DESIGN OF BUSINESS JET AIRCRAFT

(Aerodynamic Design, Phase-1)

By

Corneulius Paul 311013101011

Joshwa Rajan 311013101032
Karthick.S.M 311013101035
Kishan.S.R 311013101042

Under the guidance of

Mr. S. Venkataramanan,
Dept. of Aeronautical Engineering,
KCG College of Technology.

A report submitted to the aeronautical department for the completion of B.E. DEGREE.

Chennai
April 2016

1
 BONAFIDE CERTIFICATE

This is to certify that the design project report titled BUSINESS JET AIRCRAFT being
submitted by Corneulius Paul (311013101011),Joshwa Rajan(311013101032),
Karthick.S.M (311013101035) and Kishan.S.R (311013101042) to the Department of
Aeronautical Engineering, KCG College of Technology, Chennai, as for the partial
fulfillment of the requirements for the award of degree of Bachelor of Engineering. This
is a Bonafide Record of the work out this group under my supervision and guidance in
the even semester of the academic year 2015-2016

Mr. S. Venkataramanan, Prof. Azad Ahmed

Staff In charge, Head of the Department,
Aeronautical Engineering, Aeronautical Engineering,
KCG College of Technology, KCG College of Technology,
Chennai - 97. Chennai - 97.

Internal Examiner External Examiner

2
 ACKNOWLEDGEMENT
We take immense pleasure in thanking our honorable chairperson Mrs. ELIZABETH
VARGHESE for having provided us with all necessary facilities required in developing
our project successfully.
We thank our honorable director Mrs. ANNIE JACOB for providing us a beautiful
environment for doing our project successfully.
We thank our principal Dr. T. RENGARAJA our vice principal academics Dr.
SUMATHI POOBAL for their motivation and encouragement.
We are very thankful to Prof. Azad Ahmed Head of the Department of Aeronautical
Engineering for donating his valuable information for the progress of this project.
We would like to express our sincere and heartfelt gratitude to our guide Mr. S.
VENKATRAMANAN, Asst. Professor, Department of Aeronautical Engineering, KCG
College of Technology, for this valuable and dedicated guidance towards the success of
the project.

3
LIST OF SYMBOLS USED IN DESIGN PROCEDURE:

1) a velocity of sound
2) at slope of tail curve
3) aw slope of wing curve
4) Aaileron area of aileron
5) Aflap area of flap
6) AR aspect ratio
7) b wing span
8) mean chord
9) CL lift coefficient
10) CL req required lift coefficient
11) CL av available lift coefficient
12) CL max maximum lift coefficient
13) CL cruise cruise lift coefficient
14) CD drag coefficient
15) CD drag coefficient of individual components
16) CDS total drag coefficient of individual components
17) CD wing drag coefficient of the wing
18) CD others drag coefficient of all other components except wing
19) CDt total drag coefficient
20) Cm c.gpitching moment coefficient
21) Cm a.cpitching moment coefficient about aerodynamic centre
22) Cm fus,nac pitching moment coefficient about fuselage and nacelle
23) Cn full rudder yawing moment coefficient
24) D drag
25) Dfus fuselage diameter
26) E endurance
27) e Ostwalds efficiency factor

4
28) F thrust produced
29) F thrust produced at some altitude
30) F s/l thrust produced at sea level
31) F av thrust available
32) h altitude
33) it incidence of tail wing
34) iw incidence of wing
35) k (1/eAR)
36) Laileron aileron length
37) Lflap flap length
38) L overall length of the fuselage
39) le distance b/w centerline of fuselage and rudder
40) lt distance b/w fuselage C.G and tail C.G
41) MCr critical mach number
42) Mcruise cruise mach number
43) N neutral point
44) R range of the aircraft
45) R/C rate of climb
46) Re Reynolds number
47) S wing area
48) St tail wing area
49) S area of individual components contributing to drag
50) SFC specific fuel consumption
51) T temperature
52) T atmospheric temperature
53) t/c thickness to chord ratio
54) V velocity of the aircraft
55) v tail volume ratio
56) VL landing velocity
57) VS stalling velocity
58) W1 initial weight of the aircraft

5
59) W2 take-off weight of the aircraft
60) w width of the wing
61) X c.g distance from the centroid of the wing
62) X a.c distance from the aerodynamic centre of the wing
63) w wing angle of attack
64) AR angle of attack for infinite aspect ratio
65) angle of attack for corrected aspect ratio
66) e elevator deflection
67) f flap deflection
68) angle of attack arises due to downwash
69) t ratio of dynamic pressure at tail to wing
70) temperature lapse rate
71) coefficient of viscosity
72) coefficient of viscosity at given altitude
73) density at some altitude
74) standard density
75) elevator effectiveness factor
76) CL difference b/w lift coefficient
77) sweepback angle

6
Introduction:
Design is a process of usage of creativity with the knowledge of science, where we
try to get the most of the best things available and to overcome the pitfalls the previous
design has. It has an interactive process to idealism towards which everyone is marching
still.

Design of any system is of successful application of fundamental of 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 prevails 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 with reasonable time
period of light. Here comfort and safety are given primary importance.

Here the most possible considerations have been taken. And the flight parameters
and limitations are studied.

The modern day calls for the need of latest aircraft for the use of passenger transport
which takes 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 performance. The different stages in our design will be as follows.

1. Collection of comparative data

2. Selection of Aircraft Parameters
3. Preliminary and Secondary weight estimation
4. Selection of power plant
5. Airfoil Selection, Flaps, t/c, Sweep, etc..
6. 3 View diagram
7. Balance diagram
8. C.G movement
9. Drag estimation
10. Performance Calculation.
11. Stability and Control.

7
LIST OF TABULATIONS:
S.NO CONTENTS PAGE NO.
1 Comparision of aircraft 13
2 Main parameters 22
3 Comparison of engine 25
4 Engine data 25
5 Airfoil comparision 30
6 Airfoil data 31
7 CL values for different flap angles 33
8 Fuselage components weight breakage 39
9 Wing component weight breakage 40
10 Fuselage c.g shift due to reduction in fuel 41
11 Fuselage c.g shift due to reduction in load 42
12 Fuselage shift due to reduction in payload and fuel 43
13 Various c.g locations 44
14 Calculation of CDothersfor take-off condition 46
15 Calculation of drag coefficient for various CL(take off condition) 47
16 Calculation of CDothersfor cruise condition 47
17 Calculation of drag coefficient for various CL(cruise condition) 48
18 Calculation of CDothersfor landing condition 49
19 Calculation of drag coefficient for various CL(landing condition) 49
20 Calculation of drag for mach number at sea level 52
21 Calculation of drag for mach number at 4km altitude 53
22 Calculation of drag for mach number at 8km altitude 54
23 Calculation of drag for mach number at 12km altitude 55
24 Rate of climb for sea level condition 56
25 Rate of climb for 4km condition 57
26 Rate of climb for 8km condition 57
27 Rate of climb for 12km condition 58

