Group 32 – Glider Report

Isaac Weston (submitter) - 201694807

Abdulla Alhaddad - 201689212
Sunkyu Kim - 201682797
Zhizhao Zhang - 201803574
Layan Alghamdi - 201778121
Project plan & Tasks/times/who & Gantt chart
 Figure 1 & 2 – Gantt chart

Design specification
 • Solution-neutral statement:

Achieving a good solution-neutral statement for a glider design will be in this form:

To fly the highest distance from the starting point and from 1.5 meters above the ground

To fly the highest distance using the rubber band

To fly the highest distance

To glide the highest distance

• Design specification

The pivotal and basic goal of the design is for the glider to be able to fly as far as possible, and
the goal is the maximum distance that the glider can reach, followed by points that explain the
goal, which is for it to fly straight for a long period and rise upon launch and not descend
quickly.

• Fundamental requirements of the glider design:

1. The ribs must be installed correctly on the back and front edges where all the ribs are at
the same height.
2. Only one propulsion system is allowed, which is rubber bands.
 3. The ballast will be bound to the to the fuselage applying nuts and bolts is required to be
bounded as well through a bulkhead.
4. the fuselage’s side holes will have a dowel that will go through it and it will connect the
wing to the fuselage will be tied to the latter with rubber bands.

Parameter Requirements:

1. The permitted length of the wingspan can be a total maximum of 91 cm.

2. The range of the chord’s length may vary from 8 to 10 centimetres.
3. 25% is the allowable length of the tail of the original chord length.
4. 24 degrees is the wing tip's dihedral upper limit angle.
5. When cutting, all of the various two-dimensional parts desire to fit onto two panels.
with dimensions of 100 mm by 800 mm when cutting, with enough space between the
parts and around the edges.

Function structure

Concept development

So, as calculation performed, we need gilder to:

1, has low drag

2, has as long wingspan as possible

3, has lower wing chord

4, has proper stability

5, has lower weight

6, has high lift

7, has a suitable aerodynamic layout

Considering the material limitation, application, manufacturing difficulty, etc. Gilder should:

1, be as easy to manufacture as possible

2, has a certain strength to fly multiple times avoiding breaking apart.

3, have enough space for adjustment.

4, has most of the parts compatible with laser cutting.

Concept selection

For the concept selection, we used the weighted ratings method. This method allows us to quantitatively
rate the different concepts and also takes into account the importance of each attribute. There are some
disadvantages to this method such as the possibility of rating in accordance with the desired concept,
however this can be prevented by rating them objectively.

Attribute Weighting Isaac Zhizhao Sunkyu Layan Abdulla

Lift 10 6 9 4 4 3
Drag 7 3 7 2 3 4
reduction
Weight 6 7 5 3 2 1
reduction
Stability 5 2 4 7 6 3
Structural 6 2 9 5 8 7
integrity
Adjustability 3 8 4 2 5 1

Attribute Weighting Isaac Zhizhao Sunkyu Layan Abdulla

Lift 10 6x10=60 9x10=90 4x10=40 4x10=40 3x10=30
Drag 7 3x7=21 7x7=49 2x7=14 3x7=21 4x7=28
reduction
Weight 6 7x6=42 5x6=30 3x6=18 2x6=12 1x6=6
reduction
Stability 5 2x5=10 4x5=20 7x5=35 6x5=30 3x5=15
Structural 6 2x6=12 9x6=54 5x6=30 8x6=48 7x6=42
integrity
 Adjustability 3 8x3=24 4x3=12 2x3=6 5x3=15 1x3=3
Total 169 255 143 166 124

Combination matrix

To create the combination matrix, the sub-functions from earlier are listed in the first column,
and then in each row are the possible solutions for these. Then, an arrow is drawn for each
concept and the solutions is contains.

Sub-Function Solution 1 Solution 2 Solution 3 Solution 4 Solution 5

Minimize drag Short chord Medium chord Long chord
length (8-9cm) length (9- length (11-
11cm) 12cm)
Minimize Less ribs Bigger gaps Solid wing Holes inside
weight between ribs with no ribs ribs
Generate lift Pure dihedral Tip dihedral Gullwing
Enhance lift Long Medium Short
wingspan (85- wingspan (75- wingspan (0-
91cm) 85cm) 75cm)
Transfer Elastic energy Kinetic energy Kinetic energy Chemical
energy – rubber – rocket - Thrown energy
bands propulsion transferred
electrically -
Battery
Modify centre Flap on top of Balsa lodged Nose left open
of mass nose in nose to be
removed
 Isaac
Zhizhao
Layan
Sunkyu
Abdulla

Solution Concepts for sub functions and detail design .

