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AIRCRAFT
Submitted by
Dr. CHANDRASEKAR M
of
BACHELOR OF TECHNOLOGY
IN
AERONAUTICAL ENGINEERING
OCTOBER 2019
SCHOOL OF AERONAUTICAL SCIENCES
BONAFIDE CERTIFICATE
I would like to thank all the technical and teaching staff of Aeronautical
Department, who extended their support directly or indirectly.
Last, but not the least, I am deeply indebted to my parents who have been the
greatest support while I worked day and night for the project to make it a success.
TABLE OF CONTENT
PAGE
CHAPTER TITLE
NO
ABSTRACT I
LIST OF TABLES II
2 SCHRENK’S CURVE 9
5 V - n DIAGRAM 38
6 TYRE ANALYSIS 50
8 CONCLUSION 58
REFERENCE 59
ABSTRACT
I
LIST OF TABLES
II
LIST OF FIGURES
III
7.2 Landing gear stroke 54
IV
LIST OF SYMBOLS & ABBREVIATIONS
b - Wing span(m)
Cd - Drag Co-efficient
CL - Lift Co-efficient
D - Drag (N)
L - Lift (N)
T - Thrust (N)
V
Wempty - Empty weight of the aircraft (kg)
λ - Tapered ratio
VI
1 CHAPTER 1
SUMMARY FROM AIRCRAFT DESIGN PROJECT – I
1
DESCRIPTION:
2
1.3 FEATURES OF AIRCRAFT
Royce/Snecma Olympus 593 engine since the engine thrust is 169 KN. It
is a Single afterburning turbojet engine equipped.
3
1.4 THREE VIEWS OF FIGHTER AIRCRAFT
4
Figure 1.5 Isometric view of Fighter aircraft
(Source: http://getdrawings.com/aircraft-drawing)
5
1.5 FINAL SPECIFICATIONS FROM ADP I
IMPERIAL
FLIGHT PARAMETERS SI UNIT VALUE VALUE
UNIT
LENGTH m 16 ft 52.49
THRUST TO WEIGHT
0.85 0.85
RATIO
6
1.5.2 WEIGHT PARAMETERS
PARAMETER VALUE
7
1.5.5 WINGS DESIGN PARAMETERS:
8
2 CHAPTER 2
SCHRENK’S CURVE
Lift distribution over a wing can be determined using Schrenk’s method. The
equation for the lift distribution is formed by taking semi span on the X axis and
the lift distribution along Y axis. The Schrenk’s curve is used to approximate the
lift distribution along the span of the wing. According to Schrenk, the actual lift
distribution on an aircraft wing is the average of two types of lift distributions:
TRAPEZOIDAL LIFT DISTRIBUTION
ELLIPTICAL LIFT DISTRIBUTION
2.1.1 TRAPEZOIDAL LIFT DISTRIBUTION
Lift at root
LRoot = 15849.18 N
9
Where,
ρ = Density at sea level = 1.225 Kg/m3
V = Velocity = 57.21 m/s
CL = coefficient of lift = 2.00
Croot = 3.953 m
Ctip = 0.988 m
Lift at tip
LTip = 3961.29 N
x 0 1 2 3 4 5 5.535
Y 15849.18 13701.36 11553.59 9405.83 7258.066 5110.3 3961.29
10
DIAGRAM
11
2.1.2 ELLIPTICAL LIFT DISTRIBUTION
Twice the area under the curve or line will give the lift which will be
required to overcome weight
Considering an elliptic lift distribution we get
A=
Where b1- is Actual lift at root
And a- is wing semi span
Lift at tip
4𝑊
𝑏1 =
2𝜋𝑎
4∗146169
𝑏1 =
2𝜋∗5.535
𝒃𝟏 = 16811.93 N
12
EQUATION OF ELLIPTIC LIFT DISTRIBUTION:
