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Team MIST AEROBAT - RAeS Light Aircraft Design Competition 2022/23

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Technical Report · November 2023

DOI: 10.13140/RG.2.2.35251.13600

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 Aeronautical Engineering Department
Military Institute of Science and Technology

Team MIST Aerobat

Faculty Advisors:

Md Jalal Uddin Rumi Saif Reza

Assistant Professor Lecturer
Department of Aeronautical Department of Aeronautical
Engineering Engineering

Team Members:
Team Member Responsibilities
Nahian Fairuz Haque 1. Designing
Team Leader 2. Stability Analysis
nahianh360@gmail.com 3. Plane Design
4. Structure Design
Shah Ishrak 1. Team Coordination
Team Manager 2. Structure Design
shahishrak@gmail.com 3. X Plane Analysis
4. Report Writing
Mithila Islam Moon 1. Aerodynamic Calculations
Aerodynamics 2. Report Writing
mithilaislam.202022033@gmail.com

Syeda Mohsina Akhter 1. Propulsion & Battery

Propulsion & Battery 2. Aerodynamic Calculations
syedamohsinaa@gmail.com 3. Report Writing

Faria Tasnim Dhruba 1. Aerodynamic Calculations

Structure Design 2. Report Writing
dhrubafaria5237@gmail.com

Flg Offr Gazi Faisal Hossain 1. Structure Design Calculations

Stability Analysis 2. Stability Analysis
gfaisal1999@gmail.com 3. Aerodynamic Calculations

Rizwan Morshed 1. Piloting the Plane

X Plane Simulation Pilot
rizwanrion@gmail.com

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Table of Contents

Contents Page No.

Table of Contents ii
List of Figures iii
List of Tables iii
Acronyms iv
1. Introduction
1.1 Design Requirements 2
1.2 Mission Profile 3
1.3 Description of Main Feature 4
1.4 Design Selection Criteria 4
1.5 Existing Gap and Innovation in Design 5
1.6 Justification of Design Concept 5
2. Three View Drawing and General Arrangement 7
3. Structural Design 9
3.1 Review of Existing Aircraft 9
3.2 Wing Design
3.2.1 Estimation of Wing Parameters 11
3.2.2 Airfoil Selection 12
3.2.3 Detail Design 17
3.2.3.1 High Lift Devices 20
3.2.3.2 Aileron Parameters 21
3.3 Tail Design 21
3.3.1 Horizontal Tail Design 27
3.3.2 Vertical Tail Design 27
3.4 Propulsion System
3.4.1 Motor Selection 28
3.4.2 Propeller Sizing 33
3.4.3 Power System 33
3.4.3.1 Electrical System Architecture 34
3.4.3.2 Battery Sizing 35
3.4.3.3 Thermal Analysis and Management 39
3.5 Landing Gear System
3.5.1 Selection of Landing Gear 40
3.5.2 Detailed Design 41
3.5.3 Electro-mechanical Braking System 41
3.6 Avionics Systems 43
3.6.1 Primary Flight Display (PFD) 43
3.6.2 Multi-Function Display (MFD) 43
3.6.3 Navigation Systems 43
3.6.4 GPS (Global Positioning System) 44
3.6.5 Navigation Radios: Includes VOR (VHF Omni-Directional Range) 44
a and ILS (Instrument Landing System)
3.6.6 VHF (Very High Frequency) Radios 44

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3.6.7 Transponder 44
3.6.8 Emergency Locator Transmitter (ELT) 44
3.6.9 Terrain Awareness and Warning System (TAWS) 44
3.6.10 Stall Warning System 44
3.6.11 Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR) 44
3.6.12 Backup Instruments 44
3.6.13 Battery Monitoring and Management 44
3.7 Mass Breakdown of Aircraft
3.7.1 Material Selection 45
3.7.2 Major Component Weight 45
4. Aerodynamic Properties
4.1 Flight Envelope 48
4.2 Design Load Estimation 49
4.3 Maneuvering Load Distribution 49
4.4 Environmental Consideration 50
5. Performance Analysis
5.1 Lift and Drag Analysis 51
5.2 Take-Off and Landing Performance 55
5.3 Cruising Performance 58
5.4 Aerobatic Performance 58
6. Stability and Control 60
7. Summary of X-Plane Simulation 61
8. Summary of Innovation 62
9. Conclusion 63
10. References 64

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List of Figures
Figure Contents Page No.
Figure 1: Given Aerobatic Sequence 3
Figure 2: (a) Top View; (b) Side View; (c) Front View and (d) Rendered 7-8
Image
Figure 3: (a) WE vs MTOW Graph and (b) WE vs WTO 10
Figure 4: (a) CL/CD vs AOA and CD vs AOA Graph; (b) CL vs CD and CL 13-14
vs AOA Graph and (c) Cm vs AOA Graph
Figure 5: NACA 1412 Geometry- -Max thickness 12% at 29.9% chord, Max 14
camber 1% at 40% chord
Figure 6: (a) CL vs AOA Graph; (b) CD vs AOA Graph; (c) CL/CD vs AOA 15-18
and (d) CL vs CD Graph
Figure 7: (a) XFLR5 Wing Lift Distribution and (b) MATLAB Wing Lift 19-20
Distribution
Figure 8: (a) CL vs AOA; (b) CD vs AOA; (c) CL vs CD 22-25
And (d) Cm vs AOA
Figure 9: Matching Plot 29
Figure 10: (a) EMRAX 348 Motor Drawing and (b) EMRAX 348 Motor 30
Figure 11: (a) EMRAX 348 Motor Power vs Motor Speed Curve; (b) EMRAX 31-32
348 Torque vs Motor Speed Curve; (c) EMRAX 348 Motor Torque
vs Irms Curve and (d) EMRAX 348 Motor Power vs Motor Speed
Curve
Figure 12: Electrical System Design 34
Figure 13: (a) Battery in the Fuselage Nose and (b) Battery in the Wing 37
Figure 14: (a) Battery Thermal Analysis and (b) Battery Thermal Cooling 39
Figure 15: Electro-Mechanical Brake (With Parking Brake) 42
Figure 16: V-n Diagram 48
Figure 17: (a) Aircraft CL vs AOA; (b) Aircraft CL/CD vs AOA; (c) Aircraft 51-54
CL vs CD
and (d) Aircraft Cm vs AOA
Figure 18: (a) CL vs AOA and (b) CL vs CD 56-57

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List of Tables
Contents Page No.
Table 1: Mission Requirements 2
Table 2: Aircraft Data for Initial Sizing 9
Table 3: Figure of merits for Wing Location 11
Table 4: Wing Specifications 12
Table 5: Wing Design Parameters 19
Table 6: Tail Airfoil Comparison 22
Table 7: Horizontal Tail Data 27
Table 8: Vertical Tail Data 28
Table 9: Propeller Specifications 34
Table 10: Battery Comparison 36
Table 11: Landing Gear Specifications 41
Table 12: Material Selection 45
Table 13: Major Component Weight 46
Table 14: Mass Distribution 47
Table 15: Load Distribution 50
Table 16: Control Surface Data 60

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ACRONYMS

AOA Angle of Attack

AR Aspect Ratio of Main Wing
ARH Horizontal Tail Aspect Ratio
ARV Vertical Tail Aspect Ratio
b Wing Span
CD Coefficient of Drag
𝐶𝐷𝑜 Zero Lift Drag Coefficient
CL Coefficient of Lift
CLmax Maximum Lift Coefficient
Cmo Pitching moment at 00 Angle of Attack
S Wing Surface Area
SH Horizontal Wing Surface Area
SV Vertical Wing Surface Area

