Professional Documents
Culture Documents
VIGNESH. M
VINCENT KEVIN MORRIS
ARAVIND. C
in partial fulfillment for the award of the degree
of
BACHELOR OF ENGINEERING
in
AERONAUTICAL ENGINEERING
BONAFIDE CERTIFICATE
SIGNATURE
SIGNATURE
Aeronautical Engineering
Aeronautical Engineering
Internal Examiner
External Examiner
ACKNOWLEDGEMENTS
ABSTRACT
iv
TABLE OF CONTENTS
CHAPTER NO.
1.
2.
TITLE
PAGE NO.
ABSTRACT
iv
LIST OF TABLES
vii
LIST OF FIGURES
viii
INTRODUCTION TO DESIGN
11
12
13
14
16
3.
19
4.
20
5.
COMPARATIVE GRAPHS
22
6.
WEIGHT ESTIMATION
32
7.
WING LOADING
38
8.
AIRFOIL SELECTION
42
9.
DRAG ESTIMATION
54
10.
POWERPLANT SELECTION
58
11.
64
12.
PERFORMANCE CHARACTERISTICS
68
13.
73
14.
83
15.
3-VIEW DIAGRAM
92
16.
94
17.
CONCLUSION
95
18.
REFERENCES
96
vi
List of Tables
Page no.
12
19
20
36
5. Wing Parameters
53
58
7. Performance Parameters
72
75
81
94
vii
List of Figures
Page no.
10
22
23
24
25
26
27
28
29
30
31
32
37
41
42
42
45
46
viii
47
48
49
50
51
24. Winglets
52
60
65
69
b. gliding flight
71
82
84
87
89
91
92
ix
xi
E Endurance
e - Oswald efficiency factor
g - Acceleration due to gravity
Ktf - Factor allowed for trapped fuel
L - Lift force
LE - Leading edge of wing
lf - Length of fuselage
Lt - Load on tyre
lv - Aerodynamic centre of vertical tail to the airplanes centre of gravity
M - Mach number
MTOW - Maximum Takeoff Weight
N0 - Neutral point
Ne - Number of engines located on top surface of wing
q - Dynamic pressure
R - Turn radius
R/C - Rate of climb
Rr - Rolling radius of tyre
S - Wing area
SFC - Specific Fuel Consumption
SLO - Takeoff run distance
xii
xiii
1. INTRODUCTION TO DESIGN
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
1
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
2
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.
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 is a pivotal part of any operation. Without a fixed idea or knowledge of
required aircraft, it is not possible to conceive the end product. Airplane design
is both an art and a science. In that respect it is difficult to learn by reading a
book; rather, it must be experienced and practiced. However, we can offer the
following definition and then attempt to explain it. Airplane design is the
intellectual engineering process of creating on paper (or on a computer screen) a
flying machine to (1) meet certain specifications and requirements established
by potential users (or as perceived by the manufacturer) and/or (2) pioneer
innovative, new ideas and technology. An example of the former is the design
of most commercial transports, starting at least with the Douglas DC-1 in 1932,
concept and validate studies that indicated such a design could provide better
control and lift qualities in extreme maneuvers. With modern commercial
aircraft, a proposal for a new design usually comes as the response to internal
studies that aim to project future market needs. For example, the specifications
for the Boeing commercial aircraft (B-777) were based on the interest of
commercial airlines to have a twin-engine aircraft with a payload and range in
between those of the existing B-767 and B-747 aircraft. Since it is not usually
possible to optimize all of the performance aspects in an aircraft, defining the
purpose leads the way in setting which of these aspects will be the design
drivers. For example, with the B-777, two of the prominent design drivers
were range and payload.
allow the aircraft to meet all its design requirements, but which weighs no more
than necessary. Any excess structural weight often makes the aircraft cost more
to build and almost always makes it cost more to operate. As with small
excesses of aircraft drag, a small percentage of total aircraft weight used for
structure instead of payload can make the difference between a profitable
airliner or successful tactical fighter and a failure. Designing aircraft structures
involves determining the loads on the structure, planning the general shape and
layout, choosing materials, and then shaping, sizing and optimizing its many
components to give every part just enough strength without excess weight.
