MAHENDRA ENGINEERING

COLLEGE
(Autonomous)

REPORT OF AIRCRAFT DESIGN PROJECT – I

SUPERSONIC FIGHTER AIRCRAFT
(SWEPT BACK WING)

Submitted by

ARUNPRAKASH. S (161011008)
MANOJ. S (161011026)
NANDHU PRIYA. S (161011031)
SUVARNA. V (161011049)

Under the guidance of

Mr.S.VINODH, M.E.,

BACHELOR OF ENGINEERING
In
DEPARTMENT OF AERONAUTICAL ENGINEERING
MAHENDRA ENGINEERING COLLEGE
(Autonomous)
Mahendhirapuri, Mallasamudram, Namakkal DT-637503

MARCH – 2019
 MAHENDRA ENGINEERING COLLEGE
(Autonomous)
Mahendhirapuri, Mallasamudram, Namakkal DT -637 503

DEPARTMENT OF AERONAUTICAL ENGINEERING

BONAFIDE CERTIFICATE

Certified that this Aircraft Design Project - I Report “SUPERSONIC

FIGHTER AIRCRAFT (SWEPT BACK WING)” is the bonafide
work of ARUNPRAKASH. S (161011008), MANOJ. S (161011026),

NANDHU PRIYA. S (161011031), SUVARNA. V (161011049) who carried out the

project work under my supervison.

SIGNATURE SIGNATURE
Dr.C.DHAVAMANI, M.E., Ph.D. Mr.S.VINODH, M.E.,

HEAD OF THE DEPARMENT SUPERVISOR

 MAHENDRA ENGINEERING COLLEGE
(Autonomous)

Mahendhirapuri, Mallasamudram, Namakkal DT -637 503

DEPARTMENT OF AERONAUTICAL ENGINEERING

CERTIFICATE OF AIRCRAFT DESIGN PROJECT - I

This is to certify that the aircraft design project – I report titled
“SUPERSONIC FIGHTER AIRCRAFT (SWEPT BACK WING)” is the
approved record of work done by ARUNPRAKASH. S (161011008),
MANOJ.S (161011026), NANDHU PRIYA. S (161011031), SUVARNA. V
(161011049) fulfill their idea of exploring the practical knowledge on the aircraft
design.

SUPERVISOR HEAD OF THE DEPARTMENT

(Signature with seal)

Date:

Submitted for the end semester examination held on __________ at _________

INTERNAL EXAMINER EXTERNAL EXAMINER

 ACKNOWLEDGEMENT

We express my sincere respect and gratitude to our Honorable Chairman

Shri. M.G. BHARATHKUMAR M.A, B.Ed and respected managing directors
Er. Ba. MAHENDHIRAN, B.E, M.I.S.T.E and Er. Ba. MAHA AJAY
PRASATH M.S who have provided excellent facilities for us.

We feel happy to convey our regards and sincere thanks to our beloved
principal Dr. M. MADHESWARAN M.E, PhD, M.B.A, M.I.S.T.E who
provided his kind concern for carrying out our industrial training and providing a
suitable environment for us to work.

We wish to express our gratitude to our Head of the Department Dr. C.

DHAVAMANI, eM.E., Ph.D., for her valuable guidance and support for the
presentation of this Industrial training.

We also thank our Guide Mr.S.VINODH, M.E., for having given us

constant encouragement, guidance and unwavering support.

We specially thank all our friends for their and well wishes and constant
support all the time.
 TABLE OF CONTENT
CHAPTER TITLE PAGE
NO.

ABSTRACT i
LIST OF SYMBOLS iii
1 INTRODUCTION 1
1.1 BASIC DESIGN PROCESS 2
1.2 PHASES OF AIRPLANE DESIGN 2
1.3 THE SEVEN INTELLECTUAL PIVOT POINTS FOR 3
CONCEPTUAL DESIGN
1.4 REQUIREMENTS 3
2 COMPARATIVE DATA SHEETS 5
2.1 GENERAL CHARACTERISTICES 6
2.2 PERFORMANCES 7
2.3PRELIMINARY GRAPHS OF VARIOUS 8
PARAMETERS WITH RESPECT TO VELOCITY
2.4 RETRIVED DATA FROM GRAPH 15
3 WEIGHT ESTIMATION 16
3.1 WEIGHT OF AN AIRPLANE AND ITS FIRST ESTIMATE 17
3.2 RANGE 17
3.3 CRUISE 17
3.4 LOITER 18
3.5 DESCENT 18
3.6 AIM 18
4 MISSION PROFILE 20
4.1 VARIOUS STAGES 21
4.2 EMPTY WEIGHT ESTIMATION (WE) 25
4.3 OVERALL WEIGHT ESTIMATION 27
4.4 RESULTS OF THE WEIGHT ESTIMATION 28
4.5 RESULT 29

i
5 AIRFOIL SELECTION 30
5.1 AIRFOIL FAMILY 31
5.2 FIGURE OF SELECTED AIRFOIL 32
6 PERFORMANCE CALCULATION 33
6.1 ENGINE SELECTION 34
6.2 FORMULA USED 35
6.3 THRUST REQUIRED 35
6.4 POWER REQUIRED 36
6.5 POWER REQUIRED CURVE 37
6.6 THRUST REQUIRED CURVE 38

