International Journal of Modern Engineering Research (IJMER) www.ijmer.com Vol.3, Issue.1, Jan-Feb. 2013 pp-58-64 ISSN: 2249-6645 www.ijmer.com 58 | Page Sneha Tahilyani 1 , Kushal Singh 2 , Mudra Gondane 3 1, 2 (Aeronautical Department, Priyadarshini College of Engineer, Nagpur, India) 3 (Mechanical Department, Priyadarshini College of Engineer, Nagpur, India) ABSTRACT: Aircraft racing is fast becoming an exciting and popular sport event in the world. To meet the needs of racing airplanes, improved designs and new concepts are necessary. This project aims to design an electric powered racing aircraft. The design process started with detailed study of various existing electric powered racing aircraft models. The Rutan VariEze is one of the pioneers in this field. The VariEze is notable for popularizing the canard configuration and composite construction for homebuilt aircraft. Rutan's stated goals for the design included reduced susceptibility to departure/spin and efficient long range cruise. Keeping in mind these designing features, calculations for the mission specifications were made. Modeling is done in CATIA followed by analysis in ANSYS. The modelling work is substantiated with the help of graphs as a part of this research. The calculations thus made were helpful in the designing of the aircraft. For any aircraft it is imperative for the theoretical calculations to coincide with the software based analysis hence efforts were mostly concentrated in this direction for the designing of the Electric Powered Racing Aircraft. Keywords: Racing aircraft, Electric powered, mission specifications, design feature, canard configuration. I. INTRODUCTION Sport aviation has traditionally been a suitable way of developing such technologies into commercial opportunities. Air racing is currently reported to be the fastest growing motor sport in the USA. Commercial sponsorship and television sports coverage of weekend race meetings have generated renewed interest in the sport. This environment offers the means by which we could gain flying experience with a new propulsion system in a highly controlled environment. As we will be designing a new racing aircraft, it is important to investigate the current air-racing scene. At present, there are several classes of air racing. The two most closely controlled pylon-racing organisations are Formula 1 and Formula V (vee). The main difference between these lies in the specification of the engine type. Formula 1 relates to the 200 cu. in. Continental (0–200) engine and for Formula V to a converted Volkswagen engine (hence the significance of the vee). Using this pattern, we should project a new Formula (E) to relate to the electric propulsion. An electric powered aircraft is the aircraft that run on electric motors rather than internal combustion engine with electricity coming from the fuel cells, solar cells, ultra capacitors and batteries. Configuration analysis In reviewing all the different types of aircraft that are similar to our expected design, it is clear that the main configuration decision to be made rests between the choices of tractor or pusher propeller position. Both have advantages and disadvantages associated with airflow conditions over the aircraft profile. As neither configuration has emerged in the preferred layout for modern racing aircraft, there seems to be no over-riding technical (racing efficiency) reason for the choice. From the review, the conventional tractor layout is seen to have less variation in the overall aircraft layout. The traditional two-surface layout prevails with the main plane ahead of the control surfaces. On the other hand, the pusher layout offers several options. These include either tail or canard control surfaces. If the tail arrangement is selected, this presents difficulties at the rear fuselage. Using a twin boom layout avoids the tail surfaces/propeller interference but complicates the wing and fuselage structure. Lifting the propeller line above the fuselage may cause trim changes with power and also complicates the rear fuselage profile. The choice of landing gear geometry lies between the nose (tricycle) and the tail (tail dragger) arrangements. The tail wheel layout is lighter but introduces the possibility of ground looping. Current formula rules prohibit retraction of the wheels but our proposed Formula E rules will allow the auxiliary wheel to be retracted as this does not seem to overcomplicate the design yet improves aerodynamic efficiency. In selecting the aircraft configuration, the most significant criterion is the requirement for high aerodynamic efficiency (i.e. low drag). This implies: smooth profiling of the external shape of the aircraft, avoidance of the canopy/windscreen discontinuity, fairing of the landing gear and other structural details, reduction of airflow interference areas (e.g. mid- mounting of the wing to fuselage), avoidance of engine/propulsion system cooling drag. Many of the low drag features would be considered during the manufacturing (surface smoothness and preparation) and operational (gap taping and surface cleaning) phases. For this project, the most significant difference in configuration compared with conventional designs is the location of the various components of the propulsion system. Whereas conventional designs have the propeller and engine closely positioned, in an electric system only the electric motor is linked to the propeller. This motor is much smaller than a conventional internal combustion engine and can therefore be streamlined into the fuselage profile. All other components in the electrical system can be located in convenient positions in the aircraft. These options will create an installation that has An Approach for the Verification of Aerodynamic Analysis for Selection of Airfoil in Electric Powered Racing Airplane both Analytically and By FEM