Since aircraft structures have relatively low densities, much of their interiors are
typically empty space which in the complete aircraft is filled with equipment,
payload, and fuel. Careful layout of the aircraft structure ensures structural
components are placed within the interior of the structure so they carry the
required loads efficiently and do not interfere with placement of other
components and payload within the space. Choice of materials for the structure
can profoundly influence weight, cost, and manufacturing difficulty.
The
An understanding of basic
and the choice of aerodynamic characteristics that will be best suited to the
mission requirements stated in the design proposal.
Research, Development and Market Analysis
Mission Requirements
Conceptual Design
No
Requirements Satisfied
Yes
Preliminary Design
Stop
Final Evaluation
Go
Detailed Design
Flight Test
10
The conceptual design is driven by the mission requirements, which are set in
the design proposal. In some cases, these may not be attainable so that the
requirement may need to be relaxed in one or more areas. This is shown in the
iterative loop in the flow chart. When the mission requirements are satisfied, the
design moves to the next phase, which is the preliminary design.
11
Conceptual Design:
- Competing concepts evaluated
Preliminary Design:
- Refined sizing of preferred concept
tests
- Design examined data/establish parameters
Detail Design:
- Final detail design
Certification process
- Drawings released
Component/systems tests
- Detailed performance
Manufacturing
12
airliners and in many cases they are airliners that have been adapted for the
purpose. Nevertheless most business jets are quite small and only carry a small
number of people.
Business jets have a much more luxurious interior, with a number of amenities
and services that a normal airliner would not have. Airliners are designed to
carry large numbers of people, most of who are looking for the lowest cost
possible. Business jets on the other hand are designed to carry people in a much
higher level of comfort. The people who travel by business jet are almost
always quite well off and expect this level of comfort when they travel.
14
Large-cabin jets
These aircraft are fast, comfortable, and can accommodate a medium-sized
group.
Number of Passengers: 8 - 15
Sample Aircraft:
Gulfstream 550, Embraer Legacy 650, Dassault Falcon 7X
Light jets
Light jets have been a staple of the business jet industry since the advent of
the Learjet 23 in the early 1960s. They provide access to small airports and the
speed to be an effective air travel tool.
Number of Passengers: 3 10
Sample Aircraft:
Learjet 40, Cessna Citation CJ1, Dassault Falcon 10, Beechcraft Premier I
These heavy airliners are an ideal choice for larger groups, corporate meetings
and special events.
Sample Aircraft:
Boeing BBJ, Airbus AGJ, Embraer Lineage 1000
16
17
Keeping in contact.
Many aircraft have technologies that allow employees to remain in
communication throughout the duration of their flight. This can be critical for
companies managing a rapidly changing situation.
Providing a return to shareholders.
Studies have found that businesses which use business aviation as a solution to
some of their transportation challenges return more to shareholders than
companies in the same industry that do not utilize business aviation.
Schedule Predictability.
More than 3 percent of all commercial airline flights are cancelled. Nearly one
quarter are delayed. Today, because of record load factors on commercial
airlines, if your flight is cancelled or a delay causes you to miss your
connection, the odds of you getting on the next flight are significantly reduced.
When the future of a company and its employees is dependent upon you
arriving on time, business aviation is an important tool.
