated based on input component locations
Mass property input example
Mass property inputs Mass property outputs

Margin requirements Mass Properties
Empty weight margin fraction (margin/EW) 0.00 W0 (lbm) - initial estimate 2250
W0 (lbm) - calculated 2250.00
Mass Properties Retained payload - total (lbm) 450.00
Waf/Sref - initial est. (psf) 5.00 Expendable payload - total (lbm) 0.00
Uwfpn (psf) 1.40 Wfuel (total) - lbs 639.0
UWp (psf) 1.40 External tanks/stores - total (lbm) 0.00
UWet (psf) 1.00 Misc items (lbm) 22.22
WE (lbs) 1138.78
UWw (psf) 2.50 W0 c.g. location (ft) 10.62
UWht (psf) 1.50 We c.g. location (ft) 13.90
UWvt (psf) 1.50 C.g. shift (% mac) (118.6)
Wlg/W0 0.05 We + Wpay ret'd c.g. location (ft) 10.88
Wsys+/W0 0.100 C.g. shift (% mac) (9.7)
Waf/Sref (psf) 5.08
We/Sref (psf) 9.24
Misc wts - ULoad fraction 0.020 Airframe Weight Comparisons

(UA extrapolation)
Mass property adjustments 15
B iz J et
S E P is ton P rop
Air vehicle and engine adjustments ME P is ton P rop
Waf/Sref (psf)
10 R eg T urbo
J et T rans
KAFwt 1.063 J et fighters
Mil T rain
Manned R ecce
UA V (es t)
5
Airframe weight multiplier (KAFwt) Mil P B C
HA LE pred.
UC A pred.
adjusted to converge results to B WB 6/27
satisfy parametric data 0

0 10 20 30 40 50
W0/Sref (psf)
Volume estimates
Volume available and required is calculated while iterating

bottoms-up weight and geometry
•  Fuel, payload, system and landing gear weights are used to
estimate fuselage and pod (if any) volume required
•  Fuel volume = fuel weight/( fuel density* PF ) = weight/40 pcf
•  Payload volume = Wpay/density
•  Landing gear volume = gear weight/25 pcf1
•  Other systems volume = other systems weight/25 pcf1
Volume available is calculated by the geometry model using
input estimates of useable volume per component
•  Maximum value = 0.7 for fuselage and pods (if any)
•  Nominal value for nacelles is a configuration variable
Fuselage diameter (Dfe) is adjusted to equate volume available
and volume required plus margin
1 If actual density is unknown, 25 pcf is a reasonable estimate

Volume input example
Margin requirements
Internal volume margin factor 1.000 Volume convergence is controlled by

definition of fuselage diameter
Volume inputs -  A fixed fuselage diameter will be
modeled as defined with no guarantee
Installed density (R ho) - pcf of volume convergence
R et'd Pay. rho (int.) - pcf 17.68 -  If fuselage diameter is input as a zero
Exp'nd Pay. rho (int.) - pcf 10 or blank, diameter required to satisfy
Engine rho - pcf 39.7 volume criteria will be calculated
Sys + avionics rho - pcf 25
LG rho - pcf 2.5E+01 In both cases a starting value is required
Installed fuel rho - pcf 36
Overall design parameters Overall design parameters
Df-equiv - enter fixed value (ft) or 0 to iterate 0.000 Df-equiv - enter fixed value (ft) or 0 to iterate 2.000
If iterating on Df, enter starting value 2.00 If iterating on Df, enter starting value 2.00
Calculated Df-equiv (ft) 2.0069 Calculated Df-equiv (ft) 2.0000
Volume output Volume output

Volume
Volume
Volume margin fraction (excluding propulsion and internal fuel) 0.991
Total volume req'd (non-propul - cuft) 53.68
Total volume req'd (non-propul - cuft) 53.73
Design internal fuel volume req'd (cuft) 14.7
Design wing fuel volume avail (cuft) 0.0
Density (zero fuel, wing excluded) - pcf 8.9
Volume converged Volume not converged

Component locations vs. volume
Component c.g. locations vs. volume available and required must

correlate to ensure locations and allocations are viable
- Typically done in detail by subsystem integrators but integrated in
overall sense by configuration designers
RASCE outputs surrogate volume data in the form of cross
sectional areas available vs. required based on input c.g. locations
and FS innstallation length required
•  Graphical feedback is provided to facilitate adjustments
•  Areas can be stacked by shifting component plot axis up and down
Design Installed
Fallout Installed
Include wing sweep in HT TVC? (Y = 1) Include wing sweep in HT
Component FS length
FS BL WL length
(Lf fraction) Y axis shift
Non-wing XC Area Avail vs. Req'd
Locations (Lf fraction) (span fraction) (Hf/2 fraction) (Lf fraction) Y axis shift
0.79 0.43 0.43 05.0 100 43 0.43 Fuselage
Nacelle
0.00 0.00 0.00 0 100 Neng 0 0.00 Pod
0.00 0.00 0.00 0 100 0 0.00 Ret'd payload
0.00 4.0 Non-wing fuel
Expend. payload 0.40 0.00
0.40 0.00 0 100 0 0.00 Sys+av
Fuel (exc. wing) 0.44 0.24 0.24 0.24 0 100 24 0.24 Exp'd payload
Nose LG
Sys.+Avionics 0.23 0.15 0.15 0 0.15 0.03.0 100.0 15 0.15 0 LG
Main
Area (sqft)
Engine(s) c.g. 0.380 0 0.00
Engine nacelle(s) -0.0002
Fuselage(s) 0 2.0
Pod(s) 0.00 LG volume
0 req-0.08
d axis shifted
Wing up to ensure stacked
0.00 areas fit
FSht(ac)/Lf 0.950 0.04 0 1.0
FSvt(ac)/Lf 0.950 0 0.60
Landing Gear Location 0.0
Nose gear FS/Lf 0.2 0.15 0.15 2.6 0.15 0.0 100.0 15 0.15 2.6
0.54 0.54 2.6 0 5 10 15 20 25 30
Main gear BL/(b/2) 0.2 0.54 0.0 100.0 54 0.54 2.6
FS (ft)

Propulsion model
Propulsion models are simplified “cycle decks” that represent

internal combustion engines (ICProp), turboprops (TBProp) or
turbofans (TBFan)
•  Engines are scaled to meet parametric sea level static (h=0 and
V=V0 where V0 is a non-zero reference speed) input values of thrust
or power to gross weight required (T0/W0 or BHp0/W0)
•  ICProp power available varies with altitude only using a simple air
density parametric relationship
•  TBProp and TBFan models estimate performance as a function of
altitude and speed by assuming “corrected” power or thrust varies
primarily with airflow (WdotA)
•  Installation losses captured using thrust knock downs for jets and
propulsion installation factors (including prop efficiency) for props
•  Throttle effects captured using thrust/power and SFC factors by
mission segment
•  Secondary power and bleed air requirements are subtracted from
thrust or power available (at speed and altitude) as appropriate
Internal Combustion (ICProp) Model
Maximum power = f(h) where h = altitude MSL

