Senior Design Group P07108 Winter and Spring 2007 METEOR PROJECT: Gliding Instrumentation Platform Design Tail

Subsystem Design and Analysis : Ryan Weisman

METEOR PROJECT: Gliding Instrumentation Platform Tail Design Synopsis: The tail was designed to provide pitch and yaw stability and control through a conventional vertical stabilizer design and an unconventional but effective horizontal stabilizer design. The vertical stabilizer is a two part design: (1) stationary forward part and (2) movable horned rudder to provide directional control. The vertical stabilizer design provides inherent directional stability through weathercock action, righting the glider when encountering a side force. The rudder was designed in a horned fashion to minimize the amount of force needed to move the rudder by using the air flowing around the vertical stabilizer to aid in pivoting the rudder about its hingeline. The horizontal stabilizer employs an all-moving design instead of the conventional elevator and stationary horizontal stabilizer to control and maintain pitch. The horizontal stabilizer consists of a left and right side mounted about the tail boom in order to provide clearance for rudder deflection. The all-moving horizontal stabilizer has been used in the in the past and diminishes the amount of force needed to move the horizontal stabilizer because it also employs the air moving around the airfoil to pivot the stabilizer about its hingeline. The unconventional aspect of the horizontal stabilizer is the trailing edge of the stabilizer can be deflected 70 degrees above the horizontal. This extreme deflection provides for a deepstall or dethermalizer mode to control the forward momentum of the aircraft by stalling the wing and not losing as yaw control. This deep-stall mode is useful for the initial roll out of the vertical descent at launch from the weather balloon and in controlling the descent of the glider for landing. This configuration has been used on small military Unmanned Aerial Vehicles in order to land the UAV in the smallest area possible and in the smallest amount of time without an extreme amount of damage to the aircraft. The horizontal stabilizer can then be brought back into normal flight mode for pitch control (25 degrees) and to increase forward momentum. Rolling stability is ensured by proper balancing of the gliders center of gravity and the mounting of the wing above the fuselage of the glider. The CAD drawing for the complete assembly is attached in Appendix A as High Altitude Glider Tail Assembly, A-1.

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METEOR PROJECT: Gliding Instrumentation Platform All Moving Horizontal Stabilizer Operational Overview The horizontal stabilizer for the tail was designed to be all-moving in order to provide control of forward momentum via a deep-stall mode where the horizontal stabilizers trailing edge is deflected upwards of -70 degrees about its y-axis, see figure T1. The control of forward momentum results from stalling the main wing of glider and allowing the glider to first porpoise, pendulum, then settle into a vertical descent with full yaw-control. Due to the design of the wing being attached above the fuselage and center of gravity, roll stability is passively built into the glider. Pitch stability is maintained through center of gravity positioning and deflection of the all-moving horizontal stabilizer. Figure T1: Tail Assembly +Y Vertical Tail

Horizontal Tail (Left half)

+X

+Z

The horizontal stabilizer has two gliding modes: (1) Normal Flight, Figure T2, and (2) Deep-stall, Figure T3. The in normal flight mode the entire horizontal stabilizer acts as an elevator with a maximum deflection of 25 degrees for operation assuming to take place from approximately 65,000 feet until the deep-stall mode is entered for landing descent around approximately 1,000 feet. Figure T2: Normal Glide Mode(+25 degree deflection) Figure T3: Deep Stall Mode

