Maneuverable SuperSonic Aircraft

NATIONAL AEROSPACE UNIVERSITY NAMED BY N. E.
ZHUKOVSKY
Kharkov Aviation Institute
Airplanedesign Faculty
Chair of Airplane and Helicopter Design
Head of Chair:
Allow to defend
ScD, Prof. A. G. Grebenikov

(duty, degree, scientific degree, name)
"_____"_______________ 201_
Explanatory Note
To Diploma Work
Master
(degree)
Subject:SUPERSONIC MANEUVERABLE AIRPLANE INTEGRATED

DESIGNING AND MODEL ANALYSIS.
Student of 6 Year 160 F Group

Specialty 8.05110101 Airplanes and
Helicopters KARUVINGAL RAHUL
MOHANDASAN
(name)
Supervisor:TINYAKOV DMITRY
(name)
Reviewer .I
.
(nam e)
Kharkiv 2015
-9.01
NATIONALAEROSPACEUNIVERSITY
NAMED BY M. E. ZHUKOVSKY
Kharkov Aviation Institute
Faculty Airplane-design
Chair Airplane and Helicopter Design
Degree Master
Branch 0511 Aviation and Aerospace Engineering
(Code and Name)
Specialty 8.05110101 Airplanes and Helicopters
(Code and Name)
APPROVED by
Head of Chair
ScD, Prof. A. G. Grebenikov

____ _________________201___
T AS K
FOR STUDENTS DIPLOMA WORK
Karuvingal Rahul Mohandasan
(Name)
Subject of Work Supersonic Maneuverable Airplane Integrated Designing
And Model Analysis.
Supervisor of Work Tinyakov Dmitry

(duty, degree, scientific degree, name)
Approved by University order from _____________20__ No___
Work presentation deadline
Initial data for work Maneuverable Aircraft,
Range of the aircraft = 3000 km Number of Crew= 1, ,
Cruise Speed = 1.8 Mach number, Maximum Speed = 2.2 Mach number.
Content of explanatory note (list of problems to solve)
Summary
1. Designing
1.1. Automated formation of the aircraft shape
1.1.1. Introduction
1.1.2. Aim
1.1.3. Aircraft Purpose, Tactical and technical requirements
1.1.4. Mission Profile
1.1.5. Statistical Data Collection, Processing and Analyzing
1.1.6. Aircraft scheme selection and justification, power plant type selection.
1.1.7. Determination of Base Aircraft Parameters
1.1.8. Calculation of the Base Aircraft takeoff mass.
1.1.9. Engines selection for Base Aircraft.
1.1.10. Base Aircraft design parameters determination and optimization.
1.1.11. General Three View and Load Carrying Structures of Base Aircraft.
1.1.12. Airfoil Selection for Base Aircraft
1.1.13. Determination of Investigated Aircraft Parameters
1.1.14. Mass Calculation for the Investigated Aircraft
1.1.15. Geometrical Parameter Calculation for Investigated Aircraft.
1.1.16. Load Structure Calculations for Investigated Aircraft
1.1.17. General Three View and Load Carrying Structures of Investigated Aircraft
1.2. Analysis of optimized aircraft design parameters influence on its aerodynamic
and mass characteristics.
1.2.1. Zero lift Drag Coefficient
1.2.2. Maximum lift Coefficient and Stalling Angle
1.2.3. Polar Coefficient
1.2.4. Maximum Lift to Drag Ratio Kmax
1.2.5. Selected Fuel and its properties
1.2.6. Fuel Calculations
1.2.7. Comparison of the Aircrafts and Conclusion
1.3. Integrated design and computer modeling of Spar of the aircraft
(unit)
1.3.1. Bending Moment and Shear Force calculations.
1.3.2. Structural arrangement changes for the Wing Section.
1.3.3. Calculations of the Shear force and the Bending moment for each spar section.
1.3.4. Determination of the Spar Cross Section.
1.3.5. Calculations for determination of the spar attachment to the Fuselage.
1.3.6. Manufacturing Diagram of 1st Spar
1.3.7. Analysis of Spar in Ansys.
1.4. Integrated design and computer modeling of the aircraft fuel system
1.4.1 Fuel System Designing
1.4.2 Venting and Pressurization System
1.4.3 Engine Feed System
1.4.4 Fuel Transfer System
1.4.5 Refueling System
1.4.6 Aerial Refueling System
1.4.7 Fuel Jettison System
1.4.8 Fuel Quantity Measurement System
1.4.9 Fuel Tank Inerting
1.4.10 Explosion Suppression System
2. Manufacturing
3. Economics
4. Special task
4.1. Flow Analysis over the Delta Wing

4.2.Flow Analysis over the Vertical Stabilizer And Comparison of the Vertical Stabilizer
arrangement.
4.3. Flow Analysis over the Entire Aircraft Body.
Abstract
Designing, building, maintaining and flying modern maneuverable aircrafts has

become an incredibly complex and expensive business, and one which is becoming
increasingly mind-boggling in its breadth. In this Thesis I have tried to do justice in
designing a supersonic maneuverable aircraft right from the scratch.
The Thesis involves designing of maneuverable aircraft by a technique of

approximation of takeoff mass. Here three approximations are considered and the
aircraft parameters are determined accordingly.
Once the general designing is completed I have tried designing the aircraft
structural part. I have taken an in detailed designing procedure of the aircraft wing
sub units and also discussed the manufacturing technology. A detailed
Aerodynamic Analysis has been performed on the aircraft model. A 3d model have
been developed using the Catia V5 Software.
The most important sub system in a maneuverable aircraft is the fuel system both
in terms of the complexity in design and economical point of view. Thus I have
taken up the responsibility of designing this system. In detailed explanation about
the Aircraft Fuel System has also been included in this thesis.
Last but not the least I have tried analyzing the airflow in Ansys analyzing
software. In the modern generation of designing simulations and computing using
software is a must. Hence I have also tried explaining the important concepts of
Ansys software while using it for flow analysis of such aircrafts.
Acknowledgements
Implementation of this Thesis work would have not been possible had I not
received the enormous support. There are a lot of people to whom I am deeply
grateful. As is often the case, it is not possible to mention all of them, but there are
some who deserves special mention and to whom I wish to express my sincere
gratitude.
Professor Tinyakov Dmitry has supervised me in the best of ways. He has put in a
lot of time to manage the Thesis work and given me valuable guidance. My sincere
gratitude is also extended to Senior Lecturer R.U. Tsukanov who helped me with
the designing concepts of Aircraft systems and equipments. I would like to thank
all the lecturers who enriched me with the knowledge required to achieve this task.
I would like to thank my colleagues for supporting me in accomplishing this
research.
Finally I would also like to thank National Aerospace University Kharkov Aviation
Institute for accepting my topic for the thesis.
1.DESIGNING:
1.1. Automated formation of the aircraft shape:
1.1.1Introduction:
When it comes to being an aircraft manufacturer, today's leaders have more regulations
than the Wright brothers did when they began their quest for flight. Before airplane
manufacturers can even begin the process of building a plane for commercial use, all
the parts must qualify for the minimum performance standard, known as Technical
Standard Orders, or TSO authorization. The larger the plane, the more rules and
regulations a manufacturer must follow. Industry leaders in the commercial sector
often work across the industry in other areas like government aircraft. With an industry
leader, you can expect the most complete selection of aircraft, support, products and
services.
The creative process of aircraft design is driven by the needs and opportunities of the
future market. From these needs, covering the requirements from the entire air
transport system specific targets is to be derived. Referring to today's products new
designs are subsequently generated, aiming to meet the targets anticipated. Experience
has shown that a significant gap will probably appear between the status and the
desired targets. Besides design aspects such as the a/c capacity and range, the
development of new technologies is mandatory to minimize or even eliminate the
width of the gap, thus ensuring the achievement of future market demands by new
aircraft designs.
In this thesis I have designed the Supersonic Maneuverable Aircraft Abhilash.

Further in this Thesis the Aircraft will be referred to as Abhilash which means
Desire. In the part of Designing I have calculated the basic parameters of the aircraft
from zero approximation. A conceptual design is the very beginning process of any
aircraft to be manufactured. This is the part where we calculate and check whether our
Ideas can be put to life.
It has always amazed me to know the amount of air superiority given by a

maneuverable aircraft. My basic interest for this project lies in designing an aircraft
that can fly in the sky as it desires.
1.1.2Aim:
Aim is to design a multi role Supersonic Maneuverable Aircraft Abhilash. A

multirole supersonic aircraft is a surveillance aircraft intended to perform different
roles in different situations. Idea is to design an aircraft that can be used for various
mission profiles efficiently.
Efforts would be put on increasing the payload of the aircraft compared with the
modern aircrafts and to obtain a better range. In order to increase the maneuverability I
have used the following principle. The unstable aerodynamic design together with the
digital control system makes the aircraft more maneuverable. Focus has been given on
the instability of the design so as to increase the maneuverability.
In an age where time is more valuable than money it is necessary to have a

maneuverable aircraft to be supersonic. This would enable Abhilash to reach the
destination in very less time. The idea of design is to enable it to cruise in Mach 1.8 or
2.
Increased payload with aero dynamical superiority and increased efficiency is the ideal
goal to be achieved from this design. With all this in mind cost efficiency is also to be
taken care. So the idea is to design a superior aircraft with less money. Apart from this
fuel efficiency is also an important goal to be achieved. In a world where we are facing
problems related to depletion of fossil fuels and Global warming being the major
hazard Abhilash has to be a project which is fuel efficient and also performs the
desired functions.
The design should also include use of material which is largely available and should
also satisfy the performance criteria. The selection of material for each part has to be
done with an intention of maximizing the performance and cost efficient. Use of
materials that can harm the environment should be avoided.
1.1.3 Aircraft Purpose, Tactical and technical requirements
Traditional aircraft maneuvering is accomplished by altering the flow of air passing

over the control surfaces of the aircraftthe ailerons, elevators, flaps, air
brakes and rudder. Some of these control surfaces can be combinedsuch as in the
"ruddervators" of a V-tail configurationbut the basic properties are unaffected.
When a control surface is moved to present an angle to the oncoming airflow, it alters
the airflow around the surface, changing its pressure distribution, and thus applying a
pitching, rolling, or yawing moment to the aircraft. The angle of control surface
deflection and resulting directional force on the aircraft are controlled both by the pilot
and the aircraft's inbuilt control systems to maintain the desired attitude, such as pitch,
roll and heading, and also to perform aerobatic maneuvers that rapidly change the
aircraft's attitude.
For traditional maneuvering control to be maintained, the aircraft must maintain

sufficient forward velocity and a sufficiently low angle of attack to provide airflow
over the wings (maintaining lift) and also over its control surfaces. As airflow
decreases so does effectiveness of the control surfaces and thus the maneuverability.
On the other hand, if the angle of attack exceeds its critical value, the airplane
will stall. Pilots are trained to avoid stalls during aerobatic maneuvering and especially
in combat, as a stall can permit an opponent to gain an advantageous position while the
stalled aircraft's pilot attempts to recover.
The basic purpose of this aircraft to perform maneuvering at higher corner speed.
Abhilash can be mainly used for Surveillance in the country border region. It can be
used even for patrolling missions and for providing air support. In case of terrorist
activities it can also be used to terminate these menaces.
It is essential that the empty weight of the aircraft must be designed in a way to reduce
the mass which can give the aircraft an aero dynamical advantage. The aerodynamic
shape of the aircraft should also be taken care in a way the design gives superiority for
maneuvering. Below is the tactical and technical requirement of the project.
Cruise speed Maximum
Range (km) Number of crew
(km/h) Velocity (km/h)
3000 1850 2250 1

1.1.4 Mission Profile:
A mission profile generally gives us an idea for which the aircraft will be used. The
cruising altitude and the range it has to achieve. Below is the mission profile for
Abhilash.
Figure 1: Mission Profile for Abhilash
The above shown is the general air superiority mission profile for Abhilash. The
description for which is as under
Leg 1-2: This is the stage of the aircraft where the aircraft engine is started and its
made ready to take off. This stage also includes the take off phase of the aircraft.
Leg 2-3: In this stage the aircraft is in its climb speed and the climb angle of attack
until it reaches the cruise altitude.
Leg 3-4: Here the aircraft cruises at the cruise speed and remains at this altitude.
Leg 4-5: This is a stage where the aircraft loiters in the sky and gets ready for
achieving its maximum speed for the purpose it is assigned to.
Leg 5- 6: In this stage the aircraft flies in its maximum speed which we call it as the
dash.
Leg 6-7: This stage is where the aircraft performs its maneuvers and it carries out its
mission.
Leg 7-8: Here again the aircraft achieves its maximum speed after the maneuvering.
Leg 8-9: The aircraft then climbs to its cruise altitude and starts its cruise here to return
back to the airbase.
Leg 9-10: The cruise phase of the aircraft at its cruise speed.
Leg 10-11: In this stage the aircraft descents with a loiter near the airbase and gets
ready for landing.
Leg 11- 12: The last part of the mission where the aircraft lands back after completing
its responsibilities.
The above explained mission profile is just a general mission profile for this aircraft. It
can also be used for various other missions that depend on the task assigned to the
aircraft.
In each mission the fuel estimation, weight reduction and range covered has to be
calculated depending on which the mission profiles can be made. This load range
estimation will also be done later in the thesis after we have done the general
calculations and decided the parameters of our aircraft.
1.1.5 Statistical Data Collection, Processing and Analyzing:
For the development of Abhilash I have used few prototypes that have already been in
the market. This helped me in acquiring the statistical data and to make a decision for
the data required for the designing of Abhilash.
The prototypes help us in getting the geometrical and technical data that are required
for designing a new aircraft. The list and the description of the prototypes are giving
and explained below.
Prototypes used :
1. Eurofighter Typhoon
2. Dassault Rafale
3. Boeing F/A-18E/F Super Hornet
4. McDonnell Douglas F-15E Strike Eagle
5. Sukhoi Su-30
I have given a brief description of my prototypes with the help of the pictures and three
view diagrams. In the later stage I will present a statistical data that has been collected
from these prototypes which will be later used in the designing of Abhilash.
1. Eurofighter Typhoon:
The Eurofighter Typhoon is a twin-engine, canard-delta wing, multirole fighter. The

Typhoon was designed and is manufactured by a consortium of three
companies; Alenia Aermacchi, Airbus Group and BAE Systems. The Typhoon is a
highly agile aircraft at both supersonic and low speeds, achieved through having an
intentionally relaxed stability design.
It has a quadruplex digital fly-by-wire control system providing artificial stability,

manual operation alone could not compensate for the inherent instability. The fly-by-
wire system is described as "carefree", and prevents the pilot from exceeding the
permitted maneuver envelope. Roll control is primarily achieved by use of the
wing flaperons. Pitch control is by operation of the foreplanes and flaperons, the yaw
control is by rudder.
Figure 2: Eurofighter Typhoon Swing Role Maneuverable Aircraft.
General Characteristics of this Aircraft :
1. Crew: 1 (operational aircraft) or 2 (training aircraft)

2. Length: 15.96 m (52.4 ft)
3. Wingspan: 10.95 m (35.9 ft)
4. Height: 5.28 m (17.3 ft)
5. Wing area: 51.2 m[299] (551 sq ft)
6. Empty weight: 11,000 kg (24,250 lb)
7. Loaded weight: 16,000 kg (35,270 lb)
8. Max. takeoff weight: 23,500 kg (51,800 lb)
9. Power plant: 2 Eurojet EJ200 afterburning turbofan
10. Dry thrust: 60 kN (13,490 lbf) each
11. Thrust with afterburner: >90 kN (20,230 lbf) each
12. Fuel capacity: 5,000 kg (11,020 lb) internal
Performance of this Aircraft:
1. Maximum speed:
At altitude: Mach 2 class (2,495 km/h or 1,550 mph)
At sea level: Mach 1.25 (1,470 km/h or 910 mph)
2. Range: 2,900 km (1,800 mi)
3. Combat radius:
Ground attack, lo-lo-lo: 601 km (325 nmi)
Ground attack, hi-lo-hi: 1,389 km (750 nmi)
Air defence with 3-hr combat air patrol: 185 km (100 nmi)
Air defence with 10-min. loiter: 1,389 km (750 nmi)
4. Ferry range: >3,790 km (2,350 mi with 3 drop tanks)
5. Service ceiling: 16,765 m (55,003 ft)[310] or up to 64,00070,000 ft
6. Absolute ceiling: 19,812 m (65,000 ft)
7. Rate of climb: >315 m/s (62,000 ft/min[313])
8. Wing loading: 312 kg/m (63.9 lb/ft)
9. Thrust/weight: 1.15 (interceptor configuration)
10. Maximum g-load: +9/3 g
Figure 3: Eurofighter Typhoon Three View Diagram.

2. Dassault Rafale:
The Dassault Rafale is a French twin-engine, canard delta wing, multirole fighter
aircraft designed and built by Dassault Aviation. Equipped with a wide range of
weapons, the Rafale is intended to perform air supremacy, interdiction and aerial
reconnaissance.
The Rafale was developed as a modern jet fighter with a very high level of agility;
Dassault chose to combine a delta wing with active close-coupled canard to maximize
maneuverability. The aircraft is capable of withstanding from 3.6g to 9g (10.5g on
Rafale solo display and a maximum of 11g can be reached in case of emergency. The
Rafale is an aerodynamically unstable aircraft and uses digital fly-by-wire flight
controls to artificially enforce and maintain stability. The aircraft's canards also act to
reduce the minimum landing speed to 115 knots (213 km/h; 132 mph); while in flight,
airspeeds as low as 15 knots (28 km/h; 17 mph) have been observed during training
missions.
Figure 4: Dassault Rafale Maneuverable Aircraft.
General characteristics of this Aircraft:
1. Crew: 12
2. Length: 15.27 m (50.1 ft)
3. Wingspan: 10.80 m (35.4 ft)
4. Height: 5.34 m (17.5 ft)
5. Wing area: 45.7 m (492 ft)
6. Empty weight: 10,300 kilograms (22,700 lb)
7. Loaded weight: 15,000 kilograms (33,000 lb)
8. Max. takeoff weight: 24,500 kilograms (54,000 lb)
9. Power plant: 2 Snecma M88-2 turbofans
10. Dry thrust: 50.04 kN (11,250 lbf) each
11. Thrust with afterburner: 75.62 kN (17,000 lbf) each
12. Fuel capacity: 4,700 kg (10,360 lb) internal

1. Maximum speed:
High altitude: Mach 1.8 (1,912 km/h, 1,032 knots)
Low altitude: Mach 1.1 (1,390 km/h, 750 knots)
2. Range: 3,700 km (2,000 nmi) with 3 drop tanks
3. Service ceiling: 15,235 m (50,000 ft)
4. Rate of climb: 304.8 m/s (60,000+ft/min)
5. Wing loading: 328 kg/m (67.1 lb/ft)
6. Thrust/weight: 0.988
7. Maximum g-load: +9/3.6 g
Figure 5: Three View Diagram of Dassault Rafale

3. Boeing F/A-18E/F Super Hornet:
The Boeing F/A-18E Super Hornet and related twin-seat F/A-18F are twin-engine
carrier-capable multirole fighter aircraft variants based on the McDonnell Douglas
F/A-18 Hornet. The F/A-18E single-seat and F/A-18F tandem-seat variants are larger
and more advanced derivatives of the F/A-18C and D Hornet.
The Super Hornet is largely a new aircraft. It is about 20% larger, 7,000 lb (3,200 kg)
heavier empty weight, and 15,000 lb (6,800 kg) heavier maximum weight than the
original Hornet. The Super Hornet carries 33% more internal fuel, increasing mission
range by 41% and endurance by 50% over the "Legacy" Hornet. The empty weight of
the Super Hornet is about 11,000 lb (5,000 kg) less than that of the F-14 Tomcat which
it replaced, while approaching, but not matching, the F-14's payload and range.
Figure 6: Boeing F/A 18 E/F Super Hornet Aircraft

1. Crew: F/A-18E: 1, F/A-18F: 2
2. Length: 60 ft 1 in (18.31 m)
3. Wingspan: 44 ft 8 in (13.62 m)
4. Height: 16 ft (4.88 m)
5. Wing area: 500 ft (46.5 m)
6. Empty weight: 32,081 lb (14,552 kg)
7. Loaded weight: 47,000 lb (21,320 kg)
8. Max. takeoff weight: 66,000 lb (29,937 kg)
9. Power plant: 2 General Electric F414-GE-400 turbofans
10. Dry thrust: 13,000 lbf (62.3 kN) each
11. Thrust with afterburner: 22,000 lbf (97.9 kN) each
12. Internal fuel capacity: F/A-18E: 14,400 lb (6,780 kg), F/A-18F: 13,550 lb
(6,354 kg)
13. External fuel capacity: 5 480 gal tanks, totaling 16,380 lb (7,381 kg)

1. Maximum speed: Mach 1.8 (1,190 mph, 1,915 km/h) at 40,000 ft (12,190 m)
2. Range: 1,275 nmi (2,346 km)
3. Combat radius: 390 nmi (449 mi, 722 km) for interdiction mission
4. Ferry range: 1,800 nmi (2,070 mi, 3,330 km)
5. Service ceiling: 50,000 ft (15,000 m)
6. Rate of climb: 44,882 ft/min(228 m/s)
7. Wing loading: 94.0 lb/ft (459 kg/m)
8. Thrust/weight: 0.93
9. Design load factor: 7.6 g
Figure 7: Three view Diagram of Boeing F/A 18 E/F Super Hornet Aircraft
4.McDonnell Douglas F-15E Strike Eagle:
The McDonnell Douglas (now Boeing) F-15 Eagle is an American twin-engine, all-
weather tactical fighter designed by McDonnell Douglas to gain and maintain air
superiority in aerial combat. It is among the most successful modern fighters, with over
100 aerial combat victories.
The F-15 has an all-metal semi-monocoque fuselage with a large cantilever shoulder-
mounted wing. The empennage is metal and composite construction, with twin
aluminum/composite material honeycomb structure fins with boron-composite skin,
resulting in an exceptionally thin tailplane and rudders with all-moving composite
horizontal tail surfaces outboard of the fins. The airframe began to incorporate
advanced superplastically formed titanium components in the 1980s. The F-15's
maneuverability is derived from low wing loading (weight to wing area ratio) with a
high thrust-to-weight ratio enabling the aircraft to turn tightly without losing airspeed.
The F-15 can climb to 30,000 ft (10,000 m) in around 60 seconds.
Figure 8: McDonnell Douglas F-15E Strike Eagle Aircraft.

