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INSTITUTE OF TECHNOLOGY
(Approved by AICTE & Affiliated to Anna University)
COIMBATORE 641 105
NAME : ___________________________________________
Page | 1
REG.NO
: ___________________________________________
SUBJECT
: ___________________________________________
COURSE
: ___________________________________________
ADL
Staff In charge:
INTERNAL EXAMINER
Page | 2
EXTERNAL EXAMINER
ADL
AIRCRAFT DESIGN
PROJECT- I
DESIGN OF DESIGNING OF SUPER
JUMBO AIRCRAFT
(800- PASSENGERS)
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CONTENT
S.NO
Page | 4
PAGE NO
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ABSTRACT
In the Aircraft Design Project we have decided to design a super
jumbo aircraft with a passenger seating capacity of 800 nos. The
aircraft parameters like cruise velocity, cruise altitude, wing loading
etc. And weight estimation, airfoil selection, wing selection, landing
gear selection has been made with extreme care after a several
comparison with a few same types of aircrafts. . The adequate details
have been collected to make our calculation easier and to make
design more precision. The details have been collected from various
sources which are given in the bibliography.
Even though there are huge jumbo aircrafts exist there such as A380,
B747, A340, MD-12LR which having a seat capacity around a 600 in
no. only A380 and B747 are the double deck aircrafts ever built for
civil aviation.
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: area
: aspect ratio
AW : wetted area
a
ac
: aerodynamic centre
:breadth, width
:span
CR
: CB root chord
CD
: drag coefficient
CF
Cf
CL
: lift coefficient
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ADL
Cl
CLi
CL
CL
Cm
: pitching-moment coefficient
Cn
: yawing-moment coefficient
Cp
: pressure coefficient; power coefficient; specific heat at constant
pressure
CT
: thrust coefficient
CHT
: Drag
: Endurance
: Oswald efficiency
JA, JT
: Symbols
hOB
: Obstacle height
k1
: Proportionality constant
kuc
KA , KT
: Symbols
: Lift
L
D loiter
Page | 7
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L
D cruise
mff
: Range
Re
: Reynolds Number
R/C
: Rate of climb
: Wing Area
Sa
: Approach distance
Sab
Sf
: Flare distance
Sg
: Ground Roll
Sref.
Swet..
: Power
Pcruise
: Thrust at cruise
Ptake-off
: Thrust at take-off
loiter
cruise
Page | 8
Thrust
ADL
takeoff
Vcruise
: Velocity at cruise
Vstall
: Velocity at stall
VLO
VTD
Wcrew
: Crew weight
Wempty
Wfuel
: Weight of fuel
Wpayload
: Payload of aircraft
W0
W
S
: Wing loading
: Density of air
: Dynamic viscosity
: Tapered ratio
OB
: Turning angle
: Gliding angle
R/C
: Rate of climb
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INTRODUCTION
Need for airplane design
An airplane is designed to meet the functional, operational and safety
requirements set by or acceptable to the ultimate user. The actual process of design is a
complex and long drawn out engineering task involving:
Over the year of this century, aircraft have evolved in many directions and
the design of any modern plane is a joint project for a large body of competent engineers
and technicians, headed by a chief designer. Different groups in the project specialize in the
design of different components of the airplane, such as the wing, fuselage etc.
A new experimental plane has to meet higher performance requirements
than similar planes already in service. Hence design laboratories involved in experimental
and research work are indispensable adjuncts to a design office. These laboratories as well
as allied specialized design offices and research institutions are concerned in helping the
designer to obtain the best possible solutions for all problems pertaining to airplane design
and construction and in the development of suitable components and equipment.
Airplane design procedure is basically a method of trial and error for the design
of component units and their harmonization into a complete aircraft system. Thus each trial
aims at a closer approach to the final goal and is based on a more profound study of the
various problems involved. The three phases of aircraft design are
Conceptual design
Preliminary design
Detailed design
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FIG: 1
FIG: 2
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Conceptual design
Aircraft design can be broken into three major phases, as depicted in figure. Conceptual
design is the primary focus of this book. It is in conceptual design that the basic questions of
configuration arrangement, size and weight, and performance are answered.
