Farid Solis MEEN 4303

Aziz Abdullah
Flow Chart

1.) Location of Wing

Our design will feature a high wing location.

2.) Approximations for Weight, SA, and Vstall

Looking at a variety of similar aircraft, we settled on a wing area

between 160-180 ft^2 and a stall speed between 50-60 mph. Using
this and applying it to the parameters given to us, we approximated
the weight to be between 1930-1980 lbs.
 3.) Engine

The engine assigned to us was a ULS20iS coming in at 238 lbs and

producing 200 hp. We were also given fuel consumption data as well
as power/altitude and power/torque graphs.
4. Airfoil selection

4.) Main Airfoil

There are 2 airfoils that we are looking at: NACA 2412 & NACA 4412.

NACA 2412

NACA 4412
 While the airfoils above may be a bit antiquated, that does not
mean they are useless. They were designed in the 50s but they
are still in use to this day because they are effective for small,
personal aircraft flying at relatively low speeds and not
particularly heavy.

5.Wingspan

For this section, we had to assume a AR, because it is a by-product of

wingspan. After looking at a few examples of airplanes similar to the
ones we had in mind, we settled on a AR range of 7-8.5, which gives
us some room to adjust the wingspan and chord length and also still
fall in line with similar airplanes. Going with the AR range and the SA
range we approximated in the first step, we got a few ranges of
wingspan for the respective ARs and SAs. The equations used were
AR=b^2/SA, where b is wingspan, so we solved for b. To a lesser
extent we used AR=b/c, where c is chord length. This one was more
useful to find a chord length than a wingspan.
 6.) Aspect Ratio

The aspect ratio was assumed to be between 7-8.5 as mentioned in

the previous step. Our reasoning behind that range is that most
aircraft similar to the design we had in mind fall somewhere between
the mid 7s to mid 8s, so we made our range reflect that but also
allowed for a slightly worse AR.

7.) Chord Length

This is where the previously mentioned equation, AR=b/c, comes into

play. Since we already found a wingspan, we can relate it to the AR
and the chord length. Even though these seem to be circular
equations, with the assumptions we get a normal range of chord
lengths that make sense.
 8.) Design of Airplane and Stabilizer Airfoils

The drawing above represents the design we are going for very well.
The design is very close to a variety of Cessna and Barrows aircraft
due to them matching with a lot of our criteria (power, weight, style,
etc.
The design takes some inspiration for a variety of those airplanes but
is different enough that it is not a straight copy of any one plane.
However, the plane it most closely resembles is a Cessna 182 with the
window placement and landing gear arrangement which we thought
was the best choice to emulate.

8.) Design of Airplane and Stabilizer Airfoils

Our choice of airfoil for both horizontal and vertical are NACA 0012.
Again, a slightly older airfoil but effective and used to this day. It is thin
and at an angle of attack of zero produces a Cl of zero so in theory
should keep the airplane stable and headed straight, at least not
taking into account the influence of the main airfoil.
 9.) Moment and Stability

In order to find moment we need to locate the center of gravity of

the airplane as well as the center of lift. In addition, we also need to
find the tail down forces which consist of the lift minus the weight
when put in a free body diagram. The distance between both centers
must also be known in order to get further into the calculations as
well as the distance of the tail to the center of gravity.
 10.) Max Speed

In this portion, we were lacking some essential numbers so after

conducting some research and calculating a few thrust forces and
max velocity forces for other similar aircraft, we came up with an
assumed thrust force of 475 lbf which should fall in line with the
engine we have very nicely. Through the equation P=Fthrust*Vmax,
we find that Vmax is equal to 157.9 mph or 231.58 ft/s.

11.) Net lift

This portion is likely incomplete but we did what we could with what
we had using the lift force, L=Cl*q*S, and Cl at stall speed equation,
V^2*Aw*rho/2*w. We used the previously mentioned stall speed
 12.) Drag Force

This portion is also incomplete but we did what we could with our
limited knowledge. We need to find total drag which consists of
induced drag and profile drag. Induced drag is found using the
formula Di=q*s*Cl^2/pi*AR and profile drag can be found by looking
at the respective tables of our chosen airfoils for the wings and a
front surface area of the whole plane in order to get total drag.
 13.) Cruise Speed

To calculate cruise speed we need to find two crucial things, the

velocity for which the plane’s lift and and weight cancel out so it is
flying in a straight line at an angle of attack of zero and also the angle
of incidence of the wing in order to assure we have the highest
possible cruise speed.