8
LIST OF GRAPHS:
S.NO CONTENTS PAGE NO.

1 Velocity vs range 17

2 Velocity vsb/l 18

3 Velocity vs W/S 19

4 Velocity vs AR 20

5 Velocity vs F/W 21

6 CLvs 32

7 CLvs CD 35

8 Drag polar 50

9 Thrust required to thrust available at Sea level 59

10 Rate of climb for different altitudes 59

11 Max. rate of climb vs altitude 60

12 1/rate of climb vs altitude 60

13 Stability change with elevator deflection 66

14 Stability change with Different CG locations 66

9
LIST OF DIAGRAMS:
S.NO. CONTENTS PAGE NO.

1 3-view diagrams 38

2 Fuselage 36

3 Wing sections 37

10
 Comparative configuration study of different types of airplanes
Aim:
A brief study of different types of aircraft is studied and students are given one aircraft
for design. The aircraft are studied based on
Engine used
Passenger or fighter (use of the aircraft)
Type of controls
Fuselage and avionics arrangement
Aerodynamic data

Purpose and scope of airplane design

The process of design in general involves use of knowledge in diverse fields to arrive at a
product. Airplane design involves synthesizing knowledge in areas like aerodynamics,
structures, propulsion, systems and manufacturing techniques, to arrive at the
configuration of an airplane that will satisfy requirements regarding functional aspects,
operational safety and cost.

The design of an airplane is a complex engineering task. It generally involves the

following.

Obtaining the specifications and determining

the geometric parameters.
Selection of power plant.
Structural design and working out details of construction.
Fabrication of prototype.
Determination of airplane performance, stability, loads and structural
integrity from flight test
Result:
Thus the configuration of different types of aircraft is studied.

11
 Comparative study on specification and performance details
of aircraft

In the designers perspective it is necessary to compare the existing airplanes that are of
same type as that of our desired airplane. Their important parameters, positive aspects to
be considered and pitfalls to be overcome are taken into consideration.
The comparative data for our aircraft was collected from the book Ref-1or from
Ref-2 based upon the nearest no. of passengers or specifications. The parameters
compared were

Aircraft name.
Country.
Length.
Height.
Max. Weight.
Empty weight.
S (span area).
Vmax (velocity maximum).
Vcruise(Cruise velocity)
(R) Range.
Powerplant used.
Type.
Thrust produced.
No. Of engines.

12
13
 Preparation of comparative data sheets

AIRCRAFT VE ALTITUDE RANGE WEIGHT THRUST RATEOFCLIMB WING WING LENGT

LO In m In km In kg In KN In ft/min SPAN AREA in H in ft
CI in ft sq.m
TY
in
km
ph
Bombadier 859 12009 5295 8164 16 4525 43 23.53 48
Learjet 35
Bombadier 843 12984 2895 9231 15.56 2820 47 28.95 55.56
Learjet 40
Bombadier 858 12009 3926 9165 15.57 2820 47 28.95 58
Learjet 45
Bombadier 843 12009 4010 9526 16 3700 43 24.57 55
Learjet 55
Bombadier 839 12476 4461 10660 20.46 4500 43 24.57 58
Learjet 60
Cessna citation 667 12496 2408 4808 8.74 3290 46 22.3 35
CJ2
Cessna citation 714 13716 2687 5613 10.2 4120 49 24.5 47
CJ2
Cessna citation 759 13716 2408 6291 8.74 4478 53 27.3 53
CJ2
Gulfstream 100 833 12496 5763 11181 16.2 3980 52 29.4 55

Gulfstream 200 870 12496 6300 16080 26.9 4100 58 36.9 62

14
Comparative graphs preparation and selection of main parameters for the design

Aim:

To draw the comparative graphs from the aircrafts collected for reference.
Example graphs are given below. From the graphs the main parameters like Cruising
velocity of the airplane V, Aspect Ratio, Wing Loading, Range and Span to Length ratio
(b/l) are found.

Vcr VS Altitude
14000

13800

13600

13400

13200
Altitude(m)

13000

12800
Altitude in m
12600

12400

12200

12000

11800
0 200 400
Velocity(kmph) 600 800 1000

15
 Vcr VS Rate of climb
5000

4500

4000

3500
Rate of climb(ft/min)

3000

2500
Rate of climb in ft/min
2000

1500

1000

500

0
0 200 400 600 800 1000
Velocity(kmph)

16
 Vcr VS Range
7000

6000

5000

4000
Range(km)

3000 Range in km

2000

1000

0
0 100 200 300 400 500 600 700 800 900 1000
Velocity(kmph)

17
 Graph 2 : Velocity Vsb/l

Vcr VS b/l
1.2

0.8
b/l (no unit)

0.6
b/l

0.4

0.2

0
0 100 200 300 400 500 600 700 800 900 1000
Velocity(kmph)

18
 Vcr VS W/S
500

450

400

350

300
W/S (N/sq.m)

250

W/S
200

150

100

50

0 Velocity(kmph)
0 100 200 300 400 500 600 700 800 900 1000

19
 Vcr VS Aspect ratio
10

7
Aspect ratio (no unit)

Aspect ratio
4

0
0 100 200 300 400 500 600 700 800 900 1000
Velocity(kmph)

20
 0.25

0.2

0.15
T/W (no unit)

0.1
Vcr VS T/W T/W

0.05

0
0 100 200 300 400 500 600 700 800 900 1000
Velocity(kmph)

21
Note:
For high speed aircraft the velocity can be defined by Mach number.
Selection of Parameters:
Table: 2 Main Parameters
S.No. Parameters Values

1 Cruising velocity of the airplane V 800 km/hr

2 Aspect Ratio 7 (no unit)

3 Wing Loading 310 kg/m2

4 Span to Length ratio (b/l) 0.85 (no unit)

5 Thrust to weight ratio(F/W) 0.33 (no unit)

Result:

The comparative data for different aircrafts were studied and the following
fundamental design parameters were selected (Graphs for comparative data are enclosed)

22
PRELIMINARYWEIGHT ESTIMATION

Aim:
To calculate the weight of the Aircraft. We will be separating the weight
estimation as 1st weight estimation and final weight estimation.

