Laboratory number 4 Learning the dependency between wing loading and Aircrafts Thrust to weight ratio Aim: To calculate

the dependency between aircrafts Thrust to weight ratio and wing loading Purpose: To select the best suitable Thrust to weight ratio (t0) of the 138 seated passenger aircraft Work to be done: i. ii. Essential values of the aircraft and its parameters are given as input. From analysis we have to calculate the: Dependency of t0 with C% at a) Thrust to weight ratio required to provide given takeoff run b) Thrust to weight ratio required to provide continuous takeoff; c) Thrust to weight ratio required to provide cruising flight altitude iii. Graphs are plotted with respect to the obtained values at various airfoil thickness.

Initial data: PAYLOAD: Payload (number of passengers)P.L.= 16560 kg; Co-eff of payload,KP.L.= 0.10;

WING: Airfoil relative thickness,C= 12.00 %; Aspect ratio,A.R.= 9.39; Taper ratio,T.R.= 4.31; FUSELAGE: Diameter of fuselage,Dfus= 3.81 ; Aspect ratio of fuselage,A.R.fus= 9.6; Loading in the middle of fuselage,Cfus= 6020.18 ; SPEED CHARACTERISTICS: Take-off mach number,M(TO)= 0.35; Take-off angle of attack,(TO)= 10.00; Increment in lift co-eff,Inc.Cy= 1.4; Take-off length = 1100

ENGINE: Number of engines = 2 Bypass ratio = 4 Co-eff of inlet air pressure = 0.96 Co-eff of throttle pressure at T0 = 0.95

Co-eff of throttle pressure at cruise = 0.73 Graphs: From the analysis, we get relative thickness of airfoil at various wing loading with respect to co-efficient of lift to drag ratio.

The following graphs are drawn a. t0 vs P0 at C=10.5% b. t0 vs P0 at C=12% c. t0 vs P0 at C=13.5%

Po Vs tO thrust to weight ratio (t0)

0.8
0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0 200 400 600 800 1000 c = 10.5% at takeofff run c = 10.5% at continuous takeoff c = 10.5% at cruising flight

Wing loading (p0)

Fig. 4.1: Thrust to weight ratio to wing loading at C = 10.5 %

Po Vs to
0.8

thrust to weight ratio(t0)

0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0 200 400 600 800 1000 c = 12% at continuous takeoff c = 12% at cruising flight c = 12% at takeoff run

Wing loading (p0)

Fig. 4.2: Thrust to weight ratio to wing loading at C = 12 %

Po Vs to
thrust to weight ratio(t0)
0.8 0.7 0.6 0.5 0.4 0.3 0.2 c = 13.5% at takeoff run c = 13.5% at continuous takeoff c = 13.5% at cruising flight 0 200 400 600 800 1000

0.1
0

Wing loading (p0)

Fig. 4.3: Thrust to weight ratio to wing loading at C = 13.5 %

Thrust to weight ratio (t0)

0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0

200

400

600

800

1000

Wing loading (p0)

c = 10.5% at takeofff run c = 10.5% at cruising flight c = 12% at continuous takeoff c = 13.5% at takeoff run c = 13.5% at cruising flight c = 10.5% at continuous takeoff c = 12% at takeoff run c = 12% at cruising flight c = 13.5% at continuous takeoff

Fig. 4.4: Thrust to weight ratio to wing loading for different C %

Conclusion: Dependency between aircrafts thrust to weight ratio and take off field length is done. From the graphs, By analyzing the obtained graph between Wing loading (P0) and Thrust to weight ratio(t0) for different conditions the calculated engine Thrust for the calculated aircraft weight is within the allowable range. Total mass of aircraft = 70000 Kg.

Total Thrust of 2 engines = 205.8 KN. Thrust to weight ratio (t0) = 0.2781, which lies in the allowable range obtained.