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Introduction
1.1 Overview:
Three major types of airplane designs are
1. Conceptual design
2. Preliminary design
3. Detailed design
1. Conceptual design:
It depends on what are the major factors for designing the aircraft.
(a) Power plant Location:
The Power plant must be located in the wings.
(b) Selection of Engine:
The engine should be selected according to the power required i.e.,
thrust required.
(c) Wing selection:
The selection of wing depends upon the selection of
(1) Low wing
(2) Mid wing
(3) High wing
- For a bomber the wing is mostly high wing configuration and
anhedral.
- Sweep may be required in order to reduce wave drag.
2. Preliminary design:
Preliminary is based upon number of factors like Loitering.
3. Detailed design:
In the detailed design considers each & every rivets, bolts, paints etc. In
this design the connection & allocations are made.
1.1 Bomber:
A bomber is a military aircraft designed to attack ground and sea targets,
by dropping bombs on them, or in recent years by launching cruise missiles
at them.
Strategic bombers are primarily designed for long-range bombing
missions against strategic targets such as supply bases, bridges, factories,
shipyards, and cities themselves, in order to damage an enemy's war effort.
Tactical bombing, aimed at enemy's military units and installations, is
typically assigned to smaller aircraft operating at shorter ranges, typically along
the troops on the ground or sea. This role is filled by various aircraft classes, as
different as light bombers, medium bombers, dive bombers, fighter-bombers,
ground-attack aircraft and multirole combat aircraft among others.
2.
4.
5.
6.
7.
The aircraft must be all weather, all terrain operation capable including
the airbase.
8.
Height
(m)
Wing
span
(m)2
No of Loaded
Power Weight
Plant
(kg)
Maximum
Takeoff
Weight
(kg)
Empty
weight
(kg)
Mirage
1 IIIE
5000
15
4.5
8.22
12200
13500
7050
Mirage
2 IVA
3 F-111F
7264
14300
23.49
22.4
5.4
5.22
11.85
19.2
2
2
31600
37600
33475
45300
14500
21400
F-111F
Swept
Tu-22R
Tu-85/1
YB-60
B-2A
14300
9000
18000
33000
23000
22.4
41.6
39.306
52.1
21
5.22
10.13
11.358
18.4
5.18
9.75
23.17
55.96
62.8
52.4
2
2
4
8
4
37600
85000
76000
73000
152200
45300
92000
107292
140000
170600
21400
Tu9 142M3
10 Tu-95MS
11 B-1B
15000
15000
56600
49.5
46.2
44.5
12.12
12.12
10.4
51.1
50.1
41.8
4
4
4
170000
171000
148000
185000
188000
216400
90000
90000
87100
B-1B
12 Swept
13 B-52H
14 Tu-160
56600
31500
40000
44.5
48.5
54.1
10.4
12.4
13.1
24.1
56.4
55.7
4
8
4
148000
120000
267600
216400
220000
275000
87100
83250
110000
Tu-160
15 Swept
40000
54.1
13.1
35.6
267600
275000
110000
4
5
6
7
8
54711
69407
71700
Thrust
Name of to
the
weight
aircraft
ratio
Wing
loading
(N/m2 )
Mirage
1 IIIE
0.50
3796.47
Mirage
2 IVA
0.60
5949.29
3 F-111F
0.61
6035.11
F-111F
4 Swept
0.61
7563.51
5 Tu-22R
0.38
5150.25
6 Tu-85/1
7 YB-60
0.44
0.44
2717.37
1471.50
8 B-2A
0.21
3227.49
Tu9 142M3
0.29
9112.02
10 Tu-95MS
0.40
5944.86
11 B-1B
0.38
8004.96
B-1B
12 Swept
0.38
8004.96
13 B-52H
0.31
5836.95
14 Tu-160
0.37
7269.21
Tu-160
15 Swept
0.37
7279.02