1. Crew: 1: pilot
2. Length: 63 ft 9 in (19.43 m)
3. Wingspan: 42 ft 10 in (13.05 m)
4. Height: 18 ft 6 in (5.63 m)
5. Wing area: 608 ft (56.5 m)
6. Airfoil: NACA 64A006.6 root, NACA 64A203 tip
7. Empty weight: 28,000 lb (12,700 kg)
8. Loaded weight: 44,500 lb (20,200 kg)
9. Max. takeoff weight: 68,000 lb (30,845 kg)
10. Power plant: 2 Pratt & Whitney F100-100 or 220 afterburning turbofans
11. Dry thrust: 14,590 lbf(64.9 kN) each
12. Thrust with afterburner: 23,770 lbf for 220 (105.7 kN for 220) each
13. Fuel capacity: 13,455 lb (6,100 kg) internal

1. Maximum speed:
High altitude: Mach 2.5+ (1,650+ mph, 2,665+ km/h)
Low altitude: Mach 1.2 (900 mph, 1,450 km/h)
2. Combat radius: 1,061 nmi (1,222 mi, 1,967 km)
3. Ferry range: 3,450 mi (3,000 nmi, 5,550 km) with conformal fuel tanks and
three external fuel tanks
4. Service ceiling: 65,000 ft (20,000 m)
5. Rate of climb: >50,000 ft/min (254 m/s)
6. Wing loading: 73.1 lb/ft (358 kg/m)
7. Thrust/weight: 1.07 (220)
8. Maximum design g-load: 9 g
Figure 9: Three view Diagram of McDonnell Douglas F-15E Strike Eagle Aircraft
5. Sukhoi Su-30:
The Sukhoi Su-30 (Cyrillic: -30; NATO reporting name: Flanker-C) is a

twin-engine, two-seat super maneuverable fighter aircraft developed by Russia's
Sukhoi Aviation Corporation. It is a multirole fighter for all-weather, air-to-air and air-
to-surface deep interdiction missions.
The integrated aerodynamic configuration, combined with the thrust vectoring control
ability, results in high maneuverability and unique takeoff and landing characteristics.
Equipped with a digital fly-by-wire system, the Su-30 is able to perform some very
advanced maneuvers, including the Pugachev's Cobra and the tailslide. These
maneuvers quickly decelerate the aircraft.
Figure 10: Sukhoi SU 30 Maneuverable Aircraft

1. Crew: 2
2. Length: 21.935 m (72.97 ft)
3. Wingspan: 14.7 m (48.2 ft)
4. Height: 6.36 m (20.85 ft)
5. Wing area: 62.0 m2 (667 ft2)
6. Empty weight: 17,700 kg (39,021 lb)
7. Loaded weight: 24,900 kg (54,900 lb) with 56% fuel
8. Max. takeoff weight: 34,500 kg (76,060 lb)
9. Powerplant: 2 AL-31FL low-bypass turbofans
10. Dry thrust: 7,600 kgf (74.5 kN, 16,750 lbf) each
11. Thrust with afterburner: 12,500 kgf (122.58 kN, 27,560 lbf) each
12. Fuel capacity: 9,400 kg (20,724 lb) internally
1. Maximum speed: Mach 2.0 (2,120 km/h, 1,320 mph)

2. Range: 3,000 km (1,620 nmi) at altitude
3. Service ceiling: 17,300 m (56,800 ft)
4. Rate of climb: 230 m/s (45,275 ft/min)
5. Wing loading: 401 kg/m2 with 56% fuel (468.3 kg/m2 with full internal fuel) (82.3
lb/ft2 with 56% fuel)
6. Thrust/weight:
With full fuel: 0.86
With 56% fuel: 1.00
7. Maximum g-load: +9 g
Figure 11: Three view Diagram of Sukhoi SU 30 Maneuverable Aircraft

THE EQUATION OF THE AIRPLANE EXISTENCE
For the analysis and comparative estimation of various constructive
decisions it is possible to use the formula for determination of airplane take-off
mass
m0=mk+ mPP+ mF +mEQ+ mC+ mCR
Where mo-take off mass of airplane; mk -mass of airplane structure; mPP -
mass of power plant; mF-mass fuel; mEQ -mass of equipment; mC -Mass of
useful load(cargo) mCR-mass of crew(generally mass of service load ).This
equation is called the equation of mass balance
If all members of this equations to divide into mo, then we receive,
1= mk+ mPP+ mF +mEQ + mC+ mCR
This equation is called the equation of airplane existence. It connects the
mass units and parts with the general airplane take-off mass and through them-
all properties of the air plane which are provided with these masses. At given
level of aeronautical engineering development the quantitative increase of any
property of the airplane results in increase in mass ratio which provides this
property.
But as the sum of mass ratio is equal to unit, then the increase of one of
them can be received only due to reduction of any other (provides that any take -
off mass m0=const).Hence, if to increase any airplane characteristic c it is
necessary to reduce another ones. It is not made that the sum of mass ratio will
be more than unit. It testifies that at given level of aerospace science and
engineering development the airplane with such set of characteristics cannot be
constructed. If to remove restrcomputerions m0=const ,then change of airplane
characteristics can be received by not only redistribution of mass, but also
change the take-off mass.
From the given analysis of the airplane existence equation: for given level
aerospace engineering development values of airplane parameters and
characteristics are cannot be any. Quantitative changes of some parameters and
characteristics are curtained to occur by changing parameters of others or by
changing take-off mass. The complex set of their values should satisfy the
equation of airplane existence.
Statistical Data from the Prototypes:
Table2.1: Statistical Data of the Prototypes.
FLIGHT DATA Data of a power-plant
HCRkm/h
mo max ,kg
mC ,kg
mEN , kg
VCR km/h
Type and number of engines

L , km
PO (NO) , daN (kW)

npass
V max, km/h
Hv max, Km
No Name of Airplane , State, Year Of Manufacture

1 Eurofighter Typhoon 2716.56 19.812 1852.2 2900 23500 1 Turbofan, 2 6000 989
2 DASSAULT RAFALE 2222.60 15.23 3700 24500 1 Turbofan, 2 5004 897
3 Boeing F/A-18E/F Super Hornet 15 1915 12.190 2346 29937 1 Turbofan, 2 5780 1110
4 Sukhoi Su-30 2120 17.3 3000 38000 2 Turbofan, 2 7450 1570
5
McDonnell Douglas F-15E Strike Eagle 2655 18.2 3900 36700 2 Turbofan, 2 7900 1700
Geometrical data
Scanard, m2 Relative Area of Canard
ShS, m2 Relative Area of Horizontal Stabiliser

Relative Thickness of Chord C (CTR)
Relative Span of Flaps,m
Relative Chord of Flaps,m
Relative Span of Slat,m
Svertical tail , m2 Relative Area of Vertical Tail

SSlat, m2 Relative area of Slats

L,m
LF , m
DF , m
S , m2
Sf Relative area of Flaps,m2

F
N
o
51. 10.9 0.0 14. 1.7 8.3631 0.3745 0.1379 0.0722 0.3168 0.0882
1 2 50 51.729 2.34 69 6.61 8 6 99 38 71 45 93 12 0.0875 NA 0.176
45. 0.0 13. 1.8 7.4222 0.4443 0.1034 0.0619 0.3005 0.0482 0.1526
2 7 10.8 45.675 2.55 58 4.45 6 3 96 37 48 19 81 43 43 NA 0.171
46. 13.6 26.86/66 3.9893 0.0 18. 1.8 9.6280 0.3963 0.1819 0.0486 0.3808 0.0622 0.3583 0.3337
3 5 2 .8 42 80 2.86 1 8 61 66 16 55 44 57 31 06
3.4853 0.0 3.2519 21. 2.1 10.314 0.4013 0.1435 0.0716 0.2175 0.0412 0.1785 0.5040 0.3519
4 62 14.7 41.62 23 68 53 7 1 9 93 44 74 78 89 85 86 28
56. 13.0 44.66/73 3.0142 0.0 4.4568 17. 2.1 8.1938 0.2754 0.1037 0.2740 0.4754 0.2764
5 5 5 .64 04 81 73 9 8 25 1 37 0.0405 98 0.0537 78 18
Derivative parameters Landing Gear Details
Smid
gears
(deg)
p0, N/m2
EN, kg/daN
t0, daN/kg
SF
Distance between nose gear and rear
Distance between the rear gears

Km
Angle of the rear tyre from the

ground (deg)
Angle of the rear tyre in side view
N Name of Airplane , State, Year Of
o Manufacture
4589.84 1.15 0.16483 2.44179 2.95655 4.16887 3.84729 17.1 23.4
1 Eurofighter Typhoon 4 0 3 45430.8 3 2 3 7 3 3
0.98 0.17925 58586.6 2.62780 3.28077 4.73610 3.02149 20.8
2 DASSAULT RAFALE 5361.05 8 7 6 2 3 8 1 9 41
6438.06 0.19204 51586.0 2.78040 3.32874 6.34981 3.39017 24.1
3 Boeing F/A-18E/F Super Hornet 5 0.93 2 6 7 3 3 6 3 35.8
6129.03 0.21073 67951.4 3.48063 4.24370 5.58861 4.55284
4 Sukhoi Su-30 2 1 8 1 9 3 8 6 16.5 35.3
5 McDonnell Douglas F-15E Strike 6495.57 83885.0 3.73793 4.29190 5.35691 2.86672
Eagle 5 0.93 0.21519 9 2 7 8 1 22.6 33.8
1.1.6Aircraft scheme selection and justification, power plant type selection:
This stage of activity provides a choice of the form and a relative position of
wing, fuselage, tail unit, type and number of engines, their arrangement for the
projected airplane. From the above tactical requirements that we are provided
with and the statistical data of our prototypes we can easily estimate as to what
kind of an aircraft you desire to design.
The scheme of Aircraft that I am selecting is somewhat similar to my prototype
Eurofighter typhoon. Abhilash would be an aircraft with canard configuration
and an unstable aircraft which would enable it to be a maneuverable aircraft.
The wing configuration that I am selecting is the low wing monoplane
configuration. I am also selecting two vertical stabilizers for my aircraft
configuration and if possible will convert it into a V-Shaped tail after a detailed
analysis of the above configuration selected.
The plan form of the wing that I would be designing is a Delta wing which is
more suitable for a supersonic cruise flight as proved by the history of
supersonic flights performed by various aircrafts.
Determination of power plant type is a very important decision in such aircrafts.
For Abhilash I am selecting Turbofan in fuselage type configuration as in
Eurofighter. Here the engines are placed in the fuselage and the air intake for the
engines in straight under the fuselage which comes straight to the engines. So
this configuration increases the mid section of fuselage and menaces the small
drag of fuselage. The turning moment in case of an engine failure in such an
arrangement is small. This gives a greater amount of survivability and reliability
factor.
1.1.7Determination of Base Aircraft Parameters:
In this section we are to determine the certain basic parameters of our aircraft
from the above statistical data that is collected and the tactical requirement of
the data that we have.
The following table lists down the Base aircraft parameters which we from
analyzing the above statistical data and researching about them from the
prototypes.
Table 3: Basic Geometrical Parameters.
C b FL FL F DF , m
3.07 45.90 4.326 0.069 0.2 40 9.4 1.6
p0
S canard SV canard VS canard VS canard VS
dN / m 2
0.139 0.26 3.56 1.45 46.32 44.90 4.47 3.8

400
In the above geometrical parameters that have been determined for Abhilash
most of them are taken as close to the main prototype Eurofighter typhoon and
the rest are the mean value of the values obtained from the statistical data
collections procedure.
These values would be the base of all the calculations that would be carried out
for our Base aircraft variant of Abhilash. Then when the analysis of this
approximation will be carried out some of the values will be changed and the
investigated aircraft will be used for the further calculations.
1.1.8Calculation of the Base Aircraft takeoff mass:
M0 Maximum Take-off Mass
M0 = (Mc + MCR ) / ( 1 (mk + mpp + meq + mf ))
Mc mass of cargo (payload) 7000kg
MCR Mass of Crew 80 kg
mk mass ratio of the airplane structure 0.20
mppmass ratio of power plant 0.15
meq mass ratio of equipment 0.12
mf mass ratio of fuel
mf= a + b
VCR= 1.8 Mac = 2205.1 km/hr
mf= 0.05 + 0.13 = 0.22
Putting the values in equation for M0
M0 = 23355.75Kg.
From the take-off mass we are getting the values of structure, power plant,
equipment and fuel masses.
Structural Mass M st m st m 0 0 . 20 23355 .75 4671 .15 ( kg )
Power plant mass M pp m pp m 0 0 .15 23355 .75 3503 .36 ( kg )
Fuel mass M fuel m fuel m0 0 .22 23355 .75 5138 . 26 ( kg )
Equipment mass M eq m eq m 0 0 . 12 23355 . 75 2802 .69 ( kg )

For the wing, fuselage, tail unit and undercarriage masses we are multiplying the
ratio to the structural mass of the aircraft to the Structural mass.
Tail unit mass M tu m tu m st 0 . 083 4671 . 15 387 . 7 ( kg )
Fuselage mass M fus m fus m st 0 . 394 4671 . 15 1840 .43 ( kg )
Landing gear mass M lg mlg mst 0.183 4671.15 854.82(kg)
Wing mass M w m w m st 0 . 34 4671 . 15 1588 . 191 ( kg )
1.1.9Engines selection for Base Aircraft:
P0 Starting Thrust of the Engine
P0 = t0*M0*g
P0 = 0.7 * 23355.75 * 9.8 = 160220.48N
This is the total engine thrust required
We have total number of engines as 2
So Thrust required for one engine = 80110.241N
We can select the engine EJ200 or GE F414. For this aircraft I am Selecting
engine EJ200.
General characteristics of the Engine:

1 Type: turbofan
2 Length: 4 m (160 in)
3 Diameter: 700 mm (28 in)
4 Dry weight: 990 kg (2,180 lb)
Figure 12: Engine EJ 200 for Abhilash.
Components:
1 Compressor: 3-stage LP, 5-stage HP
2 Combustors: annular
3 Turbine: 1-stage LP, 1-stage HP
Performance:
1. Maximum thrust: 60 kN (13,000 lbf) dry thrust; 90 kN (20,000 lbf) with
reheat
2. Bypass ratio: 0.4:1
3. Overall pressure ratio: 26:1
4. Turbine inlet temperature: 1,800 K
5. Specific fuel consumption: 21 g/(kNs) (0.74 lb/(lbfh)) dry thrust; 47
g/(kNs) (1.7 lb/(lbfh)) with reheat
6. Thrust-to-weight ratio: 9.31:1 (with reheat)
1.1.10Base Aircraft design parameters determination and optimization.
Table 4: Basic Mass Parameters Calculation Result Table.

Value of Parameters
Parameters Parameter Identity
in (kg)s
Take-off mass (Gross, Total) m0 23355.75
Payload m payload 7000
Crew mass mcr 80
Structure mass m st 4671.15
Equipment mass meq 2802.69
Fuel mass mf 5138.26
Power Plant mass m p. p 3503.36
Fuselage mass m fus 1840.42
Mass of Tail Unit mt.u 387.7
Mass of Wing mwing 1588.19
Landing gear mass mLG 854.82
Determination of Geometrical Parameters for Airplane Units

Geometrical parameters for designed aircraft are calculating by the
specific equations and rest we are taking the datas from statics table. After
calculating the geometrical parameters we are drawing the theoretical drawing.
Calculation of geometrical calculation is further divided into 4 sections, those
are as follows:
1) Wing Parameters
2) Fuselage Parameters
3) Tail Unit Parameters
4) Determination of Position of Center of Mass of the Airplane
Wing Parameters:
In most cases, the main lifting surface is a single wing. The design of the
wing consists of selecting the airfoil cross-section shape, the average chord
length, the maximum thickness-to-chord, the aspect ratio, the taper ratio and the
sweep angle, which is defined for the leading edge as well as the maximum
thickness line. Another part of the wing design involves enhanced lift devices
such as leading and trailing edge flaps. The ultimate aim for the wing design is
based on the mission requirements.
In laying out the plan form shape of the wing there are a number of useful
relations that apply to a trapezoidal shape. There are based on knowing the wing
area, aspect ratio, taper ratio, and leading-edge sweep angle.
Gross Wing Area (S)
m0 g
S Where m0 23355.75(kg) g 9.8(m / s 2 )
10 p 0
p0 400 ( dN / m 2 ) (Choosing from table)

23355.75 9.8
S 57.22(m 2 )
10 400
S 57.22( m 2 )
Wing Span ( l )
l= . Where = 3.07 (choosing from table)
L=3.07 57.22
L 13 .26 ( m )
Wing Chords (b):
S 2
broot b0 Where S = 57.22 (m2), L=13.26 (m)
L 1
57.22 2 4.326
broot b0 7.01(m )
13.26 4.326 1
broot b0 7.01(m)
b0 7.01
btip 1.622( m)
4.326
Quarter chord line sweep angle of the Wing ( ):
45 . 90 0 (Choosing from the statics table)

Mean Aerodynamic Chord of the Wing (MAC = bAw ):
The below given equation is for the normal wing configuration.