1ST WEIGHT ESTIMATION:

The weight breakage of various components that contributes its major role in the
weight of the aircraft has been listed down and the preliminary weight of the aircraft has
been calculated. The aircraft is sub divided into six segments as written below,

Wtotal=Wstruc + Wp/l+Wcrew + Wfuel + Wp/p+Wfe

Where,
Wtotal = Total takeoff weight of the Aircraft
Wstruc = Aircraft structural weight
Wp/l = Payload of the aircraft
Note:
For passenger Aircraft the number of passengers are
the payload.
For fighter or bomber the missile, guns and bomb
are the payload.
For cargo Aircraft the luggage is the payload.
Wcrew = Crew weight of the aircraft

Note:
The number of crew should be decided based on the
DGCA regulation.
Wfuel = Fuel weight carried by the Aircraft.
Wp/p = Power plant weight of the Aircraft.

23
 Wfe = Fixed equipment weight includes avionics systems.
Note:
The unit for weight can either be in N or Kg, Better to have it in N.
We practice the weight breakage method to calculate the weight initially. The six weight
breakage for Aircraft is given below,
Wstruc =0.3W
Wp/l =600kg (100 * Number of passenger)
Wcrew = 600kg (100 * Number of crew member)
Wfuel = 0.27W
Wp/p =0.12W
Wfe = 0.045W
Using the weight breakage the approximate weight of the Aircraft is calculated.
W =4528.301kg

ENGINE SELECTION:

The type of Engine to be used is decided based on the comparative study of

different Aircraft.
From the Graph 5, the (F/W) ratio corresponding to the preliminary weight has been
taken and the thrust that has to be produced corresponding to the preliminary weight of
the aircraft has been determined. For this thrust produced, a suitable engine is selected
from the Ref-3 and the corresponding SFC and the weight of the engine is noted. Also
the diameter and length of the engine is noted.

From the Graph-5., we have,

F/W = 0.18
F = 0.33* Wtotal
= 0.33*4528.301
F = 7.329KN/engine
Table for comparing the engine is prepared,

24
 Table: 3 Comparison of Engine

Engine Selected:
The engine data is tabulated,

Table:4Engine Data

S. No Engine Wdry SFC Thrust Length Diameter

(Kg) (KN) (mm) (mm)
1 JIT 150-4 253 0.56 11.12 1600 686
2 JT 150-1 223.5 0.562 9.8 1506 691
3 J85-GE-7 191 0.96 10.9 1300 456

After comparing the engines the engine selected is:

Name : JT 150-1

Thrust : 9.8 KN or 2203.128 lbf

SFC : 0.562 lb/lbf-hr

Weight : 223.5 Kg

Length : 1506mm

Diameter : 691 mm

THRUST AT CRUISE ALTITUDE:

The cruise altitude for the aircraft is 10 Km
From the international standard atmosphere table:
Density ratio at 10 Km altitude is 0.3345
F11 Km = F*1.2
= 2203.128*0.29711.2
= 591.99 lbf

25
Therefore from simple Range formula we have,
WFUEL = SFC * F *No. of engines * (Range/Velocity)
= 0.562*591.99*2*5000/800
WFUEL = 1877.11Kg

2ND WEIGHT ESTIMATION:

Using the engine weight and SFC, the weight of the fuel is
determined. Now in the weight breakage, the weight of the fuel, the weight of the engine
are known and they are directly used in the weight breakage equation and the 2nd weight
of the aircraft and the design process is proceeded.

W2 = WSTR + WP/L + WP/P + WFUEL + WFE + WCREW

= 0.3 Wt + 1877.11 +223.5 + 600 + 600 + 0.045 Wt
W2 = 5039.09Kg

Thus the actual weight of the Aircraft is calculated.

26
Calculation of Main Parameters S, b, l :

From Graph 3, we have,

W/S = 310 kg/m2

S = 16.255 m2

From Graph 4, we have,

b2 /S = 7 (no unit)
b2 = 113.786
b = 10.66m

From Graph 2, we have,

b/l = 0.85(no unit)

l = 12.544 m

From Raymer Book for Business Jet,

= 0.24
Croot = 2S/b(1+ )
= 2.29 m
Ctip = 0.75669 m
= (2/3) * Croot ((1+ + 2) / (1+ ))
= 1.65166 m

The main parameters calculated are:

S = 16.255m2
b = 10.66m
l = 12.5494m

27
POWER PLANT SELECTION, AIRFOIL SELECTION, WING
TAILAND CONTROL SURFACE
Aim:
To select a favorable Airfoil for the aircraft assuming that the Fuel is placed in the wing,
the type of horizontal surface and vertical surface is also selected.

Theory:

Fig: 1 Cambered Airfoil

The airfoil is a cut section of wing, which is an stream lined body. It produces lift
and drag when moved in air. There are different types of airfoil
Symmetric Airfoil
Cambered Airfoil
Symmetric Airfoil:
Used for supersonic flight and does not have camber. There are different types of
profile like Wedge shape, conical shape, etc.

Cambered airfoil:
Used for subsonic flight and have upper and lower camber. The camber is directly
proportional to the L/D ratio.

28
NACA series:
National Advisory Committee for Aeronautics. The shape of the NACA airfoils is
described using a series of digits following the word "NACA." The series of airfoils are
listed below,
Five-digit series
1-series
6-series
7-series
8-series
Procedure:
Calculation of t/c (thickness to chord ratio):
The volume available in the wing is calculated using the taper wing volume formula. The
unknown t/c ratio is calculated using,

Volume = (Wt. of the fuel)/(Specific gravity)

= 1877.11/0.8 * 1000
Volume = 2.3463 m3

Volume = 2[(2/3) * (t/c) * (b/4) * * ] * 0.75

Volume = 2[(2/3)* (t/c) * (12.43/4) * (1.875)^2
(t/c) = 0.3227 or 32.27%

Since the obtained t/c is more than the conventionally used one. We need to store some of
the fuel in the fuselage.
Let us take the t/c as 18%
Percentage of fuel that can be carried by the wing is measured as,
t/c taken
= 0.18/0.3227 = 0.5577 or 55.77 %
t/c obtained

Percentage of fuel that can be stored in the fuselage is measured as,

t/c extra
t/c obtained
= 0.1427/0.3227 = 0.4423 or 44.23 %

29
The amount of fuel that has to be stored in the wing
= 1046.86 kg

The amount of fuel that has to be stored in the fuselage

= 830.245kg

AIRFOIL SELECTION:
From the (t/c) determined, the airfoil is selected from the NACA
series of the airfoils coming under the category from Ref 5. The airfoil which best suits
the aircrafts category is chosen and the necessary graphs are plotted.