The deepstall mode

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METEOR PROJECT: Gliding Instrumentation Platform is entered before the glider is released from the weather balloon after the firing of the rocket and is used again in order to slow descent rate and prepare for parachute deployment prior to landing. In deep-stall mode, the deflection of the horizontal stabilizer allows for control of forward momentum via stalling the main wing of the glider in addition to allowing the glider to exit its initial vertical drop from the balloon and glider parallel to the earths surface. The deep-stall mode for pitch as well as forward momentum control was designed with help from Pete Goldsmith, Steve Stricker, and Robert Vest. Each half of the horizontal stabilizer has a 15 inch trailing edge span, 9 inch root chord, 6 inch tip chord and uses the NACA 0010 airfoil. The NACA 0010 airfoil provides the symmetry needed for pitch control as well as being thin to keep weight minimal. The NACA 0010 has been a highly researched airfoil and proven to be reliable. Calculations: The all-moving horizontal tail design takes the place of the traditional elevator and nonmoving horizontal stabilizer to control pitch. The all-moving design is used to control pitch as a normal elevator on a general aircraft would (between 25 degrees) in addition to being able to be deflected upwards of -70 degrees for control of momentum in the x-direction. Aerodynamic Center and Hinge line: Figure T4 shows the right half of the horizontal stabilizer drawn to a scale of 1:5. This figure was used to calculate where the hinge line should be given the calculation of the aerodynamic center, both the aerodynamic center and the hinge line were drawn in after the calculations were conducted.[1] In addition, reference the CAD drawing entitled High Altitude Glider All Moving Horizontal Tail Assembly in Appendix A, as A-2. The calculation for the aerodynamic center for the wing is important because at the aerodynamic center of the wing, the lift and drag forces act and the pitching moment about the aerodynamic center is independent of the angle of attack of the wing.[2] Figure T4: Horizontal Stabilizer Right Half Elevator Hinge Line Root(CR) X Aerodynamic Center Tip(CT)

Trailing Edge (length = b/2)

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METEOR PROJECT: Gliding Instrumentation Platform For calculation of the aerodynamic center, equation 1 is used to find the mean aerodynamic chord, MAC, length for the horizontal stabilizer and equation 2 is used to find the X coordinate for the aerodynamic center.[3] C C 2 MAC = (C R + CT R T ) Eqn 1 3 C R + CT 3 X AC = * MAC Eqn 2 4 From equations 1 and 2, the mean aerodynamic chord length is 7.6 inches and the x coordinate of the aerodynamic center from the trailing edge is 5.7 inches. The y-coordinate of the aerodynamic center from root cord is given in equation 3.[3] b 1 C + 2CT Y AC = * ( R ) Eqn 3 2 3 C R + CT The distance along the y-axis from the root chord to the aerodynamic center is found to be 7.0 inches. From a conversation with Robert Vest of AAI Corporation the hingeline for an all-moving horizontal tail must be in front of the aerodynamic center to maintain stability and control of the aircraft and the hingeline tends to be approximately 20% of the MAC. Equation 4 gives the calculation of the X coordinate for the hingeline, the hingeline will be along the entire span of the Y axis for the wing.[3]
X Hinge = 0.8 * MAC Eqn 4

The resulting x coordinate of the hingeline from the trailing edge of the wing is 6.0 inches. Horizontal Tail Volume Coefficient: The tail volume coefficient is a normalized coefficient allowing for comparison of different horizontal tail sizes to each other and to different applications. The coefficient reflects the part of the tails contribution to the pitching moment normalized by the wing area and chord. The range for gliders and general aircraft is approximately 0.5 to 0.7.[4],[5]. Equation 5 gives the calculation for the horizontal tail volume coefficient. The taper ratio is the ratio of tip chord to root chord and is given by equation 6.
VH = lT S T S w cw Eqn 5 Eqn 6

ctip c root

Where the subscripts of T and W refer to tail and wing, the variable S refers to the tail or wings planform area, lT refers to the distance from the gliders center of gravity to the horizontal tails aerodynamic center, and c refers to the MAC of the wing. Using the complete horizontal tail of 30 inch span with a 6 inch tip chord, 9 inch root chord (taper ratio = 2/3), distance from glider center of gravity to aerodynamic center of 52 inches, and rectangular wing of 120 inch span and 12 inch chord the horizontal tail volume coefficient is 0.677. Thus the values used for the tail design lie in the acceptable range.

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METEOR PROJECT: Gliding Instrumentation Platform Vertical Stabilizer Operational Overview: The vertical stabilizer allows for directional control and stability by having a nonmovable vertical stabilizer and a moveable horned rudder that is able to move 30 degrees from center. See figure T5 for the moveable and non-movable parts and figure T6 for the deflection of the rudder. Figure T5: Vertical Stabilizer Moveable Rudder (Direction Control) Stationary Stabilizer Figure T6: Allowable Rudder Deflection

Negative Rudder Deflection Area

Positive Rudder Deflection Area

From equations 1, 2, and 3, the MAC is 6.2 inches, the vertical distance from the root chord to the aerodynamic center is 3.6 inches and the horizontal distance from the rudder trailing edge to the aerodynamic center is 3.6 inches. Figure T6 displays left side of the rudder. The airfoil used is the NACA 0010. In addition reference CAD drawing High Altitude Glider Vertical Stabilizer Assembly, in Appendix A, as A-3. Figure T6: Vertical Stabilizer Vertical Stabilizer Aerodynamic Center Rudder Area Rudder Hingeline

As shown in Figure T6, the rudder hingeline is typically set behind the aerodynamic center. The rudder area in front of the hingeline, from the horn design, allows less force to be exerted in moving the rudder by employing the air flowing around the vertical stabilizer.

