An Innovation of Flap Design for Energy Efficiency Lightweight Flying

Vehicle Analysis

MOHAMAD AMIRUDDIN BIN ISMAIL

Department of Technical and Vocational

Universiti Pendidikan Sultan Idris

35900 Tanjung Malim, Perak

MALAYSIA

*Correspondence

HENDRI PRATAMA

Department of Technical and Vocational

Universiti Pendidikan Sultan Idris

35900 Tanjung Malim, Perak

MALAYSIA

WAN NURLISA WAN AHMAD

Department of Technical and Vocational

Universiti Pendidikan Sultan Idris

35900 Tanjung Malim, Perak

MALAYSIA

IRDAYANTI BINTI MAT NASHIR

Department of Technical and Vocational

Universiti Pendidikan Sultan Idris

35900 Tanjung Malim, Perak

MALAYSIA

LEE SOYOUNG

Korean Armed Forced Nursing Academy

78-502, Yuseong-gu, Daejeon

KOREA

KAZUMA SEKIGUCHI

Department of Mechanical System Engineering

Tokyo City University

Tamazutsumi, Setagaya City, Tokyo 158-8557

JAPAN

Abstract: - The design of the flying vehicles (FV) is becoming popular and it is very important nowadays. It is

drafted in various circumstances and situations such as the military and transportation. The development of flying

vehicles is different from ordinary airplanes because of its ability to fly in multiple directions. In this study, a

new design for Malaysia was produced based on prototypes from previous models available in Japan. This design

improved that it can has better stability of using fans and flaps on flying vehicles. This research paper is concerned

with a flying vehicle that can fly a load of up to 480kg with a speed of up to 300km/h. This study is focusing on

observed the existing flap design in the recognized literature for current flying vehicles. The plan accomplishes

the energy efficiency of the flying vehicles. From the simulation of constraint diagram, the design of the aircraft

was optimized; with the initial design of the wing, air foil designing with high performance of motor was done.

Propeller and flap was design according to safety standard to fit in for the FV. The design of the new FV flap

were compared to the existing model from the teTra aviation corp which was designed in Japan. The result of the

new design FV flying vehicle will provide a clearer picture for the new concept that improvement flying time 35

% from the normal design.

Key-Words: - Flying vehicles (FV) design, flaps design, energy efficiency

Received: July 19, 2023. Revised: December 3, 2023. Accepted: January 15, 2024. Published: March 20 , 2024.

DESIGN, CONSTRUCTION, MAINTENANCE

DOI: 10.37394/232022.2024.4.1

Mohamad Amiruddin Bin Ismail, Hendri Pratama,

Wan Nurlisa Wan Ahmad, Irdayanti Binti Mat Nashir,

Lee Soyoung, Kazuma Sekiguchi

E-ISSN: 2732-9984

Volume 4, 2024

1 Introduction

The aviation industry has been of great interest since

the beginning of the construction of transport

vehicles. To date various types of aviation vehicles

have been produced from helicopters to airplanes. In

1906 Wright Brothers built their first airplane that

provides much inspiration to today’s study.

Technological advances and time have given a lot of

room for researchers to improve the design

capabilities of aviation vehicles. At this time FV has

gone through various design processes for various

conditions. The designed FV is lighter and produces

optimum power and better flight in a variety of

conditions. This situation essentially increased the

use of FV for education and commercial aviation at

a more cost-effective manner. Designing a high

performance FV is challenging to meet the needs of

all types of aviation especially in a bad weather

conditions and at the night. The new design of the

FV needs to complies with the standard specification

and regulation according for the safety. Moreover,

this research is also focusing on the take-off

capabilities and the stability during FV operation.

Using the lightweight material such as carbon fibre

and aluminium, it is will improve the take-off and

landing abilities including using smart landing gear

system. Manoeuvring abilities of the existing

designed FV is to attain +54.4g to -3.8 g force.

Henceforth the existing FV development design

focusing on great manoeuvring competences, new

FV specification is a to improve conception design

of flying vehicle with the additional of the flap

design system.

2 Design Methodology

Type of the FV flap design were clarified

systematically by studying the literature from early

flying vehicle configuration including UAV design.

Some of the method selected to approaches and

supported of designing of the new FV. Its starts from

searching the important data from the literature of

finding. All the nomenclature is as follows, B:

Weight, T: Thrust,  : Co-efficient of lift, β:

Density kg/ , D: Drag, L Lift,  Drag co-

efficient, Cl Lift co-efficient.