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1. INTRODUCTION

The focus of the RAeS International Light Aircraft Design Competition 2022–2023 challenge is
to design a fully electric aerobatic aircraft. This year's competition aims to create lightweight
aircraft that are powered solely by electricity, with an additional battery capacity. The Light
Aircraft Association (LAA) and the British Microlight Aircraft Association (BMAA), which
oversee the construction and operation of most light aircraft in the UK, support this event.
Hamilton aEro, developed by Hamilton Watch and Air Zermatt, stands as an exemplary electric
aerobatic aircraft specifically designed for aerobatics. As a result, other experimental projects
utilizing these aerobatic aircraft have emerged to further strengthen this field of aviation. New
aircraft designs frequently undergo testing using such aerobatic models. This is because aerobatic
maneuvers exert significant stress on aircraft. By monitoring an aircraft's performance during these
maneuvers, engineers can gain a better understanding of its real-world operational capabilities.
Recently, the Royal Aeronautical Society has been seeking training aircraft for two pilots. It is
crucial to recognize the importance of aerobatic training in pilot education as it teaches them how
to effectively control an aircraft in unconventional situations and recover from une-xpected
challenges. This holds particular significance for military pilots who may face combat scenarios
involving unforeseen forces [1].

The aim of this year's competition is to create a "2 seat electric aerobatic aircraft." This aircraft
should be suitable for both aerobatic training and solo aerobatic display flying. The- design must
comply with the specifications outline-d in "CS-23 Amendment 5" and adhere to daytime Visual
Flight Rules [1].

The following report outlines the conceptual design of 'Electrolight', which has been developed by
'Team MIST AEROBAT.' It provides a comprehensive overview of the entire design process,
including key considerations. The report features a detailed review of our design, along with a
three-view general arrangement drawing. Additionally, it encompasses estimations on
aerodynamic qualities, flight envelope, loadings, strength, weight, stability, control, and
performance. We have also highlighted the key features and innovations of this aircraft. Moreover,
you will find in-depth calculations and system block diagrams specifically focused on the power
system within the study. Furthermore, we have included an analysis of the design's flight using the

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simulator to execute an aerobatic sequence. Last but not least is a breakdown analyzing its mass
distribution.

1.1 Design Requirements

For designing a reasonable light weight aircraft for the RAeS International Light Aircraft design
Competition 2022/2023, the basic requirements are given as follows:

● The aim is to design a 2-seat electric aerobatic aircraft, capable of being used as an
aerobatic training aircraft and also for solo aerobatic display flying.

● The design must conform to the requirements of CS-23 Amendment 5, and shall operate
under daytime Visual Flight Rules.

● For solo practice of competition aerobatics, the space occupied by the second pilot can be
replaced by 86 kg of batteries, giving longer endurance.

● The aircraft shall demonstrate its capabilities using X-Plane flight simulation tools.

The other requirements include:

Table 1 Mission Requirements

Maximum Total Weight Authorized (MTWA) 1000 kg

Stall Speed 60 kts
Undercarriage Fixed
Structural G-limits +6/-3
Wing Configuration Fixed; Max Span: 10 m
Thrust Vectoring Negative
Aerodynamic Surfaces Mechanically Actuated
Propellers Fixed Pitch/Variable Pitch - Constant Speed
Propellers and Motors Maximum 4

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1.2 Mission Profile

The proposed aircraft has to perform the given aerobatic sequence, which consists of a series of
maneuvers such as loops, rolls, spins, and hammerheads. According to how much of the sequence
is completed with a battery level sufficient to recover to the landing, points will be given. Points
will also be given based on how much battery energy is left over after the entire sequence if it is

successful in recovering to landing. Irrespective of whether the aerobatic sequence has finished or
not, the aircraft must always be stopped on the runway before the 20% battery charge level is
reached.

The aircraft shall demonstrate its capabilities using X-Plane flight simulation tools. The sequence
shall be performed above the home airfield in zero wind conditions, with a minimum altitude of
1000 feet AGL.

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1.3 Description of Main Feature

Every aircraft owns some specified and unique features that helps the aircraft to increase its
performance. To make a low cost and convenient aircraft some common conventional aircraft
features has been followed. Along that, with respect to the calculated best performance, some
decision has been made. For the aerobatic electric aircrafts wing, a conventional wing has been
selected as it gave the best maneuvering performance. The wing has been set at the lower part of
the fuselage as a low wing which reduced the drag on the aircraft. It has been designed as a dihedral
wing. The dihedral wing is a wing configuration in which the wings are angled upwards from the
fuselage. It provides lateral stability, which means that it helps to keep the aircraft flying straight
and level, because of the upward angle of the wings which creates a force that opposes the rolling
moment, which makes the tendency of the aircraft to roll to one side.
The main landing gear is located under the wings and a tail wheel is located at the rear of the
fuselage. This configuration is called Tail dragger aircraft. It is a battery driven aircraft where an
electric motor has been used with for packs of Lithium-Ion battery and the propeller is located at
the nose section of the aircraft which make it easier to produce thrust force for forward movement.

1.4 Design Selection Criteria

Choosing a specific and justified design criteria is an important part of the aircraft designing for
enriching aircrafts performance, safety and reducing the cost. For the best design criteria, weight,
materials, battery etc. has been selected precisely. The weight of the aircraft directly affects the
power requirements. The heavier the aircraft, more power required to perform aerobatic
maneuvers. As the designed aircraft is required to be a light weight aircraft, maximum total weight
is taken of 800kg. To make a reliable design, the features has been selected in a convenient way
by testing the aircraft performance in X-Plane Software. To reduce the power requirement, the
design configurations selected in a way that the aircraft produce the lowest drag possible. To meet
the power estimated or calculated power requirement, a 4 battery packs Lithium-ion battery has
been used. According to the designed requirements, the maximum wing span can be 10 meters. To
increase the aircrafts performance and reduce the drag, the wing has been designed with 7 meters
wing span and with the aspect ratio 7, as the ideal range of aspect ratio for a aerobatic aircraft is
6-10. As a small aerobatic aircraft, tail dragger configuration has been selected as the only landing
gear which reduced the drag generation because of the later air flow separation.

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1.5 Existing Gap and Innovation in Design

In view of current aircraft, there are a number of research gaps and difficulties in constructing
totally electric aerobatic aircrafts. The development of electric propulsion systems that can offer
the required power and endurance for aerobatic maneuvers while being lightweight and compact
is one of the major problems. Another difficulty is the aircraft's design, which needs to be strong
enough to resist the high g-forces and stresses involved with aerobatic flight. An all-electric
aerobatic plane is the focus of the Royal Aeronautical Society's ongoing International Light
Aircraft Design Competition 2022–2023. With the help of creative design approaches, this
competition hopes to fill some of the gaps in the research and overcome some of the difficulties in
this area.

To meet the power requirement, 4 battery packs has been used. But setting all packs at one place
can produce an unbalanced aircraft. For the perfect weight distribution an minimize the imbalance,
two battery packs have been set on the nose section and 2 battery packs has been set in the two
wing sections. Due to generate high power by the battery, a huge amount of heat is generated. To
prevent the overheating effects, a air cooling method has been introduced where the ram air cooling
the battery and reduces the temperature. It’s a new design configuration where air enters the nose
section, helps to cool down the battery, then exits from the wing section while cooling down the
battery there.

1.6 Justification of Design Concept

A design notion is an early concept for a system, procedure, or product. A design concept's
justification is the process of arguing why the concept is the best option for the given issue or
requirement. It ought to be founded on a thorough examination of the needs, limitations, and
options.