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METEOR PROJECT: Gliding Instrumentation Platform Vertical Tail Volume Coefficient: Equation 7 calculates the vertical tail volume by use of the vertical tails planform area, horizontal distance from aircraft center of gravity to aerodynamic center, and the planform area of the wing and the wingspan.
VV = lV SV S w bw Eqn 7

From equation 6, the taper ratio of the vertical tail is 0.5, due to a 8 inch root and 4 inch tip. The distance between center of gravity and aerodynamic center is set at 48 inches, the planform area is 48 square inches, the resulting vertical tail volume coefficient is 0.013. The typical range is 0.02 to 0.04.[4],[5] However, due to the horned rudder design and the control authority available this volume coefficient is acceptable. Rudder Area and Blanketing: The rudder area aft of the rudder hingeline is calculated to be 24 square inches and the rudder area forward of the hingeline is calculated to be 3 square inches. This results in the ratio of Forward Area to Aft Area of 11.1%, from the analysis conducted by Ron Ellis and Mike Whaley this results in a significant reduction in torque needed for rudder deflection.[6] Daniel P. Raymer states that a minimum of 1/3 of the area must remain unblanketed by the deflection of the horizontal stabilizer in order to maintain proper yaw control authority. The leading edge of the horizontal stabilizer is positioned to be even with the leading edge of the tip chord on the vertical stabilizer, when the horizontal stabilizer is deflected in deep stall mode to 70 degrees about the Y-axis, this leads to the blanketing of approximately 3 inches of the rudder. This leaves approximately 89% of the rudder unblanketed and able to maintain full yaw control with the deep stall deflection of the horizontal stabilizer.

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METEOR PROJECT: Gliding Instrumentation Platform Flight Dynamics Calculations [5],[8],[12] Lift Coefficient: The chosen airfoil to be used throughout the tail is the NACA 0010 because it is a symmetric airfoil allowing for equal control in both positive and negative deflections in addition to be a smaller airfoil that will conserve weight but is still robust enough to survive all applied forces. XFLR 5 was used to run batch analysis and produce inviscid solutions for the airfoils lift, drag, moment, and pressure coefficients throughout given ranges of angle of attack. See Appendix B for sample data table produced for one simulation of the airfoil for a given Reynolds Number. The coefficient of lift for an airfoil (infinite wing) was found to be 0.1/deg or 5.73/rad. The coefficient of lift for a finite wing is calculated using equation 8 that employs equation 9 for calculation of the aspect ratio of the wing, the elliptical wing factor, e, is assumed to be 1 because the factor produces only very small changes in the prediction of the finite wing lift coefficient. C l C L = Eqn 8 C l 1+ eAR b2 AR = Eqn 9 MAC * b Where Cl is the lift coefficient for an airfoil (infinite wing), b is the wingspan, and MAC is the mean aerodynamic chord of the wing. From equation 8 the coefficient of lift for a finite wing of the horizontal stabilizer with aspect ratio of 3.95 is 3.92/rad and the coefficient of lift for a finite wing of the vertical stabilizer with aspect ratio of 2.57 is 3.35/rad. Control Authority for Elevator and Rudder: From [5], the ratios of control surface chord to the chord of the wing used are comparable to the values specified, which are averages of what are used in aerodynamic design. For the elevator the ratio is 1 and is greater than the specified value for a sailplane, 0.43. The rudder ratio is 3/8, 0.375, and is slightly smaller than the ratio given for the sailplane for the sailplane, 0.40. The moment about the center of gravity imposed by the deflection of the elevator is given by equation 10, where a positive elevator deflection has the trailing edge being deflected upward. C m = VHC L t Eqn 10
e

Where V is the tail volume coefficient, is the ratio of the wind vector seen by the tail to that seen by the wing, Cl is the slope of the lift coefficient versus angle of attack for the horizontal wing, is the flap effectiveness parameter for the horizontal tail given by equation 11, and is the ratio of tail and wing dynamic pressures given by equation 12.

