Académique Documents
Professionnel Documents
Culture Documents
2
List of figures
Figure 9-1 Process Flow chapter for crew station and Payload ...................................................... 6
Figure 9-2 Ground Crew Station Of Avenger................................................................................. 7
Figure 9-3 Ground Control Station ................................................................................................. 7
Figure 9-4 Components of a laser guided bomb [1] ....................................................................... 8
Figure 9-5: Laser guided mutation delivery [4] ............................................................................ 10
Figure 9-6: Carriage mechanisms [5] ........................................................................................... 11
Figure 9-7: Bomb bay dimensions [1] .......................................................................................... 11
Figure 9-8: Internal weapon bay of Neuron [6] ............................................................................ 12
Figure 10-1: Flow chart of Integration of propulsion and fuel system ......................................... 16
Figure 10-2 Types of Engines ....................................................................................................... 17
Figure 10-3 SFC vs Design Mach Number................................................................................... 18
Figure 10-4 Rubber Engine ........................................................................................................... 19
Figure 10-5 Selected Engine ......................................................................................................... 21
Figure 10-6 Inlet duct.................................................................................................................... 24
Figure 10-7 Inlet Geometry .......................................................................................................... 25
Figure 10-8 Inlet shape of Reference Aircraft .............................................................................. 25
Figure 10-9: Capture area [5] ........................................................................................................ 26
Figure 10-10: design Mach no Vs Ac/mass flow rate .................................................................. 26
Figure 10-11: 2-d, V shaped, thrust vectoring nozzle.(a) cross-sectional view.(b)external view.
(c) mechanical view. (d) integrated with engine [9] [10] ............................................................. 29
Figure 10-12 : Aviation fuel specifications [5] ............................................................................. 30
Figure 11-1 FLow Chart of LAnding Gear ................................................................................... 35
Figure 11-2 Tricycle Landing Gear .............................................................................................. 36
Figure 11-3 Tipback Angle ........................................................................................................... 37
Figure 11-4 Over-turn Angle ........................................................................................................ 37
Figure 11-5 Strurt Travel Angle ................................................................................................... 38
Figure 11-6 Shock Absorber Type ................................................................................................ 42
Figure 11-7 Oleo Shock Strut ....................................................................................................... 42
Figure 11-8 Oleo Pneumatic Strut ................................................................................................ 46
Figure 11-9 Castoring wheel geometry [5] ................................................................................... 47
Figure 11-10 Retraction of landing gear of Neuron UCAV [12].................................................. 48
Figure 11-11 Hydraulic system [5] ............................................................................................... 49
Figure 11-12 Soring organ in birds [15] ....................................................................................... 51
Figure 11-13 Avionics weight to Empty weight ratio [5] ............................................................. 52
3
List of tables
Table 9-1: Result of crew station and payload design .................................................................. 13
Table 10-1: Input Parameters table for integration of propulsion and fuel system ...................... 16
Table 10-2 Data of Various Engine .............................................................................................. 20
Table 10-3 Data of Selected Engine ............................................................................................. 20
Table 10-4 Dimensions of the Scaled Engine ............................................................................... 22
Table 10-5 Specifications of Scaled Engine ................................................................................. 23
Table 10-6 Engine Dimensions .................................................................................................... 23
Table 10-7 Results of propulsion and fuel system integration ..................................................... 31
Table 11-1 Input values for Landing Gear Analysis ..................................................................... 35
Table 11-2 Wheel Diameters ........................................................................................................ 38
Table 11-3 Data of Typical Tires .................................................................................................. 39
Table 11-4 Data of Typical Tires - II ............................................................................................ 40
Table 11-5 Tires Pressures ............................................................................................................ 41
Table 11-6 Efficiencies Values ..................................................................................................... 44
Table 11-7 Gear Load Factor ........................................................................................................ 44
Table 11-8 Results of landing gear ............................................................................................... 54
4
10 CHAPTER 9 - CREW STATION AND PAYLOAD
10.1 PREAMBLE:
10.1.1 PROBLEM STATEMENT
To design ground based crew station and payload compartment for Unmanned combat aerial
vehicle.
10.1.3 DELIVERABLES
Following are the deliverables of this chapter:
10.2 INTRODUCTION
10.2.1 LIST OF ACRONYMS AND ABBREVIATIONS
10.2.2 DEFINITION OF IMPORTANT TERMS
1. Weapon Bay
The bomb bay or weapons bay on some military aircraft is a compartment to
carry bombs, usually in the aircraft's fuselage, with "bomb bay doors" which open at
the bottom. The bomb bay doors are opened and the bombs are dropped when over
the target or at a specified launching point.
