Professional Documents
Culture Documents
BUSINESS AIRCRAFT
A PROJECT REPORT
Submitted by
PRAVEEN.K
RAM GANESH.T
VIGNESH.K
VISWANATHAN.A
VIVEK.R
96409101047
96409101054
96409101073
96409101075
96409101076
NOVEMBER 2012
BONAFIDE CERTIFICATE
SIGNATURE
SIGNATURE
SUPERVISOR
Tirunelveli.
Tirunelveli.
Submitted for the B.E project work Viva Voce held at PSN College of
Engineering and Technology, Tirunelveli, on ..
INTERNAL EXAMINER
EXTERNAL EXAMINER
ACKNOWLEDGEMENT
We express our deep and sincere thanks to chairman of our college
Dr.P. Suyambu, for giving us the inspiration and for making all the facilities
during the identification of this project.
our college for having provided the necessary infrastructure for the successful
completion of the project.
We are much greatful to Asst.Prof. Mr.Suresh Kumar, Head of the Aeronautical
Department for this encouraging decision, valuable comments and many
innovative ideas in this project. Without his help, it would have been impossible
for us to complete the report.
We acknowledge in no less terms the qualified and excellent assistance rendered by
Asst. Prof. Ms. Shruthi, Department of Aeronautical Engineering. We owe a debt
of gratitude for his valuable suggestion, kind inspiration and encouragement.
We most sincerely thank our staff members, for their constant inspiration and
suggestions.
ABSTRACT
better design by
INTRODUCTION
Design is a process of use age of creativity with the knowledge of science where
we try to get the best things available and to overcome the pitfalls the previous
design has. It is an iterative process to idealism towards which everyone is
marching still.
Design of any is system is successfully application of fundamental physics .Thus
the airplane design incorporates the fundamentals of aerodynamics,structures,
performance and stability & control and basic physics .These are based on certain
degree of judgment and experience . Every designer has the same technical details
but each design retains its own individuality and the mode of the designer.
Here the preliminary design has been done of an executive transport aircraft. The
basic requirements are the safe, comfortable and economic transport mode with
reasonable timeperiod of flight. Here comfort and safety are given primary
importance.
Here the most possible considerations have been taken .The flight parameters
limitations are studied. The modern day calls for the need of latest aircraft for the
use of passenger transport which aims mainly at improving the aerodynamic
characteristics as well as the passenger comfort. This design project also looks at
the above aspects in a lot more closer way. Also the design project has been
classified into different stages for easier approach and achieving better
performance. The different stages in our design will be as follows.
1 .Introduction to V-n diagram.
2 .V-n diagrams for our design study.
3. Gust and maneuverability envelops.
4 .Critical loading performance and final V-n graph calculation.
5. Structural design study.
6. Load estimate of fuselage.
7. Load estimation of wings.
8. Balancing and maneuvering loads and tail plane, aileron and rudder loads.
9. Details structures layouts.
10. Design of some components of wings and fuselage.
11. Preparation of a detailed design report with drawings.
TABLE OFCONTENTS
CHAPTER
TITLE
PAGE NO.
ACKNOWLEDGEMENT
iii
ABSTRACT
iv
TABLE OF CONTENTS
LIST OF SYMBOLS
1.
xi
3.6 TAXI
3.7 MANEUVERING LOADS
3.8 GUST LOADS
3.9 AIR LOADS ON WING
4. LOAD ESTIMATION OF WINGS
4.1 CHORD LENGTH
4.2 AIR LOADS
4.3 TO FIND THE VALUE OF K
4.4 TO FIND LIFT LOAD INTENSITY
4.5 TO FIND THE STRUCTURAL LOAD
4.6 TO FIND THE RESULTANT LOAD
4.7 SHEAR FORCE DIAGRAM
4.8 BENDING MOMENT DIAGRAM
5.