The requirements says that the design must accommodate any pilot and co-pilot weighing in the
range of 50 pounds to 100 pounds each. The co-pilot's battery replacement and the pilot's mass
when both will be taken to weigh 86 kg while flying solo. The maximum Total Weight Authorized
(MTWA) can be 1000 kg with a Fixed undercarriage system and lowest stalling velocity to be 60
knots. According to these requirements the aircraft has been designed where wight of two pilots

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has been taken 200kg and the highest MTOW has been taken as 800kg. To meet the fixed
undercarriage condition, a tail dragger configuration has been used. To get the required power and
achieve the velocity requirements, 4 packs of Lithium-Ion battery has been used which enriched
the aircrafts performance.

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2.THREE VIEW DRAWING AND GENERAL ARRANGEMENT

The model has been designed in Plane Maker and a 3D view has been provided below

(a)

(b)

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(d)
Figure 2: (a) Top View; (b) Side View; (c) Front View and (d) Rendered Image

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3. STRUCTURE DESIGN
As per given criteria’s, the main structural components of Electrolight have been designed.

3.1 Review of Existing Structure or Aircraft

The primary requirement for aircraft design is estimating the maximum take-off weight of the
aircraft. Using the aircraft data (Source: Wikipedia) from some aerobatic aircrafts, an estimation
was made. The table is provided below:
Table 2: Aircraft Data for Initial Sizing

Empty Weight Empty Weight MTOW Wing Lengt Referenc

Aircraft (kg) (kg) (kg) Span (m) Height (m) h (m) e
Extra 330 SC 585.5877 870 820 7.5 2.6 6.7 [2]
Pitts S2-C 523.9 771.107 737 6 1.95 5.31 [3]
Sukhoi SU-29 760 1099.961 1100 8.2 2.87 7.29 [4]
Edge 540 531 816 816 8 2.36 7 [5]
Extra EA- [6]
300LT 677 950 820 8 2.8 7.01
Yakovlev [7]
Yak-52 1015 1305 1305 9.3 2.7 7.745
Mudry CAP [8]
230 630 730 820 8.08 1.9 6.75
Sukhoi SU-26 700 790 962 7.8 2.89 6.827 [9]
Sukhoi SU-31 700 1097.694 1050 7.8 2.76 6.83 [10]
Corvus Racer [11]
540 542 685 685 7.4 2.5 6.571

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(a)

(b)
Figure 3: (a) WE vs MTOW Graph and (b) WE vs WTO
According to the straight-line fitting graph, the estimated weight was determined to be around 800
kg.

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3.2 Wing Design

3.2.1 Estimation of wing parameters

Through Matching Plot, the determined wing area was 7 m2. A figure of merit table was prepared
assuming

+1 for positive influence

0 for neutral influence

-1 for negative influence

Table 3: Figure of merits for Wing Location

Weightage High Mid Low

Parameter
(%) Wing Wing Wing
Weight 30 -1 0 +1
Lift/Drag Ratio 20 +1 +1 +1
Maneuverability 20 +1 0 -1
Stability 10 0 0 0
Costs 10 -1 -1 +1
Manufacturability and
10 +1 +1 +1
Repairability
Total 100 10 20 50

From the analysis, Low Wing was selected for the design purpose. Doing further calculations, a
wing with the following specifications was estimated to be efficient for our design purpose.

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Table 4: Wing Specifications

Main Wing
Wing Span, b (m) 7.00
Semi-span (m) 3.50
Wing Area, s (m2) 7.00
Aspect Ratio, AR 7.00
Taper Ratio 0.90
Root Chord (m) 1.05
Tip Chord (m) 0.95
Twist Angle -0.30
Mean Aerodynamic Chord 1.00
Mount Angle (Deg) 0.50

3.2.2 Airfoil Selection

After determining the general wing outline, the first step in aerodynamic design is airfoil selection
considering the negative pitch coefficient, the structural weight of the wing, lift, drag, and critical
Mach number which depends on to the type, thickness, and camber of the airfoil. Camber provides
lift at zero angles of attack, increasing the maximum lift of an airfoil and the drag and pitching
moments. An aerobatic aircraft should have low stall speed and low wing area. In other words, a
low Wing Aspect Ratio. Such airfoils provide the aircraft with high lift coefficient. Four-digit
NACA airfoils and supercritical airfoils offer the ability to maximize the aerodynamic properties
discussed earlier. Supercritical airfoils are rarely used in military aircraft but will be considered
due to their ability to delay shock. Upper-surface structure, increasing the wing's critical Mach
number and avoiding nose-down "Mach baldness"

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The NACA 1412 airfoil was selected according to the efficiency trade-off analysis using Airfoil
Tools [12] and XFLR5 [13].

(a)

(b)

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(c)

Figure 4: (a) CL/CD vs AOA and CD vs AOA Graph; (b) CL vs CD and CL vs AOA Graph and
(c)Cm vs AOA Graph

Figure 5: NACA 1412 Geometry [Max thickness 12% at 29.9% chord, Max camber 1% at 40%
chord]

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(a)

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(b)

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(c)

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(d)

Figure 6: (a) CL vs AOA Graph; (b) CD vs AOA Graph; (c) CL/CD vs AOA and (d) CL vs CD Graph

3.2.3 Detail Design

Wing area, aspect ratio, quarter chord sweep angle, and wing twist are very important early in the design
phase. From the matching plot, the wing area was measured and the remaining parameters has been assumed
and calculated using equations of Aspect Ratio [14] and from the lift distribution curve, the wing span was
measured.

𝑏 = √𝐴𝑅 𝑠
𝑏
c = 𝐴𝑅

The value of AR has been taken from Sadraey assuming an aircraft of General Aviation [14].

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Table 5: Wing Design Parameters

Parameter Value
Wing Area 7 m2
Wing Span 7m
Aspect Ratio 7
Taper Ratio 0.9
Root Chord 1.05 m
Tip Chord 0.95 m

(a)

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(b)

Figure 7: (a) XFLR5 Wing Lift Distribution and (b) MATLAB Wing Lift Distribution
The technique introduced in this section allows the reader to determine the amount of lift that is
generated by a wing without using sophisticated CFD software. We needed to have all the wing
data to hand, such as wing area, airfoil section and its features, aspect ratio, taper ratio, wing
incidence, and HLD type and data. By solving several aerodynamic equations simultaneously, one
can determine the amount of lift that a wing is producing using a theory called Lifting Line Theory
[14].

3.2.3.1 High Lift Devices

For assisting during Landing and Take-off, high lift devices play a significant role. Especially for
aerobatic aircrafts, lift needs to be generated instantaneously. For our purpose, Plain Flap has been
selected.

Along span-wise direction, the flap has taken 36% of the main wing and along chordwise direction,
33% of the main wing. This percentage was taken from statistical data of other aircrafts.

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3.2.3.2 Aileron Parameters

The aileron has been taken 33% and the chord is 25% of the chord length of main wing. In span
wise direction, the aileron takes 45% of the wing span.

3.3 Tail Design

Among T-tail, H-tail, Conventional, twin boom tail and others, conventional tail has been selected
through trade-off analysis. Conventional tails are more aerodynamically efficient compared to
others due to placement of horizontal stabilizers in the fuselage, making it more compact. It has a
relatively simple structure and is lightweight. Compared to T-tails, conventional tails are less likely
to enter a deep stall.

T-tails, however, necessitate a stronger and heavier vertical segment construction. At high Angle
of Attack, T-tails are similarly vulnerable to blanketing from the main wings. Twin boom tails
provide a shorter rear fuselage, which, if done, can lower wetted area and fuselage weight.