- BHP = BHP0*(8.55*σ -1)/7.55
- BHP0 = maximum power, SLS (sea level static)
- σ = air density ratio
Thrust available (Ta) estimated from
- Ta = 325.6*BHP*ηp/KTAS
- Propulsion efficiency (ηp) assumed constant and includes
propeller and installed propulsion losses (nominal value = 0.7)
Fuel flow (WdotF) estimated from
- WdotF = SFC*BHP
- SFC (specific fuel consumption) assumed constant
Engine weight (Weng)
- Uninstalled Weng estimated using input BHP0/Weng parametric
- Installed Weng estimated using input installation factor (Kinstall)
- Nominal value = 1.25

Turbo Fan (TBF) and Turbo
Prop (TBProp) Models
V
Gas Generator (GG)
Fan
GG
Airflow GG thrust
Fan
Airflow Fan thrust
Assumptions
Bypass ratio (BPR) GG Fsp = constant = Fsp-gg
WdotAgg ≡ WdotA*1/(BPR+1) Fan Fsp = (V0/V)*Fsp-fn(SLS)
WdotAfn ≡ WdotA*BPR/(BPR+1) BPR = Constant
Turbojet BPR = 0, Turbofan BPR < 10; TurboProp BPR > 100

Prop (TBProp) Model (Cont’d)
Subsonic thrust available (Ta) is modeled as the sum of
(1) Core engine or “Gas generator” (gg)
-  Core engine thrust assumed to vary with core airflow (i.e. constant
core specific thrust Fspgg)
(2) “Fan” or fn (the fan or propeller) Specific Thrust (Fspfn) assumed to
vary inversely with (V0/V) where V = speed and V0 (>0) = constant
Fan Bypass Ratio (BPR) assumed to remain constant
- WdotAfn = WdotA [BPR/(1+BPR)]
Inlet temperature and pressure ratios (δi and θi) assumed isentropic
-  or δi = δ (1+.2M2)3.5 and θi = θ (1+.2M2)
-  (δ and θ) are standard atmosphere temperature and pressure ratios
All other engine parameters assumed to follow “corrected” engine
performance relationships where 0 denotes sea level static (SLS)
-  Thrust available (Ta) = Ta0 δi
-  Fuel flow (WdotF) = WdotF0 δi sqrt(θik), k ≈ 0.5)
- Thrust specific fuel consumption (TSFC) = SFC0*sqrt(θik)
- Air Flow (WdotA) = WdotA0*δi /sqrt(θi)
- Fuel-to-air ratio (f/a) = (f/a0)*sqrt(θi)*sqrt(θik) ≈ (f/a0)*θi0.75
Prop (TBProp) Model Inputs
For typical Low and High Bypass Ratio (L/HBPR) and TBProp cycles
LBPR HBPR TBProp
BPR 0.4 8 135
Core Fsp (sec) 80 80 80
Fan Fsp (sec)* 66 25 5
V0 (KTAS) 100 100 50
Fuel/air ratio (f/a) 0.029 0.029 0.029
* Typical Fsp-fn parametric value High Bypass Ratio Turbofan
(Assumed Fsp-gg = 80) SFC Correlation
Typical HBPR TSFC Correlation
100
Calculated values 0.9
80 Model values
60 0.7
40
0.5
20
0 0.3
0 2 4 6 8 10 0.3 0.5 0.7 0.9
BPR Cycle
Table Deck Output
E.1 SFC (sec)

Installation losses
Installation losses are input as installation factors (Kinstall)

- Assumed constant for any given slight segment but can be factored
using multipliers for selected segments (i.e. climb vs. cruise)
ICProp and TBProp
-  With the exception of secondary power, losses are captured by
propulsion efficiency (ηp), most of which are propeller related
-  Fixed pitch ηp = 0.7, variable pitch ηp = 0.8
-  Secondary power takeoff (PTO) is subtracted directly from power
available
TBFan and TBJet
-  Assumed to be a nominal thrust reduction across the flight regime
(i.e. simple uninstalled thrust multiplier)
-  Typical commercial transport wing pod nacelle ηp = 0.95
-  Nacelle pod, disturbed flow ηp = 0.9 (Global Hawk type)
-  Typical integrated fuselage fighter-type installation ηp = 0.8
-  PTO is subtracted directly from power available for thrust
-  Bleed air is subtracted from core engine airflow
IC propulsion input example
Propulsion Design
Neng 1
BHp0 req'd (initial est,) 100
Calculated SLS power or thrust req'd (Hp ea) 99.0
Lth/De-equiv 1.2
Height, width and
Engine w/h 0.87 installation length
Engine installation length fraction 2 input to ensure
BHp0/Weng (Hp/lbm) 0.707 proper nacelle fit
Kinstall 1.25
EtaP 0.8
SFC0 0.5
Not used
Not used
Turbo flat rate altitude - (Kft) 10
Ground idle % power 30
Secondary power takeoff (KVA) 5
Not used
Loiter->egress PTO req'd (%) 75
Other msn phase PTO req'd (%) 25
-  Engine fineness ratio based on length and equivalent diameter (De)

where De = sqrt(width length)
-  Turbocharger performance is based on input flat rated altitude
-  Secondary power mission duty cycle for payload and systems is
defined by % utilization of electrical capacity by mission segment

Aerodynamic model
Traditional conceptual level lift and drag build-up method used

P Lift curve slope calculated (CLα = f(M,sweep)
P Lift coefficient calculated (CL = W/qSref)
-  At takeoff to meet Balanced Field Length, at specified
speeds and altitudes and at (L/D)max
- Adjusted to meet specified stall margins
P Drag coefficients (CD0 and CDi)
-  Drag buildup method for CD0
-  Corrected for Reynolds Number (Rn)
-  Based on input laminar flow fraction
-  Form factor (calculated) and interference factor (Qi) input
-  Induced drag from parabolic polar assumption
-  Based on input Oswald efficiency “e”
-  Trim drag estimated as induced drag factor (input ≈ 1.1)
P Horizontal and vertical tail “volume” determines tail size
P Methodology valid for speeds < transonic drag rise (MDD )
P L/Dmax parametric output for validity check
Aerodynamic input example
Aero
CLtakeoff used for Takeoff Oswald Wing eff. (e) 0.8
Wing incidence angle (deg) 2
Parameter (TOP) calculation Takeoff Cl 1
GA = General
Aviation
0.00 Takeoff flap delta-CL 0
CLstall without flaps (clean Theoretical wing Clmax 1.2
In flight CLdesign 1
wing) Drag Diverg.(Mdd) 0.60
GA (typ)
Cfe - initial estimate 0.0035
MDD defines upper limit of Comparable calculated Cfe 0.0039
aero method validity, higher Skin roughness*10^-5 (ft) 0.17
Wing laminar fraction 0.5
speeds will be ignored Wing interference (Qi) factor 1.00
Fuselage laminar fraction 0
Fuselage interference (Qi) factor 1.00
Nacelle laminar fraction 0.00
Nacelle interference (Qi) factor 1.00
Pod laminar fraction 0.00
Pod interference (Qi) factor 1.00
Emp'nage laminar fraction 0.00
Emp'nage interference (Qi) factor 1.04
Vehicle flat plate drag area (sqft) 0.000
Additional "other drag" factor (included in overall Cfe definition) 1.10
Aircraft a.c. (% mac) 35.00
Design static margin (%) 10.00
Trim drag multiplier 1.10
Tail local q/q0 ratio 0.95
-  Equivalent skin friction coefficient is calculated but an input estimate is needed

as a seed value for iteration
-  Laminar fraction and interference factors are input for each component
-  Overall air vehicle aerodynamic center is currently an input (to be calculated later)

