SATHYABAMA UNIVERSITY

(Established under section 3 of UGC Act, 1956)

Jeppiaar Nagar, Rajiv Gandhi Salai,

Chennai 600119, Tamilnadu.

Report on

AIRCRAFT DESIGN PROJECT

Title

SUBMITTED BY:

ACKNOWLEDGEMENT
I would like to extend my heartfelt thanks to Prof.BSM.
AUGUSTINE (Head of Aeronautical Department) for giving me his able support
and encouragement. At this occasion I must emphasis the point that this DESIGN
PROJECT would have not been possible without the highly informative and
valuable guidance by Mr. Churchil , whose vast knowledge and experience had
made us to go about this project with ease. We have great pleasure in expressing
my sincere whole hearted thanks to him.
It is worth mentioning about my team mates, friends and
colleagues of aeronautical department, for extending their kind help whenever the
necessity was in demand; I think one and all that have directly or indirectly helped
me in making this design project a great success.

ABBREVIATION

Density of air

Dynamic viscosity

Taper ratio

AR -

Aspect ratio

Wing span

Wing area

Swet -

Wetted area

Sref -

Reference area

Chord of the airfoil

Croot -

Chord at root

Ctip -

Chord at tip

CD

Drag Co-efficient

CL

Lift Co-efficient

Drag

Lift

Endurance

Acceleration due to gravity

Mach number of aircraft

Range

Climb Angle

Thrust

Re

Reynolds number

ROC -

Rate of climb

SL

Landing distance

STO -

Take off distance

VCruise-

Velocity at cruise

Vstall -

Velocity at stall

WCrew -

Crew weight

We

Empty weight of aircraft

WF -

Weight of fuel

Wpayload-

Payload of aircraft

W0 -

Overall weight of aircraft

WL -

Wing loading

CONTENT

Expt.
No.

Experiments

1.

Abstract

2.

Plots

3.

Weight Estimation

4.

Aerodynamic Design

5.

Wing and Fuselage design

6.

Performance characteristics

7.

3 View Diagram

8.

Design of V n Diagram

9.

Conclusion

10.

Bibliography

Page no.

ABSTRACT
The purpose of our design project was to design a 200 seater passenger
medium range international aircraft by comparing the data and specifications of
present aircrafts in this category. Performance characteristics calculations have also
been performed. Necessary graphs have also been plotted from where certain
values where deduced. The aircraft possess a low wing, tricycle landing gear and a
conventional tail arrangement.

COMPARATIVE DATA SHEET

Name of
the aircraft

No of
seats

Wing
span(m)

Wing
area(m2)

Aspect ratio

Service
ceiling(m)

Macdonnell
Douglas
MD-90
Boeing 727
Boeing 757
Boeing 767
Boeing 767300
Boeing 787
Boeing 717
Boeing 737
A320
A310
A321
A330

172

32.87

437.1

13.2

12802

189
200
181
218

32.9
38.05
47.6
47.6

481.01
11.25
283.3
283.3

14.6
4.76
5.95
5.95

10700
12800
12200
12527

210
117
189
180
240
220
250

60.1
28.47
35.7
24.1
43.9
34.1
60.3

958.23
337.176
146.013
122.6
219
122.6
361.6

15.9
11.84
4
3.59
4.9
3.59
5.99

13100
12500
12500
12000
12500
12000
12527

Name of the Empty fuel

aircraft
weight(kg)
Macdonnell
Douglas
MD-90
Boeing 727
Boeing 757
Boeing 767
Boeing 767300
Boeing 787
Boeing 717
Boeing 737
A320
A310
A321
A330

Max take Payload(kg)

off
weight(kg)

35400

43900

172000

45360
82380
80130
86070

95028
115680
124880
158760

189000
200000
181000
218000

110000
66406
41413
42600
80142
48500
180000

228000
54900
79010
78000
141974
93500
230000

210000
117000
198000
18000
240000
220000
250000

Name of the
aircraft

Mach
number

Range

Service
ceiling

Cruising
Speed

Macdonnell
Douglas
MD-90
Boeing 727
Boeing 757
Boeing 767
Boeing 767300
Boeing 787
Boeing 717
Boeing 737
A320
A310
A321
A330

.76

3860

12802

811

.85
.8
.8
.8

4450
7222
5200
5200

10700
12800
12200
12527

920
850
851
851

.85
.77
.785
.82
.801
.78
.82

5665
3815
5650
5900
6800
5900
12500

13100
12500
12500
12000
12500
12000
12527

903
811
828
828
850
828
871

PLOTS

Aspect ratio Vs Range

18

16

14

Aspect ratio

12

10

0
0

2000

4000

6000

8000

Range (m)

10000

12000

14000

WEIGHT ESTIMATION
Overall weight of the aircraft includes the crew weight, payload weight,
fuel weight and empty weight. The weight of an aircraft will not be constant
it will vary according to flight conditions like takeoff, cruising and landing.