3 Design Process

All the data for the FV is based on the Tetra FV

model. According to the specifications of the FV

design, it must meet the several standard. Some of

the requirements were selected from the literature

from exiting design. In this research a FV model

from the teTra aviation corp was referred and

compared. Among the other establish designs, tetra

FV model was referenced and this specification was

chosen [1]. The specification = 5m×5m take off area

is an important for the FV Cruising distance was

around 27 m with Endurance flight increasing to 1.8

hours. Maximum FV Weight = 480 kg Cruising

speed = Range 54 m/s - 90m/s generation performed

standardizing constraint as a thrust loading (T/B)

and wing loading (B/S). Then the constraint limit is

set on the graph as the ratio of thrust to (T/B) thrust

loading and (B/S) wing loading. Design

requirements and specifications - in order to plan the

construction of must conditions under which FV.

According to the current trend for this design, the

was referenced specific were selected from the

design of this aircraft. Table 1 shows the design

specification of the FV. The objective of this

research is to improve the flying time of the FV with

the help of the additional flap on the FV. In order to

have energy efficiency and better flying range is by

improving the lifting abilities [2]. From the

Simulation run from the Matlab is as shown in Table

Table 1: Design specifications

FV parameters

and

specifications

Values

minimum

Values

with

Flying Range

80km

180km

Cruise velocity

54m/s

90m/s

Take of area

5m X 5m

Take-off weight

480kg

450kg

Flying time

20 minutes

1.8 hours

3.1 The Take-off Performance

The (Sg) of the design is around 5m X 5m for the

take-off area. Formula of runway length is as shown

and its corresponding to the B/S value and the T/B

value [5].

DESIGN, CONSTRUCTION, MAINTENANCE

DOI: 10.37394/232022.2024.4.1

Mohamad Amiruddin Bin Ismail, Hendri Pratama,

Wan Nurlisa Wan Ahmad, Irdayanti Binti Mat Nashir,

Lee Soyoung, Kazuma Sekiguchi

E-ISSN: 2732-9984

Volume 4, 2024

󰇛󰇜

󰇛󰇜 (1)

Hence for safety requirement, the is set to 10 m,

necessary obtain a T/B value. design on air flaps

hoist installed in the FV are value of the FV take off

(Cl max) becomes 1.6 [5].

3.2 Constraint Diagram Generation

Performed standardizing constraint (T/B) and wing

loading (B/S). Next the limit is determined on the

graph for the ratio to weight (T/B) to wing loading

(B/S). Each limitation is identified for the design

space. The next stage is four iterations, a

combination of the 3 most qualified.

3.3 Landing Capability

For a track, the B / S value is according to [5].

  󰇛󰇜󰇛󰇜󰇛 

󰇜

 (2)

The landing capacity safety area was 10 m, and

it is 2% better and smaller compared constraints

specified to (200 m) according to B / S parameter.

Due to specifications on air flaps for the FV design,

the value of FV take-off and he maximum

coefficient during landing () obtains 1.6.

Flying capabilities of the FV is considered to sail up

to 6500m altitude from the sea level at the speed

around 54 m/s as the FV capability is considered

3000m. Depending on the force (Ps), the cruising of

the FV is determined with on air and weather

situation [6].

3.4 Carpet Plots – Design Trade-off

From the given specification, when designing an FV

are on a scale of 10 and sometimes more than 60 [4].

The designer has the difficult task of getting all the

possible combinations in sequence to get the most

optional design. In this case, a modification study is

done on the additional of flap design for the FV to

get various combinations of value T/B and B/S.

Some appropriate parameters for the design such as

ability of take-off, maximum flying height, are

determined. Hence, the combination of these value

diversity is exhibited on a trade study chart called

Carpet plot. Thus, referring to the constraint

diagram, determined T/B = 0.229 and B/S = 309.

3.5 Design of Wing

Refers to the B/S data and parameter, to determine

the section of the required limits for the design.

From the data (B/S) found as 299 N/. Moreover,

obtaining FV optimum weight which is 480 Kg, it

can be determine the 500 kg the specified aircraft

can take MTOW increments, as following equation

(S) is:

B/ =299=> S = 17.985  (3)

Next the aircraft AR (aspect ratio) value was 8

from the simulation and analysis made for the carpet

plots. By placing the AR value of the, the is obtained

which is 12 and the aircraft is ensured sail of 7 km

cruising around 55 m/s speed. The ratio of taper (Ŕ)

FV from 0.2–0.3 [3]. The Taper ratio is 0.3. Now,

the main chord (Cr), the last chord (Ct) and the wing

are.

