INDEX

SI NO TOPIC PAGE NO

Bonafide
Acknowledgement
Index
List of symbols & abbreviations
List of figure
Aim of the project
Abstract
1 Introduction 1
2 Design Methodology 3
3 Comparative data sheets 14
4 Weight estimation 29
5 Power plant selection 37
6 Wing Selection 42
7 Aerofoil Selection 45
8 Flap Selection 59
9 Fuselage and Cabin layout 63
10 Centre of gravity 67
11 Tail selection 69
12 Lift Estimation 72
13 Drag Estimation 77
14 Landing Gear Arrangement 81
15 Performance Characteristics 91
16 Three view of Aircraft 101
Conclusion 102
Future 104
Bibliography 105
Website reference
 LIST OF SYMBOLS & ABBREVITION
A.R - Aspect Ratio
b - Wing Span (m)
C - Chord of the Airfoil (m)
C root - Chord at Root (m)
C tip - Chord at Tip (m)
Cm - Mean Aerodynamic Chord (m) C
CD - Drag Co-efficient
CD 0 - Zero Lift Drag Co-efficient
CP - Specific fuel consumption (lbs/hp/hr)
CL - Lift Co-efficient
D - Drag (N)
E - Endurance (hr)
e - Oswald efficiency
L - Lift (N)
M - Mach number of aircraft
Mff - Mission fuel fraction
R - Range (km)
Rc - Reynolds Number
S - Surface Area (m²)
Sref - Reference surface area
Swet - Wetted surface area
Sa - Approach distance (m)
Sf - Flare Distance (m)
Sfr - Free roll Distance (m)
Sg - Ground roll Distance (m)
T - Thrust (N)
Tcruise - Thrust at cruise (N)
Ttake-off - Thrust at take-off (N)
Vcruise - Velocity at cruise (m/s)
Vstall - Velocity at stall (m/s)
Vt - Velocity at touchdown (m/s)
Wcrew - Crew weight (kg)
Wempty - Empty weight of aircraft (kg)
Wfuel - Weight of fuel (kg)
Wpayload - Payload of aircraft (kg)
W0 - Overall weight of aircraft (kg)
W/S - Wing loading (kg/m²)
𝜌 - Density of air (kg/m³)
𝜇 - Dynamic viscosity (Ns/m²)
λ - Tapered ratio
 LIFT OF FIGURES

SL.NO FIGURE DECRIPTION

Fig.1 Fighter jet aircraft

Fig.2 Preliminary design flowchart

Fig.3 Design of phase

Wing lift and drag to lift of an Air foil
Fig.4
Maximum speed(km/hr) Vs Range(km)
Fig.5

Fig.6 Maximum speed(km/hr) Vs Service ceiling(m)

Fig.7 Maximum speed(km/hr) Vs Wing loading(kg/m²)

Fig.8 Maximum speed(km/hr) Vs Aspect ratio

Fig.9 Maximum speed(km/hr) Vs b/l

Fig.10 Maximum speed(km/hr) Vs Rate of climb(m/s)

Fig.11 Maximum speed(km/hr) Vs Thrust loading

Fig.12

Fig.13

Fig.14

Fig.15
 AIM OF THE PROJECT
The aim of this design project is to design an AIRBORNE EARLY WARNING AND CONTROL
AIRCRAFT by comparing the data and specifications of present aircrafts in this category and to
calculate the performance characteristics. Also necessary graphs need to be plotted and diagrams
have to be included wherever needed.
The following design requirements and research studies are set for the project:

 Design an aircraft that will give information and commands to other military aircrafts over
a design range of 6000 km at a cruise speed of about 650 km/h.

 To provide the commands to other aircrafts with high levels of safety and comfort.

 To use advanced and state of the art technologies in order to reduce the operating costs.

 To offer a unique and competitive service to existing scheduled operations.

 To assess the development potential in the primary role of the aircraft.

 To produce a commercial analysis of the aircraft project.

`
ABSTRACT

The aim of this design project is to design an AIRBORNE EARLY WARNING AND

CONTROL AIRCRAFT by comparing the data and specifications of present executive aircrafts

and to calculate performance details. The aircraft designed is such that providing long range

communication to the combat and other military aircrafts with minimum drag and maximum thrust

is also taken into consideration. Then the necessary graphs have to be plotted for further

performance calculation. Required diagrams are also drawn.

