UMAINE SAE AERO DESIGN

David Chandpen (Lead Engineer)

Matthew Maberry

Travis Cushman

Benjamin Waller

Zach Veilleux

Joseph Travaglini

Mission Statement

The objective is to design an aircraft that can lift as much weight as possible while observing the available power and aircraft’s length, width, and height requirements. Accurately predicting the lifting capacity of the aircraft is an important part of the exercise, as prediction bonus points often determine the difference in placement between competing teams.

Design Parameters

Regular Class The free standing aircraft shall not exceed a

maximum combined length, width, and height of 225 inches.

The aircraft may not weigh more than sixty five (65) pounds with payload and fuel.

The use of Fiber-Reinforced Plastic is prohibited.

Powered by a single, unmodified Magnum XLS-61A engine.

Servos must be adequately sized to handle the expected aerodynamic loads during flight.

Budget

Account Balance: -$

Description: Unit Est. Quantity Estimate Tot Actual Unit Qty Actual Tot Supplier Buyer Recpt #DX6i Transmitter 250.00$ 1 250.00$ DX6i Reciever 60.00$ 1 60.00$ Magnum Engine (XLS-61A) 100.00$ 1 100.00$ Foam 20.00$ 2 40.00$ Balsa Wood 1/2"x6"x36" 35.99$ 2 (20PK) 71.98$ Fuel Tank 5.00$ 1 5.00$ Servo's 20.00$ 4 80.00$ Propeller 45.00$ 3 135.00$ Epoxy 5.00$ 4 20.00$ Fiberglass 10.00$ 4 40.00$ Fiberglass Resin 10.00$ 1 10.00$ Wheels/Landing Gear 20.00$ 1 20.00$ Miscellaneous Costs 250.00$ 1 250.00$ TOTAL 1,081.98$

Description: Unit Est. Quantity Estimate Tot Actual Unit Qty Actual Tot Supplier Buyer Recpt #Joining R/C Club 5.00$ 6 30.00$ 5.00$ 6 30.00$ UmaineAMA (Pilot) Reg. 58.00$ 1 58.00$ 58.00$ 1 58.00$ AMASAE Registration 20.00$ 6 120.00$ 20.00$ 6 120.00$ SAECompetition Fee 600.00$ 1 600.00$ 600.00$ 1 600.00$ SAETOTAL 808.00$ 808.00$

SAE Aero Design Capstone 2012 Budget

MEMBERSHIP FEES

Parts/Materials

Airfoil Selections

Design Requirements:High lift coefficient for takeoff (wing loading

can be higher)Wide AOA with decent ClGentle stall entryLow induced dragMinimal Center of Pressure MovementEase of manufactureHigh Cl / Cd in our range of speed

Basic Considerations Greater camber / higher camber factor will

increase lift for any speed, but will reduce speed of flight for any weight

Higher camber leads to greater COP movement as AOA changes, and flow may separate more readily, especially at low Re

Thin airfloils could reduce weight and parasite drag but are harder to support internally, and low speeds are dominated by induced drag.

We want trade-offs to work in our favor more often than not

Data (XFLR5)

Generation of PolarsNACA 0009

Selig S1223

ComparisonsExample Data Chart

Example Comparison Graphs:

Coefficient of Lift vs Angle of Attack at Re = 300000

-1

-0.5

0

0.5

1

1.5

2

2.5

-5 0 5 10 15 20 25

AOA (deg)

Lif

t C

eoff

icie

nt,

Cl

Eppler E193 Eppler E197 Eppler E423 Grant G8 NACA 0009

Selig 8036 Selig S1223

Cl / Cd vs Angle of Attack at Re = 500000

-80

-60

-40

-20

0

20

40

60

80

100

120

140

-5 0 5 10 15 20 25

AOA (deg)

Cl /

Cd

Eppler E193 Eppler E197 Eppler E423 Grant G8 NACA 0009

Selig 8036 Selig S1223

Next Steps

The next action will be to review the comparison data and select a few of the airfoils for further testing

XFLR5 can also form 2-D airfoils into wings for basic flow analysis

There are at least as many design choices with wing configuration design as with airfoil selection

Thrust Test of Magnum XLS-61A

• In order to accurately predict how much lift the aircraft will produce, the amount of thrust our engine can produce is needed.

• Thus, a thrust test will be performed.• Data acquired from a strain gauge will

provide us with the information we need to calculate how much force the engine produced.

• This test will be performed on 4 different propellers.

Thrust Test Set-Up

Strain Gauge

Engine

Prop

Free Rolling Cart

Rigid Support Thrust Force Direction

Wind Tunnel Testing

Real-life experimental data is needed in order for us to pick the airfoil that is going to be implemented into our design.

After the 2D flow simulations data from Xlfr5 has been acquired for a number of airfoils, a select few will be chosen to run tests in the wind tunnel.

The data from these tests will determine the final airfoil choice.

In order to get to that point, several steps need to be taken.Safety protocol for operation needs to be

made.Mapping of the flow in the tunnelCalibration of a rigid test-subject stand

-Several strain gauges that will give use values for parameters such as lift, drag, and torques.

Wind Tunnel Set-Up

Airfoil

Strain Gage Rigid Stand

Fan Wind Direction

Progress Report Research

Rules Necessary components General process

Design choices Single high-mounted wing Motor selection Payload containment system

Cleaned and Organized Crosby 201 Safety Protocol Inventory

Wind Tunnel Start-up Budget 2D Airfoil Data

Airfoil selections Spreadsheet of parameters and values compared against each other

Thrust Test Design Made a tachometer for the set-up