MINISTRY OF EDUCATION AND SCIENCE

OF UKRAIN
N. Ye. ZUKOVSKY NATIONAL AEROSPACE
UNIVERSITY “KHARKIV AVIATION INSTITUTE”
(KhAI)

CHAIR 103

EXPLANATORY NOTE BOOK TO TASK

AERIE 001 – 0000-0000-EB

BUSINESS JET

STUDENT :- PRAKUL MITTAL

GROUP :- 10E3-1
CHECKED by :- Prof. M.N. FEDOTV

KHARKOV 2009
PART 1 – GENERAL VIEW OF THE AIRPLANE
 CONTENTS
Introduction

Description of prototypes

Equation of airplane existence

Statistical data

Technical data

Choice and Substantiation of the Airplane Configuration

Determination of airplane take –off mass

Determination of engine parameters

Determination of geometrical parameters for airplane units

i) Wing parameters

ii) Fuselage parameters

iii) Tail unit parameters

a) Horizontal tail unit

b) Vertical tail unit

iv) Landing gear parameters

Conclusion
BIBLIOGRAPHY
 INTRODUCTION

When it comes to being an aircraft manufacturer, today's leaders have more

regulations thanthe Wright brothers did when they began their quest for flight.
Before airplane manufacturers can even begin the process of building a plane for
commercial use, all the parts must qualify for the minimum performance
standard, known as Technical Standard Orders, or TSO authorization. The larger
the plane, the more rules and regulations a manufacturer must follow. Industry
leaders in the commercial sector often work across the industry in other areas
like government aircraft. With an industry leader, you can expect the most
complete selection of aircraft, support, products and services.

Aircraft manufacture is a dynamic and cutting-edge field in which new

technologies are created and implemented on a regular basis. As such, aircraft
manufacturers’ education and training encompasses a wide range of college and
graduate degree programs, as well as additional training and certification for
people employed by aircraft manufacturing companies.

Airplane manufacturers are continuously creating innovative designs,

making greater use of new lightweight materials and increasing their focus on
passenger comfort. Achieving a perfect balance between these competing
requirements represents a tremendous challenge for the design and engineering
of the airframe.
The creative process of aircraft design is driven by the needs and
opportunities of the future market. From these needs, covering the requirements
from the entire air transport system specific targets is to be derived. Referring to
today's products new designs are subsequently generated, aiming to meet the
targets anticipated. Experience has shown that a significant gap will probably
appear between the status and the desired targets. Besides design aspects such
as the a/c capacity and range, the development of new technologies is
mandatory to minimize or even eliminate the width of the gap, thus ensuring the
achievement of future market demands by new aircraft designs.
Now, In my course project I try to design a new long range business jet or
rather alter the characteristics of an existing prototype to suit the requirements
of the project by collecting statistical and technical data. I collect this data after
considering 5 similar aircrafts so called prototypes. The chosen aircrafts are
long range business jet. These have a capacity of carrying 10-16 passengers on
board. Here we are explaining some brief descriptions about our prototypes.
After choosing the mean value, we calculate the dimensions and parameters for
our own aircraft. The prototypes considered are:

GULFSTREAM V
BOMBARDIER C850
BOMBARDIER CHALLENGER 300
HAWKER 850XP
HAWKER 4000

1.DESCRIPTION OF THE PROTOTYPES

I am considering prototype airplanes (BUSINESS JET) to construct a new

aircraft as our course project. These aircrafts are similar in their dimensions and
performance capabilities. Calculations in zero approximation are based on use of
the statically data for parameters and characteristics of already constructed
airplanes of a similar class.
Designing of any product including aircraft starts only at presence of
public need or requirements for it. Designing of aircraft process is
development of its aerodynamic and constructive circuits, designing of units and
parts which will most effectively provide the established flight-technical
parameters.
In designing always it is necessary to consider many entering factors,
including Industrial designing.
1. Establishment of need or requirements for a new product
 2. Development of requirements of aircraft
3. Estimation of an opportunity of their realization
4. Development of flight-tactical and technical requirements to it
5. Preliminary designing
6. Development of the outline sketch
7. Development of the equipment design

The structure of an aircraft must be strong enough to carry all the loads to
which it might be subjected, including the repeated small to medium loads
experienced in normal flight and the big loads experienced during extreme
conditions. On fly, an airplane’s exterior must have an aerodynamic shape. Into
this shape must be fitted members having a high strength-to-weight ratio that
are capable of sustaining the forces necessary to balance the airplane in flight.
Airplanes are generally designed for a specific purpose that dictates the
structural design required.
The airplane structure must be capable of withstanding much more force
than that imposed by its own weight. When the purpose of a particular design is
established, the designers provide structure according to strict standards
established by the Federal Aviation Administration to ensure safety. In general,
airplanes are designed to withstand one and one-half times the maximum
expected forces.