The overall weight is given by:-

This equation can be simplified as follows

(

)
(

Now

) (

))

can be estimated by finding the values of

Mission Profile

Total number of crew = 8

Assuming weight allotted for one is 100 kg

and

=
= 8000 N

Total number of passenger = 200

=
= 200000N

= Weight at the end of take off

= Weight at the end of Climb
= Weight at the end of Cruise
= Weight at the end of descent (loiter for 20 minutes)
= Weight at the end of landing

1stiteration:
From Table:
Take off weight fraction
Climb weight fraction

= .970
=.980

Landing weight fraction

= .995

For Cruise Condition:Weight fraction calculation formula is : c =

(

. /

Breguets range

= 0.784

For Endurance condition

Take endurance for 20min i.e. 1200 s
(

= 0.992

= (.970) (.985) (.784) (.992) (.995)

= 0.74

= (1

=(

= 0.275
Substituting in equation 1
=

)
(

= 9, 24,444.44N

nditeration:
=
=

= 0.465
Substituting in equation 1
=(

= 8, 00,000 N
rditeration
=
(

= 0.47
Substituting in equation 1
(

=(

)
)

= 815686.27 N.

For Values of A, C, K Refer the table

AEROFOIL SELECTION
An airfoil in many respects is the heart of the airplane. An airfoil
generates lift by changing the velocity of the air passing over and under itself. The
airfoil angle of attack and /or camber causes the air over the top of the wing to
travel faster than the air beneath the wing. Bernoullis equation shows that higher
velocities produce lower pressure, so the upper surface of the airfoil tends to be
pulled upward lower than the ambient pressures while the lower surface of the
airfoil tends to be pushed upward by higher than ambient pressure. The integrated
difference in pressure between the top and bottom of the airfoil generate the net
lifting force.

Types of aerofoil :
a) Symmetric Aerofoil
b) Cambered Aerofoil

1) On a symmetric airfoil, the center of pressure lies exactly on one quarter of

the chord behind the leading edge
2) On a cambered airfoil, the aerodynamic center lies exactly on one quarter of
the chord behind the leading edge
3) Supersonic airfoils are much more angular in shape and can have a very sharp
leading edge, which is very sensitive to angle of attack. A supercritical airfoil

has its maximum thickness close to the leading edge to have a lot of length to
slowly shock the supersonic airfoils have a low camber to reduce drag
divergence. Modern aircraft wings may have different airfoils section along
the wing span, each one optimized for the conditions in each section of the
wing

In order to select the airfoil we have to find

To find

During stall L = W

= 1.25

and Re number

Lift:

L = 130.537 KN.

Drag:

(
*
*

)
(

= 0.03 + 0.056
Cd = 0.0865
Now,

D = 9033.19 N
D = 9.03319 KN.

+
)

WING DESIGN
After the final weight estimation of the aircraft, the primary component
of the aircraft to be designed is the wing. The wing weight and the lifting
capabilities are in general, a function of the thickness of the aerofoil section that is
used in the wing structure. The first step towards designing the wing is the
thickness estimation
1. Position of the wing:
The location of the wing in the fuselage (along the vertical axis)
is very important. Each configuration hasd its own advantages but in
this design, the low wing offers advantages such as
a. Uninterrupted passengers cabin.
b. Placement of landing gear in the wing structure itself.
c. Location of the engine on a low wing makes engine overhaul easier.
d. Landing gear usually becomes high in such wing configurations and
therefore, provides greater ground clearance.
e. Low wing affects the flow over the horizontal tail to minimum extent

Design characteristics:
m
S = 200 m2
C = 3.09 m
b = 34 m
AR = 11
= 0.45

Design Calculations:

1. Chord length at root,

, (

=*

)(

)
(

= 8.11 m
2. Chord length at tip
=

)+

= 3.649 m
3. Quarter chord line,
= 0.7725 m
4. Mean Aerodynamic chord,

= 0

((

= 6.158 m

5. Wing Aerodynamic centre =

= 0.25 * 6.158
= 1.539 m

6. Distance of aerodynamic centre from fuselage, y`= 0 (

)
)

= 7.425 m

FUSELAGE DESIGN
The fuselage is an aircrafts main body section that holds the crew,
passengers or cargo. The fuselage also serves to position control and stabilization
surfaces in specific relationships to lifting surfaces, required for aircraft stability
and maneuverability. It always streamlined to minimize the drag produced.
Wing location Aerodynamics Consideration:
Mid wing position gives lowest interference drag, especially well for
supersonic aircraft.
Top-mounted wing minimizes trailing vortex drag, especially good for lowspeed aircraft.
Low wing gives improved landing gear stowage & more usable flap area.
From the above given locations of wings, the one chosen is the Low wing
configuration which gives improved landing gear and more usable flap area.