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METEOR PROJECT: Gliding Instrumentation Platform

= func
Control Surface Area Eqn 11 Planform Area

Where the area ratio is used to look up the function from Figure 2.21 in [8] or Figure 1.7.3 in [12]

1 VT = 2 Eqn 12 1 VW 2

From [8] with assumption Vt = Vw, =

1 where is the angle between cos ( ) 2

the tail wind vector and the wing wind vector

Assuming a small angle between the wind vector of the wing and the wind vector of the tail, a Horizontal tail volume coefficient of 0.625, coefficient of lift of 3.92/rad, and a flap effectiveness parameter of 1 for an all moving elevator. The elevator control authority is found to be -2.205/rad = -0.385/deg. This is acceptable because this generates a restoring moment to counteract the pitch instability of the wing. The moment about the center of gravity imposed by the rudder deflection is given by equation 11, where a positive rudder deflection is the trailing edge moving toward the port side of the glider. C nr = V VV C L V Eqn 13 Assuming that the velocity vector seen by the tail is the same as that seen by the wing, the flap effectiveness parameter of the vertical tail being 0.7, the vertical tail volume coefficient being 0.013, and the slope of the coefficient of lift for the vertical tail being 3.35 per radian, the rudder control effectiveness becomes -0.0305/rad=-0.532x10-3/deg. This provides a weathercock stability assuring an opposite restoring moment than the one imposed via the wind gust.

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METEOR PROJECT: Gliding Instrumentation Platform Control Algorithm The control algorithm written for longitudinal and lateral-directional control is given in the document entitled High Altitude Glider Control Information Packet where an outline of the controller algorithm is given along with pseudo Matlab code for the decision making processes.

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METEOR PROJECT: Gliding Instrumentation Platform Tail Sizing and Analysis References [1] Art Roach. Establishing the MAC - Mean Aerodynamic Chord on any Platform. <http://www.palosrc.com/newsletter/articles/wing_mac.pdf> [2] John Anderson Jr. Fundamentals of Aerodynamics. 4th Ed. McGraw-Hill. New York, NY. 2007. [3] Robert Vest. AAI Corporation Aerodynamicist. Phone Conversation February 8, 2007. [4] John Anderson Jr. Aircraft Performance and Design. McGraw-Hill. New York, NY. 1999. [5] Daniel P. Raymer. Aircraft Design: A Conceptual Approach. 4th Ed. AIAA Education Series. Reston, VA. 2006. [6] Ron Ellis with Mike Whaley. The Great Rudder Experiment. <http://www.mindspring.com/~rellis2/rcpattrn/rudder.htm> [7] Steve Stricker. AAI Corporation Special Projects Manager and Acting Director of Engineering Support. Phone Conversations December 2006 Present. [8] Robert C. Nelson Flight Stability and Automatic Control. 2nd Ed. McGraw-Hill. New York, NY. 1998. [9] Joseph E. Shigley. Mechanical Engineering Design. 7th Ed. McGraw-Hill. New York, NY. 2004. [10] Peter Goldsmith. Horizon Hobby Field Marketing Manager. Phone Conversation. December 2006 Present. [11] Warren F. Phillips. Mechanics of Flight. John Wiley and Sons. Hoboken, NJ. 2004.

References

METEOR PROJECT: Gliding Instrumentation Platform Appendix A: Referenced CAD Drawings for High Altitude Glider A-1 Tail Assembly A-2 All-Moving Horizontal Stabilizer A-3 Vertical Stabilizer Assembly