Main Characteristics Changes between Prototype and Designed

Aircrafts

Prototype Aircraft
Characteristics Designed Aircraft
HAWKER 4000

Full Load Range 6075 km 6500 km

Passenger Capacity 8-14 10-15

 1.a. GULFSTREAM V

GULFSTREAM V

The three main views of gulfstream V

The Gulfstream V is a business jet aircraft produced by Gulfstream Aerospace. It is also used
by the US military under the designation C-37A. The G500 and G550 are improved versions
which are currently in production. The Gulfstream G550 was formerly known as the Gulfstream
V SP (G-V SP).
 The Gulfstream V (also called the G-V) first flew in 1995, was certified in 1997, and was one of
the first "ultra-long range" (~6,000 nautical miles) business aircraft. Capable of carrying up to
16 people in standard seating configurations, and able to fly up to 6,500 nautical miles (7,480
miles, 12,038 km), the GV became the longest range business jet ever made (at the time of its
introduction). Total production of the Gulfstream V was 191 aircraft.
The 89th Airlift Wing’s 99th Airlift Squadron, Andrews Air Force Base, Md., operates four C-
37As. The 6th Air Mobility Wing’s 310th Airlift Squadron, MacDill Air Force Base, Florida
operates three C-37As. The 15th Airlift Wing's 65th Airlift Squadron, Hickam Air Force Base,
Hawaii operates one C-37A. The 86th Airlift Wing's 309th Airlift Squadron, Chievres Air Base,
Belgium has one C-37A. The Executive Transport Detachment Pacific, Hickam Air Force Base,
Hawaii operates one C-37A.
On March 11, 2005, Gulfstream delivered an ultra-long-range G-V to the National Center for
Atmospheric Research (NCAR). The aircraft—known as the High-performance, Instrumented
Airborne Platform for Environmental Research (HIAPER) is being used by environmental and
atmospheric scientists from both public and private research facilities. The GV was chosen by
NCAR for its exceptionally high cruising altitude, long range, endurance, payload, reliability,
and low operating costs, as well as worldwide product support. The aircraft is based in Boulder,
Colorado .The HIAPER Gulfstream V is currently being modified to accept wing/pylon mounted
instrumentation.

WING SPAN : 28.5 m

FUSELAG LENGTH : 26.86 m

CRUISE SPEED : 904 Km/hr

RANGE : 10742 Km/hr

1.b. BOMBARDIER C850

 BOMBARDIER CHALLENGER 850

The three main views of bombardier challenger 850

The Challenger 850 combines the largest cabin in its class with the dependability and
performance of the Bombardier CRJ200 airliner. It features flexible interior configurations,
capable of accommodating 15-19 passengers. The Challenger 850 jet has a transcontinental
range and a high-speed cruise of Mach 0.80.
The Bombardier Challenger 850 jet provides a 2,811 nautical miles (5,206 km) non-stop range
- and a brisk high-speed cruise of Mach 0.80, delivering trans-continental ease. Central to its
success is a tried-and-true airframe, proven in over 6 million hours of steadfast commercial
service. Factor in its rugged, airliner engines and systems designed for stringent airline safety
standards, then add in its outstanding dispatch and performance reliability – not to mention
peace of mind – and you begin to see how exciting the Challenger 850 aircraft is.
 Business jet efficiency and flexibility converge with airliner endurance and reliability in the
Bombardier Challenger 850 aircraft. The rugged, reliable airframe, first introduced with the
Bombardier Regional Jet, has consistently proven itself to be one of the most dependable in the
business. Engines and systems designed for stringent airline safety standards result in peace of
mind and outstanding dispatch and performance reliability.

WING SPAN : 21.21 m

FUSELAGE LENGTH : 23.99 m

CRUISE SPEED : 819 Km/hr

RANGE : 5206 Km

1.c. BOMBARDIER CHALLENGER 300

 BOMBARDIER CHALLENGER 300

Three general views of bombardier challenger 300

Bombardier's all new Challenger 300 is a transcontinental range eight-seat corporate jet
which will sit in the company's model line-up between the Learjet 60 and Challenger 604. It is
developed for a non-stop 5471km (3100nm) mission with a load of eight passengers and NBAA
IFR reserves.
 Bombardier revealed it was developing the Continental (as it was known then) at the 1998
National Business Aircraft Association's annual convention in Las Vegas in October 1998. The
program was officially launched at the Paris Air Show on June 13, 1999. It would compete for
what Bombardier sees as a market for 1230 super mid size corporate jets by 2012. The
Continental was renamed Challenger 300 on September 9, 2002

Wing Span : 19.46 m

Fuselage Length : 16.87

m

Cruise Speed : 850

Km/h

Range Ability : 5741

Km
 1.d.HAWKER 850 XP

HAWKER 850XP

The three main views of hawker 850XP

The Hawker 850XP is a mid-size twin-engine corporate aircraft. It is a development of the

British Aerospace BAe 125, and is currently assembled by Hawker Beechcraft.
In every respect, this is an aircraft that was “meant” to fly. It is at home in the sky—seemingly
striving to surpass all limits and constantly do more. With new winglets that reduce drag and an
advanced upgraded avionics suite that enhances operational efficiency, the Hawker 850XP
climbs faster, delivers better performance and goes farther on less fuel than its predecessor. In
addition, with the largest cabin in its class, the Hawker 850XP provides unparalleled passenger
comfort.
Exhilarate your senses with the new standard in design, technology and performance
breakthroughs—the Hawker 850XP

WING SPAN : 16.5 m

FUSELAGE LENGTH : 13.2 m

CRUISE SPEED : 750 Km/hr

RANGE : 4893 Km/hr

1.e.HAWKER 4000
 HAWKER 4000

The three main views oh hawker 4000

The Hawker 4000, originally known as the Hawker Horizon, is a super-midsize business jet
developed by the Raytheon Aircraft Company (now Hawker Beechcraft).
Originally announced in 1996 as the Hawker Horizon, the 4000 made its official debut in
November 2005 when a development aircraft was displayed at the National Business Aviation
Association (NBAA) convention. As of March 2007 orders totaled more than 130 aircraft, with
deliveries scheduled to begin in June 2008. On December 2, 2005 NetJets signed an order for
50 of the new aircraft, the largest single commercial order in the history of Raytheon Aircraft.[
The Hawker 4000 is being certified to FAA FAR Part 25 standards, which places a five-year time
limit on certification of a new transport category aircraft. The 4000 completed Function and
Reliability Tests on May 25 2006. However, since the Part 25 five-year window expired May 31,
2006, the company filed an extension request to head off the possibility that the certification
program would need to restart from the beginning. On November 21, 2006, the company
announced that the 4000 had received its FAA type certification.
The Hawker 4000 can be outfitted to seat eight people in a comfortable cabin configuration.
This is partially due to the aircraft's carbon composite construction, which gives it more interior
space than many jets in its class. Interior standing room is an average of six feet. This
composite construction also makes the aircraft much lighter than a standard aluminum
structure, allowing a maximum range of 3,445 nautical miles, and a service ceiling of
45,000 feet (14,000 m). The flight deck features a Honeywell Primus Epic avionics suite with
EICAS, FADEC and autothrottle.

