MINISTRY OF EDUCATION AND SCIENCE OF

UKRAINE
National Aerospce University
N.E. Zhukovsky Kharkov Aviation Institute
Department 103

Hometask No. 1 :
Design of Long range passenger Aircraft in Zero
Approximation
Hometask No.2 :
Load carrying structure of passenger aircraft
K103 00.00-00.00.00.EN (GV)
Explanatory Note

Subject: General Arrangement of Aircraft

Bachelor direction 6051101 Aircrafts and Rocket
engineering
Developed by:
Student of 140F group,
Bidre Shivadas Adithya Das
Checked by :
Senior Teacher , Mr.
Danov .A.S

Kharkov 2016

Abstract
Design of Passenger Aircraft In Zero
Approximation

Das Hometask 1 , National Aerospace University

Kharkov 2014 pages.
In this home task I design a Passenger Aircraft with zero
approximation. In these parts we determine Take off mass in
Zero approximation. According to statically analysis Select
engine, determine Geometrical parameters and Finally Draw a
General view of Aircraft.

The purpose of design of a aircraft in zero approximation is

creation of a structure with unique characteristics, which ensures
more effective fulfillment of tasks, which may be traditional for
the given aircraft type or new tasks, which cannot be fulfilled
with other methods. The purpose of design is to develop a
project and realization of which being limited to a certain extent,
would ensure the most efficient reaching of the defined goals of
the design.
Figure

, Tables

, Bibliography

Key words :- Mass , Fuel , Thrust.

Content
Hometask 1

TASK INTRODUCTION
1.STATISTICAL DATA ANALYSIS
1.1.PROTOTYPES ANALYSATION & DESCRIPTION
1.2.STATISTICAL DATA TABLE & CONCLUSIONS
FOR
CHARECTERISTICS OF AIRCRAFTS
2.TACTICAL TECHNICAL DATA
3.SELECTION OF RELATIVE PARAMETERS
4. DETERMINATION OF MASS PARAMETERS
5. DETERMINATION OF ENGINE PARAMETERS
6.GEOMETRICAL DATA
7.1.DETERMINATION OF WING PARAMETERS
7.2.DETERMINATION OF FUSELAGE PARAMETERS
7.3.DETERMINATION OF TAIL UNIT PARAMETERS
8.DETERMINATION OF LANDING GEAR
PARAMETERS
DESCRIPTION
CONCLUSION

BIBLIOGRAPHY

Hometask 2
2.1 Determination of General Arrangements
of Airplane units
2.2 Load carrying structure of wing
2.2.1 Determination of load carrying
structure of a wing
2.2.1.1 concept of conventional spar
(spar ratio)
2.2.1.2 Criterion of load moment intensity
2.2.1.3 Determination of distance
between ribs and
stringers
2.3 Load carrying structure of fuselage
2.4 Load carrying structure of tail unit
section
2.5 Position and purpose of strong ribs and
frames in aircraft
structure
2.5 Load carrying structure of landing gear

Task
The development of an aircraft pilot project
comprises the following parts: statistical
forming of the aircrafts appearance,
calculation of flight and aerodynamic
characteristics of a aircraft, calculations of
provision of regular zone elements static
capacity, development of unit assembly
structures (wing spars, panels etc.), load
bearing elements of engine fastening
systems, calculations of centre of mass and
offset angle of landing gear for the safety of
the aircraft. And specifically saying the main
objective of task is to design passenger
aircraft in zero approximation with parameters
around my main prototype Airbus A380.
npass

L,km

Hcr,m

400

10,000

13,000

Vcr,km/hr

Ltor,m

900

2,950

Introduction
This is the explanatory note of the Home task for
designing long range Passenger aircraft in zero
approximation and also its Load carrying structure. My
main prototype is A380 which is Worlds largest
Commercial airliner which has capability of carrying
more than 700 passengers. This task consist of 7 parts
where I do statical analysis of aircraft with other 5
prototypes, and select the engine, determine the
geometrical parameters of aircraft . Finally by the values
that I calculated , I draw the general view of my aircraft .

