This project aims at integrating modern engineering concepts and principles in the design of AERO-2016-WPAP-1111. The underlying concepts for this design involve the advancement of the traditional design processes to modern architecture to enhance the performance of the aircraft. The three most important operational precepts of this design include lightweight structures, incorporation of advanced engineering practices, and escalated aerodynamic performance of the plane. Therefore, the realization of the capability of this plane is inherent to its varying take-off weights. Principally, this essay explains various approaches that are applied in the design and operation of the AERO-2016-WPAP-111 aircraft, and how these methods will enhance its operations.
As reiterated in the introductory paragraph, this essay focuses on various methods applicable to the design of AERO-2016-WPAP-1111, and the implications of each step to the aircraft’s efficiency and performance. These steps must be followed to see a perfect design and operationalization of the plane. The first step of the aircraft design relates to the process of estimating drag polar of the aircraft. Indeed, there are several drags that an aircraft experiences, and which the designers must have in mind before ascertaining its operations. Therefore, determination of drag takes cognizance of all resistive forces that an aircraft has to overcome, as well as the threshold resistance of fluid. Some of the forces considered include the viscous shearing forces, the drag propagated by the trailing vortices that the aircraft must overcome, and the static pressure that normally acts to the aircraft surfaces. Principally, drag polar refers to the aerodynamic force acting in a parallel direction with regards to the free stream attributed to the resistive forces mentioned above.
The expression for polar drag is given by
CD = CDmin + K’CL2 + K’’( CL - CLmin)2 (1)
This equation represents all types of drags that are associated with aircraft. The determination of these drags is important since it determines the intended power and output of the aircraft. However, the drags depend on the size, and the intended purpose of the aircraft. For example, thus aircraft is designated to lift up about 35lb of weight.
The second step requires correcting wing as well as the section data. Principally, the data represented in two-dimensional sections must be rectified for the finite wing effects whenever the aircraft is in motion. Correctional techniques include using notional airfoil or the LMN-1; whose dimensions are 17% thick highly cambered shape, while its maximum thickness is rated at 35% chord. These changes can only be effected when Reynolds number is checked for appropriateness for the proposed data. Nevertheless, the effect of the finite wing can be created when data anchored on the section lift is corrected for the 3D. This conversion ensures that data tabulated for the operation of the aircraft is accurately configured for its use and activities.
The third step involves estimating the drag of the AERO-2016-WPAPA-1111. This process integrates the two steps covered in the previous sections. Considering equation one on drag polar, various elements of the equation lead to the determination of overall drag on the aircraft. Consequently, the data on CDmin from the equation1 indicates the nature of the boundary layer, which varies from laminar to turbulent based on the Reynolds number. Therefore, there is a clear demarcation of BL where the fluid boundary exhibits either a laminar or turbulent nature. For instance, a Re number of less than 105 suggests a laminar boundary, while a Re number of 5x105 represents a turbulent transition. Besides, the configuration of the AERO-2016-WPAPA-1111 will have various components that enhance its efficiency and capability.
The final step refers to performance estimation, and it determines the speed and overall capability of the aircraft. Two factors that are used to ascertain the performance of the aircraft include the take-off speed and flying speed. These measures determine the potential of the aircraft to lift its designated weight and land safely. Besides, these actions are critical since they determine acceleration and adjustment needed for the aircraft to effectively meet its power and the overall performance.