PROPOSAL

Quetzal-VTOL
INSTITUTO POLITCNICO NACIONAL UNIDAD PROFESIONAL INTERDISCIPLINARIA DE INGENIERA CAMPUS GUANAJUATO

INSTITUTO POLITCNICO NACIONAL UNIDAD PROFESIONAL INTERDISCIPLINARIA DE INGENIERA CAMPUS GUANAJUATO

Av. Mineral de Valenciana No. 200. Fracc. Industrial Puerto Interior Silao de la Victoria, Guanajuato, Mexico.

Quetzal-VTOL Team

Developed as coursework for: Tpicos Selectos de Ingeniera II (Helicopter Design) In response to the 31st Annual Student Design Competition of the American Helicopter Society

Faculty Advisor: KARAS Ondrej

CASTRO OLGUN Ana Cecilia GASCA FLORES Jess Francisco GONZLEZ ONTIVEROS Karim Gilberto IXTA BERNAL Axel Paul MARTNEZ CASTILLO Fernando OLMEDO GONZLEZ Adriana Paola

Table of Content
Theoretical Frame ................................................................................................... 3 Overview Information ............................................................................................... 3 Proposal Roadmap ................................................................................................ 3 Requirements of proposal .......................................................................................... 4 Preliminary Design ................................................................................................... 5 Power Plant ........................................................................................................ 5 Airfoil ............................................................................................................... 6 Preliminary VTOL Configuration ................................................................................ 8 Calculations ........................................................................................................... 8 Wing Surface ....................................................................................................... 8 Control Surfaces ................................................................................................... 9 Power Required ................................................................................................. 10 Flight Envelope ..................................................................................................... 12 Mission ............................................................................................................... 12 References .......................................................................................................... 17

THEORETICAL FRAME
VTOL is an abbreviation for vertical take-off and landing. This aircrafts have the ability to take off and land without a runway. In vertical flight, lift thrust is provided either by turbojet or turbofan engines. [1] The first practical VTOL was Hawker Siddeley Harrier. The motivation behind creating VTOL is to produce a craft capable of vertical takeoff, like a helicopter, while retaining the desirable features of fixe Figure 1. Bell eagle eye. Use of a tiltrotor mechanism. d wing aircraft, such as high cruise speeds. There are two methods for VTOL technology, tiltrotor mechanism and vector thrusting. A vector thrusting manipulates the direction of the thrust of engines to control the angular velocity. In a Tiltrotor mechanism the aircraft have a couple powered rotors mounted on a rotating shaft at the end of fixed wing. For vertical flight rotors are angled so the plane of rotation is horizontal. As the velocity of the aircraft increased the rotors are tilted forward, with the plane of rotation in vertical direction.

Figure 2. Yakovlev Yak-141. Use the technology vector thrusting.

Some VTOL aircraft can operate in other modes, such as CTOL (conventional take-off and landing), STOL (short take-off and landing), and STOVL (short take-off and vertical landing). A VTOL aircraft should possess a stable design, the thrust to weight ratio must be greater than one, and it should be stable while hovering and low speed; and conventional control surfaces are useless due to insufficient dynamic pressure. [2] VTOL aircraft is preferred because it need very short runway and hanger which reduces the cost of runway, it doesnt need conventional control surfaces which reduces the cost of the Airplane, VTOL aircrafts have high maneuvering ability and take off is very easy and low risk is there.

OVERVIEW INFORMATION
This is a proposal in attendance for the 31st American Helicopter Society Student Design Competition, which awards the innovation in design for specific requirements.

PROPOSAL ROADMAP
Goal of work: The main objective of the proposed research is to design and develop an innovating Vertical Take-Off and Landing aircraft, with better performance and capabilities than those existent nowadays. Overcome the fundamental issues that limit vertical flight performance:

Retreating blade stall High parasite drag Low power loadings Inefficient lift in translational flight High empty weight fractions Vertical download Losses due to interactional aerodynamics Power losses

REQUIREMENTS OF PROPOSAL
Table 1. Specific Objectives of the Project

Sustained high speed at true airspeed * Hover efficiency L/DCRUISE ** Useful Load Fraction Payload Fraction * **

300 kts. - 400 kts 25% of the Ideal Power Loading at ISA >10 >40% >12.5 GW

The 300-400 knots speed requirement is a sustained cruise capability, and not just a short duration dash speed. The criterion is a peak L/D for Vbr.

The technologies should be proven at relevant scale on a manned or unmanned flight demonstrator aircraft, which must have the following characteristics:
Table 2. Properties of the demonstrator

Demonstrator Aircraft Gross Weight Demonstrator Load Margins *

10000 lbs 12000 lbs -0.5g -- 2g

* The aircraft will be designed with sufficient load margins to be able to safely demonstrate maneuvers at least up to these load limits at maximum gross weight under different flight conditions. The accelerations are representative of being able to demonstrate maneuverability during takeoff, hover, transition to and from forward flight, and to perform coordinated turns, etc.

