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Design Report On Advanced Pilot Trainer Aircraft

Technical Report · April 2021

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Ariful Islam Shubho Towsibur Rahman

Military Institute of Science and Technology New Mexico State University
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 DESIGN REPORT
Advanced Pilot Trainer

Authored by

Md. Ariful Islam Shubho*

Towsibur Rahman

0
 Table of Contents
Contents Page
Nomenclature 2
Acronym 3
Abstract 4
1.0 Problem Statement 5
2.0 Conceptual Design 5
2.1 Gantt Chart 5
2.1.0 Aircraft Configuration 6
2.1.1 Wing Selection 6
2.1.2 Horizontal Stabilizer 8
2.1.3 Engine Selection 9
2.1.4 Landing Gear Selection 11
2.1.5 Runway Selection 12
2.1.6 Accommodation 13
2.1.7 Control Surface Selection 14
2.1.8 Power Transmission 15
2.2 Morphological Matrix 16
3.0 Preliminary Design 28
3.1 Design Point Calculation 28
3.1.2 Maximum Speed 29
3.1.3 Take-off Run 32
3.1.4 Rate of Climb 33
3.1.5 Ceiling 33
3.2 Matching plot 34
3.4 Comparison 36
4.0 Detail Design 37
4.1 Wing Design 37
4.2 Fuselage Design 49
4.3 Propulsion System Design 55
4.4 Tail Design 58
4.5 Landing Gear Design 65
5.0 Material Selection 70
6.0 Drawing 71
7.0 MATLAB® Code 72
8.0 Reference 81

1
 Nomenclature

• 𝑪𝑳 (Co-efficient of Lift): It is the ratio of the lift force to dynamic pressure.

𝐿
𝐶𝐿 =
1 2
2 𝜌𝑣 𝑆
• 𝑪𝑳 : is the lift coefficient of a three dimensional body such as lift co-efficient of wing or the entire
aircraft.
• 𝑪𝒍 : is the lift coefficient of a two dimensional body such as the lift coefficient of an airfoil.
• ℮ (Oswald Span Efficiency Factor): It is a correction factor that represents the change is drag
with lift of a three dimensional wing or airplane, as compared with an ideal wing having the same
aspect ratio and elliptical lift distribution. The typical value of Oswald span efficiency factor is
0.85.
• 𝑪𝑫 (Drag Coefficient): It is the ratio of drag force to dynamic pressure. It has no unit.
𝐷
𝐶𝐷 =
1 2
2 𝜌𝑣 𝑆
• 𝑪𝑫𝒐 (Zero Lift Drag Coefficient or Parasite Drag Coefficient): It is defined as the drag co-
efficient produced by the non-lift producing components of the aircraft. That is why it is called
the parasite drag coefficient.
• Taper Ratio (𝝀): It is the ratio between tip chord and root chord.
• Sweep Angle (𝚲): Angle between the aircrafts lateral axis and the locus of the point passing
through a certain percentage of chord line.
• Dihedral Angle (𝚪): It is the amount of wing elevation from xy plane, expressed in angles.
• Chord (C) Length: The length of the line joining the leading edge and the trailing edge of an
airfoil.
• Centre of Gravity: The point through which the entire weight of an object works.
• Aerodynamic Centre: A point about which the moment the moment is constant.
• Aspect Ratio: In aerodynamics the aspect ratio of a wing is the ratio of its length to the breadth
(chord). A high aspect ratio indicates long and narrow wing whereas a low aspect ratio indicates
short stubby wings.

2
 Acronym

• a.c. - Aerodynamic Centre

• c.g. – Centre of Gravity
• AR – Aspect Ratio
• MAC – Mean Aerodynamic Chord
• FRL – Fuselage Reference Line
• HT – Horizontal Tail
• VT – Vertical Tail
• HLD – High Lift Device
• ISA – International Standard Atmosphere
• M.G. – Main Gear
• OT – Overturn
• AOA – Angle of Attack

3
 Abstract

Specific requirements were given for to design an “Advance Pilot Training Aircraft (APTA)”. The new
design must fulfill all advance facilities. A systematic design approach is carried out to meet all the
requirements. Initially, historical data is used to estimate weight, wing loading, thrust to weight ratio and
other parameters. Independence of thinking was shown. Aerodynamic characteristics are evaluated
analytically. Calculated performance parameters meet almost all the demands. The final design meets all
the design requirements of an advanced pilot trainer. Further the aircraft can be used as a light attack fighter
aircraft.