2. Hard point
A hard point is a location on an airframe designed to carry an external or internal
load. This includes a station on the wing or fuselage of a civilian aircraft or military
aircraft where external jet engine, ordnance, countermeasures, gun pods, targeting
pods or drop tanks can be mounted.
5
10.2.4 PROCESS FLOW CHART
Ground Bombs
Control Station
Figure 10-1 Process Flow chapter for crew station and Payload
In UCAVs ground control station, the pilot sits in front of a number of screens showing the view
from the UCAV, a map screen and aircraft instruments. With 2 operators connected to Air
Traffic Controllers.
GCS HARDWARE
GCS hardware refers to the complete set of ground-based hardware systems used to control the
UCAV. This typically includes the Human-Machine Interface, computer, telemetry, video
capture card and aerials for the control, video and data links to the UAV.
GCS SOFTWARE
GCS software is runs on a ground-based computer that is used for planning and flying a
mission. It provides a map screen where the user can define waypoints for the flight, and see the
6
progress of the mission. It also serves as a virtual cockpit, showing many of the same
instruments as in manned aircraft.
7
10.3.2 Ejection Seat:
In UCAVs there is no risk of pilot in case of any damage to UCAV. So no ejection seat
mechanism is needed to define.
1. Electronic sensor
2. Control system
3. Power source (battery)
4. Movement controlling mechanisms (fins)
These guided or smart bombs are designed to precisely hit a specific target, to
minimize collateral damage and increase lethality against intended targets. They fall to the target
solely by the force of gravity, but its fins or wings have control surfaces that move in response to
guidance commands, enabling adjustments to be made to the angle of the bombs descent or the
direction of its fall. The bomb glides, rather than falls, to the target.
8
1. They allow the small planes to make successful attacks using fewer explosive. This is in
contrast to the carpet or scatter bombing, which require larger number of bombs and thus
larger aircrafts.
2. They make the launching aircraft less vulnerable to the anti-aircraft systems as they can
be launched from quite high altitude with sufficient accuracy. [2]
The smart bombs are further classified on the basis of their guidance system. The guidance
system consists of sensors to detect the target and some means of adjusting the bombs fins or
wings in order to control its descent. It can be:
1. Electro-optical: In this system there is a television camera placed in the nose of the bomb.
It sends real time picture to its operator, who either lock the bomb on the target or guide
it all the way, until it impacts the target.
2. Laser: In this system, target is illuminated by a laser beam from the releasing aircraft,
another target-control aircraft, or a ground force unit. Sensors in the bombs nose lock
onto the reflections of the laser beam and follow them down to the target.
3. Infrared: this system relies upon the heat generated by the target.
4. GPS: In this system, aircraft uses its GPS to locate target and feed information to the
bomb control system. Once the bomb is released, its own GPS system receive real time
information, from satellite tracking its position. Control system ensures it stays on target.
It does not rely on the visual contact with the target, and work well even in the cloudy
weather.
For our aircraft, a LASER GUIDED BOMB will be used as it is more appropriate for a UCAV,
due to its improved accuracy as compare to the infrared guided bomb and more autonomy as
compare to the electro optical guided bomb. GPS guided bombs are avoided, in spite of the fact
that they are more economical and better for all weather condition, due to the reasons that in
strategic locations there is a chance of GPS jamming and they are also prone to human
intelligence error. [3]
9
Figure 10-5: Laser guided mutation delivery [4]
1. External carriage
2. Semi-Submerged carriage
3. Internal carriage
4. Conformal carriage
External carriage is lightest and simplest and offer the most flexibility to carry alternate weapons
stores but it increases the parasite drag and radar cross-section. Semi submerged and internal
carriage cause significant reduction in parasite drag, but it reduces flexibility for carrying
different weapons. Lowest drag option for weapon carriage is internal, which also minimize the
radar cross-section, but it has least flexibility for carrying different weapons.
10
Figure 10-6: Carriage mechanisms [5]
As our aircraft is stealthy bomber, an INTERNAL CARRIAGE will be most suitable for it.
The bomb bay is sized to standard military specifications. In addition, the doors are designed
with saw-tooth to reduce edge diffraction for improved stealth characteristics. The dimensions of
the bay are given below:
11
Figure 10-8: Internal weapon bay of Neuron [6]
1. Conventional bomb rack: A conventional bomb rack has mounted stores in vertical
columns making individual store selection and release impossible without releasing all
stores ahead in the column line. The advantage of a conventional bomb rack is a prompt
release of all stores in short order
2. Rotary launcher: A rotary launcher is a rotating suspension equipment mounted inside the
bomb bay. Rotary launchers have stations of their own and offer the ability to select
certain stores within the bomb bay for release. Advantages include the selection ability
for different weapons and easier loading for the ground crew. The disadvantage of a
rotary launcher is a slow release of stores. [7]
Our aircraft will be having a CONVENTIONAL BOMB RACK, as it is having only one smat
bomb in each bomb bay.