Aspect
ratio
Power Plant
S.No
Name of the
aircraft
Maximum
Speed
Range
(m/s)
(km)
Service
ceiling (m)
Rate of Combat
Climb
Radius
(m/s)
(km)
Payload
Capacity
(kg)2
1 Mirage IIIE
652.8
2400
17000
83.3
1200
5000
2 Mirage IVA
650.0
4000
20000
43.13
1240
7264
3 F-111F
737.5
6760
20100
131.5
2140
14300
F-111F
4 Swept
737.5
6760
20100
131.5
2140
14300
5 Tu-22R
419.4
4900
13300
2450
9000
6 Tu-85/1
177.2
12000
11700
17
5850
18000
7 YB-60
227.2
13000
16200
5.38
4700
33000
8 B-2A
270.0
11100
15200
5550
23000
9 Tu-142M3
256.9
12000
6500
15000
7500
15000
10 Tu-95MS
255.6
15000
13716
10
11 B-1B
372.2
11998
18000
5543
56600
12 B-1B Swept
372.2
11998
18000
5543
56600
13 B-52H
277.8
16232
15000
31.85
7210
31500
14 Tu-160
616.7
12300
15000
70
7300
40000
Tu-160
15 Swept
616.7
12300
15000
70
7300
40000
Name of the
aircraft
Airfoil
Span to Span to
length
height
ratio
ratio
Retiremen
Introduction t
Remarks
1 Mirage IIIE
0.30
1.83
1961 In service
2 Mirage IVA
0.23
2.19
1959
2005 Good
0.23
3.68
1967
2010 Good
0.23
0.24
1.87
2.29
1967
1962
2010 Good
1990 Good
6 Tu-85/1
0.29
4.93 Prototype
Good
7 YB-60
0.35
3.41
1954 In service
Good
8 B-2A
0.25
10.12
1997 In service
Good
9 Tu-142M3
0.24
4.22
1953 In service
Awesome
0.26
4.13
1956 In service
Awesome
NACA 64-210.68
root, NACA 64209.80 tip
3 F-111F
NACA 64-210.68
root, NACA 644 F-111F Swept 209.80 tip
5 Tu-22R
10 Tu-95MS
Good
11 B-1B
NA69-190-1
0.23
4.02
1986 In service
Good
12 B-1B Swept
NA69-190-2
NACA 63A219.3
mod root, NACA
65A209.5 tip
0.23
2.32
1986 In service
Good
0.26
4.55
1961 In service
Awesome
14 Tu-160
0.24
4.25
2005 In service
Good
15 Tu-160 Swept
0.24
2.72
2005 In service
Good
13 B-52H
1 Mirage IIIE
3796.47
652.8
2 Mirage IVA
5949.29
650.0
3 F-111F
6035.11
737.5
4 F-111F Swept
7563.51
737.5
5 Tu-22R
5150.25
419.4
6 Tu-85/1
2717.37
177.2
7 YB-60
1471.50
227.2
8 B-2A
3227.49
270.0
9 Tu-142M3
9112.02
256.9
10 Tu-95MS
5944.86
255.6
11 B-1B
8004.96
372.2
12 B-1B Swept
8004.96
372.2
13 B-52H
5836.95
277.8
14 Tu-160
7269.21
616.7
7279.02
616.7
15 Tu-160 Swept
Table 2.5 Wing loading vs. Maximum Speed
8000.00
7000.00
6000.00
5000.00
4000.00
3000.00
2000.00
1000.00
0.00
0.0
S.No
1 Mirage IIIE
0.30
652.8
2 Mirage IVA
0.23
650.0
3 F-111F
0.23
737.5
4 F-111F Swept
0.23
737.5
5 Tu-22R
0.00
419.4
6 Tu-85/1
0.29
177.2
7 YB-60
0.35
227.2
8 B-2A
0.25
270.0
9 Tu-142M3
0.24
256.9
10 Tu-95MS
0.26
255.6
11 B-1B
0.23
372.2
12 B-1B Swept
0.23
372.2
13 B-52H
0.26
277.8
14 Tu-160
0.24
616.7
0.24
616.7
15 Tu-160 Swept
Table 2.6 Span to length Ratio vs. Maximum Speed
2.50
2.00
Span to
length ratio
1.50
1.00
0.50
0.00
0.0
100.0
200.0
300.0
400.0
500.0
600.0
700.0
800.0
10
S.No
Aspect ratio
1 Mirage IIIE
1.94
652.8
2 Mirage IVA
1.80
650.0
3 F-111F
7.56
737.5
4 F-111F Swept
1.95
737.5
5 Tu-22R
3.31
419.4
6 Tu-85/1
11.45
177.2
7 YB-60
8.10
227.2
8 B-2A
5.74
270.0
9 Tu-142M3
8.39
256.9
10 Tu-95MS
8.10
255.6
11 B-1B
9.65
372.2
12 B-1B Swept
9.65
372.2
13 B-52H
8.56
277.8
14 Tu-160
7.76
616.7
3.52
616.7
15 Tu-160 Swept
Table 2.7 Aspect Ratio vs. Maximum Speed
Aspect Ratio
10
8
6
Aspect ratio
2
0
0.0
100.0
200.0
300.0
400.0
500.0
600.0
700.0
800.0
11
Maximum