7 VELOCITY DIAGRAM 39
7.1 VELOCITY VS (R/C)MAX 40
7.2 VELOCITY VS (L/D)MAX 40
7.3 COEFFICIENT OF LIFT VS DRAG [CL VS CD]MAX 41
7.4 VELOCITY VS CLMAX 41
7.5 VELOCITY VS CDMAX 42
8 THREE VIEW DIAGRAM OR 3D VIEW DIAGRAM 43
9 REFERENCE 44

ii
 LIST OF SYMBOLS

R -Range
V -Velocity
C -specific fuel consumption
E -Loitering time
L/D -lift to drag ratio
𝑉𝑎𝑙𝑡 -Velocity at altitude
𝜌𝑎𝑙𝑡 -Density at altitude
S - Wing surface area
b - Wing span

iii
INTRODUCTION

1
 CHAPTER 1

1.1 BASIC DESIGN PROCESS:-

An airplane design is both an art and a science. Airplane design is an intellectual

engineering process of creating on paper a flying machine to

 Meet specifications established by users

 Pioneer innovative, new ideas and technology.

The design process is an intellectual activity developed via experience, by attention paid to
successful airplane designs that have been used in the past and by design procedures and
databases that are a part of every airplane manufacturer.

1.2 PHASES OF AIRPLANE DESIGN:-

From the time when an airplane materializes as a new thought to the time the finished product
is ready, the complete design undergoes three distinct phases in perfect sequences which are

 Conceptual design
 Preliminary design
 Detail design

1.2.1CONCEPTUAL DESIGN:-

The design process starts with a set of specifications or much less frequently to desire to
implement pioneering. There is a concrete goal where we designers are aiming at. The first step
towards it is conceptual design. Within a fuzzy latitude, overall shape, size, weight are
determined for the potential user.

The product of the conceptual design phase is layout of airplane configuration on paper. This
drawing has flexible lines, which can be slightly changed. However we get a detailed account
of the layout configuration at the end of this phase. The major drivers during the conceptual
design process are aerodynamics, propulsion and flight performance.

Structural and control system considerations are not dealt in detail but however they are not
dealt in detail but however they are not totally absent. The designer is influenced by qualitative
aspects. No part of the design process is carried out in total vacuum unrelated to other parts.

2
1.2.2 PRELIMINARY DESIGN:-

This phase includes only minor changes to be made in the configuration layout. There is serious
control and structural system analysis and design takes place. During this phase substantial
wind tunnel testing will be carried out and major computational fluid dynamics (CFD)
calculations. At the end of the phase, the airplane configuration is frozen and defined. The
drawing process is called lofting. This process makes precise shape of outside skin of airplane
making certain all sections fit together.

The end of the phase is the decision if the airplane is to be manufactured or not. It is no
longer a critical condition where “you – bet your company” on full scale development of a new
airplane.

1.2.3 DETAIL DESIGN:-

This phase is literally the ‘nuts and bolts’ phase of airplane design. The aerodynamic,
propulsion, structures, performance, flight control analysis are over in the preliminary phase.
The airplane is to be fabricated and machined. The size, number and location of rivets, fasteners
are determined now. Flight simulators are developed. At the end of this phase, the aircraft is
ready to be fabricated.

1.3 THE SEVEN INTELLECTUAL PIVOT POINTS FOR CONCEPTUAL DESIGN:-

The overall conceptual design is anchored by seven intellectual “pivot points” – seven factors
that anchor the conceptual design thought process. They allow different, detailed thinking to
reach out in all directions from each point.

1.4 REQUIREMENTS:-

The requirements are given by the people who are going to buy – the customers. For other
aircrafts, these requirements are usually set by the manufacturer in full appreciation of needs
of owner. Requirements of one airplane are different from the other. There can be no stipulated
specific standard. There must be established requirements that serve as impinge off point for
design process. The requirements that are frequently stipulated are:

3
  Range
 Takeoff distance
 Stalling velocity
 Endurance
 Maximum velocity
 Rate of climb

For dog fighting combat, maximum turn rate and minimum turn radius

 Maximum load factor

 Service ceiling
 Cost
 Reliability and maintainability
 Maximum size.