12
3. Explosive bomb release
As hydraulic cause weight penalty and explosive is not stealth friendly, our aircraft will be using
a PNEUMATIC RELEASE MECHANISM for safer and faster rearming and greater reliability
in the delivery of the weapon.
10.4 RESULTS
Table 10-1: Result of crew station and payload design
Parameters Selections
10.5 CONCLUSION
In this chapter, we have made selections regarding crew station and payload of our aircraft on the
basis of stealth, aerodynamic and stability considerations. As, our aircraft is UCAV, so crew
station will be ground based. Due to small size and stealth, our aircraft cannot have external
missiles and guns, so it only has smart laser guided bombs, which are carried on internal weapon
bay and have pneumatic release mechanism.
13
11 CHAPTER 10 - PROPULSION AND FUEL SYSTEMS
INTEGRATION
11.1 PREAMBLE:
11.1.1 PROBLEM STATEMENT
To do the integration and layout of propulsion and fuel system, in the overall vehicle design.
11.1.3 DELIVERABLES
Following will be the deliverables of this chapter:
11.2 INTRODUCTION
11.2.1 LIST OF ACRONYMS AND ABBREVIATIONS
VTOL: Vertical Takeoff and Landing
STO: Short Takeoff and Landing
SFC: Specific Fuel Consumption
BPR: Bypass Ratio
SF: Scale Factor
W: Weight
T: Takeoff Thrust
Ac: Capture Area
CG: Centre of gravity
14
2. Nominal engine
Some existing engine, on the basis of which a new engine is designed.
3. Scale Factor
Ratio between the required thrust and actual thrust of nominal engine
4. Intake
It is the part of an engine that supplies the air to the engine.
5. Nozzle
It is the part of the engine that accelerate the hot gases coming from turbine of the engine.
6. Diffuser
A duct, that is used to decrease the velocity is called diffuser.
7. Capture Area
Capture area is the area at the front of an inlet that is exposed to the directly incoming
free stream air and is a measure of the mass flow rate coming into and engine
compressor.
8. Rubber engine
Design of a new engine for specific aircraft requirements, by scaling of some existing
engine is called a rubber engine.
9. Bypass ratio
It is the ratio of the air that is bypassed to the air that goes to the core of the engine.
10. Afterburning
If fuel is injected into the largely, un-combusted air, it will mix and burn, this will raise
the thrust as much as the factor of two, and is known as afterburning.
11. Parameter deck
It is a computer program, that provides the performance and dimensional data, for an
arbitrary advanced performance engine based upon inputs like bypass ratio, pressure ratio
and turbine inlet temperature.
12. Span loading
The gross weight of an aircraft divided by the square of the span is called span loading.
13. Boundary layer diverter
A device used to control the boundary layer, in front of the inlet, to improve the
performance of engine is called boundary layer diverter.
15
11.2.4 PROCESS FLOW CHART
Propulsion
Fuel System
System
Selection of
Fuel
Inlet Engine Nozzle
selection Selection Selection
Calculation Selection of
of Volume Storage
Parameters Values
Mach no 0.75
16
11.3 SELECTIONS AND CALCULATIONS
11.3.1 PROPULSION SYSTEM SELECTION:
A propulsion system is a machine that produces thrust to push an object forward. On airplanes,
thrust is usually generated through some application of Newton's third law of action and reaction.
A figure featured on page 194 (Raymer,1992) illustrates the various types of engines that the
designers can choose from based on the requirements of their aircraft.
Engines that feature a propeller are unable to fly at high Mach numbers due to the propeller tips
reaching a higher speed than that of the aircraft. This can be very dangerous both
aerodynamically (vibratory motion) as well as structurally (aircraft could disintegrate mid air),
hence both the piston and turboprop engines are rendered useless for an aircraft such as ours
which is required to be able to fly at Mach 2.
A turbofan engine is able to produce a larger amount of thrust under the same conditions that a
turbo jet engine can as a result of a fan that bypasses air through specially designed ducts and
increases the mass flow rate going into an engine, which reduces the SFC, cost and increases an
aircrafts T/W ratio.
In order to provide greater thrust momentarily, an afterburner is introduced at the exit of an
aircraft engine that burns the hot gases that are expelled through the engine turbine using a high
amount of fuel using flame-holders. An afterburner is used extensively on modern aircraft and is
used to provide additional thrust during take-off and aerial disengagements.