Model convergence
Mission convergence occurs in 2 steps

Step1 is internal to RASCE and sizes/generates mission performance
for the air vehicle model as input.
-  Bottoms up weight, internal volume required vs. available and tail
volume required vs. available are iterated to nominal convergence.
Weight and volume margins and required fuel reserves are satisfied
-  Output includes gross weight (W0), empty weight (We) fuel weight
(Wf) and mission performance (operational loiter capability, climb
rates, fuel flow, specific excess power (Ps), etc.)
-  Convergence is assumed to occur within 75 iterations but actual
results must be monitored
Gross Weight Convergence Gross Weight Convergence
3500
20000
3000 18000
16000
2500
14000
Weight (lbm)
Weight (lbm)
2000 12000
10000
1500
1000 Converged 8000

6000
Not converged
4000
500
2000
0 0
0 20 40 60 80 100 0 20 40 60 80 100
Iteration Iteration

Converged model example
Can t fly w/o payload or ballast

30 Overall design parameters
Results for
LF us elag e
R W ing ( s urrog ate) Df-equiv - enter fixed value (ft) or 0 to iterate 0.000
R F us elag e
LN acelle
Note - (1) Only 1 each of specified number of If iterating on Df, enter starting value 2.00
Top View fuselage(s), nacelle(s), pod(s), tail(s), engines
R N acelle
R P od
Calculated Df-equiv (ft) 1.9997
draw n
example
LP od
E ng ine (2) C.g and landing gear assumed to coincide W0/Sref 18.25
25
R HT ( ea)
G ear locations
w ith fuselage CL, multiple fuselage concepts Fuel fraction 0.2840
a.c. locations
Bhp0/W0 or T0/W0 0.044
air vehicle TOP Bhp0 or T0/W0 req'd (BHp or lbf/lbm) 0.0570

C omponent c .g 's
W ing t ank
R et'd P ay
TOP input/avail [(ft-lb)^2/BHp or lbf] 0.77
20 R ig ht w ing ( as input) Minimum in-flight Ps (fps) 4.3
as input
Mass Properties
W0 (lbm) - initial estimate 3000
Butt line (ft)
Retained payload - total (lbm) 450.00
15
Input Expendable payload - total (lbm)

Wfuel (total) - lbs
0.00
639.0
External tanks/stores - total (lbm) 0.00
Wf/W0 = 0.284 Misc items (lbm) 22.22
1138.78
10 WE (lbs)
BHp0/W0 = 0.044 W0 c.g. location (ft)
We c.g. location (ft)
10.62
13.90
etc. C.g. shift (% mac)
We + Wpay ret'd c.g. location (ft)
(118.6)
10.88
30 5 C.g. shift (% mac) (9.7)
U F us elag e Waf/Sref (psf) 5.08
LF us elag e Note - (1) Only 1 each of specified number
U N acelle
of fuselage(s), nacelle(s), pod(s), tail(s),
We/Sref (psf) 9.24
Stability issue
LN acelle
U P od
engines drawn Propulsion
LP od
E ng ine (2) C.g and landing gear assumed to coincide Max power0 (BHp0 each) 99.0
25 VT 0
0 5 10 15 20 25 30
Engine Scale Factor (ESF) req'd 0.990
a.c. locations should be adjusted accordingly Uninstalled weight - each (lbm) 140.0
Overall c .g . -‐ W 0 Fuselage Station (ft)
C omponent c .g .'s
E quiv V -‐tail Engine volume - each cuft 3.53
Output 1.55
W ing let
R oot c hord Equivalent engine diameter - each (ft)
20
T ip c hord
Overall c .g . -‐ W e Nacelle diameter req'd (ft) 2.29
Side View
Nacelle-to-fuselage diameter ratio 1.14
Dfe = 2.0 Uninstalled engine length -each (ft)
Installed length req'd (ft)
1.863
3.726
Waterline - WL (ft)
15
W0 = 2250 lbm Wing Sref (sqft)
Geometry
123.29
We = 1139 lbm Wing span (ft)
Fuselage length (ft)
48.78
25.00
10
Wf = 639 lbm Swet (sqft)
Swet/Sref
484.87
3.93
BHp0 = 99 Wetted AR
AR' (including winglets)
4.91
19.30
Minimum Ps = 4.3 fps Vol^2/3/Swet

Volume
0.029
5 Volume margin fraction (excluding propulsion and internal fuel) 1.000

Op. loiter = 27.4 hrs Total volume req'd (non-propul - cuft) 53.16
Max end. = 36.7 hrs Design wing fuel volume avail (cuft) 0.0
0
0 5 10 15
20 25 Max range = 3335 nm
30
Fallout internal volume available for fuel (lbs)
Fallout additional internal fuel tank weight penalty (lbs)
etc. Operational loiter (hrs)
Mission summary - overall
27.51
Step 2 Mission convergence
RASCE uses standard excel tools (Solver or Goal Seek) to find

solutions to meet mission and/or trade study requirements
- Goal seek provides a single independent variable numerical solution
for a single goal value (most useful for baseline model adjustment)
-  E.g. solve for drag multiplier required to adjust model to meet
known or demonstrated performance (e.g. 24 hour time on station)
- Solver enables multi-variable solutions with multi-variable constraints
-  E.g. solve for fuel fraction required for 24 hour loiter while satisfying
power-to-weight requirements for takeoff and minimum Ps req’d
Original solution Col B
Multi-variable Solver solution
Line 144 Operational loiter (hrs) 27.51
Line 34 KCD0 - overall 1.000 Objective (Op Loiter) = 24
24
Variables
B95 - Fuel Fraction = Wf/W0