WING SPAN : 18.8 m

FUSELAGE LENGTH : 17.73 m
CRUISE SPEED : 870 Km/hr

RANGE : 6075 Km

2. THE EQUATION OF THE AIRPLANE EXISTENCE

 For the analysis and comparative estimation of various constructive
decisions it is possible to use the formula for determination of airplane take-off
mass

m0=mk+ mPP+ mF +mEQ+ mC+ mCR

Where m0-take off mass of airplane; mk -mass of airplane structure; mPP

-mass of power plant; mF-mass fuel; meq-mass of equipment; mc-Mass of
useful load(cargo) mcr-mass of crew(generally mass of service load ).This
equation is called the equation of mass balance
If all members of this equations to divide by m0, then we receive,

1= mk+ mPP+ mF +mEQ + mC+ mCR

This equation is called the equation of airplane existence. It connects the

mass units and parts with the general airplane take-off mass and through them-
all properties of the air plane which are provided with these masses. At given
level of aeronautical engineering development the quantitative increase of any
property of the airplane results in increase in mass ratio which provides this
property.

But as the sum of mass ratio is equal to unit, then the increase of one of
them can be received only due to reduction of any other (provides that any take
-off mass m0=const).Hence, if to increase any airplane characteristic c it is
necessary to reduce another ones. It is not made that the sum of mass ratio will
be more than unit. It testifies that at given level of aerospace science and
engineering development the airplane with such set of characteristics cannot be
constructed. If to remove restrictions m0=const ,then change of airplane
characteristics can be received by not only redistribution of mass, but also
change the take-off mass.

From the given analysis of the airplane existence equation: for given level
aerospace engineering development values of airplane parameters and
characteristics are cannot be any. Quantitative changes of some parameters and
characteristics are curtained to occur by changing parameters of others or by
changing take-off mass. The complex set of their values should satisfy the
equation of airplane existence.
3.STATISTICAL DATA
Gatherind and processing
The analysis of statistical material enables to add and specify TTR to the designed airplane, to
choose its configuration in this case it is necessary to use the data of the airplanes being similar
protected one and having close flight performance and conditions of operations. It is possible to
include only airplane with the specified type of engines in statistical data. These data are placed

Vmax
Km/h Maximum Speed / Maximum Mach
- No
M max

H V . max Km Altitude of VMAX

Vcr
Km/h
Cruise Speed / Cruise Mach Number
M cr -

H cr km Cruise Altitude
Lmax .t km Full Tanks Range
Lmax .i km Full Load Range
/
Lt .r Lt .d m/m Take-off run / Take-off distance
/
Ll .r Ll .d m/m Landing Run / landing distance

m 0 / mt . f kg Take-off Mass
mo⋅max kg Max take-off Mass
mlan kg Landing Mass
 memp kg Empty Mass
mem.eq kg Empty equipped Mass
meq kg (on-board) Equipment Mass
mK kg Structural Mass
mC kg Payload Mass
k pl -- Payload Ratio
n pas -- Passenger Capacity
Mf kg Fuel Mass
N -- Engine Number, Engine Type
dN
P0/N0 kwt
Engine thrust/engine power

meng kg Engine Mass

/
C p .o Take off specific fuel consumption
--
(V=0;H=0)
C N .o

CP
Take off specific fuel consumption at
H --
altitude H and V
V
i -- By-Pass ratio
γ eng -- Engine mass-to-thrust ratio
Gross wing area(including wing area
S m2
under the fuselage)
L m Wing Span
χ0
Leading edge sweep angle
χ 0.25 Degree Quarter chord line sweep angle
Middle chord line sweep angle
χ 0.5
 λw -- Wing aspect ratio
dN
p0
m2
Gross wing Loading
Thickness to chord ratio of root
C w.root
C w.tip -- airfoil /
Thickness to chord ratio tip airfoil
η -- Wing taper ratio
Lf m Fuselage Length
Df m Fuselage Diameter

λf -- Fuselage aspect ratio

S w. f m2 Wing area under fuselage

Frontal area of fuselage and engine
∑S f m2
nacelles
S ail -- Reduced ailerons area
S st -- Reduced stabilizer area
S fin -- Reduced fin area
λst -- Stabilizer aspect ratio
λ fin -- Fin aspect ratio
S elv -- Reduced elevator ratio
S rud -- Reduced rudder area
S fl -- Reduced flap area
b flap -- Reduced flap chord
t0 -- Take off thrust-to-weight ratio
χ 0. fin -- Leading edge sweep angle of fin
χ 0.2 5. f in Quarter chord line sweep angle of fin
 η st -- Stabilizer Tapper Ratio
η fin -- Fin Tapper Ratio

Derivative parameters can be designed by the following formulae:

; ; ;
gm0 P m mc
p0 = t0 = 0 γ EN = EN Kc =
Sw gm0 P01 m0

If on the airplane piston or turbo-prop engines are mounted instead of size P0 it necessary to take
engine power No (in horse powers or watts). Statistical materials are taken from the literature,
description of airplanes, reference books, handbooks of airplanes, etc

For each airplane given of general views of airplanes, it is necessary to have the circuit of its general
view in three projections. According to circuits views of airplanes it is also necessary to determine
such sizes (average values);

Where - wing area occupied by fuselage

___ SWF SWF
SWF =
SW

Where is the wing area occupied by lift devices.