18
Lancair IV
Boeing 777
Antonov
Gulfstream
An-70
G550
F-16
Dimensions
Length
7.62 m
63.7 m
40.7 m
29.39 m
15.06 m
Height
2.44 m
18.51 m
16.38 m
7.87 m
4.88 m
Wing span
9.93 m
60.93 m
44.06 m
28.50 m
9.96 m
Aspect ratio
9.3
8.7
8.2
7.7
3.2
Wing area
9.1 m2
427.8 m2
394 m2
Empty weight
907 kg
134800 kg
66230 kg
17917 kg
8570 kg
MTOW
1610 kg
247200 kg
145000 kg
41277 kg
19200 kg
Fuel weight
703 kg
94210 kg
38000 kg
18819 kg
7797 kg
Max. speed
595 kph
950 kph
780 kph
1086kph
2120 kph
Range
2494 km
9700 km
6600 km
12501 km
4220 km
Max. (R/C)
13.2 m/s
26.33 m/s
24.9 m/s
21 m/s
254 m/s
Max. (W/S)
176.9kg/m2
536.5kg/m2
498 kg/m2
390.8kg/m2
431 kg/m2
105.63 m2
27.86 m2
Specifications
Performance
Service ceiling
8840 m
13140 m
12000 m
15545 m
15240 m
Takeoff run
457 m
2440 m
1800 m
1801 m
19
Airbus A340
Boeing B777
Embraer Lineage
Prestige
VIP
1000
Long range
Wide body
Long range
corporate jet
business jet
business jet
Length
63.68 m
73.86 m
36.24 m
Height
16.74 m
18.49 m
10.28 m
Wing span
60.3 m
60.9 m
28.72 m
Aspect ratio
10.1
8.7
8.9
Wing area
361.6 m2
427 m2
92.5 m2
Sweep angle
300
31.60
250
Root chord
10.6 m
9.57 m
4.76 m
Tip chord
2.6 m
2.29 m
1.22 m
Mean chord
7.26 m
7.01 m
3.22 m
Flaps
Single slotted
Double slotted
Double slotted
Taper ratio
0.25
0.24
0.25
Wing loading
760.5 m2
699.8 m2
Type
Dimensions
Wing
20
594.6
m2
Weights
Payload
50900 kg
59422 kg
12400 kg
Empty weight
130900 kg
167800 kg
28080 kg
MTOW
275000 kg
299370 kg
55000 kg
Fuel weight
114615 kg
135845 kg
21871 kg
CFM56-5C3
GE90-115B
GE CF34-
Powerplant
Name
10E
Thrust rating
145 kN (x4)
514 kN (x2)
82.3 kN (x2)
SFC
0.58
0.55
0.65
Dry weight
3990 kg
8283 kg
1700 kg
Max speed
914 kph
927 kph
890 kph
Cruise speed
880 kph
895 kph
847 kph
Max R/C
23 m/s
24.38 m/s
16.19 m/s
Service ceiling
12500 m
13140 m
12496 m
Range
14300 km
18700 km
8334 km
Takeoff run
3125 m
3045 m
1852 m
Performance
21
5. COMPARATIVE GRAPHS
22
23
24
25
26
27
28
29
30
31
6. WEIGHT ESTIMATION
MISSION PROFILE
32
33
AR= 9.45
t/c = 0.14
Taper ratio, = 0.25
Sweep angle, 1/4 = 250
Ne = 0 (no. of engines located on top of the wings)
Clf = 0 (assuming no laminar flow over the wing in cruise)
Rw = Swet/S = 5.5
Tf = 1.1 (a factor which is unity for streamlined shape)
Af = 0.93 (airfoil factor)
= 1.013 (wing thickness ratio correction factor)
f () = 0.00592
Substituting,
Cd0 = 0.01875 [0.8868]
Cd0 = 0.0166
To calculate K
K = 1/AR { 1+ 0.12M6 [((1+ {0.142 + f()A(10 t/c)0.33})/ (cos1/4 )2 ) +{0.1
(3Ne + 1)/ (4+ AR)0.8 }]
K = 0.03368 {1.029 [1.249 + 0.0125]}
34
K = 0.04372
(L/D)max = 1 / (4Cd0k)
(L/D)max = 18.56
35
W0 Guessed (kg)
We/W0
W0 Calculated (kg)
80000
0.539
87272
85000
0.537
84210
84500
0.5377
85257
84800
0.5375
84995
84900
0.53746
84907
36
40%
54%
6%
Empty weight
Paylod
Fuel weight
7. WING LOADING
(T/W)cruise = 1/(L/D)cruise
(T/W)cruise= 0.0622
38
Landing:
Ground roll distance, S = 80 (W/S) / (CLmax )
(W/S) = S (CLmax )/ 80
= 662 x 0.82 x 3.08 / 80
(W/S)landing = 21 kg/m2
Cruise:
Skin friction coefficient, Cfe = 0.003 (subsonic)
Assuming Swet/S = 5.5
39
40
600
500
400
300
W/S
200
100
0
takeoff
cruise
landing
Wing loading
41
stall
8. AIRFOIL SELECTION
AIRFOIL GEOMETRY
An airfoil is a surface designed to obtain a desirable reaction from the air
through which it moves.
