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ABBREVIATION
Density of air Dynamic viscosity Taper ratio Aspect ratio Wing span Wing area Wetted area Reference area Chord of the airfoil Chord at root Chord at tip Drag Co-efficient Lift Co-efficient Drag Lift Endurance Acceleration due to gravity Mach number of aircraft Range

AR b S -

Swet Sref C -

Croot Ctip CD CL D L E g M R -

T Re

Climb Angle Thrust Reynolds number Rate of climb Landing distance Take off distance Velocity at cruise Velocity at stall Crew weight Empty weight of aircraft Weight of fuel Payload of aircraft Overall weight of aircraft Wing loading

ROC SL -

STO VCruiseVstall WCrew We -

WF WpayloadW0 WL -

ABSTRACT
The purpose of our design project was to design a 200 seater passenger medium range international aircraft by comparing the data and specifications of present aircrafts in this category. Performance characteristics calculations have also been performed. Necessary graphs have also been plotted from where certain values where deduced. The aircraft possess a low wing, tricycle landing gear and a conventional tail arrangement.

COMPARATIVE DATA SHEET

Sl no

Name of a/c

No of seats 50

Service ceiling (km) 12496

Wing span (m) 21.21

Wing area (m2) 48.35

Aspect ratio

Bombardier crj100

16:9

Bombardier crj200

50

12496

21.21

48.35

16:9

Antonov An-140

52

7600

24.505

51

16:9

Fokker-50

58

7620

29

70

12:1

Bombardier-Dash 8

50

7680

27.43

56.2

11:1

CASA/IPTN CN-235

44

7620

25.8

59.1

11.27:1

ATR-42

50

7600

24.5

54.5

11.1:1

XIAN MA600

60

7622

29.2

72

12:1

VISCOUNT V 700

60

7620

28.56

89

11:1

10

Saab 2000

58

9450

24.76

55.7

11:0

Sl no

Name of a/c

Type of engine

No of engine

Thrust power (KW)

Bombardier crj100

Turbo prop

6830

Bombardier crj200

Turbo prop

6875

Antonov An-140

Turbo prop

1,838

Fokker-50

Turbo prop

1,864

Bombardier Dash 8 Q-300 CASA/IPTN CN-235

Turbo prop

6875

Turbo prop

1,305

ATR_42

Turbo prop

1465

Xian ma 600

Turbo prop

2148

Vickers viscount v700

Turbo prop

1484

10

Saab 2000

Turbo prop

3096

Sl no

Name of a/c

Empty fuel wt (n)

Maximum takeoff wt (kg) 24041

Payload (n)

Bombardier crj100

13650

6124

Bombardier crj200

13830

24041

6124

Antonov An-140

12810

21500

13227

Fokker-50

12250

20820

6080

Bombardier Dash 8 Q-300 CASA/IPTN CN-235 9800

19500

2720

15100

4000

ATR_42

10600

15550

4500

Xian ma 600

13700

21800

5500

Vickers viscount v700

16718

30617

6000

10

Saab 2000

13800

22800

5900

Sl no

Name of a/c

Range (km)

Cruise Speed (km/hr) 860

Wing loading 497.22

MAXIMUM TAKE OFF SPEED 786

Bombardier crj100

3000

Bombardier crj200

3045

860

497.22

786

Antonov An-140

3270

540

421.23

540

Fokker-50

2055

560

297.4

Bombardier Dash 8 Q-300 CASA/IPTN CN-235

2055

500

346.97

4355

450

255.49

ATR_42

1950

500

285.32

Xian ma 600

2450

514

302.77

Vickers viscount v700

2600

522

344.01

10

Saab 2000

2100

685

409.33

Service ceiling (km)

14000 12000 10000 Service ceiling (km) 8000 6000 4000 2000 0 0 1000 2000 3000 4000 5000 Range (km)

Service ceiling (km)

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Wing loading VS Range

600

500

400 Wing loading

300 Wing loading 200

100

0 0 1000 2000 Range(km) 3000 4000 5000

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Cruise Speed (km/hr)

1000 900 800 700 Cruise Speed (km/hr) 600 500 Cruise Speed (km/hr) 400 300 200 100 0 0 1000 2000 3000 4000 5000 Range(km)

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Aspect ratio
12:07 12:00

11:52

11:45

11:38 Aspect ratio

11:31 Aspect ratio 16:09 16:09 16:09 12:01 11:01 11.27:1 11.1:1 11:24

11:16

11:09

11:02

10:55 0 500 1000 1500 2000 2500 3000 Range (km)

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RANGE VS THRUST TO WEIGHT RATIO

400

350

300

250 THRUST TO WEIGHT

200 Series1

150

100

50

0 0 1000 2000 RANGE 3000 4000 5000

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SL.NO 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.