INTRODUCTION

Modern aircraft are a complex combination of aerodynamic performance, lightweight durable

structures and advanced systems engineering. Air passengers demand more comfort and more
environmentally friendly aircraft. Hence many technical challenges need to be balanced for an
aircraft to economically achieve its design specification. Aircraft design is a complex and
laborious undertaking with a number of factors and details that are required to be checked to
obtain optimum the final envisioned product. The design process begins from scratch and
involves a number of calculations, logistic planning, design and real world considerations, and a
level head to meet any hurdle head on. Every airplane goes through many changes in design
before it is finally built in a factory. These steps between the first ideas for an airplane and the time
when it is actually flown make up the design process. Along the way, engineers think about four
main areas of aeronautics: Aerodynamics, Propulsion, Structures and Materials, and Stability and
Control.

Aerodynamics is the study of how air flows around an airplane. In order for an airplane to fly at
all, air must flow over and under its wings. The more aerodynamic, or streamlined the airplane
is, the less resistance it has against the air. If air can move around the airplane easier, the airplane's
engines have less work to do. This means the engines do not have to be as big or eat up as much
fuel which makes the airplane more lightweight and easier to fly. Engineers have to think about
what type of airplane they are designing because certain airplanes need to be aerodynamic in
certain ways. For example, fighter jets maneuver and turn quickly and fly faster than sound
(supersonic flight) over short distances. Most passenger airplanes, on the other hand, fly below
the speed of sound (subsonic flight) for long periods of time.

Propulsion is the study of what kind of engine and power an airplane needs. An airplane needs
to have the right kind of engine for the kind of job that it has. A passenger jet carries many
passengers and a lot of heavy cargo over long distances so its engines need to use fuel very
efficiently. Engineers are also trying to make airplane engines quieter so they do not bother the
passengers onboard or the neighborhoods they are flying over. Another important concern is
making the exhaust cleaner and more environmentally friendly. Just like automobiles, airplane
exhaust contains chemicals that can damage the earth's environment.

Structures and Materials is the study of how strong the airplane is and what materials will be
used to build it. It is really important for an airplane to be as lightweight as possible. The less
weight an airplane has, the less work the engines have to do and the farther it can fly. It is tough
designing an airplane that is lightweight and strong at the same time. In the past, airplanes were
usually made out of lightweight metals like aluminum, but today a lot of engineers are thinking
about using composites in their designs. Composites look and feel like plastic, but are stronger
than most metals. Engineers also need to make sure that airplanes not only fly well, but are also
easy to build and maintain.

Stability and Control is the study of how an airplane handles and interacts to pilot input and
feed. Pilots in the cockpit have a lot of data to read from the airplane's computers or displays.
Some of this information could include the airplane's speed, altitude, direction, and fuel levels as
well as upcoming weather conditions and other instructions from ground control. The pilot needs
to be able to process the correct data quickly, to think about what kind of action needs to be taken,
and to react in an appropriate way. Meanwhile, the airplane should display information to the
pilot in an easy-to-read and easy-to-understand way. The controls in the cockpit should be within
easy reach and just where the pilot expects them to be. It is also important that the airplane
responds quickly and accurately to the pilot's instructions and maneuvers.

“A beautiful aircraft is the expression of the genius of a great engineer who is also a great
artist.”

When you look at aircraft, it is easy to observe that they have a number of common features:
wings, a tail with vertical and horizontal wing sections, engines to propel them through the air,
and a fuselage to carry passengers or cargo. If, however, you take a more critical look beyond the
gross features, you also can see subtle, and sometimes not so subtle, differences. This is where
design comes into play. Each and every aircraft is built for a specific task, and the design is worked
around the requirement and need of the aircraft. The design is modeled about the aircraft role and
type and not the other way around. Thus, this is why airplanes differ from each other and are
conceptualized differently. Aircrafts that fall in the same category may have similar specifications
and performance parameters, albeit with a few design changes.
DESIGN METHODOLOGY
1.Airplane Design-Introduction