___ SWld SWld
S Wld =
SW

The development cycle of the tactical –technical requirements is carried out on the basis of the
analysis for statistical materials. It consists of addition of given TTR for the projected airplanes.
 Statistical data of Airplanes – analogues
Table 1
No. 1 2 3 4 5
Name of
Airplane GUL BO BO HA HA
FSTR MB MB WKE WKE
EAM AR AR R R
V DIE DIE 850 400
R R XP 0
CCH CHA
ALL LLE
ENG NGE
ER R
850 300
Flight Data
Vmax 950 850 910 830 895
( km/h)
Hv max 11 9.6 9.2 9.1 9.2
(km)
VCR (km/h) 904 819 850 750 870
Mcr 0.85 0.80 0.82 0.82

HCR (km) 15.55 12.49 13.72 12.49 13.71

Range 10742 5129 5741 4893 6075
,L(km)
Llanding 884 830 792 755 720
LTO ( m) 1570 - 1503 1534 1495
 Mass Data
m0 Kg 40009 11450
m0 max Kg 41136 24041 17622 12701 17917
mempty kg 10138 10695
mlanding kg 39019 15308 15195
npass 14-19 15 8-15 8-14 8-14
Data of Power Plants
Name ROLLYS GE-CF- HONE HONEY PW
ROYCE
BR
34-3B1 Y WELL WELL 308A
710A10 TURBO HTF- TEE731- TURBO
TURBOFA TBR
FAN 7000 FAN
N TURBOFA
TURBOF
N
AN
Po (No), 65 38.84 30.4 20.73 30.69
KN
mEN kg 737. 618.7 333 620.4
08
n EN 2 2 2 2 2
Geometrical Data
SW (m2) 105.6 48.35 48.5 35.9 49.33
LW (m) 28.5 21.21 19.46 16.5 18.8
Χ0.25 27 25 20 28.2
λ 7.7 9.3 7.8 7.8 7.2
η 3.85 3 3.2 3.2 3.3
LF (m) 26.16 16.50 16.8 13.20 17.33

DF (m) 2.38 2.65 2.38 1.9 2.23

ΛF 11.28 9.05 7.1 7 7.95
SHS (m2)
Svs, (m2)

Derivative Parameters
p0 (dN / m2 389.55 370.32 363.34 362.14 363.20
)
t0 0.31 0.32 0.35 0.32 0.34

4. Tactical and Technical Data

 The development cycle of the tactical-technical requirements is carried out on the
basis of the analysis for a statistical material consists in additions given TTR for the
projected airplane.
For business jet it is necessary to appoint number of passengers , altitude of
nPASS

cruising flight and cruising speed . For all types of airplanes distance or range
H CR VCR L

and take-off distance must be established.

LTO

For all types of airplanes, resulting from their purpose it is necessary to choose
number of crew members . For passengers airplanes stewards must be included
n SCR

into crew members.

Altitude of cruise flight (Hcr)

Usually a medium range transport aircrafts having altitude range of 8 to 12km
from the ground level. In our project, the aircraft has the capacity of 12 passengers and
range of 7000km with full payload. In the prototype (Cessna 750 citation X) the aircraft
have the range of 5600km with full payload. So if it increases to 7000km, then we have
to provide with reduction of weight of the flight or increase the fuel capacity with much
more power full engines. According to the dimensional and aerodynamic
characteristics, it is better to reduce the weight of aircraft to increase the range. In our
project we are choosing the cruise altitude 12km.
Hcr = 12km.

Cruise Speed Vcr

Cruise speed is one of the main parameter when we construct an aircraft.
We are having a medium range transport. According to the fuel consumption and
optimum performance of the engines and the aircraft we choose the cruise speed as
850km/h.
Vcr = 850km/h.

Number of Aircraft crews

In modern aircrafts we are having automatic control and navigation
systems because of that we can reduce the crew in the aircrafts. In most common
short-range aircrafts have 3 crews with pilots and stewardess. So in our project also we
are choosing 3 crews for our new aircraft.
Ncrew = 3
Table 2 Tactical and Technical Requirements
Passeng Number
Take-off Cruise Cruise
Range er of the
distance speed Altitude
(km) Payload crew
(m) (km/h) (km)
(kg) member
6500 15 1550 842 12 3

Table 3 Parameters of the Airplane

λ χ 0.25 η C b FL δ FL S AL λF DF , m

25o/5
8 260 3.42 0.08 0.25 0.05 8.2 2.3
0o

S HS SV λ HS λVS χ HS 0.25 χ VS 0.25 C HS C VS η HS ηVS

0.05
0.28 0.17 1.9 1.2 350 420 0.05 2.35 2
5

5. Choice and Substantiation of the Airplane Configuration

This stage of activity provides:

1) a choice of the form and a relative position of wing, fuselage
and tail unit
 2) type and number of engines
3) engines arrangement for the projected airplane
4) type of the landing gear
5) determination of some geometrical parameters of wing,
fuselage and tail unit, by the results of processing the
collected statistical data of given airplanes.
Selection of Structural Component Design

Before we projecting and calculating the parameters of structural

designing, there are main 6 structural components which we have to
choose for projection. They are as follows:
1) Fuselage
2) Wing
3) Horizontal Stabilizer
4) Vertical Stabilizer
5) Landing Gear
6) Engines
We have to provide a detailed study about all these structures and
have to choose what kind of individual structural component are suitable
and ideal for our new constructing aircraft.

5.1.Fuselage

The fuselage is the central aircraft component, which has a cock-pit

or flight deck for the crew and a section for the passengers and cargo. The
fuselage has a number of functions that vary depending on the type and
mission of the aircraft. These include accommodating crew, passengers,
baggage or other payload, as well as possible housing internal engines.
Other considerations for the fuselage design include possible fuel storage,
the structure for wing attachments and accommodations for retractable
landing gear.

The size and shape of subsonic commercial aircraft are generally

determined by the number of passengers, seating arrangements and cargo
requirements.
For our newly constructing aircraft we are choosing semimonocoque
structure fuselage. Because it is providing a framework of vertical and
longitudinal members covered with a structural skin that carries a large
percentage of the stresses imposed upon the structure. Fuselages for
aircraft are designed with many similarities. The forward section of the
fuselage usually contains the cockpit and passenger cabin. The shape of
this section depends upon the passenger capacity and the performance
specifications for the aircraft. The rear section, often referred to as the tail
cone, is usually circular in cross section.

5.2.Wing

Wings are attached to airplanes in a variety of locations, vertically

and longitudinally, so here using the terms like high-wing, low-wing and
mid-wing. In our construction we are choosing the low-wing construction
for our aircraft. This is giving many advantages to our aircraft,
i) low-wing construction is comparatively easy to fit and construct
when we compare to other types of wing.
ii) In our newly designing aircraft, engines position is on the tail
section, so to provide a clean air intake, wing should be on the
lower section than the engine axes. Moreover this can provide
a clean aerodynamic flow on the wing.
iii) For passenger aircraft as a safety system for the emergency
landing, the passengers can move over the low-wing after the
emergency landing to escape.
iv) One of the main advantage of low-wing is that, we can easily fir
and arrange the landing gear system on the wing. This is not
possible on high-wing system.

