Version 2.

3 (1 Nov 2010)

The Roncz Spreadsheets (EAA, 1989-1991)

With notes, formatting and some additions by Duncan Meyer, Brisbane, AU These are the original 1990 spreadsheets written by John Roncz which I have formatted for ease of use.Please read them in conjunction wi 1 How this workbook is organised: I have taken the eight separate Roncz spreadsheets and placed them in this self-contained multi-page workbook, so they are now I have renamed the individual sheets to indicate which EAA article it is linked to Color codes used: Personal data. Either from drawings, measurements or wish-lists "Static" data - drawn from expereince, rules-of-thumb, history etc. Calculated cells - best not to fiddle with these... 2 Summary of all sheets in this workbook Roncz1-Nov89: A convenient stand-alone spreadsheet, where you can enter different speeds, altitudes etc, and get various depen Roncz2-Jan: Sizing wings, using claps, Lift, Flat plate area Roncz3-April: Referenced in the April PDF "Tail Incidence part 3" Roncz4-CG-May: This is where you enter all your component weights and moment arms PDF="Forward Sweep and the Great Crisi Roncz6-June: A stand-alone worksheet Roncz7-MAIN-Aug: The main spreadsheet Roncz8-Jan91 3 How to use these spreadsheets Read the first Roncz article (Nov '89), then examine the Roncz1-Nov89 spreadsheet Enter your data into the GREEN cells Note the results as they appear in the RED cells - you will need these in later sheets Continue to the next Roncz article (Jan '90), and refer to the JAN sheet (...etc) When you arrive at the final sheet (Roncz7-MAIN-Aug) you should have all the data you need. 4 I have embedded quite a few Notes and Tips for using these sheets. Hold your cursor over these bright yellow "Readme"s . Like the e 5 Readme 6 I have added some behind-the-scenes calculations. These are completely optional, but they do make life a bit easier. They are clearly
duncan.rtfm@gmail.com

NB Read Intro2 for a step-by-step guide to using the Roncz spreaddsheets

d for ease of use.Please read them in conjunction with his excellent series of articles.

elf-contained multi-page workbook, so they are now all in one conveninet location.

easurements or wish-lists ules-of-thumb, history etc.

different speeds, altitudes etc, and get various dependent answers

ment arms PDF="Forward Sweep and the Great Crisis"

rsor over these bright yellow "Readme"s . Like the example below

l, but they do make life a bit easier. They are clearly identified.

Version 2.3 (1 Nov 2010)

A step-by-step guide to using the Roncz spreadsheets Scenario: You want to design your own plane, but don't know where to start Solution: The following notes refer to the new sheet, called "Basic Inputs" which I have created in order to bring together all the inputs required to design your airplane. There will be some back-and-forth between the other sheets, but essentially if you can provide all the inputs in the "Basic Inputs" sheet, you will be well on your way to designing your airplane. Follow WING INPUTS Step 1 Draw your plane as accurately as you can. Don't have high-end CAD software? Download a (free) copy of the Google "Sketchup" software from google.com CAD doesn't get easier (or cheaper) than this. Spend the time (maybe an hour or so) to learn how to use Sketchup. This is very much "entry level" CAD software, but it DOES allow you to draw accurate 2-D Step 2 You need to make some basic choices. Choice 1: Stall speed (Vs). The stall speed is dependent on a number of things - eg: Wing area, lifting capacity of the wing (CL), and the weight of the aircraft. It's all a big trade-off. For example, the bigger the wing, the slower the stall, but your aircraft will have more drag, so it will fly more slowly. The inputs in the "Basic Inputs" worksheet will show you these tradeoffs, and help you decide. Once you've chosen your stall speed, and you've estimated the weight of your airplane (flying weight that is - including you, fuel baggage etc - the Max All-up Weight), all you need to do is choose an airfoil and read off Choice 2: Wing Aspect Ratio (AR) The bigger the AR, the more efficiently your plane will fly. But as AR increases (for a given Sw) the shorter the chord (the wing will be longer and skinnier). And this means that the wing will also be thinner. And thinner means less height for your spar. And as spars become less deep, they lose strength very quickly, and you need to build them stronger (ie heavier). So now you have a trade-off between efficient wing and heavy wing. Rule of thumb: aim Choice3: Airfoil thickness percentage (t/c). Usually about 15% but can be as low as 12% and as high as 18% Together these inputs will feed into the "feedback" calculations in column E. Don't worry if these numbers don't make sense at the moment - they will. But you will need to make quite a few more entries before it all begins to come together. Change the stall speed and see how this affects the wing area. Change the MAUW and see what difference that makes. See how these changes affect the max speed, glide, slimb rates etc. Play with this till you're reasonably happy with your Step 3 Probably one of the more critical choices you need to make is WHERE to place the wing. Too far forward will affect how your On the "Basic Inputs" sheet, you will see a yellow highlighted cell for this input. It is measured in INCHES rearward from your DATUM. I have used the prop bulkhead as my datum, but you can choose any datum you wish. Some people use the tip of the spinner - but then you can't change your spinner without having to recalculate your centre of gravity. Some people use To begin with, you will need to enter a number in this cell based on the eye-ball technique. Select a wing position which looks right - you will DEFINITELY be changing this as you progress, so it doesn't really matter what you choose now. But it Step 4

Enter the tail moment arm. This should also be taken from your drawings. You measure the tail moment arm from wing MAC/4 to tail MAC/4 In English this means (1) calculate the wing Mean Aerodynamic Chord (MAC). On a rectangular, nonswept wing it is easy. Your MAC is your chord. For a swept wing or a tapered wing, things get a little more complex, but Roncz has provided the calculations to do this for you. You can find it on the Roncz3-April sheet (cell E19). (2) Now that you have your MAC, measure back 25% from the leading edge. ie if your chord is 48in, a quarter of 48 is 12, so mark 12 inches Step 5 The following three inputs (Design lift coefficient, Wing Drag Coefficient and CM of MAC Airfoil at the Design CL) need to be entered using data from the published data of your chosen airfoil. Which airfoil to use? This is very much a personal choice but you really can't go wrong with using one of the Riblett airfoils. You will need to buy his little booklet (the only source of CENTRE OF GRAVITY inputs Step 6 Jump to the Roncz4-CG-May spreadsheet, and fill in the Fuselage Station (FS) and Waterline (WL) as well as the weights for all the listed items. Remember, the FS numbers are in INCHES back (ie tailwards) from your chosen datum. The WL measurements are from an arbitrary line also (most people use a line drawn horisontally through the propshaft. When you have filled in all FS and WL measurements, and estimated as best you can each of the weights, you will end up with two significant numbers: the CG of your aircraft as measured horisontally (B25), and vertically (C25) These numbers will PROPELLER inputs Step 7 If you know what prop you're going to use, take your inputs directly from your prop. You will need to work out the cruise ENGINE inputs Step 8 Enter your engine HP, and the BSFC. Generally speaking a BSFC of about .45 is a good estimate for a modern engine. But if you have the exact numbers, enter them here TAIL inputs Step 9 The first input (Horizontal Tail dCL/dAlpha) is not something you can guess. In fact, notice that it is in a RED cell - meaning that it is calculated elsewhere, and copied into this cell. Actually, now would be a good time to jump to another worksheet, and fill in the inputs there. Go to the Roncz3-April sheet, and copy into the green cells, the values you have decided on The following four inputs (lines 36 to 39) can all be understood by reference to the original Roncz articles, which are referenced in the notes attached to each of the cells. Go off and read the articles, come back and fill in the four cells with Airplane angle of attack) should be zero or nearly so. It makes sense (to me at least) to want your plane to fly level, not nose down or nose up. Hence I suggest zero is a good number) OTHER INPUTS Some of the Roncz spreadsheets are little more than stand-alone calculators to work out various things. However, the Roncz2-Jan sheet, Roncz3-April sheet and the Roncz4-CG-May sheet are critical. Take values you have already selected in The Roncz4-CG-May sheet This sheet allows you to calculate the CG as well as the weight of your airplane. Don't worry too much about being 100% accurate with the weights and positioning of each item. Give it your best shot, however, to ensure as accurate a result as possible. Don't worry too much about the weight of the cowl. I didn't. I simply included it in the weight of the fuselage shell The Roncz2-Jan sheet This is a very important, and most interesting sheet. You should have most of the GREEN cell inputs already - except for those in cells D56 to D61 (the wetted areas). This in turn leads on to being able to calculate your equivalent Flat Plate Area, which has a number of important effects on how fast your plane will fly. I have included quite extensive notes at the bottom The Rancz3-April sheet

Again, easy inputs (you should have all of them worked out by now) leading to some critical calculated cells culminating in the recommended vertical and horisontal tail sizes. Bigger than this is OK, but not smaller. FINALLY You are now in a position to go to the main sheet - the Roncz7-MAIN-Aug sheet. First, there are some inputs at the top of the sheet to calculate the Aerodynamic Center Along the MAC. Second, you will need to enter the inputs to calculate the Pitching Moments due to the Fuselage/Wing Combination. Read the "Readme" note for directions to the Roncz article dealing with these inputs. And that's it. Your goal is to see sensible numbers in the "Power on Neutral Point" section - rows 142 to 154. I have highlighted the critical lines in red. Bottom line, your Static Margin needs to be between about 5% and 20%. 5% will result in a very responsive, sporty plane. 20% will result in a stable, no-surprises aircraft. Anything less than 5% is probably going If your Static Margin falls outside these broad limits, you're in trouble, and it's back to the drawing board. So retun to the Basic Inputs sheet, and start fiddling. Notice that I have placed a number of calculated fields in col E. Of particular interest is the Static Margin and the Dynamic Stability Ratio. Fiddle with your aspect ratio, and the HS positioning of your wing. Both will alter these two numbers. Remember, if your Static Margin is too low, you won't be able to fly the plane. Too high is also Good luck Duncan Meyer duncan.rtfm@gmail.com

A step-by-step guide to using the Roncz spreadsheets Scenario: You want to design your own plane, but don't know where to star