Three major phases of airplane designs are

1.1 Conceptual or Preliminary design,

1.2 Project design,
1.3 Detailed design.

1.1 CONCEPTUAL DESIGN:

The preliminary phase (sometimes called the conceptual design stage) starts with the project
brief and ends when the designers have found and refined a feasible baseline design layout. In
some industrial organizations, this phase is referred to as the ‘feasibility study’. At the end of the
preliminary design phase, a document is produced which contains a summary of the technical and
geometric details known about the baseline design. This forms the initial draft of a document that
will be subsequently revised to contain a thorough description of the aircraft. This is known as the
aircraft ‘Type Specification’. As a rule, a new design with competitive performance and cost will
have an equal share of new sales with existing competitors. The needs and capabilities of a new
aircraft that are determined in a market survey go to define the mission requirements for a
conceptual aircraft. These are compiled in the form of a design proposal that includes (1) the
motivation for initiating a new design and (2) the “technology readiness” of new technology for
incorporation into a new design. It is essential that the mission requirements be defined before the
design can be started. Based on these, the most important performance aspects or “design drivers”
can be identified and optimized above all others. Following the design proposal, the next step is to
produce a conceptual design. The conceptual design develops the first general size and
configuration for a new aircraft. It involves the estimates of the weights and the choice of
aerodynamic characteristics that will be best suited to the mission requirements stated in the design
proposal.
 FIGURE 2 PRELIMINARY DESIGN OF FLOW CHART

1.2 PROJECT DESIGN:

The next phase (project design) takes the aircraft configuration defined towards the end of the
preliminary design phase and involves conducting detailed analysis to improve the technical
confidence in the design. Wind tunnel tests and computational fluid dynamic analyses are used to
refine the aerodynamic shape of the aircraft. Finite element analysis and simulations will be used
to appreciate the flying characteristics. Mass and balance estimations will be performed in
increasingly fine detail. Operational factors (cost, maintenance and marketing) and manufacturing
processes will be investigated to determine what effects these may have on the final design layout.
All these investigations will be done so that company will be able to take a decision to ‘proceed to
manufacture’. To do this requires knowledge that the aircraft and its novel features will perform
as expected and will be capable of being manufactured in the timescales envisaged. The project
design phase ends when either this decision has been taken or when the project is cancelled.

1.3 DETAILED DESIGN:

The third phase of the design process (detail design) starts when a decision to build the aircraft
has been taken. In this phase, all the details of the aircraft are translated into drawings,
manufacturing instructions and supply requests (subcontractor agreements and purchase
orders). Progressively, throughout this phase, these instructions are released to the
manufacturers.

Preliminary design

Project design

Detail design

Manufacturing

Testing

FIGURE 3 THE DESIGN PROCESS

AIRCRAFT SYSTEMS DESIGN

 Aircraft systems include all of those systems and subsystems required for the
aircraft to operate. Mission systems are those additional systems and subsystems
peculiar to the role of military combat aircraft. The major systems are power
systems, flight-control systems, navigation and communication systems, crew
systems, the landing-gear system, and fuel systems.
Design of these major subsystems must begin relatively early in the
conceptual design phase, because they represent large dimensional and volume
requirements which can influence overall aircraft size and shape or because they
interact directly with the aerodynamic concept (as in the case of flight-control
systems) or propulsion selection (as in the case of power systems). During
preliminary design, the aircraft system definition is completed to include additional
subsystems. The installation of the many aircraft system components and the
routing of tubing and wiring through the aircraft are complex tasks which are often
aided by the construction of partial or complete aircraft mock-ups. These are full
scale models of the aircraft, made of inexpensive materials, which aid in locating
structural and system components.

MANUFACTURING
Businesses in this industry do one or more of the following: manufacture
complete aircraft; manufacture aircraft engines, propulsion units and other related
equipment or parts; develop and make prototypes of aircraft; aircraft conversions
(i.e. major modification to systems); and complete aircraft overhaul and rebuilding
(i.e. periodic restoration of aircraft to original design specifications).
Industry Products
 Aircraft
 Aircraft engines and engine parts
 Other aircraft parts and auxiliary equipment
Industry Activities
 Manufacturing and rebuilding of aircraft
 Developing and producing prototypes for aircraft
 blimps, gliders, hand gliders, ultra-light aircraft and helicopters
 Manufacturing aircraft engines and engine parts
 Developing and producing prototypes for aircraft engines and engine parts
  Manufacturing aircraft assemblies, subassemblies, propellers, joints,
and other parts
 Manufacturing aircraft auxiliary parts
 Developing and producing prototypes for aircraft parts and auxiliary
equipment