5.3.Horizontal Stabilizer

The horizontal stabilizer is used to provide longitudinal pitch stability

to the aircraft and is usually attached to the aft portion of the fuselage. It
may be located above or below the vertical stabilizer or at some midpoint
on the vertical stabilizer, or at some midpoint on the vertical stabilizer.
In our project, we are connecting the horizontal stabilizer on the top
part of the vertical stabilizer as T-tail. In our aircraft this T-tail is giving lot
of advantages. One of the main advantages is that, we put engines on the
tail section. The method of construction is similar to that used for wings,
with spars, ribs, stringers, and a surface skin being used. The horizontal
stabilizer may be designed as a fixed surface attached to the tail cone or
as a movable surface used to provide pitch trim.
 5.4.Vertical Stabilizer

The vertical stabilizer for an airplane is the airfoil section forward of

the rudder, it is used to provide longitudinal (yaw) stability for the aircraft.
This unit is commonly called the fin. The construction of the vertical
stabilizer is very much like that of the horizontal stabilizer. It may be
constructed as an integral part of the fuselage.
The rear structural member of the fin is provided with hinges for the
support of the rudder. On many (in our constructed aircraft also) aircraft a
dorsal fin is installed immediately forward of the vertical stabilizer. The
function of the dorsal fin is to improve the yaw stability of the aircraft and
to provide a streamline fairing between the vertical stabilizer and the
fuselage.

5.5.Landing Gear

The majority of aircraft are equipped with landing gear that can be
classified as either tricycle or conventional. In our constructed aircraft we
are selecting Tricycle landing gear only. This is because of many
advantages as follows,
Tricycle landing gear is characterized by having a nose wheel
assembly and two main gear assemblies, one on each side of aircraft. This
arrangement places the aircraft fuselage in a level attitude when the
aircraft is on the ground. In this attitude the pilot has good forward
visibility and the cabin area in level, making it easier for passengers to
move inside the aircraft on the ground. This configuration also makes the
aircraft stable during ground operations and easy to control. This is
especially important during take-off and landing.
The landing gear of an airplane serves a number of very important
functions and is classified by a number of different characteristics. It
supports the airplane during ground operations, dampens vibrations when
the airplane is being taxied or towed, and cushions the landing impact. The
landing of an airplane often involves stresses far in excess of what may be
considered normal; therefore the landing gear must be constructed and
maintained in a manner that provides the strength and reliability needed
to meet all probable landing conditions.
 The landing gear of an airplane consists of main and auxiliary units,
either of which may be fixed (nonretractable) or retractable. The main
landing gear provides the main support of the airplane on land. It may
include a combination of wheels, floats, skis, shock-absorbing equipment,
cowling, fairing, and structural members needed for attachment to the
primary structure of the airplane.
The auxiliary landing gear consists of tail or nose landing-wheel
installations, skids, outboard pontoons etc, with the necessary cowling and
reinforcements.

5.6.Engines

Engine selection for each aircraft is depending on individual

performances of each aircrafts. Mainly on how much thrust or power we
need for the aircraft to have a safe journey and for all extra performances.
In our project we are selecting the engine AE3007C1(Rolls Royce)
according to static’s data of the aircraft.
Engine positioning on the aircraft is also important as choosing an
engine for the aircraft. Positing of engine is depending on the positioning
of other structural elements of the aircraft.
Type of Engine : Gas Turbine (By-Pass)
Number of Engines :2

6 Determination of the Airplane Take-Off Mass

The first step in the design of a new aircraft is to obtain an estimate

of the take-off weight. This estimate is one of the crucial, since it is used in
many other parts of the design. The total take-off weight is divided into
fuel weight, payload weight, empty weight and etc.
The payload is further divided nonexpendable and expandable types.
The nonexpendable payload remains unchanged throughout the flight
plan. This includes the crew, passengers, baggage, revenue cargo, etc.
Expendable payload is dropped somewhere in the flight plan, before
landing. In this our project, we are constructing a passenger aircraft, so we
have to consider it as a nonexpendable category.
The percentage that each of expendable and nonexpendable weights
contributes to the total take-off weight depends on the mission or design
objectives. Like longer range aircraft devote a greater percentage of their
take-off weight to the weight of fuel.
Take-off mass of the airplane for zero approximation is determined by
the formula received from the equation of mass ratio with statistical data.
;
m0 = m st + m p. p + m f + m pl + mcrew + meq

Here = Take-off mass

m0

= Structural mass of the aircraft

mk

= Power plant mass

m p. p

= Fuel mass
mf

= Payload mass
m pl

= Crew mass
mcrew

= Equipment mass
meq

Mass Ratio (dimensionless) equation is

m pl + mcrew
1 = m st + m p. p + m f + m eq +
m0

From this we are finding out the take-off mass for the new constructing
aircraft.

m pl + mcrew
m0 =
1 − (m st + m p. p + m f + m eq )

6.1) Payload determination

 Mass of a cargo for passenger airlines is determined that the mass of one
passenger with luggage is around 120kg (now it is considering as 90kg).
Therefore mass of a cargo for the passenger airline is determined by such
equation:

m pl = 90 × number⋅ of ⋅ passengers

m pl = 90 × 15 = 1350(kg)

m pl = 1350(kg)

6.2) Crew Mass determination

Mass of crew is determined by the multiplication of number of crews and

the average mass of each crew member (80kg). In this projecting aircraft we are
providing 5 crew members including stewards.

mcrew = 80 × number ⋅ of ⋅ crew

mcrew = 80 × 3 = 240(kg )

mcrew = 240( kg )

6.3) Reduced Fuel mass determination

 L 
m f = k ⋅  a + b 
 Vcr 
Here we are choosing; L = Aircraft range (km), Vcr = Cruise speed (km/h), a =
0.055, b = 0.045, k = 1

 6516 
m f = 1 ⋅  0.055 + 0.045×  = 0.40
 842.6 

m f = 0.40
 Ratio of Structural Mass (taking from standard table)

m st = 0.29

Ratio of Power Plant Mass (taking from standard table)

m p. p = 0.11

Ratio of Equipment Mass (taking from standard table)

m eq = 0.11

After adding all these values, we can get:

1350 + 240
m0 = = 17666.67(kg )
1 − (0.29 + 0.11 + 0.40 + 0.11)

m0 = 17666.67(kg )

The received result is to be compared to value of take-off mass for airlines-

analogues. If it is in a reasonable range, we can continue with the designing.