The first question is can an affordable aircraft be built that meets the requirements? if not,
the customer may wish to relax the requirements.
Conceptual design is a very fluid process. New ideas and problems emerge as a design is investigated
in increasing detail. Each time the latest design is analyzed and sized, it must be redrawn to reflect
the new gross weight, fuel weight, wing size, and other changes. Early wind tunnel test often revel
problems requiring some changes to the configuration.
Preliminary design
Preliminary design can be said to begin when the major changes are over. The big
questions such as whether to use a canard or an aft tail have been resolved. The
configuration arrangement can be expected to remain about as shown on current drawing,
although minor revisions may occur. At some point late in preliminary design, even minor
changes are stopped when a decision is made to freeze the configuration.
During preliminary design the specialists in area such as structure landing gear and
control systems will design and analyze their portion of the aircraft. Testing is initiated in
areas such as aerodynamics, propulsion, structures, and control. A mockup may be
constructed at this point.
A key activity during preliminary design is lofting. Lifting is the mathematical
modeling of the outside skin of the aircraft with sufficient accuracy to insure proper fit
between its different parts, even if they are designed by different designers and possibly
fabricated in different location. Lofting originated in shipyards and was originally done with
long flexible rulers called splines. This work was done in a loft over the shipyard; hence
the name.
The ultimate objective during preliminary design is to ready the company for the detail
design stage, also called full-scale development. Thus, the end of preliminary design usually
involves a full scale development proposal. In todays environment, this can result in a
situation jokingly referred to as you-bet-your-company. The possible loss on an overrun
contrast o from lack of sales can exceed the net worth of the company! Preliminary design
must establish confidence that the airplane can be built in time and at the estimated cost.
Detailed design
Assuming a favorable decision for entering full scale development, the detail design
phase begins in which the actual pieces to be fabricated are designed. For example, during
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conceptual and preliminary design the wing box will be designed and analyzed as a whole.
During detail design, that whole will be broken down in to individual ribs, spars and skins,
each of which must be separately designed and analyzed.
Another important part of detailed is called production design. Specialist determine
how the airplane will be fabricated, starting with the smallest and simplest subassemblies
and building up to the final assembly process. Production designers frequently wish to
modify the design for ease of manufacture; that can have a major impact on performance or
weight. Compromises are inevitable, but the design must still meet the original
requirements.
It is interesting to note that in the Soviet Union, the production design is done by a
completely different design bureau than the conceptual and preliminary design, resulting in
superior reducibility at some expense in performance and weight.
During detail design, the testing effort intensifies. Actual structure of the aircraft is
fabricated and tested. Control laws for the flight control system arte tested on an ironbird simulator, a detailed working model of the actuator and flight control surfaces. Flight
simulator are developed and flown by both company and customer test pilot.
Detail design ends with fabrication of the aircraft. Frequently the fabrication Begins on
part of the aircraft before the entire detail-design effort is completed. Hopefully, changes to
already- fabricated pieces can be avoided. The further along a design progresses, the more
people are involved. In fact, most of the engineers who go to work for a major aerospace
company will work in preliminary on detail design.
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THE DESIGN
Design is a process of usage of creativity with the knowledge of science
where we try to get the most of the best things available and to overcome the pitfalls the
previous design has. It is an iterative process to idealism toward with everyone is marching
still.
Design of any system is of successful application of fundamentals of
physics. Thus the airplane design incorporates the fundamentals of aerodynamics,
structures, performance and stability & control and basic physics. These are based on
certain degree of judgment and experience. Every designer has the same technical details
but each design prevails its own individuality and the mode of the designer.
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FIG: 3
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Manufacturer
AIRBUS
BOEING
BOEING
McDON.
Type
Model
A340600
747400
777300
/DOUG.