SPICIFICATION Aspect ratio Cruise speed Service ceiling Thrust to weight ratio Range Wing loading Max takeoff weight L/D ratio Max takeoff speed Endurance

DATA

10.9 520KM\Hr 7800M 110 2500KM 320 21000KG 12.2

6.51hrs

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OVERALL WEIGHT ESTIMATION:

The structural design , the complexity of the load distribution through a redundant structure , and the large number of sophisticated systems in an a/c , makes weight est a difficult and precarious task. When the detail design drawing are complicit, the engg s cal the wt of each and every part, and add all and cal the wt. But in the beginning phase of design process, this cannot be accomplished because there are neither detailed drawing of the a/c nor the detail of the various parts of the a/c. And so some approximations are made and overall weight is eventually estimated.

Overall takeoff weight is given by,

W crew + w payload W0= . [1-(we/w0)-(wf/w0)] Where:Wc =crew wt Wp =payload wt

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Wf =fuel wtWe =structural wt

First approximation:
WC+wp.1 (w0)1 = [1-(we/WO)-(wf/w0)] Where:(We/w0)= [(Wfixed/w0)+(Wpower plant/w0)+(wstructural/w0)] Given: W structural=0.3wo W power plant=0.06wo W fixed equipment=0.045wo W fuel=0.15wo (We/w0) =0.045+0.06+0.3=0.405 (Wf/w0) =0.15 (WC+wp.1) =1000N+700N=1700N (for one passenger) *In this we have forty persons including the pilot so, [Wc/wp.1]=50*1700=85000N (w0)1= 85000

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= 191011.236N [1-0.405-0.15]

Second approximation:
Now from the graph of (we/w0) and the max takeoff wt, We get, According to a/c max takeoff wt Is 15000kg and (we/w0) =0.405 We know for complete one flight we can separate as Warm up and take off Climb Cruise Loiter Desent Landing

[(wf/w0)=1.06(1-(wx/w0)] Where, (Wx/w0) = (w1/wo)(w2/w1)(w3/w2)(w4/w3)(w5/w4)(w6/w5)

General flight pattern of forty seated aircraft:

WHERE:-

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(W1/wo) =warm up and takeoff (W2/w1) = climb (W3/w2)= cruise (W4/w3)= loiter (W5/w4)= Desent (W6/w5)= landing (W1/wo)= (wi/wi-1) =0.96 (W2/w1)=0.98 (W3/w2) = (wi/wi-1) +exp^ (-RC/V (L/D)) Where R=range=2400km V=max takeoff speed=520km/hr C=Sp fuel consumption For TURBOPROP type of engine which we have to select &value from the table Cbhp =0.6 and p =0.8 So, C=0.6*520/550*0.8= 0.78 (W3/W2)=e^(-(2400*0.78/520*14.2))=0.77

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(W4/W3)=EXP^ (-(EC/ (L/D)) Where E=endurance= 3.54hr C=sp. fuel consumption For loiter L/D=0.866*L/Dmax= 12.2

(W4/W3)=e^ (-3.54*0.822/12.2)=0.787 (W5/W4)= 0.918 (W6/W5)= 0.995 (Wx/Wo)=(W1/Wo)(W2/W1)(W3/W2)(W4/W3)(W5/W4)(W6/W5)= (0.96) (0.985) (0.77) (0.787) (0.918) (0.995) (Wx/Wo)= 0.523 (Wf/Wo)=1.06(1-Wx/Wo) = 1.06(1-0.523)= 0.505 (WO)^2=WC+Wp1/ (1-We/Wo-Wf/Wo) =85000/ (1-0.505-0.405) =192011.36N Hence first app of forty seater a/c by graphical method is WO= 192011.36