2 2 1
b A b0
3 1
For the Delta wing the following formula is used to determine the mean
aerodynamic chord
2
bA b0
3
2
bA 7.016
3
b A 4.677
Vertical distance between horizontal central line to MAC ( z A ):
L 2 13.26 4.326 2
zA 2.625(m)
6 1 6 4.326 1
z A 2 .625 ( m )
Horizontal distance between wing root tips to MAC root:
l 2 13 .26 4.326 2
xA tg10 . . tan 10 2.33( m )
6 1 6 4.326 1
x A 2 .33 ( m )
Fuselage Parameters
The determination of fuselage parameters is very difficult for the supersonic
maneuverable aircrafts. Since the cross section for each fuselage section keeps
on changing we determine the parameters for the largest section.
Here
Lf = Overall Fuselage length
Df = Diameter of the Fuselage
L f .n = Fuselage nose length
L f .m = Fuselage middle length
L f .r = Fuselage rear length
= Aspect ratio of the fuselage nose, and rear part respectively. (Choosing
N , T
from the Statics table 1.1)
Diameter of the Fuselage:
(Choosing according to the statics table and moreover its depending on
the passenger accommodation and comfort. So for this construction we are
choosing the diameter 1.6(m).
Df =1.6 m, N 1.5 T 2 F 9 . 4
Total length of the fuselage

L f f D f 9. 4 1 .6 15 ( m ) L f 15 m
The rest of the parameters are determined from the prototype Eurofighter
Typhoon.
Tail Unit Parameters
Geometric parameters of canard and vertical surfaces are determined by
the same formulae which were used when calculating the wing. The size and
position of mean aerodynamic chord of canard and vertical tail units relative to
nose of their root chords are finding by the same equations which we used for
wing previously.
Distance from the airplane center of mass up to the horizontal tail unit
center of pressure LHS for the normal (classic) airplane configuration is
determined according to recommendations which are based on statistic data.
Distance from the vertical tail unit center of pressure up to the airplane
center of mass LVS in first approximation may be considered such which is equal
to the distance of horizontal tail unit - LVS LHS
The areas of canard and vertical surfaces are determined accordingly to

equations used to calculate the wing parameters. The solution of the parameters
for Canard, vertical stabilizer and Delta wing is shown below in the tabular
form:
Table 5: Geometrical Parameters of Wing, Tail and Canard.
CANARD 2 Vertical Stabiliser Delta Wing

3.56159 1.45 3.07
4.47456 3.8 4.326
S relative area 0.13958 0.26
X 46.38 0.80844 0.783827367 0.80110613
S 7.95583 7.41 57.2799769

L 5.3231 3.277880413 13.2608269
B0 2.44316 3.579294704 7.01693701
Bk 0.54601 0.941919659 1.62203814
Ba 1.69526 2.517018644 4.67795801
Za 1.04924 1.320257388 2.62510924
tan x 1.04717 0.996863332
xa 1.09873 1.316116179 2.338979
Determination of Position of Center of Mass of the Airplane:
Position of the airplane center of mass is determined relative to nose part of the
wing mean aerodynamic chord (MAC).
The recommended distance for the center of mass from the nose part of mean
aerodynamic chord x m as follows:
xm 0.26 bA 0.26 5.725 2.0612(m)

For airplanes with swept wing:
xm 2.0612(m)
On the basis of the chosen values distance for the airplane center of mass from
nose point of mean aerodynamic chord along the axis can be determined.
Length Ratio for horizontal or vertical tail unit ( L h.t )
L h . s 1 . 8 (Choosing from the standard table)
Lh . s
L h. s ; L h .s 1 .8 *5 .725786 7 .443521 ( m )
bA
Load-carrying Structure of Wing

The choice of load-carrying structures for wing is determined by;
1 Wing configuration - availability of hatches in a skin for serving the
equipment units located in a wing, fuel tanks inside a wing, landing gear
struts and wheels, etc.
2 Fuselage configuration - availability of sufficient volumes for the wing
center section in fuselage.
3 Rigidity requirements.
Determination of Load-carrying Structure of a Wing

For the approximate choice of the load-carrying structure of wing, two criteria
we can be used.
A) Concept of Conventional Spar
B) Criterion of Load Moment Intensity
These both methods are calculating load carrying structure, through each
individual equations and methods. Above all does not mean that, the load-
carrying structure must be accepted, utility of which is determined by specified
calculations. There are still requirements of aerodynamics, reliability,
manufacturing (technology), operation, etc.
Only considering a wide spectrum of requirements to a wing gives
possibility to make solution of its load-carrying structure.
Concept of Conventional Spar (Spar Ratio)
If as a result of calculation for cap thickness value of a conventional spar is
less than 3 mm, then the wing skin will be thin. In this case its critical stresses of
instability will be low (in the compressor zone. A material is lacking to form a
skin with stringers which reinforce a skin and increase its critical stresses. In
such a case spar-type will be more rational. The bending moments in such wings
are taken up by the spar caps.
If is more than 3 mm, then the wing skin may be made of rather thick and
with high critical stresses of instability .Mono block-type or torsion box type
wing in mass criterion are useful to apply in this case.
n

P0 S z A mi gzi mw gz Aw n p
ln i 1
2

; Where
0.6 0.96 c b0 b
Criterion of Load Moment Intensity

M [( ) ]
=
H3
. ( )
Using the above formulas we can calculate and then decide on the type of
construction we need to make. Refer to the Table below for the calculated
results.
Table 6: Load Carrying Structure Calculation Results
p0- Wing loading 4000

S Wing Area 57.2799769
Za 2.62510924
M - mass of Cargo located on a wing 13000
g 9.8
np 12.5
1588.19137
Mw- wing mass
C-airfoil thickness ratio 0.069
b0- root wing chord 7.01693701
p-breaking stress of material 800000000
Cthick *b0 0.48416865
y- cap thickness of a conventional Spar 0.00288147
M/H3 64312143.9
Determination of distance between Ribs and Stringers

Distance between ribs is chosen depending on skin thickness and the sizes
of stringers sections. Very short distance is disadvantageous owing to aplenty of
rivets. It results in quality deterioration of a wing surface, complication of its
manufacturing, appearance of stress increase in large quality.
In modern torsion-box type wings with high specific thickness
sk 1.5...2.0mm the distance between ribs ( a ) is taken equal 250...350mm.
The distance between stringers in torsion-box wings the distance between

stringers must be taken short (bSTR 100...180mm) , because in this case the panel
carries compressive stresses better.
1.1.11General Three View and Load Carrying Structures of Base Aircraft:
Figure I: General Three View Drawing for Base version of Abhilash Aircraft.
Figure II: Structural Drawing for Base version of Abhilash Aircraft.
1.1.12Airfoil Selection for Base Aircraft:
For the general designing of the aircraft we need to select an airfoil to carry on
with the calculation and the analysis. The selection of Aerofoil is a very
important criterion from the aerodynamic point of view.
Since Abhilash is a supersonic maneuverable aircraft the airfoils that are suitable
for the supersonic cruise has to be selected. In this project I have not
concentrated on selection of the supreme airfoil since that would lead to a very
advanced calculation. So in order to carry on with the project I am selecting the
most basic supersonic airfoil which can then be changed once we fix the design
parameters and the basic geometric parameters. In the analysis and
improvements we can ask for a latest Airfoil from the Aerodynamic department
and then incorporate them in the General design and analyze them for our
Aircraft.
The airfoil selected here is NACA- 2S- 5003- 5003
X Axis YAxis
1.00000 0.00000
0.95000 0.00570
0.90000 0.01080 Figure 13: Graph of Drag coefficient
0.85000 0.01530 and the angle of attach with Mach number
0.80000 0.01920
0.75000 0.02250
0.70000 0.02520
0.65000 0.02730
0.60000 0.02880
0.55000 0.02970
0.50000 0.03000
0.45000 0.02970
0.40000 0.02880
0.35000 0.02730
0.30000 0.02520
0.25000 0.02250
0.20000 0.01920 Figure 14: Graph of Lift Coefficient
0.15000 0.01530 and angle of attack with Mach number
0.10000 0.01080
0.05000 0.00570
0.00000 0.00000
0.05000 -0.00570
0.10000 -0.01080
0.15000 -0.01530
0.20000 -0.01920
0.25000 -0.02250
0.30000 -0.02520
0.35000 -0.02730
0.40000 -0.02880
0.45000 -0.02970
0.50000 -0.03000
0.55000 -0.02970
0.60000 -0.02880
0.65000 -0.02730
0.70000 -0.02520
0.75000 -0.02250
0.80000 -0.01920 Figure15: Air foil Diagram
0.85000 -0.01530
0.90000 -0.01080
0.95000 -0.00570
1.00000 0.00000
1.1.13Determination of Investigated Aircraft Parameters:
I have calculated the basic parameters of the aircraft and we have the general
three view diagram for Abhilash with its structural members. Now we move
forward towards optimization of the parameters and investigating the selected
parameters and its affect on the overall aircraft mass and geometrical
characteristics. Now this analysis is performed using special software which is
developed by our college. This software carries out the optimization calculations
and provides us the result of the Geometrical parameters with the wing loading.
Thus this helps us choose the important geometrical parameters and also lets us
know the effects of the geometrical parameters on the aircrafts gross takeoff
mass. The general geometrical parameters are put in as the input and the result
obtained from this software are presented in tabular form which is discussed
further.
Table 7.1:Mass of the Aircraft achieved when analysed to Relative thickness of

Chord:
C,% 2.5 4 5.5 7 8.5 10 11.5 13 14.5 16 17.5
P,[/ ] / /
100 306.2 0 0 0 0 0 0 0 0 0 0
200 39.8 42.2 45.6 51.9 63.3 86.5 151.6 0 0 0 0
300 30.6 32 33.8 36.2 39.3 43.2 49.8 61.8 85.9 153.8 0
400 27.2 28.3 29.7 31.5 33.8 36.6 40.2 44.9 51.4 63.3 87.9
500 25.5 26.4 27.6 29.1 31 33.4 36.3 40.1 45.1 52 62
600 24.8 25.4 26.4 27.8 29.5 31.5 34.1 37.4 41.7 47.5 55.5
700 24.5 25.1 25.8 26.9 28.5 30.4 32.7 35.7 39.6 44.7 51.7
800 24.5 25.1 25.7 26.6 27.8 29.6 31.8 34.6 38.1 42.8 49.1
900 24.8 25.3 25.9 26.7 27.7 29.1 31.2 33.8 37.1 41.5 47.4
Table 7.2: Mass of the Aircraft achieved when analyzed to Aspect ratio:
Lk 2 4 6 8 10 12 14 16 18 20 22
P,[/ ] / /
100 0 0 0 0 0 0 0 0 0 0 0
200 72.1 273.9 0 0 0 0 0 0 0 0 0
300 46.3 64 128 0 0 0 0 0 0 0 0
400 39 46 65.1 115.9 537.7 0 0 0 0 0 0
500 35.6 39 49.3 69.1 105.9 182.6 430.7 0 0 0 0
600 33.7 35.3 42.1 52.5 69.4 94.7 134.9 216.6 528.5 0 0
700 32.7 33 38 46.1 57.4 72.4 92.3 121.5 174.8 311.9 0
800 32.5 31.8 36.2 42.8 51.6 62.5 75.6 92.6 117.9 162.1 261.1
900 32.8 31.5 35.3 41 48.4 57.1 67.1 79.1 95.2 119.7 161.8
Table7.3: Mass of the Aircraft obtained when analysed to Taper Ratio
Tk 2 3 4 5 6 7 8 9 10 11 12
P,[/ ] //
100 0 0 0 0 0 0 0 0 0 0 0
200 31.58 31.28 31.08 30.94 30.85 30.77 30.71 30.67 30.63 30.58 30.63
300 24.24 24.12 24.03 23.98 23.93 23.9 23.88 23.86 23.84 23.81 23.8
400 22.14 22.07 22.01 21.97 21.94 21.92 21.9 21.89 21.88 21.86 21.85
500 21.19 21.14 21.09 21.06 21.03 21.02 21 20.99 20.98 20.96 20.96
600 20.71 20.65 20.61 20.58 20.57 20.55 20.54 20.53 20.52 20.51 20.5
700 20.86 20.5 20.36 20.34 20.32 20.31 20.3 20.29 20.29 20.27 20.26
800 21.28 20.77 20.51 20.36 20.27 20.21 20.19 20.18 20.18 20.16 20.16
Table7.4: Mass of the aircraft analysed to Sweep Angle Mass of the aircraft
analysed to Sweep Angle
Xp,. 8 16 24 32 40 48 56 64 72 80 88

P,[/ ] / /
100 0 0 0 0 0 0 0 0 0 0 0
200 42.8 41 40.3 41.1 44.3 53.6 88.4 0 0 0 0
300 31.9 31.1 30.7 31.1 32.7 36.8 47.9 108.3 0 0 0
400 28.6 28 27.8 28 29.1 31.9 38.6 63.6 0 0 0
500 26.9 26.4 26.2 26.4 27.3 29.4 34.4 53 0 0 0
600 25.9 25.5 25.3 25.5 26.2 28 32.1 49.3 0 0 0
700 25.3 24.9 24.7 24.9 25.5 27.1 31.4 48.3 0 0 0
800 24.8 24.5 24.3 24.5 25.1 26.5 31.3 48.7 0 0 0
900 24.6 24.2 24.1 24.2 24.8 26.5 31.6 50.2 0 0 0

From the results obtained in the TM software we can conclude the following
things,
1. The lower the relative thickness of the chord for a particular wing loading
the lower will be the mass of the Aircraft. So for the investigation of the
new Aircraft let us consider that we select a lower relative thickness of the
chord. Thus for the Investigated Aircraft the Value of C % ie. Relative
Thickness of the Chord = 5.
2. From the second table that we obtained results against Aspect ratio we see
that the lower the Aspect ratio the lesser the mass of the Aircraft. So for
the investigated Aircraft we need to select a little lower Aspect Ratio for
the Wing. Here I am selecting the Aspect Ratio as 2.34 which is
approximately the Aspect Ratio of my prototype Eurofighter Typhoon.
3. The next Analysis was against Taper Ratio of the Wing. Here we find
that the Taper Ratio of the wing should be higher to get a lower Aircraft
mass. I selected the Taper Ratio to be 6.6 which is again approximately
closer to my prototype.
4. The last Analysis was against Sweep angle of the wing. The more the
sweep angle the more is the mass of the Aircraft. But since mine is a
supersonic Aircraft and a Delta winged Aircraft the sweep angle I selected
is 51.
5. For achieving the desired range mentioned in the technical requirements

for the aircraft the TM software shows an increase in the fuel coefficient
and thus the increase in the aircraft weight. So I am considering the
increase in the aircraft weight and taking the gross weight to be equal to
25000 kg.
6. Apart from this I have also increased the wing loading from 400 dN / m 2 to
480 dN / m 2 so as to accommodate the increased fuel in the wing.
1.1.14 Mass Calculation for the Investigated Aircraft:
The new aircraft takeoff mass obtained from the calculations above is 25000kg.
Thus the revised mass estimated with the coefficients from the earlier
calculations is given below. The Fuel coefficient is changed from 0.22 to 0.24
according to the calculations obtained.
POWER PLANT MASS
Mpp=mpp Mo = 0.15 25000kg = 3750 kg
FUEL MASS
Mfuel= mfuel Mo = 0.2425000kg = 6000 kg
EQUIPMENT MASS
Meq= meq Mo = 0.12 25000kg = 3000 kg
STRUCTURAL MASS
Mk = mkMo =0.2025000kg= 5000 kg
TAIL UNIT MASS
Mtu = mtuMk = 0.0645000 kg= 320 kg
FUSELAGE MASS
Mf = mfMk = 0.4105000 kg= 2050 kg
LANDING GEAR MASS
Mlg = mlgMk = 0.1615000 kg= 805 kg
WING MASS
Mw= mmMk = 0.345000 kg= 1700kg
1.1.15Geometrical Parameter Calculation for Investigated Aircraft:
The calculations of geometrical parameters for the investigated aircraft have to

be carried out using the same formulas mentioned in 1.1.10 part of this thesis.
The calculated results are as shown in the following table:
Table 8: Geometrical Parameters for Investigated Aircraft.
CANARD 2 Vertical Stabiliser Delta Wing

3.56159 1.45 2.34
4.47456 3.8 6.6
S relative area 0.13958 0.26
X 51 0.80844 0.783827367 0.89023333
S 7.13146 6.6421875 51.09375

L 5.03978 3.10341294 10.934321
B0 2.31312 3.388784245 8.11589276
Bk 0.51695 0.891785328 1.22968072
Ba 1.60503 2.38304857 5.41059517
Za 0.99339 1.249985767 2.06217457
tan x 1.04717 0.996863332
xa 1.04025 1.246064977 2.70529759
L hs 0.80252 3.574572855 6.4927142
xm 1.94781426
e 0.97390713
Over here we observe that there are serious changes in the geometrical
parameters when compared with the Base Aircraft. These changes are
incorporated in the three view diagram of the investigated aircraft. These factors
will result in the change of the structural load calculations and arrangement of
the aircraft. Thus the next step is to carry out the structural load calculations.
1.1.16Load Structure Calculations for Investigated Aircraft:
The load structure calculations are to be carried out according to the formulas
mentioned in 1.1.10 part of this Thesis.
Table9: Load Structure Calculation Results for Investigated Aircraft.

p0 4800
S 51.09375
Za 2.06217457
M - mass of Cargo located on a wing 13000
g 9.8
np 13.5
Mw- wing mass 1700
C-airfoil thickness ratio 0.05
b0- root wing chord 8.11589276
p-breaking stress of material 800000000
Cthick *b0 0.40579464
y- cap thickness of a conventional Spar 0.00269938
M/H3 99200092
1.1.17 General Three View and Load Carrying Structure Diagrams of Investigated Aircraft:
Figure III: General Three View Drawing of Investigated version of Abhilash Aircraft.
Figure IV: Structural Drawing for Investigated version of Abhilash Aircraft.
1.1.18 Comparison of the Structural configuration of the Investigated and
the Base Aircraft:
For both the variants of Abhilash that we have obtained the structural
configuration has been placement of ribs at 300mm and the fuselage frames at
350mm. According to the structural diagram attained we calculate the number of
structures for both the aircraft models.
STRUCTURES of Base AIRCRAFT

Wing,
Number of Ribs: 34
Number of Spars: 4
Number of inner brace: 2
Fuselage,
Number of Main Frames: 4
Number of Frames: 36
Vertical Stabilizers,
Number of Ribs: 22
Number of Spars: 4
STRUCTURES of Investigated AIRCRAFT