17
Most of what has been stated above can be justified using the figure on page 195 (Raymer,1992)
which relates engine type with the design mach number.
Considering the reasons stated above and the operational requirements of our aircraft which
requires that the maximum Mach number be equal to 0.75, the most suitable engine has been
selected which is an Afterburning Turbofan Engine.
One engine will be used on our UCAV as it would satisfy the thrust requirements and ensure that
the weight of the UCAV as well as the diameter of the fuselage does not exceed the values that
have been determined.
18
Figure 11-4 Rubber Engine
Where the Scaling Factor SF is the ratio of required thrust to actual thrust:
This Scaling Factor can then be used to evaluate the length, diameter and the weight of our
aircraft engine.
= ().
= ().
= ().
19
Table 11-2 Data of Various Engine
Based on the table above Rolls-Royce Turbomeca Adour has been selected as it would provide
the highest Tmax and T/W ratio as our requirement while providing a reasonable SFC as well.
20
Figure 11-5 Selected Engine
= ( )
Where the chosen values T/W and W0 are as followed:
T/W = 0.1365911
W0 = 15592 lb
Hence,
= .
= 0.25263
21
Using this SF, the specifications of the engines to be used in our aircraft can be obtained.
= ().
L = 114(0.2526)0.4 = 65.74 in
= ().
= ().
The parameters of the scaled engine are given in the following table:
Weight W 392.709 lb
Another method based on statistical data can be used to evaluate some of the engine parameters.
This method involves using equations for afterburning engines featured on page 198
(Raymer,1992).
= . (). ().
= . (). ().
= . ().
= . (). ().
= . ().
Using our required Mach number (M = 0.75), the BPR and T = 2129.728 lbs (For a single
engine), the values are as followed:
22
Table 11-5 Specifications of Scaled Engine
Weight 145.159 lb
Length 61.95inches
SFCmaxT 1.907
Tcruise 510.33 lb
SFCcruise 0.904
This method however is based on empirical data and is less reliable than the data obtained
earlier. Hence the values to be used for further calculations are:
Weight W 392.709 lb
The inlet duct used in UCAVs is of fixed geometry and is divergent of shape. Divergent means
that its diameter increases from front to back. As air enters the aerodynamically contoured shape
it starts to diffuse, arriving at the compressor at a slightly higher than ambient pressure. So
velocity at the compressor is less. In general, the inlet ducts' shape allows the air to diffuse in the
front portion of the inlet and to progress at a fairly constant pressure to the compressor section.
This causes a much smoother supply of air at a more constant pressure and consequently better
engine performance.
There are various kinds of intake systems but the ones that are most suitable for UCAV is M
Shape intake as shown in Figure 10.7.
23
The internal shape of the inlet is S shaped as shown in figure 10.6. This type of inlet is also
called Funnel or goose shape Inlet.
24
Figure 11-7 Inlet Geometry
LOCATION OF INLET
The location of the inlet has a high importance related to the performance of an engine as it
accounts for the quality and quantity of free stream air that enters the through the inlet.
In our UCAV, Top mounted inlet is selected because this increases the stealth capabilities to up
looking radar and preventing foreign objects from ingesting into engines
25
11.3.2.5 CAPTURE AREA CALCULATION:
Capture area is the area at the front of an inlet that is exposed to the directly incoming free
stream air and is a measure of the mass flow rate coming into and engine compressor.
26
Since the engine front face flow diameter is 80% of the maximum diameter of the engine (i.e
11.20 inches), it comes out to be 8.98 inches.
Also, m = 0.183Di2
Using the maximum Mach number, M=0.75, the capture area for each inlet comes out to be:
AC = 785.86 inch2
Or
AC = 5.46ft2
1. Step diverter
2. Boundary layer bypass duct
3. Boundary layer suction
4. Channel type boundary layer diverter
All of these are applicable to the conventional aircrafts. Our aircraft is non-conventional stealthy
UCAV, having intake located upon the fuselage, near the nose, so it receives free stream, high
energy flow, without any significant boundary layer or energy loss. So, we are not using
boundary layer diverter.
Moreover, it has been analyzed through CFD and wind tunnel testing (as claimed in the report of
Group for aeronautical research and technology in Europe), boundary layer diverters do not give
any significant advantage in the type inlet of inlet that we are using. [8]
In our aircraft, none of the above nozzle is applicable, as it is a unique design, so it uses a very
different type of exhaust system to maintain its stealth characteristics and improve its stability. It
uses a 2-d V-shape exhaust nozzle that is buried in the fuselage, and produce thrust vectoring as
it is a primary mean of flight control.