Chord line: Straight line connecting leading edge and trailing edge.
Thickness: Measured perpendicular to chord line as a % of it.
Camber: Curvature of section perpendicular distance of section mid-points
from chord line as a % of it.
ANGLE OF ATTACK ()
42
Angle of attack () is the angle between the free stream and the chord line.
Aerofoil Selection is based on the factors of Geometry & definitions,
design/selection, families/types, design lift coefficient, thickness/chord ratio, lift
curve slope, characteristic curves.
The modern airfoil is mainly based upon need for improved aerodynamic
characteristics at speeds just below speed of sound.
NACA 4 Digit:
1st digit: maximum camber (as % of chord).
2nd digit (x10): location of maximum camber (as % of chord from
leading edge (LE)).
43
NACA 6 Digit:
1st digit: identifies series type.
2nd digit (x10): location of minimum pressure (as % of chord from
leading edge (LE)).
3rd digit: indicates acceptable range of CL above/below design value
for satisfactory low drag performance (as tenths of CL).
4th digit (x0.1): design CL.
5th & 6th digits: maximum section thickness (%c)
It becomes necessary to use high speed airfoils, i.e., the 6x series, which have
been designed to suit high subsonic cruise Mach numbers.
44
45
46
48
49
Dihedral () is the angle of the wing with respect to the horizontal plane when
seen in the front view. Dihedral of the wing affects the lateral stability of the
airplane. A value of = 50 is chosen.
51
WINGLETS
These winglets which stand 2.5m tall each offers 5 to 7% reduction in cruise
drag (induced drag) and increase in wing area and aspect ratio without
geometrically increasing the wing span which results in 8 to 10% increase in
range.
52
WING PARAMETERS:
Design Parameters
Values
598 kg/m2
142 m2
9.45
36.63 m
Taper ratio ()
0.25
6.2 m
1.55 m
4.34 m
Design CL
0.511
Sweepback angle ()
250
Dihedral angle ()
50
53
9. DRAG ESTIMATION
The estimation of K is carried out next and then the value of CD0 is deduced
using the earlier calculation that (L/D)max = 18.56
ESTIMATION OF K:
Oswald efficiency factor,
1/e = 1/ewing + 1/efuselage + 0.05
ewing = 0.84 for an unswept wing of A = 9.45 and = 0.25
ewing for a swept wing is,
54
K = 1 / Ae
= 1 / x 9.45 x 0.707
= 0.0476
(L/D)max = 1 / 2(CD0 K)
CD0 = 1 / 4K (L/D)2max
= 1 / 4 x 0.0476 x 18.562
= 0.0165
Cfe = 0.0165 / 5.5
= 0.003
The drag polar is:
CD = 0.0165 + 0.0476 CL2 Drag, D = (1/2) V2SCD
55
Takeoff:
= 1.225 kg/m3
V = 1.15 Vstall
= 1.15 (55.77)
= 64.13 m/s
S = 142 m2
Landing:
= 1.225 kg/m3
V = 1.3 Vstall
= 72.5 m/s
56
V = 236.67 m/s
S = 142 m2
57
(m)
(kN)
(kg)
T/W
Bypass
Pressure
Sfc
ratio
ratio
(hr-1)
CFM567B
PW6000
2.5
1.55
86.7
2366
3.7
5.5:1
32.8:1
0.56
2.74
1.44
99-106
2289
4.7
5:1
28.2:1
0.68
3762
3.6
11:1
40:1
0.44
38:1
0.39
123.5-
CFM leap
-1A
3.5
1.9
133.4
110 -
PW1000G
2.1
150
10:1 3796
ENGINE SELECTION:
The thrust loading based on sea level static thrust is:
T/W = 0.248 . (from thrust loading calculation)
Thus, the thrust required is,
Treq = 0.248 x 84907 x 9.81 = 206.57 kN
58
12:1
The above comparison of high bypass turbofan engines shows the competition
between CFM LEAP-1C and PW1000-G in various parameters. Unlike fighter
aircraft, business jets or any airliner in that case looks for an important
parameter which is lowest specific fuel consumption. Though LEAP-1C gives a
pressure ratio higher than PW1000-G, it contains more number of stages which
adds weight to the aircraft. On the other hand, PW1000G has a lowest TSFC of
0.39/hr.
