Adp I

Aircraft Design Project I
1

4/11/2010

Semester 6

Business Jet Designing
2

SRINIVASAN ENGINEERING COLLEGE
PERAMBALUR-621212
(AFFILIATED TO ANNA UNIVERSITY, TIRUCHIRAPALLI)

DEPARTMENT OF
AERONAUTICAL ENGINEERING
AE-1354 AIRCRAFT DESIGN PROJECT 1
RECORD NOTE BOOK

Name : Geen Paul V
Reg. No. : 82307141008
Semester : Sixth
3

ACKNOWLEDGEMENT

We convey our sincere thanks to the chairman of our college, A. SRINIVASAN
for giving us the inspiration and providing all facilities for the execution of this
project.
We convey our heartiest thanks to the respected principal of our college,
DR. N.JAYARAMAN for providing us, the necessary infrastructure for successful
completion of our project.
We extend our sincere thanks to head to head of the department,
G.MAHENDRA PERUMAL who has given us constructive criticism and valuable
suggestion for successful completion of this project.
We convey our heartiest thanks to our guide, P.MANIKANDAN for his
valuable guidance and advice to complete this project work easily and successfully.
We also thank other staff members and our friends for all their contributions
in making this project possible.

4

TABLE OF CONTENTS
CHAPTERS PAGES
Abstract IV
Introduction V
Literature survey VI
1. Mission requirements 1
2. 3 View diagrams 3
3. Flight phases 6
4. Weight estimation 8
4.1 Engine startup & take off 8
4.2 Climb and accelerate to cruise 8
4.3 Range 9
4.4 Loiter 9
4.5 Landing 10
4.6 Fuel weight 10
4.7 Available empty weight 11
4.8 Required empty weight 11
4.9 Surplus weight 12
4.10 Final take-off weight 12
Summary of weight estimation 13
5. Estimation of wing loading 14
5

5.1 Wing loading effect on take-off 15
5.2 Wing loading on cruise 18
5.3 Wing loading effect on landing 19
6. Airfoil selection 21
7. Airplane configuration 26
Conclusion 31
References 32

6

ABSTRACT

Information for the Aircraft Data section has been gather and submitted from
a variety of internet and print sources. Reasonable attempts have been made to
ensure accuracy and veracity of sources. When possible, attempts have been made to
use data provided by the aircraft manufacturer. However, this information should not
be used for flight planning or official purposes. The reason is that in many cases,
optimizing one character degrades another.
Aircraft design is a separate discipline of aeronautical engineering different
from analytical disciplines such as aerodynamics, structures, controls, and propulsion.
It is not just the actual layout, but also the analytical processes used to determine
what should be designed and how the design should be modified to better meet the
requirements. Aircraft design can be broken into three major parts conceptual
design, preliminary design, and detail design. We here mainly concentrate on
developing a conceptual design of a Business Jet.
Business jet, private jet or, colloquially, bizjet is a term describing a jet
aircraft, usually of smaller size, designed for transporting groups of business people or
wealthy individuals. Business jets may be adapted for other roles, such as the
evacuation of casualties or parcel deliveries, and a few may be used by public bodies,
governments or the armed forces. The more formal terms of corporate jet, executive
jet, VIP transport or business jet tend to be used by the firms that build, sell, buy and
charter these aircraft. The starting point of any aircraft is to clearly identify its
purpose. With modern Business aircrafts, a proposal for a new design usually comes as
the response to internal studies that aim to project future market needs.