WING STRUTURAL LAYOUT
5.1 SPECIFIC ROLES OF WING STRUCTURE
5.2 BASI FUNCTIONS OF WING STRUCTURAL
MEMBERS
5.3
5.4
5.5
5.6
6.
5.2.1 SPARS
5.2.2 SKIN
5.2.3 STRINGERS
5.2.4 RIBS
WING BOX CONFIGURATION
TYPES OF SPARS
RIBS
RIBS CONSTRUCTION AND
CONFIGURATION
5.7 RIB ALLIGNMENT POSSIBILITIES
STRUCTURAL ANALYSIS OF WING
6.1 SPAR CALCULATIONS
6.2 SPAR LOCATIONS
6.3 BENDING MOMENT CALCULATIONS
6.4 BENDING MOMENT DISTRIBUION
6.5 TO DIMENSIONS FOR EACH SPAR
6.5.1 FRONT SPAR
6.5.2 MID SPAR
6.5.3 REAR SPAR
6.6 CALCULATION OF BENDING STRESS
6.7 SHEAR FLOW ANALYSIS ON WINGS
7.
AIRCRAFT
9.
8.3SEAT DIMENSIONS
DESIGN OF SOME OF COMPONENTS IN
AIRCRAFT( LANDING GEAR)
9.1 DESIGN OF LANDING GEAR SELECTION
9.2 TYPES OF LANDING GEAR
9.3 ARRANGEMENTS OF LANDING GEAR
9.4 TYRE SIZING
9.5 PERFORMANCE PARAMETER
9.6 GEAR RETRACTION GEOMETRY
9.7 LANDING GEAR WEIGHT
9.8 LANDING GEAR DIMENSIONS
9.9 TO LOCATE THE LANDING GEAR
9.10 TO FIND THE CENTER OF GRAVITY
9.11 TO FIND THE LOAD ACTING ON THE
10.
LANDING GEAR
9.12 STICK DIAGRAM
CRITICAL LOADING PERFORMANCE
10.1 FITTING AND CONNECTIONS
10.2 BOLTS AND RIVETS
10.3 SECONDARY IN FITTING DESIGN
10.4 GENERAL RULES
10.5 JOGGLED MEMBERS
10.6 PROTRUDING HEAD
10.7 FLUSH HEAD
10.8
10.9
10.10
10.11
10.12
10.13
10.14
11.
LIST OF SYMBOLS
SHEAR CLIPS
AIRCRAFT NUTS
FAILURE BY INTER RIVET BUCKLING
RIVET WRINKLING
AIRWORTHINESS REQUIREMENTS
TO DETERMINE THE WEIGHT OF THE WING
DETERMINATION OF SHEAR FORCE AND
Load Factor
IAS
Density
CL
Co-efficient of Lift
CLmax
CNmax
Mach Number
VS
VA
VC
VD
WFDWG
Load Factor
CLmax
Kg
Gust Elevation
Altitude of an Aircraft
AOA
Angle Of Attack
WS,W
y0
Root Chord
Cx
Lift
Weight
FOS
Factor Of Safety
Bending Moment
Area
Moment Of Inertia
x ,y
Centroid
Shear Flow
ds
Sectional Length
QS-O
LF
DF
LFC
FC
SF
WF
WW
WTO
Take-Off Weight
C.G
Center of Gravity
Load
lm,ln
Reaction Force
Shear Force
CHAPTER-1
STUDY OF V-n DIAGRAM
1.1 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 fighter
aircraft.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.
Using the V-n diagram to important load factor values can be plotted which
are
FIGURE-1
This diagram is known better as the V-n diagram. The indicated air speed
used since all air loads are proportional to q. The value of q is the same density for
air and actual air speed at altitude, as it is for the standard sea level density and
IAS.
