HO CHI MINH CITY UNIVERSITY OF TECHNOLOGY

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CHAPTER 1: AIRCRAFT MODEL

GROUP 4 - CC01 - 2023-2024

Supervisor:Đặng Trung Duẩn

Student’s full name Student’s ID Parts

Nguyễn Tiến Dũng 2052924
Huỳnh Phan Ngọc 2053270
Phan Đăng Huy 2053047
Nguyễn Hồ Nguyên Khang 2053099

Thành phố Hồ Chí Minh – 2022

 Chapter 1: Aircraft Model

Experiment purpose
Learn the structure of the 1:8 scale model of the North American B-25 Mitchell bomber, learn about the
control surface, perform measurements and calculations based on the available model, and then recreate
it. Reverse design and understand the problems posed when designing and the design process.
Experiment
The North American B – 25 Mitchell bomber model has the following parameters:
First, we measured basic geometric parameters such as wing span length, body length, wing chord,
vertical tail length, horizontal tail length, ... the position and size of the control surfaces to be able to
rebuild the model with AutoCad software. Then, estimate the mass and center of gravity parameters.

Then measure other parameters such as mass and center of gravity of each part.

Finally,we estimate the coefficients representing aerodynamic and stability characteristics are estimated.
1. Measure and redraw the 3 silhouettes of the model
We measured some basic compartments:
Basic parameters Symbol Value

gravitational acceleration g 9.81 m/s2

ρ
Air density 1.2256 kg/m3

Main wingspan b 2.4 m

Main wingspan area Sw 0.8044 m2
Weight W 12.5 kg
Body length L 1.961 m
Main wing root chord croot 0.408 m
Main wing tip chord ctip 0.18 m

CG from the nose 0.918 m

xCG
 bt
Stabilizer wingspan 0.425 m
Stabilizer wing root chord
croot
0.2676 m
Stabilizer wing tip chord ctip 0.2325 m

Vertical stabilizer length bv 0.2125 m

Then we draw 3 silhoutte and 3d of the model

Picture 1: 3 silhoutte of the B-25 model

 Picture 2: 3D model of the measured model
From AutoCad software we measure some parts:
Profile
Root NACA 23017 Tip NACA 4409
Wing
Span 240 cm
Chord 30.94 cm
Stabilizer (horizontal & vertical)
Span 85 cm
Chord 25 cm

The reason that we chose NACA 23017 and NACA 4409 is:
https://bristolwatchcompany.com/blogs/news/the-story-of-b-25-mitchell-sn-44-30734
 Picture 3: Data of the NACA

2. Approximate takeoff weight of the model

We use the flight mechanic’s formular to calculate the lifting force of a real B-25. We have “Empty
weight” and “Useful load” is 20,305 pounds and 6,750 pounds which is 9210 kg and 3061 kg
respectively.
We have the formular:
L=W  g=( Empty weight+ Usefulload) 9.81
L=W  g=(9210+ 3061) 9.81=120379 N

We calculate the lifting force of a real B-25 Mitchell is 120379 N. We have the operating ceiling is 7600
m so we can get air density approximate 5.5021 x 10− 1 kg/m3. We have flight speed is 370km/h and an
average wing chord is c = 2.76m so we have the lift coefficient is:
1 2
L= ρ v c C L
2

2L 2  120379
C L= 2
= −1 2
=1.158
ρ v c 5.5021 10 370 2.76

Because the lift coefficient is a dimensionless number so

C L model=C L real=1.158
For the model aircraft that the we researching has a flight ceiling of 300m so ρ = 1.1901 kg/m3 and a
speed v = 24 m/s
 1 2 1 2
L= ρ v c C L= 1.1901  24 0.309 1.158=122.64 N
2 2
L 122.64
W= = =12.502 kg
g 9.81

Approximate weight of each parts of the model:

Wing mass (kg) 5
The cg of the wing from the leading edge (cm) 9.5
Body and tail mass (kg) 7.5
The cg of the body and tail from the nose of the aircraft (cm) 38.4

3. Determine the center of gravity (cg) of the model

The estimated position of the center of gravity of the front and rear wings of the
aircraft is quite similar center of gravity of the actual aircraft. From there, it shows the
results that we measured and estimated is close to the actual result:

Picture 3: Real-life B-25 Mitchell image

Comparing the measured and estimated data during the calculation process, we can
see The proportions of the model plane and the real plane are almost the same.
The position of the center of gravity of the forewing relative to the wing tip is about
17% of the forewing chord, position of the rear wing's center of gravity compared to
the wing tip is about 65.2% and the center of gravity position compared to the front
tip is about 35% of the anterior wing chord.

4. Estimate the overall drag of the model

Aspect ratio of B25 model: AR = 7.76
Oswald Factor “e” of the inviscid and theoretical:
1
e=
1+δ
With AR = 8 we got  = 0.067
With AR = 6 we got  = 0.046
Using linear interpolation method:
0.067 ( 7.76 −6 )+ 0.046(8 − 7.76)
=>δ= ≈ 0.05344
8−6
1
=> e= 1+0.05344 ≈ 0.949
Coefficient of Friction equation

Laminar: Blasius => Cf = 1.32824/Re1/2

Turbulent: Schlichting Compressible
=> Cf = 0.455 / log(Re)2.58
Using the OpenVSP to evaluate the flow condition over the B25 model:
 - Velocity: 24 m/s
- Altitude: 300 m
- Temperature: 13.1’C
- Pressure: 97.773 kPa
- Density: 1.19 kg/m3
- Dynamic viscosity: 1.78*10-5
- Reynold/length: 1605/cm
- Mach number: 0.071

Estimate wetted area of the plane using the calculation of OpenVSP program, which is follow:
PART WETTED AREA (m2)
Wing 1.2787
Fuselage 1.2606
Horizontal tail 0.3635
Vertical tail 0.445
Engine shell 0.5655