7

INTRODUCTION

Almost all production business jets have had two or three engines, though the
Jetstar, an early business jet, had four. Advances in engine reliability and power have
rendered four-engine designs obsolete, and only Dassault Aviation still builds three-
engine models. The emerging market for so-called "very light jets" and "personal
jets, has seen the introduction of several single-engine designs as well. Almost all
business jets have rear-mounted engines, because the wing is too near the ground for
engines to be slung underneath it.
Airliners are sometimes converted into luxury business jets. Such converted
aircraft are often used by celebrities with a large entourage or press corps, or by
sports teams, but airliners often face operational restrictions based on runway length
or local noise restrictions.
A focus of development is at the low end of the market with small models,
many far cheaper than existing business jets. Many of these fall into the very light jet
(VLJ) category and are used by the air taxi industry. It remains to be seen whether
the new jet manufacturers will complete their designs, or find the market required to
sell their jets at the low prices planned. There are approximately 11,000 business jets
in the worldwide fleet with the vast majority of them based in the United States or
owned by US companies. The European market is the next largest, with growing
activity in the Middle East, Asia, and Central America.
In aircraft design project 1 comparing with our predecessors we are trying
to design a business jet with a maximum seating of 14. Here by using the provided
data, weight and wing loading effects on different phases of aircraft flight is
determined. Apart from these we also select a suitable airfoil for our conceptual
aircraft and their performance characteristics are plotted down.

8

Ex. no: 1
Date:
DEFINITION OF NEW DESIGN

AIM

Design a business jet which can carry 8-14 passengers.

SPECIFICATIONS

GENERAL CHARACTERISTICS

Crew 2+0
Capacity 14+2
Length 30.41 m
Wingspan 30.36 m
Wing area 119.2 m
Height 7.72 m

WEIGHTS

Empty weight 21,800 kg
Loaded weight 34,800 kg
Payload 2,950 kg
Max. Takeoff weight 38,600 kg
Max. Landing weight 34,200 kg
9

Max. Fuel weight 16,000 kg

PERFORMANCE

Maximum speed 0.885M
Cruise speed 904 km/h
Cruise Mach No. 0.85 Mach
Range 10,700 km
Service ceiling 15,500 m
Takeoff distance 1,570 m
Landing distance 880 m

POWERPLANT

Power plant Rolls-Royce BR-725
Power 71.6 KN
Power plant type Turbofans
No. of power plants 2 nos

CABIN

Cabin length 15.3m
Cabin height 1.88m
Cabin width 2.24m
Cabin volume 47.3 m

10

Ex. No: 2
Date:
3 VIEW DIAGRAMS

11

12

13

Ex. no: 3
Date:
FLIGHT PLAN

The above plan one of the most basic and would generally correspond to a civilian
business aircraft (Commercial aircrafts). It consists of flight phases made up of engine
start up and take-off, climb and accelerate to cruise altitude and speed, cruise out to
destination, and landing.

Engine
Startup
Take Off
Climb
Cruise
Loiter
Land
Taxing
14

TERMINOLOGIES

Engine start-up and take-off
The Engine start-up and Take-off is the first phase in any flight plan. It consists
of starting the engines, taxiing to the take-off position, take-off, and climb out. A
good empirical estimate for the weight of fuel used in this phase is from 2.5 to 3 % of
the total take-off weight.
Acceleration to cruise velocity and altitude
After the take-off the aircraft will generally climb to cruise altitude and
accelerate to cruise speed. The estimate for the weight fraction for this phase of the
flight is also found from the empirical data.
Cruise out to destination
For a cruising aircraft the fuel weight fraction can be determined quite well
from an analytical formulation called the Brequet range equation.
Acceleration to high speed (intercept)
The flight phase involves accelerating from the cruise Mach no to a maximum
flight Mach no as part of a high speed intercept.
Return cruise
Return cruise refers to a flight plan in which the aircraft return to its point of
origin to land for a flight plans in which the landing destination is different from
where it took-off, return cruise can be viewed as the second half of the cruise phase.
In either case return cruise treated exactly like cruise out with two possible
exceptions: Loss of fuel weight, Increase in altitude due to decrease in weight.
Loiter
The loiter phase consist of cruising for specified amount of time over a small
region. Loiter is usually built into the fight plan to allow for delays prior landing. For
this phase the fuel weight fraction is derived an analytical expression called the
endurance equation.
Landing
The final phase of the flight plan is landing. As an estimate of the fuel weight
fraction used at landing, we use the same empirical formula that was used for start-
up and take-off.