TESTING
Flight testing is a branch of aeronautical engineering that develops and
gathers data during flight of an aircraft and then analyses the data to evaluate the
flight characteristics of the aircraft and validate its design, including safety aspects.
The flight test phase accomplishes two major tasks:

1)Finding and fixing any aircraft design problems and then

2)Verifying and documenting the aircraft capabilities for government certification
or customer acceptance.

The flight test phase can range from the test of a single new system for an existing
aircraft to the complete development and certification of a new aircraft. Therefore,
the duration of a flight test program can vary from a few weeks to many years.

FIGURE 4 WING LIFT AND DRAG TO LIFT OF AN AIRFOIL

LITERATURE SURVEY
2. LITERATURE SURVEY

It is very easy to design an aircraft if we have data’s about already existing aircrafts of
similar type. It provides more satisfaction and avoids confusion while choosing some design
parameters for our aircraft. In this detailed survey some many important design drivers like
aspect ratio, wing loading, overall dimensions and engine specifications are determined for our
reference. It assists in proposing a new design and modification in our design which will improve
the performance of the proposed aircraft. This assures the performance of the aircraft as per the
design calculations and easy way of designing an aircraft within particular period of time. So in
this literature survey we have collected some ten already existing 2 seated jet transport aircraft
for our reference of design parameters. Mostly these aircraft have similar characteristics in many
designs aspects which are shown in table.
COMPARATIVE DATA SHEETS:
 GEOMETRICAL DATA

Aspect Wing Wing b/l

S.No Aircraft Names ratio Span(m) Length(m) Height(m) Area(m²) Ratio

1 BOEING 737 14.084 35.80 33.60 12.50 91.00 1.065

2 EMBRAER R-99 7.844 20.04 28.45 6.76 51.20 0.704

3 KJ-2000 8.501 50.50 46.60 14.80 300.00 1.084

NORTHROP GRUMMAN
4 E-2 HAWKEYE
9.280 24.56 17.60 5.58 65.00 1.395

5 BOEING E-3 SENTRY 6.962 44.42 46.61 12.60 283.40 0.953

6 BOEING E-767 7.998 47.60 48.50 15.80 283.30 0.981

7 BERIEV A-50 8.501 50.50 49.59 14.76 300.00 1.018

8 BOEING 707 PHALCON 7.019 44.60 44.40 12.90 283.40 1.005

EADS CASA C-295

9 11.291 25.81 24.50 8.60 59.00 1.053
AEW

GULFSTREAM
10 2.344 28.50 29.40 7.90 346.56 0.969
G550/IAI EITAM

11 LOCKHEEDP-3AEW&C 7.650 30.40 35.60 11.80 120.80 0.854

 WEIGHT DATA

Maximum Wing
Empty Fuel takeoff Gross loading
S.No Aircraft Names Weight(kg) Weight(kg) weight(kg) weight(kg) (kg/m²)

1 BOEING 737 46,606 26020 77,564 72,626 852.35

2 EMBRAER R-99 11,740 4,174 24,000 15,914 468.75

3 KJ-2000 92,500 175,000 92,500 583.33

NORTHROP GRUMMAN
4 18,090 5,624 26,083 23,714 401.28
E-2 HAWKEYE

5 BOEING E-3 SENTRY 73,480 79,494 157,397 152,974 555.39

6 BOEING E-767 85,595 63216 175,000 148,811 617.72

7 BERIEV A-50 75,000 64,820 170,000 139,820 566.67

8 BOEING 707 PHALCON 66406 72460 151320 138,866 533.94

9 EADS CASA C-295 AEW 11,000 7700 23200 18,700 393.22

GULFSTREAM G550/IAI
10 21,909 18,733 41,277 40,642 119.11
EITAM

11 LOCKHEED P-3 AEW&C 27896 27215 64,400 55,112 530.00

 PERFORMANCE DATA

Maximum Cruise
Service Rate of
Range speed- speed-
S.No Aircraft Names ceiling climb Crew
(km) Vmax Vcruise
(m) (m/min)
(km/hr) (km/hr)