4
COMPARATIVE DATA SHEETS

5
 2.1 GENERAL CHARACTERSTICES

s. Name of the C Length Wing Wing Empty Loaded Max Aspect Power Power Height
no aircraft r (m) span area weight weight takeoff ratio plant plant
e (m) (m^2) (kg) (kg) weight
w (kg) Dry With After
thrust(KN) burner
thrust (KN)

1 Grumman f- 2 19.4 11.58 54.5 19838 27,700 33,720 2.5 61.4 123.7 4.88
14tomcat

2 General 2 22.4 9.75 48.77 21400 37600 45300 1.95 79.6 112 5.22
dynamic f-
111f

3 Panavia 2 16.72 13.9 26.6 13890 28000 7.2 43.8 76.8 5.95
tornado

4 Sukhoi su-17 1 19.02 11.02 34.5 12160 18400 3.5 76.4 109.8 5.12

5 Mig-23 1 16.7 13.97 34.16 9595 15700 18030 5.7 83.6 127 4.82
flogger-k

6 Dassault 1 15.30 8.40 25.00 7400 10900 16200 2.8 49.03 70.6 4.50
mirage f-1

7 MC donnell 2 19.2 11.7 49.2 13757 18825 28030 2.8 52.9 79.4 5.0
douglas f4
phantom

8 Sukhoisu24 2 22.5 10.34 55.2 22300 38040 43755 1.9 75 109.8 6.19

9 Vought xf8u-3 1 17.86 12.16 41.8 9915 14660 17590 3.5 73.4 131.2 4.98
crusader

10 English 1 16.8 10.6 44.01 14092 18638 20752 2.5 55.74 71.17 5.97
electric
lightning

11 Mikoyan- 1 11.26 9.63 22.6 3919 5350 6069 4.1 22.5 33.8 3.80
gurevich mig-
17F

12 Chengdu j- 1 14.88 8.32 24.88 5292 7540 9100 2.8 44.16 64.7 4.11
7MG 5

6
 2.2 PERFORMANCES

Name of the Cruisespeed Range(km) Service Thrust/weight Rate of Wing

aircraft (km/hr) ceiling(m) climb(m/ loading
s.n0
s)
(kg/m^2)

1 Grumman f-14 2485 2960 15,200 .92 229 508.25

tomcat

2 General 2655 6760 20100 0.61 131.5 771.96

dynamic f-111f

3 Panavia 2400 3890 15240 0.55 76.7 707.95

tornado

4 Sukhoi su-17 1860 2300 14200 0.68 230 533.33

5 Mig-23 mcd 2445 2820 18500 0.88 240 434.18

flogger-k

6 Dassault mirage 2338 3300 20000 0.67 243 436

f-1

7 MC donnell 2370 2600 18300 0.86 210 416.48

douglas f4
phantom ii

8 Sukhoi su-24 1654 2775 11000 0.60 150 689.13

9 Vought xf8u-3 925 3290 19800 0.74 165 351

crusader-iii

10 English electric 2100 2040 16000 0.78 100 423.49

lightning

11 Mikoyan- 1145 2060 16600 0.63 65 236.72

gurevich mig-
17F

12 Chengdu j-7MG 2200 3290 17500 0.84 195 303.05

7
2.3 PRELIMINARY GRAPHS OF VARIOUS
PARAMETERS WITH RESPECT TO VELOCITY

8
1.

Cruise
Length (m)
speed(km/hr) Cruise speed Vs Length
2485 19.4
25
2655 22.4
2400 16.72 20
1860 19.02

length (m)
2445 16.7 15
2338 15.3 10
2370 19.2
1654 22.5 5
925 17.86
0
2100 16.8 0 500 1000 1500 2000 2500 3000
1145 11.26 cruise speed (km/hr)
2200 14.885

Cruise
speed(km/hr)
Range (km) Cruise speed Vs Range
8000
2485 2960
7000
2655 6760
6000
2400 3890
RANGE(km)

5000
1860 2300
4000
2445 2820
3000
2338 3300
2000
2370 2600
1000
1654 2775
0
925 3290 0 500 1000 1500 2000 2500 3000
2100 2040
CRUISE SPEED(km/hr)
1145 2060
2200 3290

9
3

Cruise
Service
speed(km
/hr)
ceiling(m) Cruise speed Vs Service ceiling
2485 15,200 25,000
2655 20100
20,000
2400 15240

service ceiling (m)