15

Ex. no: 4
Date:
PRELIMINARY ESTIMATION OF WEIGHT

Engine start-up & take-off:
The engine start-up and take-off is the first phase, which consist of starting the
engines, taxing to the take-off position, take-off, and climb out. A good empirical
estimate for the weight of fuel used in this phase is from 2.5 to 3.0 percent of the
total take-off weight. Therefore,

This final weight will be the initial weight at the climb and accelerate to cruise
conditions.
Climb & accelerate to cruise condition:
After take-off, the aircraft will generally climb to cruise altitude and
accelerate to cruise speed. When accelerating from Mach 0.1 up to approximately
Mach 1, there is only a small decrease in the weight of fuel,

This final weight will be the initial weight at the cruise out to destination.
16

Cruise out to destination:
For a cruising aircraft, the fuel weight fraction can be determined quite well
from an analytic formulation called the Briquette range equation. For turbo-jet the
range can be calculated by,

() (
)
(
)
(

This final weight will be the initial weight at loiter.
Loiter:
Loiter phase consists of cruising for a specified amount of time over a small
region. Loiter time is usually built into the flight plan to allow for delays prior to
landing. However, reconnaissance aircraft could have the loiter endurance as the
primary mission. For this phase, the fuel weight fraction is derived from an analytic
Exaction called the Endurance equation. For turbo-jet the range can be calculated by,

)
After cruise out to destination the initial weight was kg. And its endurance is
2700 sec.

)
17

() (
)
(
)
(
)
(

This final weight will be the initial weight at landing.
Landing:
The final phase of the flight plan is landing. As an estimate of the fuel weight
fraction used at landing, we use the same Empirical formula that was used for start-
up and take-off, namely,

This is the final weight after the flights operation.
Fuel weight:
The difference between the initial weight at engine start up and take off to the
final weight after the landing is called as fuel weight.

18

The fuel used during the flights operation was kg.
Available empty weight:
The empty weight of the aircraft can be determine from the difference of the
initial weight at engine start up and take off to the sum of fuel weight and payload.
[ ]

The available empty weight of the aircraft was 21,770kg
Required empty weight:
The product of structural factor and the initial weight at engine start up and
take off gives as the required empty weight.

Where, the structural factor S was calculated by

And for jet, A = 1.02 & C = -0.06

Then,

The required empty weight of the aircraft was kg.

19

Surplus weight:
The difference of the available empty weight to the required empty weight
gives as surplus weight.

The surplus weight of the aircraft was - kg.
Final take-off weight:
The difference of the initial weight at engine start up and take off to the
surplus weight gives as the final take-off weight.
()

The final take-off weight of the aircraft was kg.

20

Weight estimation summary

Engine start-up & take-off
Climb & accelerate to cruise condition
Cruise out to destination
Loiter
Landing
Fuel weight kg.
Available empty weight
Required empty weight kg.
Surplus weight - kg.
Final take-off weight kg.

21

Ex. no: 5
Date:
WING LOADING

Once the weight estimate for the conceptual aircraft is completed for
each phase of the flight plan, the next step in the design is the selection of wing
loading. In aerodynamics, wing loading is the loaded weight of the aircraft divided by
the plan form area of the wing (
). The faster an aircraft flies, the more lift is

produced by each unit area of wing, so a smaller wing can carry the same weight in
level flight, operating at a higher wing loading. Correspondingly, the landing and
take-off speeds will be higher. The high wing loading also decreases maneuverability.
The same constraints apply to birds and bats.
The wing loading is selected by considering the principle mission
objectives of the aircraft. All of the following parts of a flight plan are affected by
the wing loading.
Take-off and landing
Climb and acceleration
Range
Flight ceiling
Glide rate

The effect of wing loading on different flight phases are examined in detail
in the following sections.

22

WING LOADING EFFECT ON TAKE-OFF
In this section the influence of wing loading on the take-off distance and
first estimate of take-off distance has been determined. For this, we use historical
data and a take-off parameter, TOP.
(

The empirical estimate of the take-off distance, S
TO
is
() ()()
Two parameters that can be used to control the take-off distance are thrust
to weight ratio and maximum lift coefficient. The effect of T/W is larger for smaller
lift coefficients and does provide an effective means of reducing the take-off
distance. However, too large of a thrust to weight ratio can lead to poor fuel
economy at cruise.
Assumptions:
(W/S)
to
= lbs/ft
2