Main chord Cr = 2b/(AR(1+Ŕ)) = 2.5 m

Chord and Tip = Ŕ = Ct/Cr => Ct = 0.524 m

Aerodynamic centre mean = 2/3 Ct (1+ Ŕ+ Ŕ 2)/ (1+

Ŕ) = 1.690 m

The position of the middle wing design is

selected. Because the current design suited for high

level of performance. Next, the fuselage is

redesigned and the advantage that it is determined

designs traction [7].

The modification is to increase in particular part

of the wing design and it is to facilitate a stable and

safe state blowing rolling for the flying vehicle (FV).

From the study, data and parameter that have been

performed on the available aircraft, considered the

value of 2⁰ for dihedral angle. The cruising aircraft

is assumed to consider the take -off mass and the

fraction of the cruising mass [8].

The FV lift coefficient (Cl) of the FV was

shown as:

󰇛󰇜  

󰇛󰇜 => Cl = 0.699 (4)

The design lift coefficient that the wing has to

realize at cruise was shown as:

(Cl) flap = Cl FV of the FV at cruise/0.945 = 0.69

Next the design lift coefficient that the wing air

foil has to achieve at cruise was shown as:

(Cl) air foil = Cl of the Flap at cruise/0.9 = 0.779

The use of an unspecified hoist is this level,

therefore (Cl) force must be generated by an

unlimited air rig. Therefore, the NACA air section

studied ensured that the highest value of 0.8 ‘CL

max’ was sought. Moreover, the value is lift

coefficient 0.79, after the whole wing is designed

and tested, the value of good ideal lift coefficient

DESIGN, CONSTRUCTION, MAINTENANCE

DOI: 10.37394/232022.2024.4.1

Mohamad Amiruddin Bin Ismail, Hendri Pratama,

Wan Nurlisa Wan Ahmad, Irdayanti Binti Mat Nashir,

Lee Soyoung, Kazuma Sekiguchi

E-ISSN: 2732-9984

Volume 4, 2024

decreases due to 3D effect. Therefore, an air

determination with a better value than the original

value was chosen. NACA 631-308 which obtained

0.854 at 8⁰ wing setting angle was selected. The

selection factor of this aircraft is because it has a

minimum Cd mean value of 0.00592, with a

maximum value (Cl/CD) of 140 and suitable room.

The 3D model for the full - wing FV prototype

design produced in Solid work is shown in Figure 1.

Fig. 1: The new FV prototype with additional flap

design

Power plant selection, the most important

criteria for selecting 4 types of engine power are

related to flying vehicle (FV) performance. The

flying vehicle has been designed to sail at an optimal

altitude of 2.5 km and at cruising speed of 55 m/s.

The setting constraints FV for example engines

pistons devices [9; 10]. In addition, there are

drawbacks when using turbo-props because there are

additional weight of gears. This makes the system

heavier. With an adequate thrust -to -weight T/B

ratio with the most optimal as received by the engine

is optimized as [11; 12; 13] T static = T/B (from

Constraint diagram) * FV T static Weight = 2.6 kN.

The power used from the engine to launch the flight

is considered as: Required = T static * with a

transmission requirement of η 90% and a η propeller

of 35%, sufficient power from the engine is

calculated as: Optimum power Required = Required

/ (η transmission * η propeller) = 170.34 / (0.9 × 0.8)

= 236.58 kW [14].

3.6 Design of Flap

The constraint diagram gives the direction obtained

for an FV operating in a variety of conditions.

Appropriate propellers should be specified from an

existing manufacturer who can provide the desired

direction. The geometry specifications of the

propellers are obtained from well-known

manufacturers such as Hartzell®, Airmaster® and

others. The geometric specifications of the propeller

such as blade angle design, the resulting thrust is

usually not shared by the manufacturer. The study

conducted this data obtained and it is appropriate,

Clark Y selected in this design [12]. There is also a

fuselage design. The main objective of the fuselage

design from the current design is to accept additional

loads such as weapons or tracking systems along

with the amount for which it is important to take into

account so as to be suitable for each operation. The

FV configurations from the existing FV refer to in

the same class, the specifications of the FV designed

for future design. Various designs performed, the

aircraft cross section is the most suitable design as it

is not round in shape according to NASA

specification report [13]. Figure 2 and 3 a) shows the

tetra aviation corp FV design and compared Figure

3 b) shows the new prototype design of FV.