(/) = (T/T)3/4

T =T h
= 288(0.0065*11000)
= 216.5 K

=1.789 x 10-5 (216.5/288.16) ^(3/4)

=1.44* 10 -5 kg/m-s

M = Vcr/a
= 800*(5/18)/216.5
= 0.7526

(/ ) = 0.2971
= 0.3641 kg/m3

Re = ( V / )
= (0.3641*222.22*1.6516)/1.44*10^-5
= 9.279*10^6

30
From the Ref 5, the airfoil is selected. From the book for (t/c) = 18 % the airfoils found
are listed below:
Table 5 Airfoil comparison

NACA SERIES CL max CD min

653-018 13 0.004

653-218 1.5 0.004

653-418 1.55 0.0042

653-618 1.7 0.004
663-018 1.35 0.003
663-218 1.5 0.003
663-418 1.6 0.0035

For the above selected airfoil the details obtained from the book are tabulated as below:
Table 6 Airfoil Data

CL
-18 -0.9
-16 -0.95
-14 -1
-12 -0.8
-10 -0.7
-8 -0.45
-6 -0.2
-4 0
-2 0.2
0 0.4
2 0.6
4 0.8
6 1.1

31
 8 1.25
10 1.4
12 1.45
14 1.5
16 1.6
18 1.65
20 1.65
21 1.7
22 1.6
24 1.53

Graphs are draw to show the characteristic of particular airfoil, example graphs are given,

CL VS ANGLE OF ATTACK
2

1.5

0.5
CL

0
-30 -20 -10 0 10 20 30
-0.5

-1

-1.5
angle of attack

Graph 6 CL Vs

CL CD
-0.9 0.012

32
 -0.95 0.0125
-1 0.013
-0.8 0.011
-0.7 0.01
-0.45 0.0082
-0.2 0.007
0 0.0065
0.2 0.006
0.4 0.004
0.6 0.004
0.8 0.005
1.1 0.011
1.25 0.014
1.4 0.018
1.45 0.021
1.5 0.0245

CD vs CL
0.03

0.025

0.02
CD

0.015

0.01

0.005

0
-1.5 -1 -0.5 0 0.5 1 1.5 2
CL

Graph 7 CLVs CD

33
FLAP SELECTION:
For the aircraft selection, the total runway distance is decided and the required lift
coefficient is determined. Then the change in lift coefficient is calculated. This change in
CL has to be compensated by the flaps. Thus the flaps are selected so as to compensate
this change in CL.

CHANGE IN LIFT COEFFICIENT:

CL CRUISE = [(2W/S)/V2]
= [(2 * 310*9.81)/0.3641 * 222.222]
= 0.3383
Total runway distance = 2000 m

VL2 = 2s
= 2 * (0.5 * 9.81) * (0.6 * 2000)
VL = 108.49m/s
VS = VL/1.15
= 108.49 /1.15
= 94.34 m/s
CL req = [(2W/S)/V2]
= [(2*310*9.81)/(1.2256*222.22^2)]
CL req = 0.10049

CL = CL req CL av
= 0.10049 1.7
CL = -1.599

Since, Required CL is than the Average CL, Flaps are not Required.

34
 PREPARATION OF LAYOUT OF BALANCE DIAGRAM
AND THREE VIEW DIAGRAM

Aim:
To draw the balance diagram and to calculate the c.g positions of the Aircraft for
different flight conditions of Aircraft.

Theory:
An aircraft is a rigid (assumed) system comprising of many more components with all
these components to be in the air medium. To have a stable aircraft system and easily
controllable, its center of gravity should be positioned in an appropriate manner. So the
weights in the aircraft should be distributed such that it has a defined c.g position, which
is critical. Also the weight distribution should be such that on certain situations where
some components may be consumed or even removed, its c.g. movement should be in a
controllable manner so that is not compromised.

One important condition is that when fully loaded, the c.g. is at 30 % of mean
aerodynamic chord and in different situations such as landing, with or without payload,
the c.g. movement should be restricted within 25% of mean aerodynamic chord and 35%
of mean aerodynamic chord.

BALANCED DIAGRAM:

The standard specifications implemented by the FAA for the entire

fuselage layout was referred and abided and then the balanced diagram is drawn based on
it.

35
CG CALCULATION:

The CG calculation for the fuselage and the wing are performed
separately. From the balanced diagram, the CG position for each and every component is
determined and finally the entire CG of the fuselage has been located.
Now the wing section has been taken and various components are
placed on the wing. The CG positions of various components placed on the wing are
calculated individually and the CG for the entire wing section is located.

Procedure:

36
 i) WEIGHT BREAKAGE IN FUSELAGE:

Table: 8 fuselage components weight breakage

TYPE X(m) W (Kg) WX (Kg-m)

PILOT 2 200 400
NOSE WHEEL 4 22.67 90.68
R1&crew 5.5 400 2200
R2 7 200 1400
R3 8.5 200 1700
R4 10 200 2000
HT 11.25 151.172 1700.685
VT 12.5 151.172 1889.65
STRUCTURAL 3.75 1511.72 5668.95
WEIGHT
W= 3036.734 Wx= 17049.965

Xfus = (Wx/W)
Xfus= 5.614573091m

ii) WEIGHT BREAKAGE IN WING:

Table: 9 Wing components weight breakage

COMPONENT X (m) W (Kg) WX (Kg-m)

POWER PLANT 0.804 223.5 179.694
FUEL 1.57 1877.11 2947.0627
MAIN LANDING 1.13 22.67 25.6171
GEAR
WING 1.46 1511.72 2207.1112
STRUCTURE
W= 3635 Wx=5359.485

Xwing = (Wx/W)
Xwing= 1.474411279m

37
 iii) CG SHIFT:

Assume Xfinal as 0.30 =0.30 * 1.875

= 0.49533m
Wwing= 3635 kg Wfus =3036.734kg
Xwing = 1.474411m Xfus = 5.6145m

(Wfus* Xfus) + Wwing(X + Xwing) = (Wfus+ Wwing) * (X + Xfinal)

X = 6.291213

a) 0.1W AND FULL PASSENGER:

WEIGHT BREAKAGE IN FUSELAGE:

TYPE X(m) W (Kg) WX (Kg-m)

PILOT 2 200 400
NOSE WHEEL 4 22.67 90.68
R1&crew 5.5 400 2200
R2 7 200 1400
R3 8.5 200 1700
R4 10 200 2000
HT 11.25 151.172 1700.685
VT 12.5 151.172 1889.65
STRUCTURAL 3.75 1511.72 5668.95
WEIGHT
W= 3036.734 Wx= 17049.965
Xfus = (Wx/W)
Xfus= 5.614573091m
WEIGHT BREAKAGE IN WING:

COMPONENT X (m) W (Kg) WX (Kg-m)

POWER PLANT 0.804 223.5 179.694
FUEL 1.57 187.711 294.7047
MAIN LANDING 1.13 22.67 25.6171
GEAR
WING 1.46 1511.72 2207.1112
STRUCTURE
W= 1945.6 Wx= 2707.127