In our aircraft, the engine air intake in the front part of the UCAV and the exhaust nozzle at the
rear are strongly curved in order to minimize backscattering and reections from engine parts.
Especially the exhaust air channel is bend in such a way that the high engine temperature at the
engine outlet is barely visible from the rear side of the vehicle in order to reduce the radar
detection.
To minimize infrared signature, hot parts have either to be shielded or to be cooled down. In
particular, the temperature of the exhaust plume of the engine must be lowered by mixing with
colder air. The hot exhaust air is guided by a long internal tubbing which follows the contour of
original curved channel separating the colder air coming from the bypass and the hot exhaust
gases. The mixing of the two flows take place internally. In order to reduce radar backscattering
an integration of a thrust-vectorising device is also preferred within the fuselage. [9]
28
Figure 11-11: 2-d, V shaped, thrust vectoring nozzle.(a) cross-sectional view.(b)external view.
(c) mechanical view. (d) integrated with engine [9] [10]
29
o JP-5: it is a high flash point kerosene meeting the requirements of the U.S. Military
Specification MIL-PRF-5624S Grade JP-5
o JP-8: It is the military equivalent of Jet A-1 with the addition of corrosion inhibitor and
anti-icing additives; it meets the requirements of the U.S. Military Specification MIL-T-
83188D. It is the dominant military jet fuel grade for NATO air forces. [11]
Hence,
The storage of fuel is perhaps one of the most vital aspects of aircraft design as it dictates how
safe an aircraft is. Not only does and aircraft have to carry the fuel, it has to carry it in such a
manner that the CG of the aircraft does not change considerably during flight as the fuel gets
consumed. Fuel. There are three type of fuel tanks in aircraft to store the fuel:
1. Discrete tanks: These are separately fabricated and are mounted on aircraft by bolts and
straps.
2. Bladder tanks: They are made by stuffing a shaped rubber bag into a cavity in the
structure, as rubber bag is thick, they cause about 10% loss of available fuel volume.
3. Integral tanks: They are cavities within the airframe structure, that are sealed to form a
fuel tank.
30
Our aircraft, which is flying wing UCAV, will be using INTEGRAL FUEL TANKS, that are
placed within the wings. For safety measures, a rubber surface with a thickness of 2 mm has
been used to cover the inside of the fuel compartment which protects the aircraft in case a bullet
passes nearby surface.
11.4 RESULTS
All the various values evaluated in this section are given in the table below:
SFCmaxT 1.95
SFCcruise 0.93
Inlet
Fuel Integration
Storage Internal
31
11.5 CONCLUSION
In this chapter, selection and integration of propulsion and fuel system has taken placed. For
propulsion integration, dimensions of engine are calculated, using rubber engine concept and
type and location of inlet and nozzle have been decided. For fuel system, type of fuel has been
selected from different available jet propellant, and then integral tanks within the wings are
chosen for fuel storage.
32
12 CHAPTER 11 - LANDING GEAR AND SUBSYSTEMS
12.1 PREAMBLE
12.1.1 PROBLEM STATEMENT
To determine the landing gear parameters and to discuss the subsystem of the aircraft.
12.1.3 DELIVERABLES
1. Landing gear arrangement
2. Tire sizing main and nose landing gear
3. Tire pressure
4. Shock absorbers
5. Castoring-wheel geometry
6. Gear retraction geometry
7. Hydraulics
8. Pneumatic system
9. Emergency power system
10. Avionics
12.2 INTRODUCTION
12.2.1 LIST OF ACRONYMS AND ABBREVIATIONS
W: Weight
g : Gravitational acceleration
33
K.E : Kinetic energy
1. Landing Gear
Landing gear is the undercarriage of an aircraft or spacecraft and may be used for either
takeoff or landing.
2. Struts
A rod or bar forming part of a framework and designed to resist compression.
3. Shock absorber
A shock absorber is a mechanical or hydraulic device designed to absorb
and damp shock impulses. It does this by converting the kinetic energy of the shock into
another form of energy which is then dissipated.
4. Kinetic energy
Energy that a body possesses by virtue of being in motion.
5. Brakes
A brake is a mechanical device that inhibits motion by absorbing energy from a moving
system. It is used for slowing or stopping a moving vehicle, wheel to prevent its motion,
most often accomplished by means of friction.
6. Hydraulic system
A hydraulic drive system is a drive or transmission system that uses pressured hydraulics
fluid to power hydraulic machinery.
34
12.2.4 PROCESS FLOW CHART
Landing
Subsystems Gears
Hydraulics
Shock Braking
Landing Gear
Pneumatic absorber Selection
system selection
Power
System
Castoring Gear
wheel Tire sizing retraction
Avionics
geometry geometry
Parametre Values
Weight 15592 lb
35
g 32.2 ft.s2
A landing gear is the undercarriage of an aircraft or spacecraft and is often referred to as such.