MD-12LR
2002
1988
1998
Engine Manufacturer
R-R
P&W4062
R-R
R-R/GE/PW
Model / Type
Trent 556
4056
Trent 895
CF6-80C2
No. of engines
SFC
Bypass ratio
Dry Weight
Diameter
Length
.54lb/lbf-hr
.56lb/lbf-hr
.575lb/lbf-hr
.23lb/lbf-hr
36:03:01
5.0:1
38:04:01
5-5.31
4835kg
4890kg
5942kg
4472.42kg
2.5m
2.54m
3m
2.69m
3.9m
4.41m
4.36m
4.26m
249.1
252.4
423.0
284.7
475
660
550
660
440
496
479
380
412
394
481
No. abreast
10
10
11/8
187.74
171.00
200.50
126.40
Volume per
passenger
Mass (Weight) (kg):
0.40
0.26
0.36
0.19
Ramp
365900
397730
299600
Max. take-off
365000
396830
299370
430846
Max. landing
254000
285760
237685
291468
Zero-fuel
240000
242670
224530
273308
61186
68570
85489
Accommodation:
Max. payload
63000
29311
Design payload
36100
39140
45695
151890
176206
197332
Operational empty
177010
181484
Page | 17
155960
187819
ADL
Manufacturer
AIRBUS
BOEING
BOEING
McDON.
Type
Model
A340600
747400
777300
/DOUG.
MD-12LR
0.485
0.457
0.521
0.436
Max. Payload/Max.
T/O
Max. Fuel/Max. T/O
0.173
0.154
0.229
0.423
0.407
0.452
Max. Landing/Max.
T/O
Fuel (litres):
0.696
0.720
0.794
Standard
195620
204350
171170
Weight Ratios:
Optional
0.677
216850
Fuselage:
Length (m)
69.57
68.63
72.88
58.82
Height (m)
5.64
8.10
6.20
8.51
Width (m)
5.64
6.50
6.20
7.47
Finess Ratio
12.34
10.56
11.75
7.87
Area (m)
437.30
525.00
427.80
543.00
Span (m)
61.20
62.30
60.90
64.92
MAC (m)
8.35
9.68
8.75
9.80
Aspect Ratio
8.56
7.39
8.67
7.76
Taper Ratio
0.220
0.275
0.149
0.215
Wing:
Average (t/c) %
1/4 Chord Sweep ()
9.40
31.10
37.50
31.60
35.00
S2
S3
S2/S1
S2
0.625
0.639
2.758
Area (m )
78.7
Slats
Manufacturer
AIRBUS
Type
Model
kruger
Slats
slats
BOEING
BOEING
McDON.
A340600
747400
777300
/DOUG.
MD-12LR
Area (m)
47.65
77.10
53.23
96.10
Height (m)
9.44
10.16
9.24
12.90
48.1
Vertical Tail:
Aspect Ratio
1.87
1.34
1.60
1.73
Taper Ratio
0.350
0.330
0.290
0.345
45.00
45.00
46.00
40.00
27.50
30.00
31.65
24.50
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ADL
Sv/S
0.109
0.147
0.124
0.177
SvLv/Sb
0.049
0.071
0.065
0.067
Area (m)
93.00
136.60
101.26
113.80
Horizontal Tail:
Span (m)
21.50
22.08
21.35
22.55
Aspect Ratio
4.97
3.57
4.50
4.47
Taper Ratio
0.360
0.265
0.300
0.326
30.00
32.00
35.00
35.00
28.60
32.50
32.95
24.67
Sh/S
0.213
0.260
0.237
0.210
ShLh/Sc
0.729
0.874
0.891
0.528
Track (m)
10.70
11.00
11.00
11.59
Wheelbase (m)
32.50
25.60
25.80
26.84
42.80
41.00
2;16
2;12
1.250
1.118
Undercarriage:
2;12
Length (m)
6.10
2;16
0.457
5.64
7.30
7.27
3.05
2.90
3.20
3.10
Spanwise location
0.296/0.625
0.376/0.667
0.326
0.370/0.630
Manufacturer
AIRBUS
BOEING
BOEING
McDON.
Type
Model
A340600
747400
777300
/DOUG.