From the take-off mass we are getting the values of structure, power plant,
equipment and fuel masses.
6.4) Structural Mass

M st = m st ⋅ m0 = 0.29 × 17666.67 = 5123.33(kg)

6.5) Power plant mass

M pp = m pp ⋅ m0 = 0.11× 17666.67 = 1943.33(kg )

6.6) Fuel mass

M fuel = m fuel ⋅ m0 = 0.4 × 17666.67 = 7066.67(kg )

 6.7) Equipment mass

M eq = m eq ⋅ m0 = 0.11× 17666.67 = 1943.33( kg )

For the wing, fuselage, tail unit and undercarriage masses we are multiplying
the ratio to the structural mass of the aircraft to the Structural mass.

6.8) Tail unit mass

M tu = m tu ⋅ mst = 0.066 × 5123.33 = 338.14(kg )

6.9) Fuselage mass

M fus = m fus ⋅ mst = 0.357 × 5123.33 = 1829(kg )

6.10) Landing gear mass

M LG = m LG ⋅ mst = 0.184 × 5123.33 = 942.69(kg )

6.11) Wing mass

M w = m w ⋅ mst = 0.396 × 5123.33 = 2013.47(kg )

7.Determination of Engine Parameters

It is necessary to determine starting thrust of the engine. It is determined

on the basis of the collected statistical values of starting thrust-to-weight ratio .
t0

For this, it is necessary to establish the value for the projected airplane.
t0

The value of we are choosing from the static’s table (table 1.1) for the
t0

designing aircraft. Here we are choosing the value is equal to 0.33.

 E.1 Engine and Thrust Determination

where
P0 = t 0 × m0 × g t 0 = 0.33

P0 = 0.3256× 17666.67 × 9.8 = 57134.01( N )

P0 = 57.13(kN )

E.2 Thrust of one engine

Further starting thrust of one engine can be determined on the basis of engines
numbers “ ”. In this project we are adding only 2 engines to the aircraft which
n

according to the take-off mass and the thrust needed.

P0 57134.01
Peng = = = 28567( N ) = 28.57(kN )
neng 2

From this equation we can see that, one engine has to provide 28.57kN. From
this static we are choosing the appropriate engine for this designed aircraft. I
select an engine which is able to produce a thrust more than 28.57 kN. The
engine PW 308A produced by PRATT & WHITNEY -Progress is able to to produce a
thrust of 30.5KN. This same engine we can use for our designed aircraft also
which is according to the take-off mass
.
PW 308A engine having thrust of 30.5kN.This engine is used in HAWKER 4000
and WHITE KNIGHT II
 CUTTING 3-D VIEW OF PW 308A
Main Characteristics of PW 308A
STATIC THRUST : 30.5 kN
TAKE-OFF THRUST : 30.5 Kn
DRY WEIGHT : 620.43 Kg

Dimensional Characteristics of PW-308A

Height : 1.27 m
Width : 1.16 m
Length : 2.13 m

Table 1.6.1
 Parameter Value of Parameters
Parameters
Identity in (kg)s
Take-off mass (Gross,
m0 17666.67
Total)
Payload / Passenger
m pc 1350
mass
Crew mass mcr 240

Structure mass mst 5123.33

Equipment mass meq 1943.33

Fuel mass mf 7066.67

Power Plant mass m p. p 1943.33

Fuselage mass m fus 1829.02

Mass of Tail Unit m t .u 338.14

Landing gear mass mLG 942.69

Engine mass meng 2×620.4

Wing mass mW 2013.47

8. Determination of Geometrical Parameters for

Airplane Units

Geometrical parameters for designed aircraft are calculating by the specific

equations and rest we are taking the data’s from static’s table. After calculating
the geometrical parameters we are drawing the theoretical drawing. After the
calculation of the geometrical parameters we should specifically study about the
parameters which should meet with the general requirements.

Calculation of geometrical calculation is further divided into 4 sections,

those are as follows:
1) Wing Parameters
2) Fuselage Parameters
3) Tail Unit Parameters
4) Determination of Position of Center of Mass of the Airplane

8.1 WING PARAMETERS

In most cases, the main lifting surface is a single wing. The design of the
wing consists of selecting the airfoil cross-section shape, the average chord
length, the maximum thickness-to-chord, the aspect ratio, the taper ratio and
the sweep angle, which is defined for the leading edge as well as the maximum
thickness line. Another part of the wing design involves enhanced lift devices
such as leading and trailing edge flaps. The ultimate aim for the wing design is
based on the mission requirements.

In laying out the plan form shape of the wing there are a number of useful
relations that apply to a trapezoidal shape. There are based on knowing the wing
area, aspect ratio, taper ratio, and leading-edge sweep angle.