1860 14200 15,000
2445 18500
2338 20000 10,000
2370 18300
1654 11000 5,000
925 19800
0
2100 16000 0 500 1000 1500 2000 2500 3000
1145 16600 cruise speed (km/hr)
2200 17500

Cruise
Thrust/w
speed(km
eight Cruise speed Vs Thrust/weight
/hr)
1
2485 0.92
0.9
2655 0.61
0.8
2400 0.55 0.7
thrust/weight

1860 0.68 0.6

2445 0.88 0.5
2338 0.67 0.4
0.3
2370 0.86
0.2
1654 0.6 0.1
925 0.74 0
2100 0.78 0 500 1000 1500 2000 2500 3000
1145 0.63 cruise speed (km/hr)
2200 0.84

10
5

Cruise Rate of
speed(km climb
/hr) (m/s)
Cruise speed Vs Rate of climb
2485 229 300
2655 131.5 250

rate ofclimb (m/s)

2400 76.7
200
1860 230
2445 240 150
2338 243
100
2370 210
1654 150 50
925 165 0
2100 100 0 500 1000 1500 2000 2500 3000
1145 65 cruise speed (km/hr)
2200 195

Cruise
Wing
speed(km
/hr)
span (m) Cruise speed Vs Wing span
2485 11.58 16
2655 9.75 14
2400 13.9 12
wing span (m)

1860 11.02 10
2445 13.97 8
2338 8.4 6
2370 11.7
4
1654 10.34
2
925 12.16
0
2100 10.6
0 500 1000 1500 2000 2500 3000
1145 9.63
cruise speed (km/hr)
2200 8.32

11
7

Cruise Wing area

speed(km/h (m^2)
2485 54.5
Cruise speed Vs Wing area
2655 48.77 60
2400 26.6 50
1860 34.5

wing area (m^2)

40
2445 34.16
2338 25 30
2370 49.2
20
1654 55.2
925 41.8 10
2100 44.01 0
1145 22.6 0 500 1000 1500 2000 2500 3000
2200 24.88 cruise speed (km/hr)

Cruise
Empty
speed(km
/hr)
weight (kg) Cruise speed Vs Emptycruise
weight
speed (km/hr)
2485 19838 25000
2655 21400
2400 13890 20000
empty weight (kg)

1860 12160
15000
2445 9595
2338 7400 10000
2370 13757
1654 22300 5000
925 9915
0
2100 14092
0 500 1000 1500 2000 2500 3000
1145 3919
cruise speed ( km/hr)
2200 5292

12
9

Cruise
Height
speed(km/
hr)
(m) cruise speed Vs height
2485 4.88 7
2655 5.22 6
2400 5.95 5
1860 5.12
height (m) 4
2445 4.82
2338 4.5 3
2370 5 2
1654 6.19 1
925 4.98
0
2100 5.97 0 500 1000 1500 2000 2500 3000
1145 3.8 cruise speed (km/hr)
2200 4.11

10

Cruise
Dry
speed(k
thrust(KN)
Cruise speed Vs Dry thrust
m/hr)
90
2485 61.4
80
2655 79.6 70
2400 43.8
dry thrust (KN)

60
1860 76.4 50
2445 83.6 40
2338 49.03 30
2370 52.9 20
1654 75 10
925 73.4 0
2100 55.74 0 500 1000 1500 2000 2500 3000
1145 22.5 cruise speed (km/hr)
2200 44.16

13
11

Cruise With After Cruise speed Vs With After burner

speed(km/ burner
hr) thrust (KN) thrust
140

after burner thrust (KN)

2485 123.7 120
2655 112 100
2400 76.8 80
1860 109.8 60
2445 127 40
2338 70.6 20
2370 79.4 0
1654 109.8 0 500 1000 1500 2000 2500 3000
925 131.2 cruise speed (km/hr)
2100 71.17
1145 33.8
2200 64.7

12

Cruise Wing
speed(km loading(k Cruise speed Vs Wing loading
/hr) g/m^2)
2485 508.25 900
2655 771.96 800
wing loading (kg/m^2)

700
2400 707.95
600
1860 533.33
500
2445 434.18
400
2338 436
300
2370 416.48
200
1654 689.13 100
925 351 0
2100 423.49 0 500 1000 1500 2000 2500 3000
1145 236.72 cruise speed (km/hr)
2200 303.05

14
2.4 RETRIVED DATA FROM GRAPH
1 LENGTH 17.67(m)

2 HEIGHT 5.045(m)

3 ASPECT RATIO 3.44

4 WING AREA 38.449(m2)

5 WING SPAN 10.95(m)

6 EMPTY WEIGHT 12796.5(kg)

7 LOADED WEIGHT 19349(kg)

8 RANGE 3173.75(km)

9 TAKEOFF WEIGHT 23966(kg)

10 SEVICE CEILING 16870(m)

11 T/W 0.73

12 WING LOADING 484.295(kg/m2)

13 CRUISE SPEED 2048.08

14 Rate of climb 169.6(m/s)

15 Dry thrust 59.79(kN)

16 After burner thrust 92.4975(kN)

15
WEIGHT ESTIMATION

16
 CHAPTER – 3

3.1 Weight of an airplane and its first estimate:

The second pivot point in our conceptual design analysis is the

preliminary estimation of gross weight of airplane.