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Third approximation:
(We/WO)=A WO^cKvs A=2.36 C= -0.18 Kvs=variable sweep const=1.00 if fixed wing From second approximation WO = 192011.36 N (We/WO)=A Wo^c Kvs=2.36*(5.44*10^5) ^-0.18*1=0.219 Hence overall takeoff wt: Wo=Wc+Wp1/1-(We/Wo)-(Wf/Wo)=85000/1-0.219-0.470)N = 194366.54N

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Aerofoil selection
Aerofoil is nothing but the cross section area of wing. The shape is necessary for any wing to produce lift force and hence the proper selection of aerofoil becomes an important and mandatory step in design. Aerofoil design is a measure fact of aerodynamics. The aerofoil is completely affected by the flight regime in which the a/c is intended to operate

We know that, lift=1/2.V^2.CI.S V stall= 0.25 Vcruise=125km/hr= 37.5 m/sec For steady and level condition, L=W W=1/2.V stall^2.CI max .S

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CI max=2(W/S) 1/.Vstall^2 Where (W/S) =wing loading CI max= (320*2/ (37.5)2*)2.830 CL max=1.28 Re=* V stall. 1/r Where L is chord length L=S/AR=54/10.9=4.954 REYNOLDS NUMBER: R=kinematic viscosity=2.1584*10-5/sec Re=0.42*37.33*4.954/2.15*10-5=3.59*106 So from Reynolds number and CI max we can find the aerofoil NACA 4214, we got the aerofoil NACA4214 as

And for this aerofoil selection the drag co efficient Cd=0.05

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Thrust calculation:
Thrust is nothing but a reaction force which when acts on body produces a motion. It is expressed in Newton. Newtons second law and third law quantitatively defined thrust together. An aircraft propels with the aid of this reaction force. There are three diff independent actions which causes this reaction to occur Spinning blades of the propeller or rotating turbine of jet , or the blast of the propellants in the rocket engine , force a mass of air or gas towards the rear and this mass exerts an equal and opp force on the system and thus we have a force named , thrust An a/c with a good propulsion sys design, integrated with a good structural char will automatically surprise other phases of design and will emerge out successfully We know that (thrust/wt) takeoff= (thrust/weight) cruse*(Ttakeoff/Tcruise/Wtakeoff) We know that (thrust/weight) cruise=1/ (L/D) cruise =1/12.2=0.0819 We will get (Wcruise/Wtakeoff) as (Wx/Wo) = (W1/Wo)(W2/Wo)(W3/W2)

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W1/Wo=0.96Wo W1=0.97*(191011) =185280.67 W2/W1=0.985 W2=0.985*185280.67 =182501.46 W3/W2=0.818*182501.46 W3=149286.19 As we have to find the fraction of wt at take off to0 the wt at cruise, Wb/W1=149286.19/185280.67=0.805 (thrust/wt) takeoff= (thrust/wt) cruise*(T take off/T cruise)*(W cruise/W takeoff) Thrust=2100kw

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Wing design:
Wings are most important in a/c to generate lift. The cross section of wing is normally and mostly an aerofoil shape. This assures stream lining and reduces the drag. The design and selection of wing includes chord calculation, aerodynamic center location, and selection of various angles.

CHORD:
It is the line joining from leading edge to trailing edge of an aerofoil, in case of a tapered wing the chord at the root is greater than the chord at the tip.

ROOT CHORD:
It can be determined by evoking the expression. C root=2S/ b (1+) S=wing area b=wing span =chord taper ratio for low speed subsonic a/c is 0.45 S= (W/W/S) = (21000/320)=65.625m2

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AR=b^2/S 10.9=b2/65.625 b=26.74m Root chord (C root) 2S/ b (1+1mda) =2*65.625/26.74*(1+0.45) =3.385m C root= 3.385m

TIP CHORD:
Tip chord can be found from the below expression =tip chord/root chord tip chord C tip=*root chord =0.45*3.385=1.523m ROOT MEAN CHORD: ()=2/3Croot(1++^2/(1/)) 2/3*3.385(1+0.452/1+0.45)= ()=1.87m

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AERODYNAMINC CENTER (A/D):