Appendix A : CAD Drawings

METEOR PROJECT: Gliding Instrumentation Platform Appendix B: NACA 0010 Coefficient Solutions from XFLR 5
XFLR5_v2.01 Calculated polar for: NACA 0010 Reynolds number fixed Mach number fixed xtrf = 1.000 (top) 1.000 (bottom) Mach = 0.000 Re = 0.250 e 6 Ncrit = 9.000 alpha CL CD CDp CM Top Xtr Bot Xtr Cpmin Chinge ----------------------------------------------------------------31.5 -1.2075 0.38715 0.38405 0.1952 1 0.0089 -2.0973 0 -31 -1.1935 0.38203 0.3789 0.1892 1 0.0091 -2.1597 0 -25 -1.0206 0.31643 0.31307 0.1271 1 0.0149 -2.0385 0 -20.5 -0.8803 0.25925 0.25581 0.0821 1 0.0223 -2.1614 0 -20 -0.8602 0.25219 0.24874 0.081 1 0.0229 -1.9364 0 -19.5 -0.8433 0.24614 0.24267 0.0774 1 0.0242 -1.8581 0 -19 -0.8329 0.23844 0.23499 0.0694 1 0.0264 -2.1166 0 -18.5 -0.8136 0.23124 0.22777 0.0678 1 0.027 -1.9809 0 -18 -0.7968 0.22501 0.22153 0.0646 1 0.0283 -1.9027 0 -17.5 -0.7848 0.21702 0.21356 0.0587 1 0.0306 -2.025 0 -17 -0.7712 0.20917 0.20572 0.0549 1 0.0314 -2.0361 0 -16.5 -0.7544 0.20298 0.19951 0.0525 1 0.033 -1.9255 0 -16 -0.7574 0.193 0.18958 0.0427 1 0.0357 -2.2683 0 -15.5 -0.7305 0.18754 0.18408 0.0444 1 0.0373 -1.9452 0 -15 -0.7266 0.17866 0.17523 0.0382 1 0.0405 -2.1063 0 -14.5 -0.7159 0.17042 0.167 0.0353 1 0.0416 -2.1148 0 -14 -0.7023 0.16368 0.16025 0.0332 1 0.0439 -2.0482 0 -13.5 -0.712 0.15137 0.14799 0.0252 1 0.0466 -2.3404 0 -13 -0.6943 0.14599 0.1426 0.0253 1 0.0486 -2.1655 0 -12.5 -0.7174 0.13047 0.12715 0.0147 1 0.0523 -2.5763 0 -12 -0.6933 0.12747 0.12412 0.0172 1 0.0552 -2.2725 0 -11.5 -0.7248 0.11036 0.1071 0.0059 1 0.0586 -2.6894 0 -11 -0.7156 0.10406 0.1008 0.0054 1 0.0602 -2.5639 0 -10.5 -0.7424 0.08827 0.08509 -0.0048 1 0.0615 -2.8413 0 -10 -0.9905 0.03561 0.02948 -0.0173 1 0.0302 -5.5877 0 -9.5 -0.9654 0.03026 0.02338 -0.0141 1 0.0315 -5.373 0 -9 -0.9259 0.02716 0.02004 -0.0123 1 0.0335 -5.0235 0 -8.5 -0.8852 0.02415 0.01661 -0.0102 1 0.0366 -4.7048 0 -8 -0.841 0.02204 0.01424 -0.0085 1 0.0404 -4.3345 0 -7.5 -0.7969 0.01988 0.01204 -0.0067 1 0.0449 -3.9593 0 -7 -0.7527 0.01819 0.01025 -0.0048 1 0.0515 -3.5906 0 -6.5 -0.7103 0.0165 0.00861 -0.0026 1 0.0598 -3.2686 0 -6 -0.6677 0.01512 0.00726 -0.0003 1 0.0726 -2.9453 0 -5.5 -0.6251 0.01384 0.0061 0.002 1 0.0946 -2.6246 0 -5 -0.5826 0.01256 0.0051 0.0042 1 0.1407 -2.3346 0 -4.5 -0.54 0.01136 0.00437 0.0062 1 0.2322 -2.0492 0 -4 -0.4962 0.01042 0.00389 0.0081 1 0.3398 -1.7752 0 -3 -0.4051 0.00916 0.00341 0.0116 1 0.5401 -1.2922 0 -2.5 -0.3581 0.00875 0.00336 0.0133 1 0.6331 -1.0841 0 -2 -0.3104 0.00847 0.00344 0.0151 1 0.7223 -0.9011 0 -1.5 -0.2577 0.00838 0.00366 0.0159 0.9979 0.8065 -0.7377 0 -1 -0.1764 0.0084 0.00386 0.0114 0.9831 0.8778 -0.5708 0 -0.5 -0.0916 0.0085 0.00401 0.0064 0.9682 0.9247 -0.4429 0 0 0 0.00856 0.00406 0 0.9515 0.9515 -0.3445 0 0.5 0.0916 0.0085 0.00401 -0.0064 0.9247 0.9682 -0.4429 0