There are various ways to subdivide and categorize the weight

component of an airplane

3.1.1 Crew Weight (Wcrew )

The crew comprises the people necessary to operate the airplane in

flight. For our airplane the crew is simply the pilot.

3.1.2 Payload Weight (WPL)

The payload is what the airplane is intended to transport – passengers,

baggage, etc. It depends upon the type of airplane chosen.
3.1.3 Fuel Weight (WF)
This is the weight of the fuel in the fuel tank. Since fuel is consumed
during the course of flight, which is variable, decreasing with time during the flight.
3.1.4 Empty Weight(WE)
This is the weight of everything else – the structure, engine, landing
gear, electronic equipment, fixed equipment and anything else that is not crew,
payload or fuel.

3.2 Range

The maximal total range is the maximum distance an aircraft can fly between
take-off and landing, as limited by fuel capacity in powered aircraft, or cross-country speed
and environmental conditions in unpowered aircraft.

3.3 Cruise

Cruise is a flight phase that occurs when the aircraft levels after a climb to a set
altitude and before it begins to descend. Cruising usually consumes the majority of a flight, and
it may include changes in heading (direction of flight) at a constant airspeed and altitude.

17
3.4 Loiter

In aeronautics and aviation, loiter is a phase of flight. The phase consists of cruising
for a certain amount of time over a small region. The loiter phase occurs, for general aviation,
generally at the end of the flight plan, normally when the plane is waiting for clearance to land.

3.5 Descent

A descent during air travel is any portion where an aircraft decreases altitude, and
is the opposite of an ascent or climb.

3.6 Aim:
To estimate the overall weight of a Supersonic Fighter Aircraft.

3.6.1 Mission Specification:

For Supersonic Fighter Aircraft
No of pilots = 2

3.6.2 Payload:
In our design,

Pay load=4000 kg, and it’s given by

18
 Armaments detail
Type Weight(kg)

Mk 82 227

Mk 83 454

Mk 84 907

Mk 117 340

GBU 10 907

BLU 109 907

GBU-12 257

3.6.3 Crew
Assuming that each crew weight is 80 kg with 15 kg baggage, then,
WC = (2 ×80) + (2 ×15)
= 190 kg

So,

WO = WPL + Wc
1-(WF/WTO) – (WE / WTO)

3.6.4 Range
Range assumed for my Supersonic Fighter Aircraft is 3173.75 km.

3.6.5 Cruise Speed

Cruise speed for my Supersonic Fighter Aircraft is 1.658 mach.

19
Mission Profile

20
4.1 various stages
From the figure the various stages of aircraft during mission is as follows,
1. start &warm up
2. Taxiing in the runway
3. Take-off
4. Climb
5. Cruising
6. Loiter
7. Descend
8. Dash – out
9. Drop Bombs
10. Stafe
11. Dash – in
12. Climb to cruise
13. Cruise in
14. Descend
15. Landing

Weight estimation of Supersonic Fighter Aircraft is followed by step by step procedure are in
phase.

21
Phase 1(Warm Up)

For home built and single engine piston airplanes W1/W0 is 0.99. For twin Engine turboprops,
jet transports (both civil and military), flying boats and Supersonic airplanes W1/W0 is 0.98. For
military trainers and fighters W1/W0 is 0.97.

Hence for our aircraft,

W1/W0 = 0.97

Phase 2(Taxi)

For home built and single engine piston airplanes W1/W0 is 0.99. For twin Engine
turboprops, jet transports (both civil and military), flying boats and Supersonic airplanes
W1/W0 is 0.98. For military trainers and fighters W1/W0 is 0.97.

Hence for our aircraft,

W2/W1 = 0.990

Phase 3(Take-off)

For home built and single engine piston airplanes W1/W0 is 0.99. For twin Engine
turboprops, jet transports (both civil and military), flying boats and Supersonic airplanes
W1/W0 is 0.98. For military trainers and fighters W1/W0 is 0.97.