PRELIMINARY DESIGN
POWER PLANT

In order to select the best engine for helicopter configuration, we considered the parameters shown in table 3 and table 4, both GE CT700 and TV3-117VMA-SBM1V deliver the same power, but the first one shows to have a better weight to power ratio, so the second engine was discarded. The chosen engine was the TV7-117V, which allows to have a smaller and lighter rotor (see Fig. 3). Is important to observe that we supposed FM=.75.
Table 3. Engine Parameters Comparison Max. Cruise SFC Power Weight Table Power [lb/shp SL [lbs] 4. [hp] hr] ENGINE W/P Engin [hp]

ENGINE GE-CT700 TV3117VMASBM1V TV7-117V

P*FM

1994 2000 2800

1500 1500 2000

0.465

456

0.485 650.36 0.485 793.66

e Para meter s compa rison

GE-CT700 TV3-117VMASBM1V TV7-117V

3.29 2.31 2.52

1125 1125 1500

3500 3000 2500 Power Pi [Hp] 2000 1500 1000 500 0 0 10 20 30 Rotor Radius [ft] 40 50 60 TV7-117V GE-CT700

Figure 3. Power vs. Radius

Thus, the rotor would have radius=21 ft and the induced power would be 1350 HP.

AIRFOIL
The airfoil for the wing was chosen after the analysis and comparison between five different airfoils. Their characteristics and the behavior of the CL in terms of the AOA for max L/D (cruise) and, and the CLmax (stall).

Table 5. Compared airfoils

NACA 64-214

NACA 63-212 NACA 66-210 NACA 63-208

NACA 64-212

Table 6. Comparison between airfoils, at cruise conditions.

CRUISE Airfoil NACA 64-214 NACA 63-212 NACA 66-210 NACA 63-208 NACA 64-212 V [ft/s] 675 675 675 675 675 CLbr 0.593 0.592 0.598 0.689 0.598 Alfa [] 2.1 2 3 2.9 2 S [ft2] 91.6 91.74 90.82 78.83 90.82

Table 7. Comparison between airfoils, at stall conditions.

STALL Airfoil NACA 64-214 NACA 63-212 NACA 66-210 NACA 63-208 NACA 64-212 V [ft/s] 220 220 220 220 220 CLmax 1.473 1.475 1.479 1.389 1.381 Alfa [] 15 15 15 14.5 14.5 S [ft2] 130.33 130.15 129.80 138.21 139.01

Considering this data, we can see that the airfoil NACA 66-210 allow us tu have the smallest wing area, so the next step is to plot the corresponding charts of this airfoil.

The airfoil for the wing is then NACA 66-210.

Cl
Cl 1.6 1.4 1.2 1 0.8 0.6 0.4 0.2 0 -5 -0.2 -0.4 -0.6 Figure 4. Lift curve for NACA 66-210 Airfoil. 0 5 10 15

Cl/ Cd
1.6 1.4 1.2 1 0.8 0.6 0.4 0.2 0 -0.2 0 -0.4 -0.6 Figure 5. Polar curve for NACA 66-210 Airfoil. 0.02 0.04 0.06 0.08 0.1 0.12

PRELIMINARY VTOL CONFIGURATION

CALCULATIONS
WING SURFACE
For the wing plant form a Taper Ratio= 0.6 was selected because it makes the wing to approximate a lot to an elliptic one improving the Oswalds factor value. Since the higher the aspect ratio, the lower the induced drag, we selected a AR= 8 predicting that the structure will support the loadings and stresses but with the less induced drag possible. As it is shown in the graph below (Figure 7), as Figure 6. Preliminary configuration for the Quetzal VTOL the Aspect Ratio increases, the Lift coefficient also increases, but the slope of the lift curve, is reduced; so that, some of the advantages of this configuration are that the wing`s Aspect Ratio is big enough to have an efficient behavior, but not too large to decrease the structural limits.

CL_alpha vs. Aspect Ratio

7 6 5 4 3 2 1 0 0 2 4 6 8 10 12 14 16 18

Figure 7. Cl_alpha vs. Aspect Ratio

Applying Polhamus formula we knew the Cl of the wing:

] [

Based on the basic equation for lift, we obtain an equation in order to know the needed value for the wing surface.

)(

CONTROL SURFACES
We have to determine four parameters for the aileron design: 1. The aileron platform area Sa. 2. The aileron chord and span ca, ba. 3. Maximum aileron deflection

4. Location of inner edge of the aileron along the wing span bai.
Table 8. General statistics for aileron to wing ratios.