Then V-n diagram is therefore the same for all altitudes of indicated air
speeds are used. However in this design case, corrections involving compressibility
have to be taken in to consideration while calculating the time true air speeds from
indicated air speeds. Therefore calculations involving high speeds have been
performed with respect to sea level conditions only
n = V2SCL/ W
The load factor is basically the ratio of wing lift produced to the weight of
the aircraft and Hence, represents the amount of acceleration produced along Z
axis of the plane for fighter aircraft. The ultimate positive load factor ranges from
3.1 to 4.4 and negative load factor between -1.25 and -2.3. The positive and
negative load factors are arbitrarily chosen as 3.1 and -1.25 respectively.
For level flight an unit load factor the value of V corresponding to
CL
max
maximum lift coefficient can be achieved at higher speeds. The wing is usually
analyzed for a coefficient of 1.25 C L maxand various values of n are obtained by
varying the velocity, until the ultimate positive load factor is reached. It can be
made out from this boundary that it is impossible to maneuver at speeds and load
factors corresponding to points above or to the left of line because this would
represent positive high angle of attack (+HAA). This load factor is usually arrived
at by considering both aerodynamics and structural design capabilities.
In a similar manner, the maneuver boundary can be carried to the negative
load factor region which is indicative of inverted flight. The negative maneuver
boundary is seldom made use of in transport aircraft. However the gust load in the
negative region are indispensable and can be more severe than the maneuver load
factor itself.
Thus, In order to establish the safe flight envelope of the aircraft we have
plotted as per FAR-25 norms
RESULT:
Thus the V-n diagram has been studied successfully.
CHAPTER 2
CALCULATION OF V-n DIAGRAM FOR THE DESIGNED AIRCRAFT
2.1DESCRIPTION
The V-n diagram is very much useful for determining the structural and load
limitations of an aircraft. It is used to find at what velocity the aircraft can travel
without any structural damage. It also tells the maximum loading of aircraft which
it can withstand without any damage. It also tells us about the maximum possible
lift without any failure or damage.
2.2FORMULAS
For positive load factor [n (+)],
Velocity (V) = 2n (w/s)/CL
For negative load factor [n (-)],
Velocity (V) = 2n (w/s)/CL*0.75
2.3CALCULATION
Wing loading = W/S N/m2
Wing loading (W/s) = 258.9 N/m2
= 1.225kg/m2
CL = 0.434
V = 2 (3.8)*258.9/1.225*0.434 = 60.83 m/s
V = 2 (3)*258.9/1.225*0.434 =54.25 m/s
V = 2 (2)*258.9/1.225*0.434 = 44.13 m/s
V = 2 (1)*258.9/1.225*0.434 = 31.20 m/s
V = 2 (0)*258.9/1.225*0.434 = 0 m/s
V = -2 (1)*258.9/1.225*0.434 = -4.335 m/s
V = -2 (1.5)*258.9/1.225*0.434 =- 3.75 m/s
2.4TABULATION:
N
V
m/s
+3.8
60.83
+3
54.25
+2
44.13
+1
31.20
-1
4.335
-1.5
3.75
RESULT
Thus the Vn diagram is drawn for our designed aircraft.
CHAPTER 3
GUST AND MANEUVERABILITY ENVELOPE
DESCRRIPTION:
In aerodynamics, the flight envelope, service envelope, or performance
envelope of an aircraft refers to the capabilities of a design in terms
of airspeed and load factor or altitude. The term is somewhat loosely applied, and
can also refer to other measurements such as maneuverability. When a plane is
pushed, for instance by diving it at high speeds, it is said to be flown "outside the
envelope", something considered rather dangerous.
FORMULAS:
Positive stall velocity
VS (+) =2 (W/S)/CL max
Negative stall velocity
VS (-) =2 (W/S)/CL max*0.75
Critical Velocity
VCR = Vs (+) +100
Dive Velocity
VD=1.5Vcr
Gust velocity with constant
Ude (stall) =20xVs
Ude (critical) =15xVcr
Ude (D) =7.5xVD
Velocity of gust
U=Kde
Where,
K- Gust effectiveness
-mass ratio
n=VCLU/2(W/S)
Where,
n-change in load factor
U-velocity of gust
TABULATION:
Sl.No.