MD-12LR
366.32
393.06
353.87
378.33
834.67
755.87
699.79
793.45
0.2783
0.2593
0.2881
0.269
Loadings:
Max. power load
(kg/kN)
Max. wing load
2
(kg/m )
Thrust/Weight Ratio
Take-off (m):
ISA sea level
3100
3310
3550
3600
3080
ISA 5000ft
4250
4390
2240
2130
1860
2240
2130
1860
3540
ISA 5000ft
2410
2410
2577
Speeds (kt/Mach):
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ADL
V2
185
Vapp
144
153
Vno/Mmo
330/M0.86
365/M0.92
Vne/Mme
365/M0.93
445/M0.97
CLmax (T/O)
CLmax (L/D @ MLM)
330/M0.87
/M0.85
1.92
2.87
2.38
Max. cruise :
Speed (kt)
507
Altitude (ft)
35000
Fuel consumption
(kg/h)
Long range cruise:
11370
Speed (kt)
490
Altitude (ft)
35000
Fuel consumption
(kg/h)
9950
Manufacturer
AIRBUS
BOEING
BOEING
McDON.
Type
Model
A340600
747400
777300
/DOUG.
MD-12LR
Max. payload
5700
6857
Design range
7500
7100
7800
8310
Ferry range
8800
Range (nm):
8000
5604
Design Parameters:
W/SCLmax
2857.63
3117.51
W/SCLtoST
3912.54
4579.90
Fuel/pax/nm (kg)
0.0460
0.0500
Seats x Range
(seats.nm)
3300000
3521600
TABLE: 1
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MISSION PROFILE
FIG: 4
0-1 Take-off
1-2 Climbing
2-3 Cruising
3-4 Descending
4-5 Loitering
5-6 Descending
6-7 Landing
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SEGMENT DETAILS
MISSION
DESCRIPTION
ALTITUDE
DISTANCE
TIME
GROUND
2750m
5min
SEGMENT
0-1
RUN
1-2
ASCENT
0-13Km
20 Km
6 min
2-3
CRUSING
13 Km
10300 Km
9 hrs.
3-4
LOITER
5 km
30min
4-5
DECENT
15 Km
5 min
5-6
LANDING
2050 m
2min
13 Km
13-0 Km
0
TABLE: 2
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ESTIMATION OF WEIGHT
The weight of the aircraft (W) is the key factor in almost aircraft performance problems. The
gross weight is distributed in the following manner:
Wstructure consists of the wing, fuselage, under-carriage & the empennage and accounts
for about 32% of the gross weight, i.e., 0.32W.
Wfixed
equipment includes the passenger seats, food, baggage racks, lavatories, air-
conditioning, avionics and other passenger amenities. This adds to the weight by about
0.05W.
Wpowerplant is the weight of the engine and its systems. The initial assumption of engine
weight is assumed to be 0.055W which may be modified later to suit thrust requirements.
Wfuel is the weight contribution of the fuel to the total weight. It depends on the range also
includes the Reserve fuel that is used in case of an emergency. It adds to the gross weight by
a factor of 0.3W.
Wcrew + Wpassengers accounts for the remaining weight. i.e., 0.275W. Taking passenger &
baggage weight into consideration, a maximum of 1800N per passenger is permissible. As
for a crew member, 1000N would suffice.
CLIMB:
W2/W1-0.985
W1 = Weight at the start of climb
W2 = Weight at the end of climb
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CRUISE:
( )
W3/W2=
Vcru = 253m/s
Vcr = 910.8km/hr.
Time=7.539 hr.
ADL
Page | 26
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Chart 2
W3/W2=
( )
=
= 0.6708
W3/W2 =0.6708
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LOITER:
W3/W4
E = (1/ct)*(L/D) max*ln(W3/W4)
E = 30 min = 0.5 hr.