Name of the aircraft Wing Area (m2 )
(m/s)
34.85
1 Mirage IIIE
78
2 Mirage IVA
61.07
3 F-111F
48.77
4 F-111F Swept
162
5 Tu-22R
273.6
6 Tu-85/1
486.7
7 YB-60
478
8 B-2A
311.1
9 Tu-142M3
310
10 Tu-95MS
180.2
11 B-1B
181.2
12 B-1B Swept
370
13 B-52H
400
14 Tu-160
360
15 Tu-160 Swept
Table 2.8 Wing Area vs. Maximum Speed
Speed
S.No
652.8
650.0
737.5
737.5
419.4
177.2
227.2
270.0
256.9
255.6
372.2
372.2
277.8
616.7
616.7
500
400
300
Wing Area (m2)
200
100
0
0.0
100.0
200.0
300.0
400.0
500.0
600.0
700.0
800.0
12
S.No
1 Mirage IIIE
1200
652.8
2 Mirage IVA
1240
650.0
3 F-111F
2140
737.5
4 F-111F Swept
2140
737.5
5 Tu-22R
2450
419.4
6 Tu-85/1
5850
177.2
7 YB-60
4700
227.2
8 B-2A
5550
270.0
9 Tu-142M3
6500
256.9
10 Tu-95MS
7500
255.6
11 B-1B
5543
372.2
12 B-1B Swept
5543
372.2
13 B-52H
7210
277.8
14 Tu-160
7300
616.7
7300
616.7
15 Tu-160 Swept
Table 2.9 Span to length Ratio vs. Maximum Speed
6000
5000
4000
Combat Radius (km)
3000
2000
1000
0
0.0
100.0
200.0
300.0
400.0
500.0
600.0
700.0
800.0
13
S.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Speed
652.8
650.0
737.5
737.5
419.4
177.2
227.2
270.0
256.9
255.6
372.2
372.2
277.8
616.7
616.7
50000
40000
30000
Payload Capacity (kg)
20000
10000
0
0.0
14
Speed
S.No
652.8
650.0
737.5
737.5
419.4
177.2
227.2
270.0
256.9
255.6
372.2
372.2
277.8
616.7
616.7
0.60
0.50
0.40
0.30
0.20
0.10
0.00
0.0
200.0
400.0
600.0
800.0
15
S.No
Mirage IIIE
1.826666667
652.8
Mirage IVA
2.194444444
650.0
F-111F
3.67816092
737.5
F-111F Swept
1.867816092
737.5
Tu-22R
2.287265548
419.4
Tu-85/1
4.926923754
177.2
YB-60
3.413043478
227.2
B-2A
10.11583012
270.0
Tu-142M3
4.216171617
256.9
10
Tu-95MS
4.133663366
255.6
11
B-1B
4.019230769
372.2
12
B-1B Swept
2.317307692
372.2
13
B-52H
4.548387097
277.8
14
Tu-160
4.251908397
616.7
2.717557252
15 Tu-160 Swept
Table 2.12 Span to height Ratio vs. Maximum Speed
616.7
10.00
8.00
6.00
Span to height ratio
4.00
2.00
0.00
0.0
100.0
200.0
300.0
400.0
500.0
600.0
700.0
800.0
16
S.No
Maximum
Weight (kg)
Takeoff
Maximum Speed (m/s)
Mirage IIIE
13500
652.8
Mirage IVA
33475
650.0
F-111F
45300
737.5
F-111F Swept
45300
737.5
Tu-22R
92000
419.4
Tu-85/1
107292
177.2
YB-60
140000
227.2
B-2A
170600
270.0
Tu-142M3
185000
256.9
10
Tu-95MS
188000
255.6
11
B-1B
216400
372.2
12
B-1B Swept
216400
372.2
13
B-52H
220000
277.8
14
Tu-160
275000
616.7
275000
15 Tu-160 Swept
Table 2.13 Maximum takeoff weight vs. Maximum Speed
616.7
250000
200000
Maximum Takeoff
Weight (kg)
150000
100000
50000
0.0
200.0
400.0
600.0
Maximum Speed (m/s)
800.0
17
500000
0.28
8.4
7848
5
1.5
5000
75000
1000
15000
277.777
18
Notation
ME/MTO
MF/MTO
MPay /MTO
Wo/S
T/Wo
0.35
0.3
MPay/MTo
0.25
0.2
MPay/MTo
0.15
0.1
0.05
0
0
50000
100000
150000
200000
250000
300000
19
= 75000 kg
0.5
ME/MTo
0.4
0.3
ME/Mto
0.2
0.1
0
0
50000
100000
150000
200000
250000
300000
20
21
h
6 9000 km
2 10000 km
1000 km
1/2 hr
1000 km
3
0
5
9
10
22
Figure 4.2 Empty mass fraction vs takeoff mass -- taken from "Aircraft Design: A Conceptual Approach" by Daniel
P.Raymer
23
( )
)
( )
h
10000 km
3
R
Climb: (1-2)
optimal
= 17
Descend: (3-R)
Thus the range of 10000 km can be interpreted as a combat radius of 5000 km.