4
1.0 Problem Statement:
The purpose of this report is to design an aircraft from the given parameters: During the design process
we will designate the aircraft as X-35. The word “X” meaning experimental and the number “35” is the
roll number.
Parameters Maximum Requirements
Range 2546 km
Max Mach 1.4
Ceiling 42000 ft.
Payload 6500 lb.
Load factor +9 and -3
Crew 2

2.0 Conceptual Design:

The first step of the conceptual design is to divide the work during a specific time period and marking
weather the task was completed within that time. This can be simply shown by a Gantt chart. A Gantt
chart is given below:
2.1 Gantt Chart:
Month February March April May
7-15 16-29 1-15 16-31 1-15 16-30 1-15 16-21
Duration Feb Feb March March April April May May

Requirement Overview

Concept Generation

Trade Studies

Figures of Merit

Conceptual Design

Preliminary Design

Max Take of weight Calculation

Area and Thrust Calculation

Wing Design

Tail Design

Fuselage Design

Power plant Selection

Landing Gear Selection

5
2.1.0 Aircraft Configuration:
Figure of merit was used to determine the best design configuration based on the design requirements.
Trade study and historical data were utilized in order to remove the subjective nature of figure of merit
analysis. Design constraints were considered when allocating percentage weights of each performance
factor. The following considerations were used for weighting:

• Weight is the most crucial factor for meeting design requirements.

• Lift/ Drag ratio is important for speed, efficiency and payload capability.
• Flight stability is an important factor but less significant than weight and Lift/ Drag ratio.
• Turn ability is another important factor for advanced pilot trainer aircrafts.
• Manufacturability is determined to be the least important compared to the above stated factors.
Each design configuration was scored from 1 to 10. 10 being the most desired configuration. An average
value of all the factors were taken to find the total value. The configuration with the highest total was
selected.

1. Number of Wings
Weight
Merit Monoplane Biplane Triplane Flying Wing
(%)
Aircraft weight 35% 5 3 2 3
Lift/Drag 25% 4 5 5 4
Turn Ratio 15% 5 3 3 4
Flight Stability 15% 7 5 6 1
Manufacture and Repair-ability 10% 8 3 2 1
Total 100% 5.8 3.8 3.6 2.6

2.1.1 Wing Selection:

2. Wing Location
Merit Weight High Wing Mid-Wing Low Wing Parasol Wing
Aircraft weight 35% 4 4 4 4
Lift/Drag 25% 6 6 6 7
Turn Ratio 15% 6 4 5 4
Flight Stability 15% 4 5 4 4
Manufacture and Repair-ability 10% 4 3 4 3
Total 100% 4.8 4.4 4.6 4.4

6
 3. Wing Type
Merit Weight Rectangular Tapered Delta Swept Back
Aircraft weight 35% 5 5 5 6
Lift/Drag 25% 6 5 7 6
Turn Ratio 15% 4 5 6 7
Flight Stability 15% 6 7 5 5
Manufacture and Repair-ability 10% 8 6 4 6
Total 100% 5.8 5.6 5.4 6

4. High-lift Device
Merit Weight Plain Flap Split Flap Slotted Flap Kruger Flap
Aircraft weight 35% 5 4 6 5
Lift/Drag 25% 6 5 5 5
Turn Ratio 15% 7 4 4 5
Flight Stability 15% 5 5 3 6
Manufacture and Repair-ability 10% 7 2 2 2
Total 100% 6 4 4 4.6