38
Xwing = (Wx/W)
Xwing= 1.391409848m

Wwing = 1945.6 kg Wfus =3036.734kg

Xwing = 1.3914098m Xfus = 5.6145m

(Wfus* Xfus) + Wwing(X + Xwing) = (Wfus+ Wwing) * (X + Xfinal)

Xfinal = 0.130932929

b) FULL FUEL AND LIMITED PASSENGERS OR PAYLOAD:

WEIGHT BREAKAGE IN FUSELAGE:

TYPE X(m) W (Kg) WX (Kg-m)

PILOT 2 200 400
NOSE WHEEL 4 22.67 90.68
R1&crew 5.5 400 2200
R2 7 200 1400
R4 10 200 2000
HT 11.25 151.172 1700.685
VT 12.5 151.172 1889.65
STRUCTURAL 3.75 1511.72 5668.95
WEIGHT
W= 2836.73 Wx= 15349.967

Xfus = (Wx/W)
Xfus= 5.4111400m
WEIGHT BREAKAGE IN WING:

COMPONENT X (m) W (Kg) WX (Kg-m)

POWER PLANT 0.804 223.5 179.694
FUEL 1.57 1877.11 2947.0627
MAIN LANDING 1.13 22.67 25.6171
GEAR
WING 1.46 1511.72 2207.1112
STRUCTURE
W= 3635 Wx=5359.485

39
Xwing = (Wx/W)
Xwing= 1.474411279m

Wwing= 3635kg Wfus =2836.73kg

Xwing = 1.4744112m Xfus = 5.4111m

(Wfus* Xfus) + Wwing(X + Xwing) = (Wfus+ Wwing) * (X + Xfinal)

Xfinal = 0.442377913

c) 0.1W AND LIMITED PASSENGERS OR PAYLOAD:

WEIGHT BREAKAGE IN FUSELAGE:

TYPE X(m) W (Kg) WX (Kg-m)

PILOT 2 200 400
NOSE WHEEL 4 22.67 90.68
R1&crew 5.5 400 2200
R2 7 200 1400
R4 10 200 2000
HT 11.25 151.172 1700.685
VT 12.5 151.172 1889.65
STRUCTURAL 3.75 1511.72 5668.95
WEIGHT
W= 2836.73 Wx= 15349.967

Xfus = (Wx/W)
Xfus= 5.4111400m

WEIGHT BREAKAGE IN WING:

COMPONENT X (m) W (Kg) WX (Kg-m)

POWER PLANT 0.804 223.5 179.694
FUEL 1.57 187.711 294.7047
MAIN LANDING 1.13 22.67 25.6171
GEAR
WING 1.46 1511.72 2207.1112
STRUCTURE
W= 1945.6 Wx= 2707.127

40
Xwing = (Wx/W)
Xwing= 1.391409848m

Wwing= 1945.6 kg Wfus =2836.73kg

Xwing = 1.3914098m Xfus = 5.411400m

(Wfus* Xfus) + Wwing(X + Xwing) = (Wfus+ Wwing) * (X + Xfinal)

Xfinal = 0.044035858

Result:
Table: 10 various c.g locations

S.NO CONFIGURATION CG POSITION

1. Fully loaded 0.30

2. 0.1w and full passenger or payload 0.26

Full fuel and limited passengers or
3. 0.31
payload
4. 0.1w and limited passengers or payload 0.26

41
 ESTIMATION OF DRAG
Aim:
To calculate the drag produced in various stages of flight and to give the Drag
polar for the aircraft

Theory:

In the design of an aircraft, it is a crucial step to determine the drag of the

aircraft since it directly affects the power required and the performance is sensitive to
the drag of the aircraft. Drag due to all components is to be considered.

All parts of the aircraft contribute towards drag, which should be carefully
reduced by proper selection and design. From experience and experimental work
some approximation has been done for the calculation of fuselage drag and other parts.
The various components of drag are

1. Parasite drag
2. Induced drag
3. Interference drag
4. Drag due to compressibility correction
CDt = CD wing +CD others + k CL2

The coefficient of drag for each component of the aircraft is

tabulated. Since this aircraft has a high velocity, it will have compressibility effect. So
interference drag produced by each component is determined and then the total drag
coefficient is determined at various levels of altitude.

Fuselage diameter : 3.5m

Engine diameter : 1.5m

42
i) TAKE- OFF CONDITION:
Table: 15 Calculation of CD others for Take-off condition

COMPONENT S CD CD S

FUSELAGE 9.84 0.03 0.2952

POWER PLANT 3.53 0.03 0.1059

HT 2.438 0.0052 0.012678

VT 2.438 0.0052 0.012678

MAIN WHEEL 8.864 0.12 1.06368

NOSE WHEEL 3.324 0.12 0.39888

CD S = 1.8890152

CD others = (CD S)/Swing

= 0.116211

Due to Interference Drag, this value is multiplied by 1.05.

CD others = 0.116211 * 1.05

= 0.122022

43
Table: 16 Calculation of drag coefficient for various CL (Take-off)

CL CD0 CD0 Kcl2 CDt

WING OTHERS
-0.9 0.012 0.122022 0.027154 0.161176
-0.95 0.0125 0.122022 0.030255 0.164776
-1 0.013 0.122022 0.033523 0.168545
-0.8 0.011 0.122022 0.021455 0.154477
-0.7 0.01 0.122022 0.016426 0.148448
-0.45 0.0082 0.122022 0.006788 0.13701
-0.2 0.007 0.122022 0.001341 0.130363
0 0.0065 0.122022 0 0.128522
0.2 0.006 0.122022 0.001341 0.129363
0.4 0.004 0.122022 0.005364 0.131386
0.6 0.004 0.122022 0.012068 0.13809
0.8 0.005 0.122022 0.021455 0.148477
1.1 0.011 0.122022 0.040563 0.173585
1.25 0.014 0.122022 0.05238 0.188402
1.4 0.018 0.122022 0.065705 0.205727
1.45 0.021 0.122022 0.070482 0.213504
1.5 0.0245 0.122022 0.075427 0.221949

ii) CRUISE CONDITION:

The same procedure is practiced for cruise as that of Take-off, there is some
difference in drag because of retraction of landing gears and zero flap deflection.