4.3. Refueling:
Operation:
The tanker aircraft flies straight and level and extends the hose/drogue
which is allowed to trail out behind and below the tanker under normal
aerodynamic forces. The pilot of the receiver aircraft extends his probe (if
required) and uses normal flight controls to fly the refueling probe directly into
the basket. This requires a closure rate of approximately two knots (walking
25
speed) in order to establish solid probe/drogue couple and pushing the hose
several feet into the HDU. Too little closure will cause an incomplete
connection and no fuel flow (or occasionally leaking fuel). Too much closure is
dangerous because it can trigger a strong transverse oscillation in the hose,
severing the probe tip. Another significant danger is that the drogue may hit the
recipient aircraft and damage itinstances have occurred in which the drogue
has shattered the canopy of a fighter aircraft, causing great danger to its pilot.
The optimal approach is from behind and below (not level with) the
drogue. Because the drogue is relatively light (typically soft canvas webbing)
and subject to aerodynamic forces, it can be pushed around by the bow wave of
approaching aircraft, exacerbating engagement even in smooth air. After initial
contact, the hose and drogue is pushed forward by the receiver a certain distance
(typically, a few feet), and the hose is reeled slowly back onto its drum in the
HDU. This opens the tanker's main refueling valve allowing fuel to flow to the
drogue under the appropriate pressure (assuming the tanker crew has energized
the pump). Tension on the hose is aerodynamically balanced by a motor in the
HDU so that as the receiver aircraft moves fore and aft, the hose retracts and
extends, thus preventing bends in the hose that would cause undue side loads on
the probe. Fuel flow is typically indicated by illumination of a green light near
the HDU. If the hose is pushed in too far or not far enough, a cutoff switch will
inhibit fuel flow, which is typically accompanied by amber light.
Disengagement is commanded by the tanker pilot with a red light.
26
6
1000 km
R
3
9000 km
1000 km
4
10
Descend: (2-3)
Cruise: (3-4)
Bombing (4)
Climb: (4-5)
27
Cruise: (5-6)
Loiter: (6-7)
Loiter time = hr
Descend: (7-8)
Landing: (8-9)
28
(
(
Hence (
)
(
29
Replacing
f(x)
500000 -9458.077
510000 2308.6163
520000 14026.793
f(x)
501000 -8279.156
502000 -7100.742
503000 -5922.833
504000 -4745.425
505000 -3568.517
506000 -2392.106
507000 -1216.19
508000 -40.76524
509000 1134.1693
f(x)
508000 -40.76524
508100 76.750211
X
508000
508010
508020
508030
508040
f(x)
-40.76524
-29.01347
-17.26176
-5.51009
6.2415284
f(x)
508030 -5.51009
508031 -4.334926
508032 -3.159763
508033 -1.984599
508034 -0.809437
508035 0.3657252
f(x)
508034.6 -0.10434
508034.7 0.0131767
f(x)
508034.67 -0.022078
508034.68 -0.010327
508034.69 0.001425
508034.7 0.0131767
508034.71 0.0249283
30
4.5.Thrust Estimation
T=0.284983820.113
=1395469.632N
T=1395.469 KN
31
TA = 1395.469 KN
T=
T=348.86725 KN/Engine
32
( ) ( )
( )
( (
T=0.284983820.113
=1395469.632N
T=1395.469 KN