Hence for our aircraft,

W3/W2 = 0.990

Phase 4(Climb)
The low speed airplanes including the twin-engine airplanes and flying boat Cruise at
moderate altitude (say 4 to 6 km) and hence W2/W1 is taken as 0.99. The military and civil
transport jets cruise around 11 km altitude and W2/W1 is taken as 0.98. The fighter airplanes
have very powerful engines and attain Supersonic Mach number at the end of the climb. In this
case, W2/W1 is between 0.9 to 0.96. Similarly, the supersonic transport airplanes which cruise
at high Altitudes (15 to 18 km), W2/W1 is around 0.9.

Hence for our aircraft,

W4/W3 =0.971

22
Phase 5(Cruising)

In general the value of SFC: 0.975

(W5/W4) =exp ( V LRC/ D  )

Where,
SYMBOLS DESIGN PARAMETERS DESIGN VALUES

R Range 1773.75 km

V Velocity 2048 km/h

L/D lift to drag ratio 7.0

C specific fuel consumption 0.89

So, (W5/W4) = 0.928

Phase 6(loiter)

Assume 10 minutes for loitering,

(W6/W5) =exp (  L EC
/ D
)
Where,
SYMBOLS DESIGN PARAMETERS DESIGN VALUES

E Loitering time 30min

L/D lift to drag ratio 8

C specific fuel consumption 1

So, (W6/W5) = 0.967

23
Phase 7(descent)
(W7/W6) =0.99

Phase 8(Dash-out)
(W8/W7) =0.951

Phase 9 (Drop Bombs)

W9/W8=1
Phase 10 (Strafe)
W10/W9=0.986

Phase 11 (Dash in)

W11/W10=.966

Phase 12 (Climb to Cruise)

W12/W11=.969

Phase 13 (Cruise in)

W13/W12=.956

Phase 14 (Descend)
W14/W13=.99
Phase 15 (Landing)
W15/W14=.995

Then,
Mff = {( W15/W14)*( W14/W13)*( W13/W12)*( W12/W11)*( W11/W10)*(
W10/W9)*( W9/W8)*( W8/W7)*( W7/W6)*( W6/W5)*( W5/W4)*( W4/W3)*(
W3/W2)*( W2/W1)*( W1/WTO)}

Mff=0.693
The weight of the fuel required for the mission is calculated using the formula

Assume Empty Weight fraction,

24
 WF/W0 = (1-0.693)

Therefore WF = 0.307*W0

Where, W0-average Take-off value taken from the graph

W0 = 23966kg

WF = 0.307*23966

WF = 7357.562kg

4.2 EMPTY WEIGHT ESTIMATION (We)

The value of empty weight is calculated using the formula

WEtent=W0Etent-Wtfo-WCrew

Where, W0Etent=W0-Wf-WPayload ,

Wtfo=0.005*W0
WOEtent= 23966-7357.562-4000

WOEtent=12608.438kg

Therefore empty weight

WEtent=12608.438-(0.005*23966)-182

WEtent=12306.608kN

Where, WOEtent -operating empty weight tentative(kg),

WTfo -Trapped fuel-0il weight(kg)

We/ W0=12306.608/23966

We/ W0 =0.513
Wcrew + Wp
W0 = Wf
1−( )− (We/ W0)
W0

182 +4000
W0 =
1−0.307− 0.513

W0=23233.33kg

25
4.2.1ITERATION PROCESS

We/ W0=A(W0)CKVS

For fighter aircraft {A=2.34, C=-0.13, Kvs=1}

Iteration-1:

We/ W0 = 2.34*(23233.33)-0.13*1

= 0.633

Wo = 19441.71

Iteration-2:

We/ W0=2.34*(19441.71)-0.13*1

=0.648

Wo=18987.07

Iteration-3:

We/ W0=2.34*(18987.07)-0.13*1

=0.650

Wo=18929.75

Iteration-4:

We/ W0=2.34*(18929.75)-0.13*1

=0.650
26
 Wo=18921.18

Iteration-5:

We/ W0=2.34*(18921.18)-0.13*1

=0.650

=18920.2

4.3 OVERALL WEIGHT ESTIMATION

Take off weight:

Wo =18920Kg
WEIGHT OF FUEL:

Wf = 0.307*18920

=5808.44Kg

Empty weight:

WEtent=W0Etent-Wtfo-WCrew

Where, W0Etent=W0-Wf-WPayload , Wtfo=0.005*W0

WOEtent =18920-5808.44-4000

WOEtent = 9111.56kg

Therefore empty weight

WEtent = 9111.56-(0.005*18920)-182

WEtent = 8834.96kg

27
4.4 RESULTS OF THE WEIGHT ESTIMATION:

WEIGHTS UNIT(kg) UNIT (N)

Empty weight 8834.96 86670.95

Weight fuel 5808.44 56980.79

Overall weight (or)maximum take-

off weight
18920 185605.2

Weight of crew 182 1785.42

Weight of pay load 4000 39240

28
4.5 Result
Thus the final Take-off weight of the proposed aircraft was estimated using FUEL
FRACTION METHOD were as follows,

WAPPROXIMATE = 18920 kg.