Twin boom tails can provide enough vertical tail area when a single tail would be unfeasible and
do not suffer from the vertical stabilizers being blanketed by the fuselage at high Angle of Attack.
Twin boom tails, on the other hand, necessitate narrow and strong boom structures as well as
strengthening of the wings where they link and can increase the number of stabilizer tips (and the
accompanying losses from tip effects). The aircraft's useful space for systems, payload, and fuel
would decrease as a result of the shorter fuselage.

Similar to the T-tail, a conventional tail preserves the rear fuselage and the space associated with
it, a location often used for housing the APU. Although the horizontal stabilizer will be in the wake
of the main wing, the subsonic operation of the aircraft means the placement of the horizontal tail
at the same height as the wing is still viable [15].

Comparing among different airfoils as per table 6, NACA 0009 airfoil has been selected which has
less thickness compared to the airfoil of the main wing.

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Table 6: Tail Airfoil Comparison

Airfoil CDo Horizontal Tail CDo Vertical Tail CLmax

NACA 0009 0.00414 0.00244 1.25
NACA 0012 0.00444 0.00261 1.4
NACA 0015 0.00479 0.00282 1.45

A symmetric airfoil was selected for the tail design because it exhibits equal effects in orientations
at a fixed positive or negative angle of attack. As the airfoil camber will affect the efficiency of
the control surfaces, symmetric airfoils are simpler to analyze and more predictable in flight.
Additionally, due to the symmetry of the airplane, the vertical stabilizer should be symmetric with
a zero angle of incidence since a propeller wouldn't create rotational flow. The drag data was taken
from Airfoil Tools Website [12]

The analysis of drag data has also been done using Xfoil [13] and validated.

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(a)

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(b)

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(c)

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(d)

Figure 8: (a) CL vs AOA; (b) CD vs AOA; (c) CL vs CD And (d) Cm vs AOA

The NACA 0009 airfoil has a more gradual stall, which increases its stability during aerobatic
maneuvers. The more abrupt stall of the NACA 0012 and 0015 airfoils might result in loss of
control.

The lift-to-drag ratio of the NACA 0009 airfoil is greater than those of the NACA 0012 and 0015
airfoils at 0o to 5o Angle of Attack. This is significant for aerobatic aircraft since it means that it
produces greater lift for a given amount of drag. The NACA 0012 and 0015 airfoils have a higher
pitching moment than the NACA 0009. It is therefore less prone to pitching oscillations, which is
crucial for the stability of aerobatic aircraft. In addition to these advantages, the NACA 0009 airfoil
is also relatively easy to manufacture, which makes it a good choice for aerobatic aircraft tail
design. For this reason, NACA 0009 has been selected for our tail design.

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3.3.1 Horizontal Tail Design

Horizontal tail helps in maintaining stability in pitch axis. The wing's pitching moment is balanced
by the lift force produced by the horizontal stabilizer. The elevator modifies the horizontal tail's
lift and angle of attack, allowing the pilot to modify the aircraft's pitch attitude and angle of attack.
By adjusting the elevator deflection, the horizontal tail also aids in trimming the airplane under
various flight situations. Using equations of various parameters for Horizontal Tail Design from
Sadraey’s [14], a horizontal Tail with the following specifications has been designed for our
aircraft.

Table 7: Horizontal Tail Data

Horizontal Tail
Surface area (m2) 1.864
ARH 4.67
Taper Ratio 0.9
Tail Lift Curve Slope (Radian) 6.76
𝐶𝐿𝛼 4.63
Incidence Angle 0.68
Span, b (m) 2.95
MAC (m) 0.632
Root Chord (m) 0.66
Tip Chord (m) 0.598
Volume Coefficient, VH 0.7

The values required for the design has been taken from Sadraey’s [14]

3.3.1 Vertical Tail Design

Vertical Tail mainly helps in maintaining the lateral stability of an aircraft. It also helps in yaw of
aircraft. According to calculations using equations of calculating parameters related to Vertical
Tail Design [14]. A Conventional Tail with the following specifications has been designed for our
aircraft.

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Table 8: Vertical Tail Data

Vertical Tail
Volume Coefficient, VV 0.04
2
Surface area of Vertical Tail (m ) 0.23
Aspect Ratio 1.41
Lead Sweep Angle 35
Span, b (m) 0.57
MAC (m) 0.406
Taper Ratio 0.9
Root Chord (m) 0.427
Tip Chord (m) 0.385

3.4 Propulsion

For fulfilling the requirements of the design for the competition, a suitable motor, battery and a
propeller is required.

3.4.1 Motor Selection

While choosing a motor, it is important to consider into account a variety of requirements,

including those for torque and speed, load characteristics, power supply compatibility, size and
weight restrictions, environmental conditions, efficiency, cost considerations, control needs,
maintenance requirements, reliability, duty cycles, and noise and vibration tolerances. It is also
important to choose the right motor type—for example, DC, AC, stepper, or servo—as well as any
industry-specific standards. By balancing these factors, we are able to select the motor that best
suits the requirements of the application.

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Figure 9: Matching Plot

For design of electric aircraft according to given criteria, Motor needs to be selected accordingly.
A matching plot has been formed using various profile equations from Sadraey’s[14].

From, the matching plot, we obtained a feasible region of operations for our aircraft.

Putting W = 800 kg * 2.205 = 1764 lb, we obtained requisite values of Wing Area, S and Power
required, P.

S = 73.5 ft2 = 7 m2 and P = 313.2 HP

From the list of motors commercially available in the market, EMRAX 348 appeared feasible for
our purpose and was selected through trade-off analysis. Again, EMRAX 348 can be used in 3
Voltage ranges: High, Medium and Low voltages. The weight of the high voltage EMRAX 348 is
about 40 kg [16].

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(a)

(b)

Figure 10: (a) EMRAX 348 Motor Drawing and (b) EMRAX 348 Motor [16]

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(a)

(b)

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(c)

(d)
Figure 11: (a) EMRAX 348 Motor Power vs Motor Speed Curve; (b) EMRAX 348 Torque vs
Motor Speed Curve; (c) EMRAX 348 Motor Torque vs I rms Curve and (d) EMRAX 348 Motor
Power vs Motor Speed Curve

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Our choice has been made to use the EMRAX 348 motor in order to fully satisfy the requirements
of the complete flying envelope. Due to its extraordinary adaptability, this electric propulsion
system distinguishes out since it can function in a wide temperature range of up to 160 degrees. It
boasts strong electrical capabilities with a maximum voltage of 400 volts and a current rating of
400 amps. Notably, the motor has a 92–98% efficiency, ensuring optimal power use. The EMRAX
348 provides impressive sustained performance thanks to its peak power of 400 kW at 4500 rpm
and continuous power output of up to 210 kW.

3.4.1.1 Propeller Sizing

To guarantee the best performance, efficiency, and safety, numerous criteria must be carefully
considered while choosing a propeller for an aircraft. The selection criteria and procedure for
propellers are summarized as follows:

Aircraft Performance Requirements: The desired performance characteristics will depend on

the aircraft's intended application, including general aviation, aerobatics, and specialized activities.
The choice of propellers is influenced by things like maneuverability, climb rate, and cruise speed.

Engine Power and Torque: The choice of propellers is greatly influenced by the engine's power
output and torque characteristics. For optimal performance, the propeller must be matched to the
engine's power band.

Weight of the Aircraft: The weight of the Aircraft affects the load on the Propeller. Larger and
more durable propellers could be needed for heavier aircraft in order to produce enough thrust.

Propellers that have good cruise efficiency help reduce power consumption during lengthy flights.

Redundancy and Reliability: For redundancy in the event of a failure, certain aircraft need
additional propellers. For safe operations, the propeller system's dependability is crucial.