Table: 17 Calculation of CD others for Cruise condition

COMPONENT S CD CD S

FUSELAGE 9.84 0.03 0.2952

POWER PLANT 3.53 0.03 0.1059

HT 2.438 0.0052 0.012678

VT 2.438 0.0052 0.012678

CD S =0.4264555

44
CD others = (CDS)/Swing
= 0.026235
Due to Interference Drag, this value is multiplied by 1.05.

CD others = 0.026235* 1.05

= 0.027547

Table: 18 Calculation of drag coefficient for various CL (Cruise)

CL CD0 WING CD0 OTHERS Kcl2 CDt

-0.9 0.012 0.027547 0.027154 0.066701
-0.95 0.0125 0.027547 0.030255 0.070302
-1 0.013 0.027547 0.033523 0.07407
-0.8 0.011 0.027547 0.021455 0.060002
-0.7 0.01 0.027547 0.016426 0.053973
-0.45 0.0082 0.027547 0.006788 0.042535
-0.2 0.007 0.027547 0.001341 0.035888
0 0.0065 0.027547 0 0.034047
0.2 0.006 0.027547 0.001341 0.034888
0.4 0.004 0.027547 0.005364 0.036911
0.6 0.004 0.027547 0.012068 0.043615
0.8 0.005 0.027547 0.021455 0.054002
1.1 0.011 0.027547 0.040563 0.07911
1.25 0.014 0.027547 0.05238 0.093927
1.4 0.018 0.027547 0.065705 0.111252
1.45 0.021 0.027547 0.070482 0.119029
1.5 0.0245 0.027547 0.075427 0.127474

45
 iii) LANDING CONDITION:

Landing condition will have maximum drag due deflection of full flap,
The final drag polar is draw after calculating the landing drag.

Table: 19 Calculation of CD others for Landing condition

COMPONENT S CD CD S

FUSELAGE 9.84 0.03 0.2952

POWER PLANT 3.53 0.03 0.1059

HT 2.438 0.0052 0.012678

VT 2.438 0.0052 0.012678

MAIN WHEEL 8.864 0.12 1.06368

NOSE WHEEL 3.324 0.12 0.39888

CD S = 1.8890152

CD others = (CD S)/Swing

= 0.116211

Due to Interference Drag, this value is multiplied by 1.05.

CD others = 0.116211 * 1.05

= 0.122022

46
Table: 16 Calculation of drag coefficient for various CL (Take-off)

CL CD0 CD0 Kcl2 CDt

WING OTHERS
-0.9 0.012 0.122022 0.027154 0.161176
-0.95 0.0125 0.122022 0.030255 0.164776
-1 0.013 0.122022 0.033523 0.168545
-0.8 0.011 0.122022 0.021455 0.154477
-0.7 0.01 0.122022 0.016426 0.148448
-0.45 0.0082 0.122022 0.006788 0.13701
-0.2 0.007 0.122022 0.001341 0.130363
0 0.0065 0.122022 0 0.128522
0.2 0.006 0.122022 0.001341 0.129363
0.4 0.004 0.122022 0.005364 0.131386
0.6 0.004 0.122022 0.012068 0.13809
0.8 0.005 0.122022 0.021455 0.148477
1.1 0.011 0.122022 0.040563 0.173585
1.25 0.014 0.122022 0.05238 0.188402
1.4 0.018 0.122022 0.065705 0.205727
1.45 0.021 0.122022 0.070482 0.213504
1.5 0.0245 0.122022 0.075427 0.221949

Graph: 8 Drag polar

Result:
The drag polar is draw for the obtained drag values for various condition.

47
DETAILED PERFORMANCE CALCULATIONS AND
STABILITY ESTIMATES

Aim:
To estimate the performance and stability values and to analyze the obtained
data.

PERFORMANCE CALCULATION:

The various Mach levels and the corresponding drag

coefficients are tabulated. Compressibility effect plays a major role in the
performance of an airplane. The drag produced at various altitudes and Mach numbers
are determined and tabulated. The parameters required at the particular altitude are
noted. The various performance parameters are tabulated below.

SEA LEVEL:
= 1.225kg/m3 a = 340.26m/s2
MS = [{(2W/S)/( * CL )}1/2]/a

Table: 21 Calculation of drag for different Mach number (Sea-level)

CD0 CDt
CL Others
M Kcl2 D
0.2 0.02754 0.04633
0.147804 0.0018 8828.73
0.4 0.02754 0.04113
0.104513 0.0072 4809.977
0.6 0.02754 0.04624
0.085335 0.0162 3943.356
0.8 0.02754 0.05597
0.073902 0.0288 3796.264
1.1 0.02754 0.08076
0.063024 0.05445 4182.695
1.25 0.02754 0.09548
0.059122 0.070313 4426.566
1.4 0.027547 0.11277
0.055865 0.0882 4725.075
1.45 0.027547 0.120588
0.054893 0.094613 4883.103
1.5 0.027547 0.129087
0.05397 0.10125 5054.509

48
 AT 2 km:
=1.0065kg/m3 a = 332.53m/s2
MS = [{(2W/S)/( * CL )}1/2]/a

Table: 22 Calculation of drag for different Mach number (2Km altitude)

CL CD0 CDt
Others
M Kcl2 D
0.2 0.027547 0.052267
0.166893 0.0018 8854.594
0.4 0.027547 0.042621
0.118011 0.0072 4815.943
0.6 0.027547 0.047092
0.096356 0.0162 3945.991
0.8 0.027547 0.056582
0.083447 0.0288 3797.789
1.1 0.027547 0.081261
0.071164 0.05445 4183.648
1.25 0.027547 0.095947
0.066757 0.070313 4427.36
1.4 0.027547 0.113214
0.06308 0.0882 4725.769
1.45 0.027547 0.121043
0.061983 0.094613 4883.792
1.5 0.027547 0.129557
0.060941 0.10125 5055.199

AT 4 km:

= 0.8191kg/m3 a = 324.58m/s2
MS = [{(2W/S)/( * CL )}1/2]/a

Table: 23 Calculation of drag for different Mach number (4Km altitude)

CL 1/(1- CD0 CD0 CDt
M Kcl2 M2) wing Others D
0.2 0.18954 0.0018 1.924724 0.006 0.027547 0.06591 8889.72
0.4 0.60418 0.0072 1.254943 0.004 0.027547 0.044953 5782.45
0.6 0.49331 0.0162 1.149618 0.004 0.027547 0.048335 4322.72
0.8 0.42722 0.0288 1.106013 0.005 0.027547 0.057452 4003.96
1.1 0.36433 0.05445 1.073804 0.011 0.027547 0.081955 4307.09
1.25 0.34177 0.07031 1.064077 0.014 0.027547 0.096589 4528.97
1.4 0.32295 0.0882 1.056617 0.018 0.027547 0.113831 4813.61
1.45 0.31733 0.09461 1.054502 0.021 0.027547 0.121675 4970.81
1.5 0.312 0.10125 1.052539 0.0245 0.027547 0.130208 5142.12

49
 AT 6 km:

= 0.6597kg/m3 a = 316.43m/s2
MS = [{(2W/S)/( * CL )}1/2]/a

Table: 24 Calculation of drag for different Mach number (6Km altitude)