Goal Seek solution Col B B96 - BHp0/W0
Line 144 Operational loiter (hrs) 24.00 -----------------------------
Line 34 KCD0 - overall 1.192 B97 – BHp0/W0 to meet TOP
© 2009 Armand J. Chaput B99 – Minimum in flight Ps Constraints
Goal Seek example
30 Overall design parameters
Results for air Df-equiv - enter fixed value (ft) or 0 to iterate 0.000
LF us elag e
R F us elag e
LN acelle
Note - (1) Only 1 each of specified number of If iterating on Df, enter starting value 2.00
Top View fuselage(s), nacelle(s), pod(s), tail(s), engines
vehicle example
R N acelle
R P od Calculated Df-equiv (ft) 1.9997
draw n
LP od
E ng ine (2) C.g and landing gear assumed to coincide W0/Sref 18.25
25
R HT ( ea) w ith fuselage CL, multiple fuselage concepts Fuel fraction 0.2840
when CD0
G ear locations
a.c. locations
Overall c .g .-‐W 0 Bhp0/W0 or T0/W0 0.044
C omponent c .g 's
W ing t ank TOP Bhp0 or T0/W0 req'd (BHp or lbf/lbm) 0.0442
adjusted for Op 20
R et'd P ay
TOP input/avail [(ft-lb)^2/BHp or lbf]
Minimum in-flight Ps (fps)
1.00
3.4
Loiter = 24 hrs
Mass Properties
Butt line (ft)
15 Retained payload - total (lbm) 450.00
Wfuel (total) - lbs
0.00
639.0
Wf/W0 = 0.284 External tanks/stores - total (lbm)
Misc items (lbm)
0.00
22.22
10
BHp0/W0 = 0.444 WE (lbs)
W0 c.g. location (ft)
1138.77
10.62
etc. We c.g. location (ft)

C.g. shift (% mac)
13.90
(118.6)
30 5
We + Wpay ret'd c.g. location (ft) 10.88
U F us elag e
C.g. shift (% mac) (9.7)
LF us elag e
U N acelle
Note - (1) Only 1 each of specified number Waf/Sref (psf) 5.08
LN acelle of fuselage(s), nacelle(s), pod(s), tail(s), We/Sref (psf) 9.24
U P od
engines drawn
LP od
E ng ine (2) C.g and landing gear assumed to coincide
Propulsion
25 VT 0 Max power0 (BHp0 each) 99.0
0 5 10 15 20 25 30
a.c. locations
Fuselage Station (ft) Engine Scale Factor (ESF) req'd 0.990
C omponent c .g .'s Uninstalled weight - each (lbm) 140.0
E quiv V -‐tail
Engine volume - each cuft 3.53
Output
W ing let
R oot c hord
20
T ip c hord
Overall c .g . -‐ W e
Equivalent engine diameter - each (ft) 1.55
Side View
Nacelle diameter req'd (ft) 2.29
Dfe = 2.0 Nacelle-to-fuselage diameter ratio
Uninstalled engine length -each (ft)
1.14
1.863
Waterline - WL (ft)
15
W0 = 2250 lbm Installed length req'd (ft)
Geometry
3.726
We = 1139 lbm Wing Sref (sqft)

Wing span (ft)
123.29
48.78
10
Wf = 639 lbm Fuselage length (ft)
Swet (sqft)
25.00
484.87
BHp0 = 99 Swet/Sref
Wetted AR
3.93
4.91
Minimum Ps = 3.4 fps AR' (including winglets)
Vol^2/3/Swet
19.30
0.029
5
Op. loiter = 24 hrs Volume
Max end. = 33.4 hrs Total volume req'd (non-propul - cuft)

Design internal fuel volume req'd (cuft)
53.16
14.2
0
0 5 10 15 20 25 Max range = 2968 nm
30 Density (zero fuel, wing excluded) - pcf 9.2
Fuselage Station - FS (ft) Fallout internal volume available for fuel (lbs)
etc. Fallout additional internal fuel tank weight penalty (lbs)
Mission summary - overall
© 2009 Armand J. Chaput Operational loiter (hrs) 24.00
Solver example
30
Overall design parameters
Results for air

LF us elag e
R W ing ( s urrog ate) Df-equiv - enter fixed value (ft) or 0 to iterate 0.000
Landing stability issue getting worse

R F us elag e Note - (1) Only 1 each of specified number of
LN acelle
Top View
If iterating on Df, enter starting value 2.00
R N acelle fuselage(s), nacelle(s), pod(s), tail(s), engines
vehicle example
R P od draw n Calculated Df-equiv (ft) 2.0102
LP od
25 E ng ine (2) C.g and landing gear assumed to coincide W0/Sref 18.25
R HT ( ea) w ith fuselage CL, multiple fuselage concepts
Fuel fraction 0.2808
when Wf/W0 and
G ear locations
a.c. locations should be adjusted accordingly
C omponent c .g 's
Bhp0/W0 or T0/W0 0.050
W ing t ank TOP Bhp0 or T0/W0 req'd (BHp or lbf/lbm) 0.0442
BHp0/W0 solved
R et'd P ay
TOP input/avail [(ft-lb)^2/BHp or lbf] 1.13
20
Overall c .g . -‐ W empty Minimum in-flight Ps (fps) 5.0
for Psmin = 5 fps Mass Properties

Butt line (ft)
15
Retained payload - total (lbm) 450.00
Wfuel (total) - lbs
0.00
654.9
Wf/W0 = 0.284 10
External tanks/stores - total (lbm)
Misc items (lbm)
0.00
22.55
BHp0/W0 = 0.044 WE (lbs)
W0 c.g. location (ft)
1204.39
10.94
Output We c.g. location (ft)
C.g. shift (% mac)
14.34
(120.5)
Wf/W0 = 0.281 We + Wpay ret'd c.g. location (ft) 11.32

5
30 C.g. shift (% mac) (13.5)
BHp0/W0 = 0.050
U F us elag e
LF us elag e
U N acelle
Note - (1) Only 1 each of specified number
Waf/Sref (psf)
We/Sref (psf)
5.08
9.43
of fuselage(s), nacelle(s), pod(s), tail(s),
LN acelle
U P od 0 Propulsion
engines drawn
LP od
E ng ine 0 and landing gear
(2) C.g 5 assumed to coincide
10 15 20 25 30 Max power0 (BHp0 each) 116.1
25 VT Fuselage Station (ft)
Engine Scale Factor (ESF) req'd 1.161
a.c. locations should be adjusted accordingly Uninstalled weight - each (lbm) 164.3
Output
C omponent c .g .'s
E quiv V -‐tail Engine volume - each cuft 4.14
W ing let
R oot c hord Equivalent engine diameter - each (ft) 1.64
Dfe = 2.01 Nacelle diameter req'd (ft) 2.41

T ip c hord
20 Overall c .g . -‐ W e
Side View
Nacelle-to-fuselage diameter ratio 1.20
W0 = 2332 lbm Uninstalled engine length -each (ft) 1.965

Waterline - WL (ft)
Installed length req'd (ft) 3.930

15 We = 1204 lbm Wing Sref (sqft)
Geometry
127.77
Wf = 655 lbm Wing span (ft)

Fuselage length (ft)
49.66
25.13
10 BHp0 = 116 Swet (sqft)