8.1.a Gross Wing Area (S)

where ,
m ⋅g m0 = 17666.67(kg ) g = 9.8(m / s 2 )
S= 0
10 ⋅ p 0

(Choosing from table

p0 = 395.09(dN / m 2 )

1.3)

17666.67 × 9.8
S= = 43.82(m 2 )
10 × 395
 S = 43.82(m 2 )

8.1.b Wing Span (L)

where λ= 8 (choosing from table 1.3)

L = λ ⋅S

L = 8X 43.82

L = 18.8(m)
8.1.c Wing Chords (b)
where S = 43.82 (m2), L=18.8 (m)
S  2η 
broot = b0 = × 
L  η + 1 

=3.42 (choosing from table 1.3)

η

43.82  2 × 3.42 
broot = b0 = × 
18.8  3.42 + 1 

broot = b0 = 3.62(m)

b0 3.62
btip = = = 1.06(m)
η 3.42
8.1.d Quarter chord line sweep angle of the Wing ( )
χ 0.25

(Choosing from the static’s table 1.1)

χ 0.25 = 260

8.1.e Leading edge sweep angle of the Wing ( )

χ0
 η −1 3.42 − 1
tgχ 0 = tgχ 0.25 + = tg 260 + = 0.56
λ ⋅ (η + 1) 8 × ( 3.42 + 1)

χ 0 = arctg( 0.56) = 29.250

8.1.f Mean Aerodynamic Chord of the Wing (MAC = )

b Aw

The mean Aerodynamic Chord (MAC) is the chord of an imaginary airfoil which
has the same aerodynamic characteristics as the actual airfoil. The mean
aerodynamic chord is established by the manufacturer.

2 η 2 +η +1
bA = × b0 ×
3 η ⋅ (η + 1)

2 3.422 + 3.42 + 1
b A = × 3.62 × = 2.6(m)
3 3.42( 3.42 + 1)

b A = 2.6(m)

Vertical distance between horizontal central line to MAC ( )

zA

L η + 2 18.8 3.42 + 2
zA = × = × = 3.82(m)
6 η +1 6 3.42 + 1

z A = 3.82( m)

Horizontal distance between wing root tip to MAC root

x A = a
z tg χ 3.82 X 0.56o=
x A = 2.2(m)
 8.2 FUSELAGE PARAMETERS

The size and shape of subsonic commercial aircraft are generally

determined by the number of passengers, seating arrangements and cargo
requirements. Seating arrangements on commercial passenger aircraft vary
depending on the size and range.

Here

= Diameter of the Fuselage

DF

LF= Overall Fuselage length = λF ×DF

= Fuselage nose length = λN×DF
LN

= Fuselage tail length = λT×DF

LT

= Aspect ratio of the fuselage nose, and rear part

λ N , λT

respectively.
= 1.5, = 2.2 (choosing from the Static’s table 1.1)
λN λT

8.2.a Diameter of the Fuselage

(Choosing according to the static’s table 1.3 and moreover it’s depending
on the passenger accommodation and comfort. So for this construction we are
choosing the diameter 2.3(m).

8.2.b Lengths of the fuselage parts

LN = λ N ⋅ D f = 1.5 × 2.3 = 3.45( m)

LT = λT × D f = 2.2 × 2.3 = 5(m)
 8.2.c Total length of the fuselage

,
LF = λ F × D F

L f = 8.3 × 2.3 = 19(m)

8.3 TAIL UNIT PARAMETERS

Geometric parameters of horizontal and vertical surfaces are determined

by the same formulae which were used when calculating the wing. The size and
position of mean aerodynamic chord of horizontal and vertical tail units relative
to nose of their root chords are finding by the same equations which we used for
wing previously.
Distance from the airplane center of mass up to the horizontal tail unit
center of pressure for the normal (classic) airplane configuration is
LHS

determined according to recommendations which are based on statistic data.

Distance from the vertical tail unit center of pressure up to the airplane
center of mass in first approximation may be considered such which is equal
LVS

to the distance of horizontal tail unit -

LVS = LHS

The areas of horizontal and vertical surfaces are determined accordingly by

such equations:
; Here - reduced stabilizer area and fin area
S HS = S HS × S S HS , S VS
SVS = S VS × S

respectively
; (Choosing these values from the table 1.3)
S HS = 0.28
S VS = 0.17
 8.3.a HORIZONTAL TAIL UNIT

Area of horizontal tail unit,

S HS = 0.28× 43.82 = 12.26(m 2 )

S HS = 12.26( m 2 )

8.3.a.1 Length of the Horizontal tail unit

LHS = λ HS ⋅ S HS = 1.9 × 12.26 = 5(m)

LHS = 5(m)

8.3.a.2 Chords of the Horizontal tail Unit

S HS 2 ⋅η 12.26 2 × 2.35
broot = b0 HS = × = × = 3 .6 ( m )
LHS η + 1 5 2.35 + 1

broot = b0 HS = 3.6(m)

b0 HS 3.6
btipHS = = = 1.54(m)
η HS 2.35
btipHS = 1.54(m)

8.3.a.3 Quarter chord line sweep angle of the Horizontal tail unit (
χ 0.25HS

(Choosing from the static’s table 1.1)

χ 0.25 HS
= 35 0
8.3.a.4 Leading edge sweep angle ( )
χ 0.ht

η HS − 1 2.35 − 1
tgχ 0. HS = tgχ 0.25HS + = tg 350 + = 0.680
λHS ⋅ (η HS + 1) 1.9( 2.35 + 1)
χ 0.HS = arctg( 0.680) = 42.360
χ HS = 42.360

8.3.a.5 Mean Aerodynamic Cord of the Horizontal Tail ( )

b A.ht

2 η 2 HS + η HS + 1 2 2.352 + 2.35 + 1
b A.HS = ⋅ b0.HS ⋅ = × 3 .6 × = 2.8(m)
3 η HS ⋅ (η HS + 1) 3 2.35( 2.35 + 1)

b A.HS = 2.8(m)

Vertical Distance between horizontal central line to MAC ( )

z A.ht

LHS η HS + 2 5 2.35 + 2
z AHS = ⋅ = × = 1.05(m)
6 η HS + 1 6 2.35 + 1
z AHS = 1.05( m)

Horizontal distance between wing root tip to MAC root ( )

x A.h.t

LHS η HS + 2 5 2.35 + 2
x AHS = × × tgχ 0 = × × tg 42.36 0 = 0.96(m)
6 η HS + 1 6 2.35 + 1

x AHS = 0.96(m)
8.3.b VERTICAL TAIL UNIT

SVS = S fin = S VS ⋅ S = 0.17 x 43.82 = 7.45(m 2 )