Solution: Follow these easy steps

Step 1

Draw your plane as accurately as you can. Don't have high-end CAD softwar

ut don't know where to start

have high-end CAD software? Download a (free) copy of the Google "Sketchup" software from google.com CAD doesn't get easier (or cheaper) than thi

easier (or cheaper) than this. Spend th

Aircraft Data Input sheet

This is your main sheet for inputting data, which will act as inputs on other sheets Input all values in the green cells On the right (column E) are some calculated values, based on your inputs. Use these as a sanity check on the values you input WING Desired stall speed (kts) MAUW (from Roncz4) Wing Aspect Ratio Airfoil t/c Leading Edge of MAC is at FS (in) Design lift coefficient Wing Drag Coefficient: CM of MAC Airfoil at the Design CL: Dynamic Pressure at Design Point (Q) CG Waterline of Aerodynamic Center (in): Waterline of Thrust at FS of CG (in) PROP Propeller RPM: Prop Diameter (in): Average Blade Width (in): Airplane Max Speed (kts): Number of Blades: Distance from Prop to CG (in): True Airspeed (mph): ENGINE Engine choice Horsepower: BSFC HORISONTAL TAIL Leading edge of tail MAC is at Tail MAC (in) Volume coefficient (ThC) Power Off Dynamic Pressure Ratio at Tail: Tail Incidence Selected (deg) Elevator Area/Tail Area (%) Wing CL with Level Fuselage Airplane Angle of Attack VERTICAL TAIL Lever arm, inches Volume coefficient (TvC) 125.0 18.0 0.65 0.80 -1.30 100.00 0.30 0.00 Readme Readme .45 to .65 Readme Readme Readme Required H-stab Area:(ft^2) Horizontal Tail dCL/dAlpha: FS of Tail AC (in) Required V-tail Area (ft^2) Aerovee 100.00 0.450 3200 64 5 212.48 2 1 ? Best L/D (kts) Best L/D Min. Descent (kts) Descent (ft./min.) Max Speed (kts) Cruise speed (80% power) Landing speed (kts) 0.00 0.00 45.0 718.60 327 8.5 0.15 43.00 0.300 0.006 0.012 99 Use these to see effects of the green inputs MaxCL (with flaps) - (From Roncz2) Wing area Wing span (ft) Chord (in) Spar thickness (in) (Trade study) stability ratio - 2.5 to 3.5 Distance from wing TE to AC of Tail: Airplane Flate Plate Drag (sq. ft.): Wing Lift Curve Slope dCL/dAlpha: Tail moment arm (in) FS of Center of Gravity (in): Waterline of Center of Gravity (in): FS of Aerodynamic Center (in): Static Margin is (% of the MAC)

Vertical Tail Size (ft^2) 79.37 0.045 (Raymer: .035 to .065)

ffects of the green inputs 2.19 (Link to B85, B86, B87, B88 - depending on your flap type) 47.96 20.19 Wing Loading 14.98 Wing Span: (m/ft) 28.50 Power loading 7.19 Wing Area: (m^2/ft^2) 4.28 rho at sea level 0.00237689 Aspect Ratio: 2.78 Fuselage Length: (m/ft) 58.00 Stall (mph/kts) 0.93 Cruise (mph/kts) 0.09 Weights: 79.37 Empty Weight: (kg/lbs) 45.65 Max Take Off Weight: (kg/lbs) 0.90 Wing Loading: (kg/m^2 - lbs/ft^2) 50.13 Stability Ratio Engine: 7.5% HP 86.38 Capacity: (CC) 15.53 Dry Weight (ex Exh): (kg/lbs) 65.62 Engine bits (kg/lbs) 494.66 kph mph 212.48 393.517276 244.520299 169.99 314.813821 195.616239 58.50 51.7850753 Wing Span: (m/ft) Wing Area: (m^2/ft^2) Aspect Ratio: Fuselage Length: (m/ft) Stall (mph/kts) Cruise (mph/kts) Weights: (Span) Empty Weight: (kg/lbs) 12.07 8.04457809 Max Take Off Weight: (kg/lbs) 0.09 Readme Wing Loading: (kg/m^2 - lbs/ft^2) 129.50 11.20 Engine: Two Cylinder, Four Stroke: Capacity: (CC) Dry Weight (ex Exh): (kg/lbs) Engine bits (kg/lbs) 6.59

TRADE STUDIES Razorback Luciole Metric Imperial Metric 20.19 6.9 47.96 4.6 8.50 10.35 10.05 45.00 169.99 186.00 718.60 14.98 2.78 100 990 154 15.0 BK-1 Metric 97 200 43.48

25 627 23 7

Imperial 19.40

15.40 130.00 430 800 #DIV/0!

60

SD-1 Imperial Metric 22.64 49.51 10.35

Corby Starlet Aerochia LT-1 Hummel B612 Imperial Metric Imperial Metric Imperial Metric Imperial Metric 19.60 18.60 20.80 19.40 64.60 68.50 6.0 6.0 14.27 14.90 15.30 15.40 34 35 97 113 130 430 800 #DIV/0!

6.9 6.8 4.8 40 150 175 300

213 440 8.89

254

559 8.65

0.00

#DIV/0!

25 627 50.6 15.4

28

70

60

60

Imperial 22.30 70.70 15.50

375 662 9.36

80

Aerochia

Corby Starlet

W ing Span: 19 feet 4 inches Length 15 feet 4 inches Cockpit W idth: 24 inches Cockpit Height: 40 inches (curved canopy) Leg Room: 50 inches (firewall to seat back bulkhead) Fuel Capacity: 15 gallons Empty W eight: 430 pounds Gross W eight: 800 pounds Fuel: 90 Pounds (15 Gallons) Pilot Size: Up to 250 pounds - 6 foot 4 inches tall Baggage 30 pounds with 250 pound pilot. More if lighter pilot (within CG limits) Engine: Great Plains 1835 Volkswagen Conversion - Rated Takeoff Horsepower: 60 Performance: (Prototype 1) Measured by hand held GPS, the space between runway lights with 250 pound pilot and full fuel. Takeoff Distance: 700 feet Landing Distance: 700 feet Rate of Climb: 750 fpm @ 65 mph IAS (initial) Max Continuous Cruise: 130 mph using 3.5 gallons per hour. Range 400 miles with reserves. Economy Cruise: 100 mph using 2.5 gallons per hour. Range 500 miles with reserves. Top Speed: 145 mph

Plans: CAD drawn plans, Step by Step Photo Builder's Manual and Video. Full size templates. Projected availability Oshkosh 2007 Build Cost: $7000 including new Great Plains VW 1835. Build Time: 1500-2000 hours, from plans, less with prefabricated parts. Beta Builders Program: 9 Experienced builders are currently checking plans and constructing aircraft. B612 http://www.flyingmachines.cz/_english/b612/

W ing area: 6,8m2 / 70,7sq.ft. Length: 4,8m / 15,5 ft. W ing span: 6,9 m / 22,3 ft. Cocpit width: 0,6m / 24 in. Empty: 175 kg / 375 lb Gross: 300 kg / 662 lb. Stall: 65 km h-1 / 40 mph Vne: 270 km h -1 / 166 mph Cruise: 200 - 250 km h-1 / 123 - 15 Rate of climb: 2 - 9 m s-1 / 387 -19 Engine: accetable hp range is 28-

PIK-26 How is it built? The PIK-26 uses wood construction, made largely from pine and from the Finnish birch that the country is famous for. I was once told that the reason it is so highly prized as a material is that the short summers and cold winters make the trees grow slowly, giving a tight and strong pattern of growth rings. The skins of the PIK-26 are made of birch plywood, with the thickness varying from 0.8 mm to 2.4 millimetres. The spars are made of pine, sawn from planks. Metal parts are made of 2024T3 aluminium and 4130 steel. It is said that if you can build a wooden model aircraft from plans, the PIK-26 is no problem. The wing ribs are made of 15 mm PVC foam, and use the GAW 2 profile. The time to complete all the wing ribs is about 8 hours. The total build time for the prototype was two years and 2,298 hours, and the 2nd PIK-26 took about 1,500 hours. The construction looks fairly typical for a light wooden monocoque. Top Speed, (kilometres/hour) 190 Cruise @ 3,000 rpm, (kilometres/hour) 170 Fuel Consumption (litres/hour) 7 Stall (km/h) with flaps 63 Rate of Climb, (m/s) 3.2 Take-off Distance, (m) 200 Landing Distance, (m) 250 Engine Used Mosler MMCB HP 35 Fuel capacity (litres) 27 Empty W eight, (kg) 144 Gross W eight, (kg) 250 Useful Load, (kg) 106 Height, (m) 1.22 Length, (m) 4.33 W ing span, (m) 5.24 W ing area, (sq. m) 6 W ing loading, (kg./sq.m.) 41.6 No. Completed/Flown 4 Load limit, (g) +3.8, -1.5 Airfoil GAW -2

SD-1

Mike Arnold's AR-5 (213 mph on 65hp)

WING DRAG:

The aspect ratio eight, 55.125 square foot, low drag wing 418 root airfoil, a NACA 65/2-215 tip airfoil, 50 percent sp percent span, 23 percent chord ailerons. The wing area e square feet, and its wetted area is 102.6 square feet. At 2 per foot of length is 1.94 million. The average chord is 2.7 million. The low turbulence wind tunnel data (1) gives a p root and 0.0045 for the tip. The resulting drag area for the slight losses due to turbulent wedges at the tips, roots an slight discontinuity at the flap and aileron hinge lines will p coefficient to 0.005, giving an exposed wing drag area of pounds per square feet, the dynamic pressure is 109.6 ps induced drag coefficient is 0.00053, or induced drag area FUSELAGE DRAG:

The 14.5 foot long, 23 inch wide, 35 inch deep fuselage h and a frontal area of 5 square feet. Mike figured the wette measurements that Mike, my son Doug, and I made durin within 1/3 of one percent of Mike's figure of 83 square fee protrudes 9.55 inches above the forebody.