Swet/Sref
504.24
3.95
Minimum Ps = 5 fps Wetted AR

4.89
19.30
Vol^2/3/Swet 0.028
5
Op. loiter = 24 hrs Volume
Max end. = 33.4 hrs Total volume req'd (non-propul - cuft) 54.00
0
Max range = 2956 nm Design wing fuel volume avail (cuft) 0.0
0 5 10 15
20 25 30
etc. Fallout internal volume available for fuel (lbs)
© 2009 Armand J. Chaput Mission summary - overall
Operational loiter (hrs) 24.00
Output parametric comparison data
used to see if results reasonable
Airframe Weight Comparisons E ngine power per unit weight

(UA extrapolation) B iz J et
2.50
15 S E P is ton P rop 2.25 4 stroke-air cooled
ME P is ton P rop 2 stroke - air cooled
R eg T urbo 2.00 R otary-air cooled
Hp/Weng (BHp/lbm)
J et T rans
J et fighters R otary-liquid cooled
1.75 Diesel
Waf/Sref (psf)
Mil T rain
10 Manned R ecce R ASCE R Q-1A
UA V (es t) 1.50
Mil P B C
HA LE pred. 1.25
UC A pred.
R A S C E R Q-‐1A 1.00
5
0.75
0.50
0.25
0
0 100 200 300 400
0 10 20 30 40 50 Maximum P ower (BHp)
W0/Sref (psf)
Cruise Specific Fuel Consumption Loiter L/D vs. "Wetted "AR

Military Aircraft
1.2 50 GH-est
4 stroke-air cooled Cf/e = .003
2 stroke - air cooled Cf/e = .004
Rotary-air cooled Cf/e = .005
1 Rotary-liquid cooled 40 Cf/e = .006
RASCE RQ-1A
Diesel
SFC0 (lbm/hr-Hp)
RASCE RQ-1A
L/D-max
0.8 30
0.6 20
0.4 10
0.2 0
0 100 200 300 400 0 2 4 6 8 10
Maximum P ower (BHp) Aspect Ratio (b^2/Swet)
3D model output
rendered by SolidWorks

If iterating on Df, enter starting value 2.00 2.00 2.00 2.00
Calculated Df-equiv (ft) 2.0102 2.0102 2.0102 2.0102
W0/Sref 18.25 18.25 18.25 18.25
Fuel fraction 0.2808 0.2808 0.2808 0.2808
RASCE Trade Study approach

Bhp0/W0 or T0/W0 0.050 0.050 0.050 0.050
TOP Bhp0 or T0/W0 req'd (BHp or lbf/lbm) 0.0442 0.0442 0.0442 0.0442
TOP input/avail [(ft-lb)^2/BHp or lbf] 1.13 1.13 1.13 1.13
Minimum in-flight Ps (fps) 5.0 5.0 5.0 5.0
Mass Properties
W0 (lbm) - initial estimate 3000 3000 3000 3000
W0 (lbm) - calculated 2331.82 2331.82 2331.82 2331.82
Trade studies can be conducted manually (single variables with Retained payload - total (lbm)
Expendable payload - total (lbm)
450.00
0.00
450.00
0.00
450.00
0.00
450.00
0.00
Wfuel (total) - lbs 654.9 654.9 654.9 654.9
single variable impact) or by using Solver (multi-variable trades) External tanks/stores - total (lbm)
Misc items (lbm)
0.00
22.55
1204.39
0.00
22.55
1204.39
0.00
22.55
1204.39
0.00
22.55
1204.39
WE (lbs)
Margin requirements
W0 c.g. location (ft) 10.94 10.94 10.94 10.94
• Manual solutions – used for un- We c.g. location (ft)
C.g. shift (% mac)
Empty weight margin fraction (margin/EW) 0.00
Internal volume margin factor 1.000
Minimum in-flight Ps margin (fps) 5
14.34
(120.5)
0.0014.34
1.000
5
(120.5)
0.00
14.34
1.000
5
(120.5)
0.00
14.34
1.000
5
(120.5)
coupled single variable trades,

We + Wpay ret'd c.g. location (ft) 11.32 11.32 11.32 11.32
C.g. shift (% mac) Stall margin - cruise/ingress/egress (V/Vstall) 1.25 (13.5) 1.25
(13.5) 1.25
(13.5) 1.25
(13.5)
Waf/Sref (psf) Stall margin - operational loiter (V/Vstall) 1.1 5.08 1.1 5.08 1.15.08 1.15.08
e.g. determine cruise speed that We/Sref (psf) Stall margin - other mission phases (V/Vstall) 1.25
Fly entire mission at defined stall margin? (N=0) 0
Propulsion
9.43 1.25
0
9.43 1.25
0
9.43 1.25
0
9.43
Max power0 (BHp0 each)