5. Sweep Configuration
Merit Weight Variable Sweep Fixed Wing
Aircraft weight 35% 7 4
Lift/Drag 25% 8 5
Turn Ratio 15% 5 6
Flight Stability 15% 6 5
Manufacture and Repair-ability 10% 3 5
Total 100% 5.8 5

7
 6. Shape

Merit Weight Fixed Shape Morphing Wing

Aircraft weight 35% 6 5

Lift/Drag 25% 5 7
Turn Ratio 15% 5 6
Flight Stability 15% 5 7
Manufacture and Repair-ability 10% 8 3
Total 100% 5.8 5.6

7. Structural Configuration
Merit Weight Cantilever Strut-Based
Aircraft weight 35% 7 5
Lift/Drag 25% 6 7
Turn Ratio 15% 5 6
Flight Stability 15% 6 7
Manufacture and Repair-ability 10% 8 3
Total 100% 6.4 5.6

2.1.2 Horizontal Stabilizer:

1. Aft or Forward Tail

Canard
Merit Weight Aft Conventional Tail Three Surface
(Foreplane)
Aircraft weight 35% 6 5 4
Lift/Drag 25% 5 6 7
Turn Ratio 15% 6 5 5
Flight Stability 15% 5 6 6
Manufacture and Repair-
10% 8 5 4
ability
Total 100% 6 5.4 5.2

8
 2. Vertical Tail
Merit Weight Conventional Twin-Tail T-Tail H-Tail
Aircraft weight 35% 6 6 5 5
Lift/Drag 25% 5 6 6 6
Turn Ratio 15% 4 7 6 7
Flight Stability 15% 4 7 6 7
Manufacture and Repair-ability 10% 7 5 6 5
Total 100% 5.2 6.2 5.8 6

3. Attachment
Merit Weight Fixed Tail Moving Tail Adjustable Tail
Aircraft weight 35% 5 4 4
Lift/Drag 25% 6 7 7
Turn Ratio 15% 5 6 7
Flight Stability 15% 6 7 7
Manufacture and Repair-ability 10% 8 4 4
Total 100% 6 5.6 5.8

2.1.3 Engine Selection:

1. Engine Type
Solar Turbo
Merit Weight Piston Prop Turbofan
Powered Prop
Aircraft weight 35% 7 6 5 4
Thrust 25% 1 2 4 8
Thrust/Weight 10% 1 2 3 7
Cost 5% 6 5 4 3
Flight Stability 15% 2 2 2 4
Manufacture and Repair-ability 10% 8 6 5 4
Total 100% 3.6 3.4 3.6 5.2

9
 2. Number of Engines
Single Twin
Merit Weight Tri-Engine Four Engine
Engine Engine
Aircraft weight 35% 7 6 5 4
Thrust/Weight 10% 4 5 6 7
Thrust 25% 3 4 5 6
Flight Stability 10% 4 5 6 7
Cost 10% 9 8 6 5
Manufacture and Repair-ability 10% 8 7 1 1
Total 100% 7 7 5.8 6

3. Engine Location
In front of Fuselage Inside
Merit Weight Under Wing
Nose Mid-Section Wing
Aircraft weight 35% 4 4 4 4
Thrust/Weight 20% 2 3 2 2
Thrust 25% 2 4 5 5
Flight Stability 10% 4 5 5 4
Manufacture and Repair-ability 10% 3 5 3 3
Total 100% 2.2 3.4 3 2.8

4. Engine and the aircraft center

of gravity
Merit Weight Pusher Tractor
Aircraft weight 35% 5 5
Thrust 25% 6 5
Thrust/Weight 20% 6 6
Flight stability 10% 7 6
Manufacture and repair-ability 10% 7 6
Total 100% 5.2 4.6

10
2.1.4 Landing Gear Selection:

1. Landing Gear Mechanism

Merit Weight Fixed Retractable Partially Retractable

Aircraft weight 35% 5 4 4
Lift/Drag 25% 2 7 4
Turn Ratio 15% 3 6 4
Flight Stability 15% 3 6 3
Manufacture and Repair-
10% 7 5 4
ability
Total 100% 4 5.6 3.8