CL 1/(1- CD0 CD0 CDt

M Kcl2 M2) wing Others D
0.2 4.650371 0.006 0.027547 0.157347
0.216636 0.0018 8938.345
0.4 1.382608 0.004 0.027547 0.048981
0.153185 0.0072 4835.072
0.6 1.210827 0.004 0.027547 0.050266
0.125075 0.0162 3954.413
0.8 1.145903 0.005 0.027547 0.058751
0.108318 0.0288 3802.653
1.1 1.099905 0.011 0.027547 0.082961
0.092374 0.05445 4186.683
1.25 1.086316 0.014 0.027547 0.097513
0.086654 0.070313 4429.89
1.4 1.075985 0.018 0.027547 0.114713
0.081881 0.0882 4727.978
1.45 1.073071 0.021 0.027547 0.122577
0.080456 0.094613 4885.987
1.5 1.070372 0.0245 0.027547 0.131136
0.079104 0.10125 5057.397

AT 8km:

= 0.5252 kg/m3 a = 308.06 m/s2

MS = [{(2W/S)/( * CL )}1/2]/a

Table: 24 Calculation of drag for different Mach number (8Km altitude)

CL 1/(1- CD0 CD0 CDt
M2) wing Others
M Kcl2 D
0.4 1.648445 0.004 0.027547 0.057367
0.182305 0.0072 4854.956
0.6 1.314574 0.004 0.027547 0.053539
0.148852 0.0162 3963.123
0.8 1.209126 0.005 0.027547 0.060808
0.128909 0.0288 3807.671
1.1 1.139471 0.011 0.027547 0.084486
0.109934 0.05445 4189.808
1.25 1.119602 0.014 0.027547 0.098896
0.103127 0.070313 4432.494
1.4 1.1047 0.018 0.027547 0.116021
0.097446 0.0882 4730.25
1.45 1.100526 0.021 0.027547 0.123909
0.095751 0.094613 4888.244
1.5 1.096674 0.0245 0.027547 0.132505
0.094142 0.10125 5059.657

50
 AT 10km:

= 0.4127 kg/m3 a = 299.46 m/s2

MS = [{(2W/S)/( * CL )}1/2]/a

Table: 24 Calculation of drag for different Mach number (10Km altitude)

CL M Kcl2 1/(1- CD0 CD0 CDt D
M2) wing Others
0.4 2.591813 0.004 0.027547 0.087128
0.204649 0.0072 4872.807
0.6 1.520437 0.004 0.027547 0.060034
0.167095 0.0162 3970.904
0.8 1.319412 0.005 0.027547 0.064398
0.144709 0.0288 3812.144
1.1 1.203426 0.011 0.027547 0.086951
0.123408 0.05445 4192.588
1.25 1.172311 0.014 0.027547 0.101086
0.115767 0.070313 4434.808
1.4 1.149487 0.018 0.027547 0.118061
0.10939 0.0882 4732.269
1.45 1.143171 0.021 0.027547 0.12598
0.107487 0.094613 4890.248
1.5 1.13737 0.0245 0.027547 0.134624
0.10568 0.10125 5061.664

51
Rate of climb
After estimating the DRAG we have to determine the RATE OF CLIMB by knowing
the Thrust produced at various Altitudes and Mach Numbers. To determine the Thrust
at various Altitudes and Mach Numbers we have to refer the TURBOFAN ENGINE
MANUAL. The values determined are tabulated below and the RATE OF CLIMB is
determined from the graph.
AT SEA LEVEL:
Since two engines, F*2=9800*2=19600N

Table: 26 Rate of climb for Sea level condition

M D (N) F (N) F-D (N) V (m/s) R/C (m/min)

0.14783 8828.763 19600 10771.24 50.30519 657.6707286
0.104532 4809.985 19600 14790.02 35.57114 638.5524206
0.08535 3943.36 19600 15656.64 29.04372 551.9260291
0.073915 3796.266 19600 15803.73 25.1526 482.4725847
0.063035 4182.697 19600 15417.3 21.45021 401.393196
0.059132 4426.567 19600 15173.43 20.12208 370.5841035
0.055875 4725.076 19600 14874.92 19.01358 343.2801353
0.054903 4883.104 19600 14716.9 18.68288 333.726079
0.05398 5054.51 19600 14545.49 18.36886 324.2953113

25000
Thrust VS Mach

20000

15000
T (N)

Thrust Required
10000
Thrust available

5000

0
0 0.05 0.1 0.15 0.2
M

52
AT 2 km:

Density ratio at 2 Km altitude is 0.8106

F2 Km = F*1.2
= 19600*0.81061.2 = 15234.34N

Table: 27 Rate of climb for 2 Km altitude

M D F (N) F-D (N) V (m/s) R/C
(m/min)
0.166895 8854.596 15234.34 6379.744 55.49757 429.7416
0.118013 4815.944 15234.34 10418.4 39.24271 496.2379
0.096357 3945.992 15234.34 11288.35 32.04154 439.0094
0.083447 3797.789 15234.34 11436.55 27.74878 385.1848
0.071164 4183.648 15234.34 11050.69 23.66424 317.4039
0.066758 4427.36 15234.34 10806.98 22.19903 291.1846
0.06308 4725.769 15234.34 10508.57 20.97611 267.5462
0.061983 4883.792 15234.34 10350.55 20.61128 258.9396
0.060941 5055.199 15234.34 10179.14 20.26485 250.3713

Thrust VS Mach
16000

14000

12000

10000
T (N)

8000
Thrust Required
6000
Thrust available
4000

2000

0
0 0.05 0.1 0.15 0.2
M

53
 AT 4 km:
Density ratio at 4 Km altitude is 0.6500
F2 Km = F*1.2
= 11688.32N

Table: 28 Rate of climb for 4 Km altitude

M D F (N) F-D (N) V (m/s) R/C (m/min)
0.18954 8889.72 11688.32 2798.601 61.51944 208.9698
0.13402 4824 11688.32 6864.319 43.50081 362.4307
0.10943 3949.54 11688.32 7738.776 35.51827 333.6216
0.09477 3799.84 11688.32 7888.478 30.75972 294.5139
0.08082 4184.93 11688.32 7503.39 26.23198 238.9014
0.07581 4428.43 11688.32 7259.891 24.60778 216.8366
0.07164 4726.7 11688.32 6961.618 23.25216 196.4734
0.07039 4884.72 11688.32 6803.6 22.84775 188.6741
0.06921 5056.13 11688.32 6632.192 22.46372 180.8294