C
L max
= 1.62.2
(
= 0.20.35
= 0.9711 for 1000ft operating above sea level.
For aircraft, Cl
max
= 2.2
(
= 0.3

(
() ()()

23

For different values of TOP we get different S
TO
values.
(lbs/ft
2
)
TOP(lbs/ft
2
) STO(ft)
0 0 0
110 171.6267 4190.099
120 187.2291 4543.008
130 202.8315 4894.82
140 218.434 5245.66

Plot of vs S
TO

It is clear from Eq. (a) that having an excessively large wing loading at take-off can
lead to larger take-off distances. This is illustrated in the above graph, which shows the
take-off distance versus wing loading for our conceptual business aircraft. This is based on
0
1000
2000
3000
4000
5000
6000
0 20 40 60 80 100 120 140 160
S
T
O

i
n

(
f
t
)

W/S in (lbs/ft
2
)
W/S Vs S
TO
24

an assumed thrust to weight ratio of 0.3, and CLmax = 2.2. For this T/W, the take-off is nearly
linear with wing loading.
For various values of C
Lmax
Vs S
TO
at different T/W values, we get

CLmax
STO @
T/W=0.2
STO @
T/W=0.24
STO @
T/W=0.3
STO @
T/W=0.35
1.6 8835.316 7221.167 6145.067 5376.425
1.8 7894.84 6460.041 5503.508 4820.27
2 7140.449 5849.13 4988.25 4373.336
2.2 6521.661 5347.734 4565.117 4006.104

Plot of C
Lmax
vs. S
TO

C
Lmax
also has a drastic effect on take-off distance because it is one of the
parameters associated with the wings. If the C
L
>C
Lmax
, then the aircraft will stall. If
Cl<C
Lmax
then the aircraft will not take off. So a particular take-off distance is
required to attain optimum C
Lmax
. And the above graph gives us the optimum C
Lmax
for
our aircraft depending upon our take off distance and T/W ratio.
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
1.6 1.8 2 2.2
S
T
O

C
Lmax

Chart Title
0.2
0.25
0.3
0.35
25

WING LOADING ON CRUISE
When range is a principle mission objective, the wing loading should be
selected so that the altitude where weight equals lift corresponds to where the thrust
specific fuel consumption is also maximum. For a fixed wing area, the change in
weight results in a reduction in the wing loading during cruise
At cruise, weight equals lift so that the wing loading is
(

The lift coefficient can be estimated at this stage using

()( )
0.094
Average value of weight at cruise start and cruise end,

Therefore, substituting for C
L
and q, the wing loading at cruise is
(
)

2

26

WING LOADING EFFECT ON LANDING

Here we again utilize historical data that has leads to a correlating
parameter called the landing parameter that relates the wing loading to the landing
distance.
(

With the above correlating factor, the empirical estimate for landing
distance, S
L
is

()
The above Eq. indicates that the shorter landing distance can be accomplished by a
combination of lower wing loading at landing and a higher CLmax. Since the wing loading
affects other parts of the flight plan, obtaining a higher lift coefficient is generally the
approach used to minimize the landing distance.
(

For diff. values of C
L max
,

SL = 118(LP) + 400
CL max LP1(lbs/ft
2
) LP2(lbs/ft
2
)
1.6 246.3161 213.4756
1.8 218.9476 189.7561
2 197.0529 170.7805
2.2 179.139 155.255
27

For diff. values of C
L max
,

Plot of graph between C
L max
Vs. S
L

The effect of maximum lift coefficient on the landing distance is
illustrated in the above plot for the conditions of the conceptual cargo aircraft. This
is shown for two different loadings. The lower is representative of the aircraft after
flying its maximum range. The latter corresponds to the land with half of its take-off
fuel weight left.
0
1000
2000
3000
4000
5000
6000
7000
1.6 1.8 2 2.2
S
L

C
L max

Chart Title
sl1
sl2
CL max SL 1(m)

SL 2(m)
1.6 6353.154 5559.44
1.8 5691.692 4986.169
2 5162.523 4527.552
2.2 4729.566 4152.32
28