2.Statistical Data Analysis :

2.1.Prototypes:
My Aircraft is Non maneuverable subsonic passenger aircraft.
Here is Prototypes I took for my aircraft design:

Airbus A380

Airbus 340

Boeing 747

Antonov 124

Lockheed c5 Galaxy

2.2.Statistical Data:
Table 2.2.1 Statistical parameter table.
Sl.N
o

Name of
Aircraft

A380

L,km

2
3

15,20
0
0.89
575

Mach
Mo
max,Tonnes
ML max,
394
tonnes

A340

B747

Lockheed
C-5 Galaxy

Antonov
124

KD
2255

5
6
7

No
.
1
2

Name of
Airplane

VCR,km
/h
L,km

Flight mass
data
3
4

m0 max ,
kg
mL , kg

Airbus
A380

Airbus
A340

Boeing
B747

900

893

871

15700

12400

16060

14310

A380

Boeing
747300

Airbus
A340500

57500
0

37784
2

37200
0

Boein
g
777200
34780
0

39400

29574

24000

26081

905

Tupol
ev Tu
204

Boein
g 757

850

850

7000

7222

Tupol
ev Tu
204

Boein
g 757

1107
50

11568
0

8950

95250

5
6

Mc
mf,kg

0
892
32354
6

2
610
33340
0

0
512
21481
0

6
594
20228
5

0
210
4100
0

200
43490

Power-plant Data
7

Type

Turbofa
n

Turbofa
n

Turbofan

No of
engine
s

PO
(NO),K
N

320

247

248

512

Dimensional Data
11
S,m2 845
12
13
14
15
16

17

L,m

Df,,m

p0 ,
N/m2
t0 ,

Turbofan

Turbofa
n

Turbofan

182

186

439.4

427

184.2

79.75

510.9
5
59.6

63.45

64.8

40.3

33.5

37.5

31.1

31.64

30.5

6.54

6.1

5.28

6.2

3.8

7.5

6.9

7.8

8.68

8.81

7.82

6600

7246.
9

8296.2

7982.2

5892.2

6119.
6

0.22

0.26

0.32

0.3

0.34

0.33

3.Tactical Technical Data

Table 3.1 Tactical Technical table.

185.2
5
38.05
30
3.54

Vm
ax
Km/
h
945

Vcr

P0
Hcr

Lto

Km/
h

km

900

1060
0

295
0

100
00

400

N/m2

Ncr

NPass

10

6600

4. Selection of Relative and Geometrical Parameters

Table 4.1: Parameters of the projected airplane.
C

bf

SAL

DF ,
m

0.1
2

0.14
3

0.1
7

11

6.54

HS

VS

HS

35

40

8.8

33.5

SVS

SHS

HS

VS

0.22

0.25

4.36

1.34

4.3
3

2.5

VS
2.75

They are :
Wing : aspect ratio , sweep angle , taper ratio , airfoil
thickness ratio C , flap chord ratio b
fl = bfl/b, flap angles
(take-off and landing positions) FL, ailerons relative areaSAL
= SAL/S.
Fuselage : aspect ratio F, diameter DF.
Tail unit : the relative area of horizontal surface SHS, the
relative area of vertical surface S
VS, aspect ratio of horizontal
surface HS, aspect ratio of vertical surface VS, sweep angle
of horizontal surface HS, sweep angle of vertical surface VS,
airfoil thickness ratio of horizontal surface CHS, airfoil

thickness ratio vertical surface CVS, taper ratio of horizontal

surface HS, taper ratio of vertical surface VS.

5.Determination of the airplane take-off mass

in zero approximation
The size and shape of the other parts of the airplane depends
highly on the take-off mass of the airplane.
Take-off mass of the airplane for zero approximation is
determined by the formula mentioned below. The necessary
parameters are obtained from the statistical data.
m0 = mC + mCR / (1-( mF + mPP + mEQ + mK
))

(5.1)

where m0 take-off mass of the airplane in zero

approximation; mC mass of cargo or payload; mCR mass of
crew; mK mass ratio of the airplane structure; mPP mass ratio of
the power-plant; mEQ mass ratio of the equipment; mF mass
ratio of fuel.
Mass of cargo mC is determined provided that the mass of
one passenger with luggage is 90kg. Therefore mass of cargo for
our airplane is determined by such equation:
mC=48000 (5.2)
mC =400 x 120 = 48000 kg
Mass of crew is determined provided mass of each crew
member to be 80 kg, and is calculated by the equation
mCR = 80 nCR,

(5.3)

mCR = 80 x 10 = 800 kg
where nCR number of crew members (pilots and stewards) is
established on the basis of processing statistical data or
mentioned above recommendations.