2. Landing Gear
Merit Weight Tricycle Tail Gear Bicycle Multi-wheel
Aircraft weight 35% 5 5 5 4
Lift/Drag 20% 6 4 4 4
Turn Ratio 10% 6 5 4 5
Flight Stability 10% 6 5 5 5
Manufacture and Repair-ability 10% 7 6 5 5
Total 100% 6 5 4.6 4.6

2.1.5 Runway Selection:

1. Runway
Land- Sea-
Merit Weight based based Amphibian Ship-based
Maintanance 35% 8 6 6 4
Availability 20% 8 6 6 2
Lift-off 25% 8 6 6 3
Safety 15% 9 5 5 2
Total 100% 6.6 4.6 4.6 2.2

11
2.1.6 Accommodation

1. Door
Merit Weight Cabin Cockpit
Aircraft weight 35% 2 5
Lift/Drag 25% 2 6
Turn Ratio 15% 4 7
Flight Stability 15% 5 7
Manufacture and Repair-ability 10% 2 8
Total 100% 3 6.6

2. Seat
n seats per
Merit Weight Tandem Side by side
row
Aircraft weight 35% 6 4 2
Lift/Drag 25% 7 3 3
Turn Ratio 15% 6 4 4
Flight Stability 15% 5 3 2
Manufacture and Repair-ability 10% 8 4 3
Total 100% 6.4 3.6 2.8

3. Fuel Tank
Inside Inside Wing Tip
Merit Weight External Tank
Fuselage Wing Tank
Aircraft weight 35% 5 5 5 4
Lift/Drag 25% 6 6 4 3
Turn Ratio 15% 5 5 6 2
Flight Stability 15% 6 6 5 4
Manufacture and Repair-ability 10% 6 6 7 4
Total 100% 5.6 5.6 5.4 3.4

12
 4. Store
Merit Weight Camera Rocket Gun
Aircraft weight 35% 5 5 5
Lift/Drag 25% 5 5 5
Turn Ratio 15% 5 5 5
Flight Stability 15% 5 5 5
Manufacture and Repair-ability 10% 5 5 5
Total 100% 5 5 5

All Store items such as camera, rocket and gun were selected.
2.1.7 Control Surface Selection:

1. Primary
Control
Surfaces
Flaperon/Rudder/
Merit Weight Conventional Elevon/Rudder Aileron/Ruddervator
Aileron
Aircraft weight 35% 6 5 5 4
Lift/Drag 25% 6 4 5 5
Turn Ratio 15% 6 6 6 5
Flight Stability 15% 6 5 6 5
Manufacture
and Repair- 10% 7 5 5 4
ability
Total 100% 6.2 5 5.4 4.6

2. Secondary Control Surfaces

Merit Weight High Lift Device Spoiler Tab
Aircraft weight 35% 5 5 5
Lift/Drag 25% 5 5 5
Turn Ratio 15% 5 5 5
Flight Stability 15% 5 5 5
Manufacture and Repair-ability 10% 5 5 5
Total 100% 5 5 5

All secondary control surfaces were selected.

13
2.1.8 Power Transmission:

1. Power Transmission
Merit Weight Hydraulic Pneumatic Fly-by-wire Fly-by-Optic
Aircraft weight 35% 5 6 7 8
Lift/Drag 25% 5 5 6 6
Cost 10% 8 8 7 5
Turn Ratio 15% 5 5 6 6
Flight Stability 15% 5 5 6 6
Manufacture and Repair-ability 10% 6 5 6 6
Total 100% 6.8 6.8 7.6 7.4