It is the point at which the aerofoil where in the coefficient of moment does not vary with in the change in the angle of attack. Aerodynamic center always lies on the root main chord as a distance of 0.25 from the leading edge of sub sonic a/c (A/D)=0.25C root =0.25*2.99 (A/D)=0.7475m DISTANCE OF MEAN CHORD FROM THE FUSELAGE CENTER: The distance () can be cal from the formula =(b/6)*1+2/1+) =26.74/6*[1+ (2*0.45)]/1+0.45 =5.839

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FUSELAGE DESIGN:
It is hallow and strong tube. It is the main part of the a/c which holds the crew, cargo and the passenger. It indicates all the parts of the a/c and holds them up. The fuselage is always streamlined to minimize the amount of drag produced. The center of the gravity always lies within the fuselage. This fuselage consists of cockpit where all the a/c controls are controlled here As we know L/b=0.84 L=length of fuselage b=span We know b=26.74 l=26.74*0.84 l=22.46m As we know the fitness ratio as. L/d=4.5 d=22.46/4.5 d=4.991m Length of the empennage of the nose

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=1/10 of length of the fuselage =1/10(22.46) =2.246m DIAMETER OF THE NOSE CONE AND EMPENNAGE: Lnose/dia nose=1.7 Dia nose=2.246/1.7=1.321m Length emp/dia emp=1.8 Dia emp=2.246/1.8=1.247m Wt area: S reference =C root * dia fuselage = 3.385 *4.991=16.89m We know S=S ref+ S wet We have seen: S=65.625m S wet=S-Sref =65.625-16.89=48.735m

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Drag and lift estimation:

Like thrust and wt, drag too is a force the thrust produced by the power plant, has to overpower those drag force and only by that way the a/c can be suspends in the air. Thrust is an aerodynamic force to the direction of motion. The drag can be est by the formula D= (1/2)**Vstall^2*S*Cd Cd is coefficient of drag CD=CDo=[(CLmax) ^2/(*e*AR)+ The right hand side has two terms in the eq.the first is parasite drag term and the second is the induced drag term. CDo=CDe*(S wet/S ref) CDe is the effective friction co efficient and its value is 0.003 S wet/S ref=48.735/16.89=2.885 CDo=0.01*2.885=0.02885 CD=CDo+ (CLmax/e AR) =0.02885+ (1.28/3.14*0.9*10.9)=0.07038 Drag= (1/2) *Vstall^2*S*CD =0.5*0.42*37.252*65.625*0.07038=1363.9N

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lift:

The term lift is generally associated with an a/c although lift is also generated by rotor on helicopter, sails, and keels on the sailboats, and wind turbines. While the common meaning of lift suggests that it opposes gravity, aerodynamic lift can be in any direction.

We very well know that lift L is given by L= (1/2)**Vstall^2*s*CLmax =0.5*0.42*37.332*65.625*1.28 =24581.84N

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Performance:
The evaluation of performance of an aircraft involves of quantities such as take off distance, landing distance, rate of climb, climb angle, bank angle, and minimum load factor for turn angle, turn radius, angular velocity, and endurance. The performance is evaluated with the help of simple parameters like weight, lift and drag coefficients, and engine thrust characteristics. The formulas used are in the perspective of preliminary design stage of an aircraft. Accurate results require much more numerical data.

Take off distance Sto

The distance or the length of the runway required for an aircraft to be air born success fully is given by the formula Sto = * 1.44 * (Wtk)^2+ / (g**s*CLmax)+ * (T-D) + r (Wo - L) ] r is the friction coefficient of runway and is usually 0.02 is the density at sea level T, W, Wtk, WO are in new ton Sto = [ 1.44*2.8 * 1020 ] / (9.81 * 1.225 * 500.18 * 0.5867 ) [258200 - 10520 + 0.02 *50000 ] = 1400m

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Hence Sto = 1.4 km

Landing distance SL The length of the run way required for an air craft to come to a halt after it touches is given by SL = *1.67 * ( wl ) ^ 2+ / (g**s*CLmax ) * (T-D) + R (Wo L )] Landing weight WL is calculated from the expression below

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WL = WL 30% (WO) = 1.12 km

Hence

, SL = 2.8 km

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Rate of climb Roc and climb angle

Rate of climb is nothing but the rate at which an air craft climbs up when it is in pitch up position. The angle at which it climbs in to the atmosphere is called climb angle