Having the concept listed above, we can apply it to the certain exact sub functions.

Choosing of aerofoil(1):

Aerofoils, also known as airfoils, are shapes designed to produce lift when air flows over them. Here are
introductions to different types of aerofoils, along with their key performance characteristics:

1, Symmetrical Aerofoil:

Figure 3 – Symmetrical Aerofoil

This type of aerofoil has identical upper and lower surfaces, resulting in a balanced lift and drag profile.
Symmetrical aerofoils are known for their predictable performance, offering consistent handling and
neutral pitch stability. They are often employed in aerobatic aircraft, model airplanes, and rotorcraft,
where versatility and precise control are essential.
Balanced Lift and Drag: Symmetrical aerofoils produce lift and drag in equal proportions, providing a
stable and predictable aerodynamic response.
Neutral Pitch Stability: These aerofoils typically exhibit neutral pitch stability, allowing for greater
manoeuvrability and control authority in aerobatic manoeuvres.
2, Asymmetrical Aerofoil:

Figure 4 – Asymmetrical Aerofoil

Asymmetrical aerofoils have different shapes on their upper and lower surfaces, optimizing them for
efficient lift generation. These aerofoils excel in various aircraft applications, including gliders, airplanes,
and UAVs, offering high maximum lift coefficients and stable stall characteristics.

Efficient Lift Production: Asymmetrical aerofoils are designed to generate lift efficiently across a wide
range of angles of attack, making them suitable for diverse flight conditions.

High Maximum Lift Coefficient: Many asymmetrical aerofoils are optimized for a high maximum lift
coefficient, allowing for excellent lift generation even at low speeds or high angles of attack.

Low Drag: Advanced asymmetrical designs can minimize drag, contributing to improved overall
aerodynamic efficiency.

Stable Stall Characteristics: Well-designed asymmetrical aerofoils typically exhibit stable stall behaviour,
enhancing the safety and controllability of the aircraft.

2.5, Clark Y Aerofoil:

Figure 5 – Clark Y Aerofoil

The Clark Y is a specific asymmetrical characterized by its flat underside and curved upper surface. It is a
popular asymmetrical aerofoil design characterized by its flat underside and curved upper surface. It's
known for its good lift and drag characteristics, making it suitable for various aircraft types, including
light aircraft and model airplanes.

3, Cambered aerofoils:

Figure 6 – Cambered Aerofoil

it characterized by their curved mean line, offer unique aerodynamic advantages compared to
symmetrical counterparts.

Curvature of Cambered aerofoils along the mean line distinguishes cambered aerofoils, providing lift -
enhancing properties. Typically, it’s thicker near the leading edge, tapering towards the trailing edge.

As for the performance of it, it has:

i) Increased Lift: Cambered shape generates more lift than symmetrical designs at the same angle of
attack.

ii)Gentler Stall Characteristics: Delays stall onset, enhancing control and stability.

iii)Lower Drag: Potential for reduced drag, especially at higher angles of attack.

iv)Versatility: Adjustable camber and thickness distribution allow optimization for diverse operating
conditions.

We must notice that they are 3 categories of the aerofoil, there are plenty of variation of each one, each
variation has different structure and performance. But we can still use the general performance to
decide which one to use.

In this case, Asymmetrical Aerofoil is what we need. Because of the characteristic of low drag, Efficient
Lift Production, good performance counting the high angle of attack and low speed.
Among the Asymmetrical Aerofoil, the variation ‘Clark Y Aerofoil’ is more suitable, it has flat bottom is
far easy to make.

Choosing the type of dihedral(2)

About this question, we have 3 conventional choices:

Pure Dihedral:

Figure 7 - The Spitfire Mk.IX with pure dihedral (5)

Pure dihedral wings are angled upwards from the middle of the plane. They help keep the plane stable
by stopping it from rolling too much. This makes them good for new pilots and flying in calm weather.
But they might not let the plane turn as easily.

