JLFANG-LDS Light Dynamic Strikefighter Dr. James Lang, Project Advisor Aircraft Design by Team...
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![Page 1: JLFANG-LDS Light Dynamic Strikefighter Dr. James Lang, Project Advisor Aircraft Design by Team Bling-Bling Marcus Artates Connor McCarthy Ryan McDonnell.](https://reader036.fdocuments.in/reader036/viewer/2022062409/56649d385503460f94a112d7/html5/thumbnails/1.jpg)
JLFANG-LDSJLFANG-LDSLight Dynamic Light Dynamic StrikefighterStrikefighter
Dr. James Lang, Project AdvisorAircraft Design by Team Bling-Bling
Marcus ArtatesConnor McCarthyRyan McDonnell
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Project OverviewProject Overview
Goal: To Design an unmanned multi-mission Goal: To Design an unmanned multi-mission aircraft for the Royal Australian aircraft for the Royal Australian Air Force Air Force
-Strike Mission-Strike Mission
-ISR/Attack Mission-ISR/Attack Mission Design should be comparable in Design should be comparable in
performance and production to manned performance and production to manned aircraftaircraft
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OutlineOutline Design FactorsDesign Factors Mission ProfilesMission Profiles Initial DesignsInitial Designs Final DesignFinal Design AerodynamicsAerodynamics Take Off and LandingTake Off and Landing Wing WeightsWing Weights Propulsion and Engine CharacteristicsPropulsion and Engine Characteristics PerformancePerformance Stability and ControlStability and Control Materials and ConstructionMaterials and Construction SubsystemsSubsystems MaintenanceMaintenance Future Design WorkFuture Design Work
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Design FactorsDesign Factors
Design meets all requirements for both Design meets all requirements for both missionsmissions
Multiple Payload OptionsMultiple Payload Options
Low Production and Maintenance CostsLow Production and Maintenance Costs
StealthStealth
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Mission Profiles - StrikeMission Profiles - Strike
Strike Mission Profile
1312
1110
987b67a5
4
1 2
3
0
5000
10000
15000
20000
25000
30000
35000
40000
Altitu
de (f
t)
Stage Description Fuel Fraction
1 -> 2 Taxi, Take Off 0.97
2 -> 3 Climb, M = .5 to 35000 ft 0.97
3 -> 4 500 NM at M = .8, range maximized 0.846
4 -> 5 Descent to 25000 ft 1
5 -> 6 Strike Patrol, 3 hrs, M = .85 0.685
6 -> 7 10 x 360 deg turns 0.978
6 -> 8 Dash, 50 NM, M = 1.6 0.986
7 -> 8 180 deg turn 0.998
8 -> 9 50 NM Egress, M = 1.6 0.986
9 -> 10 Climb, M = .8 to 35000 ft 0.98
10 -> 11 500 NM, return 0.846
11 -> 12 Descent to Sea Level 1
12 -> 13 Loiter, .5 hr 0.99
~0.425
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Mission Profiles – ISR/AttackMission Profiles – ISR/Attack
Final Take-Off WeightFinal Take-Off Weight
WWTOTO=13800 lbs=13800 lbs
WWfuelfuel = 5170 lbs = 5170 lbs
WWemptyempty = 6630 lbs = 6630 lbs
ISR/Attack M iss ion
4
1 2
3 6 5
7
8 90
5000
10000
15000
20000
25000
30000
35000
40000
Altit
ude
(ft)
Stage Description Fuel Fraction
1 -> 2 Taxi, Take Off 0.97
2 -> 3 Climb, M = .5 to 35000 ft 0.97
3 -> 4 Cruise Out 0.986
4 -> 6 ISR/Attack Segment 0.658
4 -> 5 32 x 360 deg turns 0.974
6 -> 7 Cruise Home 0.986
7 -> 8 Descend to Sea Level 1
8 -> 9 Loiter, .5 hr 0.99
0.425
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Initial Design ConceptsInitial Design Concepts
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Initial Design Concepts – con’tInitial Design Concepts – con’t
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Initial Design Concepts – con’tInitial Design Concepts – con’t