Wing,
Number of Ribs: 34
Number of Spars: 4
Number of inner brace: 2
Fuselage,
Number of Main Frames: 4
Number of Frames: 34
Vertical Stabilizers,
Number of Ribs: 22
Number of Spars: 4
1.2. Analysis of optimized aircraft design parameters
influence on its aerodynamic and mass characteristics.
Understanding the motion of air around an object (often called a flow field)
enables the calculation of forces and moments acting on the object. In many
aerodynamics problems, the forces of interest are the fundamental forces of
flight: lift, drag, thrust, and weight.
Aerodynamic problems are classified by the flow environment or properties of

the flow, including flow speed, compressibility, and viscosity. External
aerodynamics is the study of flow around solid objects of various shapes.
Evaluating the lift and drag on an airplane or the shock waves that form in front
of the nose of a rocket are examples of external aerodynamics.
Since Abhilash is a supersonic aircraft we also have to deal with the supersonic
aerodynamics. Supersonic flow behaves very differently from subsonic flow.
Fluids react to differences in pressure; pressure changes are how a fluid is "told"
to respond to its environment. Therefore, since sound is in fact an infinitesimal
pressure difference propagating through a fluid, the speed of sound in that fluid
can be considered the fastest speed that "information" can travel in the flow.
In this thesis I have calculated the aerodynamics of both the base and
investigated versions of Abhilash using specially devised software mainly for
the aerodynamic calculations. The results of this software are discussed below
and comparison of the aerodynamics has been made. Depending on the overall
comparison I have concluded as to which aircraft is suitable and further analysis
has been carried out only on this aircraft.
1.2.1Zero lift Drag Coefficient:
In aerodynamics, the zero-lift drag coefficient C{D,0} is a dimensionless

parameter which relates an aircraft's zero-lift drag force to its size, speed, and
flying altitude.
Mathematically, zero-lift drag coefficient is defined as
C_{D,0} = C_D - C_{D,i},
Where C_D is the total drag coefficient for a given power, speed, and altitude,
and C_{D,i} is the lift-induced drag coefficient at the same conditions. Thus,
zero-lift drag coefficient is reflective of parasitic drag which makes it very
useful in understanding how "clean" or streamlined an aircraft's aerodynamics
is.
Table 10.1: Base Aircraft Drag coefficient of Aircraft at zero lift Cy:
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20 M=1.40 M=1.60
H= 0.0
(Series1) 0.02467 0.02393 0.02345 0.02309 0.02279 0.02253 0.02229 0.06667 0.06511 0.06292
H=10.0
(Series 2) 0.0272 0.02629 0.02569 0.02524 0.02487 0.02455 0.02425 0.06836 0.06676 0.06451
H=15.0
(Series 3) 0.02936 0.02826 0.02756 0.02703 0.0266 0.02623 0.02589 0.0698 0.06816 0.06585
H=20.0
(Series 4) 0.03209 0.03069 0.02981 0.02918 0.02866 0.02822 0.02783 0.07153 0.06983 0.06745
Figure 16: Graph for Cd0 vs Mach number for Base Aircraft
Cd0 Vs Mach number

0.08
Coefficient of Drag with Zero Lift
0.07
0.06
0.05
0.04 Series1
0.03 Series2
Series3
0.02
Series4
0.01
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
MACH NUMBER
Table 10.2: Investigated Aircraft Drag coefficient of Aircraft at zero lift Cy:
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20 M=1.40 M=1.60
H= 0.0
(Series1) 0.02429 0.02355 0.02305 0.02268 0.02237 0.02209 0.02184 0.0698 0.06789 0.06514
H=10.0
(Series
2) 0.02673 0.02581 0.0252 0.02473 0.02435 0.02401 0.02371 0.07127 0.06934 0.06654
H=15.0
(Series
3) 0.02882 0.02772 0.027 0.02645 0.02601 0.02562 0.02527 0.07253 0.07057 0.06773
H=20.0
(Series
4) 0.03148 0.03007 0.02918 0.02852 0.02799 0.02753 0.02711 0.07404 0.07204 0.06914
Figure17: Graph of Cd0 vs Mach number for Investigated Aircraft
Cd0 vs Mach Number

0.09
0.08
Coefficient of Drag with Zero Lift
0.07
0.06
0.05 Series1
0.04 Series2
0.03 Series3
0.02 Series4
0.01
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
MACH NUMBER
1.2.2 Maximum lift Coefficient and Stalling Angle:
The lift coefficient CL is defined by
Where L is the lift force, is fluid density, v is true airspeed, S is planform area
and q is the fluid dynamic pressure.
At higher angles a maximum point is reached, after which the lift coefficient
reduces. The angle at which maximum lift coefficient occurs is the stalling angle
of the aircraft.
Table11.1 Maximum Lift Coefficient and Stalling Angle for Different Mach
number of Base Aircraft
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20 M=1.40 M=1.60
Cya
max 1.73495 1.75307 1.77976 1.81662 1.86622 1.93299 2.0251 1.99431 1.75436 1.56865
Alfa st 33.44 33.43 33.41 33.39 33.35 33.31 33.25 33.42 33.83 34.19
Table11.2 Maximum Lift Coefficient and Stalling Angle for Different Mach
number of Investigated Aircraft
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20 M=1.40 M=1.60
Cya
max 1.47829 1.49075 1.50901 1.53406 1.5675 1.61158 1.73837 1.5974 1.45011 1.33098
Alfa st 32.96 32.95 32.93 32.90 32.87 32.82 32.94 32.57 32.82 33.13
1.2.3 Polar Coefficient:

The Drag Polar is the relationship between the lift on an aircraft and its drag,
expressed in terms of the dependence of the lift coefficient on the drag
coefficient. It may be described by an equation or displayed in a diagram called
a polar plot.
Over here by this software we obtain the polar coefficient for the aircraft which
is a description of the lift to drag ratio.
Table 12.1 Polar Coefficient at different Mach Number of Base Aircraft.
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20 M=1.40 M=1.60
0.11846 0.11847 0.11848 0.11849 0.11852 0.11855 0.11859 0.12962 0.17628 0.23883
Table 12.2 Polar Coefficient at different Mach Number of Investigated Aircraft.
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20 M=1.40 M=1.60
0.1521 0.15212 0.15215 0.1522 0.15226 0.15235 0.15214 0.16126 0.19754 0.2401
1.2.4 Maximum Lift to Drag Ratio Kmax:
In aerodynamics, the lift-to-drag ratio, or L/D ratio, is the amount of lift

generated by a wing or vehicle, divided by the aerodynamic drag it creates by
moving through the air. A higher or more favorable L/D ratio is typically one of
the major goals in aircraft design.
The higher the number of Maximum lift to drag ratio the better will be the
aerodynamic performance of the aircraft. Since we are dealing with a supersonic
aircraft it has to be noted that the maximum lift to drag ratio will be less as
compared to the other subsonic aircrafts.
The results obtained by calculation for these are explained as below.
Table 13.1 Maximum L/D ratio K max at different altitudes with Mach numbers
of Base Aircraft:
Mach
No 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2 1.4 1.6
H= 0.0 9.25 9.39 9.486 9.56 9.621 9.676 9.726 5.379 4.667 4.079
H=10.0 8.809 8.96 9.063 9.143 9.21 9.269 9.323 5.312 4.609 4.028
H=15.0 8.479 8.641 8.751 8.835 8.905 8.967 9.023 5.257 4.561 3.987
H=20.0 8.109 8.292 8.413 8.504 8.579 8.644 8.704 5.193 4.506 3.939
Figure 18: Graph of K max at different Altitudes for different Mach numbers of
Base Aircraft
Kmax vs Mach No.

12
10
8
Kmax
Series1
6
Series2
Series3
4
Series4
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8
Mach Number
Table 13.1 Maximum L/D ratio K max at different altitudes with Mach numbers
of Investigated Aircraft:
0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2 1.4 1.6
H= 0.0 8.227 8.354 8.442 8.511 8.568 8.618 8.674 4.713 4.318 3.998
H=10.0 7.842 7.98 8.075 8.149 8.211 8.266 8.325 4.664 4.272 3.956
H=15.0 7.551 7.7 7.801 7.88 7.945 8.003 8.065 4.623 4.235 3.921
H=20.0 7.226 7.393 7.504 7.589 7.66 7.721 7.785 4.576 4.191 3.881
Figure 19: Graph of K max at different Altitudes for different Mach numbers of
Investigated Aircraft
Kmax vs Mach Number

10
6
Kmax
Series1
5
Series2
4
Series3
3 Series4
2
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8
Mach Number
1.2.5 Selected Fuel and its Properties:
Fuel is a very essential part of Aviation industry. The selection of fuel should be
as such that it solves the design purposes and also keeps the environment clean.
I have selected F- 44 for Abhilash.
F-44 is a kerosene grade of aviation fuel suitable for most turbine-engine

aircraft. This military fuel grade is intended specifically for use on naval aircraft
carriers, where a fuel with a higher flash point than standard Jet A-1/JP-8 is
required for on-board safety reasons.
F-44 is manufactured to provide the balanced set of properties required for

satisfactory performance in aircraft, viz: good low temperature flow
characteristics, controlled volatility, resistance to oxidation and thermal
degradation, clean and efficient combustion. Specifically, F-44 is manufactured
with a minimum flashpoint of 60C (compared with 38C minimum for F-34) to
improve safety during storage and handling of the fuel onboard ship.
To provide satisfactory performance in military aircraft, this grade of fuel is

formulated with FSII (Fuel System Icing Inhibitor) and CI/LI (Corrosion
Inhibitor/Lubricity Improver) additives.
Table 14: Fuel Properties of F-44

1.2.6Fuel Calculations:
A] Base AirCraft.
The amount of fuel required can be calculated from the results of the software
used to calculate the geometrical parameters.
Table 15: Fuel Coefficient for Base Aircraft with Relative Chord Thickness
C,% 2.5 4 5.5 7 8.5 10 11.5 13 14.5 16 17.5
P,[/ ] _M_
100 0.158 0.164 0.171 0.18 0.19 0.202 0.215 0.23 0.246 0.265 0.284
200 0.181 0.189 0.197 0.201 0.208 0.217 0.228 0.242 0.257 0.274 0.293
300 0.188 0.195 0.204 0.215 0.226 0.238 0.247 0.257 0.27 0.285 0.303
400 0.194 0.201 0.21 0.22 0.231 0.244 0.257 0.271 0.287 0.3 0.315
500 0.2 0.207 0.216 0.226 0.237 0.249 0.262 0.276 0.292 0.309 0.327
600 0.201 0.211 0.221 0.231 0.242 0.253 0.266 0.28 0.296 0.313 0.331
700 0.204 0.212 0.223 0.236 0.246 0.258 0.271 0.285 0.3 0.317 0.335
800 0.207 0.215 0.225 0.237 0.251 0.262 0.275 0.289 0.304 0.32 0.338
900 0.211 0.218 0.227 0.238 0.252 0.267 0.279 0.293 0.308 0.324 0.342
The relative thickness of Chord for the base aircraft is 6.9 and the wing loading
is 400 so we obtain the mass of fuel coefficient as 0.22.
Mass of the fuel required = mf + m res = 0.22 * 23355.75 = 5138.265 Kg
mf= 4490.4 kg m res= 647.86 kg
Taking the density of the jet fuel to be 0.81 kg/l
The volume of required fuel for the Base Aircraft is 6.3435 cubic.meter.
II. Geometry:
The volume of fuel that can be arranged in both the Wings = 1.61868 cubic
meters.
The volume of fuel that can be arranged in the fuselage = 6.331 cubic meters.
Thus the volume of fuel that can be incorporated = 7.94968 cubic meters.
Thus the Geometry satisfies the required fuel more than needed.
B] Investigated AirCraft.
Table 15: Fuel Coefficient for Investigated Aircraft with Relative Chord
Thickness
C,% 2.5 4 5.5 7 8.5 10 11.5 13 14.5 16 17.5
P,[ /] _M_
100 0.176 0.183 0.191 0.201 0.212 0.225 0.24 0.256 0.275 0.295 0.317
200 0.2 0.21 0.222 0.232 0.237 0.246 0.258 0.273 0.29 0.309 0.33
300 0.21 0.22 0.231 0.244 0.257 0.271 0.286 0.294 0.308 0.324 0.343
400 0.22 0.229 0.24 0.252 0.265 0.279 0.294 0.31 0.327 0.347 0.361
500 0.228 0.238 0.248 0.26 0.273 0.286 0.301 0.317 0.334 0.353 0.373
600 0.233 0.244 0.256 0.268 0.28 0.293 0.308 0.323 0.34 0.359 0.379
700 0.239 0.249 0.262 0.275 0.287 0.3 0.314 0.33 0.347 0.365 0.385
800 0.246 0.254 0.266 0.28 0.294 0.307 0.321 0.336 0.352 0.37 0.39
900 0.252 0.26 0.271 0.284 0.299 0.313 0.327 0.342 0.358 0.376 0.395
The relative thickness of Chord for the base aircraft is 5 and the wing loading is
480 so we obtain the mass of fuel coefficient as 0.24.
Mass of the fuel required = mf + m res = 0.24 * 25000 = 6000Kg
mf= 5625kg m res= 375 kg
Taking the density of the jet fuel to be 0.81 kg/l
The volume of required fuel for the Base Aircraft is 7.407 cubic.meter.
II. Geometry:
The volume of fuel that can be arranged in both the Wings = 1.609 cubic meters.
The volume of fuel that can be arranged in the fuselage = 6.783 cubic meters.
Thus the volume of fuel that can be incorporated = 8.392 cubic meters.
Thus the Geometry satisfies the required fuel more than needed.
1.2.7Comparison of the Aircrafts and Conclusion:
1. From the above results of Aerodynamic calculations using the software

we can see that the max lift to drag ratio obtained for the Base design is
better than the Investigated Design.
2. The mass of the Investigated design is more than the Base design but the
range obtained by the Investigated design is more than the Base design.
3. When compared to the Base design the Frames used in the Investigated
design is less since the length of the fuselage of the Investigated Aircraft
is smaller than the Base Aircraft.
4. The number of structural elements is also less in the Investigated Aircraft

which saves a lot of structural mass and hence is cost efficient when
compared to the Base aircraft.
5. Taking into account the fuel calculations both base and investigated
Aircrafts satisfies the required amount but the fuel required for
Investigated is more than the Base design.
6. Considering all the above facts I choose to work ahead with the
Investigated Aircraft design for my further work and analysis.
1.3. Integrated design and computer modeling of Spar
of the aircraft
Spars or Longerons of wings of the aircrafts are one of the most responsible
load-carrying elements, which determine static durability, inflexibility, resource
and safe life (vitality) of wing of airplanes in a great deal.
Longerons also are the walls of torsion-box, the elements of the fuel system,
control system, take place on them, attaching of the brackets of hinge-plate
High-Lift Devices and other aggregates
.
Longerons of wing are the thin-web assembled beams, the main part of which
consists of caps and webs, supported struts. The spars are mainly responsible to
take all the bending moment and the shear force acting on the wing as a unit.
The Designing of the spar should be as such that it takes the necessity loads and
also is light in weight. This is a major structural element of wing on which all
the other structural elements are fastened to. They also act walls to fuel tanks in
the wing.
In this section I have tried to design the Spar for Abhilash.
1.3.1Bending Moment and Shear Force Calculations:
In order to design a spar for the wing we need to know the bending moment and the
shear stress acting on the wing as a unit. In the above section of determining the
structural loads we had already determined to use the two spar arrangement. But here
we had not considered the Bending moment or Shear force Calculations. After we find
out the Bending Moment and Shear Stress of the wing unit we can then determine the
arrangement of the structural elements to bear the load.
For this purpose we divide the wing section into three parts. The root section, the mid
section and tip section (take 90 percent of the half wing span).
I. Root Section Calculation:
Mass of the fuel on the wing = 646.818 +804 = 1450 kg

In this I have calculated the mass on fuel in the internal tanks of the wing as well as the
external tank.
Mass of payload on the wing = 300 kg
Mass of landing gear= 250 kg
Wing structural mass = 850 kg
Total Mass on one wing (M ) = 1450 + 300 + 250 + 850
= 2850 kg
S (Area of the Root Wing Section) = 17.365 m

.
.
Q=
( )
.
. . .
= .
( )
= 965216.16 N
. .
. .
M=
( )
Mass of two fuel tanks internal= 500 kg + 150 kg
Calculation of .
= ( . . + . + + +
)
= 9.81 (250 1.61 + 500 1.708 +150 3.363 + 804 1.1531 + 200 2.43 +
850 2.16 + 100
3.33)
= 55387.95
. .
. .
M=
( )
. .
. . .
= .
( )
= 20,133,439 Nm
II. Mid Section Calculations

= 5.778 m2 (0.332) Relative to whole one side wing
Wing structural mass = 850 0.332
= 280 kg
Weight of missiles = 300 kg
Mass of fuel = 150 kg (fuel tank 2)
Total Mass = 280+ 300 + 150 = 730 kg
.
.
Q =
( )
.
. . .
= .
( )
= 391721 N
Calculation of . .
= g (280 1.1.05 + 150 1.186 + 200 0.254 + 100 1.154)
= 6410.835
. . . .
. . . . .
M= = .
( ) ( )
M= 8360757 Nm.
III. Tip Section

The mass is considered to be 110 kg and the S s= 2.06033 m2
Calculating using the same formulas we get
Q = 147038.5 N
M = 3055976 Nm
Table 16: Shear Stress and Bending moment on the Wing Section
( ) ( )
I 965216.2 20133439 0.260 0.390
II 391721 8360757 0.153 0.230
III 147038.5 3055976 0.100 0.156

The above table gives us a description of the shear force and bending moment acting
on the wing section. The H1 and H2 are the heights of the cross section of the two spar
arrangement.
The individual shear forces are calculated using the below formula
.
Qi =
Qi The shear force for the particular spar number i at the particular section
Hi- Height of the spar at that section.
H- Summation of the total heights depending on the number of spar.
Q- Shear force for the particular section.
The individual Bending stress can be calculated as
.
=
+
Mi The Bending moment for the particular spar number at the particular
section
M- The Bending moment for the particular section.
The shear force and bending stress is very high if we keep the 2 spar
arrangement for the wing thus changing the structural configuration for the
aircraft.
1.3.2 Structural arrangement changes for the Wing section:
On calculating the Bending moment and shear force we came to know that the existing
2 spar arrangement is not enough for withstanding the load. Thus in this section we
change the structural arrangement of the wing from 2 spar to 3 spar arrangement.
The first spar is arranged at 20% of the root chord the second spar is arranged at 40%
of the root chord and the 3rd spar is arranged at 70% of the root chord. The
arrangement of the ribs remain the same.
Figure 20: Three spar Structural arrangement of the wing.
1.3.3Calculations of the Shear force and the Bending moment for each spar
section:
Using the above formula and the given data in the table the following results are
obtained.
Table 17: Shear Force and Bending moment with spar Heights
(Front spar) (Rare spar)

(Mid spar)
( ) ( )
I 965216.2 20133439 0.260 0.390 0.340

II 391721 8360757 0.153 0.230 0.201
III 147038.5 3055976 0.100 0.156 0.131

Table 18: Shear force for each spar and each section
I II III
253491.1 102625.5 37994.44
380236.7 154273.7 59271.33
331488.4 134821.8 49772.72
Table 19: Bending Moment for each spar and Each section
I II III
4059113 1676951 611660.1
9133003 3789599 1394646
6941323 2894207 1049670
1.3.4 Determination of Spar Cross section:
This calculation is done with the help of software that gives us the exact estimation of
the spar cross section required for the giving shear force and bending moment.
I have only attached the first spar results since I will be designing only first spa
Result for 1st Spar Root Section.
User name RAHUL KARUVINGAL
Academical group 150F
Bending moment in designing cross-section M Nm 1.62365e+006
Shear force in designing cross-section Q N 253491
Aerofoil height in spar cross-section mm 260
Airpane type long-range
Airplane service life T fly. 20000
Ultimate load factor ny_p 9
Bending moment intensity M/H3 MPa 92.3788
Caps Upper Bottom
Cap material VKS-170 VKS-170
Cap type Double teeDouble tee
Ultimate stress specifying type DURABLE DURABLE
Cap ultimate stress SigR 788.821 657.351
Breaking point of skin material Sig_o 435 435
Thickness of skin attached to cap del_o 2.5 2.5
Spar cap width B 196.313 229.054
Spar cap thickness del 22.0298 22.7232
Thickness of shelf for joint with skin del_3 2 2
Effective web height hef | sqrt(Q)/hef 237.623 2118.81
Web material | tau_R, MPa V95T 212
Ratio h/del | del_teor,mm 56 4.24328
Standard sheet thickness, mm | minimal 4.5 4.35
Ratio t_hef | t_teor, mm 0.87 206.732
Ratio alfa | Fst_teor,mm2 0.125 116.287
Ratio hef/i | i, mm 39 6.09291
Shape thicknesses, del, mm | del', mm 5.4 3.618
Shape type | Shape numbe111 - tur 18
Shape parameters, mm: height H | width B 20 50
caps' thicknesses,mm: parallel| normal 3 5
shape cross-section area, mm2 | inertia rad. 235.2 5.60915
Web plate step with accepted its shape t mm 418.133
Torque in designing cross-cection Nm 150000
Doubled area of wing airfoil outline omega m2 2
Shelf thickness for attachment with web del_0 mm 2
Rivet material for joint: cap-web-web plate: D1P
Rivet diameter for joint:cap-web-web plate,d1 mm 6
Rivet diameter for joint: web-web plate, d2 mm 6
Rivet step for joint: web-web plate, t2 mm 21.5247
Mass of 1 m length of spar, kg m_ kg 158.42
Parameters of rivet joint for CAP - SKIN WEB
Number of row of rivet joints: 1 2
Rivet material: D18P 30H
Rivet diameter in joint, d3 | d0 mm 2.6 5
Rivet step in joint, t3 | t0 mm 10 16.7333
Cap shelf width for joint, mm 10.4 30
Result for 1st Spar Mid section