14
2.2 Morphological Matrix:
Components Configurations
Number of Flying
Monoplane Biplane Triplane -
Wings Wing
Wing Location Parasol
High Wing Mid-Wing Low Wing -
Wing
Wing Type Rectangular Tapered Delta Swept Back Swept Forward
High-lift Device Plain Flap Split Flap Slotted Flap Kruger Flap -
Sweep Variable
Fixed Wing - - -
Configuration Sweep
Morphing
Shape Fixed Shape - - -
Wing
Structural
Cantilever Strut-Based - - -
Configuration
Aft
Aft or Forward Canard
Conventional Three Surface - -
Tail (Foreplane)
Tail
Vertical Tail Conventional V-Tail T-Tail H-Tail -
Attachment Fixed Tail Moving Tail Adjustable Tail - -
Solar
Engine Type Piston Prop Turbo Prop Turbofan -
Powered
Number of Single
Twin Engine Tri-Engine Four Engine -
Engines Engine
In front of Fuselage
Engine Location Inside Wing Under Wing -
Nose Midsection
Engine and the
aircraft center of Pusher Tractor - - -
gravity
Landing Gear Partially
Fixed Retractable - -
Mechanism Retractable
Landing Gear Tricycle Tail Gear Bicycle Multi-wheel -
Runway Land-based Sea-based Amphibian Ship-based -
Door Cabin Cockpit - - -
Seat Tandem Side by side n seats per row - -
Inside External
Fuel Tank Inside Wing Wing Tip Tank -
Fuselage Tank
Store Camera Rocket Gun - -
Flaperon/Ru
Primary Control Aileron/Rudder
Conventional Elevon/Rudder dder/Ailero -
Surfaces vator
n
Secondary High Lift
Spoiler Tab - -
Control Surfaces Device
Power Fly-by-
Hydraulic Pneumatic Fly-by-wire -
Transmission Optic

15
2 Preliminary Design:
Before starting the preliminary design we’ll first compare other aircrafts which can perform near the
stated parameters.

Parameters Yak – 130 T-38A-Talon SIAI-Marchetti Dornier Alpha

S-211 Jet
Length 37 ft. 46 ft. 30 ft 43 ft
Wing Span 32 ft. 25 ft. 27 ft 29 ft
Height 15 ft. 12 ft. 12 ft 13 ft
Wing Area 253 ft2 170 ft2 135.63 ft² 188.4 ft²
Max Take-off Weight 22,686 lb. 12,093 lb. 6,050 lb. 16,535 lb.
Thrust 5,512 lbf. 2,050 lbf. 2,500 lbf 2,976 lbf
Max speed 966 ft/sec 1258 ft/sec 607 ft/sec 911 ft/sec
Stall Speed 150 ft/sec 125 ft/sec 152 ft/sec
Range 6889764 ft 6020341 ft 5472441 ft. 9645669 ft.
Service Ceiling 42,660 ft 50,000 ft. 40,000 ft 48,000 ft
Rate of Climb 10,000 ft/min 33,600 ft/min 4,200 ft/min 11,220 ft/min
Wing Loading 56 lb./ft2 69.53 lb./ft2 - -
Thrust Weight Ratio 0.9 0.65 0.4 -
Table: Aircraft Comparison
Most values are taken from Aircraft Design: A Systems Engineering Approach by Mohammad Sadraey.
Some Values are taken from Aircraft performance by John D Anderson.

Given Values,

Range, R = 8353015 ft.

Ceiling, hc = 42000 ft.
Payload, Wpl= 6500 lb.
Crew = 2
γ = 1.4
Gas constant, R = 287 J/KgK
Load Factor Positive = +9, -3
Max Mach, M = 1.4

16
Step 1:

Mission Profile Plotting:

Step 2:
Determining Crew Limit. Here Crew is 2. One Instructor and one Trainee Pilot.

Step 3:
Number of Flight Attendant is 0 as it is a Military Aircraft.

Step 4:
Each Crew weight is 200 lb. Referring to FAR Part 125. Section 125.9:

Crew – 200 pounds for each crew member required under this chapter.

Total Crew Weight, Wc = 200 × 2 = 400lb

Step 5:
Given Payload, Wpl = 6500 lb.

