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AIRCRAFT
A PROJECT REPORT
Submitted By
BACHELOR OF ENGINEERING
IN
AERONAUTICAL ENGINEERING
V.S.B ENGINEERING COLLEGE, KARUR
SUBSONIC
AMBULANCE
SIGNATURE
Mr. GOBINATH
Mr.
SUPERVISOR
Lecturer
Dept. of Aeronautical Engg,
V.S.B Engineering College
Date :
Submitted this project for viva voce on ..
Internal Examiner
External Examiner
ABSTRACT
Subsonic Ambulance aircrafts are useful when the mission
requires transporting critical care patients. They provide the stability of a
pressurized, environmentally-controlled cabin, with high cruise speeds and
the ability to fly over poor weather, yet land at shorter airfields located
closest to the medical facilities. The design of these air ambulances requires
the calculation of all the critical performance parameters.
In the Aircraft Design Project Phase-II, we have calculated the
maneuvering, the gust loads acting on the aircraft, and V-n diagram. It also
involves structural design calculations, design of components of wings and
fuselages.
The design calculations are supported by three view CAD
drawings. From the calculations we can conclude that subsonic air
ambulances can have a maximum load factor of about 3.8, and the design of
the components are similar to conventional low wing aircrafts.
TABLE OF CONTENTS
SL No
Topic
Pg No.
List of Symbols
V-n Diagram
11
17
Detailed layouts
25
27
Conclusion
28
References
28
LIST OF SYMBOLS
Sl Symbol
No
Description
Unit
Lf
Fuselage length
Df
Fuselage diameter
Velocity of aircraft
m/s
Gust velocity
m/s
CL
Lift coefficient
Lift
Load factor
10
Wing area
m2
11
AR
Aspect ratio
12
Wing span
13
W/S
Wing loading
N/m2
14
m/s2
15
Thrust
16
CD
Drag coefficient
17
18
kg
19
t r, t t
V-n DIAGRAM
The flight operating strength of an airplane is presented on a
graph whose horizontal scale is based on load factor.
Essentially the same situation exists for negative lift flight with the
exception that the speed necessary to produce a given negative load factor is
higher than that to produce the same positive load factor.
If the subject airplane is flown at a positive load factor greater
than the positive limit load factor of 4.4, structural damage will be possible.
When the airplane is operated in this region, objectionable permanent
deformation of the primary structure may take place and a high rate of
fatigue damage is incurred. Operation above the limit load factor must be
avoided in normal operation.
There are two other points of importance on the Vg diagram.
First, is the intersection of the positive limit load factor and the line of
maximum positive lift capability. The airspeed at this point is the minimum
airspeed at which the limit load can be developed aerodynamically. Any
airspeed greater than this provides a positive lift capability sufficient to
damage the airplane; any airspeed less does not provide positive lift
capability sufficient to cause damage from excessive flight loads. The usual
term given to this speed is maneuvering speed, since consideration of
subsonic aerodynamics would predict minimum usable turn radius to occur
at this condition. The maneuver speed is a valuable reference point, since an
airplane operating below this point cannot produce a damaging positive
flight load. Any combination of maneuver and gust cannot create damage
due to excess airload when the airplane is below the maneuver speed.
Next, is the intersection of the negative limit load factor and line
of maximum negative lift capability.Any airspeed greater than this provides
a negative lift capability sufficient to damage the airplane; any airspeed less
does not provide negative lift capability sufficient to damage the airplane
from excessive flight loads.
The limit airspeed (or redline speed) is a design reference point
for the airplanethe subject airplane is limited to 225 m.p.h. If flight is
attempted beyond the limit airspeed, structural damage or structural failure
may result from a variety of phenomena.
Thus, the airplane in flight is limited to a regime of airspeeds
and gs which do not exceed the limit (or redline) speed, do not exceed the
limit load factor, and cannot exceed the maximum lift capability. The
airplane must be operated within this envelope to prevent structural
damage and ensure that the anticipated service lift of the airplane is
obtained. The pilot must appreciate the Vg diagram as describing the
allowable combination of airspeeds and load factors for safe operation. Any
maneuver, gust, or gust plus maneuver outside the structural envelope can
cause structural damage and effectively shorten the service life of the
airplane.
Load factors in airplane design:
The answer to the question how strong should an airplane be is
determined largely by the use to which the airplane will be subjected. This is
a difficult problem, because the maximum possible loads are much too high
for use in efficient design. It is true that any pilot can make a very hard
landing or an extremely sharp pullup from a dive, which would result in
abnormal loads. However, such extremely abnormal loads must be dismissed
somewhat if airplanes are built that will take off quickly, land slowly, and
carry a worthwhile payload.
The problem of load factors in airplane design then reduces to that
of determining the highest load factors that can be expected in normal
operation under various operational situations. These load factors are called
limit load factors. For reasons of safety, it is required that the airplane be
designed to withstand these load factors without any structural damage.