Bending moment in designing cross-section M Nm 670780
Shear force in designing cross-section Q N 102626
Caps Upper Bottom
Standard sheet thickness, mm | minimal 3 2.85
Rivet diameter for joint:cap-web-web plate,d1 mm 5
Rivet diameter for joint: web-web plate, d2 mm 3.5
Rivet material: D18P 15
Result for 1st Spar tip Section:

Bending moment in designing cross-section M Nm 244664
Shear force in designing cross-section Q N 37994.4
Caps Upper Bottom
Standard sheet thickness, mm | minimal 1.8 1.65
Rivet diameter for joint:cap-web-web plate,d1 mm 3.5
Rivet diameter for joint: web-web plate, d2 mm 3.5
Rivet material: D18P 15
1.3.5 Calculations for determination of the spar attachment to the Fuselage:
Calculations with = 1200 Mpascal [Attachment Lug]

[Using 3 bolts & 2 shear plates]
Spar 1:-
, .
= = = 0.00520
, ,
Area of bolt :
.
= = = 0.000867

Diameter of bolt:

= = 0.03322 = 33.2mm
/
= where =
.
1200,000,000 =

.
=
. , ,
= 0.052217
= 52.22mm
/
= where = 2a Figure 21: Attachmentlug design
/
=

.
a=
. , ,
= 0.01661m =16.61mm
Shear Stress
= 0.5 = 600 Mpa
/
= where =2
/
=

.
b=
. , ,
= 0.03323m = 33.23mm
Spar 2:- [3 bolts & 2 shear Plates]

.
= =
, ,
= 0.007805
Area of 1 bolt:
= = 0.001300

Diameter of bolt:

= = 0.0406m = 40.6mm
/
= where =
/
=

.
= = 0.065m
. , ,
= 65mm
/
= where = 2a
/
=

/ .
a = =
. , ,
= 0.02001
= 20.01mm
Shear Stress = 600 Mpa

/
= where =2b
/
=

.
b=
. , ,
= 0.0400 m
= 40 mm
Spar 3:- [3 bolts & 2 Shear Plates]

.
= = = 0.00680
, ,
Area of 1 bolt:
.
= = 0.001134

Diameter of bolt:

= = 0.03799 m = 37.9 mm
/
= where =
/
=

.
= = 0.0597 m
. , ,
= 59.7 mm
/
= where = 2a
/
=

.
a= = 0.0189 m
. , ,
= 18.9 mm
Shear Stress = 600 Mpa

/
= where =2b
/
=

.
b= = 0.03799 m
. , ,
= 37.9 mm
Figure 22: Attachment Lug Fitting

1.3.6 Manufacturing Diagram of 1st Spar:
1.3.7 Analysis of the Spar:
Arrangement of the three spars with its web thickness can be seen in the
following figure
Figure 22: Arrangement of the spars in the wing.
In order to analyze the spar in Ansys we have to make a 3d model of the spar.
Now for the purpose of analysis I considered the spar to be a variable cross
section I beam. Then I constructed the model in Catia v5.
Figure 23: 3d Model of the Spar with the Cross sections

I am analyzing the first spar to the maximum shear force of 253491.1 N which is
the same as the force given in the calculations for determining the cross section
of the spar.
For this purpose I am using Ansys software for the analysis and as the basic step
I import the 3d model in to the Ansys software.
Now the most important thing here is the meshing. I have meshed it pretty fine
so that I can reach an accurate result.
The performed meshing gives a result of
Nodes: 572037
Elements: 96327
This meshing is good enough to determine the deformation in the spar because
of the load.
Figure 24: Meshed Image of the spar
The beginning root cross section is fixed.A uniform force of the given
magnitude is applied in the below face of the I-sectioned beam. The reason
being in the flight condition the lift force will act on the spar from the
downwards. The Solution obtained is as follows:
Fig 25:Equivalent Vonmisses Stress - 858 Mpascal Maximum Stress

The main thing is the deformation of the spar which is also analysed and the
result of maximum deformation at the tip is of 400 mm which is quite descent
when compared to the loading. The material that we used for analyses is VKS
170 Duralumin same as the material selected in the calculation of the spar cross
sections. The result of deformation is shown below.
Fig 26: Deformation of the Spar
Conclusion:
The designed spar is capable of taking the flight loads and the maximum
deformation obtained is of 400 mm which is a good solution for the spar.
Thus the use of this spar in the arrangement is beneficial.
1.4 INTEGRATED DESIGN AND COMPUTER
MODELLING OF THE AIRCRAFT FUEL SYSTEM:
1.4.1 Fuel System Designing:
In many cases the fuel system function can be classified as a complex integrated
process that involves major interactions between many aircraft systems. The
process of designing, developing and certifying a modern aircraft fuel system is
therefore a major undertaking and the demand for mature functionality at entry
into service is, as with any major operational system, critical to both the aircraft
manufacturer and the aircraft operator.
In the past decade or so the industry has seen a major shift in the responsibility
and role played by the typical equipment supplier who is today expected to be
Systems smart with the ability to contribute to the functional requirements
definition of its products from an aircraft system perspective. In fuel system
applications this issue is particularly important because of the complexities of
many modern applications where there are a large number of significant
functional interactions with other aircraft systems including:
Ground refuel system

Flight management system
Power management system
Flight warning and advisory system
Display management system
Central maintenance computer
Propulsion system
Tank Inerting system
On-board maintenance system.
An important issue with the design of aircraft fuel systems is to ensure that there
are no common failure modes that can eliminate the effectiveness of functional
redundancy. For example, since fuel properties are a common factor in fuel
system operation, consistency in fuel quality standards may become a critical
factor since any single event that could impact this situation would be
considered a common mode failure. Potential causes include excessive fuel
contamination; say with water or ice or freezing (waxing) of fuel due to
operation for extended periods at flight conditions with recovery temperatures
below the fuel freeze point.
Risk management is also a key discipline that is designed to identify all potential
risks to the program and to develop and manage mitigation plans in order of
criticality. This aspect of program management is crucial in minimizing the
possibility of late developing crises with the attendant schedule and
development cost penalties.
The most important phase in the design and development of a new aircraft fuel
system is the initial concept phase when the basic aircraft design is still
somewhat fluid as design trade studies are done in order to arrive at the optimum
solution with regard to market needs and regulatory requirements.
It is at this stage that major functional aspects of other interfacing or interacting

aircraft systems need to be understood and discussed with top-level aircraft
design specialists. The most significant issues driving this activity are safety and
economics since the solution that finally evolves must be safe and capable of
satisfying regulatory authorities from a type certification perspective.
Secondarily the aircraft must be operationally competitive to the end user
operators in a highly challenging marketplace.
Even in maneuverable aircraft design, while mission effectiveness may, in some

cases, be considered second to acquisition and sustainment costs, the concept of
affordability is becoming a major driver in the weapons procurement process
thus bringing the early conceptual phase more in line with traditional
commercial operational methods.
Figure 1 Conceptual Phase Fuel System Designing.
In maneuverable aircraft the operational flight envelope is often much more

demanding with maximum operational altitudes of 20 km and higher together
with Mach numbers up to and beyond Mach 2.The provision of afterburning
engines adds an additional dimension of complexity to the fuel system design
solution. Control of the aircraft CG during the very large fuel flows involved
with afterburner operation may be critical to safe operation of the aircraft thus
imposing special considerations in the fuel system design solution. For example,
flow proportioning valves may be employed to ensure that flow from fore and
aft tanks is managed to maintain a fairly constant longitudinal CG.
Most maneuverable aircraft fuel systems consist of several tanks for reasons of
space, slosh, CG management or safety. The general layout may consist of one
or more boost pumps that feed the engine/engines from a collector tank, usually
a fuselage tank placed close to the CG. The collector tank is replenished by a
fuel transfer system, which pumps fuel from the source tanks. Source tanks may
be other fuselage, wing or drop tanks. The system may be pressurized to avoid
cavitation in pumps, spontaneous fuel boiling at high altitude or to aid or
provide the means for fuel transfer. The aircraft fuel system may consist of
several sub systems.
Figure 2 A General Layout of Fuel tank system
In the above figure we see that the fuel system to be developed is an interface
between the Fuel tanks, Engines and Afterburners. Because of the large
quantities of fuel carried by most aircraft today, the location and geometry of the
fuel storage tanks plays a critical role in the aircraft design and its operational
capabilities.
The arrangement of fuel tanks for Abhilash has been done according to the
amount of fuel that is required to carry which is 6000 kg ( refer to the fuel
calculations). Apart from this I also have added the facility of external tanks for
achieving additional range goals. The figure below gives the detail about the
arrangement of internal fuel tanks in Abhilash.
Figure 3: Arrangement of fuel tanks for Abhilash.
Figure 4: 3d Model Representation of Fuel Tanks in Abhilash.
Figure 5: 3d Model View of Reserve Tank Arrangement in Abhilash.
There are in all 8 Fuel tanks which accommodate 6000 kg of fuel enough for the
flight mission to be accomplished. Refer Figure 3, here Fuel Tank A is the
Forward tank with a booster pump and in-flight refueling arrangement and Fuel
Tank B is the Rear Tank with a booster pump. We have two tanks on each wing
named as C1, C2, D1 and D2. Apart from these there are two reserve tanks.
Figure 6: Fuel System for Abhilash
The above figure gives us detailed schematic representation of the fuel system
for Abhilash. Over here we see that the forward tank which is the TANK A
according to the fuel tank arrangement diagram has its own individual booster
system. The rear tank Tank B is the main feed tank and also has its own
booster system. The wing fuel tanks C1, C2, D1and D2 have their own
respective transfer system and refuel system. Individual Reserve tanks have their
own booster and transfer system. Over here we have not included the external
tanks in the system.
The availability of fuel to the engines should be required for all conditions in the
air vehicle operational envelope and known extreme conditions like
maneuvering, negative g conditions, high altitude flights etc. To get over these
problems I have used two booster pumps with a sensor and shutoff valve to
provide the aircraft engine with the necessary fuel for the flight. A rough
schematic of the system is shown below. This system is provided only in the
Tank B of the aircraft.
Figure 7: The Normal Flight Conditions Figure 8: Negative G conditions.
Each of the following systems will be explained in detail:
1. Venting and Pressurization System

2. Engine Feed System
3. Fuel Transfer System
4. Refueling System
5. Aerial Refueling System
6. Fuel Jettison System
7. Fuel Quantity Measurement System
8. Fuel Tank Inerting Explosion Suppression System
9. Fire Detection and Suppression System
1.4.2 Pressurization and Venting System:
Fuel pressurization is sometimes required to assist in forcing the fuel under

relatively low pressure from certain tanks to others that are more strategically
placed within the system. On some aircraft there may be no need for a
pressurization system at all; it may be sufficient to gravity feed the fuel or rely
on transfer pumps to move it around the system. On other aircraft ram air
pressure may be utilized to give a low but positive pressure differential. Some
maneuverable aircraft have a dedicated pressurization system using high
pressure air derived from the engine bleed system.
For a maneuverable aircraft Abhilash which has a number of external fuel tanks
fitted the relative regulating pressure settings of the PRVs may be used to
effectively sequence the transfer of fuel from the external and internal tanks in
the desired manner .When the aircraft is fitted with under-wing and under-
fuselage (ventral) tanks it may be required to feed from under-wing, then the
ventral and finally the internal wing/fuselage tanks. The PRVs may be set to
ensure that this sequence is preserved, by applying a higher differential pressure
to those tanks required to transfer fuel first.
Commercial aircraft use what is termed an open vent system to connect the
ullage space above the fuel in each tank to the outside air. The provision of
adequate fuel tank venting throughout the aircraft operational flight envelope is
critical in that it allows the tanks to breathe as the aircraft climbs and
descends. Without this provision large pressure differences could develop
between the ullage and outside air resulting in very large forces on the tank
structure. It is impractical to accommodate these forces via the wing structural
design because of the resultant weight penalty; therefore the design of the vent
system plays a critical role in protecting the tank structure from structural failure
as the aircraft transitions between ground and cruise altitudes.
During the refuel process, the uplifted fuel displaces air in the fuel tanks. For
safety and environmental reasons, spillage of fuel to the outside must be
avoided. To accomplish this consistently and reliably, a vent box (sometimes
referred to as a surge tank) is provided to capture any fuel that may enter the
vent lines which connect to the various fuel tanks.
Since pressure refueling involves the application of a relatively high positive
pressure (typically 50 psi) to speed the refueling process it becomes necessary to
protect against a failed open refuel valve. To do this a pressure relief valve
usually installed on the upper wing surface prevents the build-up of internal tank
pressure to a level that could damage the aircraft structure. During maximum
rates of descent a pressure difference in the opposite direction must be avoided
by adequate sizing of the vent lines and/or by designing the relief valve to be
double-acting.
Figure 9: Fuel Tank Pressurization Scheme
Figure 10: Closed venting System Scheme
In this aircraft where operation at extremely high altitudes is required, a closed

vent system is employed to prevent excess vaporization or boiling of the fuel.
Here the tanks are slightly pressurized typically using bleed air from the
engines. A climb and dive valve must now be employed to maintain a safe
pressure differential between the ullage and the outside air.
Typically ullage pressure is controlled during high altitude operation using a
pressurization and vent system comprising climb and dive valves and a bleed air
regulator. During a climb the climb vent allows ullage air to vent overboard in
order to maintain a nominally constant pressure differential between the ullage
and the outside air. During descent, the dive valve opens to allow outside air into
the ullage to maintain the same nominal pressure differential. Conditioned bleed
air is also regulated into the ullage to maintain the same pressure schedule as
fuel is consumed and ullage volume increases. Typically there will be a
hysteresis band between the climb and dive pressure differential set point.
1.4.3 Engine Feed System:

The supply of fuel to the engines is by far the most critical element of the fuel
system. Fuel is usually collected or consolidated before being fed into the engine
feed lines. The engine feed is by far the most important task of the fuel system.
The objective of the engine feed (which is considered part of the airframe and is
not to be confused with the engines own internal fuel system) is to boost the
pressure in order to avoid cavitation in the engine system the engine feed system
is considered to consist of the engine feed tank, the boost pump, and the engine
feed pipe. The availability of fuel to the engines should be required for all
conditions in the air vehicle operational envelope and known extreme
conditions.
The collector tanks may hold sufficient fuel for several minutes of flying,
depending upon the engine throttle settings at the time. The contents of these
tanks will be gauged as part of the overall fuel contents measuring system;
however, due to the criticality of the engine of the engine fuel feed function
additional measurement sensors are added. It is usual to provide low-level
sensors that measure and indicate when the collector tanks are almost empty.
These low-level sensors generate critical warnings to inform the pilot that he is
about to run out of fuel and that the engine will subsequently flame out. The
low-level warnings are a last ditch indication that the pilot should be preparing
to evacuate the aircraft if he is not already doing so.
The collector tanks contain the booster pumps that are pressurizing the flow of
fuel to the engines. It is usual for two booster pumps to be provided so that one
is always available in the event that the other should fail. Booster pumps are
immersed in the fuel and for a maneuverable aircraft the scavenge pipes feeding
fuel to the pump inlets will have a provision such that a feed is maintained
during inverted or negative-g flight. In this aircraft we are using three booster
pump in the main Tank B, two for the normal flight condition and one for the
negative G condition.
Figure 11: Fuel Tank Feed System for Abhilash
Downstream of the booster pump is the engine high pressure (HP) pump which
is driven by the engine accessory gearbox. Engine HP pumps are two stage
pumps; the first stage provides pressure to pass the fuel through heat exchangers
and filters and to provide a positive inlet pressure to the second stage. The
second stage supplies high pressure fuel (around 1500 to 2000 psi) to the engine
fuel control system. A number of shut-off valves are associated with the control
of fuel to the engine. A pilot operated low pressure (LP) cock provides the
means of isolating the fuel supply between the booster pump and the HP engine
driven pump. This valve may also be associated with a firewall shut-off function
which isolates the supply of fuel to the engine compartment in the event of an
engine fire. A cross-feed valve located upstream of the LP cocks provides the
capability of feeding both engines from one collector tank if necessary; in most
cases the cross-feed valve would be closed. The pilot may also operate a high
pressure (HP) cock that has the ability to isolate the fuel supply on the engine
itself. In normal operation both the LP and HP cocks re open allowing an
unimpeded supply of fuel to the engine. The cocks are only closed in the case of
normal engine shut-down or in flight following an engine fire.
1.4.4 Fuel Transfer System:
The task of fuel transfer is to move fuel from the main wing and fuselage tanks
to the collector tanks. In commercial transport there tend to be fewer tanks of
more regular shape and transfer pumps may merely be used for redistributing
fuel around the tanks. The main tankage comprises left and right wing tanks and
forward and rear fuselage tanks.
Two transfer pumps are provided in each wing tank and two in each of the
fuselage groups. Transfer pumps are usually activated by the level of fuel in the
tank that they supply. Once the fuel has reached a certain level measured by the
fuel gauging system, or possibly by the use of level sensors, the pumps will run
and transfer fuel until the tank level is restored to the desired level.
The tank interconnect valve also provides for fuel crossfeed from one fuel
system (left/forward) to the other (right/rear) which allows fuel to be balanced
between left and right or permits one system to feed both engines if the need
arises.
Transfer pumps operate in a similar fashion to booster pumps; they are also
electrically operated by 115 VAC three-phase electrical powers driving an
induction motor. The duty cycle of the transfer pumps is not continuous like the
booster pumps; rather their operation is a periodic on-off cycle as they are
required to top up the relevant aircraft tanks subject to fuel demand.
Figure 12: Fuel Transfer System for Abhilash
It should also be noted that fuel transfer in some aircraft may be performed in
order to modify the fuel CG so that the aircraft longitudinal and lateral CG are
kept within strict limits. This may be for economy reasons, to maintain an
optimum trim, or it may be ensure that the Flight Control System (FCS) is able
to interpret pilot inputs to obtain optimum performance without damaging the
aircraft. This means that the fuel system and FCS must exchange information
with appropriate integrity and this can significantly affect the design of each
system.
1.4.5 Refueling System:
The aircraft is fuelled by means of a refueling receptacle that connects to the

refueling tanker. From the receptacle it enters a refueling gallery which
distributes the incoming fuel to the various aircraft tanks. The control of fuel
entry into each tank is undertaken by valves that are under the control of the fuel
management system. In the crudest sense fuel will enter the tanks until they are
full, whereupon the refueling valve will be shut off preventing the entry of any
more.
In a very simple system this shut-off may be accomplished by means of a simple

float operated mechanical valve. In more sophisticated systems the fuel
management system has control over the operation of the refueling valve,
usually by electrical means such as a solenoid operated or motorized valve. A
typical system may comprise a mixture of both types. In most cases the aircraft
is not filled to capacity, rather the maintenance crew select a fuel load and set
the appropriate levels at the refuel/defuel panel adjacent to the refueling
receptacle often located under the aircraft wing in an accessible position. The
number of tanks determines the number of refuel shutoff valves and the size of
each tank determines the flow rate required into that tank which determines line
and valve sizing.
The refueling requirements typically establish system design requirements