Step 6:
Fuel weight ratios,

17
Referring to Table 4.3, Page 101, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

Taxing, 𝐖𝟐 = 0.98 from point 1 to 2

𝐖𝟏

Climb1, 𝐖𝟑 = 0.97 from point 2 to 3

𝐖𝟐

Descend1, 𝐖𝟔 = 0.99 from point 5 to 6

𝐖𝟓

Climb2, 𝐖𝟖 = 0.97 from point 7 to 8

𝐖𝟕

Descend2, 𝐖𝟏𝟎 = 0.99 from point 9 to 10

𝐖𝟗

Landing, 𝐖𝟏𝟏 = 0.997 from point 10 to 11

𝐖𝟏𝟎

Various ceiling performance is obtained from the following equation:

Altitude = −2.8 × 𝑅𝑂𝐶 + 42000
Ceiling ROC (ft/min) Altitude (ft)
Absolute 0 42,0000
Service 100 41,720
Cruise 300 41,160
Combat 500 40,600
Sea Level 15,000 0

Graph for the above stated relation is given below:

18
 𝑇
For various values of (𝑊 ) we will determine various values of ( ). Matlab program was used to plot
𝑆 𝑊
𝑇 𝑊
( ) vs ( ) graph. Acceptable region was also identified.
𝑊 𝑆

Step 7:
Calculating Fuel Weight Ratios of Cruise and Loiter condition,

Weight ratio for Cruise1 from point 3 to 4, 𝐖𝟒

𝐖𝟑
2
Taking range as of total range,
5
2
Range, R1 = 8353015 × = 3341206 ft.
5
Referring to table 4.5 page 104 Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

19
 𝐿
Taking ( )max of Supersonic fighter aircraft we get,
𝐷
(𝐿 ) max =8
𝐷

Referring to table 4.6 page 109, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

Taking C = 0.8
, for Low bypass ration Turbofan Engine during cruise.
3600

From Appendix B, Page 560, Aircraft performance and Design by John D Anderson.

20
Temperature over 36000 feet remains 216.66k. Here ceiling is 41160 ft.
T = 216.66 K

Taking Mach 0.8 during cruise1

Vcruise 1 = (0.8 × √γ × R × T) × 3.28 = (0.8 × √1.4 × 287 × 216.66) × 3.28 = 677.4328 ft/sec

Fuel weight ratio,

−𝑅1×𝐶 0.8
−3341206×
𝐿 3600
0.866×Vcruise1 ×(𝐷)max
=𝑒 =𝑒
𝑊4 0.866×774.2089×8 = 0.8537
𝑊3

21
Weight ratio for loiter from point 4 to 5, 𝑾𝟓
𝑾𝟒

Endurance, E = 30 × 60 = 1800 seconds

Referring to table 4.5 page 104 Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

𝐿
Taking ( )max of Supersonic fighter aircraft we get,
𝐷
(𝐿 ) max =8
𝐷

Referring to table 4.6 page 109, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

Taking C = 0.7
, for Low bypass ration Turbofan Engine during loiter phase.
3600

Fuel weight ratio,

−𝐸×𝐶 0.7
−1800×
𝐿 3600
(𝐷)max
=𝑒 𝑒
𝑊5
= 8 = 0.9572
𝑊4

Weight ratio for Cruise2 from point 6 to 7, 𝑾𝟕

𝑾𝟔
1
Taking range as of total range
5 1
Range, R2 = 8353015 × = 1670603 ft.
5

Referring to table 4.5 page 104 Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

22
 𝐿
Taking ( )max of Supersonic fighter aircraft we get,
𝐷
(𝐿 ) max =8
𝐷

Referring to table 4.6 page 109, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

Taking C = 0.8
, for Low bypass ration Turbofan Engine during cruise.
3600

From Appendix B, Page 560, Aircraft performance and Design by John D Anderson.

