Class II Methodology For Drag Estimation

PRJ-22 Aerospace Design
Prof. Bento S. de Mattos
V20 – June 2009
Weight Estimation Using Class II Drag Calculation Method

Content
• Fundamental principles
• Zero-lift drag
• Induced drag
• Wave drag
• Class exercise
• Weight estimation
Total drag of the airplane
Ref.: TORENBEEK, E. – “Synthesis of Subsonic Airplane Design”,
Kluwer, 1982 (pg. 368).
Prof. Mason, Virginia Tech 4

Prof. Mason, Virginia Tech

• Zero-lift, or parasite, drag
CD,0 = CD,0,form + CD,0,friction
• Induced drag, or drag due to lift
CD,i = kCL2 =CL2/peA
• Drag due to compressibility, or wave
drag C = C (M)
D,w D,w
• Total drag CD = CD,0 + CD,i + CD,w

6
Drag and Required Power
Power (P) = Thrust (T) x Speed (V)
Induced Drag “Parasite” (viscous) Drag

Di ~ W2( b V)-2 Dp ~ Swet V2
Power ( P)required =
Total Drag = Dp + Di DxV
Pavailable
Drag X Power
Vmin Vmax
V*prop V*jet V*prop
Speed – V Speed - V
7
V* = Optimum Speed to Fly for Maximum Range
CD0 CD0
CD0
CD0 CD0 CD0
CD0
8
Drag Breakdown of a Complete Airplane Configuration
9
Aerodynamic drag components acting on
aircraft
Vertical tail drag

Horizontal
tail drag Flap drag
Wing drag Fuselage drag
Nacelle drag Landing gear drag
10
Class I Method
S wet
CD 0  C fe
S ref
Common Cfe Values

11
Theoretical Background – Class II Method
A more useful measure of the parasite drag is the equivalent flat-plate drag
area, f . This quantity is exactly what it suggests–a flat plate of area, f , will
have the same drag as the airplane (when the plate is positioned
perpendicular to the wind). Thus, the total parasite drag is just
DP = f q
where q is the dynamic pressure.
You can find f by doing a component drag buildup. Each exterior component
of the airplane is considered separately, and the f of each is found. Then the
total f is determined by summing the component drag areas. In general, the
equivalent flat-plate area of the ith component can be computed from
fi  S weti 
C D 0i   C f i Fi Qi  
S ref S  12
 ref 
Theoretical Background – Class II Method
 S weti 
C D 0i  C f i Fi Qi  
S 
 ref 
Area ratio
Friction coefficient
Form factor Interference factor
13
Skin friction drag
Laminar flow over a smooth flat plate
tw
X=0 X=l
t  x, 0 0.664 0.664
c f ,lam    Local skin friction
1 Vx Re x
V 2 coefficient
2 
l
c f ,lam dx
1.328 Average, or
CF ,lam  0
l
 integrated, skin
Rel
 dx
0
friction coefficient 14
Laminar, transitional, & turbulent Flow
laminar transitional turbulent
0 10 X
1000cf Turbulent
cf=0.74Rex-1/5
4
Transitional
Laminar cf =1.328Rex-1/2
1
104 105 106 107 Rex 15
Skin friction drag in turbulent flow
CF
0.0045
M=0
0.0035
CF is small but the
dynamic pressure and
wetted area are large 0.0025 M=1
For 106 < Rel < 109 use: 106 107 108 109 Rel
0.455
Cf 
log10 Re2.58 (1  0.144  M 2 )0.65
16
Drag build-up by
components
Consider, as an example, the drag build-up for the wing

(subscript w)
DW,0 = DW,f + DW,p = zero-lift drag
DW,0 = CF,turbSwet q + k CF,turbSwetq
DW,0 = (1 + k) CF,turbSwet q
DW,0 = KWCFSwet q
The drag estimate is based on a multiple of the friction
drag, KW, the form factor for the wing
17
Skin friction calculation
CF  f  Re, M , l / k  For Re<Re,cut-off
Admissible surface roughness (Table 4.1.5.1-A):
l/k = reference length (in.)/surface roughness height (in.))