2𝑏1
𝑌2 = √(𝑎2 − 𝑥 2 )
𝑎
2∗16811.93
𝑌2 =
5.535
√(5.5352 − 𝑥 2 )
𝑌2 = 6074.771454√(30.636225 − 𝑥 2 )
x 0 1 2 3 4 5 5.535
Y 33623.86 33070.54 31352.07 28256.65 23240.44 14421.95 0
13
DIAGRAM
14
2.1.3 SCHRENK’S CURVE
x 0 1 2 3 4 5 5.535
Y 24736.52 23385.95 21452.83 18831.24 15249.253 9766.125 1980.645
15
DIAGRAM
16
3 CHAPTER 3
WING STRUCTURE ANALYSIS
17
CALCULATION:
y = k (m - a)2
m
𝜌= ,
v
W = 𝜌gv
Where,
Material used = Aluminum
Density of material, 𝜌 = 2700 kg/m3
y = −Wtip − k (x − b⁄2)2
Where,
b/2 = half span
At x = 0; y = -Wroot
(Wroot −Wtip )
k=( 2 )
(b⁄2)
Equation becomes,
(Wroot − Wtip )
y = −Wtip − ( 2 ) (x − b⁄2)2
(b⁄2)
From ADP – I,
The section used at the tip - CLARK X
The section used at the root - S2027
At root,
Vroot = Croot x Troot x 0.2
= 3.953 x 0.1185 x 0.2
= 0.09368 m3
Vroot = 0.09368 m3
18
Wroot = 𝜌gVroot
= 2700 x 9.81 x 0.09368
= 2481.3 N
Wroot = 2481.3 N
At tip,
Vtip = Ctip x Ttip x 0.2
= 0.988 x 0.0296 x 0.2
= 0.00584896 m3
Vtip = 0.00584896 m3
Wtip = 𝜌gVtip
= 2700 x 9.81 x 0.00584896
= 154.921 N
Wtip = 154.921 N
k = 75.935
y = −Wtip − k (x − b⁄2)2
y = -154.921 – 75.935 (x – 5.535)2
19
DIAGRAM
20
3.2 FUEL WEIGHT DISTRIBUTION:
This design has fuel in the wing so we have to consider the weight of the
fuel in one wing.
ABCD +EFCD
Croot b
= (b−0.2)
l1
(b−0.2) (5.535−0.2)
l1 = (
b
) Croot = ( 5.535
) 3.953
l1 = 3.810 m
Croot b
= (b−h−0.2)
l2
(b−h−0.2)
l2 = (
b
) Croot
Vfuel = Area * t
= {Area rectangle + 2(Area triangle)}*t
1 (l1 −l2 )
= {(h ∗ l2 ) + 2 [ h ]}*t
2 2
1
= {(h ∗ l2 ) + [ h(l1 − l2 )]}*t
2
21
(b−h−0.2) (Croot (b−0.2−b+h+0.2))
= {((
b
) Croot ) + [0.5 b
]}h*t
Croot
= {(b − h − 0.2) + [0.5(b − 0.2 − b + h + 0.2)]} h∗t
b
Croot
={(b − h − 0.2) + 0.5h} h∗t
b
Croot h
Vfuel = h ∗ t (b − − 0.2)
b 2
mass
Density of fuel, 𝜌𝑓𝑢𝑒𝑙 =
volume
𝑚 𝑚
Vfuel = ( 𝜌 ) = (2𝜌)
𝑓𝑢𝑒𝑙 𝑓𝑢𝑒𝑙
Where,
Mass of fuel, m = 3814.2 kg
Density of fuel, 𝜌 = 801 kg/m3
3814.2
Vfuel =
2∗801
Vfuel = 2.38 m3
Solving h,
Croot h
Vfuel = h ∗ t (b − − 0.2)
b 2
Where,
Vfuel = 2.38 m3
Half span, b = 5.535
Croot = 3.953 m
𝑡𝑡𝑖𝑝 + 𝑡𝑟𝑜𝑜𝑡 0.0296 + 0.1185
t= =
2 2
t = 0.07405 m
22
3.953 h
2.38 = ∗ h ∗ t (5.535 − − 0.2)
5.535 2
3.953 h
2.38 = ∗ h ∗ 0.07405 (5.535 − − 0.2)
5.535 2
(b−0.2) (5.535−0.2)
l1 = (
b
) Croot = ( 5.535
) 3.953
l1 = 3.810 m
(b−h−0.2) (5.535−2.66−0.2)
l2 = (
b
) Croot = ( 5.535
) 3.953
l2 = 0.122 m
W1 = (0.1*l1*tm) *𝜌*g
= (0.1*3.810*0.07405) *801*9.81
W1 = 221.69 N
W2 = (0.1*l2*tm) *ρ*g
= (0.1*0.122*0.07405) *801*9.81
W2 = 7.09 N
23
DIAGRAM
24
3.3 PAYLOAD WEIGHT DISTRIBUTION
Payload for the fighter was missiles which are assumed to be a point load,
Wp= 3100 kg = 30411 N
Totally 2 missiles are load at each wing
Acting at x= 1.845 m and x= 3.69 m from the root.