Fig. 2: The teTra aviation corp FV design [6]

(a) (b)

Fig. 3: a) The teTra aviation corp experiment and [6]

b) The new design of the flying vehicle

4 Results

Constraint diagram:

Fig. 4: The design space feasible with the mixed in

graphically identifies. (Constraint diagram)

According to the result in the Figure 4 shows g-

maneuvered curve, the top speed and the landing

system are important in the overall design. T/B and

B/S values specified in the section and the design

meet the requirement. The black line indicated the

design method selected from the existing FV design.

The specific mark is determined as a guideline to the

lower value of T / B (to reduce energy consumption)

and the lower value of B / S (to set the FV wing

DESIGN, CONSTRUCTION, MAINTENANCE

DOI: 10.37394/232022.2024.4.1

Mohamad Amiruddin Bin Ismail, Hendri Pratama,

Wan Nurlisa Wan Ahmad, Irdayanti Binti Mat Nashir,

Lee Soyoung, Kazuma Sekiguchi

E-ISSN: 2732-9984

Volume 4, 2024

maneuverability). The design point was specified as

B / S = 299 N/ and T / B = 0.23. These B / S and

T / B data is important for power plant selection and

the configuration and wing measurements. The

constraint diagram results are a based to perform the

wing design. NACA 631-308 was referred for the

FV wing design. Initial wing measurements from the

design, wing configuration for the last iteration are

shown in Table 1. Hence, Javafoil applet Panel code

was analyzed for the airfoil and performed with

Reynolds number of 526600 navigations with

Calfoil. Figure 5 shows NACA 631-308, Lift curve

slope graph. From the study it found that 0.8 lift

coefficient was accepted and follows the standard of

the design.

Fig. 5: NACA 631-308, Lift curve slope graph

The wing has been fixed for which this angle

should correspond to the ideal lift coefficient of the

air. From Figure 5, the ideal lift coefficient of air is

0.79, besides the angle corresponding to the ideal lift

coefficient of air flight identified is 1.2⁰.

5 Conclusion

Based on specific design procedures for high -

performance FV vehicles it is determined that

empirical relationships and data sheets are

performed based on specific specifications. In the

process of conceptual design is done according to

the rules that get a brief atmosphere on the state of

the working industry in consolidating and designing

FV with specifications set by the customer. Every

place FV design is done that gives an accepted

concept design concept. The planned FV are

qualified to perform at higher altitudes of around

6600m for a time of around 1-2 hours and through

rotations of -4.8g and + 6.3g which increase in

power efficiency. From the given specification,

designing an FV are on a scale of 10 and sometimes

more than 60. The designer has the difficult task of

getting all the possible combinations in sequence to

get the most suitable configurations. In this case, a

modification study is done as part of the flap design,

to get various combinations of value T/B and B/S

can have been done. Some appropriate parameters

for the design such as ability of take-off, maximum

flying height, are determined. Hence, the

combination of these value diversity is exhibited on

a trade study chart called Carpet plot. In this research

a FV model from the teTra aviation corp was

referred and compared. The specification = 5m X

5m take off area capability is important for the FV

to take off from a limited space. Cruising distance

was around 27 m with Endurance flight = 1-1.8

hours. The simulation shows the FV with additional

Flap increased flying time and save more energy up

to 35% compared to the existing design.

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DOI: 10.37394/232022.2024.4.1

Mohamad Amiruddin Bin Ismail, Hendri Pratama,

Wan Nurlisa Wan Ahmad, Irdayanti Binti Mat Nashir,

Lee Soyoung, Kazuma Sekiguchi

E-ISSN: 2732-9984

Volume 4, 2024

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Contribution of Individual Authors to the

Creation of a Scientific Article (Ghostwriting

Policy)

The authors equally contributed in the present

research, at all stages from the formulation of the

problem to the final findings and solution.

Sources of Funding for Research Presented in a

Scientific Article or Scientific Article Itself

No funding was received for conducting this study.

Conflict of Interest

The authors have no conflicts of interest to declare

that are relevant to the content of this article.

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DESIGN, CONSTRUCTION, MAINTENANCE

DOI: 10.37394/232022.2024.4.1

Mohamad Amiruddin Bin Ismail, Hendri Pratama,

Wan Nurlisa Wan Ahmad, Irdayanti Binti Mat Nashir,

Lee Soyoung, Kazuma Sekiguchi

E-ISSN: 2732-9984

Volume 4, 2024