Corby Starlet

ghts with 250 pound pilot and full fuel.

erves.

plates. Projected availability Oshkosh 2007

rom plans, less with prefabricated parts.

ucting aircraft.

ww.flyingmachines.cz/_english/b612/ W ing area: 6,8m2 / 70,7sq.ft. Length: 4,8m / 15,5 ft. W ing span: 6,9 m / 22,3 ft. Cocpit width: 0,6m / 24 in. Empty: 175 kg / 375 lb Gross: 300 kg / 662 lb. Stall: 65 km h-1 / 40 mph Vne: 270 km h -1 / 166 mph Cruise: 200 - 250 km h-1 / 123 - 151 mph Rate of climb: 2 - 9 m s-1 / 387 -1935 fpm Engine: accetable hp range is 28- 80 hp.B-612 is originaly designed for Rotax 503 [50hp]

e Finnish birch that the is that the short summers and s. The skins of the PIK-26 are pars are made of pine, sawn you can build a wooden PVC foam, and use the GAW the prototype was two years irly typical for a light wooden

tio eight, 55.125 square foot, low drag wing has a taper ratio of 0.78, a NACA 65/3, a NACA 65/2-215 tip airfoil, 50 percent span, 25 percent chord, flaps, and 44 23 percent chord ailerons. The wing area exposed outside the fuselage is 49.6 nd its wetted area is 102.6 square feet. At 207 mph at sea level the Reynolds number gth is 1.94 million. The average chord is 2.7 yielding a wing Reynolds number of 5.15 w turbulence wind tunnel data (1) gives a profile drag coefficient of 0.0047 for the 45 for the tip. The resulting drag area for the exposed wing is 0.228 square feet. The ue to turbulent wedges at the tips, roots and landing gear intersections, plus the nuity at the flap and aileron hinge lines will probably raise the average profile drag 0.005, giving an exposed wing drag area of 0.248 square feet. The wing loading is 12 quare feet, the dynamic pressure is 109.6 psf, giving a lift coefficient of 0.109. The coefficient is 0.00053, or induced drag area of 0.029 square feet.

RAG:

long, 23 inch wide, 35 inch deep fuselage has a length to effective diameter ratio of 6 area of 5 square feet. Mike figured the wetted area from the plans and I figured it from s that Mike, my son Doug, and I made during the inspection. I cross-checked to ne percent of Mike's figure of 83 square feet. The canopy is 19.1 inches wide and 5 inches above the forebody.

97915887.xls.ms_office

Weight and Balance Sport Aviation, May 1990 Description Engine Wing skins Spar Fuselage Redrive Prop Vertical Tail Horizontal Tail Engine mount PAX Main Landing Gear Baggage Instruments and Radios Fuel Controls Seats Battery Extra Strongback Radiator Spinner Paint Tail Gear FS 12 64 64 68 2 -1 129 129 24 68 38 90 45 37 48 75 28 0 55 96 -2 68.00 155

Readme KG WL 0 29 29 0 0 0 29 29 0 0 -33 6 5 0 0 0 0 0 0 6 0 0 -11 Weight FS Moments WL Moments Engine dry 156.00 1943.76 0.00 MZ202 40 35.00 2240.00 1027.60 Big Twin 51 5.00 320.00 146.80 AE-50-R 24.5 22.00 1496.00 0.00 K75 80 0 0.00 0.00 Aerovee 66 15 -15.00 0.00 Revmaster 77 8 1032.00 230.56 Engine 6 774.00 172.92 Choice: Aerovee 6 144.00 0.00 175.0 11900.00 0.00 350 30 1140.00 -975.00 10 900.00 60.00 6 270.00 30.00 Readme 135.60 5017.20 0.00 To estimate fuel weight: 8 384.00 0.00 HP 100.00 4 300.00 0.00 BSFC 0.45 15 420.00 0.00 Endurance (hrs) 4 8 0.00 0.00 135.60 0.00 0.00 0.00 0 0.00 0.00 1 -2.00 0.00 15 1020.00 0.00 152.72727 8 1240.00 -88.00 30523.96 604.88 84.55 kg Aircraft fuse only 186.00 lbs 348.00 lbs Aircraft with engine

45.65 0.90 668.60 Readme Readme Readme

Big Twin engine weights part II.... 1. Valley Engineering Stock Redrive = 11.73 lbs a. Prop crush plate 6.1 oz b. Drive Belts (2.6 oz each X 2) 5.2 oz C. Mounting Hardware 6.0 oz d. Taper Bushing & hardware 5.35 oz e. small pulley 13.4 oz f. Idler arm w/pulley 26.65 oz g. prop hub extension 15.1 oz h. prop drive shaft w/washer/nut 22.6 oz i. belt tensioner cam plate 10.85 oz j. large pulley w/ bearing 62.05 oz k. prop bolts 12.8 oz l. shaft shim washers 1.55 oz

2. Stock pulse fuel pump 4.65 oz 3. Complete intake w/carb 88.25 oz 4. Alternator magnets 32 oz

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Other... Engine block without flywheel, alternator, carb/intake. Starter installed = 70.2 lbs Engine block without flywheel, alternator, carb/intake, starter = 62.15 lbs

Notes... I have managed to literally carve the engine weight down to 100 lbs, which was my goal to keep my aircraft 103 weight compliant with the Big Twin from Valley Engineering. I know I could take quite a bit further, but for now I've met goal. Elimination of the starter and implenting an ignition system to allow hand proping will be next on my list, but for now I am out of time to further experiment. Some of the things I did were... 1. Drilled lightening holes in big pulley 2. Drilled lightening holes in idler arm 3. Drilled lightening holes in belt tension cam 4. Carved excess material from redrive mount plate 5. Ground off all casting marks, cooling tin mounts, valve cover lettering, etc.... 6. Removed alternator magnets, coils and wiring/hardware. 7. Drilled lightening holes in flywheel (yes, I rebalanced) 8. Removed stock pulse pump - don't need it, my airframe has sufficient gravity feed system. I plan to use a lipo battery as used in RC aircraft to start the engine using the stock starter system. Lipo batteries are VERY light weight and have the punch to kick the starter right over... a 10 oz lipo should give many, many reliable starts, be quick disconnect also.... AND for less than the price of a standard lead acid battery... Just my 2 cents folks, take it for what its worth to you. My modifications are truely EXPERIMENTAL and I do not suggest or imply that anyone try what I have until I have some significant time put on this engine/modifications. If you do try any of my modifications, you accept FULL responsibility for your own actions. Sincerely, Doug Hart

Part I ........ Hi Folks, Here's some very good numbers on the weights of various parts on the Generac. I used a precision digital scale, calibration checked just before weights were taken.

Cooling tin:

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1. Rh Cylinder top 4.55 oz 2. LH Cylinder top 4.4 oz 3. RH Cylinder - middle 8.2 oz 4. LH Cylinder - Middle 8.1 oz 5. Fan Cover 4.9 oz 6. Fan Guard 16.5 oz 7. Fan 16.65 oz 8. Lower Center, aft 13.7 oz 9. Aft Outer cover 46.7 oz 10. Attach Hardware-all 8.75 oz Total: 132.45 oz or 8.278 lbs Starter, attach hardware and associated wiring: 128.8 oz or 8.05 lbs Flywheel (with ignition magnets and alternator magnets) 18 lbs Alternator coil,attach hardware and associated wiring: 4.64 lbs

Some observations and other findings.... The ignition has a come-in speed of 300 rpm. It IS IMPOSSIBLE to hand prop the engine to this speed. A different ignition system will have to be used in order to eliminate the electric start or to be able to hand prop start. I am VERY interested in this option! I don't mind hand proping when I can save 8 lbs on a starter and probably another 8 to 10lbs for a battery! The alternator coils/hardware would be very easy to remove, but then no electrical for the aircraft. As it is, it is a 30 amp alternator, which is WAAAY more than I will ever need. I'm looking at reducing this to a 3 or 5 amp. I believe 2 or so lbs could be saved with this option. The flywheel is Very heavy... the starter gear ring is cast in as part of the flywheel. I do think that some weight could be removed by the use of "lightening" holes on the face of the flywheel. Using 1" diameter holes, evenly spaced, I estimate at least 6 lbs weight savings, but this will require a machine shop (or someone with the right tools) to complete and rebalance the flywheel. If ignition system could be upgraded for hand proping, the ring gear could be cut off also. Of course, the best, and probably most expensive solution would be an aluminum machined flywheel, I'd bet with proper design, could get all up weight to around 9 or 10 lbs The Stock carb that comes on the engine is ABSOLUTELY no good for aircraft use. It does not have an accelerator pump and will hesitate, even stall the engine if sudden power demand is input! The stock fuel pump (pulse type) is adequate for maybe a 12 inch lift, but absolutely no more. The Fuel tank should be kept in line or higher than the engine. Another option is to use electric pump to be ableto place tank anywhere you want. I think the best place to start mods/lightening would be with the starter and ignition systems.