Therefore, each missiles weight was,
30411
Wp= = 15205.5 N
2
DIAGRAM
25
3.4 OVERALL LOAD ACTING ON THE WING STRUCTURE
DIAGRAM
26
4 CHAPTER 4
SHEAR FORCE AND BENDING MOMENT DIAGRAM
4.1 DESCRIPTION
As both the wings are symmetric, let us consider the starboard wing at
first. There are three primary loads acting on a wing structure in transverse
direction which can cause considerable shear forces and bending moments
on it. They are as follows:
• Lift force (given by Schrenk’s curve)
• Self-weight of the wing
• Weight of the Payload
• Weight of the fuel in the wing
27
4.3 TO FIND CENTEROID AND STRUCTURAL WEIGHT
Lift Force given by Schrenk’s Curve:
15849.18
3961.29
3961.29
5.535
Triangle area, A1 = ½ bh
= ½ * 5.535*(15849.18 - 3961.29)
A1 = 32899.73
A1 + A2 = 32899.73 + 21925.74
A1 + A2 = 54825.47 N
28
1 1
x1 = 𝑎 = ∗ 5.535 = 1.845
3 3
𝑎 5.535
x2 = = = 2.767
2 2
𝐴1 𝑥1 + 𝐴2 𝑥2 (32899.73∗1.845)+(21925.74∗2.767)
Centroid (Y) = =
𝐴1 + 𝐴2 54825.47
Y = 2.21 m
𝑌2 = 6074.771454√(30.636225 − 𝑥 2 )
For Elliptical,
33623.86
5.535
πab π∗5.535∗33623.86
Area of ellipse = =
4 4
A = 146168.93 N
4a 4∗5.535
Centroid (Y) = =
3π 3π
Y = 2.349 m
29
SELF-WEIGHT OF WING (𝒀𝟑):
Y3 = -154.921 – 75.935 (x – 5.535)2
For Self-weight,
5.535
2481.28
1 1
Area = 𝑏ℎ = ∗ 2481.28 ∗ 5.535
3 3
A = 4577.96 N
3h 3∗5.535
Centroid (Y) = =
8 8
Y = 2 .075 m
FUEL WEIGHT:
Slope of fuel weight:
Y = mx + c
m = (7.09 – 221.69)/(2.86 – 0.2) = -80.67
Y = -80.67 x + 236.5
30
For fuel weight,
2.86
2.66
7.09
221.69
214.6
Triangle area, A1 = ½ bh
= ½ * 2.66*214.6
A1 = 285.418
A1 + A2 = 285.418 + 18.85
A1 + A2 = 304.27 N
1 1
x1 = 𝑎 = ∗ 2.66 = 1.33
2 2
𝑎 2.66
x2 = = = 0.886
3 3
31
𝐴1 𝑥1 + 𝐴2 𝑥2 (285.418∗1.33)+(18.85∗0.886)
Centroid (Y) = =
𝐴1 + 𝐴2 304.27
Y = 1.302 m
32
4.4 REACTION FORCE AND BENDING MOMENT CALCULATIONS:
V = 0,
Then,
VA = - 165701.17 N
M = 0,
Then,
33
4.4.1 SHEAR FORCE:
𝑦1 + 𝑦2
𝑆𝐹𝐵𝐶 = ∫(( ) − 𝑦3 )𝑑𝑥 − 𝑉𝐴
2
𝑆𝐹𝐵𝐶
6.485
− 2147.766 𝑥 + 15849.18 + 6074.771454√(30.636225 − 𝑥 2 )
= ∫
0 2
2
+ 154.921 + 75.935 (𝑥 – 5.535) }𝑑𝑥 + 165701.17
Sub x = 2.86
Sub x = 0.2
34
By using the corresponding values of x in appropriate equations we get the
plot of shear force.