0.02 to 0.08 x 10-3 polished metal
k(in.)= 0.40 x 10-3 camouflage paint
6 x 10-3 dip-galvanized metal
106
l/k M=0 M=1
105
104
103
18
106 107 108 Re,cut-off
Skin friction drag in turbulent Flow
CF
Rel/l
~2.4x106 per foot
0.0045
at M=0.85 and h=35kft
M=0
0.0035
CF
0.0025
106 107 108 109 Rel

M=1
Rel =Vl/ < Re,cut-off
19
Reynolds Number
 V  l
Re 

Sutherland's formula can be used to derive the dynamic viscosity of an ideal gas
as a function of the temperature:
μ0
C [K] T0 [K]
Gas [10−6Pa s]
air 120 291.15 18.27

nitrogen 111 300.55 17.81
oxygen 127 292.25 20.18
carbon dioxide 240 293.15 14.8
carbon
118 288.15 17.2
monoxide
hydrogen 72 293.85 8.76
Valid for temperatures between 0 < T < 550 K with an ammonia 370 293.15 9.82
error due to pressure less than 10% below 3.45 Mpa. sulfur dioxide 416 293.65 12.54
helium 79.4 273 19
Sutherland’s constant and reference

temperature for some gases.
Cut-off Reynolds Number
Subsonic: Recutoff  38.21(l/k )1.053
Transonic: Recutoff  44.62(l/k )1.053 M 1.16
Source: Raymer
Wetted area Calculation
Wing
 1t   
S wet ,Wing  2  Sexp  1  0.25  t / c root 
 1  
Sexp  Sref  chord root  d F Taper ratio
22
Fuselage
2/3
 2   1 
S wet , Fus  p  d F  lF  1    1  2 
 F   F 
lF
F 
dF
23
Engine Nacelles
24
Engine Nacelles
 ll ll  Dhl  ll  Def 
S wet , fan,cowling  ln  Dn  2  0.35  0.8   1.15  1    
 l n l n  d n  l n  Dn 
  Deg    Dg 
5/ 3

1
S wet , gas gen  p  l g  Dg  1   1    1  0.18    
 3  Dg   l  
    g  
S wet , plug  0.7  p  l p  Dp

25
Wetted Area
Component Approximate Wetted Area Aw

Form Factor
Fuselage form factor as determined by
different investigators
kfactor in fuselage drag
1
correlation (Kf=1+k)
0.8
0.6 NAA
k
Torenbeek
0.4
Datcom
Hoerner
0.2
0
0 5 10 15 20
Fineness Ratio λ=Length/diam.
28
Form factor
Fuselage: 60  f
F  1 
fus 3
 400
f
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930090976_1993090976.pdf
New link for NACA Technical Report 824.
 S wet fus 
CD 0 fus  C f fus FfusQ fus    CD
 S  base
 ref 
Closed body (CD,b=0)

d
Body with blunt base

Wing form factor as determined by
different investigators
k - factor in wing drag correction
(Kw=1+k)
0.7
0.6 Jenkinson
0.5 Torenbeek
0.4 NAA
k
Hoerner
0.3 DATCOM 2
0.2 DATCOM 1
0.1
0
0 0.05 0.1 0.15 0.2
Thickness Ratio t/c
30
Form factor
Nacelle:
http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19930090976_1993090976.pdf
New link for NACA Technical Report 824.
 0.6
Wing: FFW  1 
4

t / c   100  t / c    1.34  M 0.18 cosm 0.28 
 xt 
Chordwise location of the maximum thickness (should be used a actual length in m)
Sweep angle of the wing measured at the line that is generated by joining the maximum thickness location of the airfoils (xt)
Interference Factor
Interference Factor
Interference Factor

Interference Factor

Interference Factor
Roskam suggests that the value for the wing-fuselage interference factor should be
taken from the graph below
Interference Factor
Estimated values of interference drag originating in the corners of various

tail configurations
Source: Horner, Fluid-dynamic Drag

Miscellaneous Parasite Drag
The drag of some items does not quite fit the form
must be computed in an alternative manner. Table below gives values of f /Afrontal,

the equivalent flat plate drag area normalized by the projected frontal area, of
landing gear components. Deployed flaps have a drag area given roughly by
with bflap representing the span of the flap and δflap the flap angle in degrees.
Recall that takeoff flap setting is approximately 25◦ whereas a δflap of 50◦ is
used on landing. Fuselage-mounted speed brakes have f /Afrontal = 1, while
wing-mounted speed brakes, or spoilers, have f /Afrontal = 1.6.
Estimated equivalent flat-plate drag

areas for landing gear components.
(From Raymer.) 
Drag Caused by Flap Deflection
Definition of flap drag @ 0.70 CL max

