Vendetta Final Proposal Part 2 - Cal Poly

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0.35 or 390 ft/s by finding the minimum total drag on the aircraft at sea-level and loiter weight. The resulting mission is listed in Table 11.I including the fuel consumption by mission segment and the corresponding RFP mission segments. By completing the design mission, the requirements for a supercruise Mach number of 1.6 and mission radius of 1,750 nm are met. To determine the fuel capacity required to perform the design mission, the mission was simulated by numerically integrating the fuel burn rates over the mission profile. The mission simulation was also used to optimize certain aspects of the mission such as cruise altitudes. Table 11.II lists the results of the mission simulation and Figure 11.9 shows a breakdown of fuel consumption by mission segment Table 11.I - Design Mission Detailed Mission Segment Fuel RFP Mission Segment Warm-up 2 min at idle thrust 89 lb 1a 89 lb Takeoff – Accelerate to takeoff speed 270 ft/s 170 lb Accelerate to Mach 0.80 at maximum military thrust 609 lb 1b 779 lb Climb to 17,500 ft and accelerate to Mach 0.88 807 lb Climb to 32,000 ft and accelerate to Mach 1.59 3,715 lb Climb to 37,500 ft and accelerate to Mach 1.66 626 lb 2 6,128 lb Climb to 47,000 ft at Mach 1.66 948 lb Climb to 49,000 ft and decelerate to Mach 1.6 32 lb Cruise 1,000 nm at 49,000 ft and Mach 1.6 16,139 lb 3 16,139 lb Climb to 52,000 ft at Mach 1.6 774 lb 4 774 lb Dash 750 nm at 52,000 ft at Mach 1.6 10,613 lb 5 10,613 lb Descend to 50,000 ft at Mach 1.6 39 lb Turn 180º at n = 1.25 867 lb Drop 4 × 2,000 lb JDAMs 0 lb 6 1,425 lb Climb to 55,000 ft at Mach 1.6 519 lb Dash 750 nm at 55,000 ft and Mach 1.6 8,814 lb 7 8,814 lb Climb to 58,000 ft at Mach 1.6 401 lb Cruise 1,000 nm at 58,000 ft and Mach 1.6 10,268 lb 9 10,669 lb Descend to Sea-Level and decelerate to loiter speed 391 ft/s 885 lb 10 0 lb * Loiter 30 min at Sea-level and 390 ft/s 2,453 lb 11 2,453 lb Decelerate to landing speed 270 ft/s 174 lb – – Land – Decelerate to zero speed 27 lb – – Unload non-fixed equipment (2 × AMRAAMs and crew 1,280lb) 0 lb – – * The RFP specifies no fuel used in descent 58,968 lb 57,882 lb Table 11.II - Mission Results Total fuel consumption 58,968 lb Mission radius 1,750 nm Total distance traveled over mission 4,100 nm Total mission duration 5 hr. 6 min. Takeoff weight 125,051 lb Empty weight 56,797 lb Fuel weight (total fuel onboard) 58,974 lb Maneuver weight 95,624 lb Landing weight 58,077 lb Average cruise lift to drag ratio 6.55 Cruise Back 17% Reserve 4% Dash Back 15% Misc. 7% Dash Out 18% Accelerate & Climb 11% Cruise Out 28% Figure 11.9 - Fuel Consumption over Mission 64
11.4 Takeoff & Landing The RFP requires that the aircraft be able to takeoff and land on an icy standard NATO runway 8,000 ft long. Takeoff and landing calculations were done according to MIL-C5011A. Takeoff and landing were simulated by numerically integrating velocity and rate of climb to determine distances and altitudes over a standard flight profile. Additional drag due to flaps and landing gear was taken into account for takeoff and landing as well as -25% military thrust from the thrust reverser during landing. The takeoff and landing profiles used in the simulation are shown in Figure 11.10 and Figure 11.11. Altitude (ft) 60 50 40 30 20 10 0 V stall = 146 knots Max. Tire Speed = 210 knots µ roll = 0.025 Roll V TO = 160 knots V 50 = 196 knots Climb V 50 > 175 knots Pull-up n = 1.15 Rotate 3 sec. 0 500 1,000 1,500 2,000 2,500 3,000 3,500 4,000 4,500 5,000 Distance (ft) Figure 11.10 - Takeoff Profile Altitude (ft) 60 50 40 30 20 10 0 7,000 Approach Flare n = 1.15 V TD = 160 knots Roll 3 sec. 6,000 V 50 = 177 knots V 50 > 175 knots 5,000 4,000 3,000 Distance (ft) Figure 11.11 - Landing Profile V stall = 146 knots Max. Tire Speed = 210 knots Brake 2,000 µ brake = 0.3 Dry µ brake = 0.1 Ice - 25% Mil. Thrust 1,000 0 MIL-C5011A defines field length to be the distance required to takeoff and clear a 50 ft obstacle or the distance to land from a 50 ft obstacle. Takeoff and touchdown speed are defined as 1.1 times the aircraft’s stall speed, and the speed over the 50 ft obstacle must be greater or equal to 1.2 times the stall speed for both takeoff and landing. The takeoff gross weight for the design mission of 125,051 lb was used for the aircraft weight for both takeoff and landing calculations. This allows the aircraft to land immediately after takeoff without the need to jettison fuel or weapons. Takeoff and touchdown speeds were always greater than the required 1.1 times the stall speed because of the acceleration during the 3 second rotation and roll periods. During takeoff, due to the high speeds of the aircraft, the 50 ft obstacle was cleared before the climb angle was reached, so the climb segment of the profile was ignored. Also, to 65
Page 1 and 2: well as a tip back angle which did
Page 3 and 4: Table 9.II - Final Component Weight
Page 5 and 6: the center-of-gravity location clos
Page 7 and 8: 10 Stability and Control To initial
Page 9 and 10: management system could then be use
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Page 13 and 14: flight. This would require a large
Page 15 and 16: Table 10.IV - Longitudinal and Late
Page 17 and 18: Additional components were integrat
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Page 21 and 22: 70,000 60,000 50,000 Altitude (ft)
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Page 31 and 32: 13 Cockpit Cockpit design began wit
Page 33 and 34: Due to RFP requirements the majorit
Page 35 and 36: fuelled systems offer high power to
Page 37 and 38: 14.4 Government Furnished Equipment
Page 39 and 40: The assembly line would allow for m
Page 41 and 42: is a learning curve associated with
Page 43 and 44: Table 17.I - RFP Compliance Checkli
Page 45 and 46: 20,000 0.9 581 2,164 3,231 4,407 5,
Page 47 and 48: Appendix B - Design Tools Company S
Page 49: 25. Roskam, J. Airplane Flight Dyna

Vendetta Final Proposal Part 2 - Cal Poly

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