Although the Code of Federal Regulations requires that the airplane
structure be capable of supporting one and one-half times these limit load
factors without failure, it is accepted that parts of the airplane may bend or
twist under these loads and that some structural damage may occur.
This 1.5 value is called the factor of safety and provides, to
some extent, for loads higher than those expected under normal and
reasonable operation. However, this strength reserve is not something which
pilots should willfully abuse; rather it is there for their protection when they
encounter unexpected conditions.
The above considerations apply to all loading conditions, whether
they be due to gusts, maneuvers, or landings. The gust load factor
requirements now in effect are substantially the same as those that have been
in existence for years. Hundreds of thousands of operational hours have
proven them adequate for safety. Since the pilot has little control over gust
load factors (except to reduce the airplanes speed when rough air is
encountered), the gust loading requirements are substantially the same for
most general aviation type airplanes regardless of their operational use.
Generally, the gust load factors control the design of airplanes which are
intended for strictly nonacrobatic usage.
An entirely different situation exists in airplane design with
maneuvering load factors. It is necessary to discuss this matter separately
with respect to: (1) Airplanes which are designed in accordance with the
Category System (i.e., Normal, Utility, Acrobatic); and (2) Airplanes of older
design which were built to requirements which did not provide for
operational categories.
Airplanes designed under the Category System are readily
identified by a placard in the cockpit, which states the operational category
(or categories) in which the airplane is certificated. The maximum safe load
factors (limit load factors) specified for airplanes in the various categories
are as follows:
CATEGORY
LIMIT LOAD
Normal*
3.8 to 2.2
4.4 to 2.4
Acrobatic
6.0 to 3.0
* For airplanes with gross weight of more than 4,000 pounds, the limit load
factor is reduced. To the limit loads given above, a safety factor of 50
percent is added.
There is an upward graduation in load factor with the increasing severity of
maneuvers. The Category System provides for obtaining the maximum
utility of an airplane. If normal operation alone is intended, the required load
factor (and consequently the weight of the airplane) is less than if the
airplane is to be employed in training or acrobatic maneuvers as they result
in higher maneuvering loads.
Airplanes that do not have the category placard are designs that were
constructed under earlier engineering requirements in which no operational
restrictions were specifically given to the pilots. For airplanes of this type
(up to weights of about 4,000 pounds) the required strength is comparable to
present-day utility category airplanes, and the same types of operation are
permissible. For airplanes of this type over 4,000 pounds, the load factors
decrease with weight so that these airplanes should be regarded as being
comparable to the normal category airplanes designed under the Category
System, and they should be operated accordingly.
V-n Diagram Calculations:a) V-n Diagram for maneuverability loads:1. Vd =1.2 Vcruise
Vcruise = 103.889 m/s
Vd = 1.2 * 103.889 = 124.67m/s
2. L = 1/2CLv2S
CLmax(+ve) = 2.34
CLmax(-ve) = -1.9
S=18.487m
W=23596.023m
L = 2.34 * 0.5*1.2256* (10)2*18.487 = 2650.947 N
3. n = L/W
n= 2650.947/23596.023 = 0.112
Sl No
Vd
n(+ve)
n(-ve)
10
0.112
-0.091
20
0.449
-0.365
30
1.011
-0.821
40
1.798
-1.46
50
2.809
-2
60
3.5
-2
70
3.5
-2
80
3.5
-2
90
3.5
-2
10
100
3.5
-2
11
110
3.5
-2
12
120
3.5
-2
13
130
3.5
-2
U= k Ue
CL =a = (dCL/d) = 4.694
Ue = equivalent gust velocity (in m/s)=9.144m/s
Ve = equivalent airspeed (in m/s)
Kg = gust alleviation factor
= (2*23596.023/18.487)/(1.2256*9.81*1.662*4.694) = 27.215
Kg = (0.88*27.215)/(5.3+27.215) = 0.737
U= k Ue = 0.737*9.144 = 6.735 m/s
L = 1/2 CL vSu = 0.5*1.2256*6.735*10*18.487*4.694 = 3581.559 N
Vd
n(+ve)
n(+ve)
Total
n(+ve)
Total
n(+ve)
10
0.112
-0.091
0.152
0.264
-0.243
20
0.449
-0.365
0.304
0.753
-0.669
30
1.011
-0.821
0.455
1.466
-1.289
40
1.798
-1.46
0.607
2.405
-2.067
50
2.809
-2
0.759
3.568
-2.2
60
3.5
-2
0.912
3.8
-2.2
70
3.5
-2
3.8
-2.2
80
3.5
-2
3.8
-2.2
90
3.5
-2
3.8
-2.2
10
100
3.5
-2
3.8
-2.2
11
110
3.5
-2
3.8
-2.2
12
120
3.5
-2
3.8
-2.2
13
130
3.5
-2
3.8
-2.2
Load kg/m
1.4125
106.44
2.825
212.87
4.224
318.299
5.05
425.76
7.05
531.253
8.46
637.5
9.87
743.75
11.3
851.51
2.137
1.255
1.904
2.51
1.672
3.767
1.439
5.022
1.206
6.076
0.973
7.533
0.74
8.78
0.508
10.04
0.275
11.3
0.042
Structural load
intensity
0.6
27.544
0.94
27.08
1.28
26.61
1.62
25.22
1.96
25.22
2.3
24.29
2.64
22.439
2.98
19.807
3.32
16.55
3.66
12.99
5.012
d) Fuel weight Distribution :Amount of fuel stored in the wing = Wfuel + Wreserved + Wtrapped = 113.32 +
34 + 4 = 151.32 kg
50% of fuel is stored in the two wings and the remaining 50% in the
fuselage.