1 BOEING 737 6,482 12,500 938 853.00 1828.80 10

2 EMBRAER R-99 3,019 11,278 834 833.00 780.00 7

3 KJ-2000 5500 12,000 850 550.00 720.00 15

NORTHROP GRUMMAN
4 2,708 10,576 648 474.00 819.91 7
E-2 HAWKEYE

5 BOEING E-3 SENTRY 7,400 12,500 855 852.93 610.00 4

6 BOEING E-767 12,235 12,200 898 851.00 762.00 10

7 BERIEV A-50 7,500 12,000 900 800.00 990.00 15

8 BOEING 707 PHALCON 1685 7,620 522 296.32 462.00 6

9 EADS CASA C-295 AEW 3,700 9100 576 480.00 542.54 2

GULFSTREAM G550/IAI
10 12,501 15,545 488 459.00 1112.52 4
EITAM

11 LOCKHEED P-3 AEW&C 4,400 8,625 750 610.00 960.00 12

 PRELIMINARY GRAPHS OF VARIOUS
PARAMETERS WITH RESPECT MAXIMUM
SPEED
 Maximum speed vs Range
14,000

12,000

10,000

8,000
Range

6,000

4,000

2,000

0
0 100 200 300 400 500 600 700 800 900 1000
Maximum speed

Maximum speed vs Rate of climb

2000.00
1800.00
1600.00
1400.00
Rate of climb

1200.00
1000.00
800.00
600.00
400.00
200.00
0.00
0 100 200 300 400 500 600 700 800 900 1000
Maximum speed
 Maximum speed vs Wing loading
900.00
800.00
700.00
Wing loading

600.00
500.00
400.00
300.00
200.00
100.00
0.00
0 100 200 300 400 500 600 700 800 900 1000
Maximum speed

Maximumspeed vs Service ceiling

13,000

12,500
Service ceiling

12,000

11,500

11,000

10,500

10,000
0 100 200 300 400 500 600 700 800 900 1000
Maximum speed
 Maximum speed vs Aspect ratio
16.000
14.000
12.000
Aspect ratio

10.000
8.000
6.000
4.000
2.000
0.000
0 100 200 300 400 500 600 700 800 900 1000
Maximum speed

Maximum speed vs B/L ratio

1.600
1.400
1.200
1.000
B/L ratio

0.800
0.600
0.400
0.200
0.000
0 100 200 300 400 500 600 700 800 900 1000
Maximum speed
PRELIMINARY WEIGHT ESTIMATION
 WEIGHT ESTIMATION
The common choice to subdivide and categorize the weight components of an airplane is:
1. CREW WEIGHT W crew - It comprises the people necessary to operate the plane in flight. For
our design the crew is 15
2. CARGO WPayload -The payload is what the airplane intended to carry.in our design payload is
Electrical equipment.
3. FUEL WEIGHT Wfuel - is the weight of the fuel in the fuel tanks which decreases with time
during flight.
4.EMPTY WEIGHT Wempty-is weight of everything else –the structure, engines, avionics, landing
gear, seats and anything else that is not crew, payload or fuel.
𝐖𝐂𝐑𝐄𝐖 = (15*90) = 1350Kg
𝐖𝐂𝐀𝐑𝐆𝐎 = 5000K

MISSION PROFILE:
3 4

5 6

1 2 7 8

1–2 Engine warm up, taxiing and take off

2–3 Climb
3–4 Cruise
4–5 Descent
5–6 Loiter
6–7 Descent
7–8 Landing
̅ 𝐅𝐔𝐄𝐋 :
𝐖
w8 𝑤2 𝑤3 𝑤4 𝑤5 𝑤6 𝑤7 𝑤8
= ∗ ∗ ∗ ∗ ∗ ∗
w1 𝑤1 𝑤2 𝑤3 𝑤4 𝑤5 𝑤6 𝑤7
w2
=0.970
w1
w3
= 0.950
w2
For cruise:

Range(R) 6000 km
Specific fuel consumption(C) 0.779 kg/s
Cruising velocity(V) 750 km/h
L/D ratio 14