PW1000-G will be designed with a variable inlet duct and a Gearing system
(Geared turbofan), that will allow changes in bypass ratio by controlling the
rpm of the fan, whenever required as per the flight phase. In addition to the
geared turbofan, the current design includes a variable-area nozzle, which offers
reduction in noise. It also offers 15% reduction in CO2 emission and 55%
reduced NOx margin in accordance with CAEP/6.
Taking these advantages in consideration, PW1000-G is selected.
Selected Engine series of PW1000G family:
PW1124G
PW1127G
PW1133G
59
The Pratt & Whitney PW1000G is a high-bypass geared turbofan engine family,
currently selected as the exclusive engine for the Bombardier CSeries,
Mitsubishi Regional Jet (MRJ), Embraer's second generation E-Jets, and as an
ultra efficient option for the Airbus A320neo.
60
FAN:
A large, light-weight fan moves well over 90% of air around the core, delivering
a very quiet engine with very low fuel burn.
CORE:
The supercharged low-pressure system allows the advanced PurePower engine
core optimized for high-cycle durability to run cooler than the closest
competition, with fewer stages, and without expensive materials. That means
longer time on wing and lower maintenance costs
61
PW1000G
COMPONENTS:
COMPRESSOR: Axial flow, 1-stage geared fan, 3-stage LP, 8-stage HP
COMBUSTORS: Annular combustion chamber
TURBINE: Axial, 2-stage HP, 3-stage LP
62
GEARED TURBOFAN:
In a conventional turbofan engine, a single shaft (the "low-pressure" or LP
shaft) connects the fan, the low-pressure compressor and the low-pressure
turbine. A second concentric shaft connects the high-pressure compressor and
high-pressure turbine.
In this configuration, the maximum tip speed for the fan limits the rotational
speed for the LP shaft and thus the LP compressor and turbine. At high bypass
ratios (and thus high radius ratios) the tip speeds of the LP turbine and LP
compressor must be relatively low, which means extra compressor and turbine
stages are required to keep the average stage loadings and, therefore, overall
component efficiencies to an acceptable level.
In a geared turbofan, a reduction gearbox between the fan and the LP shaft
allows the latter to run at a higher rotational speed thus enabling fewer stages to
be used in both the LP turbine and the HP compressor, increasing efficiency and
reducing weight. Also the weight saved on turbine and compressor stages is
offset to some extent by the mass of the gearbox.
The Pure Power engine allows for a more efficient arrangement: a big, slow fan
shoving air into a small, fast turbine. The result is a shorter, lighter engine that
can produce the same amount of power as a larger conventional turbofan, while
burning 15 percent less fuel and emitting 15 percent less carbon dioxide.
63
The landing gear supports the aircraft when it is not flying, allowing it to take
off, land and usually to taxi without damage. Landing gear placement is
essential for ground stability and controllability. A good landing gear position
must provide superior handling characteristics and must not allow overbalancing during takeoff or landing.