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I currently have my oldest Generac (with just under 350 hours total time) down to 112 lbs w/electric start and alternator still on. I would really like to loose at least 10 more lbs so that my aircraft can have some extra useful load! I believe 20 lbs would be possible, but I think cost will really start going up at this point. It's good to get back to this discussion. I had been looking at the new B&S 810cc vertical as a possible way to get more cc's for the same weight as the B&S 26 hp. Because of the difference in weight between the Generac "Big Twin" and the small block B&S, I had assumed the Generac was a "big block" as well. Sooooo I went to visit a small engine builder/supplier, who happens to be an automotive engineer. I came armed with my checkbook and intended to to buy an 810cc block and try to stroke it somehow. I came home with a lot of information and a Generac engine and parts. First of all, he demystified the numbers on the Generac. They sell two engines, both of which can be had vertical or horizontal: The GTH 760 has a 90mm (3.54") bore and a 78mm (2.36") stroke. The GTH 990 has a 90mm (3.54") bore and a 60mm (3.07") stroke! But here is the secret. The GTH 990 has a dished piston to keep it's compression low enough to not detonate on regular fuel. By using the GTH760 engine with it's FLAT TOP piston and a GTH 990 crank, you get a 998cc engine with a 9.5:1 compression ratio. This is the engine that Generac sells for LP Gas, however, the Generac Engineers say that you can run it on higher octane gasoline at 3800 RPM .................ALL DAY! Guess what I took home. Another little factoid, There are two standards to report engine performance. J1955 is the standard that measures the engine torque and HP with ALL the accessories attached as sold. J1940 is the measure of performance with least restrictive intake and exhaust and no accessories. EVERYONE uses J1940, therefore, our applied results may vary and any comparison to real time measurement are skewed. `The long stroke Generac GTH 990 with FLAT TOP pistons makes 44hp @ 3800 rpm continuous. It makes 66ft/lbs of torque at 3000 rpm. These are J1940 figures. I believe this is the Valley Engineering "Big Twin". Now to the issue of weight. There are three grades of SAE rating for small engines. Consumer, Commercial, and Industrial.....The Generac is Industrial. The above 998cc engine can safely be run at 4000rpm and 3800 continuous. The difference between the small block B&S and the Generac, which has a very similar block, is in the components. I was shown both crank and rods. The difference is startling. The heads had bigger valves and "D" shaped intakes. These are all places where the weight is worth the increase. The other big differences are in the flywheel, fan, shroud. I appreciate your work on weight reduction. I agree that the starter and associated electricals are a great place to go. My interest

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in in the possibility that a redrive can be built with a dampener that will allow the prop to be used as flywheel inertia and we can lose another ten pounds. I am also going to try to mount the redrive on the flywheel side. This will place the exhausts downstream, put all the "flywheel" weight on one end. and allow us to cut a huge chunk of shaft off the back.

Big Twin numbers Description Engine Wing skins Spar Fuselage Redrive Prop Vertical Tail Horizontal Tail Engine mount PAX Main Landing Gear Baggage Instruments and Radios Fuel Controls Seats Battery Extra Strongback Radiator Spinner Paint Tail Gear

KG FS 9.3 63.0 63.0 77.0 7.6 -2.5 130.0 130.0 11.0 73.0 36.0 98.0 45.0 38.0 51.0 78.0 18.0 0.0 75.0 0.0 -4.0 77.0 148.0 WL 0.0 29.4 29.4 0.0 0.0 0.0 28.8 28.8 0.0 0.0 -32.5 6.0 5.0 0.0 0.0 0.0 0.0 0.0 0.0 6.0 0.0 0.0 -11.0 Weight FS Moments WL Moments Engine dry 131.0 1215.7 0.0 Solo40 30 15.0 945.6 440.4 Big Twin 51 7.5 472.8 220.2 Aerotwin 42 21.7 1670.9 0.0 K75 84 0.0 0.0 0.0 Aerovee 65 5.0 -12.5 0.0 Revmaster 77 8.0 1040.0 230.6 Engine 6.0 780.0 172.9 Choice: 0 6.0 66.0 0.0 185.0 13505.0 0.0 370 8.0 288.0 -260.0 10.0 980.0 60.0 6.0 270.0 30.0 Readme 67.8 2576.4 0.0 To estimate fuel weight: 16.0 816.0 0.0 HP 50.0 4.0 312.0 0.0 BSFC 0.45 9.0 162.0 0.0 Endurance (hrs) 4.00 8.0 0.0 0.0 67.8 7.5 562.5 0.0 0.0 0.0 0.0 3.0 -12.0 0.0 15.0 1155.0 0.0 152.72727 8.0 1184.0 -88.0 27977.3 806.1 72 kg Aircraft only 157.7 lbs

51.1 1.5 547.5 Readme Readme Readme

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KG LBS Wet bits Engine wet HP Engine PSRU 4 44 96.8 60 5850 0 4 55 121 50 5725 0 3.3 27.8 61.16 50 ??? 0 4 84 184.8 75 3500 0 4 70 154 100 7541 0 4 81 178.2 85 7039 0 HP Weight Cost 100.00 154.00 7541.48 88

Prop Freight Total 350 2000 8200.00 0 1000 6725.00 1750 ??? 1750.00 1750 0 5250.00 1750 1000 10291.48 350 2000 9388.71

(Raymer Homebuilt, p18). Substitute with known value if you have it This number has been transferred to cell D15 for you

kg Aircraft fuse only lbs Aircraft with engine

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KG Wet bits Engine wet 4 34 4 55 4 46 4 88 4 69 4 81 HP Weight FALSE FALSE

LBS HP 74.8 121 101.2 193.6 151.8 178.2 40 50 50 75 80 85

(Raymer Homebuilt, p18). Substitute with known value if you have it This number has been transferred to cell D15 for you

kg Aircraft only

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Conversions Kt mph kph 1 1.150779 1.852 0.539957 0.621371 1 0.868976 1 1.609344

Enter kt 160 Enter Mph 39 Enter Kph 285

Mph 184 Kt 34 Kt 154

Kph 296 Kph 63 Mph 177

cc

cu in 1 0.061024

Enter CC 0

oz/ft^2 1 0.00328

oz/yd^2

g/m^2 305.15 1

oz/ft^2 8.8 g/m^2 265 oz/yd^2 20

oz/yd^2 79.20 oz/yd^2 7.82 oz/ft^2 2.22 m^2

g/m^2 2685.32 oz/ft^2 0.87 g/m^2 678.11 lbs/ft^2 0.054 lbs/ft^2 0.139

sq ft 1 ft 1 in 1 mm 1 kg/m^3 1 kg/m^2 1

sq m 0.092903 in 12 ft 0.083333 cm 0.1 lbs/ft^3 0.062428 lbs/ft^2 0.204816 cm 30.48 mm 25.4 in 0.03937 m 0.3048 cm 2.54 ft 0.003281

ft^2 21 ft

1.95 metre cm

mm 9723.12 in metre cm mm 4.5 0.1143 11.43 114.30 mm cm metre ft 97500 9750.00 97.50 319.882 31.9 9.72 972.31

kg/m^3 40

lbs/ft^3 2.50

kg/m^2 lbs/ft^2 0.51 0.104 oz 1 lbs gm 28.349 kg oz 0.75 gm lbs gm 21.262 kg

oz lbs g kg

in 382.80 ft 0.38 in 3838.58

The Aerochia LT-1 - Single piece carbon wing skin

Spar calculations
Marske - struts version Data taken from Basic Inputs Gross weight (lbs) Wing span (in) Wing sections Wing panel length (in) Distance to wing centroid Max G Bending Moment (M) Spar thickness (in) Load on spar caps Rod cross section (.092x.220") Compression strength of Graphlite Each rod can carry Safety factor of 50% Number of rods (per cap) Spar 748.60 242.2887963 2 121.1443982 60.57219908 10.5 238057.8282 4.28 55677.125 0.02024 275000 5566 3710.666667 16 Struts 748.60 43.5 1 43.5 21.75 4 65128.2 2.5 26051.28 0.02024 275000 5566 3710.667 8

(Need to apply load distribution to these calculat

Main Gear legs Length Rods Length Struts Length Rods Length

4 8 32

Spar lengths 2 x 8ft 2 x 12ft 2 x 18ft

6 5 5 16

8 12 18

48 60 90

5 8 40

Total rod length reqd

96 120 180 396 32 40 468

Optimal Finess ratio (Hoerner)

3.71

DIAB plank method (NZ) ROM's build notes: 2" x 3/8" Divinycell H80 foam planks Which rods? The .125 diam (3.16mm) The .092x.220 (2.34x5.59mm) Epoxy West System has HDT of only 128 deg F Marske recommends Aeropoxy Use Nitrile gloves, not latex Use multiple layers of gloves and peel them off

http://www.diabgroup.com/americas/u_literature/u_pdf_files/u_bul_pdf/Strip_Plank_TB http://www.homebuiltairplanes.com/forums/composites/4128-strip-method-other.html

Plywood 0.13625lbs/ft^2 (Wicks) .8mm Birch )0.2725lbs/f ie 32 ft^2 x 1/16 (1.5mm) = 5lbs Therefore, wing skins = 4x5=20lbs SD-1 wings weigh 54lbs Spar = 3.6lbs Ribs = 3lbs Wings = 26.6lbs

Wash hands with vinegar, then soap Wash brushes in vinegar then add lots of detergent Or wash brushes in acetone Used brushes are best - they don't shed hair Fillers: Cabosil Good bonds - cotton flox - but best is sandwiching two glass tapes between the bonded parts Molding - use playdough

Main gear calculations Alpha degrees Alpha radians Tan (alpha) Height from CG (mm) Fwd from CG vertical (mm) From datum (mm)

12 0.20943951 0.212556562 968 205.7547517 953.85

CF vs Glass (Marske) 5.7oz twill CF = 10oz glass 5.7oz/yd^2 = 193g/m^2, 10oz = 234g/m^2 Thickness of laminate = 2x its weight for CF, 1.5x weight for glass Weight of laminate = .015 x fabric weight eg: 1x lams 5.9oz CF = 5.9x.015 = .088lbs/ft^2 (1.4oz) or... 200g/m^2 = 3g/m^2 CF lam = 2x strength of glass lam of same thickness CF lam = 4x stiffer than glass lam of same thickness 20oz glass lam minimum (ie 2x 5.7oz CF is equivalent)

Aerochia LT-1 Weights: Front Left Right Total

Carbon Fibre Monarch - some notes Materials: 5.7oz CF TWILL. 2x layers Ribs laid out over corrugated plastic D-tube mold - Laser-cut? Then fit in D-tube - drill out most of the flat are Phenolic bushings for all fibreglass to Layup of spar: CF on plastic sheet. A - then remove top layer plastic, lift a - Vacuum bagging essential to get go Ribs: Marske: 5.7oz CF + 6oz Glass, Basical Razorback: Ditto. 2x 5.7oz LAMS @ .