Clearance and Ground Operations: The propeller's size and construction should allow for
enough ground clearance during taxi, takeoff, and landing while avoiding any impediments.

Depending on Power requirements, a propeller of 1.7 m diameter and 0.4 m hub has been designed
for our purpose.

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Table 9: Propeller Specifications

Parameter Dimensions
Propeller Diameter 1.7 m
Number of Blades 3
Aspect Ratio of Blade 9
Propeller Efficiency 0.75
Power Produced 400 HP
Propeller RPM (Max) 2000

3.4.2 Power System

3.4.2.1 Electrical System Architecture

“Electrolight” is an entirely aerobatic aircraft with no dependence on conventional fuels. Hence,

its electric power system needs to be designed properly and efficiently. Else, the power
requirements won’t be fulfilled. The electrical system of “Electrolight” has 4 battery packs each
having a voltage of 100 V; summing up to 400 V. The batteries are connected to each other. They
can be connected in both series and parallel speed. While flying at cruise velocity, it does not need
high voltage, hence, batteries remain connected in parallel producing 100 V of power. When the
aircraft needs higher speed, it connects the batteries in series, thereby producing a voltage of 400
V.

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Figure 12: Electrical System Design

The above figure shows the electric architecture which is being used in the aircraft. Through this
method, power remains conserved as much as possible while maintaining constant speed. As per
the power requirement of the motor, which is 200 KW, the required capacity of battery pack has
been calculated to be 120,000 Watt-hr, which corresponds to about 11,157 battery cells. Hence,
the battery cell weight comes out to be around 500 kg. As per our calculation, each module in the
battery packs need to contain 27 cells in series and 4 in parallel.

3.4.2.2 Battery Sizing

For fulfilling the power requirement of the EMRAX 348 electric motor, a battery with sufficient
power is needed. A list of battery cells has been analyzed and compared as shown in Table 10.
[17].

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T Table 10: Battery Comparison

a
b
l
e
1
0
B
a
t
t
e
r
y
C
o
m
p
a
r
i
s
o
n

Among these, Lithium- ion 18650 battery cells of 3.6 nominal voltage and 2.85 Ah have been
selected [18]. The weight of each Lithium ion 18650 cell is 0.042 kg or 42 g. After necessary
calculations, the estimated mass of the battery has been determined to be around 500 kg.

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The steps involved in the calculation are as follows.

To determine the total weight of battery packs needed to power a drone for 30 minutes with a
motor power of 200KW.

Calculate the required battery power:

Required battery power = Motor power required * Required flight time / Battery efficiency

Plugging in the values from the question, we get:

Required battery power = 200KW * 0.5 hours / 0.9 = 1,11,111 Whr

Battery specific energy density = 250 Wh/kg

Calculate the total weight of battery packs:

Total battery packs weight = Required battery power / Battery specific energy density

Plugging in the values from the previous steps, we get:

Total battery packs weight = 1,11,111 Watt-hr / 250 Watt-hr/kg = 444 kg

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Figure 13: (a) Battery in the Fuselage Nose and (b) Battery in the Wing

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3.4.2.3 Battery Thermal Loads and their Management

(a)

(b)

Figure 14: (a) Battery Thermal Analysis and (b) Battery Thermal Cooling

During flight of an aircraft, a large amount of heat is produced by the power source of the aircraft.
These power source can be fuel, or a power train consisting of battery and motor. In our case, it’s
the latter. These thermal loads can overheat the battery and motor and therefore damage them.
They can also cause fire. Furthermore, since, the aircraft is fully electric, its performance mainly
depends on the battery pack. Inefficient thermal management will affect the charging and
discharging power, cycle life, cell balancing, capacity and fast charging capacity of the battery
pack. Hence, the temperature of the battery cells in the battery pack needs to be maintained within

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its optimum operating temperature range in order to achieve maximum performance, safety and
reliability under various operating conditions. Li-ion batteries need to be operated within 25-40 ℃
for maximum performance and calendar life [19]. The heat generated by the battery cells has been
analyzed using CFD analysis and is shown below in 2D in Figure 14(a)

The analysis has been done in 2D since, the battery model is very complex to be analyzed by the
software. To maintain the temperature of the Lithium-Ion battery in its operating range, we have
arranged air cooling method through the battery pack. The ram air flowing through the aircraft will
cool the battery pack and reduce the temperature of the battery pack. Since, the battery pack is at
the front side of the aircraft behind the motor, the pack will remain well ventilated. The battery
cells are placed within a heat sink, so that they can dissipate heat rapidly.

A thermally conductive material has been used for the battery pack for efficient heat release. The
thermal management system of the battery has been depicted below in 2D. When the speed of the
aircraft increases, the speed of the coolant air will also increase preventing overheat of the battery
pack. Sufficient measures have been taken to keep the battery temperature within operating range
at all conditions.

3.5 Landing Gear Design

According to the constraints provided in the design rules, the landing gear should be a fixed landing
gear with either hydraulic disc brakes or electromechanical braking system in each of its main
wheels.

3.5.1 Selection of landing gear system

A crucial component of aircraft design is the choosing of the landing gear. The landing gear needs
to be strong enough to withstand the weight of the aircraft, cushion the impact of a landing, and
enable safe taxiing and takeoff. The requirements say that the aircraft should be of fixed
undercarriage. For a small aircraft, a fixed undercarriage helps to reduce the internal compartment
size which leads to the lower weight. But a frontal fuselage undercarriage or a bicycle or tricycle
landing gear may increase the drag over the aircraft. To meet the requirements a tail dragger
configuration has been selected. There is less intrinsic advantage of tail draggers over tricycle gear

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aircraft but it produces less drag. Due to the tail dragger configuration short takeoff and landing
distances are made possible and the aircraft can spin more easily on the ground. The tail wheel can
help prevent the airplane from toppling over by helping to absorb bumps and unevenness on the
ground. At low speeds, taildraggers are typically easier to handle than tricycle gear aircraft. This
is due to the fact that the tail wheel gives the pilot additional leverage to control the aircraft, which
can be useful during takeoff, landing, and other maneuvers. For these advantages of tail dragger
configuration, it has been selected.

Tail Dragger design offers greater propeller clearance. Furthermore, the take-off distance becomes
shorter, since the wing is at higher angle of attack, when in ground.

3.5.2 Details Design or dimension or sizing

In this configuration, the main wheels are located ahead of the Aircraft center of gravity which
makes it unstable in ground roll. The necessary calculations for landing gear have been done taking
data from Raymer [20].

The specifications of the Landing Gear have been given below:

Table 11: Landing Gear Specifications

Parameters Dimensions
Landing Gear Height 1.5 m
Main Wheel Diameter 0.2 m
Tail Wheel Diameter 0.0975 m
Ground Clearance 1.2 m
Tail Down Angle 15o
Height of Propeller from Ground 1.8 m

3.5.2.1 Electro-mechanical brake system

An electromechanical brake is a type of braking system that combines both electrical and
mechanical components to slow down or stop the motion of a vehicle or a machine. It functions
by converting electrical energy into mechanical force to apply braking pressure. Electro-
mechanical Brake has been chosen because it offers a number of advantages over traditional
hydraulic brakes, including:

● Reduced system volume and weight

● Convenient installation and maintenance
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● No brake fluid leakage

● Zero residual drag torque
● Lower power consumption
● Longer brake service life
● Faster braking response
● Higher control precision

EMBs are typically used in conjunction with a brake actuator, which is the component that converts
the electric motor's rotational force into the linear force needed to apply the brakes. The brake
actuator can be a simple lever or a more complex mechanism, such as a hydraulic cylinder.

The control system for an EMB is typically a proportional-integral-derivative (PID) controller.