Landing gear arrangement:
Landing gears normally come in two types: conventional or "taildragger"
landing gear, where there are two main wheels towards the front of the aircraft
and a single, much smaller, wheel or skid at the rear; or tricycle landing gear,
where there are two main wheels (or wheel assemblies) under the wings and a
third smaller wheel in the nose.
To decrease drag in flight some undercarriages retract into the wings and/or
fuselage with wheels flush against the surface or concealed behind doors; this is
called retractable gear.
With a tricycle landing gear, the c.g is ahead of the main wheels, so the aircraft
is stable on the ground. It improves forward visibility on the ground and permits
a flat cabin floor for passengers and cargo loading.
Thus retractable tricycle landing gear system is selected.
64
Tyre sizing:
The wheel is the circular metal object upon which the rubber tyre is
mounted. The brake inside the wheel slows the aircraft by increasing the
rolling friction. However, the term wheel is frequently used to mean the entire
wheel/brake/tyre assembly.
The tyres are sized to carry the weight of the weight of the aircraft. Typically
the main tyres carry about 90% of the total aircraft weight. Nose tyres carry
only about 10% of the static load but experience higher dynamic loads during
landing.
65
The nose gear is of doublebogey type with two wheels. The main gear consists
of two sets of wheels (wingretracted) each of multibogey type with 4 wheels
each.
Nose gear:
Load on nose gear = 0.1W0
= 8490.7 kg
Load per tyre, Lt = 4245.35 kg = 9359.4 lb
Wheel diameter = 2.69Lt0.251 ..(from Raymer)
= 21.9 in = 0.56 m
Wheel width = 1.17Lt0.216 (from Raymer)
= 7.11 in = 0.18 m
66
Main gear:
Load on main gear = 0.9 W0
= 76416.3 kg
Load per tyre, Lt = 19104 kg = 42117.3 lb
Wheel diameter = 2.69Lt0.251 ..(from Raymer)
= 31.94 in = 0.81 m
Wheel width = 1.17Lt0.216 (from Raymer)
= 9.83 in = 0.25 m
67
TAKEOFF PERFORMANCE:
Distance from rest to clearance of obstacle in flight path and usually considered
in two parts:
- Ground roll - rest to lift-off (SLO)
- Airborne distance lift off to specified height of 50ft
The aircraft will accelerate up to lift-off speed (VLO = about 1.2 x Vstall) when it
will then be rotated.
Ground roll take-off distance is given by
SLO = 1.21W / gSCLmax(T/W)
CLIMBING:
Consider aircraft in a steady unaccelerated climb with vertical climb speed of Vc
= C
=+ C
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VC = (T - D)Vstall / W
R/Cmax = VC = (2x206570 44210) x 55.77 / (84907 x 9.81)
R/Cmax = 24.7 m/s
LEVEL TURN:
In the case of a commercial transport aircraft, it is capable of performing only a
constant altitude banked turn and not any vertical pull-up or pull-down
manoeuvres.
In steady condition: T = D
Force balance gives:
W = Lcos
Fr = mV2 / r = Lsin
tan
= V2 / Rg
So for given speed and turn radius there is only one correct bank angle for a coordinate (no sideslip) turn.
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In the turn, n = L/W = sec > 1 and is therefore determined by bank angle.
Turn radius (R) and turn rate () are good indicators of aircraft
manoeuvrability.
V2 / (Rg) = tan = (sec2 - 1) = (n2 - 1)
R = V2/ (g (n2 - 1))
And = V/R = (g (n2 - 1)) / V
W = Lcos
Let = 600
n = / = 2
R = V2/ (g (n2 - 1))
= 236.672 / (9.81 x (22 1))
R = 3296.5 m
= V/R
= 236.67 / 3296.5
= 0.072 rad/s
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GLIDING:
The thrust can be assumed to be zero while the aircraft is gliding.
LANDING PERFORMANCE:
APPROACH & LANDING:
- Airborne approach at constant glide angle (around 30 ) and at constant
speed.
- Flare - transitional maneuver with airspeed reduced from about 1.3 Vstall
down to touch-down speed.