Alternative Formulation for the Calculation of
Drag Coefficients for Flaps
DCD,flaps = 0.9 (cflap /c)1.38 (Sflap /S) sin2 d (slotted flaps)
41

Windmilling Engine and Propeller Drag
When computing engine-out performance, it is necessary to include additional
drag from stopped or windmilling engines or propellers. While operating, these
propulsion components are considered to have no drag since the reported thrust
includes a decrement for forces generated in the drag direction. Propeller drag
depends on the solidity, σ, given by
where B is the number of blades, cavg is the average blade chord, and R is the
propeller radius. Note that this quantity just equals the ratio of blade area to
disk area. The drag area is given by
A windmilling jet has an equivalent drag area given by 0.3 times the face area.
Landing gear Drag
For the calculation of landing gear dreag when the geometry is unknown a empyrical formula
can be used
D KW 0.785
 (British Units)
qS S
D KM 0.785
 (SI)
qS S
Analysis of flight measured drag, for a number of civil transport aircraft, indicates that the
following values of K should be used
In British units with W in lbf In SI units with M in kg
K  3.3x103 for zero flap deflection K  0.57 x103 for zero flap deflection
K  1.8x103 for full flap deflection K  0.31x103 for full flap deflection
The reduction from K with flap deflection is

assumed to be linear
 d 
K   3.3  1.5 F  x10 3 (British Units)
 d F Max 
Source: ESDU
CDi CDi
CDi
CDi CDi CDi
CDi
45
What is?
•Induced drag is the drag related to the generation of lift.

•It results from the angle of attack induced from the 3-D flowfield.
•For an elliptical wing:
CL2
C Di 
pA
•For a non-elliptical wing, we have introduced Oswald's Efficiency Factor, e
CL2
CDi 
pAe
•So is a measure of the reduction in efficiency over the optimum elliptical wing
case.
•In other words, the elliptical lift distribution is optimum in terms of induced
drag. 46
Oswald’s Factor e
M = Mach number
 = Taper ratio of the reference wing
ne = number of engines placed under the wing
A = Aspect ratio
(t/c) – averaged maximum thickness ratio of the wing
25 = Sweepack angle at ¼ chord
47
Induced drag @ supersonic regime
48
Reducing Induced Drag
Winglets
Wings of higher aspect ratio
49
C L2
Swept wings C Di 
pAe
d 1
e
1 d
Source: Anderson, Aircraft Performance and Design. 50

a Induced Drag
CL2
CDi  C2  CLC1  C0
b
p
1 1
e 
C2 1  d
C2
Aspect ratio
Induced drag of symmeric twisted trapezoidal wing

a) Planform with linear twist
b) Induced drag of the untwisted wing
c) and d) Twist contribution to induced drag
C0
12
c
d
C1
1
1  induced angle  Source: Schlichting. H. und Truckenbrodt , Aeodynamik des Flugzeuges, Zweiter Band.
Aircraft L/Dmax Wing Span (m) Aspect Ratio

WWII Bomber
Boeing B-29 16.8 42.98 16.8

B-24 J Liberator 12.9 33 11.5
Boeing B-17G 12.7 31.64 7.58
Martin B-26F 12 21.64 7.66
WWII Fighter
Lockheed P-38L 13.5 15.84 8.26
P-51D Mustang 14.6 11.28 5.86
Me 262A 14.09 12.53 7.23
52
CDwave CDwave
CDwave
CDwave C CDwave
Dwave
CDwave
53
Wave drag @ supersonic regime
Example: CDWave Comparison With Two Methods for a SSBJ
• Fuselage length = 198 ft

• Height of Airplane with landing gears down = 33 ft
• Span of the delta wing = 103.17 ft
• Wing aspect ratio
= 2.6 with wingtips Up
= 1.9 with wingtips Down
54
Rallabhandi and Mavris’s Approach
Below are given an analytical expression

for the wave drag assuming the aircraft
body to be Sears-Haack body.
128  Vol 2
CD wave 
p  l 4  S wet
British System
55
Induced drag @ supersonic regime
Raymer’s Approach
• Assumptions:
-Correlates aircraft wave drag to an
equivalent Sears-Haack body at Mach = 1.2.
56
Example:
CDWave calculation for a SSBJ fuselage by the two methods
from previous slides
ft3
ft
57
Exercise
58
ERJ 145 CD0 Calculation for the Wing and Fuselage
General Data
• Wing reference area = 51.12 m2