V (m/s)
Ude
U(m/s)=
K Ude
1+n
1-n
Vs=31.2
0
624
517.116
11.51
12.51
-10.51
Vcr=131.
20
1968
1630.88
152.71
153.71
-151.71
VD=196.
8
1476
1223.16
171.80
172.80
-170.80
RESULT
Thus the gust and maneuvering envelope for Vn diagram is drawn.
CHAPTER 4
CRITICAL LOADING PERFORMANCE
4.1 FITTING AND CONNECTIONS:
Shock absorber analysis
Fuselage bending stress analysis
Various failures
Airworthiness requirements
Bolts connecting parts having relative motion or stress reversal should have
closed tolerance to decrease shock loads.
For many years round head rivet was, all sections but wind tunnel
experiment. It was that these produce more drag so rivet head are changed to flush
type which produce lesser drag.
FIGURE-17
FIGURE-19
The shear nut is one half as thick the cast head nut and has threads only
enough to develop one half bolds tensile stress.
4.11RIVET WRINKLING:
The rivet spacing is relatively large the sheet will start buckling belt rivets this
buckling belt rivets this buckling does not deform in flange to which the sheet is
attached. The rivet spacing is such that prevent the inter-rivet buckling then the
failure of the sheets occurs by wrinkling. It is also known as forced wrinkling it is
also known as forced wrinkling of the riveted pads.
believing that in one swipe we have got rid of government and other official
interference and struck below for freedom.
To be awarded a certificate of air worthiness an aircraft must be
demonstrated to be air worthy. Air worthiness can be defined as the contribution
made by the aircraft itself to be safety of the flight when the pilot has been
removed from the man machine loop. It is concerned with those aspects of design,
construction maintenance and the provision of all related limitations and essential
information which together determine fitness for flight, thus aircraft of
Airworthiness is awarded to an aircraft and its equipment, although under certain
circumstances the award may also be conditional upon the aircraft being operated
under the control of certain named persons or perhaps just one individual.
RESULT
Thus the critical loading performance has been studied successfully.
CHAPTER 5
STRUCTURAL DESIGN STUDY
5.1 WING DESIGN
The front of the airfoil is defined by a leading-edge radius that is tangent to the
upper and lower surfaces. an airfoil designed to operate in supersonic will have a
sharp or nearly- sharp leading edge to prevent a drag producing bow shock.
the chord of the airfoil is the straight line from the leading edge to the trailing edge.
it is very difficult to build a perfectly sharp trailing edge, so most airfoils have a
blunt trailing edge with some small finite thickness.
camber refers to the curvature characteristic of most airfoils. the mean camber
line is the line equidistant from the upper and lower surface. total airfoil camber is
defined as the maximum distance of the mean camber line from the chord line,
expressed as a percent of the chord.
the thickness distribution of the airfoil is the distance form the upper surface to the
lower surface, measured perpendicular to the mean camber line, and is function of
the distance from the leading edge. the airfoil thickness ratio refers to the
maximum thickness of the airfoil divided by its chord.
5.2 FUSELAGE:
once the takeoff gross weight has been estimated, the fuselage, the wing. and tail
can be sized. many methods exist to initially estimate the required fuselage size.
for certain types of aircraft, the fuselage size is determined strictly by real world
constraints. for example, a large passenger aircraft devotes most of its length to
the passenger compartment. once the number of passengers is known and the
number of seats across is selected, the fuselage length and diameter are essentially
determined.