Ex. No: 6
Date:
SELECTION OF AIRFOIL

AIM:
To study the parameters involved in the airfoil and select the appropriate airfoil for the
considered aircraft.
INTRODUCTION:
In the early days of aviation, airfoil design was in its infancy and designers depended on
crude rules of thumb to develop the shapes used on their aircraft. Before long, a few very
successful shapes were found and applied to many airplanes by a wide variety of manufacturers
even though they had little idea of why they worked so well. By the early 1930s, the National
Advisory Committee for Aeronautics (NACA) in the US began an effort to more systematically
design and test new airfoils. These new airfoils shapes were developed mostly from geometric
equations. In all these cases, the airfoils were tested in wind tunnels to determine their lift and
drag performance at different angles of attack and airspeeds.
DEFINITION:
An airfoil-shaped body moved through a fluid produces a force perpendicular to the
motion called lift. Subsonic flight airfoils have a characteristic shape with a rounded leading
edge, followed by a sharp trailing edge, often with asymmetric camber.A fixed-wing aircraft's
wings, horizontal, and vertical stabilizers are built with airfoil-shaped cross sections. Airfoils are
also found in propellers, fans, compressors and turbines.
Airfoil design is a major fact of aerodynamics. Various airfoils serve different flight
regimes. Asymmetric airfoils can generate lift at zero angle of attack, while a symmetric airfoil
may better suit frequent inverted flight as in an aerobatic airplane. In the region of the ailerons
and near a wingtip a symmetric airfoil can be used to increase the range of angles of attack to
avoid spin-stall.
29

CLASSIFICATION OF AIRFOIL:
BASED ON THE SHAPE:
1. Symmetrical
2. Semi-Symmetrical
3. Flat Bottom
4. Modified Flat Bottom
5. Under-cambered
6. Reflexed
BASED ON NACA NOMENCLATURE:
1. 4 Digit series
2. 5 Digit series
3. 6 Digit series
BASED ON APPLICATION:
1. Low speed airfoils (Subsonic airfoils) cambered airfoil with curved top and bottom
surface with sharp trailing edge.
2. Modern speed airfoils flat top surface and curved bottom surface with cusped
trailing edge.
3. High speed airfoils (Supersonic airfoils) sharp leading and trailing edge i.e, similar to
symmetrical wedge.

30

AIRFOIL TERMINOLOGIES:
1. The mean camber line is a line drawn midway between the upper and lower surfaces.
2. The chord line is a straight line connecting the leading and trailing edges of the airfoil, at
the ends of the mean camber line.
3. The chord is the length of the chord line and is the characteristic dimension of the airfoil
section.
4. The maximum thickness and the location of maximum thickness are expressed as a
percentage of the chord.
5. For symmetrical airfoils both mean camber line and chord line pass from centre of gravity
of the airfoil and they touch at leading and trailing edge of the airfoil.
6. The aerodynamic center is the chord wise length about which the pitching moment is
independent of the lift coefficient and the angle of attack.
7. The center of pressure is the chord wise location about which the pitching moment is
zero.

FIG 1 AIRFOIL NOMENCLATURE
31

BASIC RESULTS:
i. According to thin airfoil theory, lift coefficient of a symmetric airfoil of infinite wingspan is
given as
2
l
C

ii. The section lift coefficient of a cambered airfoil of infinite wingspan is given as
2
0

l l
C C

Where
l
C =coefficient of lift of an airfoil
=angle of attack
0 l
C = coefficient of lift at zero angle of attack
iii. Also the lift curve slope of any airfoil shape (a) is constant and is given as
d
dC
a
l
= 2
REQUIREMENTS FOR A GOOD WING DESIGN:
Any section of the wing cut by a plane is called airfoil i.e., any cross sectional shape of
the wing is called airfoil. Thus for good wing design, the shape and characteristics of the airfoil
is very important. The basic needs of the better wing design are given below,
1. High coefficient of lift at slow speeds to reduce landing speed with adequate stall margin.
2. Low induced drag through high aspect ratio and an elliptical lift distribution.
3. Tip stall margin by adequate maximum lift coefficient and washout.
4. Low drag at high speeds and low lift coefficients for good wind penetration.
32