DIAGRAM
35
4.4.2 BENDING MOMENT
𝑦1 + 𝑦2
𝐵𝑀𝐵𝐶 = ∫ ∫( + 𝑦3 − 𝑉𝐴 )𝑑𝑥 2 + 𝑀𝐴
2
𝐵𝑀𝐵𝐶
− 2147.766 𝑥 + 15849.18 + 6074.771454√(30.636225 − 𝑥 2 )
= ∬
2
− 154.921 − 75.935 (𝑥 – 5.535) + 165701.17 }𝑑𝑥 2 − 212926.51
2
sub x = 5.535
Sub x = 2.86
Sub x = 0.2
36
By using the corresponding values of x in appropriate equations we get the
plot of bending moment.
DIAGRAM
37
5 CHAPTER 5
V-n DIAGRAM
5.1 INTRODUCTION:
Airplanes may be subjected to a variety of loading conditions in flight. The
structural design of the aircraft involves the estimation of the various loads
on the aircraft structure and designing the airframe to carry all these loads,
providing enough safety factors, considering the fact that the aircraft under
design is a commercial transport airplane. As it is obviously impossible to
investigate every loading condition that the aircraft may encounter, it
becomes necessary to select a few conditions such that each one of these
conditions will be critical for some structural member of the airplane.
38
load without detrimental distortion and should not fail until the ultimate
load has been achieved.
The basic strength and fight performance limits for a particular aircraft
are selected by the airworthiness authorities and are contained in the flight
envelope or V-n diagram.
The positive design limit load factor must be selected by the designer, but
must meet the following condition
24000
𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) ≥ 2.1 +
𝑊 + 10000
39
24000
𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) ≥ 2.1 +
146169 + 10000
𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) ≥ 2.253
The maximum positive limit load factor for military transport aircraft should be
in the range 6.5 to 9. So, for our aircraft we take
𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) = 6.5
𝑛𝑙𝑖𝑚(𝑛𝑒𝑔) ≤ 0.4𝑛𝑙𝑖𝑚(𝑝𝑜𝑠)
𝑛𝑙𝑖𝑚(𝑛𝑒𝑔) = −2.6
2 𝑊
𝑉𝑠 = √
𝜌𝐶𝑁𝑚𝑎𝑥 𝑆
2 146169
𝑉𝑠 = √
1.225 ∗ 2.582 43.82
𝑽𝒔 = 𝟒𝟓. 𝟗𝟐 𝒎/𝒔
40
Negative 1 – g stall speed VSneg
2 𝑊
𝑉𝑠(𝑛𝑒𝑔) = √
𝜌𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) 𝑆
2 146169
𝑉𝑠(𝑛𝑒𝑔) = √
1.225 ∗ 0.1331 43.82
2𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) 𝑊
𝑉𝐴 = √
𝜌𝐶𝑁𝑚𝑎𝑥 𝑆
2∗3 146169
𝑉𝐴 = √
1.225 ∗ 2.585 43.82
𝑽𝑨 = 𝟕𝟗. 𝟓𝟎 𝒎/𝒔
2 ∗ 1.2 146169
𝑉𝐵 = √
1.225 ∗ 0.1331 43.82
41
Design Cruise speed VC
From Aircraft Design Project 1,
VC = Vcruise = 597.2 m/s
VC = 597.2 m/s
Design Diving Speed VD
The design diving speed must satisfy the following relationship
𝑉𝐷 ≥ 1.25 𝑉𝑐𝑟𝑢𝑖𝑠𝑒
𝑉𝐷 = 1.25 ∗ 597.2
𝑉𝐷 = 746.5 𝑚/𝑠
Curve OA
The velocity along the curve OA is given by the expression
2𝑛 𝑊
𝑉𝑠𝑛 = √
𝜌𝐶𝑁𝑚𝑎𝑥 𝑆
From this expression the load factor along the curve OA is given by
𝜌𝐶𝑁𝑚𝑎𝑥 𝑉 2 1
𝑛=
2 𝑊⁄
𝑆
1.225 ∗ 2.585 𝑉 2 1
𝑛=
2 146169⁄
43.82
𝒏 = 𝟒. 𝟕𝟒𝟔𝟔 × 𝟏𝟎−𝟒 𝑽𝟐
42
Velocity m/s Positive Load Factor n
0 0
10 0.0047
20 0.1898
30 0.4271
40 0.7594
50 1.1866
60 1.7087
70 2.3258
100 4.74
110 5.7433
117 6.5
Table 5.1 Positive load factor values
Curve OG
The negative load factor along the curve OG is given by the expression
From this expression the load factor along the curve OA is given by
𝜌𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) 𝑉 2 1
𝑛𝑛𝑒𝑔 =
2 𝑊⁄
𝑆
1.225 ∗ 0.1331𝑉 2 1
𝑛𝑛𝑒𝑔 =
2 146169⁄
43.82
43
Velocity m/s Negative Load Factor nneg
0 0
10 -0.002444
20 -0.009776
50 -0.0611
60 -0.0879
70 -0.1197
100 -0.2444
200 -0.9776
221.6 -1.2
300 -2.1996
320 -2.5
Table 5.2 Negative load factor values
44
DIAGRAM
45
5.3 GUST V-n DIAGRAM
DESCRIPTION:
Gust is a sudden, brief increase in the speed of the wind. Generally, winds are
least gusty over large water surfaces and most gusty over rough land and near high
buildings. With respect to aircraft turbulence, a sharp change in wind speed
relative to the aircraft; a sudden increase in airspeed due to fluctuations in the
airflow, resulting in increased structural stresses upon the aircraft. Sharp-edged
gust (u) is a wind gust that results in an instantaneous change in direction or speed.