Value of mass ratio of fuel mF is determined by the formula:

mF= a + b.L/VCR

(5.4)

mF= 0.033 + 0.033 (10000 / 900)

mF= 0.484
where L flight range, km; VCR cruising speed of flight, km/h.
Factors a and b have values for airplanes with turbojet engines:
a = 0.033
b = 0.033
Mass ratio of structure mK, power-plant mPP, equipment mEQ for
the projected airplanes are obtained from table. 4 as follows:
mK

= 0.3

mPP = 0.10
mEQ = 0.10
mF

= 0.4

From Table 2.8 of development of a pilot project of an

aircraft

Then take-off mass of the airplane in zero approximation is

calculated by formula of m0.
mo= [(mc +mcr)/1-(mk+mpp+mEQ+mf)]
mo= 488000 Kg
Then the values Mass of structure mK and its components(mass
of wing mw, fuselage mF, tail-unit mTU, landing gear mLG), mass of
fuel mF, mass power-plant mPP, equipment mEQ for the projected
airplanes are calculated.
Mass of wing, fuselage, tail-unit, landing gear is determined.
According to this table mass ratio of the airplane units is shown in
share of total structural mass mK.
Values of units mass are found by the formula
mi = mi mK

(5.5)

The total sum of units mass ratio mi for designed airplane must
be equal to 1, that is mi= 1.
Mass of structure
mK

=mK x m0 =0.3488000 =146400 kg

Mass of power-plant
mPP

= mPP x m0 =0.10488000= 48800 kg

Mass of equipments
mEQ

=mEQ x m0=0.10488000 = 48800 kg

Mass of fuel
mF

=mF x m0 =0.4488000 =

195200 kg

For wing, fuselage, tail unit and landing gear masses we are
multiplying the ratio to the structural mass of the aircraft to the
structural mass.
Chosen mass ratio of the aircraft units
mass ratio of wing

mw

mass ratio of the fuselage

mFUS

= 0.367

mass ratio of tail-unit

mTU

= 0.077

mass ratio of landing gear

mLG

= 0.193

0.398

From table 2.8 of development of a pilot project of an

aircraft

Thus, the respective masses are calculated accordingly:

mass of wing
63878.6816kg

mw=mw x mK =

mass of the fuselage

0.398x

146400 =

mFUS=mFUS xmK=0.332x 146400

=53285.7344kg

mass of tail-unit mTU= mTU xmK=0.077 x

146400=12358.4384kg
mass of landing gear mLG=mLG x mK=0.193 x
146400=30976.3456 kg

m0
kg

mC
kg

mCR
kg

488000

4800
0

800

mF
kg

mPP
kg

19520 4880
0
0

mEQ
mKkg
kg mw kg mFUSk mTUk
g
g
4880

58267

48604

11272

mLGkg
28255

Table.5.1

146400

Masses of Airplane parts and units.

6. Determination of the engine parameters

Further it is necessary to determined starting thrust of
the engine P0. It is determined on the collected statistical values
of starting thrust-to-weight ratio t0.
Then it is possible to find starting total thrust of engines,
P0 = t0 m0 g,

(6.1)

Where g= 10 m/c2, t0= 0.22( from statiscal data)

P0 = 1073.6 KN
Further starting thrust of one engine can be determined on
the basis of engines number n
P01 = P0/n.
P01 =268.4 KN
The engine of necessary type is chosen on value of
starting thrust from the catalogue of engines, and we got
the Trent 970/B turbofans .This engine have the same thrust
as needed for engine: P01 =268.4 KN
We calculated mass of engine using coefficient of specific mass of
engine.

en Specific mass of engine

en = 0.0178
Men = en . Po = 0.0178 * 1073.6 * 10^3 =19100Kg

7. Geometrical Data
7.1
parameters.

Determination of wing

The wing surface area of the projected plane is.

