3.

0 Approach
3.1 Theory
3.1.1 Scaling
3.1.1.1 Geometric Scale Factor

The Scale Factor is used to compare the data gathered from the model to the full size aircraft. In
our usage of this equation we compared the model wingspan to the full size wingspan. By
multiplying by the Scale Factor you can go between the aircraft geometric plans, Reynoldss
numbers, and through the Reynoldss numbers compare the lift and drag of the full scale plane at
different speeds using the wind tunnel data.
3.1.1.2 Reynoldss Number
(Air Density @ 720ft) = 0.002327252 slug/ft^3
(Air Viscosity) = 3.737*10^(-7) slug/fts
V (Freestream Velocity)
L (Chord Length) = 0.5833 ft
The Reynoldss Number is used to predict how turbulent airflow will be around a given surface.
By calculating the number for the small wind tunnel model you can multiply by the scale factor
to get an idea of how the Reynoldss number and conversely the airflow will be around the full
size aircraft.
3.1.2 Wind Tunnel Forces and Moments Calculations
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Since the wind tunnel was only able to give us the normal and axial force of the balance we had
to geometrically convert our measurements to get the lift and drag of the aircraft. To do this we
multiplied the force measurements with the zero speed measurements subtracted by the sine or
cosine of the angle of attack, depending on whether we wanted lift or drag. To get the pitching
moment we had to subtract the recorded pitching moment by the zero speed pitching moment for
all angles of attack. To get the side force for the yaw angle we used the same equations for the
lift and drag, but this time using the side force and axial force with the sine or cosine of the yaw
angle. All of these measurements require that the zero velocity measurements are removed. In
order to do this we had to record all these points while the plane was in a zero lift/zero drag
system or when the airspeed is zero. Subtracting all future data point with the corresponding zero
points allows us to record the aerodynamic forces being generated.

3.1.3 Performance Coefficients

3.1.3-1 Lift Coefficient

Where:
L is lift in pounds
is air density in slugs/ft^3
V is free stream velocity in ft/s
S is the wing area in ft^2
3.1.3-2 Drag Coefficient

D is drag in pounds
is air density in slugs/ft^3
V is free stream velocity in ft/s
S is the wing area in ft^2
3.1.3-3 Pitching moment coefficient about the aircraft CG

Mpcg is pitching moment around the aircraft Cg in foot-pounds

is air density in slugs/ft^3
V is free stream velocity in ft/s
S is the wing area in ft^2
C is the chord length in ft
3.1.3-4 Longitudinal Static Margin in percent chord

3.1.3-5 Lateral Force coefficient

S is side force in pounds

is air density in slugs/ft^3
V is free stream velocity in ft/s
S is the wing area in ft^2
3.1.3-6 Yaw moment coefficient about the aircraft CG

Mycg is yawing moment around the aircraft Cg in foot-pounds

is air density in slugs/ft^3
V is free stream velocity in ft/s
S is the wing area in ft^2
C is the chord length in ft
3.1.3-7 Lateral Static Margin in percent chord

3.2 Experimental Approach

Our classes approach to the experiment, was to test the flight characteristics of the F-22 Raptor.
Instead of doing a theory based examination of the aircraft we did physical tests with a wind and
water tunnel. This was to observe how the aerodynamic forces interact with the aircraft because a
theory based approach would inaccurate due to the advanced body design necessitated by the
stealth and high AoA requirements of the aircraft and how our basic flight equations would not
be able to give us accurate results. The wind tunnel test was used to give us the lift, drag, and
side forces that the aircraft would experience at difference pitch and yaw angles. While the water
tunnel allowed us to visualize the airflow around the wing. We then used excel to plot data points
and create graphs for most of the key performance coefficients.