- Ground roll - from touch-down to rest.
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Performance
Values
Units
Takeoff distance
1587.67
(R/C)max
24.7
m/s
Turn radius
3296.5
Turn rate
0.072
rad/s
Glide angle
3.08
deg
Landing distance
795
Parameters
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The weight of an airplane changes in the flight due to consumption of fuel and
dropping off / release of armament or supplies. Further, the payload and the
amount of fuel carried by the airplane may vary from flight to flight.
These factors lead to change in the location of the centre of gravity (c.g.) of the
airplane. The shift in the c.g location affects the stability and controllability of
the airplane.
The weight of entire airplane can be sub divided into empty weight and useful
load. The empty weight can be further subdivided into:
(i) structures group
(ii) propulsion group and
(iii) equipment group.
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The aim of estimating the weights of individual components and their c.g. is to
obtain the location of the c.g. of the airplane. Then, the shift in the airplane c.g.
is examined under various conditions.
At this stage of preliminary design, the weights of individual components are
estimated using simpler method like using the table above.
The gross weight of the airplane estimated is 84907 kg
The weights and c.g. locations of various components are estimated below:
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Wing:
S = 142 m2
b = 36.63 m
bsemi = (36.63/2) (3.76/2) = 16.435 m
cR = 6.2 m
cT = 1.55 m
Fuselage width = 3.76 m
mac = 4.34 m
Location of L.E of mac from L.E of wing = 0.45 m
S(exposed)wing = 142 (6.2x3.76) = 118.7 m2
From the table, the weight of the wing is,
Wwing = 118.7 x 49 = 5816.3 kg
Wwing / W0 = 6.8%
Horizontal tail:
btail = 14.35 m
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Stail = 32.8 m2
cR ,h.tail = 3.38 m
cT, htail = 1.18 m
mac, htail = 2.29 m
S(exposed)tail = 27.88 m2
Vertical tail:
The contribution of dorsal fin to the weight of v.tail is ignored at this stage of
preliminary design.
Sv.tail = 26.40 m2
From the table,
Weight of vertical tail = 27 x 26.40 = 712.8 kg
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Wvt/W0 = 0.84%
Hence, the location of the c.g. of v.tail from the leading edge of the root chord
of v.tail is 1.45 + 0.4 x 3.7 = 2.93 m
Engine:
The weight of each engine is 3796 kg
From the table, the installed weight of two engines is,
Wengine = 1.3 x (2 x 3796) = 9869.6 kg
Wengine / W0 = 11.62 %
For gas turbine engines the location of c.g. from the engine inlet is between 30
to 45% of engine length.
In the present case the engine length is 3 m.
The engines are located at 3.06 m from the wing root and the inlet is at 2.5 m
from wing leading edge.
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Hence, the location of c.g of engine from L.E of the wing is,
= -2.5 + (0.4 x 3) = -1.3 m i.e., 1.3 m ahead of the L.E of root chord of wing.
Landing gear:
From the table, the weight of the nose wheel plus the main landing gear is 4.3%
of W0. i.e., 0.043 x 84907 = 3651 kg
Out of this total weight, the nose wheel and main wheel account for 15% and
85% respectively.
With regard to the locations of the c.g.s of nose wheel and main wheels, it is
recalled that the nose wheel and main wheels share respectively 10 % and 90 %
of the airplane weight.
Wheel base is 17.17 m.
Hence, the c.g. of the nose wheel is 0.9 x 17.17 = 15.45 m ahead of the c.g. of
the airplane.
The c.g. of the main wheels, as a group, is:
= 0.1 x 17.17 = 1.717 m behind the c.g. of the airplane.
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Fuselage:
An approximate estimation of fuselage wetted area is,
= 0.75 x perimeter of fuselage x length of fuselage
= 0.75 x x 3.76 x 42
= 372.1 m2
From the table, the c.g of fuselage and systems is, 0.45 x length of fuselage
= 0.45 x 42 =18.9 m from the nose of the fuselage.