S = m0.g/p0,

(7.1)

=(4880009.8)/(660010)
Where, S=wing area , m0=take off mass [Kg] , P0=wing
loading at take off mass[N/m2]
Where g = 9.8 m/c2, p0 = 6600 N/m2
S = 717.15m2
Wing span L = (S. ) ,

(7.2)

L=(717.157.5) where the value of is taken from table. 4.1,

L =79.4m
Wing chord
Root (on axis of airplane symmetry) b0 and tip bK wing chords are
determined proceeding from the values S, , L(which are taken
from table 4.1);
b0 = S . 2 / (L . ( +1) )

where value of

=717.1524/(79.4.(4+1))
is taken from table 4.1,

b0 = 14.4
bK = b0 /
=14.4/4

(7.4)

(7.3)

bK = 3.6

Wing mean aerodynamic chord (MAC) is calculated by the

formula
bA= 2 . bo . (2+ +1) / (3 . . (+1))
=214.4(42 +4+1)/(34(4+1))
bA= 10.08
Coordinate of MAC along a wing span is determined by the
relation
zA= L . ( + 2) / (6 . ( +1))

(7.5)

=79.4(4+2)/(6*(4+1))
zA= 15.88
Coordinate of MAC nose along an axis 0x

LE
xA= zA. tanLE

30

(7.6)

=15.88*tan 30

LE is taken from table 4.1

where is the sweep angle of the wings quarter-chord line
thus xA= 8.09

7.2.Fuselage Parameters
The main parameters needed to start constructing the
fuselage section are as follows:
LF(Overall fuselage length)

= F .DF=11*6.54=71.94

(F .(8..13))
DF(Diameter of the fuselage)
LN (Fuselage nose length)

= 6.54m
= N .DF= 1.7*6.54=11.1

(N .(1.72.5))
LT (Fuselage rear length)

= T .DF= =3*6.54=19.62

(34)
Relative and geometrical parameters are taken from table 4.1
Where F, N, T are the aspect ratio of fuselage, nose part, rear
part respectively.
The statistic data are from Table 7 of Senior teacher, M.N
Fedotovs GAA part 3

7.3.Tail-unit parameters
The tail-unit of an airplane consists of the horizontal
stabilizer and the vertical stabilizer. The geometrical calculations
that involves for constructing the tail-unit are the same as that of
the wing.
Distance from the airplane centre of mass up to the
horizontal tail-unit centre of pressure LHS .Distance from the
vertical tail-unit centre of pressure up to the airplane centre of
mass LVS in zero approximation may be considered such which is
equal to the distance of horizontal tail-unit, where LVS = LHS.

7.3.1

Horizontal tail unit

The surface area the horizontal stabilizer is:

SHS =SHS . S
(7.7)

= 0.25*717.15

SHS = 179.28
where SHS is the ratio of surface area of the horizontal stabilizer to
the wings area.

LHS= 2.5*ba=2.5*10.08=25.2
Chord of HS
Root (on axis of airplane symmetry) b0 HS and tip bK HS chords
are determined proceeding from the values SHS, HS, LHS;
b0 HS = (SHS/LHS).(2HS/HS+1)
(7.8)
=(179.28/25.2)(2*2.5/2.5+1)
b 0 HS

= 10.16

bK HS = b0HS/HS

(7.9)
bK HS

=4.06m

.
Mean aerodynamic chord (MAC) of HS is calculated by the formula
bA HS =
1)}

(7.10)

{((2/3).b

(HS2 + HS +1)}/{HS(HS+

0 HS

(2/3*10.16(2.52+2.5+1)/
(2.5(2.5+1))=7.546m
bA HS =7.546m

Coordinate of MAC along a Horizontal stabilizer is determined

by the relation
zA HS =(LHS/6) .(HS+2)/(HS+1)
(7.11)
=(25.2/6).(2.5+2)/(2.5+1)
zAHS= 5.4m
Coordinate of MAC nose along an axis 0x
xA HS =zAHS.tanLE(HS)
(7.12)

LE(HS) = 35
thus, xA HS= 3.3M
7.3.2

Vertical tail unit

The surface area the vertical stabilizer is:

SVS =SVS . S

(7.13)

=0.22*717.15
SVS = 157.77
where SVS is the ratio of surface area of the vertical stabilizer to
the wings area.
Chords of VS
Lvs=Lhs

Root (on axis of airplane symmetry) b0 VS and tip bK VS chords

are determined proceeding from the values SVS, VS, LVS;
b0 VS = (SVS/LVS).(2VS/VS+1)
(7.14)
=(157.77/25.2).(2*2.75/2.75+1)
b0 VS = 9.2m
bK VS = b0 VS/VS
bK VS = 3.03
where value VS = 2.75 ,
The mean aerodynamic chord (MAC) is calculated by the formula
bA VS =
{VS(VS+ 1)}