131 308 311 750

Marske: used 8-10in vacuum for the Marske: main rib = .75oz Marske: Ribs made from male foam Marske: Cure vacuum bagged parts f

BeLite: CF ribs in wooden style. Flat sheet cu Perhaps the most amazing fact is that construction time is considerably reduced by utilizing this process. When all of the parts for the wing are ready, the entire wing can be set up, bonded (glued) and ready for covering in 3 days from start to finish. Construction of the wing is a simple SC-1 Minisport

Two part wing uses GA 37U-A315 airfoil. It consists of composite main spar with carbon caps on which are glued ribs made of extruded polystyren. It Colomban's Luciole Wooden spar + foam ribs Mmmmm A very slow plane... So maybe OK Razorback: Marske method: 3-D CF rib vacuum

How much static thrust is required? Orion: Norman: Orion:

Mike Arnold: AR-5 Video #2 "How its made" Uses the Marske method for bonding bulkheads to the fuse, after micro under the bulkhead Uses 36-grit/80-grit sanding board Laminate = 2x UNI Canopy = 1/10 inch plexiglass. Blown. Base = glass sandwich. Flap gap = 1/16 to 1/32 inch gap Uses styrofoam, 2lbs/cu ft Video = 1:20 - the good stuff Flap control bellcrank is inside the body, behind an inspection panel Hardpoints = plywood with nuts and washers on the back side. Bonded to the foam core Central foot or so of leading edge of flap removed Hard points bonded, then false spar added. Then foam replaced, leaving hard point area free Aluminium angle bonded to foam cores as base for hinges Rudder: 1.28.01 Ailerons: cable operated (3/32 inch wire) to am aileron bellcrank and pushrod 1:31:40 Main landing gear. Bolted (4 bolts) to the wing spar. 1:32:00 Landing gear Wheels 4" diam 410/4.00 tyre Off BD-4 Urethane foam for the fuel tank - fuel resistant Cover entire airframe with micro/epoxy, and sanded smooth Then covered with polyester primer (sprayed on). Then sanded, and painted with Imron polyurethane Wengine mounts. Brackets (4 bolts) on pilot side of firewall. Firewall = 1/4" plywood, with extra 1/8" plywood at the engine mount brackets 1:39:45 Bracket = 1/8" aluminum, four bolts sensibly within the perimiter at the corners Fuel tank 1:41:00 1/4" clark foam. Top: glass one side, bend in place glass 2nd side KX99 Bendix King radio Stick Controls: 1:44:30 Wing construction: 1:46:00 4x ribs used Orion re: Balsa balsa is a firewall material sandwiched between triaxial glass and protected with a Silica fire blanket

to apply load distribution to these calculations)

df_files/u_bul_pdf/Strip_Plank_TB.pdf

es/4128-strip-method-other.html

5lbs/ft^2 (Wicks) .8mm Birch )0.2725lbs/ft^2) 1.6mm laminate ^2 x 1/16 (1.5mm) = 5lbs ore, wing skins = 4x5=20lbs

Carbon Fibre Monarch - some notes Materials: 5.7oz CF TWILL. 2x layers Ribs laid out over corrugated plastic (flat with narrow risers) D-tube mold - Laser-cut? Then fit in 1x CF Twill and 1x Glass twill vacuum bag. Difficulty getting CF to conform to mold - hence the glassfibre D-tube - drill out most of the flat area. Smaller hole at front, larger at rear almost to edges, maybe 1/2inch between them Phenolic bushings for all fibreglass to CF fittings Layup of spar: CF on plastic sheet. Add resin. Add 2nd plastic sheet. Work with squeegee till saturated. - then remove top layer plastic, lift and turn upside down into spar mold. - Vacuum bagging essential to get good carbon fit. Marske: 5.7oz CF + 6oz Glass, Basically solid flat sheet with 3-D depressions. Vacuum bagged in laser cut (CNC) molds Razorback: Ditto. 2x 5.7oz LAMS @ .65 ft^2 each = 0.115lbs/rib. Ribs @ 9", so, 22 ribs Total weight: 2.53lbs Metric:

Marske: used 8-10in vacuum for the ribs. Lip folded over for extra stiffness Marske: main rib = .75oz Marske: Ribs made from male foam molds, a layer of epoxy, polished and PVA - then covered with CF and vacuum bagged Marske: Cure vacuum bagged parts for 1 week before removing from mold

CF ribs in wooden style. Flat sheet cut in water cutter Perhaps the most amazing fact is that construction time is considerably reduced by utilizing this process. When all of the parts for the wing are ready, the entire wing can be set up, bonded (glued) and ready for covering in 3 days from start to finish. Construction of the wing is a simple SC-1 Minisport

Two part wing uses GA 37U-A315 airfoil. It consists of composite main spar with carbon caps on which are glued ribs made of extruded polystyren. It Colomban's Luciole Wooden spar + foam ribs A very slow plane... So maybe OK

Marske method: 3-D CF rib vacuum bagged in mold, with stiffening strips. Aiming for 15g per rib = 300g

How much static thrust is required? Several fixed pitch Typically general aviation If you want to do a

Control linkages - various sources Side stick http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-technology/8873-side-mounted-stick.h

I used a side stick on my Sgian Dubh with a gate bolt action to a steering column knuckle straight to the elevator horn. Since it is aileron controls were atached to this tube by a short lever. The leg room is much more comfortable and the nose is better stream http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-technology/8873-side-mounted-stick.html

From Autoreply (post #12) http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-technology/887 For my design I'm (for the moment) also using a sidestick. This has several advantages: *Less wide fuselage (you need at least 5" between your knees, compared to none for a sidestick) *Much easier setup. *No mechanisms under your seat. Gliders typically have a mess of wires, push-pull tubes and other stuff running under the seat. (crunch-able foam) makes a lot of sense to me from the crash-worthiness perspective.

I'm aiming for a single (carbon) tube on the right side, mounted in a tunnel. It should slide forward and aft and rotate for roll. The is that it's not only simply, but it's fairly simple to make an adjustable stick too (it's just an extension to the carbon tube). That's a arm length greatly varies between individuals and sidestick can be VERY critical to that.

As for control feel; I've flown various gliders with parallelogram steering (the stick doesn't rotate, put only "slides" forward and aft you don't have G-induced pull-up. As for roll, during thermalling I usually flew those gliders with two fingers above/around the stic thus rotating your fist results in roll. Very comfortable and much more natural, compared to moving your whole hand. Low stick fo though.

From Wsimpson (BillSki) http://www.homebuiltairplanes.com/forums/aircraft-design-aerodynamics-new-technology/887 Side sticks are sexy, but to make the control throws short enough and forces low enough, you have to work with really small con nice flying birds with side sticks, well, they have pretty small control surface chords and high aspect ratio surfaces and foils. Get check it out. Flap chord is squared. On the other end of the scale, the Unlimited acrobatic birds, with great big balance horns on elevators and huge spades on the ailerons still use center sticks and big throws.

Start with your desired control throws and stick forces, work through the mechanical advantage to your control surfaces, and tha necessary control surface moments. Then you have to play with your control surface area and chord to get to reasonable contro coefficients. Yes, you can work with balance horns and pivot the surfaces fairly well aft on the surface (both place area ahead of moments) but if you play near or beyond 75% aero balance, you are also playing near aileron snatch. So there are practical limit can get your moments... Which might drive you right back to a center stick. HotWings: Quickie system

873-side-mounted-stick.html

e elevator horn. Since it is a flying wing the the nose is better streamlined.

ounted-stick.html

mics-new-technology/8873-side-mounted-stick.html

ff running under the seat. Making it massive

aft and rotate for roll. The nice thing about this he carbon tube). That's a great feature single

y "slides" forward and aft). Feels great and ers above/around the stick and two below, r whole hand. Low stick forces are required

mics-new-technology/8873-side-mounted-stick.html work with really small control moments. The o surfaces and foils. Get out TOWS, and eat big balance horns on the rudder and

control surfaces, and that will give you your get to reasonable control surface moment both place area ahead of the pivot to reduce o there are practical limits on how low you

97915887.xls.ms_office

Spreadsheet #2 From Sport Aviation 1/90 JGR To Calculate Best Range Speed, Minimum Descent Speed and Top Speed

Readme

Readme Span (ft.) Altitude (ft.) Wetted Area (ft^2) Drag per ft^2 rho (Based on cruise altitude) Best L/D (MPH) Best L/D Min. Descent (MPH) Descent (ft./min.) Max Speed (MPH) To Calculate Drag Area Using Published Performance Data Horsepower Altitude Top Speed (mph) Flat plate area (total) Wetted Area (ft^2) Drag counts per ft^2 To calculate wing area besed on type of flaps used Gross Weight (lbs) Altitude (ft) Speed (mph) Type of flap None Plain Split Slotted Fowler 675 3000 206 = CL max 1.50 2.30 2.50 2.60 3.00 Rho: Q: 179 Wing Area Required: 5.77 4.05 3.72 3.58 3.10 80 3000 241 = 0.7787 243.0 0.00320 Prop Efficiency: Rho: 209.2 20.19 3000 193.5 0.0048 0.002175131 99.51 = 15.53 75.60 = 494.66 244.78 = Weight (lbs) E: Horsepower: Prop Efficiency: Prop type Flat Plate Area: 86.4 65.6 212.5

How to calculate your airplane's total wetted area, and its equivalent flat plate area. This is a "bonus" section - but drawn from the Roncz artic Wing wetted area table (Roncz approximation Airfoil thickness You will need to calculate your airplane's wetted area. Roncz (see "Sizing Wings", pg4, col1 bottom ) gives you a 12% great method on how to estimate the FUSE wetted area. 13% Eter your fuse wetted area in cell D56 below. 14% 15% What this section on the right does is to ease the pain of 16% working out the rest of the plane's wetted area. Enter your 17% best guess for the H-stab and Vertical tail areas in cells D57 18% and D58. Undercarriage wetted area The WING's wetted area is based on the airfoil % thickness, Tricycle span and MAC. Select your airfoil % thickness (cell D59), Tailwheel enter the span and the MAC, and your WING's wetted area appears in cell D66 Fuse wetted area (ft^2) 61.2

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appears in cell D66

Finally, based on trike or tail dragger undercarriage, enter the wetted area for the undercarriage in cell D63. Your aircraft's total wetted area now appears in cell D64

Now, depending on your construction type, you're able to calculate your equivalent flat plate area. Simply multiply your total wetted area by the drag counts per square foot, based on the table on the right.