Derived gust velocity (Ug or Umax) is the maximum velocity of a sharp-edged gust
that would produce a given acceleration on a particular airplane flown in level
flight at the design cruising speed of the aircraft and at a given air density. As a
result, a 25% increase is seen in lift for a longitudinally disturbing gust. The effect
of turbulence gust is to produce a short time change in the effective angle of attack.
These changes produce a variation in lift and thereby load factor.
Effective gust velocity: The vertical component of the gust load factor
lines is defined by the following equations
(𝑘𝑔 𝑈𝑔 𝑉𝑎𝜌)
𝑛𝑙𝑖𝑚 = 1 ±
2 𝑊⁄𝑆
0.88𝜇𝑔
𝑘𝑔 =
5.3 + 𝜇𝑔
𝑊
2( )
𝜇𝑔 = 𝑆
𝜌𝐶̅ 𝑎
The gust load factor lines are defined by the following equations
46
(𝑘𝑔 𝑈𝑔 𝑉𝑎𝜌)
𝑛𝑙𝑖𝑚 = 1 ±
2 𝑊⁄𝑆
0.88𝜇𝑔
𝑘𝑔 =
5.3 + 𝜇𝑔
𝑊
2( )
𝜇𝑔 = 𝑆
𝜌𝐶̅ 𝑎
where,
S - Area = 43.82 m2
a = 3.665
14900
2( )
43.82
𝜇𝑔 = = 55.032
1.225∗2.7524∗3.665
47
0.88 ∗ 55.032
𝑘𝑔 = = 0.8026
5.3 + 55.032
+ 𝑛𝑙𝑖𝑚 = 5.451
- 𝑛𝑙𝑖𝑚 = - 4.451
+ 𝑛𝑙𝑖𝑚 = 9.064
- 𝑛𝑙𝑖𝑚 = - 7.064
48
DIAGRAM
49
6 CHAPTER 6
TYRE ANALYSIS
6.1 INTRODUCTION
The wheel is a circular metal object upon which the rubber tire is mounted.
The brake inside the wheel slows the aircraft by increasing the rolling friction.
However, the term wheel is frequently mean entire brake/wheel/tire assembly.
The tires are sized to carry the weight of the aircraft typically; the main tires carry
about 90% of MTOW. Nose tires carry only about 0% of the static load but
experience higher dynamic loads during landing.
For early conceptual designs, the engineer can copy the tire size of similar
design or follow a statistical approach. The table provides the equations for
estimating main tire size. These calculated values are for diameter and width and
should be increased by 30% is to operate from rough unpaved runways. Nose
tires can be assumed to be about 60 – 100% the size of the main tires.