• Wing taper ratio = 0.2543
• CMA of the wing = 2.9 m
• MMO @ 37000 ft = 0.78
• Fuselage length = 27.93 m
• Fuselage diameter = 2.28 m
• Sweepback angle @ 1/4 chord = 22.72º
• Chord @ root = 4.09 m
• (t/c)root = 14%
• (t/c)tip = 9.5%
• (t/c)averaged = 12%
Calculation will be performed for the cruise

condition (Number of Mach = 0.78)!

ERJ 145 CD0 Calculation for the Wing
Friction coefficient is given by
C f  klam  C f ,lam  (1  klam )  C f ,turb
We consider in this example that the laminar portion of the wing covers
10% of its whole exposed area (usually this figure is around 5%). That
means we must take klam = 0,10.
Calculation of the Reynolds number
 Vcruise  CMA 0.343  230 m s  2.9m

Re    1.25 x107
 18.27 10 6 kg
ms
1.053
 2900mm 
Re cutoff  44.62(l/k ) M  44.62
1.053 1.16
  0.781.16  6.7 x107
 0.003mm 
We take 1.25x107 because is the lowest Reynolds number!

60
Friction coefficient is given by
C f  klam  C f ,lam  (1  klam )  C f ,turb
We obtain the Cf,lam and the Cf,turn
1.328 1.328
C f ,lam    0.3756 x 103
Re 1.25 x 107
0.455 0.455
C f ,turb    2.75 103
log10 Re2.58 1  0.144M 
2 0.65
log 10 1.25 x10  1  0.144  0.78 
7 2.58 2 0.65
The friction coefficient is the given by
C f  klam  C f ,lam  (1  klam )  C f ,turb  0.1 0.345x103  0.9  2.75x103  2.51x103
61
We consider the interference factor QW=1.01 (from the Roskam’s Graph)
The form factor of the wing can be calculated using the following
expression
 0.6
FFW  1 


t / c   100  t / c 4   1.34  M 0.18 cosm 0.28 
 xt 

FFW  1 
0.6
 1.015

0.12  100  0.124   1.34  0.780.18 cos 15.5o

 
0.28
 1.384
With Xt = 0,35xCMA = 0,35 x 2,90 m = 1.1015 m
The wetted area is given by
 1t     1  1.4736  0.2543 
S wet ,Wing  2  Sexp  1  0.25  t / c root   2  41.8  1  0.25  0.14   86.8m
2
 1    1  0.2543 
S wet , w 86.8m 2
The area ratio can easily be calculated:   1.7
S ref 51.12m 2
CD0,wing  2.51 x 103 1.384 1.7 1.01  5.96 x103

ERJ 145 CD0 Calculation for the Fuselage
  Vcruise  l fus 0.343 kg m3  230 m s  27.93m
The Reynolds number for the fuselage is Re    1.206 x108
 18.27 10 6 kg
ms
Considering that the fuselage presents a rough surface, the cut-off Reynolds number must also
be calculated to taken this characteristic into account
1.053
 27930mm 
Re cutoff  44.62(l/k )1.053 M 1.16  44.62    0.781.16  3.31x108 (Raymer)
 0.00635mm 
Re is lower that the cut-off Reynolds number. Thus, the usual Reynolds number
must be taken into the equations for the calculation of Cf,lam and Cf,turb.
1.328 1.328
C f ,lam    1.209 x 10 4
Re 1.206 x 108
0.455
C f ,turb  
log Re 2.5 8 1  0.144  M 2 0.6 5
0.455
...  1.962 x10 3
log 1.206 x10  1  0.144  0.78 
8 2.5 8 2 0.6 5
C f  klam  C f ,lam  (1  klam )  C f ,turb  0.11.209 x104  0.9 1.962 x103  1.778x103
ERJ 145 CD0 Calculation for the Fuselage
The form factor of the fuselage can be calculated by
(DATCOM 78)
We consider the interference factor QF=1.
The wetted area can be obtained by using a Torenbeek’s formulation
S wet , f 86.8m 2
The area ratio can easily be calculated:  2
 3.523
S ref 51.12m
CD0, fuselage  1.778x103 11.08  3.523  6.76 x103