V-tail wetted area (ft^2) H-tail wetted area (ft^2) Wing airfoil % thickness Wing span (ft) Wing MAC (in) Wing wetted area Landing gear wetted area TOTAL

8.5 0.0 15% 20.19 28.50 98.80 25 193.53

Drag counts per ft^2 Metal - round rivets Metal - flush rivets Composite - general Composite - above average Composite - very clean

Calculating wing Clmax with flaps

Clmax clean Correction for tip losses Flap span (% span) Flap chord (% of chord) Flap ext (% of chord) Delta Cl-max plain Delta Cl-max slotted Delta Cl-max Fowler Delta Cl-max Zap Flap Clmax flapped Zap Clmax flapped Fowler Clmax flapped Slotted Clmax flapped Plain

1.50 1.43 0.50 0.30 0.30

0.9 1.3

1.69 1.69 2.19 2.19 2.01 1.83

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668.60 0.7 100 0.85 3 0.929 Knots Knots Knots Cruise speed

From roncz4-CG worksheet Readme Readme Readme 1=Constant speed; 2=Fixed pitch cruise; 3=Fixed pitch climb

184 Based on 75% power Readme

0.85 Readme 0.002175 Knots Readme

Readme 0.00217513 99.32307 Knots Wing Area Required: CL max with 3-D effects of finite span, tip vortex etc taken into account 1.35 2.07 Readme 2.25 2.34 2.70

a "bonus" section - but drawn from the Roncz articles. Wing wetted area table (Roncz approximation) Multiplier 2.042 See Roncz Sizing Wings PDF, pg4, bottom col1 2.048 Interpolated results 2.054 Interpolated results 2.06 Interpolated results 2.066 Interpolated results 2.072 Interpolated results 2.078 See Roncz Sizing Wings PDF, pg4, bottom col1 Undercarriage wetted area 25 Roncz estimate 18 Duncan's extrapolation A reasonable estimate can ge had by taking the average of the TOP and SIDE areas, and multiplying by 3.14

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Approx 2.1*plan area (Included in fuse area) Approx 2.1*plan area. Roncz suggests 25% of wing area as a ballpark figure

ft^2 0.8214286 Drag counts per ft^2 0.0065 See Roncz Sizing Wings PDF, pg4, bottom col2 0.006 0.005 0.0048 0.0045 15.607143

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Spreadsheet #3 From Sport Aviation 2-90 JGR Readme Speed (kts) 170 From roncz4-CG Speed (mph) 60 From Basic Inputs Altitude: 1000 Cruise Weight: Wing Area sq. ft. Wing Span, ft. Sweep, degrees Max CL 669 48 20 6.3 2.19 From Basic Inputs From Basic Inputs From Basic Inputs From Basic Inputs

Mach 1, MPH Mach Number rho CL Aspect Ratio Sweep Factor beta dCL/dAlpha Vs (kts) CL@BL0 Incidence (deg) Taper Ratio MAC (in)
MAC@BL (in)

Chord @BL0 (in) Angle for zero lift (deg) Root Chord, inches Tip Chord, inches

28.5 Remember, BL0 = the aircraft centreline -1.00 Get from published airfoil data 41.9 15.5

HORIZONTAL TAIL Lever arm, inches Volume coefficient VERTICAL TAIL Lever arm, inches Volume coefficient

79.4 From Basic Inputs 0.65 Raymer recommends between .45 and .65

Horisontal Tail Size (ft^2)

Vertical Tail Size (ft^2) 79.4 From Basic Inputs 0.045 Raymer recommends between .035 and .065

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758.42 Readme 0.0791 0.0023081 1.5592 8.5000 0.1104 0.9969 0.0867 44.0382 1.9852 21.9087 0.3699 30.72 51.29

12.07 Recommended

6.59 Recommended

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Spreadsheet #7 From Sport Aviation, August, 1990

Readme

***Calculation of the Aerodynamic Center Along the MAC*** Zero Lift Pitching Moment: CL for Alpha=4: CM for Alpha=4: Aerodynamic Center: ***Pitching Moments due to the Fuselage/Wing Combination*** Strip Number Strip in Front of Wing: 1 2 3 Strips just Ahead of Leading Edge: 4 Strips Behind Trailing Edge: 5 6 7 8 9 Chord in Fuselage: Distance from Trailing Edge to AC of Tail: Wing Root Chord (in): Wing Tip Chord (in): Wing Area (ft^2): Wing Span (ft): Distance from Wing AC to Tail AC (in): Design Lift Coefficient: Wing Lift Curve Slope dCL/dAlpha: Dynamic Pressure at Design Point (Q) Mean Aerodynamic Chord (in): Downwash at Tail (degrees): dEpsilon/dAlpha: Pitching Moments due to Fuselage (ft-lbs) dCM/dCL of Fuselage: ***Pitching Moments due to Wing Airfoil*** CM of MAC Airfoil at the Design CL: Pitching Moments due to Wing: ***Pitching Moments due to Center of Gravity*** FS of Center of Gravity (in): Waterline of Center of Gravity (in): FS of Aerodynamic Center (in): *** *** 45.65 0.90 50.13 *** 0.012 135.78 42.897 29.640 20.021 13.884 9.118 21.410 26.000 28.000 30.000 29.828 10.705 34.410 61.410 90.410 120.324 51.29 58.0 28.5 28.5 48.0 20.19 79.4 0.300 0.087 Get from Roncz3-April spreadsheet 99.323 Get from Roncz2-Jan spreadsheet (Q) 28.5 1.30 0.3742 1577.65 Foot-Pounds 0.4648 0.209 0.671 1.197 1.763 2.346 0.116 0.371 0.663 0.976 1.298 47.492 13.750 6.875 0.134 4.313 Width (in) Height(in) 36.111 42.762 45.829 15.000 18.000 18.000 Distance (in) 57.250 40.750 22.589 Dist/Chord 1.116 0.795 0.440 dBeta/dAlpha 1.262 1.353 1.510 0.02568 Readme 0.7275 0.03158 24% Chord

*** *** ***

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Waterline of Aerodynamic Center (in): Wing Drag Coefficient: Wing Drag, Pounds: Wing Lift, Pounds: Pitching Moments due to Wing Lift (ft-lbs) Pitching Moments due to Wing Drag (ft-lbs) Total Moments about the CG due to Wing (ft-lbs) Moment Coefficient CM, cg wing: ***Propeller Normal Force*** Propeler RPM: Prop Diameter (in): Average Blade Width (in): Airplane Flate Plate Drag (sq. ft.): Airplane Max Speed (MPH): Number of Blades: Distance from Prop to CG (in): Propeller Angle of Attack (deg) Blade Pitch Angle at 75% Radius (deg) Propeller Thrust (lbs) Rotation Speed (Radians/sec): Tc Prime: Coefficient of Propeller Normal Force: Propeller Normal Force (lbs): Pitching Moments due to Propeller (ft-lbs) ***Pitching Moments due to Propeller Thrust Line*** Waterline of Thrust at FS of CG (in) Lever Arm of Thrust Line (in) Pitching Moments due to Thrust (ft-lbs) ***Propeller Thrust for Other Conditions*** True Airspeed (mph): Horsepower: Prop Efficiency (%) Thrust (lbs) ***Airspeed at the Tail*** Tail Dynamic Pressure (Times Airplane Dyn. Pres.) ***Power Off Neutral Point*** Horizontal Tail dCL/dAlpha: Required tail Area:(ft^2) Fuselage Station of Tail Aerodynamic Center (in) Power Off Dynamic Pressure Ratio at Tail:

***

0.00 0.0055 26.20 1429.08 -532.64 -1.98 -398.83 -0.0352

***

3200.0 64.0 5.0 0.929 212.5 2.0 1.0 3.93 29.44 92.27 335.10 0.019369 Readme 0.00456 0.005276 25.13 2.09

***

0.0 0.90 6.96

*** ***

233.7 100.0 85.86 137.73

1.042

***

0.08666 Readme 12.07 129.50 0.80 Readme

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97915887.xls.ms_office

Uncorrected Power-Off Neutral Point is at FS (in) Correction for Fuselage (in) Power off Neutral Point with Fuselage (in aft of datum)

60.69 -13.25 47.44

***Propeller Induced Downwash*** Thrust Coefficient: Value of Ribner Curve "A": Value of Ribner Curve "B": dCNp/dAlpha for Zero Thrust: dEpsilon, prop/dAlpha: dCM/dCL Due to Propeller Downwash: Propeller Downwash Moves Neutral Point (in) ***Normal Force Contribution*** dCM/dCL due to Normal Force: Propeller Normal Force Moves Neutral Point (in) ***Thrust Line Offset Contribution*** Perkins and Hage "K" Factor: dCM/dCL due to Thrust Line Offset: Thrust Line Offset Moves Neutral Point (in) ***Propwash Over Tail Contribution*** Extra "Q" Over Tail Moves Neutral Point (in) ***Power On Neutral Point*** Power Off Neutral Point (in) Corrected for Propwash (in) Corrected for Normal Force (in) Corrected for Thrust Line Offset (in) Corrected for Tail Dynamic Pressure due to Prop (in) Final Power On Neutral Point is At FS (in aft of datum) Leading Edge of MAC is at FS (in) Neutral Point is at (% of the MAC) Center of Gravity is at (% of the MAC) Static Margin is (% of the MAC) ***Total Pitching Moments About the CG*** Due to Fuselage Due to Wing Airfoil Section Due to Wing Lift vs CG Location Due to Wing Drag vs CG Location Due to Propeller Normal Force Due to Thrust Line Offset Total Moments About the CG (ft-lbs) ***Tail Incidence for Zero Elevator*** 1577.65 135.78 -532.64 -1.98 2.09 6.96 1187.87 47.44 47.42 47.41 47.34 47.78 47.78 43.00 16.78 9.31 7.47 0.44 0.00083 0.00219 -0.06 0.00408 0.00246 0.25311 0.00133 0.00280 0.00060 -0.01709