23
Temperature at 20580 feet is 247.58 K
T = 247.58 K

Taking Mach 0.6 during bomb dropping phase,

Vcruise 2 = (0.6 × √γ × R × T) × 3.28 = (0.8 × √1.4 × 287 × 247.58) × 3.28 = 620.7087 ft/sec

−𝑅2×𝐶 0.8
−1670603×
𝐿 3600
0.866×Vcruise2 ×(𝐷)max
Fuel weight ratio, 𝑊7
=𝑒 =𝑒 0.866×618.2343 ×8 = 0.9173
𝑊6

Weight ratio for Cruise3 from point 8 to 9, 𝑾𝟗

𝑾𝟖
2
Taking range as of total range,
5 2
Range, R3 = 8353015 × = 3341206 ft.
5
Referring to table 4.5 page 104, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

24
 𝐿
Taking ( )max of Supersonic fighter aircraft we get,
𝐷
(𝐿 ) max =8
𝐷

Referring to table 4.6 page 109, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

Taking C = 0.8
, for Low bypass ration Turbofan Engine during cruise.
3600

From Appendix B, Page 560, Aircraft performance and Design by John D Anderson.

Temperature over 36000 feet remains 216.66k. Here ceiling is 41160 ft.
T = 216.66 K

Taking Mach 1.4 during Escape phase,

Vcruise 3 = (1.4 × √γ × R × T) × 3.28 = (0.8 × √1.4 × 287 × 216.66) × 3.28 = 1354.9 ft/sec
Fuel weight ratio,
0.8
−𝑅3×𝐶 −3341206×
𝐿 3600
𝑊9
𝑊8 =𝑒
0.866×Vcruise3×(𝐷)max
=𝑒 0.866×1354.9 ×8 = 0.9331

Step 8:
𝑊2 𝑊3 𝑊4 𝑊5 𝑊6 𝑊7 𝑊8 𝑊9 𝑊10 𝑊11
Fuel Weight Ratio, 𝑊11 = × × × × × × × × ×
𝑊1 𝑊1 𝑊2 𝑊3 𝑊4 𝑊5 𝑊6 𝑊7 𝑊8 𝑊9 𝑊10

= 0.98 × 0.97 × 0.854 × 0.9572 ×0.99 ×0.9173 × 0.97 × 0.9331 ×0.99 ×0.997
= 0.6302

25
 𝑊𝑓
Overall Fuel Weight Ratio, = 1.05×(1- 𝑊11) = 0.3883
𝑊𝑇𝑜 𝑊1

Step 9:

𝑊𝐸
Take-off Weight Formula, Replacing value of from equation (2).
𝑊𝑇𝑜
𝑊𝑝𝑙+𝑊𝑐 6500+400
Take-off Weight, WTo = 𝑊𝑓 𝑊𝐸 = 1− 0.3883−(−1.1×10−5 ×𝑊𝑇𝑜+ 0.97)
1− −
𝑊𝑇𝑜 𝑊𝑇𝑜

6900
Or, WTo = 1.1×10−5 ×𝑊𝑇𝑜 −0.3583

Or, 1.1 × 10−5 × WTo2 – 0.3583 × WTo – 6900 = 0 .......................................... (1)

Step 10:
Empty Weight By Take-off Weight Formula,

𝑊𝐸
𝑊𝑇𝑜
= 𝑎 × 𝑊𝑇𝑜 + 𝑏 = −1.1 × 10−5 × 𝑊𝑇𝑜 + 0.97 ………………………................ (2)

Where, a =−1.1 × 10−5, b= 0.97 for Fighter aircraft.

Reference table 4.8, page 111, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

26
Step 11:

Maximum Take Off weight Calculation

Solving equation (1), we get Maximum Take-off Weight, WTO = 46166 lb.

