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• Preliminary design
• Detailed design
Conceptual design
• It depends on what are the major factors for designing
the aircraft.
• (a) Power plant Location:
• The Power plant must be located in the wings.
• (b) Selection of Engine:
• The engine should be selected according to the power
required i.e., thrust required.
• (c) Wing selection:
• The selection of wing depends upon the selection of
• (1) Low wing
• (2) Mid wing
• (3) High wing
- For a bomber the wing is mostly high wing
configuration and anhedral.
- Sweep may be required in order to reduce
wave drag.
2. Preliminary design:
Preliminary is based upon number of
factors like Loitering.
3. Detailed design:
In the detailed design considers each & every
rivets, bolts, paints etc. In this design the
connection & allocations are made.
To design a bomber aircraft
Range of 20000 km & must carry 75000 kg+
of bombs & missiles.
At supersonic & subsonic regimes
To operate at regional bases with low cost of
operation & maintenance
The aircraft must also be capable of single
pilot operation scenario.
Due to long range pilot work load must be
reduced
The aircraft must be all weather , all terrain
operation capable including the airbase.
To take up a load factor +8g to +7.5g to
-3.5g.
• Collect data of existing aircraft of similar
purpose i.e., bomber.
• The basic factors of aircrafts performance
viz. Weight, Cruise velocity ,Range ,Wing
area & Engine thrust.
• The performance data of various bomber
aircraft with payload capacity between 5000
& 56600 kg was collected.
• Mirage IIIE
• Mirage IVA
• F-111F
• F-111F swept
• Tu-22R
• Tu-85/1
• YB-60
• B-2A etc
Preferred
Configuration:
From
Comparison
Parameters Values
• Max takeoff weight (kg) • 500000
• Thrust to weight ratio • 0.28
• Aspect ratio • 8.4
• Wing loading (N/sq.m) • 7848
• Span to height ratio
• 5
• Span to length ratio
• 1.5
• Combat radius (km)
Pay load capacity (kmph)
• 5000
•
• Max Speed (kmph) • 75000
• Service ceiling (m) • 1000
• Max Speed (m/s) • 15000
• 277.77
General rough
estimate
Mass Fraction
Payload 0.15
Fuel 0.45
Structure 0.32
Power plant 0.07
Fixed equipments 0.01
Total 1.00
Redefined Mass
h
Estimation 6’ 9000 km 7’
2 10000 km
3
1000 km 1/2 hr
2’ 8’
R
1000 km
3’ 4’ 5’
10’
0 1 9’
0.5 0.4
Comparative data of
Engines
Engine Selection
Name of the Engine GP-7000
Manufacturer Engine Alliance
Type Turbofan 2 Shaft
Length (m) 4.74
Diameter (m) 3.16
Wet weight (kg) 6800
Dry Weight (kg) 6712
Maximum Thrust (kN) 363
Overall Pressure Ratio 43.9
Thrust to Weight Ratio 4.73
Fan Diameter (m) 2.95
CHORD LINE
THE STRAIGHT LINE CONNECTING THE LEADING &
TRAILING EDGES.
CHAMBER
MAXIMUM DISTANCE BETWEET THE MEAN
CAMBER LINE & THE CHORD LINE.
LIFT COEFFICIENT
• The lift coefficient (CL or CZ) is a dimensionless
coefficient that relates the lift generated by an
aerodynamic body such as a wing or complete
aircraft, the dynamic pressure of the fluid flow
around the body, and a reference area
associated with the body. It is also used to refer
to the aerodynamic lift characteristics of a 2D
airfoil section, whereby the reference "area" is
taken as the airfoil chord. It may also be
described as the ratio of lift pressure to dynamic
Drag Co-efficient:
The drag coefficient (commonly denoted as
Cd, Cx or Cw) is a dimensionless quantity
that is used to quantify the drag or
resistance of an object in a fluid environment
such as air or water. It is used in the drag
equation, where a lower drag coefficient
indicates the object will have less
aerodynamic or hydrodynamic drag. The
drag coefficient is always associated with a
particular surface area.
TYPES OF AIRFOIL
• CHAMBERED AIRFOIL
• SYMMETERICAL AIRFOIL
CHAMBERED AIRFOIL
SYMMETRICAL AIRFOIL:
Flap selection:
Wing geometry
Critical Mach number for the
airfoil
LANDING GEAR
TYRE SELECTION
• Load Distribution
• Ww=Ap x P
• Ap=2.3 √ dwww(dw/2-Rt)
• Rt=(dw/2-Ap/(2.3 √dwww))
• CONFIGARATION OF TAIL
• Horizontal stabilizer
• X final=0.35(Xcr - Xct)
Wing Detail for cg
estimation
Three views of
Aircraft
Front view
Side view
DRAG POLAR
• Fuselage =Wfuselage*hfuselage
• Flap=Lflap * Wflap
• Take off performance
=Cdpermanent+CdLG+Cdflap+Cdwing
• Landing
performance=Cdpermanent+CdLG+Cdflap+Cd
wing
• Cruise performance=Cdpermanent+Cdwing
Drag polar
Lift to Drag Ratio
Performance
Calculations
• Thrust required and Thrust available
analysis:
• W1= 25% of Fuel and 100 % of Payload
• W1= 3185533.292 N
• W2= 50% of Fuel and 100 % of Payload
• W2= 3784962.23 N
• W3= 75% of Fuel and 100 % of Payload
• W3= 4384391.173 N
Thrust scenarios at Sea level for
different weights
Thrust scenarios at 11 km altitude for
different weights
Thrust scenarios at 25 km for
different weights