0.5 = (1/0.4)*17*ln(W3/W4)
0.5 = 42.5*ln(W3/W4)
Ln (W3/W4) = 0.0117647
0.0117647 = 1.011834
W4/W3 = 1/1.011834
= 0.98813
W4/W3 = 0.98813
LAND:
W5/W4 = 0.995
HALTING:
Wf/Wg = 1.06(1-Wh/Wg)
Wh/Wg =W5/W4*W4/W3*W3/W2*W2/W1*W1/W0
= 0.995*0.98813*0.6708*0.985*0.97
= 0.63014
Wf/Wg = 1.06(1-0.63014)
= 0.392052
Wf/Wg = 0.392052
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(L/D)m W1/
ax
W0
W2/
W1
W3/
W2
W4/
W3
W5/
W4
Wf/
Wg
(L/D)crui
se
11
0.97
0.985
0.539
0.978
0.995
0.502
9.526
12
0.97
0.985
0.568
0.981
0.995
0.530
10.392
13
0.97
0.985
0.593
0.982
0.995
0.554
11.258
14
0.97
0.985
0.616
0.984
0.995
0.576
12.124
15
0.97
0.985
0.636
0.985
0.995
0.595
12.99
16
0.97
0.985
0.654
0.986
0.995
0.613
13.856
17
0.97
0.985
0.671
0.991
0.995
0.630
14.722
17.43
0.97
0.985
0.677
0.989
0.995
0.637
15.094
TABLE: 3
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EMPTY WEIGHT
We = Empty weight of the aircraft.
We/Wg = AWgC
A=1.02
C= -0.06
We/Wg = 1.02(Wg) ^-0.06
Wf/Wg
(L/D)max
Wpay/Wg
Wg
We/Wg
0.5277
11
0.0108
550000
0.4615
0.4985
12
0.0401
551000
0.4614
0.4727
13
0.0666
555000
0.4613
0.4497
14
0.0891
557000
0.4612
0.4289
15
0.1101
560000
0.4610
0.4103
16
0.1291
565000
0.4607
0.3921
17
0.1475
569000
0.4605
0.3852
17.43
0.1543
571000
0.4604
TABLE: 4
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FOR
(L/D) max = 17;
Wf/Wg = 0.3921
By substituting the values in above equation we get
We/Wg = 1.02(569000) ^ (-0.06)
= 0.4601
Wg = (Wcrew + Wpayload )/ {1-Wf/Wg-[1.02(Wg)^(-0.06)]}
= (73800+10100) / (1-0.3921-0.4601)
=569199.46 kg
Wg = 569199.46
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Wpay/Wg = 83900/569199.46
= 0.1474
Wpay/Wg + We/Wg + Wf/Wg = 1
0.1474+0.461+0.3921 = 1.0005
1.0005 ~ 1
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(L/D)maxvs Wf/Wg
Wf/Wg
0.6
Wf/Wg
0.55
0.5
0.45
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
0
0
10
12
14
16
18
(L/D)max
20
GRAPH: 1
(L/D)max
Wf/Wg
11
0.5277
12
0.4985
13
0.4727
14
0.4497
15
0.4289
16
0.41025
17
0.39205
17.43
0.38518
TABLE: 5
Page | 33
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(L/D)maxVsWg
572500
570000
567500
565000
Wg
562500
560000
Wg
557500
555000
552500
550000
547500
0
10
12
14
16
18
20
(L/D)max
GRAPH: 2
(L/D)max
Wg
11
550000
12
551000
13
555000
14
557000
15
560000
16
565000
17
569000
17.43
571000
TABLE: 6
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Va ~ 1.3(Vs) land
VTD ~ 1.15(Vs) land
Sland (feet) = 0.3{ Va (in knots)} 2
Vs = {2Wland/(S*CLmax*0*)} 0.5
= (2Pland/CLmax*0) 0.5
Approach Velocity.
Va = (Sland /.3).5=149.7299knots.
1 Knot=1.853km/hr.
=0.5148m/s
Va=77.08m/s
Stalling Velocity.
Vstall=Va/1.3
=59.2923m/s
Pland=(3*1.225*1*59.232)/2.
=6446.30N/m3.
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Pland = 6446.30
W/S = Pland*(WTO/Wland).
For Stalling Velocity of 59.8m/s.
Pland =(3*1.225*1*59.82)/2
=6570.97N/m2
S =Wg/Pland
= (569000*9.81)/6570.97
= 849.476m2.