5.3 WING:
actual wing size can now be determined simply as the take off weight divided by
takeoff wing loading. remember that this the reference area of the 35
5.5ENGINE SELECTION
t/w directly affects the performance of the aircraft. an aircraft with a higher t/w will
accelerate more quickly, climb more rapidly, reach higher maximum speed, and
sustain higher turn rates. on the other hand, the larger engines will consume more
fuel throughout mission, which will drive up the aircrafts take-off gross weight to
perform the design mission.
t/w is not a constant. the weight of the aircraft varies during flight as fuel is burned.
also, the engines thrust varies with altitude and velocity (as does the horsepower
and propeller efficiency).
t/wto ratio for jet transport aircraft is 0.4
overall weight of aircraft wto = 8125 kg
5.6 THRUST CALCULATION OF T/W RATIO
(T/WTO) = 0.4
where
(t/w)to = thrust to weight ratio at take off
t = 0.4 * wto
t = 0.4 * 8125
t = 3250 kg = 31.87 kn
since the thrust produced by the aircraft engine decreases with altitude due to
decreasing air density, thus:- 41
RESULT
Thus the structural design study of our aircraft has been studied.
CHAPTER 6
LOAD ESTIMATION OF FUSELAGE
6.1 CALCULATION OF WEIGHT OF FUSELAGE:
FOR OUR FIGHTER AIRCRAFT,
Length of the fuselage
LF=AWOC
Constant values are,
A=0.286
C=0.43
LF=0.286(8125)0.43
LF=13.77m
For
our
aircraft,
LF/DF=9
DF=2m
LFC/DF=6.885
LFC=7m
FC
=11o
FIGURE-11
FIGURE-12
RESULT:
Thus the Fuselage Layout analysis have been done successfully
CHAPTER-7
LOAD ESTIMATION OF WINGS
TABLE-1
10
9
8
7
6
5
4
3
2
1
0
0
GRAPH-3
at x=0 m
Air load=6938.7 kg
At Point 2
at x=0.375 m
Air load=6927.75 kg
At Point 3
at x=0.75m
Air load=6900.786 kg
At Point 4
at x= 1.125 m
Air load=6857.42 kg
At Point 5
at x= 1.226 m
Air load=6792.46 kg
At Point 6
at x= 1.875 m
Air load=6711.109 kg
At Point 7
at x= 2.25 m
Air load=6613.66 kg
At Point 8
at x= 2.625 m
Air load=6489.09 kg
At Point 9
at x= 3 m
Air load=6348.29 kg
At Point 10 at x= 3.375 m
Air load=6191.09 kg
At Point 11 at x= 3.75m
Air load=5996.07 kg
At Point 12 at x=4.125 m
Air load=5774.04 kg
At Point 13 at x=4.5 m
Air load=5537.04 kg
At Point 14 at x= 4.875 m
Air load=5243.31 kg
At Point 15 at x=5.25 m
Air load=4923.705kg
At Point 16 at x= 5.25 m
Air load=4544.5 kg
At Point 17 at x=6 m
Air load=4111.208 kg
At Point 18 at x= 6.375 m
Air load=3591.19 kg
At Point 19 at x= 6.75m
Air load=2935.74 kg
At Point 20 at x=7.125 m
Air load=0 kg
CX =a= CR =2.87 m
At x=7.45
CX = CT
TABLE-2
900
800
700
600
500
400
300
200
100
0
0
10
12
GRAPH-7
SHEAR FORCE = WX2/2L
= (267.47 * 14.9^2)/(2*14.9)
= 1992.65 N
= 9896.83 N/m
RESULT:
Thus the load estimation on wings have been done successfully.