which influence the following:
line and component sizing derived from required refuel time, and available
ground refuel hydrant and aerial refueling tanker characteristics;
Control of surge pressure and overshoot derived from allowable maximum
system pressures and final shutoff level;
Allowable line and exit velocities;
use of electrical or fluid-mechanical equipment derived from availability of
electrical power and preferred equipment failure state; additionally, US Navy
aircraft have historically prohibited the use electrical equipment inside fuel tanks
(except for quantity gauging components) to provide added safety for carrier
based operations;
fail safe provisions;
Prevention of ignition sources;
Tank over-pressure protection;
Precheck function electrical and fluid mechanical methods;
Material selections based on higher fuel system operating temperatures of
military aircraft.
Figure 13: Refueling System for Abhilash
All external and internal fuel tanks can be pressure filled from a single-point
ground refueling receptacle located on the lower left side of the fuselage just
forward of the wing trailing edge. Electrical power is not required to refuel the
aircraft unless fuel quantity is to be monitored. Terminating refueling with
partially filled tanks could result in fuel imbalance. When a partial fuel load is
required, fuel distribution should be corrected prior to flight.
1.4.6 Aerial Refueling System:
For many years the principle of in-flight refueling has been known. In fact the
first demonstration of in-flight refueling occurred in April 1934. Today it is an
important and inherent method of operating maneuverable aircraft. The use of
the principle was first widely applied to fighter aircraft because of their high
rates of fuel consumption and short sortie length. However, more recently, and
particularly during the Falklands campaign the use of in-flight refueling was
extended to transports (Hercules and VC10), maritime patrol aircraft (Nimrod),
and tankers (Tristar and VC10). The ability to refuel an aircraft in the air greatly
adds to the flexibility of air power giving what is termed as force multiplier
effect.
For fighter aircraft maintaining an air patrol over a specific objective the
operational advantage is gained by keeping maneuverable aircraft in the air,
around the clock if necessary. In addition to providing a substantial extension to
the mission operating envelope, aerial refueling allows both maneuverable and
ground support aircraft to remain in a combat area for extended periods of time.
Also by careful pre-planning the location of aerial refueling tanker aircraft,
extremely long-range missions can be accomplished using relatively short-range
aircraft.
While the operational benefits of the aerial refueling function are without
question a major enabler in the execution of modern air warfare the provision of
this function from both the receiver and supplier aircraft perspective adds a
number of unique and complex requirements to the design of the fuel system, for
example:
An in-flight hook-up system is required which has fluid-tight connections
together with an appropriate safe disconnect capability in case of unforeseen
emergencies.
Compatibility between the tanker fuel off load system and the receiver aircraft.
This compatibility must address the combined tanker and receiver flow and
pressure ratings, aerial refueling equipment structural issues and physical
interfaces.
Safe accommodation of potential failure modes during aerial refueling
operations. This requires a detailed evaluation of the potential impact on both
the tanker and receiver aircraft. In some cases, especially where aerial refueling
is being added to existing aircraft, the provision of additional fuel system
functional redundancies may be necessary.
There are two different types of system in use for Air to Air Refueling (AAR) as
follows:
Probe and drogue system
Boom system
Figure 14: In air refueling Euro fighter Typhoon Probe and Drogue System
The probe and drogue system, shown in Figure 33, is today the most widespread
method for AAR. The drogue is a meshwork cone whose drag keeps the end of
the hose in a stable position. The reception coupling is usually equipped with a
pressure regulator with surge suppression capability. The receiver aircraft is
equipped with the probe system whose main function is to enable engagement
with the drogue and act as a flow path into the fuel system.
The recipient is fitted with a fuel probe that may be either fixed or retractable
when not in use. The pilot of the receiving aircraft has the responsibility of
inserting the refueling probe into the tanker drogue. When positive pressure is
exerted on the drogue by the refueling probe fuel is able to pass to the receiving
aircraft. The transfer of fuel is monitored by the tanker and by the gauging
system of the recipient. Contact is broken when the receiving aircraft drops back
and the positive pressure between probe and drogue is lost. At this point the
refueling operation is complete.
In probe and drogue aerial refueling system applications the tanker carriers a
hose reel system consisting of a Hose Drum Unit (HDU), a long, re-enforced
flexible hose, a drogue (sometimes referred to as a para-drogue) and a coupler
that mates with the receiver probe. The interface between the probe and coupler
is closely controlled by NATO standard STANAG 3447.
The HDU is a hydraulic powered reel assembly that controls the release and
retraction of the flexible hose. In addition to the HDU providing control for
extension and retraction of the hose/drogue, it must sense the engagement of the
probe into the coupler and instantly take up any slack that is produced by the
receiver aircraft pushing the drogue forward. The hose has markings visible to
the receiver pilot that tells him when he in the correct position (distance) relative
to the tanker aircraft. When he reaches this position, the tanker pumping system
is automatically turned on. The receiver aircraft is equipped with a probe at the
end of a relatively long probe mast. Some aircraft use a fixed position mast
while others use retractable probe masts. The probe mast must be long enough to
ensure that the probe is located outside of aircraft boundary layer so that the
approaching drogue will not be easily disturbed. The mast should also locate the
probe in a good position for pilot observation during engagement into the drogue
and provide best possible centerline alignment with the trailing drogue.
Figure 15: Nozzle and Coupler Arrangement

The key interface equipment between the tanker and receiver aircraft is the
coupler which is an integral part of the drogue assembly. The coupler mates with
the nozzle at the end of the refueling probe. Originally, these devices were
referred to as the MA-2 Coupler and MA-2 nozzle. These probe and drogue
systems performed adequately with most aircraft systems however, operational
problems developed with certain receiver and tanker delivery systems with the
main concern being the occurrence of high surge pressures when topping-off the
receiver tanks at the end of the refuel process. As a result, it was decided that
there was a need to control or limit the fuel pressure entering the receiver
aircraft. This led to the introduction of the MA-3 pressure regulated coupler in
the late 1970s. Later, it was determined that although the MA-3 pressure
regulated coupler, when working properly was doing what was intended, there
was the potential for an in-service undetected failure. This lead to a dual
pressure regulated coupler, which was designated as the MA-4.
1.4.7 Fuel Jettison System:
Fuel constitutes a large portion of overall aircraft weight, particularly at the

beginning of a flight. Therefore if an aircraft suffers an emergency or
malfunction shortly after take-off it may prove necessary to jettison a large
proportion of the fuel in order to reduce weight rapidly. This may be to reduce
the aircraft weight from close to maximum All-Up Weight (AUW) to a level
that is acceptable for landing; many aircraft are not stressed to land with a full
fuel load.
Alternatively if an engine has failed the fuel may need to be jettisoned merely to
remain airborne. On an aircraft such as EAP the fuel jettison valves are tapped
off from the engine feed lines with left and right jettison valves feeding fuel
from the left and right engine feed lines respectively. A fuel jettison master
valve is provided downstream to prevent inadvertent fuel jettison which could
itself present a flight safety hazard. Only when both left and right and master
valves are opened will fuel be jettisoned overboard.
On this aircraft the jettison valves are electrically operated motorised valves as
are many of the valves in the fuel system. Several factors influence the jettison
system architecture:
Use of suction or pressure or both

Method to shutoff tank defuel when empty (suction)
Allowable remaining fuel
Availability of engine feed and transfer pumps for pressure defuel
Final defuel through in-tank drain valves.
1.4.8 Fuel Quantity Measurement System:
Fuel quantity measurement systems using capacitance probes of the type already
described may be implemented in one of two ways. These relate to the signaling
techniques used to convey the fuel tank capacitance (and therefore tank
contents) to the fuel indicator or computer:
AC system
DC system
System Used in Abhilash is DC System.

Why havent we used AC system?
The problem with the AC signaling technique is that there is a greater risk of
electro-magnetic interference (EMI) so that coaxial cables and connectors are
required making the installation more complex, expensive and difficult to
maintain. Therefore although individual AC tank units may be lighter, cheaper
and more reliable (being simpler in construction) than the DC tank unit
equivalent, the overall system penalties in terms of weight and cost may be
greater.
The reason for using DC systems:

In the DC system the probes are fed by a constant voltage/frequency probe drive
and utilize automatic fuel probe diode temperature compensation. Fuel probe
signals are rectified by the diodes and the resulting signal proportional to fuel
contents returned to the processor as a DC analogue signal. The more complex
coaxial cables and connectors of the AC system are not required. The overall
system weight and cost of the DC system is therefore usually less than an AC
system whose overall system reliability is usually better than for the DC system.
There is an increasing tendency for modern systems to adopt the AC system due
to the inherent benefits. A disadvantage of a DC system is the need for
additional components within the fuel tank.
In this Aircraft we use Smart' Probes using DC systems

A further variation on the theme of capacitance probes is the smart probe
used on the Euro fighter Typhoon and BAE Systems Nimrod aircraft. The
probes are active or smart in that each probe has dedicated electronics
associated with the probe. Each is supplied with a regulated and protected DC
voltage supply to power the local electronics. The local electronics process the
capacitance value to produce a pulse train the period of which is proportional to
the capacitance sensed and therefore the fuel level measured by the probe. The
benefit of this type of system is to provide a means of reducing the EMI
susceptibility of the fuel probe transmission system. Twisted, screened three-
wire signal lines are used which are simpler than coaxial cables but nonetheless
expensive in wiring terms. A disadvantage is the need to provide electronics for
each individual probe in a relatively hostile environment within the airframe.
1.4.9 Fuel Tank Inerting:
Fuel tank safety has been a perennial issue associated with the design and
operation of aircraft fuel systems since the inception of powered flight, however
it was not until the 1960s that meaningful studies were made into the practicality
of providing a safe environment for aircraft fuel tanks by using controlled
inerting of the ullage within the fuel tanks.
The need for fuel tank inerting has always been critical in maneuverable aircraft
applications where fuel tank penetration by enemy fire can result in a
spontaneous explosion of the fuel vapors within the ullage. The resulting over-
pressure can lead to immediate destruction of the aircraft. It is this over-
pressure, rather than the potential for an ensuing fuel fire that is the major threat
since it can cause sufficient structural damage to destroy the aircraft. Until the
1960s the only explosion suppression technique in service with the military was
the use of polyurethane reticulated foam installed within the fuel tanks.
The air separation technology used initially by the C-17 was the Molecular
sieve.
This approach uses beds of synthetic zeolite material which preferentially
absorbs oxygen when exposed to air under pressure. Two beds are used in this
system, each bed being sequentially exposed to high and low (atmospheric)
pressure. This is necessary since the oxygen capacity of a given zeolite surface
area is limited. When exposed to low pressure, the oxygen is de-absorbed and
vented overboard. This technique is referred to as the Pressure swing
absorption method of air separation.
The competing technology to the molecular sieve is the permeable membrane
fiber technology initially developed by DOW Chemical Corporation. In the
early 1980s the molecular sieve was capable of delivering about 8 lbs per minute
of Nitrogen Enriched Air ( NEA) at optimum air inlet conditions versus about
4 lbs per minute for the permeable membrane air separator, however in the mid
to late 1980s a major breakthrough occurred in the permeable membrane fiber
technology with air separation test results showing an order of magnitude
improvement in NEA flow capacity over the early fibers. These new high
permeability fibers are typically larger in diameter and with thinner walls.
Figure16: The air separation module concept
As indicated in the diagram, air passing through the module is separated into its
molecular constituents, primarily oxygen (O2) and nitrogen (N2), as it passes
through the fibers. In this process the oxygen molecules are encouraged to
migrate towards the vent (together with any entrained carbon dioxide and water
vapor molecules, leaving the nitrogen to pass through to the axial outlet as
Nitrogen Enriched Air (NEA).
Several different fiber sources are available today; each with differing
characteristics and these fiber designs and fabrication processes are highly
proprietary. In all cases however, the latest fibers available have much improved
performance in terms of NEA yield and flow capacity compared to earlier fiber
products. Improvements in fiber technology have continued to the present day
and now the permeable membrane fiber has become the standard air separation
method for all state of the art OBIGGS systems.
Figure 17: Onboard Inert Gas Generating Scheme
The inerting systems being introduced into service today utilize oxygen
concentration sensors to monitor the separator output NEA. This is for
prognostic purposes to generate a history of separator performance over time
and to be able to predict the useful life of the device.
The available technology used for oxygen concentration sensing is not

considered intrinsically safe for installing in the tank ullage to assess the inert
status of the fuel tank directly.
1.4.10 Explosion Suppression System:
Fuel tank explosion resulting from ignition of vapours by various means is a major
cause of aircraft loss. Over the years, many concepts which seek to prevent or suppress
such explosions have been explored. In this aircraft I have used the Halon liquid tank
explosion suppression system explained as below.
Figure 18: Halon Explosion Suppression System Scheme.
The fuel tank explosion suppression system places the fuel tank vent and
pressurization system on a reduced pressure schedule and inerts the fuel vapors
inside the tanks (if serviced with Halon). The system, intended for use only in
during emergencies, is controlled by the TANK INERTING switch on the fuel
control panel. The system uses Halon as an inerting agent which prevents
combustion when mixed with air.
The Halon reservoir has a heater, controlled by a thermostatic switch, which

assures sufficient operating pressure. There is a switch that prevents operation of
the heater while the aircraft is on the ground.
Figure 19 : Halon Explosion Suppression Scheme for Abhilash.
When the TANK INERTING switch is placed to TANK INERTING, the

fuselage and internal wing tanks are placed on a reduced pressure schedule and a
valve ( shown in the above fig as Tank inerting Switch) at the Halon reservoir is
opened. At each activation of the TANK INERTING switch, Halon (if
available) is released into the Forward tank, Rear Tank, and internal wing tanks
for 20 seconds for initial inerting. Thereafter, a continuous metered flow of
Halon is mixed with the pressurization air to maintain the inert condition. The
metered flow continues until the system is turned off or until the MAIN PWR
switch is positioned to OFF.
Because of limited Halon supply, the system should be activated after the
external tanks have emptied, but before half of the internal fuel is depleted.
Since the 20 seconds of initial inerting occurs each time the TANK INERTING
switch is placed to TANK INERTING, do not cycle the switch. The fuel tank
explosion suppression system does not protect the external fuel tanks.
******************************
2.MANUFACTURING:
2.1. Analysis of the considered assembled unit.
2.1.1 Description of the assembled unit.
The Technological process being designed is for a Rib of an aircraft wing. Ribs
are generally the forming elements of the structure of a wing. They are attached
to the main spar of the wing and are repeated at frequent intervals. They form
the skeletal part of the wing. Ribs are usually used to incorporate the airfoil
shape of the wing and the skin adopts this shape.
Figure 1: Example of a Rib Assembly
The part name of this project is Rib 19 which is going to be located between the
wing spar and the rear spar forming the skeleton of the required aerodynamic
shape for the wing. It is also used as an attachment fitting for the skin. The Rib
19 is of length 0.72 m. For the assembly of this Rib19 we need the following sub
units manufactured separately.
1. Web
2. Upper Boom
3. Lower Boom
4. Struts
5. Knees
All these sub units can be assembled in myriad ways, for example
a. The entire assembly can be done by AH method in which we just use the
assembly holes.
b. We can use a combination of AH and CFH method by designing a Jig for
the needed CFH.
c. The entire process can be computerized and can use automation modern
technologies.
Etc.
In this project I will be using the combination of AH and CFH method with the
help of a Jig and Rivet press. The procedure has been explained in detail further.
The benefits of this procedure will also be discussed.
2.1.2 METHOD OF ASSEMBLING:
The assembly with basing on the reference holes is contained in fulfillment

setting of the assembly units in correct relative position by means of registration
of the special reference holes (AH, CFH, BFH, AFH) on the basic parts, units,
sections or on the assembly devices fixtures with following their stiff connection
by the dummy fasteners.
The employment of the holes as assembling bases demands no only of the basic
holes correct position into space, but and their specific position as regards to the
parts contours. The parts including into assembling complete as well as the
devices base-fixing elements can be by the carriers of the reference holes.
Depending on this two principle assembly schemes are possible:

1. The assembly by base-holes, situated on the parts or units, which assume as
the bearing ones and on them are installed all structure elements registering the
proper holes (the assembly by AH and by BFH).
2. The assembly by base-holes, situated on the special base-fixing units of the
assembly device. Such base-fixing units serve for setting and fixing of the
assembling parts (the assembly by CFH).
The generalized term adjusting-fixing holes (AFH) is accepted for all
categories of above-mentioned holes, as all reference holes are intended for right
setting and fixing of the assembly units in given position.
The classification of assembly methods by AFH is shown in figure.
Figure 2: Illustration of Assembly Methods.
The assembly in a device with basing on an external surface of a skin should be

applied at assembly of a design with complex configuration of outlines, the
small rigidity and with the high requirements to accuracy of the aerodynamic
forms. Especially it concerns assembly of wings and their parts, when the
transversal framework is joined with a skin through compensators and the wing
is dismembered into the panels.
The assembly by assembling holes (AH) received the widespread for

manufacture of the flat form and simple curvature units and panels. In this
method mutual position of the assembled parts is determined by coincidence of
the coordinated AH, which in advance are done with the help of the coordinated
templates. The basing on the AH is possible at assembly of the A and H
framework and skin parts as well as of the product inner equipment objects,
when a demanded accuracy of the assembly not exceeds by 1,5 mm.
The assembly by AH considerably concedes by accuracy of the forms and sizes
to the previous methods, but on the assumption of qualitative coordination of a
working storing rigging for copying of AH on assembled parts, in particular at
volumetric coordination of the templates for drilling (TCC), it can be applied as
to flat units (such as spars, frames, ribs), so and for volumetric frame units and
panels of unary curvature. This method of assembly allows to lower the cost
price and labor input of the AMW, to refuse from devices. The method is
applied with success for any types of manufacture.
The assembly by coordinate-fixing holes (CFH). The preferable field of

application this method of assembly are products, in the structure of which
there are the stiff parts of framework (ribs, frames, spars) with 83 holes which
are accepted as basic holes. These CFH are done into stiff parts and on the
fixtures beforehand and then install and fix of the framework parts coinciding
the CFH with the help of technological class pins. The CFH are disposed on the
flat surfaces and can be given.
The assembly by CFH is applied for sections of unary curvature and of double
unique and reversed curvature and also for compartments formed by cylindrical,
elliptical and conical surfaces. Such assembly simplifies a design of jigs and
essentially improves the economic indexes of the AMW, but it can be used for
aggregates with the prearranged accuracy
on outlines not below 1,82,5 mm.
The assembly by base-fixing holes (BFH).
Figure 3: Example of Assembly Methods used in assembling of Wing.
At this assembly method one or a few of the most stiff units of section
(aggregate or compartment) structure are accepted as basic ones and they are
installed in the prearranged
position into the assembling device. The installation on the basic units of
supplied units and parts fulfill by BFH of the base unit, coinciding the
corresponding BFH on the installed units and parts (see fig. 3). The BFH are
placed on planes and outlines of the connected assembly units. On the fig. 3 a
wing torsion box is assembled by BFH; here the longerons, into struts of which
drilled the BFH for ribs, were chosen as the main base units. The panels are
based by BFH too. The errors of outlines and the ribs contours will depend on
the errors of the longerons basing into device and the errors of the ribs and
panels basing by BFH. The assembly by BFH ensures the reduction of an
assembly cost and the possibility to use the jigs of simplified structures.
Assembly Method Used: The method I used for the manufacturing of Rib 19 is
a combination of both AH and CFH method. The Web is assembled to the Struts
by using the AH method. Since there are four struts in this particular Rib 19
each of them is provided with different sets of AH holes and the same is drilled
in the Web. The rest of the holes are made in the Struts as a Guiding holes here
after referred as GH. This assembled Web is placed in the Jig using the CFH
provided in the Jig and the WEB. The lower and upper booms are placed on the
web and matched with the contour. This arrangement is clamped in the jig with
the clamps available in the Jig. Then the knees are matched with the AH on the
booms and the entire assembly is drilled with the required hole details provided
in the process and assembly drawing. This entire assembly is then transferred to
rivet press where the necessary riveting is done.
2.1.3 Materials Used:
The material used for manufacture of the Rib 19 is Aluminum Di6T. It is a

lightweight alloy of aluminum, widely used in aircraft construction. It is also
known for the strength. It contains about 4 percent copper, 0.51 percent
manganese, 0.51.5 percent magnesium, and, in some formulations, some
silicon. After heat treatment and aging, these alloys are comparable to soft steel
in strength. Duralumin alloys are relatively soft, ductile, and workable in the
normal state; they may be rolled, forged, extruded, or drawn into a variety of
shapes and products. Their light weight and consequent high strength per unit
weight compared with steel suit them for aircraft construction. Because
aluminum loses corrosion resistance when alloyed, a special laminated sheet
form called AL clad is used for aircraft construction; it has thin surface layers of
pure aluminum covering the strong duralumin core.
2.1.4 Technical requirements to the assembled unit manufacturing:
1. Theoretical Drawing of the Wing 140.00.0080.020.000T4
2. Instructions for Assembly 140.00.2100.000.000
3. Unspecified tolerances of sizes, shapes and arrangement of surfaces by