{(2/3)b

(VS2 + VS +1)}/

0 VS

, (7.15)

=((2/3)*8.34(2.75^2+2.75+1)/(2.75(2.75+1)
bAVS= 9.14
Coordinate of MAC along a Vertical stabilizer is determined
by the relation
zA VS = (LVS/3) .(VS+2)/(VS+1)
=(25.2/3)*(2.75+2)/(2.75+1)
z AVS = 10.64
Co-ordinate of MAC nose along an axis 0x
xA VS=zAVS.tanLE(VS)
LE(VS)
thus, xA VS = 7.73

= 40

(7.16)

7.4 Determination of the position of centre of mass of the

airplane
Position of the airplanes centre of mass is determined
relative to nose part of the wings mean aerodynamic chord
(MAC).
The recommended distance for the centre of mass from nose
part of the mean aerodynamic chord for our wing is:
XM = (0.260.30)bA
(from Development of pilot project)

(7.18)

=0.28 .bA
= 0.28 x 10.08
= 2.82m
7.5 Distance from the airplane centre of mass up to
the horizontal tail-unit centre of pressure (LHS)
LHS

= 2.0 x bA
=2*10.08

LHS

= 20.16m

8.Landing gear parameters

The main parameters required to construct a tricycle or three
strut landing gear are as follows:
Landing gear wheelbase, b
Landing gear wheel track, B
Offset or the horizontal distance between the centre of
gravity and main landing gear, e
Height of landing gear, h
Height of airplanes centre of mass, H

Derivatives of these parameters will be:

Angle of offset for wheels of main struts,
Angle of overturning,
Landing gear wheelbase:
b=(0.30.4)= 0.30 x LF

(8.1)

= 0.33 x 71.4
b = 23.56 m
Offset
e = (0.060.12)b

(8.2)

=0.09 x b = 0.09 x 23.56 = 2.12 m

Distance between the nose strut and the center of mass a is
chosen so that during the parking of the aircraft, loading on nose
strut would equal about 6 to 12 percent of the airplanes mass.
Thus,
a = (0.940.88)=0.92 x b

(8.3)

a = 0.92 x 23.56
a = 21.6 m
8.1

Calculation of offset angle of MLG

As a rule =10 18 smaller values are accepted

for non maneuverable subsonic aircraft
= 18
Angle of main wheel set off

= +(2..3 o)
= 20

(8.4)

8.2 Calculation of height of airplane centre of mass (H)

H= 3.27
8.3 Calculation of the height of landing gear
DF = 6.54 m
h

=2H DF/2 =(2*3.27)- 6.54/2

= 3.27 m

(8.5)

8.4 Calculation of distance between two main landing

gears (B)
2H < B < 15 m
2H = 6.54
B = 8m

CONCLUSION :In my pilot project of designing of an Passenger aircraft in zero approximation ,

I readily do all the steps for designing a basic aircraft. I took a prototype of long range
passenger aircraft A380. It was an amazing experience to design an aircraft with
specific requirements. I am looking forward in my future as an engineer to try my best
to design aircrafts with longer range with efficient fuel consumption, higher payload
capacity, ensuring safety factors and comfort to passengers, and touching all the
requirements of aircraft it needed with the help of advanced knowledge and
technology. When I complete my pilot project, I can confidently say my prototype is
suitable for common people for long range travel, because efficient fuel consumption
and increased take-off mass are its highlights.
The main steps that I followed for my pilot projects are;

So generally saying for this project I gone through these

stages and the results are above published in description .so I
successfully gone thought these steps of designing of an aircraft
and this is m explanatory note of my project.

Bibliography :
1. Fedotov M.N. General Arrangements of Aircraft

- The
summary of lectures. Kharkov: N.Ye. Zhukovsky National
Aerospace University KhAI, 2006.- 245 p. part 3

2. Development of a pilot project of an aircraft A.K

Myalitsa,L.A

Malashenko, A.G Grebenikov

3. Paul Jackson Janes All The Worlds Aircraft , 2004-2005.

860 p.

4. Websites :1 www. airliners.net

2 www.aerospaceweb.org
3. http://www.airbus.com/