Tip Dihedral:

Figure 8 - The F-4J with tip dihedral (5)

Tip dihedral wings angle upwards mostly at the tips. They give the plane some stability while still letting
it turn well. This makes them a good balance between stability and manoeuvrability. They're used in
many types of planes.

Gullwing:
Figure 9 - The PBM-1 with gullwing (5)

Gullwing wings are a mix of dihedral and anhedral angles. The middle part angles up, and the outer parts
angle down. This design makes the plane stable and easy to control while still letting it turn smoothly. It's
great for many flying situations.
The gullwing is too difficult to design and manufacture, it has high demand of the angle of how much the
wing rotate, which is dismissed by those reason.
The pure dihedral compared to the tip dihedral has more stability, it is difficult to be made in our wing -
body structure (blended wing-body).
So, we chose the tip dihedral.

Reduction in weight and drag.

If our ribs like that, it will have some unnecessary weight.

Figure 10 – Basic Rib

We can make rib like that we can reduce some of the weight while ensuring certain strength.

Figure 11 – Lighter Rib

Because most of the impact of the wing would be the tensile load going through the rib rather than the
shearing load. Also, when it is landing, the most of impact apply to the belly and nose of the body or the
edges of the wing. Therefore, if we use rib 1 for all parts, there will be strength overflow, means we will
get the wing too indestructible and unnecessary weight.
But we still use some of the rib 1 in some connection parts considering it will face lots of shearing force.
body

If we do this in the example way, the wind will go to the gap between the wing, stick and body. And the
rubber band and fixing stick increase the drag and weight, which could have been avoided.

Figure 12 - Aero diagram of fuselage and wing

In addition to that, the exact parts of wing above the body wouldn’t produce lift efficiently, it produces
drag.

Figure 13 – Aero diagram of improved wing and fuselage

In our design, aerodynamics will go more reasonable. It not only solves the problems above and also
distributing lift across the entire aircraft structure, by doing so, the blended wing-body design allows for
a more efficient use of materials. This can result in weight savings and improved structural integrity,
leading to reduced manufacturing costs and increased durability.
Figure 14 – Aero diagram of enclosed gap

Apart from that, when we design the body as an interesting concept called “central lifting body” (3),
which is a type of aircraft design characterized by its fuselage shape, which generates lift during flight.
Unlike conventional aircraft with distinct wings, a central lifting body's fuselage itself generates a
significant portion of the lift, typically through a flat or curved bottom surface. This design enables
improved aerodynamic performance and manoeuvrability.

(
Figure 15 – Aero diagram of central lifting body

The integrated wing-body design provides inherent stability, particularly in roll and yaw motions. It could
protect the glider from sudden motion when flying, which may cause a crash accident.

The tail (4)

To get a suitable shape of tail, we should have a study on the chord and length of the tail.
Let’s start with wing chord.

In generally, we can make wing chord a certain constant, or a tapered chord tail, shown below.

Figures 16 & 17 – Models of tail

Constant tail chord designs have the same size wings from start to end, making them easy to build and
predictable in how they work in the air. On the other hand, tapered tail chord designs have wings that
change size, which can make them fly better by reducing air resistance. But because of this, they might
be harder to make. Also, when it comes to weight and strength, tapered designs might be lighter if done
right, while constant designs are usually simpler to build.
The tail will be made of a wood broad, so there is less concern about the making complexity. And what
we need are less weight and less weight.
Therefore, we chose tapered chord tail.

Figure 18 – Vertical stabiliser

The length of the tail, or the part at the back of the plane, can affect how the plane flies. A longer tail
helps keep the plane stable in the air and makes it easier for the pilot to control the up and down
movements. It also helps the plane stay balanced and fly straight without the pilot having to adjust too
much. However, a longer tail can make the plane heavier and may need stronger parts to hold it
together. On the other hand, a shorter tail might make the plane less stable and harder to control, but it
could also make the plane lighter overall. So, when designing a plane, it's important to find the right
balance between stability, control, and weight.