Typical drag formular for aircraft:

CD = CDo + CL2/(π*A*Re) + k(CL – Cl,0)2
Using the given table of characteristic of the flow given out above, we can calculate out the Reynold
number for fuselage, wing, tail and engine. Then we have the connection between Reynold number and
skin friction coefficient of each component cf :
cf = 0.074 / Re0.2
Form factor representing pressure drag contribution:
 Form Factor = FF
OpenVSP using the FF equation of Hoerner for both streamline body (fuselage, engine) and wings (wing,
tail):
Form Ratio = FR = l/d
1.5 7
Hoerner Streamline body: FF=1+ 1.5
+
( FR ) ( FR )3

() ()
2
t t
Hoerner: FF=1+2 +60
c c
Flat plate drag of each section:
f = Swet * Q * Cf * FF
Combine all of that we got
Flat plate friction (cm2) Cd

Fuselage 71.4331 0.714

Wing 89.7312 0.897
Tail (vertical & horizontal) 59.7848 0.598
Engine shell(2 shells) 31.9956 0.320
Total 252.9446 2.529
Drag ≈ 21.5 N

5. Determine engine capacity and select engine for the aircraft model next.
Applicable to aircraft models that are investigating drag when flying at speed
What is the speed of 20 m/s? Is the engine capacity selected appropriately?

Determinance process:

Picture 4: Froude momentum model

Mass flow rate passing through the fan disc per unit time:
ṁ=ρS V o
The thrust force on the fan disk is generated by the change of the front horizontal momentum component
and behind the fan disk surface created by the fluid flow
T =ṁ(V s −V )= ρS V o (V s −V )(1)
On the other hand, thrust can be calculated through the pressure difference between the two sides of the
fan disc
T =S( p2 − p1 )(2)
We apply Bernoulli’s law for incompressible flow at the anterior, middle and position behind the impeller
disc:
1 2 1 2
p1 + ρ V 0 = p0 + ρ V
2 2
1 2 1 2
p2 + ρ V 0 = p0 + ρ V S
2 2
1 2 2
⇒ p2 − p1= ρ (V S −V 0 )(3)
2
From (1), (2), (3) we have
1
V 0= (V S −V )
2
Let “x” is inflow factor
V 0=V (1+ x)
V S =V (1+2 x)
So the Thrust Equation is:
2
T =ρS V x(1+ x)
The power needed for propellers:
3 2
P¿ =ρS V x (1+ x )
Useful power for engine:
2
Pout =TV =ρS V x (1+ x )

With the weight when fully load is about 12.6 kg as we estimated combine with calculated ⇒ W= 12.6 kg
Drag at 20m/s
Again we used OpenVSP to estimate the drag of the plane at 20m/s:

2
V
To estimate the drag: D=f ∗CD ∗ ρ ∗ we have D at 20m/s = 16N
2
With the speed of 24m/s, needed power for the plane is:
 Preq =T req V =DV =(16.2)(24)=388.8 (W )=0.521(hp)
Finally, we decide use AT5230-A Long Shaft KV220 engine for the B-25 Mitchell along with Falcon
22x10 propeller

Picture 5: AT5230-A Long Shaft KV220 engine

Picture 6: Engine performance with Falcon 22*10

We chose this enine because when full load it will be about 13 kg, so both two engines need the power to
push at least 13 kg. This engine can capable for the work as when we use 70% each engine, the plane can
take-off easily.

Relationship between propeller and engine

Properller and engine has a strain relation ship. The propeller causes objective reason such as wing twist
angle, wing size. Engine creates thrust force for the plane. If the aircraft's propellers are not effective in
terms of aerodynamics, control, and coordination structure, it will reduce performance of the engine. So
the engine usually attach with “that only” propeller to make the plane has the most flying efficient.

6. Mass moment of inertia (I xx , I yy , I zz )

Theory
In “Stability and flight control”, we were provided with knowledge and directions method used to
preliminary evaluate the dynamic stability characteristics of an aircraft

Picture 7: Elements equations in the aircraft's longitudinal steady state matrix

 Picture 8: Summary of formulas for estimating aircraft longitudinal stability coefficients.

Picture 9: Summary of the formula for calculating the components in the aircraft's heading/roll stability matrix.
 Picture 10: Summary of formulas for estimating aircraft directional/roll stability coefficients.

Picture 11: Equations of linear motion in the longitudinal direction and direction/roll under small turbulence conditions of a
rigid body
To calculate the mass moment of inertia (I xx , I yy , I zz ) of the model
First we input the data:

Parameter Symbol Value

gravitational acceleration g 9.81 m/s2

Air density  1.2256 kg/m3

Air speed V 24 m/s

Main wingspan b 2.4 m

Main wingspan area Sw 0.8044 m2

Weight W 12.5 kg

Body length L 1.961 m

Aspect ratio main wing ARw 7.76

Main wing root chord croot 0.408 m

Main wing tip chord ctip 0.18 m

CG from the nose 0.918 m

xCG
 Stabilizer wing area
St 0.193 m2

ARt
Aspect ratio stabilizer 1.7
wing
bt
Stabilizer wingspan 0.425 m
Stabilizer wing root chord
croot
0.2676 m

Stabilizer wing tip chord ctip 0.2325 m

Vertical stabilizer heigth bv 0.2125 m

ARv
Aspect ratio vertical stab 1.7
0.193 m2
Sv
Vertical stabilizer area

ct / cr
Main wing tapper ratio 0.4145

ct / cr
Stabilizer wing tapper 0.8688
ratio
ct / cr
Vertical stab tapper ratio 0.8688

Then we use OpenVSP to calculate the (I xx , I yy , I zz ) of the model