Sa/S ba/b ca/c bai/b

0.05-0.1 0.2-0.3 0.15-0.25 0.6-0.8 30

For the aileron span;

For the aileron chord;

POWER REQUIRED
From the parabolic drag equation we are able to calculate the power required since Preq= L for straightleveled flight.

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RATE OF CLIMB
The procedure to obtain the Rate of Climb was found in reference [1]

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FLIGHT ENVELOPE

MISSION
There is a proposal for an application for the Quetzal-VTOL aircraft: Rescue and extraction either soldiers or civilians in war zones such as Aleppo, Homs, Damascus, Mosul, Arbil, Kirkuk, Baghdad and Kerbala. Two bases are supposed to be located, one in Kuwait and the second one in Jordan.

Table 9. Mission Ranges

Point A
Base Kuwait Base Kuwait Base Jordan

Point B
Base Jordan War zone (Iraq) War Zone (Syria)

Max. Range n.m (Max. Distance)

502.16 415.77 415.77

Table 10. Mission fuel requirements per engine

Engine

Required Mission 1 Fuel(503 NM) + 20 min reserve

Required Mission 2 & 3Fuel (415 NM) + 20 min reserve

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GE TV3TV7

1221.212 lb 1271.3 lb 1271.3 lb

1029.90 lb 1072.50 lb 1072.50 lb

Figure 8. Mission overview Map

Table 11. Mission I profile description

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FIRST MISSION
Start-up/Warm-up/Taxi HOGE Take Off Climb Cruise Descend HOGE Land Boarding HOGE Take Off Climb Cruise Descend HOGE Land Shutdown/Taxi

TIME [MIN] 10 1 15 30 1 3 1 15 30 1 5

CONDITION
Engine Idle, SLS 95% Max. Power, SLS To Best Alt., Vbroc Best Alt., ISA To SLS, Vbroc 95% Max. Power, SLS 95% Max. Power, SLS To Best Alt., Vbroc Best Alt., ISA To SLS, Vbroc 95% Max. Power, SLS Engine Idle, SLS

Figure 9. Mission I Profile Graphical Description.

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Table 12. Mission II profile description

SECOND MISSION
Start-up/Warm-up/Taxi HOGE Take Off Climb Cruise Descend HOGE Land Boarding HOGE Take Off Climb Cruise Descend HOGE Land Boarding HOGE Take Off Climb Cruise Descend HOGE Land Shutdown/Taxi

TIME [MIN]
10 1 15 45 1 3 1 15 20 1 3 1 15 30 1 5

CONDITION
Engine Idle, SLS 95% Max. Power, SLS To Best Alt., Vbroc Best Alt., ISA To SLS, Vbroc 95% Max. Power, SLS Static Ground 95% Max. Power, SLS To Best Alt., Vbroc Best Alt., ISA To SLS, Vbroc 95% Max. Power, SLS Static Ground 95% Max. Power, SLS To Best Alt., Vbroc Best Alt., ISA To SLS, Vbroc 95% Max. Power, SLS Engine Idle, SLS

Figure 10. Mission II Profile Graphical Description

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Table 13. Mission Profile Proposed in the requirements.

Mission Segment Start-up/ Warm-up/ Taxi HOGE Take off Climb Cruise Out 1 Cruise Out 2 Descend Mid Mission Hover Climb Cruise In 1 Cruise In 2 Descend HOGE Land Shutdown/ Taxi

Time [min] 10 1

Condition Engine Idle, SLS 95% Max. Power, SLS To Best Alt. Vbroc Vbr, Best Alt., ISA Max. Sustained Speed, 95% Max. Power, Best Alt., ISA To SLS, Vbroc HOGE with Full Payload, 95% Max. Power SLS To Best Alt., Vbroc Max. Sustained Speed, 95% Max. Power, Best Alt., ISA Vbr, Best Alt., ISA Vbr, Best Alt., ISA 95% Max. Power, SLS Engine Idle, SLS

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15

15

1 5

Figure 11. Mission Profile Proposed in the Requirements Graphical Description.

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REFERENCES
[1] [2] Aircraft Aerodynamics and Performance. (p.p. 399) Jan Roskam. Design, Analysis and Research Corporation. 1997. Dragan Fly. Innovative UAV Aircraft & Aerial Video Systems [on line]. Update: 2014. [Accessed: 22 of February of 2014]. Available: http://www.draganfly.com/news/2009/05/13/all-about-vtol-uavs-and-vtolaircraft/ Juyal M., Prakash V., et al. Design and fabrication of VTOL engine. University of Petroleum and Energy Studies. 16th November of 2010.

[3]

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