V/V 116.1
= 1.1 and 1.25
116.1 116.1 116.1
maximizes operational loiter time Mission definition
Engine Scale Factor (ESF) req'd
Uninstalled weight - each (lbm)
Field elevation (Kft) 0
Takeoff parameter 413
1.161
164.3
stall0 1.161
413
164.3
0
413
1.161
164.3
0
413
1.161
164.3
a. Run multiple cruise speeds Engine volume - each cuft 4.14 5 4.14 5 4.14 5 4.14
Engine start-taxi time (min) 5
Equivalent engine diameter - each (ft) Takeoff time (min) 1 1.64 1 1.64 1 1.64 1 1.64
Nacelle diameter
Initialreq'd (ft) of min speed for L/D max (KEAS) 70 2.41
estimate 70 2.41 70 2.41 70 2.41
b. Copy results into worksheet Nacelle-to-fuselage diameter ratio Mmax for climb to altitude 0.40
Uninstalled engine length
Calculated -each at
stall margin (ft)theoretical V (L/D )max climb
1.20
1.965
1.06
0.40 1.20
1.965
1.06
0.401.20
1.965
1.06
0.401.20
1.965
1.06
Installed length req'd (ft) H cruise outbound (Kft) 153.930 153.930 153.930 153.930
c. Plot results Wing Sref (sqft)
Min allowable
Geometry
outbound Vcr (kts)
127.77
107
85
127.77
107
95
127.77
107
105
127.77
107
Wing span (ft) Operating distance (nm) 400.0 49.66 49.66
400.0 49.66
400.0 49.66
400.0
Fuselage length
Min allowable (ft)
inbound operating distance (nm) 25.13
45.3 25.13
48.1 25.13
50.9 25.13
53.7
Vcr vs.
Speed Loiter
for best loiter Min allowable
Swet (sqft)
Swet/Sref
outbound operating distance (nm)
75 KTAS ≤ V ≤ 105 KTAS
H operational loiter - initial (Kft) 15 3.95
0.0
504.24
15
0.0
504.24
cr3.95
0.0
504.24
15 3.95
0.0
504.24
15 3.95
Wetted AR H operational loiter - final (Kft) 15 4.89 15 4.89 15 4.89 15 4.89
25.0
Best speed, V/Vstall = 1.1 Caalculated average speed for L/D max (KTAS)
Vol^2/3/Swet
86.2
19.30
0.028
74
86.2
19.30
0.028
74
86.3
19.30
0.028
74
86.3
19.30
0.028
74
V/Vstall = 1.1 Min allowable start operational loiter speed (KEAS)
Volume
Operational loiter (hrs)
Max allowable start operational loiter speed (KEAS) 298 298 298 298
24.6 V/Vstall = 1.25 Volume margin fraction (excluding propulsion and internal fuel) 0 1.000 0
1.000
0
1.000
0
1.000
Total volume req'd (non-propul - cuft) 54.00 54.00 54.00 54.00
Number of ingress/egress/combat segments
Design internal fuel volume req'd (cuft) or egress distance (nm) 0 14.6
Ingress 0 14.6 0 14.6 0 14.6
Design wing fuel volume avail (cuft) 0.0 0.0 0.0 0.0
24.2 Min allowable
Density
ingress
(zero fuel, wing
distance
excluded)
(nm)
- pcf
0.0
9.3
0.0
9.3
0.0
9.3
0.0
9.3
Min allowable egress distance (nm) 0.0 0.0 0.0 0.0
Fallout internal volume available for fuel (lbs)
H ingress,combat,egress (Kft) 25 25 25 25
23.8 Mission summary - overall
V ingress, combat & egress (KTAS) 85 85 85 85
Operational loiter (hrs) 23.97 24.00 24.03 23.71
Time to target from operational loiter (min) 0.0 0.0 0.0 0.0
Max calculated ingress/combat/egress speedlast
(KIAS) 77 77 77 77
23.4 Best speed, V/Vstall = 1.25 Total time on station
Min allowable ingress
(from start op loiter-end egress) 24.0
114
24.0
114
24.0
114
23.7
114
Sustained combat turnspeed
radius(stall
(ft) margin) - KTAS 1555 1555 1555 1559
Max allowable ingress 361 361 361 361
range speed
(nm) (Mach) - KTAS
Maximum cruise
Max Endurance (hrs) Combat time (min) Operational
0 33.41
2953
0 33.40 loiter
2956 2957
0 33.40
2853
0 33.38
23.0 Number of 360 degree turns at max power
Total mission time (hrs) 0 32.86 0 32.87 0 32.86 0 32.15
Combat turn load factor 1.50 1.50 1.50 1.50
70 80 90 100 110 Total flight time (hrs)
H cruise inbound (Kft)
32.51
15 8.0
32.52
15 8.0
32.51
15 8.0
31.80
15 7.6
Cruise +climb&accel time (hrs)
Vcr (KTAS) Cruise +climb&accel block speed (KTAS) Vcr inbound (KTAS) 75 99 85 100 95 100 105105
Min allowable
Max KEAS (both inbound Vcr (kts)
missions) 95
93 95
93 95
93 95
93
30 30 30 30
© 2009 Armand J. Chaput PerformanceLanding
Summary loiter (min )
- overall
Time to shutdown (min) 15 33.6 15 33.6 15 33.6 15 33.6
Time to climb (TCC) and accel (3-4) - min
Dist to Climb & Accel (3-4) - nmLanding fuel reserve (fraction) 0.145.3 0.148.1 0.150.9 0.153.7
Another single-variable trade -
Options for improved static margin
Issue - Example baseline fuselage fuel tank c.g. location (probably

incorrect) results in negative (-2.3%) static margin at landing
Two options exist to resolve issue (1) shift assumed tank location
aft 3% Lf or (2) increase takeoff static margin (to 20% mac)
Trade study approach – assess both options and identify which
has minimum impact (based on empty weight)
Stability options RASCE trade study results
– Increased takeoff static
1200
Takeoff margin (10%⇒ 20%) results
Sized empty weight (lbm)
End of mission
in larger HT tail area required
1195 (1) 3% Lf tank c.g shift of 0.1 sqft (ΔWe = 2.1 lbm),
shifting fuel tank aft
(2) 20% static margin +10.1+10.1
lbm lbm
increased tail area by 0.6 sqft
1190 +2.1 lbm
(ΔWe = 10.1 lbm)
Baseline
Conclusion – trade study
1185 indicates 10% increase in static
-5 0 5 10 15 20 25
margin has lightest way to get
Static margin (% mac)
5% minimum static margin at
landing weight
RASCE Trade Study approach – cont’d
- Multi-variable trades (using Solver)
Trade studies can be conducted manually (single variables with

single variable impact) or by using Solver (multi-variable trades)
Solver solutions – used for most Objective – minimize empty weight
trades, e.g. wing loading for constant
performance at minimum Wempty Variables
a. Estimate Waf /Sref = 2.125 ln(W0 /Sref ) -  Wf/W0 (B95)
– 1.098 (fit to parametric data) -  BHp0/W0 (B96)
b. Run multiple wing loading solutions -  KAFwt (B38)
c. Copy results into worksheet
d. Plot results
Wing loading trade
1400
1350
Empty weight (lbm)
1300
1250 Best W0/Sref

1200 Constraints
1150
-  Waf/Sref (B114)= 2.125 ln(W0 /Sref ) – 1.098
(computed in C114)
1100
12.5 15.0 17.5 20.0 22.5 25.0
-  Op loiter (B96) = 24
Wing loading (psf) -  BHp0/W0 ≥ BHp0/W0 to meet TOP (B97)
-  B99 (Minimum in flight Ps) ≥ 5 fps
Weight (lbm)
521
senigne ,) s(liat ,) s(dop ,) s(ellecan ,) s(egale suf fo rebmun deificep s fo hcae 1 ylnO )1( - etoN
n ward
dluoh s stpecnoc egale suf elpitlum ,LC egale suf hti w edicnioc ot demuw s seaiV
raepgogTnidnal dna g.C )2(
ylgnidrocca det sujda eb
10000
20000
30000
40000
50000
0
001
e gale su F L
0
)e ta g orru s ( gni W R
e gale su F R
elle ca N L
elle ca N R 57
doP R
do PL
eni gn E
)ae ( TH R
impact
sn oi ta c ol rae G
sn oi ta c ol . c.a
0 W -‐. g. c llare v O
)tf( enil ttuB

s' g. c tnen o pm o C
kna t gni W
)ae ( lia t -‐ V viu q E 05
ya P d' te R
) tu pni sa ( gni w th gi R 521
y t pme W -‐ . g. c llare v O senigne ,) s(liat ,) s(dop ,) s(ellecan ,) s(egale suf fo rebmun deificep s fo hcae 1 ylnO )1( - etoN
n ward
dluoh s stpecnoc egale suf elpitlum ,LC egale suf hti w edicnioc ot demuw s seaiV
52
001
125 100 50 75 25 0
0
e gale su F L
)e ta g orru s ( gni W R 0
e gale su F R
521 001 57 05 52 0
elle ca N L
30
elle ca N )Rt f ( noitatS egal e suF 57
doP R
b. Plot results
do PL
eni gn E
)ae ( TH R 25
sn oi ta c ol rae G
sn oi ta c ol . c.a
)tf ( enil ttuB

s' g. c tnen o pm o C
kna t gni W
R ig ht w ing ( as input) ya P d' te R
R et'd P ay ) tu pni sa ( gni w th gi R
E quiv V -‐tail ( ea) y t pme W -‐ . g. c llare v O 50
W ing t ank
C omponent c .g 's
Sizing
a.c. locations
G ear locations
R HT ( ea)
52