Thrust VS Mach
14000

12000

10000

8000
T (N)

6000 Thrust Required

Thrust available
4000

2000

0
0 0.05 0.1 0.15 0.2
M

54
AT 6 km:
Density ratio at 6 Km altitude is 0.5328
F2 Km = F*1.2
= 9207.3N

Table: 29 Rate of climb for 6 Km altitude

M D F (N) F-D (N) V (m/s) R/C
(m/min)
0.216734 8938.535 9207.3 268.7645 68.58122 22.37212
0.153254 4835.115 9207.3 4372.185 48.49424 257.3468
0.125132 3954.432 9207.3 5252.868 39.59538 252.4476
0.108367 3802.664 9207.3 5404.636 34.29061 224.9426
0.092416 4186.69 9207.3 5020.61 29.24313 178.2011
0.086694 4429.896 9207.3 4777.404 27.43249 159.0696
0.081918 4727.983 9207.3 4479.317 25.92126 140.9283
0.080493 4885.992 9207.3 4321.308 25.47042 133.5923
0.07914 5057.402 9207.3 4149.898 25.04232 126.1369

Thrust VS Mach
10000
9000
8000
7000
6000
T (N)

5000
Thrust Required
4000
Thrust available
3000
2000
1000
0
0 0.05 0.1 0.15 0.2 0.25
M

55
AT 8 km:
Density ratio at 8 Km altitude is 0.4173
F2 Km = F*1.2
= 6867.42N

Table: 30 Rate of climb for 8 Km altitude

M D F (N) F-D (N) V (m/s) R/C

(m/min)
0.17633 4850.569 6867.42 2016.851 54.3203 132.9738
0.143973 3961.205 6867.42 2906.215 44.35234 156.4496
0.124684 3806.567 6867.42 3060.853 38.41025 142.6986
0.106331 4189.121 6867.42 2678.299 32.75637 106.4841
0.099747 4431.922 6867.42 2435.498 30.7282 90.83539
0.094252 4729.751 6867.42 2137.669 29.03542 75.33534
0.092613 4887.748 6867.42 1979.672 28.53042 68.5538
0.091057 5059.16 6867.42 1808.26 28.05088 61.5655

Thrust VS Mach
8000

7000

6000

5000
T (N)

4000
Thrust Required
3000
Thrust available
2000

1000

0
0 0.05 0.1 0.15 0.2
M

56
AT 10 km:
Density ratio at 8 Km altitude is 0.3345
F2 Km = F*1.2
= 5266.6N

Table: 30 Rate of climb for 10 Km altitude

M D F (N) F-D (N) V (m/s) R/C
(m/min)
0.204649 4872.807 5266.6 393.7932 61.28421 29.29186
0.167095 3970.904 5266.6 1295.696 50.03835 78.69303
0.144709 3812.144 5266.6 1454.456 43.33448 76.50053
0.123408 4192.588 5266.6 1074.012 36.95577 48.17497
0.115767 4434.808 5266.6 831.7915 34.66759 35.00002
0.10939 4732.269 5266.6 534.3311 32.75779 21.24493
0.107487 4890.248 5266.6 376.3515 32.18805 14.70342
0.10568 5061.664 5266.6 204.9357 31.64703 7.871923

Thrust VS Mach
6000

5000

4000
T (N)

3000
Thrust Required

2000 Thrust available

1000

0
0 0.05 0.1 0.15 0.2 0.25
M

57
 Mach No vs R/C
700

600

500
SL
400
2km
R/C

300 4km
6km
200
8km
100 10km

0
0 0.05 0.1 0.15 0.2 0.25
M

Result:
The thrust available to thrust required graph is drawn for various altitude, an example
graph is given for sea level condition.

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STABILITY ANALYSIS:

The final process in the design procedure of an aircraft is to

determine its stability. First the stability is determined for the One Engine Inoperative
Condition if the aircraft is with multiple engines. Then the longitudinal stability of the
aircraft is determined. In the longitudinal stability the neutral point is fixed and for the
aircraft to be stable the neutral point should be behind the CG of the aircraft. Then the
elevator deflection is determined for various lift coefficients to find how much power
has to be given for the elevator deflection.

i) LONGITUDINAL STABILITY:

CL cruise =0.6 (dCm/dCL)= 0.035

t = 0.85 lt= 5.82 m

Cm fus,nac = (dCm/dCL) * CL cruise

= 0.035 * 0.6
Cm fus,nac = 0.021

V = (St/S) * (lt/c)
= (2.208/22.08)*(5.82/1.875)
V = 0.3104
at= 0.1

= (d /d) * w
= 0.45 * 0.6
= 2.7

xc.g. = 0.30c xa.c. = 0.25c Cmac = -0.08

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 Cm c.g. = CL{(xc.g. xa.c.)/c} Cmac + Cm fus,nac atVt(w iw + it)
= 0.6(0.5256 0.46875) (-0.08) + 0.021 (0.02928) * (6-2.32-
2.7+it)
it= 3.985

(dCm/dCL) = {(xc.g. xa.c.)/c} + (dCm/dCL)fus {(atVt)/aw} * {1(d/d)}

= (0.5256-0.46875) + 0.035 0.161073
(dCm/dCL) = -0.1344

Since (dCm/dCL ) is negative, the aircraft is stabilizing.

STICK FIXED NEUTRAL POINT:

N0 = (xc.g./c)(dCm/dCL)=0 = (xa.c./c) (dCm/dCL) + {(atvt)/aw} * {1 (d/d)}

= 0.262 - 0.0156 + 0.161073
N0 =0.5253 m

ELEVATOR DEFLECTIONS:

Cm c.g. = CL{(xc.g. xa.c.)/c} Cmac + Cm fus,nac atVt(w iw + it + e)

When CL = 0.5
w =6
Cm fus. = (dCm/dCL) * CL
= 0.035*0.5
= 0.0175
= (d/d) * aw
= 0.45 * 6
= 2.7
e = -0.2169

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When CL = 1
w = 8
Cm c.g. = (dCm/dCL) * CL
= 0.035*1
= 0.035
= (d/d) * aw
= 0.45 * 9
= 4.05
e = 2.5096

When CL =1.5
w = 16
Cm c.g. = (dCm/dCL) * CL
= 0.035*1.5
= 0.0525
= (d/d) * aw
= 0.45 *16
= 7.2
e = 7.30671

When CL = 2
w = 19
Cm c.g. = (dCm/dCL) * CL
= 0.035*2
= 0.07
= (d/d) * aw
= 0.45 *1 9
= 8.55
e = 10.009

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 Graph 13 Stability change with elevator deflection

Graph 14 Stability change with different CG location

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CONCLUSION:

Thus, aerodynamics design part of an aircraft of our selection, business jet aircraft
was done and the various parameters such as maximum takeoff, engine selection, tire
selection, cg location, drag estimation, stability part and the performance parameters
have been found for the aircraft with their specification.

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