29
AIRFOIL SELECTION

30
 CHAPTER - 5

An airfoil is the shape of the wing or blade or sail. An airfoil shaped body moved in
fluid produces the forces perpendicular to the motion called a lift.

5.1 Airfoil Family

5.1.1NACA 4-Digit series

1. First digit describing maximum camber as percentage of the chord.

2. Second digit describing the distance of maximum camber from the airfoil leading edge in tens of
percent’s of the chord.
3. Last two digits describing maximum thickness of the airfoil as percent of the chord.

5.1.2 NACA 5-Digit series

1. The first integer is the amount of camber in terms of the magnitude of the design
lift coefficient.
2. The second and third integers indicate twice the distance from the leading edge to
the location of the maximum camber.
3. The last two integers represent the thickness in percent of chord.

5.1.3 NACA 6-Digit series

1. The number "6" indicating the series.

2. One digit describing the distance of the minimum pressure area in tens of percent of
chord.

31
 3. The subscript digit gives the range of lift coefficient in tenths above and below the
design lift coefficient in which favorable pressure gradients exist on both surfaces
4. A hyphen.
5. One digit describing the design lift coefficient in tenths.
6. Two digits describing the maximum thickness as percent of chord.

5.1.4 NACA 7-Digit series

1. The number "7" indicating the series.

2. One digit describing the distance of the minimum pressure area on the upper surface
in tens of percent of chord.
3. One digit describing the distance of the minimum pressure area on the lower surface
in tens of percent of chord.
4. One letter referring to a standard profile from the earlier NACA series.
5. One digit describing the lift coefficient in tenths.
6. Two digits describing the maximum thickness as percent of chord.
7. "a=" followed by a decimal number describing the fraction of chord over which
laminar flow is maintained. a=1 is the default if no value is given.

5.2 Figure of selected Airfoil

Hence the suitable for my aircraft is NACA 6 Series.

S.No Aerofoil CL Max CL CDO

1 NACA 0008-34 1.7 1.52 0.0842

32
PERFORMANCE CALCULATION

33
 CHAPTER-6

6.1 ENGINE SELECTION

KAVERI (K-9)

Type : After burning Turbofan

Length : 3490 mm

Diameter : 910 mm

Dry weight : 45kN (of their 900Kg weight)

Afterburner(Wet thrust) : 70KN (of their 900Kg weight)

T/W Ratio : 7.25:1(wet thrust)

Blade : DS blades

Manufacturer: gas turbine research establishment

National origin: INDIA

First run: 1996

Major application: originally designed for HAL Tejas

Stage : 1. Six stage core high pressure compressor with variable inlet guide
vanes

2. There stage low pressure compressor with transonic blading

Combustion chamber: annular combustion chamber

Fan pressure ratio: 4:1

Overall pressure ratio: 27:1

34
6.2 Formula Used

D=0.5 x ρ x V2 x S x CD

CD = CDO + KCL 2

CDO = 4.5 x Cf

Cf = 0.42/ln2 (0.056 x Re)

Re= P x V x C/µ∞

µ∞= 1.75 x 10-9 Ns/m2

Re= (0.345 x 266 x 6.2)/(1.75 x 10-4)

Re= 3.2 x 106

Cf = 0.42/ln2 (0.056 x 3.2 x 106)

Cf = 0.0033

CDO = 0.014

Cf = 0.014 + 0.0345 x 1.52 = 0.091

6.3 Thrust Required

Thrust Required (TR) depends on the velocity, the altitude and the aerodynamic shape, size and the
weight of the aeroplane.

Assume,

1. V = 56.891m/s.

L= W= ½ CL x ρ x V2 x S

CL = 2W / ρ x V2 x S

CL = 1.7

CD = CDO + KCL 2

CD = 0.082

Treq = D= ½ CL x ρ x V2 x S x CD

Treq =

Treq = 3.915 kN
35
 2. When,
V = 277.564m/s.