TA = 1395.469 KN
T=
T=348.86725 KN/Engine
33
The performance data of various turbofan engines with thrust of range 330 kN
to 500 kN were collected from the following resources
www.jet-engine.net
www.wikipedia.org
S.No
1
2
3
4
5
6
7
8
9
10
11
12
Name of
the Engine
Trent-900
GP-7000
GE 90-76B
GE 90-92B
GP 7270
GE90110B1
GP 7277
PW 40477
GE 90-85B
GE 90-94B
GE 90-90B
GE 90-115B
Manufacturer
Rolls Royce
Engine Alliance
GE
GE
Engine Alliance
Type
Turbofan 3 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
GE
Engine Alliance
Pratt & Whitney
GE
GE
GE
GE
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Turbofan 2 Shaft
Wet
Dry
Length Diameter weight
Weight
(m)
(m)
(kg)
(kg)
4.55
2.94
6271
4.74
3.16
6800
6712
4.90
3.40
7540
7074
4.90
3.40
7648
7074
4.75
3.15
6800
6712
4.90
4.75
4.87
4.90
4.90
4.90
4.90
3.40
3.15
3.01
3.40
3.40
3.40
3.40
8253
6482
6986
7474
8253
7548
8283
7550
6033
6598
7074
7550
7074
7550
S.No
1
2
3
4
5
6
7
8
9
10
11
12
Name of the
Engine
Trent-900
GP-7000
GE 90-76B
GE 90-92B
GP 7270
GE90-110B1
GP 7277
PW 40477
GE 90-85B
GE 90-94B
GE 90-90B
GE 90-115B
Overall
Fan
Maximum
Pressure
Thrust
to Diameter
Thrust (kN)
Ratio
Weight Ratio (m)
360
38
5.15
363
43.9
4.73
2.95
340
41.9
5.4
3.12
409
41.8
5.7
3.12
311
43.9
4.73
2.95
489
42.5
6.2
3.12
343
43
5.2
2.95
343
40
2.84
377
42
3.12
417
42
5.6
3.12
400
42
5.4
3.12
512
42
6.3
3.12
GP-7000
Engine Alliance
Turbofan 2 Shaft
4.74
3.16
6800
6712
363
43.9
4.73
2.95
35
Number of Engines = 4
36
( )
(( )
))
))
( )
Selecting NACA 653-418 airfoil of fineness ratio (t/c ratio) as 0.18
( )
( )
( )
38
Assuming take off at 60% of runway length and accelerating at 20% the
gravitational attraction, where vi is initial velocity during takeoff.
39
( )
( )
Where
value
40
Figure 6.2 Cl vs Angle of attack curve for NACA653418 at angle of attack 0.5 deg
41
Symbol
Re
x/c
5.9106
0.266
6
8.910
0.267
Table 6.1 Airfoil data at various Re.
y/c
-0.052
-0.047
Angle of CL max
attack
18
1.42
18
1.51
42
Figure 6.3 Drag polar curve forNACA653418 at angle of attack 0.5 deg
43
Figure 6.4 Variation of local velocity with the free stream velocity
44
Hence by comparing v and aM SL and aalt it is clear that the shock wave is
formed.
In order to avoid this unwanted phenomenon we need to sweep the wing.
Critical Mach number:
If the maximum velocity reached on the upper surface is equal to the lowest
possible value of speed of sound then the velocity V will be critical velocity
which corresponds to critical Mach number
Or simply M x/c= 0.46 =1
(
45
46
For 1000 km/hr or 277.77 m/s speed we get the sweep to avoid shock on upper
surface as
Where
On simplifying we get :
47
cr (m)
ct (m)
(deg)
(rad)
8.695
8.695
0.000
0.000
0.9
9.153
8.237
0.025
1.435
0.8
9.661
7.729
0.053
3.028
0.7
10.229
7.161
0.084
4.802
0.6
10.869
6.521
0.118
6.786
0.5
11.593
5.797
0.157
9.015
0.4
12.421
4.969
0.201
11.529
0.3
13.377
4.013
0.251
14.372
0.2
14.492
2.898
0.307
17.595
0.1
15.809
1.581
0.371
21.251
17.390
0.000
0.443
25.384
Hence:
48
49
Typically main landing gear takes around 90 % of load and the Nose landing
gear takes around 10% of total load.