Seating arrangements

Design Calculations:

= 0.85
l=

= 40 m

Fineness ratio, (

)= 8

d=5m

= 40.55 m2

swet = 159.45 m2
Assume length of cone= 4 m

= 2.35 m
Assume length of empennage = 3 m
= 1.8
= 1.66 m

AIRCRAFT PERFORMANCE
CALCULATIONS
The performance of an aircraft is essentially a statement of its capabilities and
a different selection of these normally be specified for the various categories such
as transport, military and light aircraft, even though several common performance
factor will feature in every such selection. For the engineer involved in the creation
of a new design, these performance features serve as design criteria or at least
desirable objectives, whereas late in the design and development stages the sales
staff will quote the performance features as the basis for the commercial strength of
the emerging aircraft. For either reason the performance will be stated in terms of
quantities such as direct operating cost (DOC), maximum range for various
payloads and fuel loads, cruising speed and airport requirements for landing and
take-off. Here we are going to calculate the thrust, landing distance, take-off
distance, rate of climb, climb angle and endurance.
1) Thrust Calculation:
During level flight
. /

. /

. /
. /

[. /
0. /

(
. /

= 0.05880.7838.33

)
.

.
/1

/]

=0.3835
Thrust = 0.3835791215.6815
T = 303.4312139 KN
For one Engine,
T = 151.7156069 KN

2) Landing Distance Calculation:

(

)(

)
,

)-

)(

)
(

[(

3) Takeoff Distance Calculation:

(

)(
[

)
(

))]

))]

= 2354 m
= 2.354 Km
4) Rate Of Climb (ROC):
ROC = Vsin()
(

ROC = 40.75 m/s

5) Climb Angle ():

.

6) Endurance (E):
(

))]

3-D VIEWS

V-n DIAGRAM
The v n diagram is a graph portraying load factor
velocity for a
given airplane, along with the constraints on both n and v due to structural
limitations. The v n diagram illustrates some particularly important aspects of
overall airplane performance.
Load factor aids us in fixing boundaries to an aircraft within which the aircraft is
free to perform and operate. Load factor is dependent on gravity and hence it also
can be expressed in terms of g. Load factor are assumed and depending in that we
have corresponding velocities and eventually v n plot.
For our calculation, we consider load factors direct proporationality to the square
of velocity. Load factor is given by

Positive load factor indicate that the aircrafts is ascending up.

When n = 1, V = 59 m/s
When n = 2, V = 83.43 m/s
When n = 3, V = 102.19 m/s
When n = 4, V = 118 m/s
Negative load factor are experienced by aircrafts when it descends down.

When n = -1, V = 59 m/s

When n = -2, V = 83.43 m/s
When the velocity is 0, load factor is also zero.

Plot
From the above values of v and n we have a v n diagram

Load factor n = 1 gives an initial boundary limit and a dive speed of 250 m/s gives
a final boundary limit.
The area exposed by continuous lines in the plot is the regime in which the aircraft
is bound to perform an operate. The first vertical line crossing X axis at 59 m/s
sets the boundary of minimum speed
The second vertical line crossing X
axis at 250 m/s sets the boundary of maximum speed

Thus the aircraft can operate between velocities of 59 m/s and 250 m/s.

CONCLUSION
A detailed study was concluded on the existing 200-240 seat long range
business jet aircraft on design, performance, structure, and aerodynamics. A minor
parametric analysis was also made from the design perspective. This study enables
us to design an aircraft with contemporary requirements. The preliminary design
process was made with much of a compromise between science and logic. The
knowledge was very much demanding for every member of the team in order to
produce an effective design. This project greatly enable us to apply our wide
knowledge of aerospace in the design of aircraft which was very exciting and
challenging and it had let our imagination take flight , right from the start. In this
project we have finally developed a model of the required aircraft after a detailed
study. This project would be remembered as the most enjoyable part of the
academic work.

BIBLIOGRAPHY
1) Janes All the World Aircraft
2) Civil Aircraft Design
Lyoyd R. Jenkinson , Paul Simpkin , Darren Rhodes
3) Aircraft Design A Conceptual Approach
Daniel P. Raymer
4) Aircraft Design : Synthesis and Analysis
Ilan Kroo , Richard Shevell