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Decision MatrixDecision MatrixRequirement Required Design Option #1 Design Option #2 Design Option #3
Takeoff Distance 8000 ft + + +
Landing Distance 8000 ft - + +
Range 550(strike)/TBD(ISR) + / - + / - + / -
1g Spec. Excess Power-Max. T (M=1.6/25000) 900 ft/sec - + -
Treq-max - + -
Cl max - + -
Takeoff Weight -- + +
Turn Rate in Maneuvering Stage 18.0 deg/s max. + + +
W fuel - + +
W empty - + +
W/S)to - + +
T/W)to - + +
Wf/W - + +
S (wing area) + + -
B (wingspan) + + -
Engine - + -
W engine - + +
A inlet - + +
L engine - + +
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Final Design – 3 ViewFinal Design – 3 View
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Final Design – Isometric ViewFinal Design – Isometric View
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Final Design – 2-View InternalFinal Design – 2-View Internal
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AerodynamicsAerodynamics Aspect Ratio, A = 9 (endurance), 6 (combat) Aspect Ratio, A = 9 (endurance), 6 (combat) SSwingwing = 171.5 ft = 171.5 ft22, b = 39 ft (A=9), b = 36 ft (A=6), b = 39 ft (A=9), b = 36 ft (A=6) MAc = 4.85 ft, C_root = 6.93 ftMAc = 4.85 ft, C_root = 6.93 ft Leading Edge Wing Sweep, Leading Edge Wing Sweep, ΔΔlele= 25= 25°° Taper Ratio, Taper Ratio, λλ = .25 = .25 t/c = .167, t/c = .167, ΔΔt/c = 6°t/c = 6° NACA 2412NACA 2412 (L/D)max = 16.5, Clmax = 1.8(L/D)max = 16.5, Clmax = 1.8 Mcrit = .815Mcrit = .815 W/S)W/S)TOTO=81.65 lb/ft=81.65 lb/ft22
W/S)W/S)TDTD=38.7 lb/ft=38.7 lb/ft22
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Aerodynamics – con’t (Cd0 vs. M)Aerodynamics – con’t (Cd0 vs. M)
Cd0 vs Mach # - 25000 ft
-0.05
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
0 0.5 1 1.5 2
Mach #
Cd
0
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Aerodynamics – con’t (K vs. M)Aerodynamics – con’t (K vs. M)
K vs. Mach # - 25000 ft
0
0.05
0.1
0.15
0.2
0.25
0.3
0 0.5 1 1.5 2
Mach #
K
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Aerodynamics – con’t (Area-Ruling)Aerodynamics – con’t (Area-Ruling)
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Take Off and LandingTake Off and Landing
Using T/W)Using T/W)TOTO=0.92 and W/S)=0.92 and W/S)TOTO=81.65, and assuming =81.65, and assuming sigma=0.96 yields a Take Off Parameter of 48sigma=0.96 yields a Take Off Parameter of 48
Using Figure 6.1, we calculated a Takeoff Distance of 1600 Using Figure 6.1, we calculated a Takeoff Distance of 1600 ft.ft.
Using Landing Equation,Using Landing Equation, Landing Distance = 2995 ftLanding Distance = 2995 ft
VVstall,TOstall,TO = 194 fps = 194 fps
VVTOTO = 235 fps = 235 fps
VVTDTD = 158 fps = 158 fps
VVstall,TDstall,TD = 137 fps = 137 fps
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Weight Estimates for WingsWeight Estimates for Wings
Using USAF methodUsing USAF method– WWwingwing = 905.7 lbs = 905.7 lbs
Using USN methodUsing USN method– WWwingwing = 1707 lbs = 1707 lbs
USAF wing– 13.7% wt USAF wing– 13.7% wt
USN wing – 25.7 % wtUSN wing – 25.7 % wt
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PropulsionPropulsion Pratt and Whitney F-100-PW-100Pratt and Whitney F-100-PW-100 Dual engine setupDual engine setup WWengineengine = 2098.8 lbs = 2098.8 lbs
DDengine engine = 33.739 in= 33.739 in
Inlet Area (2) = 3.0 ftInlet Area (2) = 3.0 ft22 each each Nozzle Area (2) = 1.3 ftNozzle Area (2) = 1.3 ft2 2 eacheach Diffuser Area = 10.4 ftDiffuser Area = 10.4 ft22
Fuel System Volume = 101.63 ftFuel System Volume = 101.63 ft33 (above (above diffuser)diffuser)
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Propulsion – con’tPropulsion – con’tThrust vs. Mach NumberThrust vs. Mach Number
Thrust vs. Mach at 25k ft.