This type of controller can be used to precisely regulate the braking force, even in response to
sudden changes in speed or load.

Electromechanical brakes find applications in various industries, including aerospace, automotive,

industrial machinery, robotics and more. They are particularly useful in situations where precise
control, rapid response, and integration with electronic systems are important factors.

Figure 15: Electro-Mechanical Brake (With Parking Brake)

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3.6 Avionics System

A generic avionics system for an electric aerobatic aircraft would include various components
designed to provide the pilot with essential flight information, navigation assistance, and safety
features. Keep in mind that specific implementations can vary based on the aircraft's design and
the manufacturer's preferences. Here's an overview of the components that might be included:

3.6.1 Primary Flight Display (PFD)

The PFD is a digital screen that displays critical flight information, including attitude (pitch and
roll), airspeed, altitude, heading, vertical speed, and turn rate. It provides the pilot with real-time
data about the aircraft's orientation and performance.

3.6.2 Multi-Function Display (MFD)

The MFD provides additional information beyond the PFD, such as navigation data, engine
parameters, weather radar, and terrain awareness. Pilots can customize the MFD to display the
information most relevant to their flight phase.

3.6.3 Navigation Systems

The electronic system in charge of giving the pilot complete flight information so that they can
concentrate on flying is called the aircraft navigation system. General navigation, which entails
the act of organizing, documenting, and managing a craft's journey from one location to another,
shares the same fundamental concepts as air navigation1. In many aspects, air navigation is
different from surface craft navigation. For instance, because they fly at relatively high speeds,
airplanes have less time to determine their position as they move. The majority of times, collisions
with obstacles result in death. Pilots of aircraft must therefore maintain constant position
awareness.

The techniques used for navigation in the air will depend on whether the aircraft is flying under
visual flight rules (VFR) or instrument flight rules (IFR). In the latter case, the pilot will navigate

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exclusively using instruments and radio navigation aids such as beacons, or as directed under radar
control by air traffic control. In the former case, a pilot will largely navigate using "dead
reckoning" combined with visual observations (known as pilotage), with reference to appropriate
maps. This may be supplemented using radio navigation aids or satellite-based positioning
systems.

3.6.4 GPS (Global Positioning System) Provides accurate position information, allowing for
precise navigation and route planning.

3.6.5 Navigation Radios: Includes VOR (VHF Omni-Directional Range) and ILS
(Instrument Landing System) receivers for navigation and approach guidance.

3.6.6 VHF (Very High Frequency) Radios are used for communication with air traffic control
and other aircraft.

3.6.7 Transponder Transmits the aircraft's identity and altitude to air traffic control radar systems.

3.6.8 Emergency Locator Transmitter (ELT) transmits distress signals in case of an accident to
aid search and rescue operations.

3.6.9 Terrain Awareness and Warning System (TAWS) alerts the pilot of potential terrain
hazards based on GPS and navigation data.

3.6.10 Stall Warning System alerts the pilot if the aircraft is approaching a stall condition.

3.6.11 Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR):

These devices record cockpit conversations and flight data, respectively. They are crucial for
accident investigation and improving flight safety.

3.6.12 Backup Instruments

In case of avionics failure, there might be traditional backup instruments like an attitude indicator,
altimeter, and airspeed indicator.

3.6.13 Battery Monitoring and Management

Given that the aircraft is electric, monitoring the battery's state of charge, voltage, and temperature
is vital for both performance and safety.

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It is required to remember that the avionics system is a critical aspect of aircraft design, influencing
safety, performance, and pilot workload. The specifics of the system will depend on the aircraft's
design philosophy, intended use, and regulatory requirements [21].

3.7 Mass Breakdown of Aircraft

The mass distribution of aircraft depends on various parameters. Material selection plays a crucial
role in this case. Another parameter is the mass of the individual components.

3.7.1 Material Selection Criteria

The strength-to-weight ratio, structural integrity, fatigue resistance, stiffness, heat resistance,
corrosion resistance, and impact resistance are all things to take into account while choosing
materials for aerobatic aircraft. Because of their specialized qualities, composite materials like
carbon fiber-reinforced polymers are preferred. The choice of material can also be influenced by
redundancy, cost, maintenance requirements, and legal requirements. In order to balance
performance and safety in various aircraft components, a combination of materials is frequently
used.

Table 12: Material Selection

Component Materials
Aircraft Body Carbon Fiber
Canopy Plastic or Vinyl
Propeller Carbon Fiber
Battery Li-ion
Strut Stainless Steel
Aircraft Wheel Rubber

3.7.2 Major Component Weight

The aircraft empty weight is divided into three main weight groups:

1. Airframe structure; 2. Motor; and 3. Systems and Equipment.

Furthermore, the aircraft structure is subdivided into four/five major weight groups:

1. Wing; 2. Fuselage; 3. Tail (horizontal and vertical); 4. Landing Gear; 5. Battery

6. Landing Gear and 7. Propeller Weight.

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Table 13: Major Component Weight

Components Mass
Carbon fiber fuselage 115.26 kg
Wing 47.88 kg
Horizontal Tail 15.59 kg
Vertical Tail 7.5 kg
Motor Weight 45 kg
Battery Weight 450 kg
Propeller Weight 6 kg
Instruments 12.5kg
Seat 42 kg
Landing Gear 35 kg
Total 776.73 kg

During the Preliminary Design Phase, the maximum take-off mass and empty weight of aircraft
has been estimated using statistical data of existing aerobatic aircrafts as shown in table 1.

Afterwards, using statistical data from Sadraey’s [14], the mass of the major individual
components has been determined using equations related to calculating weight of different
components. The data required for determining the masses has been taken from Sadraey’s [14].

The statistical mass of landing gear has been determined using the Estimation methods shown
from Currey’s [22]. The mass of the subsystems has been estimated from Sadraey’s [14].

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Table 14: Mass Distribution

Component Weight (kg)

Wing 47.88
Horizontal Tail 15.59
Vertical Tail 7.50
Fuselage 115.26
Motor Weight 45.00
Battery Weight 450.00
Propeller Weight 1.00
Landing Gear 45.00
Instruments 6.50
Seat 48.00
Total 781.73

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4. AERODYNAMIC PROPERTIES

4.1 Flight Envelope

Flight envelope of an aircraft relates its different performance parameters with its true speed, for
example Load factor, Altitude, Maneuvering speed, Mach no, etc. According to given conditions
and after evaluating through different calculations [23], the V-n diagram of our aircraft has been
determined. The result of our analysis has been provided below:

Figure 16: V-n Diagram

Corresponding to different speeds, the different loads within which the aircraft can fly is depicted
in the V-n diagram. Outside the maneuvering section, the aircraft will either stall or face structural
failure corresponding to maximum + load factor limit of +6 and maximum negative load factor
limit of -3. Considering the maximum load factor we can estimate the maximum turn rate possible
using the equation

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𝑔√𝑛2−1
𝜔= 𝑉∞
= 0.446 rad/s at load factor +6 and velocity 130 m/s and at lowest possible speed and
2
𝑉∞
highest load factor, Radius of curvature, R = = 35 m.
𝑔√𝑛 2 −1

Additionally, we can also determine parameters related to Pull up maneuver and pull-down
maneuver using these values using these equations of turn rate.