OCT100022-80
4. Riveting according to -249-78 and T 412-90X
5. Automatic and Pressed Riveting not less than 70%

6. Metallization by OCT101025-82 by rivets.
7. Marking and branding by O-63-90 X
8. Coating of Rivets according to p..0214-416 OCT 190055-85
2.1.5 Evaluation of the assembled unit technological effectiveness.
Parallel scheme of assembly is used.The assembly of each rib is carried

on independently of each other that is parallel in time of a general cycle of the
assembly of other ribs. The mounting work is completely or partly carried out on
the wing assembly. The method of assembly is based on principle of basing of
the AU:
The assembly on the basic part or on the marking;
The assembly with basing on the technological holes;
The assembly with basing on the fixtures of the special stiff device.
The aircraft or helicopter appraise both by the performance level and by

the production indices level. The latter depends on both the technological
perfection of main production at the serial plant and the construction
technological effectiveness of a production object. For the increase of
production effectiveness decisive importance has the construction technological
effectiveness. The construction technological effectiveness of the objects this is
the totality of properties and descriptions of the construction which give a
possibility to optimize of the labor and material expenses, as well as means and
terms during technical production preparation, manufacture, exploitation and at
repairs of a product with ensuring prearranged quality and for the given
production and exploitation conditions. The construction technological
effectiveness this is the property of the construction which is formed at
designing and allowing receiving a product under given quality with high
technical andeconomic indicators of the production.
The CTE construction technological effectiveness this is the property of

the construction which is formed at designing and allowing to receive a product
under given quality with high technicalandeconomic indicators of the
production.
The CTE, in conformity with field of manifestation of influence its, can be

divided into two kind: the production CTE and the operating CTE.
Enlisted below are the improvisation and better resulting factors of the
production CTE in this project
1. The process that we are using here involves three phases of production
which are
a. Assembling of Web and struts at the working table which involves AH
assembling method.
b. Taking the Assembled Web to the jig where we assemble it to the
Upper and Lower booms and the knees. This involves AH and CFH
method.
c. Finally we move this bolted assembly to the Rivet Press where the
riveting is done.
2. Since there are three main processes involving three different working
environment each of them gets free for the next one after the respective
work at a faster rate.
3. This saves a lot of production time and which enables faster mass
production.
4. This improves the Construction technological effectiveness of the project.
2.2. Developing of the directive technological materials.
2.2.1 Analysis of the existed assembling schemes.
It is only after the assembly scheme of the product is available, it is

possible to develop the AMW operating technology, design the rigging, strictly
regulate the technical requirements at all stages of the assembly with purpose of
ensuring the prearranged quality (especially concerning accuracy of
reproduction of A and H aerodynamic outlines and achievement of specified
strength of units and aggregates). Thus the development of an assembly scheme
is very important in the production of a part.
Depending on a degree of partition of the A and H airframe and airborne

systems on the AU and a degree of differentiation of the assembly, mounting
and attachment work on the object, the AMW cycle can be fulfilled at three
typical schemes of assembly: the sequential scheme; the parallel scheme; the
parallel-sequential scheme.
Assembly Scheme Used for this project is the Sequential Scheme. This
scheme is used for constructions of the A and H aggregates in conditions of the
small series or individual production, when the partition scheme doesnt
distinguish the panels; the parts and small AU are based sequentially on the
basic part or on the basic unit.
In this project we arrange the assembled web (struts and web), Upper
boom, Lower boom and knees sequentially and are assembled on the jig which
is then riveted on the rivet press.
2.2.2Assembly Diagram
In this diagram a schematic sequence of the assembly procedure for the

manufacturing of Rib 19 is shown (Ref. Figure 4. Assembly diagram of Rib 19.)
2.2.3 Analysis of assembly methods
The assembly methods define how the AU is set and is fixed in the
prearranged (by the technical documentation) position into space relatively the
others AU. It defines the character of setting and fixing operations of the AMW,
as the assembly represents the total set of the technological operations: on the
installation of the parts and AU in the assembling position, their fixing and
joining of the parts in units, panels, compartments, aggregates and airframe of
the A and H as the whole.
The assembly method devised for this project (Rib 19) has taken into
account the following principles.
1. Depending on principle of basing of the AU:
a. the assembly with basing on the technological holes;
b. the assembly with basing on the fixtures of the special stiff device;
2. Depending on a degree of interchangeability of the connecting AU:
a. The assembly method with limited interchangeability.
2.2.4 Analysis of Coordination methods:
In this project I am using a combination of AH assembly method and CFH

assembly method. Firstly, assembling of Web and struts at the working table
which involves AH assembling method. Secondly, taking the Assembled Web to
the jig where we assemble it to the Upper and Lower booms and the knees. This
involves AH and CFH method. Finally we move this bolted assembly to the
Rivet Press where the riveting is done.
This project makes use of numerical programming and template uses.

(Refer to Figure 5 Coordination Scheme by Program Method). In this method
me use the 3D model and CNC machining in order to produce the accurate sub
units of assembly.
This method has the following advantages:
a) The level of interchangeability is limited and thus the less error in
mismatching of parts while assembling.
b) The additional time for marking and fitting of the parts is excluded at the
assembly.
c) The assembly process is accelerated and is facilitated.
d) The mechanization of the assembly process is possible. Thus enabling a
mass production of the product with less skilled laborers. Thus reducing
the cost and saving time.
2.2.5 Location Chart
In this chart we can find the scheme of elements basing for this project.
(Refer to Figure 6 Locating Chart of Rib 19.)
2.3. The assembling jig for RIB 19.
The assembling jig is an important part of the assembly process for Rib
19. The second phase of the assembling involves the use of this specially
developed Jig. It reduces the work time of a laborer and increases the efficiency
of the job done on it.
In this project I am using a specially designed adjustable jig. (Refer to

Figure 7 Jig Drawing Rib 19.)
The assembled web is placed on the jig table and located with the help of
the two contours given in the Jig. The Upper and lower boom is located on the
web. This assembled web and the located booms are then clamped on the table
using the adjustable clamps provided in the jig. And the further operations are
carried out as described in the Technological Process of the Rib 19.
*************************
3. ECONOMICS :
3.1ECONOMICS : TO ESTIMATE THE COST OF
DEVELOPMENT OF ENGINEERING .
For decades the entire great corporation has examined the costs of structures, design and
development, integrated technological advanced systems for aircrafts particularly in relation
to government operational requirements and capabilities. Various tools and techniques have
been developed for estimating different categories of aircraft costs.
Among the most useful tools are cost estimating relationships (CER) mathematical
expressions of functional relationships between cost and system characteristics. Military
applications of advanced materials composites and new metal alloys are found in aircraft,
satellites, rockets etc. This study concentrated on the issues surrounding advanced material
usage in the aircraft.
The below shown figure gives an idea about the concept used in the formation of cost models
in aerospace industry.
The concepts of recurring and non recurring costs are very important while pricing an aircraft.
Non recurring cost can be listed as follows:
1. Engineering - airframe design and analysis, system engineering etc.
2. Tooling- design of tools and fixtures, fabrication of tools and fixtures.
3. Development support cost.
4. Flight testing and certification.
Recurring costs can be listed as under:
1. Labor - fabrication, assembly, integration.
2. Material to manufacture - raw materials, purchased equipments.
3. Production support - Quality Analysis, production tooling support, engineering support.
For Government maneuverable aircraft the ultimate measure of merit is the cost to avoid
world conflicts and showcasing the air superiority with advanced and well integrated
technologies. In some government aircraft procurements the cost alone becomes the driving
measure of merit. "Design to Cost implies that the aircraft must cost less than some stated
calue regardless of performance and range requirements.
In my case I am designing a supersonic maneuverable aircraft to meet the stated performance

and range requirements and so the procedure of Design to Cost" is not applicable in my case.
In this project I hope to succeed in designing an aircraft in full compliance with performance,
range and cost requirements.
Cost estimation during conceptual design is largely statistical. Cost data for a number of
aircraft are analyzed using curve fit programs to prepare Cost Estimating Relationships"
(CER) for the various cost elements.CER input variables include such factors as aircraft
DCPR weight, maximum velocity and production rate. The output of a CER is either cost or
labor hours (engineering, production etc.) which are converted to cost by multiplying by the
appropriate hourly rate.
In my project I have used the RAND DAPCA IV model for estimating the cost of my project.
3.1.1RAND DAPCA IV Model.
A set of CERs for conceptual aircraft design developed by the RAND Corporation is known
as the " DAPCA IV". DAPCA defines as Development and Procurement Costs of Aircraft
model.
This model of CER gives us a better result for aircrafts that are maneuverable and high
technology government aircrafts. This model estimated the hours required for Research and
Development, Technology and Engineering, production by the engineering, tooling,
manufacturing, and quality control groups. These are multiplied by the appropriate hourly
rates to yield costs. Development support, flight test, and manufacturing material costs are
directly estimated by DAPCA.
Engineering hours include the airframe design and analysis, test engineering, configuration
control, and system engineering. Engineering hours are primarily expended during the
RDT&E but there is some engineering effort throughout production. We have not included
the propulsion and avionics system costs into the engineering hours. This will be included by
the respective contractors.
Tooling hours takes up most of the preparation for production, design and fabrication of the
tools and fixtures, preparation of molds and dies, programming for numerically controlled
manufacturing, and development and fabrication of production test apparatus. Tooling hours
also cover the ongoing tooling support during production.
The EQUATION I am using here includes the manufacturing hours performed by airframe
subcontractors also but Quality Control is estimated separately which includes the inspections
to be carried out. It also includes the development support and flight test costs. Development
support costs are the nonrecurring costs of manufacturing support of RDT&E including
fabrication of mockups, iron-bird subsystem simulators, structural test articles, and various
other test items used during RDT&E. In DAPCA these costs are estimated directly. Flight test
costs cover all costs incurred to demonstrate airworthiness for civil certification or Mil-Spec
compliance except for the costs of the flight test aircraft themselves. Costs for the flight test
aircraft are included in the total production run cost estimation.
3.1.2EXPLANATION OF THE FORMULA USED:
The following are the explanation of the symbols used
We = empty weight (lb). This weight includes the structural mass, mass of power plant, mass
of equipments and other integral part of the aircraft.
V = maximum velocity (knots). The maximum design velocity for which the aircraft is
designed.
Q = The number of aircrafts for production
FTA = Number of flight test aircrafts.
Neng = Total production quantity times number of engines per aircraft.
Tmax = engine maximum thrust (lb)
Mmax = engine maximum Mach number
Turbine inlet = Turbine inlet temperature (Rankine)
C avionics = Avionics Cost
1. The first formula that we use is to determine the total number of Engineering Hours in
the project.
2. After we have obtained the engineering hours we need to calculate tooling hours for
the project
3. Next we need the manufacturing hours which can be obtained by the following
formula
4. Now we need the Quality Control hours which we would not be calculating but would
be taking a constant factor from the manufacturing hours,
5. Next we need to calculate the Development support cost which can be found as under
6. After this we need to calculate the Flight test cost

7. Then we need to find the manufacturing materials cost
8. Engine production cost can be calculated as under
9. The overall engineering and production cost can be calculated as under
In the above Formula,
= Hourly rate of engineering = $ 70

= Hourly rate of Tooling = $ 72
= Hourly rate of Quality Control = $ 65
= Hourly rate of Manufacturing = $ 60
3.1.3Calculations For Supersonic Maneuverable Airplane:
We = 12000 kg = 26455.471 lbs
V = 2.2 Mach No = 1455.24 knots
Q = 40
FTA = 3
Neng = 80.
Tmax = 20000 lbs
Mmax = 2.5
Turbine inlet = 1800 kelvin = 3240 Rankine
Calculating with the above formulas and the given values
1. Engineering Hours He = 16282810.37 hrs

2. Tooling Hours Ht = 6862223.55 hrs
3. Manufacturing Hours Hm = 11264455.07 hrs
4. Quality control Hours = 0.133 x Hm = 1498172.525 hrs
5. Development Support Cost = $ 359125524.6
6. Flight test Cost = $ 51173815.67
7. Manufacturing Material Cost =$ 228431962.5
8. 1 Engine Production Cost = $ 3683752.38
Before calculating the final cost since I am using a lot of composites and titanium
alloys in the aircraft the above hours that has been calculated will be multiplied by a
fudge factor of 2. Thus recalculating them as under.
1. Engineering Hours He = 16282810.37 hrs x 2 = 32565620.74 hrs

2. Tooling Hours Ht = 6862223.55 hrs x 2 = 13724447.1 hrs
3. Manufacturing Hours Hm = 11264455.07 hrs x 2 = 22528910.14 hrs
4. Quality control Hours = 0.133 x Hm = 1498172.525 hrs x 2 = 2996345.05 hrs
Now we need the Cost of Avionics for the entire cost estimation. Assuming it to be
USD 60000 (data from the internet) for a single aircraft multiplying it to 40 we get,
Cost of Avionics = 60000 x 40 USD = 2400000 USD
Thus since we have all the required values we can proceed to the final step of estimating the
entire cost
RDT&E + Flyaway = 32565620.74 * 70 + 13724447.1 * 72 + 22528910.14 * 65 +

2996345.05 *
60+ 359125524.6 + 51173815.67 + 228431962.5 + 3683752.38 * 80 +
2400000
Cost of Research and Development and Production of 40 supersonic maneuverable aircrafts
= 5847744998 USD = 5.84 billion USD
Conclusion:
The Development and Procurement Cost of 40 Abhilash Aircrafts is 5.84billion USD. Thus
one Aircraft would cost 146 Million USD. This is an estimated cost for the aircraft and can
vary in accordance to the number of orders placed.
***********************************************
4.SPECIAL TASK:
4.1Flow Analysis over the Delta Wing:
4.1.1INTRODUCTION:
In this part of the project the Delta wing of Aircraft Abhilash has been analysed
individually inorder to check the aerodynamics of the wing in sub sonic and
super sonic speed. We Model the Wing in Catia V5 and the analysis is carried
out in Ansys Fluent Software.
4.1.2Catia Model:
We can see the 3d Model of the

Wing developed using the airfoil
NACA-2S-5003-5003 for all the
Sections of the wing that is the
Root Chord, Mid Chord and Tip
Chord.
Figure1. 3D Model of the Wing
4.1.3SubSonic Analysis
In this analysis the wing is analysed in a condition of subsonic speed. The speed
of analysis is 140m/s that is 0.4 mach number. I am not considering for different
angle of attacks in this report. So the angle of attack of this wing is considered 0
for this analysis.
The first process is to import the geometry into ansys fluent software.After the
importing is done successfully we make a boolean geometry with enclosure
around the model. This enclosure acts basically as the wind tunnel and gives us
the oppurtunity to analyse the flow and relative parameters.
The second step is to mesh the Boolean
geometry . The meshing can be
automatic or we can specify the kind of
meshing to do. In this project I have
used face meshing inorder to get fine
meshing for the face of Delta wing.
The meshing result obtained are
Nodes: 401416
Elements: 2192190
The meshing can be seen in the picture. Figure 2: Meshed Wing Geometry
Once we are done with meshing we can proceed for the set up part of the project
were in we specify the type of model we use for the analysis. I have used
pressure based solver with K- epsilon turbulence model.
Results that are obtained for this part are as shown under.
Figure 3:Pressure Contur for the Wing

Figure 4 Velocity Contur for the Wing
4.1.4 SuperSonic Analysis:
In this part I am analysing the wing part for supersonic speed. I have analysed
the wing part for Mach number 1.8 which is 612 m/s.
Now we do the meshing part for the

same model. I use the face meshing
feature again and obtain a mesh
result as
Nodes:694406
Elements:3738442.
After we have done with the

meshing of the model we need to
setup our analysis. In this case since
we are doing a supersonic analysis
we use the density based solver.
I am using the Spallart Allmaras
Model for solving. Figure 5: Meshed Wing Geometry
Figure 6: Pressure Contour for the wing
Figure 7: Velocity Contour for the wing

4.1.5 Result and Conclusion:
Coefficient of Lift
2.50E-03
Coefficient of Lift
-2.50E-03
0 50 100 150 200 250
-7.50E-03
-1.25E-02 Series1
-1.75E-02
-2.25E-02
-2.75E-02
Number of Iterations
Coefficient of Drag
1.80E-01
Coefficient of drag
1.60E-01
1.40E-01
1.20E-01 Series1
1.00E-01
0 50 100 150 200 250
Number of Iterations
Figure 8: Coefficient of lift and drag Result at Subsonic Speed.
The coefficient of lift obtained at subsonic speed with angle of attack zero is less
than the coefficient of drag which is bad in terms of aerodynamics.The velocity
and pressure contur shows satisfactory result.
Coefficient of Lift
4.00E-03
Coefficient of Lift
2.00E-03
0.00E+00
0 20 40 60 80 100 120 Series1
-2.00E-03
-4.00E-03
Number of Iteraions
Coefficient of Drag
4.70E-01
Coefficient of Drag
4.60E-01
4.50E-01
4.40E-01
4.30E-01
4.20E-01
4.10E-01 Series1
4.00E-01
0 20 40 60 80 100 120
No of Iterations
Figure 9: Coefficient of lift and drag for the supersonic analysis.
The coefficient of lift obtained is less than the coefficient of drag. The
coefficient of drag has a tendency of increasing in the supersonic speed.The
pressure and velocity contour shows the pressure and velocity distribution.
According to the results obtained the use of basic airfoil NACA 2S-5003-5003 is
sufficient for the supersonic speed but isnt efficient. From the aerodynamic point
of view the result obtained is poor and hence use of another airfoil would be a
good decision.
4.2Flow Analysis over the Vertical Stabilizer And
Comparison of the Vertical Stabilizer arrangement:
4.2.1 Introduction:
The idea here is to analyse the flow and pressure over the Vertical stabilizer of
the aircraft and to compare between the type of vertical stabilizer ie. Single tail
arrangement, double vertical tail arrangement and v shaped tail arrangement.
4.2.2 Catia Model:

Here we use the following three models for the analysis.
Figure 1.1: Single Tail Figure 1.2: Two Vertical Tails
Figure 1.3:V shaped Tail

4.2.3 Analysis and Result:
In this part I have analysed each model for subsonic speed of 180 m/s which is
0.53 Mach number. Over here we use the pressure based solver as the analysis is
subsonic. The model that we use for each analysis is K epsilon turbulence
model. The results of each of this model analysis is as shown.
1. Results for Single tail Delta Wing:
Figure2.1: Pressure Contur for the Body.
Figure2.2: Velocity Stream line for the Body.
Figure2.3 Vortex result for the body.