E ng ine
Butt line (ft)

LP od
R P od
R N acelle 75
LN acelle
R F us elag e Fuselage Station (ft)
125 100 50 75 25 0
LF us elag e
0
0
521 001 57 05 52 0
60
)tf( noitatS egal e suF 100
Operational
be adjusted accordingly 25
(2) C.g and landing
Topgear assumed to coincide w ith fuselage CL, multiple fuselage concepts should
View
draw n
Note - (1) Only 1 each of specified number of fuselage(s), nacelle(s), pod(s), tail(s), engines
125
R et'd P ay
E quiv V -‐tail ( ea) 50
W ing t ank
C omponent c .g 's 521
Overall c .g .-‐W 0 senigne ,) s(liat ,) s(dop ,) s(ellecan ,) s(egale suf fo rebmun deificep s fo hcae 1 ylnO )1( - etoN
a.c. locations
G ear locations n ward
R HT ( ea) dluoh s stpecnoc egale suf elpitlum ,LC egale suf hti w edicnioc ot demuw s seaiV
E ng ine
Butt line (ft)

LP od
R P od
R N acelle 75
LN acelle
R F us elag e 001
LF us elag e
e gale su F L
)e ta g orru s ( gni W R
90
e gale su F R
for Operational
100
elle ca N L
elle ca N R 57
doP R
do PL
eni gn E
be adjusted accordingly
(2) C.g and landing
View )ae ( TH R
sn oi ta c ol rae G
- Nominal Predator type)

sn oi ta c ol . c.a
draw n
)tf( enil ttuB

125 s' g. c tnen o pm o C
kna t gni W
a. Copy results into worksheet

a. Run multiple loiter solutions
ya P d' te R
) tu pni sa ( gni w th gi R
y t pme W -‐ . g. c llare v O
Operational loiter (hrs)

Loiter
52
Loiter Sensitivity
125 100 50 75 25 0
0
0
521 001 57 05 52 0
)tf( noitatS egal e suF
and operational loiter input varied
120
We
W0
25
c. Copy and paste selected graphics

R et'd P ay
E quiv V -‐tail ( ea) 50
W ing t ank
C omponent c .g 's
a.c. locations
G ear locations
R HT ( ea)
E ng ine
Butt line (ft)
LP od
R P od
R N acelle 75
example except wing loading constant
LN acelle
Poly. (W0)
Poly. (We)
Solution approach – Same as previous
R F us elag e
LF us elag e
100
150
be adjusted accordingly
(2) C.g and landing
View
draw n
125
- Requirements trades (using Solver)
RASCE Trade Study approach – cont’d
Variables
Constraints
-  Wf/W0 (B95)
-  BHp0/W0 (B96)
Note physical changes as geometry

model adjusts to meet requirements
Solver trade study to assess operational loiter requirement
-  Op loiter (B96) = 6 ⇒ 120 hours

Objective – minimize empty weight
-  B99 (Minimum in flight Ps) ≥ 5 fps

-  BHp0/W0 ≥ BHp0/W0 to meet TOP (B97)
E ng ine
R HT ( ea)
(2) C.g and landing gear assumed to coincide
8
10
RASCE Trade Study example – Blended LF us elaga.c.
LN
fuselage(s), nacelle(s), pod(s), tail(s), acelle
e locations
R W ing (Overall
R F us elag
s urrog ate)c .g .-‐W 0
ofe
C omponent c .g 's
W ing t ank
should be adjusted1010
accordingly
Note
Note--(1)
(1)Only
Only11each
each of
of specified
specifiedR
L
fuselage(s),
fuselage(s),nacelle(s),
nacelle(s), pod(s),
pod(s), tail
wing body growth options engines draw n

R N acelle Top
Top View
View taiRL
9 7 R P od E quiv V -‐tail ( ea)
engines
Top View LP od
(2) C.g and landing gear assumed to coincide
99 engines draw
drawnn R
E ng ine R et'd P ay (2)
Top View w ith fuselage CL, multiple fuselage concepts
R HT ( ea)R ig ht w ing ( as input)
(2)C.g
C.gand
andlanding
landinggear
gear assumed
assumed tRLt
G ear locations
w ith fuselage CL, multiple fuselage
w ith fuselage CL, multiple fuselageE
should be adjusted accordingly Overall c .g . -‐ W empty
8 should
shouldbe beadjusted
adjustedaccordingly
a.c. locations
Overall c .g .-‐W 0 88 accordingly R G
6 C omponent c .g 's a
W ing t ank O
7 Minimum sweep E quiv V -‐tail ( ea) C
KB4 ER2
Minimum sweep
R et'd P ay W
Butt line (ft)