Preliminary Weight
Estimation
65
2. Preliminary Weight Estimate
WTO = WE + WTFO + WPLC + WF,USED + WF,RES
=Take-off Weight
WE =Empty Weight
WF = WF,USED + WF,RES
= Weight of Fuel Used+ Weight of Fuel Reserve
= Total Fuel Weight
WPLC =WPL+WCREW = Weight of Payload +Weight of Crew
MTFO = WTFO / WTO=(Trapped Fuel and Oil Weight)/WTO
MFUEL = WF/WTO= Fuel Fraction

66
Empty weight vs take-off weight relation
(1-MTFO-MFUEL)
WE
increasing Fuel fraction
needed for
mission,
including
reserves
0 WTO
Solve for the empty weight knowing WPLC

-WPLC
WE = (1 – MTFO – MFUEL)WTO – WPLC = aWTO + b
Commercial Airplane Design 67
Mission Profile
WF = WTO – WFINAL=WTO – (Weight at End of Mission)
WF/WTO = MFUEL= 1 – WFINAL/WTO = 1 – MFINAL
Normal Fuel Needed for Mission
Diversion 5 6 9
4
8
7 10
1 2 3 11
68
Mission Profile
Segment weight fractions Wi / Wi -1
Cruise
exp[-RCj/V(L/D)] exp[-Cj/(L/D)] exp[-Ralt.Cj/V(L/D)]
Loiter
5 6 9
4 0.98 0.99
0.98 0.99 8
7 10
0.99 0.99 0.995

0.992
1 2 3 11
69
MFINAL =(W11/W10)(W10/W9)(W9/W8)….(W2/W1)(W1/W0)
n
WFINAL W11 Wi
M FINAL    Final Weight Fraction
WTO W0 i 1 Wi 1
WF ,USED
 M F ,USED  1  M FINAL  M F , RES Fuel Weight
WTO Fraction Used
WLAND , NOM
 M FINAL  M F , RES Nominal Landing Weight
WTO
WF , RES  5 Wi  9
Wi 
  1  
Reserve
M F , RES   Fuel
WTO  i 1 Wi 1  i  6 Wi 1  Fraction
70
L/D Calculation
Cruise!
71
L/D Calculation
For a jet airplane the L/D for maximum endurance (to applied for the loiter phase) can be simply obtained by
72
Normal Mission Fuel Fraction vs Range
0.4
0.35
0.3
1-MFINAL = 0.00316(R-800)1/2
1-Mfinal
0.25
0.2
0.15
0.1
0.05
0
0 2000 4000 6000 8000 10000
Range (mi)
This is the nominal value of the ratio WF,USED/WTO

73
Total Fuel Fraction vs Range
0.5
0.45
0.4
1 - Mfinal+Mres
0.35
0.3
0.25
0.2
0.15
1-MFINAL+MRES=0.0048R1/2
0.1
0.05
0
0 2000 4000 6000 8000 10000
Range (miles)
Nominal ratio of total fuel carried to take-off weight, MFUEL

74
Weight Fraction of Trapped Fuel & Oil
0.003
0.0025
0.002 MTFO=0.227(MFUEL)2/3(WTO)-1/3
Mtfo
0.0015
0.001
0.0005
0
0 200,00 400,00 600,00 800,00 1,000,0 1,200,0 1,400,0
0 0 0 0 00 00 00
Take-Off Weight (lbs)
Correlation for the weight fraction of trapped fuel and oil