[−𝑅𝐶]
𝐿
[𝑉( )]
For cruising =𝑒 𝐷

[−6000∗0.779]
=e [750∗14]

= 0.633
w4
=0.633
𝑤3
w5
=0.990
𝑤4
w6
=0.960
w5
w7
=0.950
𝑤6
w8
=0.970
w7
w8
= 0.970*0.950*0.633*0.990*0.960*0.950*0.970
w1

= 0.510
6% - Reserved and unused fuel

So,
WF 𝑊8
=1.06(1 - )
WO 𝑊1

=1.06(1 – 0.328)
WF
= 0.51
WO
𝐖𝐄
:
𝐖𝐎

Gross weight vs We/Wo

0.8
0.7
0.6
0.5
We/Wo

0.4
0.3
Series1
0.2
0.1
0
0 50,000 100,000 150,000 200,000
Gross weight

𝑊𝐸
From graph, = 0.438
𝑊𝑂

TO FIND 𝐖𝟎𝟎 :
Wcrew +Wcargo
W00 = W W
1− E − F
WO WO

1350+5000
=
1−0.438−0.519
6350
=
0.043

= 1,47,674.41
𝐖𝟎𝟎 =1,47,674.41kg
ACTUAL WEIGHT ESTIMATION

𝑊𝐸
= A(𝑊𝑇𝑂 )C.K
𝑊𝑇𝑂

Where,
A = 1.51
K = 1 (Sweep constant)
C = -0.10

Wcrew +Wpayload
w00 = WF WE
1− −
WO WO

Wcrew +Wpayload
𝑤𝑜 = W
1−WF −A(𝑊𝑇𝑂 )𝑐 .K
O
 Wcrew +Wpayload
𝑤𝑜 = W
𝑊𝑇𝑜 (𝐺𝑢𝑒𝑠𝑠)(𝑘𝑔) 1− F −A(𝑊𝑇𝑂 )𝑐 .K
W O

231000 151551
232000 150831
233000 150118
234000 149411
235000 148711
236000 148364
237000 148364
238000 146990
239000 146313
240000 145642

ERROR:
𝑊𝐴𝐶𝑇𝑈𝐴𝐿 −𝑊𝐴𝑃𝑃𝑅𝑂𝑋𝐼𝑀𝐴𝑇𝐸
%ERROR= × 100
𝑊𝐴𝐶𝑇𝑈𝐴𝐿

148364−147674
= × 100
148364

= 0.46%
CONCLUSION:
𝑊𝐴𝑃𝑃𝑅𝑂𝑋𝐼𝑀𝐴𝑇𝐼𝑂𝑁 = 147674 Kg
𝑊𝐴𝐶𝑇𝑈𝐴𝐿 = 148364 Kg
DIFFERENCE = 690Kg
% OF ERROR = 0.46%
POWER PLANT SELECTION
ENGINE SELECTION

T
= Thrust loading
WTO
T
= 0.29
WTO

WTO = WACTUAL

T = 0.29*WTO

WACTUAL = 148364 Kg

T = 0.29*148364
= 43025.56 Kg
T = 43025.56*9.81 N
T = 422.080 KN
For two engines,
422.080
=
2

Thrust = 211.04 KN

D-18T Turbofan
Description:
The family of turbojet two-circuit engines D-18T series 1, series 3 and series 3M
are designed for heavy transport aircraft. Installed on the An-124 and An-124-100
Ruslan aircraft and the An-225 Mriya extra high load capacity transport aircraft.
The engine has the Type certificate. In conformity with existing ICAO
Environmental Standards requirements. In commercial production since 1999.
Specifications:
Type : Three-spool high bypass turbofan engine with a single
Stage fan
Compressor : Seven-stage IP compressor, seven-stage axial
HP compressor
Turbine : Single-stage HP turbine, single-stage IP turbine,
Four stage LP turbine
Length : 5.4 m
Fan Diameter : 2.33 m
Height : 2.79 m
Width : 2.93
m
Take-off thrust : 229.85 KN
Bypass ratio : 5.7
SFC
At take off : 0.345 kg/h/kgf
At cruise : 0.546 kg/h/kgf
Dry Weight : 4100 kg
Pressure ratio : 27.5
Thrust loading : 5.7:1