5. Enough airfoil thickness for a strong and stiff spar.
6. Gentle stalls characteristics.
SPECIFICATIONS:
The parameters in the following table are specified to design an airfoil for our
considered aircraft. Values for the parameters are usually determined from the preliminary
design calculations and literature survey. The specifications are often refined during the airfoil
design process and performance calculations.
S.NO PARAMETER VALUE
1. Min lift coefficient
2. Max lift coefficient
3. Stall angle
4. Thickness
5. Lift curve slope
6. Leading edge radius
7. Trailing edge angle
8. Flow nature during cruise
9. chord
10. Max L/D ratio
With these above mentioned specifications, the suitable airfoil is selected based on our
requirement and plotted in FIG 2 and its characteristics are shown in FIG 3.

RESULT:
Thus the study of airfoil is carried and suitable airfoil is selected and plotted for our
aircraft.

33

Ex. No: 7
Date:
AIRPLANE CONFIGURATION
AIM:
To study the configuration of different parts of airplane for selecting the suitable
parameters based on the requirements needed to design the considered airplane.
INTRODUCTION
An aircraft is a vehicle which is able to fly by being supported by the air, or in general, the
atmosphere of a planet. An aircraft counters the force of gravity by using either static lift (as
with balloons, blimps and dirigibles) or by using the dynamic lift of an airfoil (as with vehicles
that plane the air with wings in a straight manner, such as airplanes and gliders, or vehicles that
generate lift with wings in a rotary manner, such as helicopters or gyrocopters), or a thrust lift
from jet engines.
Although rockets and missiles also travel through the atmosphere, most are not considered
aircraft because they use rocket thrust instead of aerodynamics as the primary means of lift.
However, rocket planes and cruise missiles are considered aircraft if they rely on lift from the
air.
CLASSIFICATION

A. Based on lift:
1. Lighter than air AEROSTATS
Aerostats use buoyancy to float in the air in much the same way that ships float on the water.
They are characterized by one or more large gasbags or canopies, filled with a relatively low
density gas such as helium, hydrogen or hot air, which is less dense than the surrounding air.
34

When the weight of this is added to the weight of the aircraft structure, it adds up to the same
weight as the air that the craft displaces.
E.g.: kites, hot air balloons

2. Heavier than air AERODYNES
Heavier-than-air aircraft must find some way to push air or gas downwards, so that a
reaction occurs (by Newton's laws of motion) to push the aircraft upwards. This dynamic
movement through the air is the origin of the term aerodyne. There are two ways to produce
dynamic up thrust. They are,

1. Aerodynamic lift.
Aerodynamic lift is the most common, with fixed-wing aircraft being kept in the air by the
forward movement of wings, and rotorcraft by spinning wing-shaped rotors sometimes called
rotary wings. A wing is a flat, horizontal surface, usually shaped in cross-section as an aerofoil.
To fly, air must flow over the wing and generate lift

2. Powered lift.
In this case of powered lift, engine thrust plays an important role. Here the aircraft directs its
engine thrust vertically downwards.
E.g. VTOL (Vertical Take Off and Landing)
STOL (Short Take Off and Landing)
35

A pure rocket is not usually regarded as an aerodyne, because it does not depend on the air for
its lift. However, many aerodynamic lift vehicles have been powered or assisted by rocket
motors. Rocket-powered missiles which obtain aerodynamic lift at very high speed due to
airflow over their bodies
B. Based on wings
1. Fixed wing.
Aircraft can also be categorized by their configurations. One measure is the number of wings,
and the styles include monoplanes, with a single wing (that is, on either side of the fuselage);
biplanes, with two wings, one atop the other; and even, though rarely, triplanes and quad
planes.
Some of the other measures used to configure the wings are listed below
Wing support Braced or cantilever, rigid or flexible.
Wing plan form Including aspect ratio, angle of sweep and any variations along the
Span (including the important class of delta wings).
Location of the horizontal stabilizer high, mid and low wing.
Dihedral angle positive, zero or negative (anhedral).
Empennage:
Most fixed-wing aircraft feature a tail unit or empennage incorporating vertical and often
horizontal stabilizing surfaces. Normally the empennage is classified based on the location of
horizontal and vertical surfaces i.e., conventional, cruciform, triple tail, V tail, twin tail etc.,
2. Rotary wing or rotor craft.
36