Load taken by wheels in nose landing gear = 0.1 4983820.113
= 498.382 kN
Load taken by wheels in main landing gear = 0.9 4983820.113
= 4485.438 kN
Nose Landing Main Landing
Gear
Gear
4
20
Number of wheels
Total load supported
(kN)
498.382
Load taken by each
wheel (kN)
124.5955
Tyre Pressure (psi)
200
Tyre Pressure (bar)
14.28
Table 7.1 Load Distribution
4485.438
224.2719
200
14.28
50
Figure 7.1 Typical tyre pressures - taken from Aircraft design: Conceptual Approach by Daniel P. Raymer
Figure 7.2 Emprical relations and constants for tyre selection - taken from Aircraft design: Conceptual Approach by
Daniel P. Raymer
51
Contact area:
From figure the contact area will be neither rectangular nor elliptic but a
combination of both.
(
(
(
)
)
)
Hence Rt rolling radius for nose landing gear assembly has reduced by 6.667%
of the wheel radius
52
Contact area:
(
(
(
)
)
)
53
54
8. Dimensional estimates
8.1. Basic Dimensions:
Span to height ratio
55
A.Rh =4.5
56
Figure 8.2 Local velocity vs free stream velocity for NACA 0012 airfoil
57
58
59
At x/c = 0.125
(
M x/c= 0.125 =1
(
60
For 1000 km/hr or 277.77 m/s speed we get the sweep to avoid shock on upper
surface as
Where
c rh
c th
(rad)
1
4.60
4.60
0.9
4.84
4.36
0.8
5.11
4.09
0.7
5.41
3.79
0.6
5.75
3.45
0.5
6.13
3.07
0.4
6.57
2.63
0.3
7.08
2.12
0.2
7.67
1.53
0.1
8.37
0.84
0
9.20
0.00
Table 8.1 Variation of taper angle of horizontal tail
0.00
0.00
0.01
0.76
0.03
1.60
0.04
2.55
0.06
3.60
0.08
4.80
0.11
6.16
0.13
7.72
0.17
9.53
0.20
11.64
0.25
14.13
for various taper ratio
Taking h as 0.4
crh = 6.5729 m
cth = 5.797 m
61
Hence:
A.Rv =0.9
62
crv
ctv
1 7.981454716 7.981454716
0.9 8.40153128 7.561378152
0.8 8.868283017 7.094626414
0.7 9.389946724 6.572962707
0.6 9.976818394 5.986091037
0.5 10.64193962 5.32096981
0.4 11.40207817 4.560831266
0.3 12.2791611 3.68374833
0.2 13.30242453 2.660484905
0.1 14.51173585 1.451173585
0 15.96290943
0
Table 8.2 Variation of taper angle of vertical
(rad)
0
0
0.02299242
1.317407458
0.048510003
2.779500429
0.076953376
4.40923372
0.108800855
6.23401364
0.144623174
8.286541884
0.185098527
10.60567718
0.231024637
13.23712703
0.283320456
16.23354517
0.343001791
19.6531346
0.411098972
23.55493075
tail for various taper ratio
Taking t as 0.7
crt = 9.389 m
ctt = 6.5729 m = c hr
Hence:
63
9. Preparation of Layout
Configuration: Anhedral high wing, T-Tail configuration.
Nose radius rn= 3m
Where X is the location of wing root L.E. from the nose fuselage and Xfinal is the
location of cg from L.E at root.
Xfinal = 0.35 (Xc r -Xc t )
Xfinal =11.59 m
Substituting the values from condition 1 in the above equation:
Fence the wing root L.E. has to be fixed at 14.645 m from nose.
That is from nose cg lies at 14.645 +11.69 = 26.223 m
64
65
Condition 1
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
6.086
12.172
3600
37500
35316
367875
214933.176
4477774.5
18.641
22.641
22.641
22.641
1149.19
21600
43200
95280.42
11273.5539
211896
423792
934700.9202
210150.3182
4797537.336
9595074.672
21162563.53
22.641
10800
105948
2398768.668
30.3211
30.321
7200
37500
70632
367875
2141639.935
11154337.88
Horizontal
11 stabilizer
45.367
6400
62784
2848321.728
Vertical
12 Stabilizer
48.501
3200
267699.61
Fixed
equipments
Excess mass
Fuselage mass
Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
4
5
6
7
Total
Cg from Nose
31392
1522543.392
2626133.174
60531705.13
23.04974695
S.No
1
2
3
4
5
cg from
L.E.