4
5
6
7
8
9
10
11
12
13
0 0.5 1 1.5 2 2.5
Mach No.
Th
rust,
1000 lb
Max Thrust at 25k ft.
Mil Thrust at 25k ft.
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Propulsion – con’tPropulsion – con’tT.S.F.C. vs. Mach NumberT.S.F.C. vs. Mach Number
TSFC vs. M at 25k ft.
2
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
3
0.5 0.7 0.9 1.1 1.3 1.5 1.7 1.9 2.1 2.3
Mach No.
TS
FC
, lb
/lb
-hr
TSFC at 25k ft
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PerformancePerformance
RequirementRequirement Calculated Required
Military Thrust; M 0.85, 25000 ft - 1g 529.69 fps 300 fps
Maximum Thrust; M 0.85, 25000 ft - 1g 835.2 fps 900 fps
Maximum Thrust; M 0.85, 25000 ft - 5g 559.1 fps 100 fps
Maximum Thrust; M 1.60, 25000 ft - 5g 99.9 fps 100 fps
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Performance - con’tPerformance - con’t Turn Performance at Sea Level Turn Performance at Sea Level
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Performance – con’tPerformance – con’tTurn Performance at 25000 feetTurn Performance at 25000 feet
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Performance – con’tPerformance – con’t1-g Specific Excess Power1-g Specific Excess Power
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Performance – con’tPerformance – con’t5-g Specific Excess Power5-g Specific Excess Power
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Performance – con’tPerformance – con’tMaximum Thrust Sustained Load Maximum Thrust Sustained Load
Factor EnvelopeFactor Envelope
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Stability and ControlStability and Control
Horizontal Tail (adjustable pitch)Horizontal Tail (adjustable pitch)– S = 33.25 ftS = 33.25 ft22
– Span = 5.7 ft eachSpan = 5.7 ft each
Vertical Tail Vertical Tail – S = 43.27 ftS = 43.27 ft22
– Height = 5 ft eachHeight = 5 ft each
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Materials and StructuresMaterials and Structures
Composite StructureComposite Structure Pros:Pros:
– High StiffnessHigh Stiffness– Light WeightLight Weight– Good corrosion resistanceGood corrosion resistance– High overall performanceHigh overall performance
Cons : Cons : – ExpensiveExpensive– Difficult to repairDifficult to repair
Standard spar and stringer structureStandard spar and stringer structure
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SubsystemsSubsystems
Landing gear arrangementLanding gear arrangement– Tripod system – 2 wheels to rear, one wheel up Tripod system – 2 wheels to rear, one wheel up
frontfront
Hydraulic & electrical subsystemsHydraulic & electrical subsystems– Not dealt with in depth yetNot dealt with in depth yet
Avionics componentsAvionics components– See internal drawing for placement of AvionicsSee internal drawing for placement of Avionics
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Final Design – 2-View InternalFinal Design – 2-View Internalrepeatedrepeated
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MaintenanceMaintenance
Removable panels – easy access for Removable panels – easy access for servicing engineservicing engine
Composite structure – replacement of Composite structure – replacement of structural parts is somewhat difficult, but structural parts is somewhat difficult, but
weight saving benefits are valuable weight saving benefits are valuable and and thus composites are a good choicethus composites are a good choice
More analysis should be done on lifetime More analysis should be done on lifetime cost of maintenance of composites cost of maintenance of composites
versus more traditional aluminumversus more traditional aluminum
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Future Work NeededFuture Work Needed
- Refinement of aircraft weight- Refinement of aircraft weight
- Examine maintenance needs- Examine maintenance needs
- Cost analysis of materials used- Cost analysis of materials used
- Further sizing of wings and fuselage- Further sizing of wings and fuselage
- Optimization of plane to mission profiles- Optimization of plane to mission profiles
- Control and Dynamics- Control and Dynamics