They are given by the following formulaes Roc = Vcruise * (T-D) / WO =[520*(1700000-1275000) ] / 1729650 =125.8 m / s

Hence, Roc = 125.8 m / s Roc = Vcruise * sin

Sin =RoC / Vcruise = sin^-1 (125.8 / 520) =140

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Bank angle:
The angle between the lateral axis and the horizontal surface of the earth is called bank angle It is given by = cos^ -1 (W/L) = COS^-1 (0.61 / 1.53) =66o42

Load factor for turn (nm)

Minimum Load factor required for turn is given by, Nm = [T/W] * [L/D] where [T/W] is 0.25 from table =0.25*12.2 =3.05

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Turn angle
The angle with which the aircrafts makes a turn with respect to the horizontal axis of the earth is called turn angle Tan = (3.05^2 1 )^0. =tan ^-1 [3.05^2 - 1] ^ 0.5 =90111

Turn Radius R
The radius which the air craft covers a turn is turn radius and is given by R = Vcruise^2 / [ g* ( nm ^2 1 ) ^0.5 ] =520^2 / [9.81* (3.05^2 -1) ^ 0.5] = 9566.06 m

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Endurance E
Endurance is nothing but the Amount of time spent by the aircraft in air , it is calculated from the expression E = ln (WL/Wo)*[(L/D)] Where (L/D) and C for endurance is 1.6 & 0.4 respectively = - ln (1.12 / 1.91) * [12.2] = 6.51 Hrs

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V-N DIAGRAM
The V-n diagram is a graph portraying load factor vs velocity for given airplane, along with the constrains on both n and v due to structural limitations. The V-n diagram illustrates some particularly important aspects of overall airplane performance. Load factor aids us in fixing boundaries to an aircraft within which the aircraft is free to perform and operate. Load factor is dependent on gravity and hence depending on that we have corresponding on that we have corresponding velocities and eventually V-n plot. For our calculation, we consider load factors direct proportionality to the square of velocity. Load factor is given by n= V2/Vstall2 Positive load factors indicate that the aircraft is ascending up. When n=1, V=37.5 m/s When n=2, V=53.03 m/s When n=3, V=64.95 m/s When n=4, V=75 m/s Negative load factors are experienced by aircraft when it descends down When n=-1, V=-37.5m/s When n=-2, V=-53.03 m/s

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When the velocity is 0, load factor is also zero.

Load factor n=1 gives an initial boundary limit and a dive speed of 200.25 m/s gives final boundary limit.

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The area exposed by continues lines in the plot is the regime in which the aircraft is bound to perform an operate. The first vertical line crossing X-axis at 33.33m/s sets the boundary of minimum speed Vmin. The second vertical line crossing X-axis at 200.25m/s sets the boundary of maximum speed Vmax. Thus the aircraft can operate between velocities of 37.3m/s and 200.25m/s.

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SUMMARY OF DESIGN FEATURES

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CONCLUSION
Early aircrafts were developed in response to very simple requirements. Today, complex set of requirement like specification of airplane performance, safety, reliability and maintainability, and other are included. Because the companies are continuing to try improve on the strategy. In the early days of airplane design, people did not do much computation. The design teams tended to be small. Modern design projects are so complex that the problem has to examine advertisement for aircrafts; the definition of the best aircraft is very simple. Aircraft Company sells the fastest, most efficient, quietest, most in expansive airplanes with the shortest field length. Unfortunately such an airplane cannot exist. As professor Bryson, the father of scientific climatelogy puts it, you can only manke one thing best at time. The most expansive airplane would surely not be the fastest; the most efficient would not be the most comfortable.

Airframe manufacturers are continuously creating innovative design, making greater use of new lightweight materials and increasing their focus on passenger comfort. Achieving a perfect balance between these competing requirements represents a tremendous challenge for the design and engineering of the airframe.

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REFERENCE
The following are the list of the books and websites which helped us to make our dream a reality and brought our aircraft to life.

Aircraft design-conceptual approach-by Raimer Introduction to flight-by John D. Anderson Aerodynamics for engineers- by Arthur and carruther Aircraft design projects for engineering students B Lloyd and R.Jenkinson Websites www.google.com www.wikipedia.com www.airliners.com www.airtoaircombat.com www.ebookee.com www.nasa.gov.in

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