∞𝑉2 𝑉2
∞ 𝑔(𝑛−1) 𝑔(𝑛+1)
Radius of curvature, R = 𝑔(𝑛−1) , 𝑔(𝑛+1) and 𝜔 = 𝑉∞
, 𝑉 .
∞

4.2 Design Load Estimation

When aerobatic aircraft are, in motion they experience forces that need to be considered during
the aircrafts design phase as they affect its performance. These forces can occur both on the ground
during landing, takeoff, taxiing and braking as during flight due, to maneuvers and turbulence.
Therefore, it is crucial to estimate these forces as part of the airplane design process. [24]. Below
are some of the maneuvers that can subject an aircraft to high loads;

● Loop: This maneuver involves flying in a complete circle, in the air resulting in both high
positive and negative g forces.
● Roll: This maneuver entails rotating the aircraft around its axis leading to lateral loads.
● Inverted flight: This maneuver occurs when the aircraft is flying upside down causing high
negative g forces.
● Spin: This maneuver refers to the uncontrolled rotation of the aircraft around its vertical
axis exerting high loads, on all axes. The aerodynamic loads that are taken into account
when developing our aircraft are covered in the following subsections.

4.3 Maneuvering Load distribution

When performing aerobatic maneuvers, aerobatic aircrafts experience their greatest loads. These
loads include:

Positive g-forces: When an airplane accelerates upward, these forces are applied to both the
aircraft and its occupants. Blackouts may result from blood pooling in the lower extremities
brought on by positive g-forces.

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Negative g-forces: These are the forces that an airplane experiences when it accelerates downward
and are felt by both the aircraft and its occupants. Blood can collect in the skull as a result of
negative g forces, which can result in red outs.

Lateral loads: These are the forces that are exerted on the aircraft and its occupants when the
aircraft is rotating about its longitudinal axis. Lateral loads can cause the aircraft to twist and bend,
which can put stress on its structure.

The design was done taking into account the G-limits +6/-3 limiting the maximum G-forces which
can be subjected on the aircraft before structural failure. Other loads experienced by an aerobatic
aircraft includes Weight, Lift, Thrust and Drag which has been utilized in determining the
performance and design requirements of the aircraft. In figure 18, the maneuvering boundary of
the aircraft performance limited by load factors has been depicted

Table 15: Load Distribution

Components Mass Maximum load (N) Minimum load (N)
Carbon fiber fuselage 115.26 kg 6777.288 -3392.1018
Wing 47.88 kg 2818.2168 -1409.1084
Horizontal Tail 15.59 kg 917.6274 -458.8137
Vertical Tail 7.5 kg 441.45 -220.725
Motor Weight 45 kg 2648.7 -1324.35
Battery Weight 450 kg 26487 -13243.5
Propeller Weight 6 kg 353.16 -10393.4988
Instruments 12.5kg 735.75 -367.875
Seat 42 kg 2472.12 -1236.06
Landing Gear 35 kg 2060.1 -1030.05
Total 776.73 kg 45718.3278 -22859.1639

4.4 Environment Considerations

The flight altitude of the aircraft plays a significant role in the performance of an aircraft. Taking
this into consideration, the altitude requirements for the maneuvering has studied for estimating
the performance requirements of the aircraft e.g., landing, take-off performance. With increase in
Pressure altitude to 1500 ft, the density of air decreases to 1.202 kg/m3 which changes the amount
of air available for thrust. This changes the performance of the aircraft, which was accounted in
the design of the aircraft. This density has been used for calculating the power requirements during
flight. Furthermore, the maneuvers need to be carried out at ISA +10 ℃, that is, the Aircraft need
to fly at 25 ℃.

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5. PERFORMANCE ANALYSIS

5.1 Lift and Drag Analysis

The aerodynamic properties of “Electrolight” have been analyzed using XFLR5 [13], a vortex
lattice solver. In the software only the Wing and the tail surfaces has been analyzed since they are
the major lift generating surfaces. The analysis has been done at 128 m/s fixed speed. The graph
obtained from the data has been given below

(a)

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(b)

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(c)

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(d)

Figure 17: (a) Aircraft CL vs AOA; (b) Aircraft CL/CD vs AOA; (c) Aircraft CL vs CD
and (d) Aircraft Cm vs AOA

Due to limitations of the software, only the wing and tail has been analyzed.

The lift coefficient (CL) is a measure of the amount of lift generated by an aircraft's wing. It is a
function of the angle of attack (α), the airfoil shape, and the freestream velocity (V). The drag
coefficient (CD) is a measure of the amount of drag generated by an aircraft. It is also a function
of the angle of attack, the airfoil shape, and the freestream velocity.

From the graph, it is observed that as the angle of attack increases, the lift coefficient increases.
However, the drag coefficient also increases but stalls at about 15° and CL starts to fall. This is
because the airfoil becomes more turbulent at higher angles of attack, which increases drag.

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The drag coefficient is also important for aerobatic flying. The lower the drag coefficient, the more
efficient the aircraft will be. This is important for maneuvers that require a lot of energy, such as
a hammerhead or a tailslide.

5.2 Take-off and Landing Performance

The Take-Off and Landing Performance of “Electrolight” has also been analyzed using XFLR5
Software due to simplified use of the software. Through XFLR5, the analysis has been done
through performance of the wing at clean condition, flap up condition, flap down condition. During
take-off, the flap is deflected downwards and upwards during landing. In the software, the analysis
has been done taking 20o flap up during landing and 25o flap down during take-off at Reynolds
number 1 x 106.

The corresponding results have been provided below in Figure 18 (a) and 18 (b).

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(a)

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(b)

Figure 18: (a) CL vs AOA and (b) CL vs CD

The graph shows that the Lift generated when flap is deflected downwards is more compared to
that of the lift generated when flap is not deflected while the lift generated flap deflected upwards
is very less than that of the lift generated when flap is not deflected. Hence, the flap is deflected
downwards during take-off since the amount of lift needed is quite higher in this scenario, whereas
during landing, the speed needs to be decreased as much as possible indicating need for more drag.
This is observed when flap is deflected upwards. During calculation, the flap angle was determined
to be 35o. But, while doing simulation in X-plane, it was observed that placing the flap angle at
25o made the flight more efficient for flying and doing aerobatic maneuvers.

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5.3 Cruising Performance

During simulation in X-Plane, it was observed that the performance depends on a lot of factors
related to the aircraft. The aircraft weight, motor performance played crucial role in the
performance and maneuverability of the aerobatic aircraft. “Electrolight” has been designed to be
light weight and maneuverable. These come at the expense of speed. But our design resulted the
speed of the aircraft to exceed 220 kts during the X-plane simulation.

The weight and position of CG also effected the cruising performance of the aircraft. The weight
of the aircraft was kept at 800 kg considering the total weight of the individual components. The
position of CG was altered through trial and error. Through this trial-and-error method, it was
observed that moving the CG Forward made the aircraft more stable during cruise. But placing it
too much forward made it quite unstable.

5.4 Aerobatic Performance

The aircraft is an aerobatic aircraft, which means it is designed to be able to perform a variety of
maneuvers, including loops, rolls, and spins. However, this also makes it unstable, which can make
it difficult to control.

We do not have a rudder paddle, which is essential to keep the aircraft stable. This makes it even
more difficult to control, especially during maneuvers that require a lot of yaw, such as the
hammerhead.

The basic loop and half Cuban were easy to perform, but the hammerhead was more difficult. The
aircraft would fall into a reverse spin if the rudder was used, and the tail would wobble slightly
during the dive.

It was also difficult to keep the aircraft coordinated during a 180 o turn. This is because the lack of
a rudder paddle made it difficult to control the yaw of the aircraft.

The 360o roll was comparatively easy and smooth.

During landing, reverse thrust was used along with the brakes.

After landing, there was still 60% battery remaining. This is because the focus was on smoothly
completing the mission instead of cruising.

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The controller is of poor quality. It causes the aircraft to yaw too much, and the flight is shaky.