Treq =15.66 kN

3. When,
V =398.232m/s.

Treq = 27.405 kN

4. When,
V =568.91m/s.

Treq = 39.15 kN

6.4 Power Required

Power required is the time rate of doing work

Power = d (F.dr)/dt = F.dr/dt = F.V

Power required PR = TR VS

1. When, V= 56.891 m/s

PR = TR VS
PR =2.227MW

2. When, V= 170.673 m/s

PR = TR VS
PR =6.681MW
3. When, V= 277.564 m/s

PR = TR VS
PR = 8.908 MW

4. When, V= 568.91 m/s

PR = TR VS
PR = 22.27 MW

36
6.5 Power Required Curve
VELOCITY Vs POWER AVIALABLE
V = 568.91m/s Vs PA=77.08(MN)m/s

VELOCITY POWER
(m/s) AVIALABLE
(MN)m/s
Velocity Vs power
56.891 77.08 available
113.787 69.372 150
170.673 61.664 power avialable (MN)m/s
277.564 53.956 100
284.455 46.248
341.346 38.54 50
398.232 30.832
455.128 23.124 0
512.09 15.416 0 200 400 600
568.91 7.708 velocity (m/s)

VELOCITY Vs POWER REQUIRED

V = 568.91m/s Vs PR=22.27 (MN)m/s

VELOCITY POWER
(m/s) REQUIRED Velocity Vs power required
(MN)m/s 150
power Required (MN)m/s

56.891 2.227
113.787 4.454
100
170.673 6.681
277.564 8.908
50
284.455 11.135
341.346 13.362
398.232 15.589 0
455.128 17.816 0 100 200 300 400 500 600
512.09 20.043 velocity (m/s)
568.91 22.27

37
6.6 Thrust Required Curve
VELOCITY Vs THRUST AVIALABLE
V = 568.91m/s Vs TA=135.49KN

VELOCITY THRUST
(m/s) AVAILABLE Velocity Vs Thrust available
(KN) 160
140
56.891 135.4

Thrust available (KN)

120
113.787 121.86 100
80
170.673 108.32 60
40
341.346 67.70
20
512.09 27.09 0
0 100 200 300 400 500 600
568.91 13.549 velocity (m/s)

VELOCITY VS THRUST REQUIRED

V = 568.91m/s Vs TR=39.15KN

VELOCITY THRUST
(m/s) REQUIRED Velocity Vs Thrust required
(KN) 160
140
56.891 3.915
Thrust required (KN)

120
170.673 11.745 100
80
284.455 19.575 60
40
398.232 27.405
20
512.09 35.23 0
0 100 200 300 400 500 600
568.91 39.15 velocity (m/s)

38
VELOCITY DIAGRAM

39
 CHAPTER-7
7.1 VELOCITY Vs (R/C)max

V = 568.91m/s Vs (R/C)max =103.26m/s

VELOCITY (R/C)max
(m/s) m/s Velocity Vs (R/C)max
160
56.891 10.326 140
120

R/C max (m/s)

170.673 30.984 100
80
277.564 41.310 60
40
341.346 61.96 20
0
512.09 92.94 0 200 400 600
velocity (m/s)
568.91 103.26

7.2 VELOCITY Vs (L/D)max

V = 568.91m/s Vs (L/D)max =4.7 NO UNIT

VELOCITY (L/D)max
(m/s) Velocity Vs (L/D)max
56.891 0.47 160
140
170.673 1.41 120
100
L/D max

277.564 1.88 80
60
398.232 3.29
40
20
512.09 4.23
0
568.91 4.7 0 200 400 600
velocity (m/s)

40
7.3 COEFFICIENT OF LIFT VS DRAG [CL Vs CD]max

CL=1.7 Vs CD=0.46
CL CD
(CL)Vs (CD) max
0.34 0.093
5
0.88 0.18 4

1.02 0.27 (CD)max 3

1.36 0.37 2

1
1.7 0.46
0
0 100 200 300 400 500 600
CLmax

7.4 VELOCITY Vs CLmax

VELOCITY CL
(m/s) VelocityVs (CL) max
117.382 0.34 5

234.764 0.88 4
(CL)max

3
352.146 1.02
2
469.528 1.36
1
586.91 1.7
0
0 100 200 300 400 500 600
VELOCITY m/s

41
7.5 VELOCITY Vs CDmax

VELOCITY CD
(m/s) VelocityVs (CD) max
117.382 0.093 5
4.5
234.764 0.18
4
352.146 0.27 3.5
3
(CD)max

469.528 0.37 2.5

2
586.91 0.46 1.5
1
0.5
0
0 100 200 300 400 500 600
VELOCITY m/s

42
 CHAPTER - 8
THREE VIEW DIAGRAM OR 3D VIEW DIAGRAM

43
9.REFERENCE:
https://en.wikipedia.org/wiki/GTRE_GTX-35VS_Kaver

https://www.academia.edu/8067042/Aircraft_design_project-1

44