50
TYPE DIAMETER WIDTH
A B A B
General Aviation 1.51 0.349 0.7150 0.312
Business twin 2.69 0.251 1.170 0.216
Transport / Bomber 1.63 0.315 0.1043 0.480
Jet Fighter /Trainer 1.59 0.302 0.0980 0.467
Table 6.1 Statistical Tire Sizing
51
6.2.1 CALCULATION
Maximum take off weight of the aircraft (Wmtow) = 14900 kg = 32848.8 lbs
90% of the maximum take off weight
Weight of the main wheel (Ww) =
No of wheels
0.9 ∗ 32848.8
Ww =
4
Ww = 7390 lbs
Width: A = 0.098
B = 0.467
Main wheel width = 0.098(7390)0.467
MTW = 6.27 inch
52
7 CHAPTER 7
LANDING GEAR ANALYSIS
7.1 INTRODUCTION
53
7.2 SHOCK ABSORBER
The landing gear is used to absorb the shock of the landing and smooth
out the ride. The tire themselves will be absorbing some shock by deflecting when
bump is encountered. Sailplane and a few homebuilt airplanes have built with
rigid axles, relying solely upon the tires for shock absorbing.
The solid spring gear is used in many general aviation aircraft. The solid
spring is as simple as possible but is slightly heavier than other types of gear.
Note that the solid spring gear deflects with some lateral motion instead of
straight up and down. This lateral motion tends to scrub the tires sideways against
the runways, wearing them out. The solid spring has no damping other than this
scrubbing action. The aircraft thus lends to bounce a lot, much like a car with bad
shock-absorbers.
54
7.3 STROKE DETERMINATION
The required deflection of the shock absorbing system depends upon the
vertical velocity at touch down, the shock absorbing material, and the amount of
the wing will available after touchdown. As a rough rule of thumb, the stroke in
inches approximately equals the vertical velocity at touchdown. The vertical at
touchdown is established in various specifications for different types of aircraft.
TYPE EFFICIENCY
Steel Leaf Spring 0.50
Steel Coil Spring 0.62
Air Spring 0.45
Rubber block 0.60
Rubber Bungee 0.58
Oleo pneumatic
Fixed Orifice 0.65-0.80
Metered Orifice 0.75-0.90
Tire 0.47
Table 7.1 Shock Absorber Efficiency
Commercial 2.7 - 3
General Aviation 3
55
7.4 SELECTION OF SHOCK ABSORBER
OLEO SUSPENSION
An oleo struct is a pneumatic air – oil hydraulic shock absorber used on the
landing gear of most large aircraft and many smaller ones. This design cushions
the impacts of landing and damps out vertical oscillations.
56
CALCULATION:
Oleo suspension
2
1 𝑉𝑣𝑒𝑟𝑡𝑖𝑐𝑎𝑙
Stroke distance, 𝑆 = [ − 𝜂𝑡 𝑆𝑡 ]
𝜂𝑠 2𝑔𝑁𝑔𝑒𝑎𝑟
23.42 23.42
𝑆𝑡 = −
2 3
𝑺𝒕 = 3.9045 inch
1 1562
𝑆= [ − (0.47 ∗ 3.9045)]
0.75 2 ∗ 386.22 ∗ 4
S = 8.054 inch
57
8 CHAPTER 8
CONCLUSION
Hence multi role Aircraft has been designed with various performance and
aerodynamic parameters calculation, which can carry up to payload of 3100
kg i.e. armaments (Missiles, bombs, Guns etc.)
The load distribution of wing in fighter aircraft using schrenk’s curve method
was found to be around 25000 N which is very sufficient for the fighter design
requirements. The self-weight and fuel tank capacity was found to be around
2500 N and 304.27 N respectively.
It can have more combat radius because it has more fuel capacity with Drop
tanks.
The overall weight distribution gives the required data which are within the
estimated limits. Shear force and bending moment diagram for the wing
structure was adequate and within the structural limit.
Since the Engine will be equipped with Afterburner and Thrust Vectoring so
it can escape from combat field quickly and highly maneuverability. So V-n
diagram was drawn to know the maneuverability limit of the aircraft which
has 6.5 as maximum load factor
Later gust V-n envelope was drawn by using the V-n diagram velocity and
three gust velocity was taken into account which are 40m/s, 20m/s, 65m/s
Tricycle Landing gear analysis was calculated with stroke distance as 8.054
inch and the tyre size was estimated by using constant values of tyre.
The diameter of main tyre was 23 inch which more enough for the fighter
aircraft to land.
Finally, the aircraft design requirement of wing structure, aerodynamic forces
are calculated successfully.
58
REFERENCE
59
11.Paul Jackson (Editor-in-Chief), “Jane’s All the World’s Aircraft”
60