Overall, the aerobatic flight experience was challenging. The aircraft is unstable and difficult to
control, especially without a rudder paddle. However, the basic maneuvers were easy to perform,
and the 360o roll was comparatively easy and smooth. The controller is of poor quality, which
makes the flight shaky.

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6. STABILITY AND CONTROL

Aircraft stability and control surfaces are integral components of an aircraft's design that govern
its flight characteristics and the pilot's ability to maneuver the aircraft effectively. These elements
are carefully engineered to ensure safe and predictable flight dynamics across a range of
conditions.

Aircraft stability refers to an aircraft's ability to return to a steady flight state after being disturbed
by external forces. There are three primary types of stability: longitudinal stability, which involves
the aircraft's pitch motion, lateral stability, which involves the aircraft's roll motion, and directional
stability, which involves the aircraft's yaw motion. The design of the aircraft, the center of gravity,
the arrangement of the wings and tail, control surfaces, and the interaction of aerodynamic forces
all play a role in stability and control. Pilots' ability to regulate inputs during dynamic maneuvers
is essential, and stability is also impacted by factors like mass distribution, inertial effects, and
environmental factors like wind conditions. A well-balanced combination of these factors as
shown in Table 16 ensures safe and correct aerobatic feats.

Table 16: Control Surface Data

Control Root chord % Tip Chord Span% Max (+ve) Max (-ve)
Surface % Deflection Deflection
Flap 33% 33% 36% 25 deg 0 deg
Aileron 33% 25% 45% 20 deg -20 deg
Elevator 33%MAC(Tail 33% 100% 35 deg -20 deg
)
Rudder 33% 33% 100% 15 deg -15 deg

Aircraft stability and control surfaces are meticulously balanced to ensure the aircraft behaves
predictably and responds smoothly to pilot commands. This careful design contributes to the
aircraft's overall safety, performance, and maneuverability throughout various phases of flight.

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7. SUMMARY OF X-PLANE SIMULATION

X-Plane is a flight simulator that can simulate the flight of various aircraft, including aerobatic
ones. It uses a blade element theory model to calculate aerodynamics, which is considered one of
the most accurate flight simulation models available. The simulator also includes a detailed physics
engine that simulates forces such as gravity, drag, and lift, allowing it to accurately simulate the
flight of aerobatic aircraft.

X-Plane offers several benefits, including being a safe and cost-effective way to learn aerobatics,
allowing pilots to practice maneuvers in a controlled environment, training pilots for competition,
designing new aircraft, and studying the effects of G-forces, stalls, and spins. Therefore, X Plane
12 has been used efficiently for our aerobatic design and simulation.

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8. SUMMARY OF INNOVATION
Innovation is the application of novel concepts in a practical way that leads to the creation of
brand-new products or improved existing ones. It is a procedure that includes the generation of
fresh knowledge, the creation of novel goods and services, and the marketing of those goods and
services. When innovation is incremental, it entails making little adjustments to already-available
goods or services. To increase the aircrafts performances and meet the best possible outcome from
it in a lower cost ratio, carbon fiber has been used as a manufacturing material for both the aircrafts
body and wing sections. Due to the use of carbon fiber, the weight of the aircraft has been reduced.
Also, maintenance cost has been compromised as the carbon fiber has higher strength and it is less
effective by the corrosion or high pressure which can occurred during maneuvering. As its an
electric aircraft, the fuel weight ratio is eliminated here. Along this, an EMRAX 348 motor has
been used which is a lower weight motor.

Due to the absence of fuel tanks, there is plenty of space in the wing sections which has been
utilized with intelligence. 4 packs of battery have been used to meet the power requirements. To
make a proper use of the spaces and distribute the weight evenly among the full aircrafts, 2 battery
packs have been set in the nose section and other 2 battery packs have been set in the wing section.
This design criteria allow the aircraft to maneuver more easily as the center of gravity of the aircraft
is introduced at a balanced position.

As it’s an aerobatic aircraft, with high velocity, braking is an important issue. To make it easier, a
reverse thrust system has been used in the propeller. It helps the aircraft to break easily.

Some of the innovations can only be justified through test flights.

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9. Conclusion
In this report, the sequential steps of designing an Aerobatic Electric aircraft and detailed
calculation for making the aircraft has been provided.

Aerobatic aircrafts are designed to perform a variety of maneuvers, including loops, rolls, spins
and inverted flights which is tough for the other higher weight aircrafts. They are typically
lightweight aircraft with high maneuverability. The challenge was making a fully electric aircraft
which will complete a specified aerobatic sequence which was given by The Royal Aeronautical
Society as a RAeS International Light Aircraft Design Competition 2022/2023.

The designed aircraft of 800 kg is capable of 30 minutes of maneuverability in the air with 4 battery
packs. With the ability of gaining the 4000 ft of altitude with a maximum 210 m/s cruising velocity,
the designed aircraft is the perfect match with the requirements.

In summary, our designed aerobatic electric aircraft offers a number of potential benefits such as
over some conventional purpose-oriented aircrafts. However, there are also some challenges, such
as: gaining higher altitude or flying for so long in the air that need to be addressed before these
aircraft can become mainstream. With further studies, our designed aerobatic electric aircraft can
make a significant contribution through efficient flight as electric propulsion reduces air and noise
pollution.

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10. REFERENCES
[1] raes-international-light-aircraft-design-competition-2022-23_rules-v42-final.pdf
(aerosociety.com)
[2] https://www.extraaircraft.com/330SC.php
[3] https://www.globalair.com/aircraft-for-sale/specifications?specid=715
[4] https://en.wikipedia.org/wiki/Sukhoi_Su-29
[5] https://en.wikipedia.org/wiki/Zivko_Edge_540
[6] https://en.wikipedia.org/wiki/Extra_EA-300
[7] https://en.wikipedia.org/wiki/Yakovlev_Yak-52
[8] https://en.wikipedia.org/wiki/Mudry_CAP_230
[9] https://en.wikipedia.org/wiki/Sukhoi_Su-26
[10] https://en.wikipedia.org/wiki/Sukhoi_Su-31
[11] https://en.wikipedia.org/wiki/Corvus_Racer_540
[12] https://airfoiltools.com/
[13] http://www.xflr5.tech/xflr5.htm
[14] Sadraey, M.H., 2012. Aircraft design: A systems engineering approach. John Wiley &
Sons.
[15] Scholz, D., “Aircraft Design,” Hamburg University of Applied Sciences, 2017.
https://www.fzt.haw-hamburg.de/pers/Scholz/HOOU/enhanced/index.html, Accessed 6
Mar 2022.
[16] emrax.com/wp-content/uploads/2017/10/user_manual_for_emrax_motors.pdf
[17] https://www.pveducation.org/pvcdrom/battery-characteristics/summary-and-comparison-of-
battery-characteristics
[18] 18650 Li-ion Cell Pinout, mAh, C Ratings & Datasheet (components101.com)
[19] Saw, L. H., A. A. O. Tay, and L. Winston Zhang. "Thermal management of lithium-ion
battery pack with liquid cooling." 2015 31st Thermal Measurement,
[20] Raymer, D., 2012. Aircraft design: a conceptual approach. American Institute of
Aeronautics and Astronautics, Inc..
[21] https://easbcn.com/en/how-does-the-navigation-system-of-an-airplane-work/
[22] Currey, N.S., 1988. Aircraft landing gear design: principles and practices. Aiaa.

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[23] Glīzde, Nikolajs. "Plotting the flight envelope of an unmanned aircraft system air vehicle."
Transport and Aerospace Engineering 4.1 (2017): 80-87.
[24] Aircraft loads: what are they and why are they important? (openaccessgovernment.org)

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