Rotorcraft, or rotary-wing aircraft, uses a spinning rotor with airfoil section blades (a rotary
wing) to provide lift.
E.g. helicopters, autogyros, gyrodynes etc.,
Helicopters have powered rotors. The rotor is driven (directly or indirectly) by an engine and
pushes air downwards to create lift. By tilting the rotor forwards, the downwards flow is tilted
backwards, producing thrust for forward flight.
Autogyros or gyroplanes have unpowered rotors, with a separate power plant to provide
thrust. The rotor is tilted backwards. As the autogyro moves forward, air blows upwards
through it, making it spin.(cf. Autorotation)
Gyrodynes are a form of helicopter, where forward thrust is obtained from a separate
propulsion device rather than from tilting the rotor.
C. Based on propulsion
Based on the propulsion the aircraft is classified in to two types.
Propeller powered aircraft
Jet powered aircraft
Propeller powered aircraft
A propeller comprises a set of small, wing-like airfoil set around a central hub which
spins on an axis aligned in the direction of travel. Spinning the propeller creates aerodynamic
lift, or thrust, in a forward direction.
2. Jet powered aircraft
37

Air-breathing jet engines provide thrust by taking in air, burning it with fuel in a
combustion chamber, and accelerating the exhaust rearwards so that it ejects at high speed.
The reaction against this acceleration provides the engine thrust.
Jet engines can provide much higher thrust than propellers, and are naturally efficient at higher
altitudes, being able to operate above 40,000 ft (12,000 m). They are also much more fuel-
efficient at normal flight speeds than rockets. Consequently, nearly all high-speed and high-
altitude aircraft use jet engines.
Some engines in a jet powered aircraft use a spinning turbine to create airflow for takeoff and
to provide thrust. (E.g. turbojet, turbofan) . Use of a turbine is not absolutely necessary.
Because some supersonic jet powered aircraft cannot use turbine to create airflow. (E.g.
ramjet, scramjet) . These designs require an existing airflow to work and cannot work when
stationary, so they must be launched by a catapult or rocket booster.
D. Based on use
The major distinction in aircraft types is between military aircraft, which includes not just
combat types but many types of supporting aircraft, and civil aircraft, which include all non-
military types.
The basic classification of aircraft based on their use are listed below,
Military
Civil
Commercial
General aviation It includes business jets , trainers, homebuilt, aerobatic types, racers,
gliders, Firefighters, medical transports, and cargo transports.
Experimental
Model aircraft.
38

RESULT
Thus, the different configurations are studied and wing geometry and propeller devices are
selected based on the requirements needed.

39

CONCLUSION

This aircraft project has shown how, for a relatively simple aircraft, the design
process is taken from the initial consideration of the operational requirements to the
end of the concept design phase. The intervening stages have shown how the aircraft
design evolves during this process. This showed that the initial configurational
assumptions for weight and wing loadings, based on data from existing aircraft, were
found to be in error because of the unique operational performance of the aircraft. A
more efficient aircraft layout was identified.
In this conceptual stage, several technical aspects of the design have not been
fully analyzed. These include:

The stability and control analysis of the aircraft.
Engine selection.
Structural design and material selection.
Fuselage and wing load distribution.
These make calculations much complicated which may be laborious. Also there
might arise many debatable topics in our design and hidden loose strings. The overall
design was relatively successful. Most of the characteristics that were initially
proposed were closely met in the design and should be a competitive one the market
of comparable aircraft.

40

REFERENCES

Aircraft Design : A Conceptual Approach , by Daniel P. Raymer
Aircraft Design , by Thomas C. Corke
Jane's All The World's Aircraft , by Paul Jackson
Theory Of Wing Sections , by Habott and Albert Doenhoff
www.wikipedia.com
www.google.com
www.jawa.janes.com

Adp I

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Adp I

Uploaded by

Copyright:

Available Formats

Aircraft Design Project I

). The faster an aircraft flies, the more lift is

You might also like