S = 849.476m2
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W/S vs Vs
110
100
90
80
70
Vs
60
50
Vs
40
30
20
10
0
0
2500
5000
7500
10000
12500
15000
17500
20000
W/S
GRAPH: 3
W/S
Vs
4593.75
50
6615
60
9003.75
70
11760
80
14883.75
90
18375
100
TABLE : 7
Page | 37
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t`=Tvmax/W
t`=(.5**Vmax2*s*Cd)/W
0.5Vmax2=qmax ; W/S=P
t`=(Cdqmax)/P
CD0=Cfe*Swet/S
Estimation Of Wetted Area:
CD0(approximate)=0.015
Log10Swet =C+d*log10WTO
WTO in lbs.& Swet in ft.2
Cfe= 0.0030
From reference 2 Table 3.5,Page 122
C=0.0199
d=0.778
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Determination Of Drag:Drag is the resolved component of the complete aerodynamic force which is parallel to the
flight direction (or relative oncoming airflow). It must always act to oppose the direction of
motion.
It is the undesirable component of the aerodynamic force while lift is the desirable
component.
There are only two sources of aerodynamic force on a body moving through a fluid- the
pressure distribution and the shear stress distribution acting over the body surface.
Therefore there are only two general types of drag:
Pressure Drag : due to a net imbalance of surface pressure acting in the drag direction.
Friction Drag : due to the net effect of the shear stress acting in the drag direction.
Amount of drag generated depends on the Planform area (S), air density (), flight speed (V),
drag coefficient (CD) CD is a measure of aerodynamic efficiency and mainly depends upon
the Section shape, Planform geometry, angle of attack (), compressibility effects (Mach
number), and viscous effects (Reynolds number).
Cd=Cd0+KCl2.
Cd0 Parasite Drag Coefficient.
D0 = D0wing+D0Fus+DoNac+D0HT+D0VT+D0ETC
CD0 =D0/ (0.5V2S)
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K = 1/ (*A*)
e = 0.85
A = 7.5
K = 1/(*0.85*7.5)
K = 0.04993
Cd= Cd0+KCL2
= 0.4671
Clean
0.8 to 0.85
0.01 to 0.02
0.75 to 0.8
Landing flaps
0.05 to 0.075
0.7 to 0.75
Landing gear
0.015 to 0.025
No effect
TABLE : 8
1. Clean configuration
CD clean = KCL2
= 0.04993*32
= 0.4494
CD = CD0 + KCL2
e (1) = 0.8
CD0 (1) = (0.02+0.025)
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Cd = 0.5225
2. Take- off flaps (gear up)
CD = CD0 + KCL2
e (2) = 0.8
CD0 (2) = 0.07
Cd = 0.5475
4. Landing flaps (gear up)
CD0 (3) = 0.095
e(3) = 0.75
Cd = 0.6043
5. Landing flaps (down up)
CD0 (4) = 0.1
e(4) = 0.75
Cd = 0.6093
Break up Drag Polar
CD = F1 + F2 (w/s) + F3 (w/s) 2
F1 = sum of the CD values of wing, stabilizers area.
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F1 = 0.003*3*(1+0.26)
F1 = 0.02275
F2 = (CD-F1)/ (w/s)
= 0.4671-0.02275/6446.30
F2 = 6.893*10-5
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W/S vs Vmax
400
350
300
Vmax
250
200
Vmax
150
100
50
0
0
2000
4000
6000
8000
10000
12000
W/S
GRAPH : 4
W/S
Vmax
877.5039
100
1974.38
150
3510.016
200
5484.399
250
7897.535
300
10749.42
350
TABLE : 9
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=
=
q Hmax = 0.5*Hmax*Vmax2
t `H = Treq/W
= qHmax*(
P=
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For different values, we get the results as shown in the below table.