For aircraft, the landing gear supports the craft when it is not flying, allowing it to take
off, land and usually to taxi without damage. Faster aircraft, such as ours usually have retractable
undercarriage, which folds away during flight to reduce air resistance or drag.
For our UCAV, a tricycle configuration of the landing has been selected which has two main
wheels aft of the C.G of the aircraft, and equidistantly to the sides of the fuselage while a nose
wheel which is directly in line with the reference line of the fuselage. This configuration ensures
that the aircraft is stable on the ground since the C.G lies ahead of the main landing gear and the
aircraft is able to land at a fairly high crab angle.
The general layout of the landing gear is given above, but the length of the landing gear needs to
be carefully estimated to ensure the trailing edges of wing does not come in contact with the
ground upon landing or takeoff at high angles of attack. The tip-back angle, strut travel angle
and overturn angle also needs to be catered for.
The tip-back angle is the maximum aircraft nose up angle at which the tail comes in contact
with the ground and in order to prevent the aircraft the aircraft from tipping back, the angle from
the vertical to the main landing gear must be greater than the tip-back angle. However, since
detailed analysis of the precise lengths of the components is required to estimate this angle, a
general 15 has been selected which is the average angle in modern aircraft and UCAV.
36
Figure 12-3 Tipback Angle
Over-turn angle is a measure of the aircrafts tendency to tip over during a high speed turn on
the ground i.e during taxiing. It is measured as the angle from the C.G to the main landing gear
when the main wheel is aligned with the nose wheel. For UCAV, this angle lies in the range of
65 to 52, hence a general value of 52 has been selected.
Strut travel angle is the optimum angle required for the nose wheel to move upward or
downward if a bump is encountered during ground run. A general value of 7 has been selected
as the angle lies between the ranges of 7 to 10. A higher value would require the length of the
gear to be higher which can be an issue since it would increase the weight and space required to
accommodate the landing gear.
37
Figure 12-5 Strurt Travel Angle
= . = .
The main wheel diameter and width can be calculated using the table featured on page 233
(Raymer, 1992), given below:
= ( )
38
A = 1.59
B = 0.302
= .
= ( )
A = 0.0980
B = 0.467
= .
A table featured on page 235 (Raymer,1992) summarizes the data of typical tires, using which
general estimates of tire parameters can be obtained. The data relevant to 24 x 5.5 can be used
for our UCAV since it carries roughly the same load as that required.
Hence the size has been assumed to be 85% of the nose wheel
DN = 0.85 x 23.063
39
= .
WN = 0.85 x 6.128
= .
Similarly the table featured on page 235 (Raymer,1992) summarizes the data of typical tires,
using which general estimates of tire parameters can be obtained. The data relevant to 21x 7.25
can be used for our aircraft taking into account the load requirement.
The recommended tire pressure can be obtained using the table featured on page 237 (Raymer,
1992), given below:
40
Table 12-5 Tires Pressures
Using the table, the optimum tire pressure for our UCAV would be 200 psi.
12.3.2 BRAKING
UCAV brakes are modeled after the disk brakes used commonly in road transport and are located
inside the wheel. The brakes need to be able to absorb the kinetic energy of the UCAV in order
to reduce the amount of the work the aerodynamic brakes need to do to bring the UCAV to rest.
This kinetic energy can be calculated using the analytical expression given below:
. = ( ) ( )
VStall = 245.755
. = . lb ft/ s
41
Figure 12-6 Shock Absorber Type
The oleo shock strut uses a spring effect with the help of compressed air with a damping effect
using a piston that forces braking oil through a small orifice. Many oleos nowadays use a
metered orifice which has a variable size for maximum efficiency, however it has not been used
since this mechanism causes the weight to increase at the nose segment of the aircraft. A detailed
image of a oleo pneumatic shock strut is given below:
42
12.3.3.2 STROKE DETERMINATION
The deflection of the shock absorbing unit depends on the vertical velocity with which the
aircraft comes in to land, the strength of the shock absorbing material and the lift available on the
wing after the aircraft touches down.
() ( )
. = ( )
. = . /
The kinetic energy absorbed by the strut is equal to the product of load and deflection if the
shock absorbers are perfectly efficient. However, normally the absorbed kinetic energy is
calculated using the following expression:
. =
S = Stroke
The value of can be estimated using the table on page 241 (Raymer, 1992), which is given
below:
43
Table 12-6 Efficiencies Values
= .
The gear load factor can be obtained using the following table:
= .
