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Aircraft Design Work Manual

This document provides equations and guidance for initially estimating the polar drag equation parameters for an airplane. It outlines how to calculate the zero-lift drag coefficient (CDo) by summing the drag coefficients of components multiplied by wetted areas and includes factors for interference and roughness. It also provides methods for estimating the Oswald efficiency factor (e) using equations that account for changes when flaps are deployed. Guidance is given for determining the parameters needed to estimate drag for various airplane components like the wings, fuselage, tails, and landing gear.

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Paul Gernah
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118 views8 pages

Aircraft Design Work Manual

This document provides equations and guidance for initially estimating the polar drag equation parameters for an airplane. It outlines how to calculate the zero-lift drag coefficient (CDo) by summing the drag coefficients of components multiplied by wetted areas and includes factors for interference and roughness. It also provides methods for estimating the Oswald efficiency factor (e) using equations that account for changes when flaps are deployed. Guidance is given for determining the parameters needed to estimate drag for various airplane components like the wings, fuselage, tails, and landing gear.

Uploaded by

Paul Gernah
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Initial Estimate for Polar Drag Equation

𝐶𝐿 2
𝐶𝐷 = 𝐶𝐷𝑜 + 𝜋𝐴𝑒

Where:

1.15 f f 1.15   C f FFQSWET   Misc    C f FFQSWET   Misc TOTAL


CDO   TOTAL  
S ref S ref Sref Sref

The total f for an airplane is approximately the sum of the component parts
plus 5 or 10 percent to allow for mutual interference between the components; and
additional 5 or 10 percent allowance may be well made for small protuberances such
as handles, hinges, and cover plates.
An approximate rule for estimating e for a complete airplane is given by the
equation:
Flaps Up

1 1 1
=℮ + ∑ [△ (𝑒) ] flaps up
℮ 𝑤𝑓𝑢 𝑝𝑎𝑟𝑡𝑠

or
1 1 1
=℮ +△ (𝑒)
℮ 𝑤𝑓𝑢 𝑓𝑢𝑠𝑒𝑙𝑎𝑔𝑒

Flaps Down

1 1 1
=℮ +△ (𝑒)
℮ 𝑤𝑓𝑑 𝑓𝑢𝑠𝑒𝑙𝑎𝑔𝑒

Where:

℮𝑤𝑓𝑑 = ℮𝑤𝑓𝑢 (1 + 𝑘𝑓 )

kf = correction factor (0.13 – 0.15 at δf = 30°)


1
The values of implied by Fig. 9:23 include (a) a planform shape correction
℮
factor, given by the theoretical factor 1 to 8, (b) an airfoil thickness ratios,
and (c) a correction to practical wing construction for high aspect ratio involving
non optimum spanwise lift distribution and resulting in the “recommended practice”
lines of Fig 9:23.

1
The principal incremental value of △ (𝑒) is due to the fuselage (and
𝑝𝑎𝑟𝑡𝑠
1
nacelles, if any). Data for estimating △ (𝑒) are still rather incomplete but
𝑓𝑢𝑠𝑒𝑙𝑎𝑔𝑒
may be reasonably be assumed to be proportional to the ratio of fuselage frontal
area to the wing area as implied by the plot of Fig. 14:2, which should be noted
as limited to the rather unusual case of zero wind incidence.
For Clean Airplane/Dirty Airplane
Components
PART Cf FF Q Swet Cf FF Q Swet
Wing
Fuselage
Vertical
Tail
Horizontal
Tail
Σ Cf FF Q Swet
Miscellaneous
Landing Component Drag Area-to-Frontal Frontal D/q
Gear Area Ratio (fig 12.5) Area
Main Gear
Nose Gear

Deflection CDO flap S ref CDO flap S ref


Flaps
ΣMIsc
Σ Cf FF Q Swet + ΣMisc
Interference – Add 5% to f
Roughness and Protuberances – Add 10% to f
( Σ Cf FF Q Swet + ΣMisc)TOTAL

For Wing
For Cf

V is cruising speed
For FF

FOR Q

For Swet
FOR FUSELAGE
For Cf
refer to wings

For FF

FOR Q

For Swet
From activity 4

For the TAILS


For Cf

Same estimation as the wings


For FF

same estimation as the wings


FOR Q

For Swet
Same estimation as the wings

For miscellaneous
For landing gears
For Flaps

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