75
Correlation of empty weight vs take-off
weight for 45 airliners
700.0
Empty weight, We (klbs)
600.0 Actual weights

logWe=(logWto - A)/B
500.0
We=0.5Wto
400.0
300.0
200.0
100.0
0.0
0.0 200.0 400.0 600.0 800.0 1000.0 1200.0 1400.0
Take-off weight, Wto (klbs)
76
Correlation of empty weight vs. take-off
weight for 45 airliners
Empty weight fraction, We/Wto
0.700
0.600
0.500
0.400
0.300 We/Wto = 1.59/(Wto/1000)^.0906
0.200
0.100
0.000
0.0 200.0 400.0 600.0 800.0 1000.0 1200.0 1400.0
Take-off weight, Wto (klbs)
77
Estimating Aircraft Empty Weight
WE Market survey aircraft WE=aWTO-WPLC
Historical
correlation
WE=0.504WTO
0
WTO
-WPLC
78
Estimating Cruise Fuel Consumption
IPET7 Airliner
Performance
Max operating Mach number 0.83
Max operating altitude 41,000 ft (cabin altitude: 8,000 ft)
Take-off field lenght 6,500 ft (SL / ISA + 15°C / MTOW)
Landing field 5,000 ft (SL / MLW = 90% of MTOW)
Range with max payload 2,200 nm (overall fuel volume for 3,200 nm version)
External noise FAR 36 Stage IV minus 15 db
Estimating Cruise Fuel Consumption
The number of Mach for maximum specific range (SR) is not the same as that for
maximum M*L/D because sfc increases with speed
IPET7
IPET7
Mach*L/D vs. Mach number
SR vs. Mach number 41000 ft
14,00
41000 ft
12,00
0,290
10,00
0,270
8,00
M*L/D
0,250
SR [nm/kg]
0,230 6,00
0,210
4,00
0,190
0,170 2,00
0,150 0,00
0,40 0,50 0,60 0,70 0,80 0,90 0,40 0,50 0,60 0,70 0,80 0,90
Mach Mach
MTOW 90% MTOW 80% MTOW
Long Range MMO MTOW 90% MTOW 80% MTOW
80

Class II Methodology For Drag Estimation

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Class II Methodology For Drag Estimation

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PRJ-22 Aerospace Design

Prof. Bento S. de Mattos

V20 – June 2009

Weight Estimation Using Class II Drag Calculation Method

Prof. Mason, Virginia Tech 4

Prof. Mason, Virginia Tech

• Total drag CD = CD,0 + CD,i + CD,w

Power (P) = Thrust (T) x Speed (V)

Induced Drag “Parasite” (viscous) Drag

Vertical tail drag

Wing drag Fuselage drag

Nacelle drag Landing gear drag

Common Cfe Values

where q is the dynamic pressure.

Form factor Interference factor

laminar transitional turbulent

Consider, as an example, the drag build-up for the wing

DW,0 = CF,turbSwet q + k CF,turbSwetq

l/k = reference length (in.)/surface roughness height (in.))

106 107 108 109 Rel

air 120 291.15 18.27

Sutherland’s constant and reference

Subsonic: Recutoff  38.21(l/k )1.053

Transonic: Recutoff  44.62(l/k )1.053 M 1.16

Sexp  Sref  chord root  d F Taper ratio

S wet , plug  0.7  p  l p  Dp

Component Approximate Wetted Area Aw

Prof. Bento S. de Mattos

Closed body (CD,b=0)

Body with blunt base

Chordwise location of the maximum thickness (should be used a actual length in m)

Prof. Bento S. de Mattos

Prof. Bento S. de Mattos

Estimated values of interference drag originating in the corners of various

Source: Horner, Fluid-dynamic Drag

must be computed in an alternative manner. Table below gives values of f /Afrontal,

Estimated equivalent flat-plate drag

Prof. Bento S. de Mattos

DCD,flaps = 0.9 (cflap /c)1.38 (Sflap /S) sin2 d (slotted flaps)

Prof. Bento S. de Mattos

The reduction from K with flap deflection is

•Induced drag is the drag related to the generation of lift.

Wings of higher aspect ratio

Source: Anderson, Aircraft Performance and Design. 50

Induced drag of symmeric twisted trapezoidal wing

Aircraft L/Dmax Wing Span (m) Aspect Ratio

Boeing B-29 16.8 42.98 16.8

• Fuselage length = 198 ft

Below are given an analytical expression

• Wing reference area = 51.12 m2

Calculation will be performed for the cruise

Prof. Bento S. de Mattos

C f  klam  C f ,lam  (1  klam )  C f ,turb

 Vcruise  CMA 0.343  230 m s  2.9m

We take 1.25x107 because is the lowest Reynolds number!

C f  klam  C f ,lam  (1  klam )  C f ,turb

We obtain the Cf,lam and the Cf,turn

The friction coefficient is the given by

C f  klam  C f ,lam  (1  klam )  C f ,turb  0.1 0.345x103  0.9  2.75x103  2.51x103

CD0,wing  2.51 x 103 1.384 1.7 1.01  5.96 x103

We consider the interference factor QF=1.

The wetted area can be obtained by using a Torenbeek’s formulation

CD0, fuselage  1.778x103 11.08  3.523  6.76 x103