Using this,
= ( )
= 43657.6
The stroke can then be determined using the expression on page 243 (Raymer,1992):
44
( ) ( )
=
Tire Stroke ST with rolling radius approximately two thirds of the tire radius:
= 2 = 3.9985 inch = 0.3332 ft
= . (Main Gear)
The nose wheel stroke is kept slightly larger than the main wheels in order to provide a smooth
ride, hence:
= . (Nose Gear)
. = 12541.3266 lb ft/s
Since most of the kinetic energy is absorbed by the main gear, the nose gear has been neglected
in this calculation.
= .
= . ( )
= . ( )
The oleo diameter can be found using the load carried by the oleo or else the weight on each
wheel that is felt by the oleo. This value has been obtained earlier as:
45
= = . ( )
= . ( )
.
= . ( )
The internal pressure, P, of the oleo is 1800 psi (259,200 lb/ft2).
Hence,
= . = . ( )
= . = . (
46
12.3.4 CASTORING-WHEEL GEOMETRY
In order to steer an aircraft on the ground a castoring-wheel or a turning wheel must be designed
into the system. For our aircraft the nose wheel has been accompanied with a castoring system
since it provides efficient turning unlike the unusual turning mechanism of the main wheels.
A castoring wheel can however provide instability on the ground in the form of a wheel
shimmy in which the wheel moves rapidly from side to side. In order to prevent this from
happening, a rake angle and trail need to be selected carefully.
Modern aircraft have a specified optimum range for both the steerable positive rake angle and
the trail. While most western fighter aircraft have a positive rake angle in the ranges of 12 - 14,
Russian designers prefer larger rake angles such as 13 - 17 to account for the snow often
experienced on the tarmac in that region.
Thus,
Nose Wheel:
= % =
Main Wheels:
Rake angle is 0 in order to ensure that no structural difficulties are experienced during landing.
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12.3.5 GEAR RETRACTION GEOMETRY:
Landing of an aircraft are the components that are employed only during takeoff and landing.
During other flight regimes, they have no useful function, but they have certain disadvantages, as
they increase the parasite drag of aircraft, and hence increase the fuel consumption. They also
increase the Radar signature of an aircraft. So, it will be desirable to retract them in air and
employ them during landing and take-off. The selection of location for retraction of landing
gears, is very critical. Following are the possible options for location of retraction:
1. In wing
2. In fuselage
3. In wing fuselage junction
4. In nacelle
5. Wing podded
6. Fuselage podded
Our aircraft has a unique shape, with lambda wings and trapezoidal fuselage, having more
volume than the conventional fuselage. So, wings are retracted completely INTO THE
FUSELAGE, and after their retraction, aircraft has flat clean bottom.
12.3.6 SUBSYSTEMS
12.3.6.1 HYDRAULIC
In modern aircraft, some of the places that hydraulics come into play include primary flight
controls, flap/slat drives, landing gear, nose wheel steering, thrust reversers, spoilers, rudders,
cargo doors, emergency hydraulic-driven electrical generators, weapons-bay doors, and
hydraulic-motor-driven-fan heat exchangers. Factors that must be addressed on an aircraft
include pressure conditions (both internal and ambient), temperature extremes, weight, speed,
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materials, reliability, fluid compatibility, leaks, cost, noise, and redundancy. The fluids used in
hydraulic in aerospace industry are:
Hydraulic fluid is held in a holding tank until it is required, when needed, the fluid enters a
piston to provide pressure force in order to move or control a surface.
1. It is light in weight, as it does not require any return line, as in the case of hydraulic
system.
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2. It has no fire hazard associated with it.
3. Their design is comparatively simpler.
4. They have unlimited supply of air, which can be pumped from anywhere around.
But still, pneumatic system cannot replace the hydraulics, due to the following, reasons:
1. Air has less viscosity as compare to the liquids, so it cannot transfer the forces as
effectively as a liquid does. It dampens the forces.
2. It must be compressed to a large degree to have enough energy and this would require
large air tanks and actuators with very high working pressures. This not very practical on
small aircraft. [14]
Apart from the above mentioned applications, UAVS use ambient air in a very interesting way to
increase their endurance (without any increment in power requirement), by soaring like birds
using Flush air data sensing. In this method, aircraft takes advantage of:
1. Thermal Soaring: to utilizes the upward moving sources of air to gain altitude.
2. Static Soaring: to utilize upward moving currents of warm air to maintain altitude.
3. Dynamic Soaring: to exploit the spatial wind gradients occurring either at the surface or
at altitude using carefully controlled climbs into the wind and dives with the tailwind to
gain or maintain energy.
For this purpose, birds have specialized sensory organs that function similar to the pitot tubes.