Root
508034.18
4983815.306
96223430.63
67
68
69
Condition 2
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
Fixed
4 equipments
5 Excess mass
6 Fuselage mass
7 Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
Horizontal
11 stabilizer
6.086
12.172
3600
0
35316
0
214933.176
0
18.641
22.641
22.641
22.641
1149.19
21600
43200
19056.084
11273.5539
211896
423792
186940.184
210150.3182
4797537.336
9595074.672
4232512.707
22.641
10800
105948
2398768.668
30.3211
30.321
7200
0
70632
0
2141639.935
0
45.367
6400
62784
2848321.728
48.501
3200
116475.274
Vertical
12 Stabilizer
Total
Cg from Nose
31392
1522543.392
1142622.438
27969541.93
24.47837623
S.No
1
2
3
4
5
cg from
L.E.
Root
237502.188
2329896.464
45942459.12
70
Condition 3
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
Fixed
equipments
Excess mass
Fuselage mass
Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
6.086
12.172
3600
18750
35316
183937.5
214933.176
2238887.25
18.641
22.641
22.641
22.641
1149.19
21600
43200
95280.42
11273.5539
211896
423792
934700.9202
210150.3182
4797537.336
9595074.672
21162563.53
22.641
10800
105948
2398768.668
30.3211
30.321
7200
18750
70632
183937.5
2141639.935
5577168.938
45.367
6400
62784
2848321.728
48.501
3200
230199.61
4
5
6
7
Horizontal
11 stabilizer
Vertical
12 Stabilizer
Total
Cg from Nose
S.No
1
2
3
4
5
cg from
L.E.
Root
31392
1522543.392
2258258.174
52715648.94
23.34349967
470534.18
4615940.306
88407374.45
71
Condition 4
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
Fixed
equipments
Excess mass
Fuselage mass
Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
6.086
12.172
3600
18750
35316
183937.5
214933.176
2238887.25
18.641
22.641
22.641
22.641
1149.19
21600
43200
19056.084
11273.5539
211896
423792
186940.184
210150.3182
4797537.336
9595074.672
4232512.707
22.641
10800
105948
2398768.668
30.3211
30.321
7200
18750
70632
183937.5
2141639.935
5577168.938
45.367
6400
62784
2848321.728
48.501
3200
153975.274
4
5
6
7
Horizontal
11 stabilizer
Vertical
12 Stabilizer
Total
Cg from Nose
S.No
1
2
3
4
5
cg from
L.E.
Root
31392
1522543.392
1510497.438
35785598.11
23.69126701
275002.188
2697771.464
53758515.31
72
Condition 5
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
Fixed
equipments
Excess mass
Fuselage mass
Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
6.086
12.172
3600
0
35316
0
214933.176
0
18.641
22.641
22.641
22.641
1149.19
21600
43200
19056.084
11273.5539
211896
423792
186940.184
210150.3182
4797537.336
9595074.672
4232512.707
22.641
10800
105948
2398768.668
30.3211
30.321
7200
0
70632
0
2141639.935
0
45.367
6400
62784
2848321.728
48.501
3200
116475.274
4
5
6
7
Horizontal
11 stabilizer
Vertical
12 Stabilizer
Total
Cg from Nose
S.No
1
2
3
4
5
cg from
L.E.
Root
31392
1522543.392
1142622.438
27969541.93
24.47837623
237502.188
2329896.464
45942459.12
73
Condition 6
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
Fixed
equipments
Excess mass
Fuselage mass
Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
6.086
12.172
3600
37500
35316
367875
214933.176
4477774.5
18.641
22.641
22.641
22.641
1149.19
21600
43200
47640.21
11273.5539
211896
423792
467350.4601
210150.3182
4797537.336
9595074.672
10581281.77
22.641
10800
105948
2398768.668
30.3211
30.321
7200
37500
70632
367875
2141639.935
11154337.88
45.367
6400
62784
2848321.728
48.501
3200
220059.4
4
5
6
7
Horizontal
11 stabilizer
Vertical
12 Stabilizer
Total
Cg from Nose
S.No
1
2
3
4
5
cg from
L.E.
Root
31392
1522543.392
2158782.714
49950423.36
23.13823575
385826.685
3784959.78
74567893.67
74
Condition 7
S.No
Components
1 Crew
Nose landing
2 gear
3 Payload bay 1
6.086
12.172
3600
18750
35316
183937.5
214933.176
2238887.25
18.641
22.641
22.641
22.641
1149.19
21600
43200
47640.21
11273.5539
211896
423792
467350.4601
210150.3182
4797537.336
9595074.672
10581281.77
22.641
10800
105948
2398768.668
30.3211
30.321
7200
18750
70632
183937.5
2141639.935
5577168.938
Horizontal
11 stabilizer
45.367
6400
62784
2848321.728
Vertical
12 Stabilizer
48.501
3200
182559.4
Fixed
equipments
Excess mass
Fuselage mass
Fuel in fuselage
Main landing
gear assembly
8 1
Main landing
gear assembly
9 2
10 Payload bay 2
4
5
6
7
Total
Cg from Nose
S.No
1
2
3
4
5
cg from
L.E.