2. Results for Double Vertical Tail Delta Wing:
Figure 3.1 Pressure Contour for the Body
Figure3.2 Velocity Streamline for the Body
Figure3.3 Vortex result for the body

3. Result for the V shaped Tail Delta Wing:
Figure3.1 Pressure Contour for the Body
Figure 3.2 Velocity Stream line for the Body
Figure 3.3 Vortex result for the Body

Conclusions:
The following result for C d( coefficient of drag) and C l( coefficient of lift)are

obtained from the solution of Ansys.
1. Result for Single Tail

Cd = 0.1368
Cl =0.1547
2. Result for Double Vertical Tail
Cd = 0.1519
Cl= 0.24699
3. Result for V shaped Tail
Cd =0.1825
Cl= 0.12
Thus with the above results we can conclude that the better arrangement for the
air craft is the two vertical tail arrangement.. I have used the same arrangement
for the Abhilash Aircraft which gives me a better Aerodynamic result.
4.3. Flow Analysis over the Entire Aircraft Body:
4.3.1Introduction:
In this part of the project I am analyzing the flow around my aircraft and we
check for the lift and drag coefficients for the geometry that we have selected for
the Aircraft.
4.3.2Catia Model:
The catia model developed for this analysis is a solid part which is same as the
shape of the original aircraft model but in this we donot consider the air intake.
Since the air intake shape is more complex I would analyse it seperately in
another project.
Figure1: Abhilash Aircraft Solid Model for Analsis
4.3.3 Analysis:
The aircraft model is transferred to Ansys Fluent 15 so as to carry out the

analysis we desire. Now the basic step of meshing is carried out using face and
edge meshing techniques to give a fine mesh which would help in getting into a
more accurate solution.
Figure 2: Meshed model for Abhilash Aircraft.
Once the meshing is done successfully we reach the setup stage. Now over here
the analysis is carried out using the pressure based solver since the flow is
subsonic. The model used for solving is K epsilon turbulence model. The
velocity is given as 200m/s which is 0.6 Mach number. After the setup has been
set we initialize the calculations using the hybrid initialization method. The
results obtained after the iterations are as follows.
Figure 3: Pressure Contour for Abhilash

Figure 4:Velocity Streamline for Abhilash
Figure 5:Vortex result for Abhilash

4.3.4Conclusions:
The coefficient of lift obtained from the analysis is 0.592 and the coefficient of
drag obtained is 0.714. Thus the drag coefficient is greater than the lift
coefficient which means the aerodynamics of the aircraft should be improved.
This can be done by selecting better airfoils for canard, wing and tail structure.
The main pressure is seen at the nose part and the cockpit part where the
aerodynamical shape can be improvised.
Appendix
A.Load Range Calculation:
Data for Investigated Aircraft
Gross weight Total take off mass = 25000 kg
Fuel Mass = = 0.225 25000
= 5625 kg
Wing Area = 51.093 m2
Wing Span = 10.93 m
Wing Loading = 4800 N/m2
(2ndApprox.)
Mass of Fuel required = 6000 kg
= 0.24
Volume of Fuel required = 7.407 m3
Approximate Volume arrangement
Fuel Tank A = 4.71 m3

(In flight refuelling Tank)
Fuel Tank B = 2.44m3
Fuel Tank C = 3.075 0.235

= 0.722 m3
Fuel Tank D =3.489 0.25
(Right wing) = 0.872 m3
Fuel Tank C =0.722 m3
(Left Wing)
Fuel Tank D = 0.872 m3
(Left Wing)
Case A:- Cruise Mode [No Dash/No Action]
Legs Description
1-2 Engine start, take off

2-3 Climb to cruise
3-4 Cruise
4-5 Descent/Loiter
5-6 Land
Estimation of weight for each leg
Formula used
1. = [ ]
= exp [ ]
Here,
= Weight at the end of leg with fuel consumption
1 = Weight at the beginning of the leg
R = Range [m]
C = Specific fuel consumption at that stage [kg/NS]
V = Velocity [m/s]
L/D = Lift to Drag ratio at that point
2. Endurance Equation
In terms of Loiter
= exp - [ ]
E = Endurance or Loiter time [s]
Leg 1-2: Engine start, take off
= 0.970 [Value from data]
= 0.970, W1 = 25000kg
W2 = 0.970 25000
W2 = 24,250 kg
Leg 2-3: Climb

W3 = 0.985 24250
= 23.885.25 kg
Leg 3-4: Cruise
C = Specific fuel consumption for this stage
1 Engine - C 21 g/KNS Dry
- 47 g/KNS with reheat
At cruise assume to be at 35 g/KNS
= 3.5 10-5 kg/NS
For 2 Engine = 2 3.5 10-5 kg/NS
= 7 10-5 kg/NS
Range needed excluding Loiter = 2500 km
Cruise Speed V = 1.8 Mach No = 612.5 m/s
L/D ratio at cruise = 3

= exp - [ ]
.
= 0.90
W4 = 0.90 23,886.25
= 21,716.33 kg
Leg 4-5: Descent & Loiter
Say my aircraft loiters for half an hour during the mission.
Loiter time = Endurance = 1800 s
Fuel Consumption here is maximum with reheat.
C = 47 g/KNS
= 4.7 10-5 kg/NS
For both Engines = 2 4.7 10-5 kg/NS
= 9.4 10-5
(L/D) ratio = 2
.
= exp [ ]
= 0.9188
W5 = 0.9188 21,716.33
= 19954.61 kg
Leg 5-6: Landing
W6 = 0.995 19954.69
= 19,854.92 kg
Fuel consumed in each stage/leg

Gross weight- Weight at the end of leg
1-2 750 kg
2-3 363.75 kg
3-4 2169.92 kg
4-5 1761.64 kg
5-6 99.77 kg
Total = 5,147.44 kg
Total fuel carried 6000 kg.

B. Three Dimensional Diagrams:
Figure1: 3d Model of Abhilash Aircraft on ground position
Figure 2: 3d Model of Abhilash Aircraft inflight Landing gear retracted.

Figure 3: Structural 3d view with landing gear arranged.
Figure 4:Air intake for the engines for Abhilash Aircraft.

Figure 5: Fuel Tank arrangements
C. Manufacturing Technological Process Chart for Rib:
REQUIREMENTS OF PARTS SUPPLY FOR ASSEMBLING
No PART AMOUNT REQUIREMENT
Without Allowance, 2 CFH 5H9, 8 AH 3.1

1 WEB 1 mm According to the drawing.
Without Allowance, 8 AH 3.6 mm, 31 GH 2.6

2 UPPER BOOM 1 mm According to the drawing.
Without Allowance, 14 AH 3.6 mm, 17 GH 2.6
mm,6 GH 3 mm, 2 GH 4.6 mm According to
3 LOWER BOOM 1 the drawing.
Without Allowance, 2 AH 3.1 mm, 7 GH
4 STRUT 1 1 2.6mm According to the drawing.
8 Knee 11 According to the drawing.
TECHNOLOGICAL PROCESS
No Operation Tooling
Workplace , Working Table,
1 Prepare and check the Workplace. Assembly jig, Riveting Press.
Check the Assembly kit for all the required parts from the
2 list of requirements. List of Requirements.
Place the Web on the Working table in the work place and
3 get the 4 struts to be assembled at first. Working table
Locate the Part No 4 (Strut 1) on the WEB with 2AH of
4 3.1 mm provided on the web and fix it with fixing bolts. Fixing Bolts
Drill the 7 holes of 3.1 mm according to the guiding Drilling Machine,Drill Bit 3.1
5 holes provided in the strut1 on the WEB . mm
Drill the 7 holes of dia 3mm according to the guiding holes Drilling Machine,Drill Bit 3.1
9 provided in the strut1 on the WEB . mm
Clean the arrangement and add one more fixing bolt to

12 each strut and move the arrangement to the Assembly Jig. Cleaning Brush, Fixing Bolts
Locate the Web in the Jig using the 2 CFH 5H9 and fix
13 the web to the Jig with the given arrangement in the Jig. Assembly Jig
Locate the Upper boom on the web with the help of the 4
14 locators in the Jig. Assembly Jig
Clamp the Upper boom with the web by the help of the
15 Clamps provided in the Jig Assembly Jig
Locate the Lower boom on the web with the help of the 4
16 locators in the Jig. Assembly Jig
Clamp the Lower boom with the web by the help of the
17 Clamps provided in the Jig Assembly Jig
With guiding holes provided in the Upper boom drill the

31 holes of 3.1 mm on the Web according to the Drilling Machine,Drill Bit 3.1
18 assembly drawing. mm, Assembly jig
With guiding holes provided in the lower boom drill 17 Drilling Machine,Drill Bit 3.1
19 holes 3.1 mm according to the assembly drawing. mm, Assembly jig
With AH provided in the Upper boom drill the 8 holes of Drilling Machine,Drill Bit 3.6mm,
20 3.6 mm on the Web according to the assembly drawing. Assembly jig
With AH provided in the Lower boom drill the 14 holes of Drilling Machine,Drill Bit 3.6mm,
21 3.6 mm on the Web according to the assembly drawing. Assembly jig
Locate the Knee on the WEB with the AH drilled from the
Upper boom and drill 2 holes of 3.6 mm according to the Drilling Machine,Drill Bit 3.6mm,
22 assembly drawing. Assembly jig
Fix the knee to the assembly by using fixing bolts

23 according to the drawing. Fixing bolts.
Repeat the steps 22 and 23 for the remaining 3 knees on
24 the Upper beam and 7 knees on the lower beam.
With guiding holes provided in the Upper boom drill the 2

holes of 3.6 mm on the Web according to the assembly Drilling Machine,Drill Bit 3.6
25 drawing. mm, Assembly jig
With guiding holes provided in the Lower boom drill the 7

With guiding holes provided in the Lower boom drill the 2

Remove the clamps, Clean the work place and the

28 assembling work. Cleaning brush
Fasten 6 Holes of both the Upper and lower booms to the

29 Web. Fastners.
Keep the Riveting Press, 22 Rivet ( Standard Part no 10)

30 and 78 Rivet ( Standard Part no 09) ready for Riveting. Riveting Press
Rivet all the 11 Knees to the Web and booms by removing

the fixing bolts one by one as shown in the Assembly
Diagram with Rivet AH OKC OCT 134045-79 3.5 mm
31 - L 8 mm. Riveting Press
Rivet 6 holes of Part No 4 ( Strut no 1) with Rivet AH

32 OKC OCT 134045-79 3 mm - L 6.5 mm Riveting Press
Remove the Fastners and Rivet the remaining 3 holes with

33 Rivet AH OKC OCT 134045-79 3 mm - L 6.5 mm Riveting Press





Rivet 21 Holes on the Upper Boom and Web with Rivet

40 AH OKC OCT 134045-79 3 mm - L 6.5 mm. Riveting Press
Remove the 4 Fastners on the Upper Boom and the Web

according to the drawing( Note that the 2 Fastners on the
ends are not to be removed) and Rivet the 4 holes with
41 Rivet AH OKC OCT 134045-79 3 mm - L 6.5 mm. Riveting Press
Rivet the 4 holes on the Upper Beam WEB and Strut with
with Rivet AH OKC OCT 134045-79 3 mm - L 6.5
42 mm. Riveting Press
Rivet 12 Holes according to the drawing ( Note : Donot

Rivet the Holes for the compensators fill it with temporary
fixing bolts before the Riveting) with Rivet AH OKC OCT
43 134045-79 3 mm - L 6.5 mm. Riveting Press
Rivet the 4 holes on the Lower Beam WEB and Strut with
with Rivet AH OKC OCT 134045-79 3 mm - L 6.5
44 mm. Riveting Press
Clean the Riveted parts again and Place the Assembled
45 part Rib 19 in the Storage. Cleaning Brush.
DRAWINGS
17
2920

15
200

1150
,09
630
13
4400
5250
15000
13400
UNLESS OTH ERWISE SPECIFIED:

DIMENSIONS ARE IN MILLIMETER S
D O N OT SCALE DRAW ING REVISION
DEBUR
SURFACE FINISH:
TOLERANCES: FIN ISH : AND BREAK
LINEAR:
ANGULAR: SHARP EDGES
NAM E SIG NATUR E DATE
DRAWN Rahul Karuvingal
CHK'D Prof.Tinyakov TITLE: General View of Base Aircraft
APPV'D
6115 MFG
Q.A
M ATERIAL: D WG.N O Grp 160 F KHAI A3
1
W EIGHT: SCALE: 1:1 SHEET
17
2920

15
200

1150
,09
630
13
4400
5250
15000
13400

D O N OT SCALE DRAW ING REVISION 0
DEBUR
SURFACE FINISH:
LINEAR:
DRAWN Rahul Karuvingal Load Carrying View Of Base
CHK'D Prof.Tinyakov TITLE: Aircraft
APPV'D
6115 MFG
Q.A
1

,02
17
3100
15,18
17,72
200
457
1093
4100
5075
14500
11000

DEBUR
SURFACE FINISH:
LINEAR:
6500 DRAWN Rahul Karuvingal
CHK'D Prof.Tinyakov TITLE: General View of Investigated
APPV'D Aircraft
MFG
Q.A
1

,02
17
3100
15,18
17,72
200
457
1093
4100
5075
14500
11000

DEBUR
SURFACE FINISH:
LINEAR:
6500 DRAWN Rahul Karuvingal
CHK'D Prof. Tinyakov TITLE: Load Carrying Structure of
APPV'D Investigated Aircraft
MFG
Q.A
1

,02
17
3100
15,18
457
1093
17,72
5075
200
14500 4100
11000
REVISION 1
D O N OT SCALE DRAW ING
DEBUR
SURFACE FINISH:
LINEAR:
6500 NAM E SIG NATUR E DATE
DRAWN Rahul Karuvingal
CHK'D Prof. Tinyakov TITLE: Load Carrying Structure of
APPV'D Investigated Aircraft
MFG
Q.A
1
04.CP.150F.06.100.000.AD
198
6,2
24,6
78
1 7, 21,5
70
70
25,25
21,23
168,5
6,2
6,2
229,5
Section A-A
21,75-0,52
196,5
Section A-A
16,75
127
Section B-B
148,5
17,21-0,43
Section C-C Specifications:
1. Theoretical Drawing of the Wing
140.00.0080.020.000T4
2. Instructions for Assembly
140.00.2100.000.000
Section B-B 3. Unspecified tolerances of sizes,
shapes and arrangement of surfaces
by OCT100022-80
E 4. Riveting according to -249-78
. .
View E and T 412-90X

5. Automatic and Pressed Rivating not
less than 70%
Section C-C
.
6. Metallization by OCT101025-82 by
420 TL 420 TL 420 TL 420 TL 628 TL 628 TL
628 TL 1045 TL
rivets.
1045 TL
7. Marking and branding by

.
O-63-90 X
278,74
. . . .
8. Coating of Rivets acoording to

p..0214-416 OCT 190055-85
.
04.CP.150F.06.100.000.AD
.
. . .
4418,53
. K.M.R AHUL
. TINYAKOV SPAR 1 1:1
. .
.. 1
..
.
KHAI GROUP 160F
A0
04.CP.150F.06.100.000.AD
10 01 02
09 12
B
A
B
20
228 150
7
88 148
152
151
129
126
186
88
7
50
50
48
90 90
5 H9
CFH 5H9 CFH

50 C
C-C (2 :1)
30
35
37
36
C A
18
18
5
11 Specifications:
10 03 07
04 05
06
08
1. Theoretical Drawing of the Wing
60
20
140.00.0080.020.000T4
2. Instructions for Assembly
140.00.2100.000.000
3. Unspecified tolerances of sizes,
shapes and arrangement of surfaces
71
by OCT100022-80
48
4. Riveting according to -249-78
. .
15 and T 412-90X
11
15
5. Automatic and Pressed Rivating not
less than 70%
10
.
6. Metallization by OCT101025-82 by
rivets.
52
7. Marking and branding by

.
O-63-90 X
. . . .
10
22
8. Coating of Rivets acoording to
p..0214-416 OCT 190055-85
7
B-B (2:1)
.
04.CP.150F.06.100.000.AD
.
. . .
. K.M.R AHUL
RIB 19 1:1
A-A (2:1) . MIRANOVA
. .
.. 1
..
.
KHAI GROUP 150F
A0

Maneuverable SuperSonic Aircraft

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Maneuverable SuperSonic Aircraft

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NATIONAL AEROSPACE UNIVERSITY NAMED BY N. E.

ScD, Prof. A. G. Grebenikov

Subject:SUPERSONIC MANEUVERABLE AIRPLANE INTEGRATED

Student of 6 Year 160 F Group

ScD, Prof. A. G. Grebenikov

Supervisor of Work Tinyakov Dmitry

4.1. Flow Analysis over the Delta Wing

Designing, building, maintaining and flying modern maneuverable aircrafts has

The Thesis involves designing of maneuverable aircraft by a technique of

In this thesis I have designed the Supersonic Maneuverable Aircraft Abhilash.

It has always amazed me to know the amount of air superiority given by a

Aim is to design a multi role Supersonic Maneuverable Aircraft Abhilash. A

In an age where time is more valuable than money it is necessary to have a

Traditional aircraft maneuvering is accomplished by altering the flow of air passing

For traditional maneuvering control to be maintained, the aircraft must maintain

3000 1850 2250 1

Figure 1: Mission Profile for Abhilash

The Eurofighter Typhoon is a twin-engine, canard-delta wing, multirole fighter. The

It has a quadruplex digital fly-by-wire control system providing artificial stability,

General Characteristics of this Aircraft :

1. Crew: 1 (operational aircraft) or 2 (training aircraft)

Figure 3: Eurofighter Typhoon Three View Diagram.

Figure 4: Dassault Rafale Maneuverable Aircraft.

General characteristics of this Aircraft:

Performance of this Aircraft:

Figure 5: Three View Diagram of Dassault Rafale

Figure 6: Boeing F/A 18 E/F Super Hornet Aircraft

General characteristics of this Aircraft:

Performance of this Aircraft:

Figure 8: McDonnell Douglas F-15E Strike Eagle Aircraft.

General characteristics of this Aircraft:

Performance of this Aircraft:

The Sukhoi Su-30 (Cyrillic: -30; NATO reporting name: Flanker-C) is a

Figure 10: Sukhoi SU 30 Maneuverable Aircraft

General characteristics of this Aircraft:

Performance of this Aircraft:

1. Maximum speed: Mach 2.0 (2,120 km/h, 1,320 mph)

Figure 11: Three view Diagram of Sukhoi SU 30 Maneuverable Aircraft

Table2.1: Statistical Data of the Prototypes.

FLIGHT DATA Data of a power-plant

Type and number of engines

PO (NO) , daN (kW)

No Name of Airplane , State, Year Of Manufacture

Scanard, m2 Relative Area of Canard

ShS, m2 Relative Area of Horizontal Stabiliser

Relative Span of Flaps,m

Relative Chord of Flaps,m

Relative Span of Slat,m

Svertical tail , m2 Relative Area of Vertical Tail

SSlat, m2 Relative area of Slats

Sf Relative area of Flaps,m2

Derivative parameters Landing Gear Details

Distance between nose gear and rear

Distance between the rear gears

Angle of the rear tyre from the

Table 3: Basic Geometrical Parameters.

3.07 45.90 4.326 0.069 0.2 40 9.4 1.6

0.139 0.26 3.56 1.45 46.32 44.90 4.47 3.8

M0 Maximum Take-off Mass

M0 = (Mc + MCR ) / ( 1 (mk + mpp + meq + mf ))

Mc mass of cargo (payload) 7000kg

MCR Mass of Crew 80 kg

mk mass ratio of the airplane structure 0.20

mppmass ratio of power plant 0.15