They have tubular nostrils on the beak to measure total pressure while sensory glands in the
mouth to measure static pressure, and thus fly on the basis of pressure difference. Same
technique is used in UAVs, using air data sensing systems, which consist of pressure ports or
probes to measure dynamic and static pressure. Vanes may also be used to measure angle of
attack and angle of sideslip. These techniques have been successfully used on manned aircraft or
comparatively sized UAVs; however, these are typically expensive and can add signicant
weight and drag penalties, causing a noticeable performance degradation. But, they can be
implemented on UAVs, using readily available pressure sensors and microcontrollers to sense
airspeed, angle of attack, and angle of sideslip and allow soaring to improve performance. [15]
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Figure 12-12 Soring organ in birds [15]
ELECTRICAL SYSTEM:
An electrical system of the aircraft is responsible of providing electrical power to all the systems
and subsystems of the aircraft such as the fuel mechanism, hydraulics, communication systems
(amongst pilots and with the ground), cockpit functions etc. Perhaps the most important function
is its operation of transforming rectifiers (TRs) which convert the alternating current (AC)
produced by the aircraft generators to direct current (DC). This process is vital for the operation
of the aircraft as all the instruments require DC to function. [5]
1. Ram Air Turbine (RAT): It is a wind mill extended into the slipstream, or a small duct
can open to admit air into the turbine.
2. Monopropellant Emergency Unit (MEU): It uses monopropellant fuel to drive the
turbine. They use hydrazine as a fuel, which is dangerous, but does not require any inlet
duct.
3. Jet fuel EPU: It is the small jet engine, that drive the turbine to produce emergency
power. It neither requires dangerous fuel nor any inlet duct.
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Another novel source of emergency power are fuel cells. A fuel cell is a device that transforms
chemical energy from a fuel, such as hydrogen, into electricity through a chemical reaction with
oxygen or another oxidizing agent. By applying such a cold combustion process, the only
waste is water, heat and oxygen-depleted air which would contribute to reductions in emissions
and noise, thus improve the stealth characteristics. Water produced from this process also can be
used by the aircrafts water and waste systems, reducing the amount of water an aircraft would
need on board. This would contribute to reduced weight, which could further decrease fuel
consumption and emissions. The two of the most promising fuel cells that can be used in aviation
are:
Several technical challenges remain prior to incorporating fuel cells as power sources in
commercial and military aircraft, but they are used as main power source in some of the UAVs.
As our aircraft is a future UCAV, it has potential to use fuel cells as APU. [16] [17]
12.3.6.4 AVIONICS
The avionics system of the aircraft comprises of all the equipment related to the radios, flight
instruments, navigational aids, flight control computers, radars and other gadgetry such as IR
sensors. Since this system is comprised of a number of components, the weight must be carefully
estimated.
This can be done using the table on page 255 (Raymer,1992) featured below:
As our aircraft comes in the category of jet fighters, and is UCAV, so it has major contribution of
avionics in its total weight, we take
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= .
= 10807.0522 lbs.
Hence,
= . .
Thus the 8% of empty weight is the avionics. The proportion can be greater as, we are using the
data for conventional fighter for UCAV, which may give rise to the error.
In UCAVS, avionics is more important than the manned aircraft. The major component of
avionics in the airframe of UCAV are:
1. Communication system
2. Navigation system
3. Monitoring system
4. Aircraft flight control system
5. Collision avoidance system
6. Black boxes
7. Weather System
8. Aircraft management system
1. Military communication
2. RADAR
3. Electro-optics
4. ESM/DAS
5. Aircraft networks
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12.4 RESULTS
Table 12-8 Results of landing gear
Parametres Results
= 6.1286
= 5.
12.5 CONCLUSION
In this chapter, selection and calculation of landing gear and subsystem has been described. For
landing gear, dimension and geometry, Weight and pressure on each tire are determined. Kinetic
energy absorbed during braking and shocks, Shock absorber type and its dimensions are also
determined. Subsystems which include hydraulic, pneumatic system, auxiliary power system and
avionics are also described for our UCAV.
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13 REFERENCES
55
[14] "Pneumatic Systems," Experimental Aircraft Info, [Online]. Available:
http://www.experimentalaircraft.info/articles/pneumatic-systems.php.
[15] J. W. L. John. F. Quindlen, "Flush Air Data Sensing for Soaring-Capable UAVs," in 51st
AIAA Aerospace Sciences Meeting including the New Horizons Forum and Aerospace
Exposition , Texas, 2013.
[18] "Avionics for MALE/HALE UAVs," RADA Electronic Industry limited, [Online].
Available: http://www.rada.com/capabilities/avionics/uav-avionics.html.
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