Root
31392
1522543.392
1790907.714
42134367.17
23.52682209
348326.685
3417084.78
66751837.49
75
Details
Variation
percentage
CG % of MAC
in
0.3500
0.3794
0.0000
7.7421
0.3819
0.3652
8.3523
4.1671
0.3573
2.0531
No payload + Reserve
6 fuel
7 Full payload + Half fuel
0.3819
0.3819
8.3523
8.3523
0.3613
3.1366
76
Where
Engine:
Horizontal Stablizer:
77
Vertical Stablizer:
Flap:
78
Components
1 Fuselage
2 Engine
Wetted
Surface
area
Permanent components
56
31.3706
3 Horizontal Stablizer
4 Vertical Stablizer
95.256
57.154
0.03
0.03
1.68
0.941118
0.0052
0.0052
0.495331
0.297201
3.41365
Temporary Components
Nose Landing Gear
1.4996
0.12
0.179952
7.197
0.12
0.86364
4.7984
0.12
0.575808
1.6194
1.21032
1.5129
i
ii
75.645
75.645
0.016
0.02
0.005375
0.00255
0.001906
0.002382
Landing Performance:
Cruise Performance:
79
CL
-0.5
-0.4
-0.3
-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
1.1
1.2
KCL
0.011841886
0.007578807
0.004263079
0.001894702
0.000473675
0
0.000473675
0.001894702
0.004263079
0.007578807
0.011841886
0.017052315
0.023210096
0.030315228
0.03836771
0.047367543
0.057314727
0.068209262
Takeoff
Landing
Cruise
CD Takeoff
CD Landing
CD Cruise
(L/D)cruise
0.027172886
0.027648886
0.022716886
-22.0100592
0.022909807
0.023385807
0.018453807
-21.6757443
0.019594079
0.020070079
0.015138079
-19.8175741
0.017225702
0.017701702
0.012769702
-15.662073
0.015804675
0.016280675
0.011348675
-8.81160102
0.015331
0.015807
0.010875
0
0.015804675
0.016280675
0.011348675
8.81160102
0.017225702
0.017701702
0.012769702
15.662073
0.019594079
0.020070079
0.015138079
19.8175741
0.022909807
0.023385807
0.018453807
21.6757443
0.027172886
0.027648886
0.022716886
22.0100592
0.032383315
0.032859315
0.027927315
21.4843421
0.038541096
0.039017096
0.034085096
20.5368352
0.045646228
0.046122228
0.041190228
19.4220826
0.05369871
0.05417471
0.04924271
18.2768171
0.062698543
0.063174543
0.058242543
17.16958
0.072645727
0.073121727
0.068189727
16.1314621
0.083540262
0.084016262
0.079084262
15.1736891
80
Drag Polar
1.4
1.2
1
0.8
0.6
CL
Takeoff
0.4
Cruise
0.2
Landing
0
-0.2
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
0.09
-0.4
-0.6
CD
Figure 10.1 Drag Polar curve for Entire Aircraft during takeoff, cruise and Landing
L/D
25
L/D
20
15
10
L/D
5
0
0
0.5
1.5
2.5
CL
Figure 10.2 L/D vs. CL for Entire aircraft at cruise
(L/D)max= 22
81
Thrust in N
Thousands
2000
1500
Thrust Available
Tr at w1
1000
Tr at w2
500
Tr at w3
0
0
-500
200
400
600
Velocity
82
Thousands
Thrust in N
Thrust values at 11 km
900
800
700
600
500
400
300
200
100
0
Thrust avaliable
Tr at w1
tr at w2
Tr at w3
100
200
300
400
500
Velocity
Thousands
Thrust in N
Thrust values at 25 km
3000
2500
2000
Thrust avaliable
1500
Tr at w1
1000
tr at w2
500
Tr at w3
0
0
100
200
300
400
500
Velocity
83
Reference:
Websites:
www.airminded.org
www.aviationexplorers.com
www.flightglobal.com
www.jet-engine.net
www.wikipedia.org
www.worldaircraftsearch.com
www.worldofkrauss.com
Books:
84