W/S vs VHmax
400
350
300
VHmax
250
200
VHmax
150
100
50
0
0
2000
4000
6000
8000
10000
12000
W/S
GRAPH : 5
W/S
VHmax
789.55
100
1796.738
150
3194.22
200
4990.938
250
6179.508
278.18
7186.95
300
9782.238
350
TABLE: 10
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W/S =
V(R/C) max =
( )
= 11.58W/S
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W/S vs V(R/C)max
350
300
V(R/C)max
250
200
V(R/C)max
150
100
50
0
0
1000
2000
3000
4000
5000
6000
7000
8000
9000 10000
W/S
GRAPH: 6
W/S
V(R/C)max
5397.236
250
5837.651
260
6295.337
270
6770.294
280
7262.522
290
7772.02
300
8298.79
310
8842.83
320
TABLE: 11
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COMPARATIVE GRAPH
W/S vs V(R/C)max
400
350
300
V(R/C)max
250
Vs
200
Vmax
VHmax
150
V(R/C)max
100
50
0
0
2000
4000
6000
GRAPH: 7
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COMPARATIVE TABLE
W/S
Vs
W/S
Vmax
W/S
VHmax
W/S
V(R/C)max
4593.75
50
877.5039
100
789.55
100
5397.236
250
6615
60
1974.38
150
1796.738
150
5837.651
260
9003.75
70
3510.016
200
3194.22
200
6295.337
270
11760
80
5484.399
250
4990.938
250
6770.294
280
14883.75
90
7897.535
300
6179.508
278.18
7262.522
290
18375
100
10749.42
350
7186.95
300
7772.02
300
TABLE: 12&13
S. No.
Design Parameter
Value
Unit
1.
Aspect Ratio
7.5
(no unit)
2.
Wing Span
79.75
3.
Height
24.45
4.
Length
72.73
5.
Wing Area
849.47
m2
6.
Max Speed
1001.448
km/hr
7.
Cruise Speed
910.8
km/hr
8.
Range
10300
km
9.
Service Ceiling
43,028
ft
10.
Rate of Climb
55.55
m/s
11.
569000
kg
12.
Empty Weight
262000
kg
13.
Payload
83900
kg
14.
Crew Members
(no unit)
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FUSELAGE DESIGN
INTRODUCTION
The fuselage (from French fusel "spindle-shaped") is an aircraft's main body
section that holds crew and passengers or cargo. In single-engine aircraft it will
usually contain an engine, although in some amphibious aircraft the single
engine is mounted on a pylon attached to the fuselage which in turn is used as
a floating hull. The fuselage also serves to position control and stabilization
surfaces in specific relationships to lifting surfaces, required for aircraft
stability and maneuverability.
Common practice to modularise layout:
Crew compartment, power plant system, payload configuration, fuel
volume, landing gear stowage, wing carry-through structure,
empennage, etc.
Or simply into front, centre and rear fuselage section designs.
Functions of fuselage:
Provision of volume for payload.
Provide overall structural integrity.
Possible mounting of landing gear and power plant.
Once fundamental configuration is established, fuselage layout proceeds
almost independently of other design aspects.
PRIMARY CONSIDERATIONS
Most of the fuselage volume is occupied by the payload, except for:
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Payload includes:
Pressurisation:
If required, has a major impact upon overall shape.
Overall effect depends on level of pressurisation required.
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Fuselage Aerodynamics:
Aim is to achieve reasonably streamlined form together with
minimum surface area to meet required internal volume.
Both drag and mass heavily influenced by surface area.
Require absence of steps and minimum number of excrescences.
Fundamental
applications.
differences
between
subsonic
and
supersonic
Nose Shape
Should not be unduly bluff.
Local changes in cross-section needed to accommodate windscreen
panels.
Windscreen angle involves compromise between aerodynamics, birdstrike, reflection and visibility requirements.
Windscreen panel sizes should be less than 0.5 m2 each.
Starting point for front fuselage layout is often satisfactory position for
pilots eye.
Reasonable nose length is about:
o 1.1 to 2.0 x fuselage diameter (subsonic).
o 4 x fuselage diameter (supersonic).
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Tail Shape
Smooth change in section required, from maximum section area to
ideally zero.
Minimisation of base area especially important for transonic/supersonic
aircraft.
Important parameter for determining tail upsweep angle is ground
clearance required for take-off and landing rotation.
Typically 12o to 15o.
FIG: 5
large
moment
arm
for
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From the above given locations of wings, the one chosen is the Low wing
configuration which gives improved landing gear stowage & more usable flap
area.
Empennage Layout
Vertical Surface
Single, central fin most common arrangement, positioned as far aft as
possible.
Horizontal Surface
Efficiency affected by wing downwash, thus vertical location relative to
wing important.
Usually mounted higher than wing except on high wing design or with
small moment arm low tail can give ground clearance problems.