CHAPTER-8
BALANCING AND MANEUVERING LOADS ON TAIL PLANE,
AILERON AND RUDDER
8.1 HIGH LIFT SYSTEMS INTRODUCTION:
A wing designed for efficient high-speed flight is often quite different from
onedesigned solely for take-off and landing. Take-off and landing distances are
strongly influencedby aircraft stalling speed, with lower stall speeds requiring
lower acceleration or deceleration andcorrespondingly shorter field lengths. It is
always possible to reduce stall speed by increasingwing area, but it is not desirable
to cruise with hundreds of square feet of extra wing area (andthe associated weight
and drag), area that is only needed for a few minutes. Since the stallingspeed is
related to wing parameters. It is also possible to reduce stalling speed by
reducingweight, increasing air density, or increasing wing C Lmax . The latter
parameter is the mostinteresting. One can design a wing airfoil that compromises
cruise efficiency to obtain a goodC Lmax, but it is usually more efficient to include
movable leading and/or trailing edges so thatone may obtain good high speed
performance while achieving a high CLmax at take-off andlanding. The primary goal
of a high lift system is a high CLmax. However, it may also bedesirable to maintain
low drag at take-off, or high drag on approach. It is also necessary to dothis with a
system that has low weight and high reliability.This is generally achieved
byincorporating some form of trailing edge flap and perhaps a leading edge device
such as a slat.
8.2 FLAPS:
Wing flaps can be found on virtually every modern airplane. The effect of
adding flapsto the trailing edge of the wing is equivalent to increasing the camber
of the wing. Some flapdesigns also increase the chord length of the wing. This
increases the area of the wing so thatmore air is diverted, thus reducing the angle
of attack needed for lift. There are many types offlaps. In the 1930s and 1940s the
split flap, shown in Figure was introduced and was one of thefirst types of flap to
appear in production airplanes. Splitting the last 20 percent or so of the wingforms
this type of flap. The top surface of the wing does not move while the bottom
surfacelowers. The split flap is effective in improving the lift, but it creates a great
deal of form drag, asshown in the figure. The split flap was used on the DC-3. It
was also used on WWII-era divebombers. Because it helped increase lift at low
speeds and slowed the airplane during the dive.
Multi slotted flaps are seen on many modern passenger jets, while large
airplanes usesingle-slotted flaps. Until the 1990s airplane performance was the
key design criterion. Airplanecompanies were proud of sophisticated triple-slotted
flap systems. During the 1990s a shifttoward reducing cost as a key design
criterion has pushed airplane companies to maximize theperformance of singleslotted flaps. One technique that is used is to place vortex generators onthe leading
edge of the single slotted flap. When the flap is retracted, the vortex generators on
theflap are hidden in the wing. Thus, the vortex generators do not penalize the
airplane in cruise butare available for takeoff and landing. The next times you fly a
commercial airplane ask for awindow seat behind the wing. During the approach
and landing phase of the flight, watch thewing unfold. It is truly remarkable how
the wing evolves into a high-lift wing from its normalcruise configuration.
FIGURE-6
FIGURE-7
One way to increase lift at slow flight speeds is to divert the propellers
slipstream or thejet engines exhaust down. To achieve a substantial lift increase
with a slipstream, the plane musthave engines mounted on the wings with large
propellers that generate a slipstream over asubstantial portion of the wing. The
wing must also have a multislotted flap system to deflect theslipstream effectively.
This technique has not found significant commercial applications. Theexhaust of a
turbofan-powered airplane can be diverted down to produce additional lift at
lowspeeds. One way to produce the diversion is to have the flaps extend down into
the exhaust whenfully extended. One problem with this technique is that the flap
extension into the jet exhaustexposed it to very high temperatures, creating a
significant design challenge. Another way todivert the jet exhaust is to mount the
engines on the top of the wing with the engine exhaustcrossing the top of the wing
as in Figure. Flaps behind the engines use the Coanda effect todivert the exhaust
down when extended. This gives a substantial increase in lift for takeoff
andlanding.
Modern
high lift systems are often quite complex with many elements and multibarlinkages. Here is a double-slotted flap system as used on a DC-8. For some time
Douglas resistedthe temptation to use tracks and resorted to such elaborate 4-bar
linkages. The idea was that thesewould be more reliable. In practice, it seems both
schemes are very reliable. Current practice hasbeen to simplify the flap system and
double (or even single) slotted systems are often preferred.