Appendix B: Sample Airfoil Coefficient Solutions

METEOR PROJECT: Gliding Instrumentation Platform

1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 14 14.5 15 15.5 16 16.5 17 17.5 18 18.5 19 19.5 20 20.5 21 21.5 22 22.5 23 23.5 24 24.5 25 25.5 0.1764 0.2577 0.3104 0.3581 0.4051 0.4511 0.4961 0.5399 0.5826 0.6251 0.6676 0.7103 0.7527 0.7969 0.8411 0.8853 0.9259 0.9655 0.9906 0.9964 0.9785 0.925 0.8706 0.8314 0.5098 0.5187 0.5114 0.515 0.536 0.5212 0.5348 0.5329 0.541 0.5593 0.5531 0.5612 0.5743 0.5753 0.5832 0.5937 0.599 0.6051 0.6129 0.6216 0.6291 0.6341 0.6413 0.6487 0.0084 0.00838 0.00847 0.00874 0.00916 0.00972 0.01042 0.01136 0.01256 0.01384 0.01512 0.0165 0.01819 0.01988 0.02204 0.02415 0.02716 0.03026 0.03562 0.04209 0.05003 0.05977 0.07457 0.09186 0.14356 0.14802 0.15437 0.15957 0.16503 0.17089 0.17549 0.18173 0.18684 0.1927 0.1983 0.20359 0.20889 0.21502 0.22053 0.22576 0.23198 0.23807 0.24368 0.2491 0.25538 0.26168 0.26749 0.27306 0.00386 0.00366 0.00344 0.00336 0.00341 0.00359 0.00389 0.00437 0.0051 0.0061 0.00726 0.00861 0.01025 0.01204 0.01424 0.01661 0.02004 0.02338 0.02949 0.0369 0.04561 0.05592 0.0711 0.08852 0.14036 0.14484 0.15119 0.1564 0.16187 0.16772 0.17235 0.17859 0.18371 0.18959 0.19519 0.2005 0.20583 0.21196 0.21748 0.22274 0.22897 0.23508 0.24072 0.24616 0.25246 0.25878 0.26461 0.27021 -0.0114 -0.0159 -0.0151 -0.0133 -0.0116 -0.0099 -0.0081 -0.0062 -0.0042 -0.002 0.0003 0.0026 0.0048 0.0067 0.0085 0.0102 0.0123 0.0141 0.0173 0.0215 0.0259 0.0277 0.0172 0.0045 -0.0101 -0.0109 -0.0143 -0.0165 -0.016 -0.0216 -0.0225 -0.0263 -0.0285 -0.0286 -0.0336 -0.036 -0.0371 -0.041 -0.0435 -0.0453 -0.0482 -0.0513 -0.0538 -0.0559 -0.0583 -0.0616 -0.0642 -0.0667 0.8778 0.8065 0.7223 0.6331 0.5402 0.443 0.3398 0.2323 0.1408 0.0946 0.0726 0.0598 0.0515 0.0449 0.0404 0.0366 0.0335 0.0315 0.0302 0.0289 0.0285 0.0292 0.0299 0.0307 0.0501 0.0469 0.0451 0.0421 0.0407 0.0381 0.036 0.034 0.0319 0.0309 0.0292 0.0275 0.0265 0.0253 0.0234 0.0225 0.022 0.0206 0.0195 0.0187 0.0184 0.0171 0.016 0.0153 0.9831 0.9979 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 -0.5708 -0.7377 -0.9011 -1.084 -1.2921 -1.5223 -1.7751 -2.0491 -2.3345 -2.6245 -2.9452 -3.2686 -3.5906 -3.9593 -4.3346 -4.705 -5.0237 -5.3733 -5.5879 -5.6481 -5.564 -5.2735 -4.9148 -4.5714 -1.5562 -1.6275 -1.4831 -1.4555 -1.6168 -1.3295 -1.4501 -1.3046 -1.3251 -1.4957 -1.2453 -1.2466 -1.3561 -1.1724 -1.1841 -1.2783 -1.2145 -1.1456 -1.1518 -1.2064 -1.2046 -1.0733 -1.0851 -1.1368 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Appendix B: Sample Airfoil Coefficient Solutions