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FIG: 6
FIG: 7
Fuselage sizing:
Length of the fuselage(lf)=aw0c
a 0.1 to1.8,c 0.5 to 0.25
Assuming a =0.2335
c =0.25
Where length of the fuselage (lf)
=0.2335*1254430.189*0.25
= 72753.56
=72.75 m
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2D VIEW OF FUSELAGE
FIG: 9
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SELECTION OF AIRFOIL
The aircraft which is to be designed having a High Subsonic cruise speed say
Mach 0.85 which belongs to transonic speed, so that to avoid profile drag
SUPERCRITICAL AIRFOILS are chosen.
From the aerofoil data book various airfoils of required t/c are taken and are
tabulated for maximum lift coefficient and minimum drag.
TABLE: 14
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TESTING OF AIRFOIL
Airfoils For Wing:
Airfoil at wing root is a NASA SC(2)0610 and at wing tip the airfoil is NASA SC(2)0606.
FIG: 10 The airfoil NASA SC(2)0610 created using JAVAFOIL software by entering the co-ordinates.
FIG: 11 The airfoil NASA SC(2)0610 imported to XFLR5 An Airfoil Testing software.
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FIG: 13 The airfoil NASA SC(2)0606 created using JAVAFOIL software by entering the co-ordinates.
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FIG: 14 The airfoil NASA SC(2)0606 imported to XFLR5 An Airfoil Testing software.
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FIG: 16 Plots of Cl vs CD and Cl vs from XFLR5.( NASA SC(2)0610 & NASA SC(2)0606)
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FIG: 17 The airfoil NASA SC(2)0710 created using JAVAFOIL software by entering the co-ordinates.
FIG: 18 The airfoil NASA SC(2)0710 imported to XFLR5 An Airfoil Testing software.
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FIG: 20 The airfoil NASA SC(2)0010 created using JAVAFOIL software by entering the co-ordinates.
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FIG: 21 The airfoil NASA SC(2)0010 imported to XFLR5 An Airfoil Testing software.
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FIG: 23
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VERTICAL TAIL
VERTICAL TAIL = 30.5*(t/c) wing
ASPECT RATIO =1.39
TAPER RATIO = 0.424
t/c = 8
VERTICAL TAIL =1.73*8
= 13.66 m
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FIG: 24
ADL
RUDDER STEERING
DIRECT STEERING
TILLER STEERING
Maximum Takeoff Weight of the aircraft (from Weight Estimation) =
272.655t = 2672kN
TYRE SIZING
During landing and takeoff, the undercarriage supports the total
weight of the airplane. Undercarriage is of three types
Bicycle type
Tricycle type
Tricycle tail wheel type
FIG: 25
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FIG: 26
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FIG: 29
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Conclusion
The aircraft is designed and the parameters like cruise
velocity, wing loading, span etc... have been selected for our
aircraft. The weight estimation had been done to estimate
the weight of our aircraft. The wings, airfoil, landing gear
have been selected for our aircraft. The performance
calculations were also made to estimate the performance.
The aircraft parameters are in the optimum range and design
characteristics have been found to be satisfactory.
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REFERENCES
1. Aircraft Design: A Conceptual Approach 2ND Edition
Daniel P. Raymer
President, Conceptual Research Corporation
2. Airplane Design: Preliminary Sizing of Airplanes 3RD Edition
Dr. Jan Roskam
3. Lecture Notes on Aircraft Design, Department of Aerospace Engineering
I.I.T Madras, 2007
Tulapurkara.E.G
4. The Design of the Airplane
Darrol Stinton
5. Aircraft Design, Cambridge Aerospace Series
Ajoy Kumar Kundu
6. Aircraft Performance and Design 2ND Edition
John D. Anderson, Jr.
7. Janes All the Worlds Aircraft 1999-2000,
Janes information group ltd., Surrey,UK, 1999.
Jackson, P. (Editor)
8. Pilots Handbook of Aeronautical Knowledge 2ND Edition
Federal Aviation Administration
9. Wikipedia
www.wikipedia.org
10. Airfoil Investigation Database
www.worldofkrauss.com
11. The Cambridge Aerospace Dictionary
Bill Gunston,
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