Hence, the chosen location of the c.g. of the entire airplane is at (xlew + 1.5) m
from the nose of fuselage.
Item
W (kg)
x (m)
W.x (kg.m)
5816.3xlew +
Wing
5816.3
xlew +2.186
12714.43
752.76xlew
H.tail
752.76
xlew+1.37
+1031.28
712.8xlew +
V.tail
712.8
xlew + 2.93
2088.5
9869.6xlew
Engines
9869.6
xlew - 1.3
12830.48
547.65xlew
Nose wheel
xlew 15.45
547.65
8461.2
3103.35xlew
Main wheel
3103.35
xlew + 1.717
24894.73
18.9
+5328.45
470510.4
20800.9xlew +
512964.34
45696.89
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Longitudinal stability
(Ref: Airplane Performance Stability & Control by Perkins)
84
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DIRECTIONAL STABILITY:
Directional stability of the airplane is a measure of its tendency to produce
restoring moments when disturbed from an equilibrium angle of sideslip
usually taken as zero. It is measured quantitatively by the variation of yawing
moment coefficient with sideslip angle.
Cn = N / q S b
In general Cn / should be negative for the airplane to have static directional
stability. All the components of the aircraft contribute to the stability coefficient Cn /
.
Contribution from Wing:
The wing contribution to directional stability is quite small, as the cross wind
effects on the wing are very small. The critical factor is the sweepback () of
the wing.
(Cn / )wing = - 0.00006
For the aircraft, = 250
(Cn / )wing = - 0.0003 deg-1
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Directional stability
(Reference: Airplane Performance Stability & Control by Perkins)
LATERAL STABILITY:
When a small vertical disturbance causes the aircraft to roll to one side, as such,
the airplane will continue to roll at the same constant velocity. As such, the
airplane is neutrally stable in roll. However, due to the development of sideslip,
the lift distribution over the wings is altered, tending to produce restoring
moments which restore the aircraft to its original state. This effect is generally
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called the Dihedral Effect. Lateral stability of the airplane is a measure of this
tendency to produce restoring moments when disturbed in roll.
The rolling moment coefficient is:
Cl = L / (q s b)
In general, Cl / should be positive for the airplane to have static lateral
stability. All the components of the aircraft contribute to the stability coefficient
Cl / .
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Lateral stability
(Reference: Airplane Performance Stability & Control by Perkins)
91
92
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Values
Seating capacity
12 - 40
Length
43.1 m
Height
12.5 m
Wing span
36.63 m
Wing area
142 m2
250
Cabin width
3.53 m
Fuselage width
3.76 m
Empty weight
45634 kg
84907 kg
42610 L
Max. speed
0.82 M
Cruise speed
0.79 M
Range
11000 km
Service ceiling
12500 m
Wing loading
598 kg/m2
Engines (x2)
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17. CONCLUSION
The preliminary design of a heavy business jet is done and the various design
considerations and performance parameters required are calculated and found
out. The obtained design values are not necessarily a definite reflection of the
airplane's true and conceptualized design, but the basic outlay of development
has been obtained.
The final design stays true to the desired considerations of a long range aircraft
that can provide high fuel efficiency as well. There is no ideal design as such
and continuous changes, improvements and innovations serve to make the
design as ideal as possible, while always looking to achieve optimum
performance.
The challenges we faced at various phases of the project made clear the fact that
experience plays a vital role in successful design of any aircraft or aircraft
component. A lot of effort has been put into this project and as much as we have
worked, we have learnt in turn.
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18. REFERENCES
WEBSITES
1. Boeing technical characteristics, viewed 2 March 2014
http://www.boeing.com/boeing/commercial/737family/specs.page
2. Engine selection and technical Information, viewed 25 March 2014
www.purepowerengine.com
http://en.wikipedia.org/wiki/Pratt_%26_Whitney_PW1000G
3. JavaFoil Analysis of airfoil, viewed 29 March 2014
http://www.mhaerotools.de/aerofoils/javafoil.htm
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