SVS = S fin = 7.45(m 2 )

8.3.b.1 Height of the Vertical Tail unit

LVS = λVS × SVS = 1.2 × 7.45 = 3m)

LVS = 3(m)

8.3.b.2 Chords of the Vertical Tail Unit

SVS 2 ×ηVS 7.45 2 x 2

brootVS = b0VS = × = × = 3.32(m)
LVS ηVS + 1 3 2 +1
brootVS = b0VS = 3.32(m)
b0VS 3.32
btipVS = = = 1 .7 ( m )
ηVS 2

8.3.b.3 Quarter chord line sweep angle ( )

χ VS0.25

(Choosing from the static’s table 1.1)

χ VS 0.25 = 42°

8.3.b.4 Leading edge sweep angle of the vertical tail unit ( )

χ 0.v.t

ηVS − 1 2 −1
tgχ 0.VS = tgχVS 0.25 + = tg 42° + = 1.04
λVS (ηVS + 1) 1.2( 2 + 1)
 χ 0.VS = arctg(1.04) = 46.10°
χ 0.VS = 46.10°

8.3.b.5 Mean Aerodynamic Cord of the Vertical Tail ( )

b A.v.t

b AVS =
2 (η
⋅ b0VS ⋅ VS
2
)
+ ηVS + 1 2
= x3.32 x
( )
22 + 2 +1
= 2.6( m)
3 ηVS (ηVS + 1) 3 2( 2 + 1)
b A.v.t = 2.6(m)

Vertical Distance between horizontal central line to MAC ( )

y A.v.t

LVS ηVS + 2 4.4 1.5 + 2

y AVS = × = x = 2.05(m)
3 ηVS + 1 3 1 .5 + 1
y AVS = 2.05( m)

Horizontal distance between wing root tip to MAC root ( )

x A.v.t

LVS ηVS + 2 3 2+2

x AVS = × × tgχ 0 = x × tg 46.10° = 1.4( m)
3 ηVS + 1 3 2 +1
x AVS = 1.59(m)

9.Determination of Position of Center of Mass of

the Airplane

Position of the airplane center of mass is determined relative to nose part

of the wing mean aerodynamic chord (MAC).
The recommended distance for the center of mass from the nose part of
mean aerodynamic chord as follows:
xm
 For airplanes with swept wing:
xm = 0.25 × bA = 0.29x 2.6 = 0.75(m)
xm = 0.75(m)

On the basis of the chosen values distance for the airplane center of mass
from nose point of mean aerodynamic chord along the axis can be determined.
LHS = 3.5 X 2.6 = 9.4(m)

10 Construction of the Airplane Theoretical Scheme

After calculations of geometrical parameters for the airplane main units the
theoretical scheme of plane general view may be constructed.

When “T-shaped” tail unit is applied, the vertical surface must be attached
first to the fuselage and then horizontal surface to vertical one. Nose point of
root chord horizontal stabilizer approximately coincides with nose point of a tip
chord vertical stabilizer. Certainly, in this case condition is not
LHS = LVS

performed.

Theoretical view of airplane

11.LANDING GEAR PARAMETERS
There are following parameters for three-strut landing gear:
1) landing gear wheelbase,
b
2) landing gear wheel track,
B
3) Offset,
e
 4) height of the landing gear,
h
5) height of the airplane center of mass,
H

Derivatives from these parameters will be:

1) angle of offset for wheels of the main struts,

γ
2) angle of overturning,
ϕ

11.1 Landing Gear wheel base (between nose and main landing gear)

LFus =19
b = (0.3... 0.4) LFus

b = 0.4 x19 = 7.6(m)

b = 7.6(m)

11.2 Offset (Horizontal distance between center of gravity and main

landing gear)

e = (0.06....0.12)b
e = 0.1× 7.6 = 0.76(m)
e = 0.76(m)

It should be noted that at great value of nose gear raising off is

e

complicated during entering the airplane take-off angle of attack. In this case lift-
off will occur at higher speed and hence the length of take-off run will increase.

Reduction of the dimension of will provide easier nose gear raising off.
e

However at low height rolling over the airplane on a tail is possible landing the
airplane center of mass can go behind the support point of main wheels.
 If the structure of the airplane is such that its center of mass can be
displaced behind the line of a support of the main wheels then in order to
prevent lowering the airplane tail section it is necessary to provide the auxiliary
tail support.

11.3 Distance between two main landing gears (B)

choosing coefficient as 0.15 ; L= wing span

B = (0.15....0.35) L
B = 0.15x18.8 = 10.01(m)
B = 2.8(m)

11.4 Height of landing gear

Angle of main wheel setoff γ should be higher than angle of a touchdown by

tail part
γ=φ+(1°..2°)
For airplanes of various purpose the angle φ=10°…18°.Smaller values of angle
corresponds to nonmaneurable subsonic planes and greater values to
maneurable subsonic and supersonic airplanes of all types.
The height of the landing gear is determined from the condition of
providing the minimum gap 200...250mm between runway surface and the
airplane structure with separate and simultaneous compression of tires and
shock absorbers. This gap must be determined for airplane landing with rolling.
In this case the pitch angle of the airplane is equal to the landing angle and the
rolling angle is equal to 4o.
For the airplanes having high mass, the track must be made wider than
runway plates width. The size of which is equal to 7m. It results in decreasing
loading on plates, because in this case there will be only one support of the
airplane on each of them.
For the designed aircraft

φ=15°
γ=17°
Height of centre of mass H is given by

H=e/tanγ
H=0.76/tan17
 H=2.10(m)

12 CONCLUSION

Some specialty about my designed plane :-

1) Drag is less and hence lift power is more , so runway is less.
2) Less fuel consumption.
3) Nose gear raising off is easier
13. BIBLIOGRAPHY
While completing this project I took help from
1) Internet. (www.google.com, www.yandex.ru , www.aerospaceweb.org
,www.Wikipedia.org )
2) Jane’s all the World’s Aircraft.
3) General Arrangement of Airplanes by Mr. M.N. Fedotov.