Sketches

Figure 19 - Zhizhao Zhang’s annotated sketch

Figure 20 – Isaac's annotated sketch
Figure 21 – Abdulla's annotated sketch

Figure 22 – Layan's annotated sketch

Figure 23 – Sunkyu's annotated sketch

Final Glider
Figure 24 – Final glider

Calculations

When designing and manufacturing the glider, we had to consider the various parameters we had the
power to change which influence the success of the glider in competition. These included the wingspan
of the glider, the chord length, and the mass. One key issue that was faced during the process was the
trade-off between wingspan and mass. This is due to the fact that it is beneficial to increase the
wingspan to increase lift, however this will therefore also increase the mass and weight of the glider.

Equation 1

Equation2

S = Surface area of wing(m2 )

b = Wingspan(m)

c = Chord length(m)

AR = Aspect Ratio

Here the dimensions of the glider have been measured and used to calculate both the wing surface area
and the aspect ratio. A high aspect ratio is necessary for a successful flight, as it means that the glider
will experience less drag. From these calculations, the aspect ratio of our glider was around 10 which is
deemed to be suitable (6). Now that there are values for AR and S, we can use these to calculate the lift
and drag coefficients.

Equation 3

Equation 4

L = Lift coefficient

D = Drag coefficient

W = Weight (N)

p = Air density (kg/m3)

V = Velocity (m/s) - Calculated by dividing our median distance of 6.9m by our time of 2.5s

D0 = Constant, 0.04

e = Constant, 0.8

As well as aspect ratio and surface area, we have used values such as the weight and velocity of the
glider in order to calculate the coefficients for lift and drag. The lift coefficient is important to calculate
during the design process because it relates the force generated by lift to the surrounding fluid. By
multiplying the ratio of lift coefficient to drag coefficient by the launch height we can calculate the
distance that the glider will travel horizontally.
 Equation 5

h = Height the glider was launched from

As this gives a value of 11.39m which is less than that reached in the actual competition, there must be
some error in the calculations. This may stem from the velocity, as there will be a high uncertainty in the
time recording of the glider due to human reaction time.

Calculation detail/determination

The thing to comes first in glider design calculation is the components of the wing. The wing is the part
of the aircraft that generates the aerodynamic lift. Considering that our glider will not have thrust itself
and maintain its height at low speed, Cambered aerofoils were selected in our design.

Below is detailed calculations of how the wing span and chard length affect the maximum distance the
glider can fly. The equation used were discussed in previous section.

To determine the maximum distance, firstly we need to set the boundary for calculation. For ch ord
length, the distance between the front part of the wing to the end is set between 8 and 12 cm,
wingspan, is 91cm max. Determine the gap between each value, in this case 0.02m for x-axis, 0.002m for
y-axis each. Put the x values on Excel spreadsheet first column all the way down to 20. On 20th row, start
putting the y values. Now the space for the matrix is made. Put the equation 1 on the function section,
select the space where we want to put the matrix, the calculation was done for S, surface area. Repeat
the process for the next calculation, put the equation 2 to get the matrix calculated AR values of the
wings. Same process until get the max distance matrix. Extract the last maximum distance matrix on
MATLAB, read the data and plot the graph.
Figure 25 – Graph showing chord length and wingspan

Interpretation of results

Using Excel and MATLAB, calculated the max distance of the glider designed, launch height 1.5m. Where
the x-axis is chord length and y-axis is wingspan. The figure shows that 1.2m wingspan and 0.08 chord
length would be the best choice for glider, however, the limit for the wingspan was 0.91.
The final choice for our glider’s wing dimension was 91cm x 9cm which means, it could have been
improved if we selected shorter chord length.

Bibliography and Reference

(1) Hermann Glauert (1926). The Elements of Aerofoil and Airscrew Theory.

(2) Liddell, C.J., Van, R.D. and Heinle, D.R. (1949). A Flight Determination of the Tolerable Range
of Effective Dihedral on a Conventional Fighter Airplane.

(3) Sivells, J.C. and Westrick, G.C. (1951). Method for Calculating Lift Distributions for Unswept
Wings with Flaps or Ailerons by Use of Nonlinear Section Lift Data.

(4) Thompson, F.L. and Robert Rowe Gilruth (1940). Notes on the Stalling of Vertical Tail
Surfaces and on Fin Design.

(5) War Thunder, 2016, PC, Gaijin Entertainment: Budapest.

(6) h-o-m-e.org. (n.d.). Everything You Need to Know About Glider Aspect Ratio - H.O.M.E.
[online] Available at: https://h-o-m-e.org/aspect-ratio-of-a-glider-definition/.