Slats operate rather differently from flaps in that they have little effect on the
lift at a given angleof attack. Rather, they extend the range of angles over which
the flow remains attached. This isshown in fig
tip offers less drag than arounded-off tip, due to the sharp edges where the upper
and lower surfaces end.
The mostly widely used low-drag wing tip is the Hoerner wingtip. This is a
sharpedgedwing tip with a upper surface continuing the upper surface of the wing.
The lower surfaces undercut and canted approximately 30 deg to the horizontal.
The lower surface may also beunder cambered
The drooped and upswept wing tips are similar to the Hoerner wingtip
except thatthe tip is curved upward or downward to increase the effective span
without increasing the actualspan.
RESULT:
Thus the balancing and maneuvering loads on tail plane, aileron and
rudder was studied.
CHAPTER-9
STRUCTURAL LAYOUT
9.1 SPECIFIC ROLES OF WING (MAIN PLANE) STRUCTURE:
The Specified Structural roles of the wing or main plane are,
To transmit the wing lift to the root via the main span wise
beam.
Inertial loads from the power plants undercarriage etc to the
main beam.
compromise.
Span wise members (known as spars or booms).
Chord wise members (ribs).
Covering skin.
Stringers.
FIGUR
E-4
9.2.1 SPARS:
In particular,
Webs-resist shear and torsional loads helps to stabilize the skin.
Flanges-resist the compressive loads caused by wing loading.
9.2.2 SKIN:
9.2.3 STRINGERS:
9.2.4 RIBS:
Maintain the aerodynamic shape.
Act along with the skin to resist the distributed
aerodynamic pressure loads.
Distribute concentrated loads in to the structure and
redistribute stress around any discontinuities.
Increase the column buckling strength by the stringers
through the skin.
Increase the skin panel buckling strength by the stringers
through the skin.
FIGURE-5
9.6 RIBS:
For a typical two spar layout, the ribs are usually forms in three
parts from sheet metal by the use of presses and dies. Flanges are incorporated
around the edges, so that they can be riveted to the skin and the spar webs cut outs
are necessary around the edges to allow for the stringers to pass through the
lightening holes are usually out in to the rib bodies to reduce the rib weight and
also allow the passage for control runs fuel election act.
influenced by facilitating attachment points for control surfaces, flaps, slats, spoiler
hinges, power plants, stores, undercarriage attachment etc
Positions of fuel tank ends, requiring closing ribs.
A structural need to avoid local shear or compressive
buckling.
RESULT:
Thus the study of using structural layout have been done successfully.
CHAPTER-10
DESIGN OF SOME OF COMPONENTS IN AIRCRAFT
10.1 TYRE SIZING:
Operating a tyre at the lower internal pressure will greatly improve the tyre
life.
Largest tyre cause drag, weights the space occupied etc.
FIGURE-14
WTO=8125 kg.
WWm=0.8*WTO/ns
WWn=0.2* WTO
Sub this value in the WWm&WWnFormula,
WWm= 3250 kg.
WWn=1625 kg.
There are two methods followed to locate the landing gear system,
TIP OVER CRITERIA
Longitudinal Tip Over Criteria
Lateral Tip Over Criteria
GROUND CLEARANCE CRITERIA
Longitudinal Ground Clearance Criteria
Lateral Ground Clearance Criteria
The Landing Gear arrangement is Tricycle Landing Gear.
FIGURE-15
C.G= 0.45*17
C.G=7.65 m
Fwd C.G=0.2*17
Fwd C.G=3.4 m
Aft C.G=0.45*17
Aft C.G=11.9 m
Height of the aircraft= 3.45 m
FIGURE-16
The Nose landing gear retracted in Front direction.
The Main landing gear retracted in Rear direction.
RESULT
Thus the design of some component in aircrafts have been done successfully
THREE VIEW DIAGRAM