0.00054 -0.01549

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97915887.xls.ms_office

Tail Lift Required (lbs) Tail Lift Coefficient Required Incidence Required for Zero Elevator (deg) ***Elevator Required to Trim*** Tail Incidence Selected (deg) Elevator Area/Tail Area (%) Wing CL with Level Fuselage Airplane Angle of Attack Tail CL per Degree of Elevator Deflection Tail CL at the Selected Incidence Angle Elevator Deflection Required to Trim (deg) ***Ground Effect*** Tail CL in Ground Effect Elevator Trim Required to Trim in Ground Effect

170.01 0.17 3.260 Readme

***

-1.30 Readme 100.00 Readme 0.300 0.00 -88.2149 -0.2249 -0.0045

-0.169 -0.004

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97915887.xls.ms_office

Contribution 14.280 Readme 25.771 33.029 77.414 2.634 4.908 4.304 3.265 1.863 ORIGINAL RONCZ numbers 56.84 99.794 58.838 22 97.41 30.666 150.76 0.185 0.0909 104.53 43.216855 0.9248666 0.4544344 992.929 0.1463626

oncz3-April spreadsheet oncz2-Jan spreadsheet (Q)

Note: If Tail is more than 50% of MAC Above or Below Wing, Change =20 to =18

0.012 440.04557

106.742 -7.52 106.893

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-16.239 0.0055 56.00247 1883.7195 -23.70347 -40.69046 375.65164 0.010244

2400 78 5 1.95 213 2 75 2.4768293 31.524532 203.8335 251.32741 0.0200185 0.0015709 0.0021395 21.784685 136.15428

0 -7.52 -127.7357

213 117 85.114976 175.28502

1.0587649

0.083636 21.57 257.653 0.8

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97915887.xls.ms_office

120.31242 -6.32533 113.98709

0.0057692 0.0034805 0.2531904 0.0008515 0.0036961 0.029254 -1.264265

0.0164913 -0.712702

0.0024364 -0.020195 0.8727757

0.788591

113.98709 112.72283 112.01012 112.8829 113.67149 113.67149 96 40.890273 24.856043 16.03423

992.929 440.04557 -23.70347 -40.69046 136.15428 -127.7357 1376.9993

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109.49494 0.0573342 1.6103867

1.3 0.35 0.185 0 0.0544755 0.0313747 0.4765357

0.0700507 -0.233437

Page 91

Spreadsheet for calculating basic lift parameters from Sport Aviation JGR 11-89 Given... H (altitude) 0.0 rho (density) V (knots) 42.0 V (ft./sec) W (weight) 675 V (MPH) If you know this... CL (lift coef) If you know this... S (wing area) If you know this... S (wing area) CL (lift coef) Calculate this... S (wing area) Calculate this... CL (lift coef) Calculate this... V (knots)

Readme

0.0023769 70.938 48.384

2.34

48.234

50.0

2.257339

50.0 0.511300

88.249

97915887.xls.ms_office

Spreadsheet #6 From Sport Aviation, June, 1990 Readme Altitude: Wing Chord, inches: Speed, MPH: 3000.0 33.0 206.0

Rho: Mu: Temperature: Reynolds Number:

0.0021751 3.683E-07 48.30152 4.9078148

Slugs per Cubic Foot LB-SEC/SQ. FT. Degrees F Million

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Sport Aviation January, 1991 Root Chord (in) Root Buttline (in) Root LE @FS (in) 1/4 Chord @ FS (in) Tip Chord (in) Tip Buttline (in) Tip LE @ FS (in) 1/4 Chord @ FS (in) Wing Span (ft) Taper Ratio 1/4 Chord of MAC (in) Buttline of MAC (in) Panel Area (ft^2) 36.0 36.0 101.8 110.8 36.0 36.0 77.2 86.2 20.0 1.0 #DIV/0! 36.0 0.0

Panel # 1 2 3 Wing Area (ft^2) Average Chord (in) BL of MAC at (in) 1/4 Chord @ FS (in) LE MAC @FS (in)

Panel Area BL of MAC 1/4 Chord BL Moment 1/4 Chord Moment 19.1 12.3 115.8 233.9 2210.9 10.9 31.7 115.1 344.2 1248.6 66.1 97.1 100.5 6420.1 6648.1 96.07 57.64 72.84 105.21 90.80

Page 94

Raymer's spreadsheet - enhanced and customised by Duncan Meyer

NOTES: Green cells: Enter own values Yellow cells: Calculated - don't fiddle Blue cells: Constants - don't fiddle Inputs Stall speed Takeoff air density (rho) Wing CLmax power loading (kts) (slugs/ft^3) (lb/hp) 42 0.002377 2.41 9.70

Datum = rear surface of firewall NB Engine power and weight are tied together for my chosen eng Ignore my calculations in D14 and enter own values as required. Calculated Values Stall speed (ft/sec) Dynamic pressure (psf) (q) Wing loading (W/S) (psf) Cruise speed (ft/sec)

Wing Loading

Wo Sizing to a range requirement (engine is not yet selected)

Engine Power Number of Engines Engine weight Swet/Sref Cfe Aspect ratio (Awing) Cruise air density Cruise velocity Drag due to lift (K)

Engine SFC Prop Efficiency (cruise) Range

Fuel allowance Empty Weight constant "a" Weight - crew Weight - Passengers Weight - payload Wing taper ratio Wing LE (ft from datum pt) CG as % of MAC H-Stab LE from datum H-Stab chord H-Stab quarter chord H-Stab 1/4 chord from datum (Xtail) H-Stab tail arm H-Stab span Wing 1/4 chord from datum (Xwing) Wing LE to H-Stab LE Cht (volume coeff) Vertical tail arm Cvt (volume coeff) Tip of spinner to datum Wfuselage Lfuselage Kdownwash Clmax clean Correction for tip losses Flap span in % span

Dynamic pressure (psf) (q) Wing loading (Cruise) (hp -each) 75 Wo (lb) 1 Wing Area (sq ft) 185 Target weight of landing gear (20% Wo) 4.659 Aircraft empty weight 359.0 0.0055 Cdo 8 K (=1/piAe) (slugs/ft^3) 0.00218 W/S cruise (kts) 155 Cruise velocity (ft/sec) 0.071 Dynamic pressure (psf) L/D cruise (lb/hour /bhp) (lb/sec /bhp) 0.45 Engine SFC 0.78 (nmi) 150 Range (ft) Breguet Exponent Wf/Wo (%) 6 Wf/Wo with allow. 0.926034782 81.8 180 0.0 0 4.5 10 See Sizing Graph sheet for Wo Results 582.3 FWD REAR 2461.00 685.50 171.5 2632.5 1794.9 2423.0 837.6 1878.7 1794.9 1291.00 609.50 4745.00 0.5 1.91 28% 29% 8.07 2.25 0.56 8.64 5.89 7.95 2.75 6.16 0.8 5.89 0.05 4.24 2.00 15.57 0.5 Wing Span Root Chord Tip Chord Mean Chord (C-bar) Spar depth 6127.6 1021.3 510.6 794.4 1838.3

Wing Geometry

Wo kno wn

Stability numbers Spar position (from datum) Sht (h-stab) (sq ft) Svt (tail) (sq ft) AR (h-stab) CG 32.0 % of MAC 28% Static Margin Front #REF! Main gear pos from datum (12%) CG movement (full/empty gas) Average CG L/D cruise Approach speed 55 63

Aerodynamics

1.5 GA37A315 1.425 0.6

Wing data

Flap chord % of chord Flap ext in % of chord Delta Cl-max plain Delta Cl-max slotted Delta Cl-max Fowler Delta Cl-max Zap Flap Clmax flapped Zap Clmax flapped Fowler Clmax flapped Slotted Clmax flapped Plain Prop diameter 2-blade Prop diameter 3-blade Estimated power loading

0.4 40% 0.9 1.3 1.82 1.82 2.41 2.41 2.13 1.91 5.4 4.4 12.15

Wing data

Stall Plain Slotted Fowler Zap

101 42 48 78

Prop

wer and weight are tied together for my chosen engines ulations in D14 and enter own values as required. Calculated Values 70.9 5.98 14.40 261.80 0.00218 74.53 727.50 50.52 36.375 163.2 0.0256 0.0531 14.1 261.8 74.5 6.88 0.000125 911400 0.0386 0.0619 0.0656 e (Oswald) Wcruise/Wo

NB It all boils down to the Stability Numbers (F42) If these are wrong, the plane won't fly

Other Factors Used S(exposed) 16 S(wet) 23 61.23

Equations (from book)

Misc Useful Calcs

Airframe top Airframe side Wings H-stab Rudder Tail Swet Sref

1 2 q = rVStall 2 Foam area 62.8 W = qC L S

50.52 120.027 17.89 37.5616 3.84 (incl in tail) 4.04 16.548 235.4 50.5 Swet/Sref 4.66

C D 0 = C fe

S wet S ref

K=

1 0.424 = 0.75p A A

L 1 = D qC D 0 + (W / S ) K W /S q
0.75 0.98 0.975 -0.09 30.0 (lbs) 5.0 (gal) 120.0 (lbs) 20.0 (gal) @12l/hr Litres 22.5 Litres 90 112.5
- R cbhp

Non-cruise weight allowance Empty Weight exponent Header tank

W f W0 = 1 - 0.975 e
WE W0 = aW0
W0 =
9.375 hrs
-0.09

500h p L / D

ph sheet for Wo Results 20.10 3.351 1.675 2.606 6.0311 Wing tank

W people + W payload 1 - WE W0 - WF W0

Designed 2.95 17.89 8.62 3.53 33.0 32% Aft #REF! 620.5 1.1 32.5 6.88 kts mph

Metric (mm) 900.00

kph kts mph kph

Misc Useful Calcs

- R cbhp 500h p L / D

- 0.975 e

Climb, Cruise, & Max Speed Calculations for Simplified Aircraft Design for Ho
Input adjusted values Advance Propeller Ratio J Efficiency 0.440382 0.59 0.880763 0.8 1.321145 0.85 1.761527 0.82 2.201908 0.8 Total Thrust lbs 180.598 122.4393 86.72785 62.75015 48.97573 Cruise Dynamic Thrust lbs pressure q 144.4784 7.7558352 97.95145 31.023341 69.38228 69.802517 50.20012 124.09336 39.18058 193.89588

Use this sheet for performance calculations after you have drawn your design and measured its geo

V kts 50 100 150 200 250

V ft/sec 84.45 168.9 253.35 337.8 422.25

CL 1.856731 0.464183 0.206303 0.116046 0.074269

CD 0.276222 0.047613 0.035383 0.033325 0.032763

Drag lbs 72.15246 49.74841 83.18208 139.2783 213.9498

Read Cruise speed where cruise thrust line crosses drag line and enter in D32 on previous sheet

300 Thrust or Drag -lbs 250 200 150 100 50

Maximum & Cruise Speed

Total Thrust Cruise Thrust Drag

3500 3250 3000 2750 2500 2250 2000 1750 1500 1250 1000

Rate of Cl

Climb - fpm

100 110 120 130 140 150 160 170 180 190 200 Velocity - kts

50

70

ircraft Design for Homebuilders

esign and measured its geometry.