77
to meet VTVC Wing tip to

E
R
6
5
winglet transition to meet VTVC R
O
66
wi ter
Butt line (ft)
(ft)
line (ft)
Intermediate
ng
Ou
5 4
Butt line
55
sweep
Butt
4
44 Sweep
U F us elag e
3
Inner unchanged
10
3 LF us elag e
U N acelle
wing 33
LN acelle
2 U P od
2
9 LP od
Center number
Fuselage Station (ft) of fuselage(s),
22 nacelle(s),
0 8 1 9EV ng ine
102 3 4 5 pod(s), 6 tail(s), engines
7 8
drawn 9 10 FuselageStation
Station(ft)
(ft)
0 1 2 3 4 5 6 7
0
T
body Engine 00 11 22 33
Fuselage
44 55 66 77 88
0
1 1 G ear locations
(2) C.g and landing 1 gear assumed to
010
a.c. locations
8 Overall c .g . -‐ W 0 coincide w ith fuselage CL, multiple fuselage
C omponent c .g .'s
1
0
10 U F us elag e
E quiv V -‐tail
concepts should be10 adjusted accordingly
U F us elag e
U F us elag e
LF us elag e 10101
0 LF us elag e
LFUusNelag e
0 1 U N acelle 2 3 4 5 6 7 10 8 9 W ing let 10 acelle
LN acelle Fuselage Station (ft)- (1) Only 1 each of specified R oot c hord 00 11 U NLNacelle
acelle 22 33 44 55 Note 6 6 7 88
- (1) Only 17 each of specifie
Note LNUacelle FuselageStation
Station (ft)
U P od
0
P od Fuselage Note - (1) Only 1 each of specifie
(ft)
29 LP od 7
number of fuselage(s), nacelle(s), T ip c hord 2
1 3 4 5 6 7 9 8 U PLPod od 9 10 number of fuselage(s), nacelle(
E ng ine
VT pod(s), tail(s), engines drawn
Overall c .g . -‐ W e Nacelle
Fuselage Station (ft) 22 9 LPEod
E ng
ng ine
V Tine
V TG ear locations
number of fuselage(s), nacelle(s
G ear locations
(2) C.g and landing2 gear assumed to Side View (2) C.g and landing gear assume
a.c. locations G ear
a.c. llocations
ocations (2) C.g and landing gear assumed
38 Overall c .g . -‐ W 0 coincide w ith fuselage CL, multiple fuselage 8 a.c. locations
Overall c .g . -‐ W 0 coincide w ith fuselage CL, multiple f
83 3 Overall
C omponent c .g . -‐ Wc .g0 .'s coincide w ith fuselage CL, multiple fu
concepts should be6adjusted accordingly concepts should be adjusted accor
Fuselage
C omponent c .g .'s
C omponent c .g .'s
E quiv V -‐tail E quiv V -‐tail
E quiv
concepts should be adjusted accord
W ingVlet -‐tail
)tf( enil ttuB Waterline - WL (ft)
W ing let
Center body
R oot c hord WRing let
oot c hord
47 T ip c hord 3 7
74 4 Center body
R oot
T ip cchord
T ip
hord
c hordc .g . -‐ W e
Overall
unchanged
Side View
5 unchanged Side View
enil ttuB
Side View
tuBB
56 6
nililtttu
65 5
ft(f(een(ft)
)tf((ft)
Waterline - WL (ft)
Waterline -)t)WL
Waterline - WL
65 4 5
56 6
74
Tip transition Overall c .g . -‐ W empty
5
R et'd P ay 4
Tip transition
unchanged E quiv V -‐tail ( ea)
W ing t ank 3 47 7
unchanged
C omponent c .g 's
Overall c .g .-‐W 0 Fuselage Winglet
83 should be adjusted accordingly
a.c. locations
6 3
G ear locations 38 8 should be adjusted accordingly
Top View w ith fuselage CL, multiple fuselage concepts
R HT ( ea) should be adjusted
w ith fuselage accordingly
CL, multiple fuselage
(2) C.g and landing gear assumed to coincide 2
E ng ine Overall c .g . -‐ W empty
LP od R ig ht w ing ( as input) w(2)
ithC.g
fuselage CL, multiple
and landing fuselage t
gear assumed
92 engines draw n R P od 2 (2) C.g and landing
n gear assumed to
R N acelle R et'd P ay
fuselage(s), nacelle(s), pod(s), tail(s),LN acelleE quiv V -‐tail ( ea)
Top View 29 9 engines draw
7 Top View
View engines draw nacelle(s),
fuselage(s), n pod(s), tai
R F us elag of Top fuselage(s), nacelle(s), pod(s), tail(
Weing t ank Note - (1) Only 1 each of specified
101 1
LF us elagCeomponent c .g 's 1 Note - (1) Only 1 each of specified n
Overall c .g .-‐W 0 110
a.c. locations
should be adjusted10accordingly
8 G ear locations w ith fuselage CL, multiple fuselage concepts

0
0 1
Spanwise stretch 2 3 4 5 6 70 8
R HT ( ea)
9E ng ine 10 Baseline 0
(2) C.g and landing0gear assumed to coincide
0 1 2 3 4 Outboard panel stretch
5 6 7 8
Fuselage Station - FS (ft) LP od engines draw n 0 1 2 3 4
Fuselage 5 - FS (ft)
Station 6 7 8
© 2009 Armand J. Chaput 9
0 1 R P od
R N acelle
2 3 4 5 6 7 8
fuselage(s), nacelle(s), pod(s), tail(s),
9 10 Fuselage Station - FS (ft)
LN acelle Note - (1) Only 1 each of specified number of
Summary
RASCE - a physics-based, conceptual level, air system

design and analysis M&S environment developed to provide
students with hands-on experience in air system design
including real world design drivers not typically taught
- In continuous use since 2003 on student design projects
- Also applied to government and industry concept studies
RASCE is particularly well suited for concept screening and
quantitative design and technology trade studies
- Configuration features and trade offs can be carefully and
systematically controlled over a broad trade space
RASCE runs in real time on a standard laptop
- No laborious input data preparation and/or hand calculations
Experienced users can go from initial concept to complete
air system sized to standard mission rules in < 1 hour

F2009.rasce Overview

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DRAFT

Rapid Air System Concept Exploration (RASCE)

University of Texas at Austin Air System Laboratory

• A physics-based, conceptual level, air system design and

RASCE uses parametric geometry models in lieu of

Drawing and analyzing airplanes takes time

© 2009 Armand J. Chaput

2007 DoD UAS Roadmap

© 2009 Armand J. Chaput

Text type and fill color are used to identify inputs

Input cell comments expand definitions

Overall problem definition

* ICP = IC Piston Prop

© 2009 Armand J. Chaput

© 2009 Armand J. Chaput

2 W0 = Maximum takeoff weight (lbm)

Abort takeoff Lift off @ Max power from

Takeoff ground roll

Balanced field length ≈ 200% ground roll

RASCE air vehicles are sized to meet Design Mission requirements,

© 2009 Armand J. Chaput

Design and performance margins are required, examples:

Margin Input Example

© 2009 Armand J. Chaput

Df-equiv - enter fixed value (ft) or 0 to iterate 0.000

Parametric geometry models

Fuselage model Payload model

Butt line (ft)

- Elliptical cylinder centerbody - Location input parametrically

- Weight and balance based 0

Wing model number of fuselage(s),

thickness-to-chord (t/c) 10 wetted area

- Partial span and chord 20

trapezoidal volume, constant - Single panel planform, constant

- Weight and balance based on

- Weight and balance based 5 number ofLPfuselage(s),

- Volumes from density

on exposed planform area LN acelle

Propulsion model 30 - Weights from fractions

- Sized by mission requirements0

- Weight and volume from power-to-weight and density Fuel

Model captures key math and physics of overall air vehicle

Wide range of configuration

types can be modeled, e.g.

Butt line (ft)

Butt line (ft)

RNacel of fuselage(s), nac

)tf( enil ttuB

Blended wing5 body

….and many others

3-D components (fuselages, nacelles, pods, tanks) represented

© 2009 Armand J. Chaput

Lifting surfaces (wings, tails) represented by plane trapezoidal

Wing area and volume

Exposed Tail area

© 2009 Armand J. Chaput

Fuselages are modeled using elliptical cylinder center section and

to wing span from the wing centerline (BL= 0)

Note – fore/center/aft body volumes and wetted areas can

diameters but multi-body length

calculated using component

Example 2 - Replace fuselage aft body with nacelle

•  A physics-based, conceptual level, air system design and

-  Weight and balance based 0

-  Partial span and chord 20

-  Weight and balance based on

-  Weight and balance based 5 number ofLPfuselage(s),

-  Volumes from density

Propulsion model 30 -  Weights from fractions

-  Sized by mission requirements0

-  Weight and volume from power-to-weight and density Fuel

-  Horizontal and vertical tail locations defined by aerodynamic centers (a.c.)

-  Engine fineness ratio based on length and equivalent diameter (De)

-  Equivalent skin friction coefficient is calculated but an input estimate is needed