Wfuel in each wing=0.25*151.32=37.83kg
Taking dimension of the tank from adp-1
SFb=0
SFc=0
SFd=151.32*1.6985=257.017 N
SFa=257.017 N
Shear force and Bending Moment Distribution along the length of the
wing:
Sl No
Distance
Shear force
Bending Moment
3.6538
3.252
57.41
11.66
2.845
170.05
102.31
2.439
172.311
105.049
2.632
229.82
186.878
1.086
278.725
274.86
1.219
344.65
420.266
0.81
402.52
573.24
0.4
460.529
750.153
10
0.0
516.355
943.328
- (100*2.492*0.5)*0.925
RB*2 = -89.9505kg
RB=-44.975Kg
Consider this as equilibrium,
RA+RB=15*0.5+100*0.5+3.8586+7.7+25*0.5+15*0.5+100*0.5*0.5+89.91+
207.72
RB=386.686Kg
Shear force Diagram:
(SF)E=0
(SF)D= (-15*0.5)-(100*0.5)+3.8586-7.7
(SF)D=-61.3414Kg
(SF)C=(-15*0.5)-(100*0.5)+3.8586-7.7+25*0.25
(SF)C=-33.4414Kg
(SF)B=(-15*0.5)-(100*0.5)+3.8586-7.7+25*0.5+7.7
(SF)B=-41.1414Kg
(SF)A=-15*0.5-100*0.5+3.8586-7.7+25*0.5+7.7+148*1.5+100*0.5+50
(SF)A=280.8586Kg
Bending moment diagram:(BM)E=0
(BM)D= (15*0.5*0.25) + (100*3*1.5)
(BM)D=451.875Kg-m
(BM)C=
(15*1*1.861)+(100*0.1*1.615)+(2.5*1.3615*0.72)+(44.975*1.3615)
(BM)C=129.805Kg-m
((BM)B=(15*1*2.325)+(100*0.1*3.265)+(25*1.3615*1.3615)+(44.975*2.22
3)+(7.7*1.3615)
(BM)B=224.33Kg-m
(BM)A=(15*1*2.325)+(100*0.1*4.505)+(25*1.3615*3.1435)+(7.7*4.205+7.
7*3.1435)+(148*1.8)*
2.182+(100*2.482*1.654)-44.975*4.205+386.6886*2.482
(BM)A=0
DETAILED LAYOUTS
a) Cockpit or Flight Deck layout :The following conditions play an important role in the layout of
cockpit or a flight deck.
1. The pilot and other crew members must be positioned so that they can
reach all controls comfortably, from some reference position.
2. The pilots and other crew members must be able to see all flight
essential instruments without undue effort.
3. Communication by voice or by touch must be possible without undue
effort.
4. Visibility from the cockpit must adhere to certain minimum standards.
b) Cabin layout :-
c) Baggage layout:The baggage section extends behind the cabin for about 0.75 m. It
may be used as a storage unit or for storing extra fuel requires for long
flights. The total weight of this section is about 191kg.
d) Landing gear:The landing gear used is a tricycle type landing gear. It provides
more propeller clearance. It has less drag and weight. It allows wing to
generate more lift for rough field operation.
The landing gear must absorb the shock of bad landing and smooth
out the ride when taxiing. As there should be minimal vibration for the
patients to be comfortable, we have used air oleo struts along with shimmy
dampers.
e) Wings and tail plane:The wing configuration used is a low wing. The major advantage of a
low wing configuration is that the landing gear can be directly retracted into
the wing box, which is usually the strongest element of the aircraft structure.
For lateral stability low wings require some amount of dihedral. The tail
plane type used is a conventional type due to low weight.
CONCLUSION
REFERENCES
1. Perkins C and Hage R, Airplane Performance, Stability and
Control, Wiley New York 1949.
2. Roskam.J, Airplane Design, Roskam Aviation and
Engineering Corp. Ottowa KS 1985.
3. J.D Anderson, Aircraft Performance and designMacmillan
Publishing Company,New York 1989.
4. J.D Anderson, Introduction to flight,3rd edition,, Mc-Graw
Hill,New York,1989
5. Daniel.P.Raymer, Aircraft Design:A conceptual Approach,
AIAA Education series, Washington D.C 1992.