Equations (from book)

D = qS (CD0 + KCL )
2

Climb (fps) 1156.0982 1549.8625 113.40053 -3263.354 -8793.642

C L -cruise =

S q = 1 rV 2 2 q

1 T Vv = V W L / D

Rate of Climb - Sea Level

70

90

110

130

150

Velocity - kts

Sizing Calculations
Wo guess 200 250 300 350 We/Wo 0.2612 0.2560 0.2518 0.2484 We 52.2 64.0 75.5 86.9 Wo calculated 298.2 295.8 293.9 292.3

400.0

Wo Calculated

350.0 300.0

Pick Wo from graph, where the two lines cross. Enter this value below to find the minimum horsepower engine for your power loading.

250.0
200.0 150.0

If sizing graph lines do not cross, change Wo-guess values above. Enter Wo from graph (lbs) Pick engine with horsepower of at least: 295 92

Now find a suitable engine of at least this horsepower and enter its power below: Power of Selected Engine: Calculated Power Loading: #REF! #REF!

100.0
50.0 0.0

Now go to sheet 1 and enter the power of your selected engine and the power loading calculated above in the boxes this color.

100

Sizing Graph

100

200

300

400

Wo Guess

Landing gear design spreadsheet Written by Neal Willford 1/24/04 for Sport Aviation Based on methods presented in "Design of Light Aircraft" by Richard Hiscocks, "The Landing Gear" by Herb Rawdon and "Ana For SOLID, round tapered cantilever spring gear with single deflection Gear drag load is accounted for in bending This spreadsheet is for educational purposes only and may contain errors. Any attempt to use the results for actual design pur Input required in yellow cells

Maximum Vertical Speed Calculation Landing weight: 718.60 lbs Wing area: 47.96 sq ft

Tire Geometry Tire outside diameter: Flat tire diameter: Tire width: Tire pressure: 21.58 20.00 6.00 3.50 8.00 1.38 0.77 30.03 inches inches inches inches inches inches inches inches

13.6 8.2 4.9 36

inches inches inches psi

Gear Geometry ( see Figure ) Gear span: Gear height: Gear side view depth (positive aft): Dist. from leg bend to wheel C/L: Leg length in mounting socket: Gear diameter at side of fuselage: Gear diameter at axle: Gear leg true length =

Landing Gear Capability. Margin of Safety should be at least 0.50 for Limit Energy Condition. Limit Reserve Max vertical landing speed = Energy Energy Max vertical landing speed = Condition Condition Aft component of gear load, K = Vertical gear load per wheel (lbs) 1468 1643 Tire deflection at limit energy condition Gear drag load per wheel (lbs) 367 411 Tire deflection at limit energy = Gear load factor (ng) 4.1 4.6 Max. possible tire deflection = Limit inertial load factor (n) 4.8 5.6 Tire + gear vertical deflection (in) 7.6 8.5 Combined Margin of Safety 0.84 0.64 Drop height (inches) 13.9 20.1 Effective weight for drop test (lbs) 550 505 % of load of on main wheels at gross weight and C.G. while a/c sitting on the ground: 90 Main wheel tire + gear leg deflection while a/c sitting on the ground = 1.67 Additional gear + tire deflection for reserve energy condition = 6.81

Background calculations Gear leg deflection constant Section M 1 34.90 2 33.32 3 31.74 4 30.16 5 28.58 6 27.00 7 25.42 8 23.84 9 22.25 10 20.67 11 19.09 12 17.51 13 15.93 14 14.35 15 12.77 16 11.19 17 9.61 18 8.03 19 6.45 20 4.87 21 0 constants for E and load = 1 Gear Leg Deflection constant = Gear Stub Deflection constant = Local Dia (inches) 1.38 1.34 1.31 1.28 1.25 1.22 1.18 1.15 1.12 1.09 1.06 1.02 0.99 0.96 0.93 0.90 0.87 0.83 0.80 0.77 0.77

calculation assumes that the gear leg has constant area from end area sq. in. 1.48 1.42 1.35 1.29 1.22 1.16 1.10 1.04 0.99 0.93 0.88 0.82 0.77 0.73 0.68 0.63 0.59 0.55 0.50 0.47 0.47 I in^4 0.1755 0.1598 0.1451 0.1316 0.1189 0.1073 0.0964 0.0865 0.0773 0.0689 0.0612 0.0541 0.0477 0.0419 0.0366 0.0318 0.0275 0.0237 0.0203 0.0173 0.0173 slope M/EI 199 209 219 229 240 252 264 276 288 300 312 324 334 343 349 352 349 339 318 282 0 deflection 0 322 660 1013 1385 1773 2180 2606 3052 3516 4000 4502 5022 5557 6103 6657 7211 7754 8273 8747 9434

164324 530

Angle of gear leg from horizon = Limit energy drop ht = Multiplier if drag load in bending = limit energy

Energy required and available calculations

Gear load factor (ng) 0.9 Vertical load per wheel (lbs) 323 Tire deflection (inches) 0.46 Load normal to gear leg (lbs) 249 Deflection of gear normal to leg (inches) 1.4 Deflection due to gear stub (inches) 0.2 Total gear leg deflection (inches) 1.6 FAR vertical sink speed (ft/sec) 8.7 Energy due to sink speed (in-lbs) 5017 Energy due to gear and tire stroke (in-lbs) 200 Total limit energy of landing (in-lbs) 5217 Reserve energy (in-lbs) 7225 Energy absorbed by tires (in-lbs) 70 Energy absorbed by gear legs (in-lbs) 201 Total energy provided by gear (in-lbs) 271 Total gear + tire deflection 1.67 Torsion moment on gear leg due to sweep and drag load =

3 1078 1.54 829 4.7 0.7 5.4 8.7 5017 666 5683 7225 782 2231 3013

5 1797 2.57 1381 7.8 1.1 9.0 8.7 5017 1110 6127 7225 2173 6197 8371

4.1 1468 2.10 1129 6.4 0.9 7.3 8.7 5017 907 5924 7225 1452 4140 5592 7.57 4497

by Herb Rawdon and "Analysis and Design of Flight Vehicle Structures" by Bruhn

sults for actual design purposes are done at the user's own risk.

Material properties of some materials used for gear legs Ultimate Modulus Material strength Elasticity Density Material Ftu (psi) E (psi) (lbs/in^3) 4340, 5160 and 6150 Steel 220000 29000000 0.286 2024-T3 Aluminum 70000 10500000 0.098 6AL-4V Titanium 130000 16000000 0.160 *** Steel Ftu are heat treated values *** Gear Leg Material Properties Modulus of elasticity, E: 29000000 psi Ultimate tensile strength, Ftu: 220000 psi Material density: 0.286 lbs/in^3 Approx gear weight = 24.9 lbs

8.7 ft/sec (for limit energy) 10.4 ft/sec (for reserve energy) 0.25 2.10 2.70 inches inches

rgy condition

% inches inches

has constant area from end of leg to wheel center line max Mr/I = 166 187189 integrated L.E. deflection Mr/I Mr/I 0 137 154377 254 140 158119 1030 143 161859 2352 147 165570 4247 150 169215 6742 153 172749 9867 156 176114 13649 159 179239 18121 161 182034 23311 163 184387 29250 165 186157 35969 166 187165 43496 166 187189 51855 165 185943 61069 162 183069 71153 158 178106 82111 151 170465 93937 141 159387 106601 127 143887 120051 109 122676 164324 0 0 0.729 radians 13.9 inches 1.03 reserve energy

tapered gear slope = 209425 R.E. L.E. Mr/I Tr/Ip 172716 8811 176902 9452 181087 10158 185238 10935 189316 11794 193269 12745 197034 13801 200530 14977 203658 16291 206290 17763 208270 19418 209399 21285 209425 23399 208032 25803 204816 28548 199263 31696 190715 35324 178321 39528 160979 44427 137249 50169 0 50169

0.02014769 Min M.S. = R.E. Tr/Ip 9857 10575 11364 12234 13195 14259 15441 16757 18226 19873 21725 23814 26179 28868 31939 35461 39520 44224 49704 56129 56129

0.84 L.E. M.S. 1.35 1.29 1.23 1.18 1.13 1.08 1.04 0.99 0.96 0.92 0.89 0.87 0.85 0.84 0.84 0.85 0.87 0.90 0.94 0.98 1.63

0.64 R.E. M.S. 1.10 1.05 1.00 0.95 0.90 0.86 0.82 0.78 0.75 0.72 0.69 0.67 0.65 0.65 0.64 0.65 0.67 0.69 0.73 0.77 1.35

Top view gear length = front view gear angle = side view gear angle =

22.40 inches 0.75 radians 0.29 radians

4.6 1643 2.35 1263 7.2 1.0 8.2 8.7 5017 1015 6032 7225 1817 5182 7000 8.47 5031

limit energy slope = 1.6 limit intercept = -8120.7 gear energy slope = 0.13 gear energy intercept = 673.7 Energy where req'd limit & gear/tire match = 5924 in-lbs

Max allow. bending stress = Estimated Fo = approximate Fs =

366916 psi 209880 psi 132000 psi

in-lbs