Summery:
Parameter Symbol Calculated Value
Weight Ratio, Taxi W2 0.9800
W1
Weight Ratio, Climb1 W3 0.9700
W2
Range, Cruise1 R1 3341206 ft.
Velocity, Cruise1 Vcruise 1 677.4328 ft./sec
Weight Ratio, Cruise1 𝑊4 0.8537
𝑊3
Endurance E 30 min
Weight Ratio, Loiter 𝑊5 0.9572
𝑊4
Weight Ratio, Descend1 W6 0.9900
W5
Range, Cruise2 R2 1670603 ft.
Velocity, Cruise2 Vcruise 2 620.7087 ft./sec
Weight Ratio, Cruise2 𝑊7 0.9173
𝑊6
Climb2 W8 0.9700
W7
Range, Cruise3 R3 3341206
Velocity, Cruise3 Vcruise 3 1354.9 ft./sec
Weight Ratio, Cruise3 𝑊9 0.9331
𝑊8
Weight Ratio, Descend2 W10 0.9900
W9
Weight Ratio, Land W11 0.9970
W10
Fuel Weight Ratio W11 0.6568
W1
Overall Fuel Weight Ratio 𝑊𝑓 0.3883
WTo
Maximum Take-off Weight WTO 46166 lb.

27
3.1 Design Point Calculation:
𝑇
Five curves were plotted for stall speed, maximum velocity, take-off run, rate of climb and ceiling. ( )
𝑊
𝑊 𝑇 𝑊
vs ( )curves were plotted using five equations. ( ) denotes thrust to weight ratio. And ( ) denotes
𝑆 𝑊 𝑆
wing loading.

3.1.1 Stall Speed:

𝑊 1
( )Vs = × ρ × VS2 × C Lmax ...........................................................(3)
𝑆 2 𝑜
Here,
Density at sea level, ρ𝑜 = 0.0023769 slug/ft3

CLmax = 3.2

Stall Speed, VS = 170 ft/sec

Referring to table 4.11, page 121, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

Substituting the values into equation (3) we get,

𝑊
( ) Vs = 109.9079
𝑆
This value will give a vertical line in a graph.

28
3.1.2 Maximum Speed:
For maximum speed we find the following equation:

𝑇 𝜌𝑜× 𝑉𝑚𝑎𝑥2 ×𝐶𝐷𝑜 2×𝐾 𝑊

( )= 𝑊 + ( )…………………………….. (4)
2
𝑊 2×(𝑆) ρ×σ × 𝑉𝑚𝑎𝑥 𝑆

Here,
Maximum velocity, 𝑉𝑚𝑎𝑥 = 1354.9 ft/sec
𝑉𝑚𝑎𝑥, has been calculated during WTo calculation.
Density at specific altitude, 𝜌 = 0.00055982slug/ft3.
Here density has been taken for altitude 41160 ft above sea level. From Appendix B, Page 560, Aircraft
performance and Design by John D Anderson.

Oswald span efficiency factor, e = 0.88

29
Aspect ratio, AR = 3.5
1 1
Induced drag factor, k = = = 0.1033
π × e × AR π × 0.85 × 3.5
Oswald span efficiency factor is taken form the following equation and graph:

30
Referring to table 5.8, page 202, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

𝜌
Density ratio, σ = = 0.2355
𝜌𝑜
Zero lift Drag ratio, CDo = 0.03

Referring to table 4.12, page 127, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

31
 𝑇
For various values of (𝑊 ) we will determine various values of ( ). Matlab program was used to plot
𝑆 𝑊
𝑇 𝑊
( ) vs ( ) graph. Acceptable region was also identified.
𝑊 𝑆
3.1.3 Take-off run:
For take-off run we obtain the following equation:

1
(0.6×𝜌×𝑔×𝐶𝐷𝐺×STO× )
𝐶𝐷𝐺 𝑊
μ−(μ+ ) [𝑒 (𝑆)
]
𝑇)S 𝐶𝐿𝑅
( TO= 1 …………..………………. (5)
𝑊 (0.6×𝜌×𝑔×𝐶𝐷𝐺×STO× 𝑊 )
(𝑆)
1− 𝑒

Here,
Friction coefficient, μ = 0.04
For dry concrete/asphalt.
Referring to table 4.15, page 132, Aircraft Design: A Systems Engineering Approach by Mohammad
Sadraey.

𝐶𝐷𝐺 Is defined as,

𝐶𝐷𝐺 = 𝐶𝐷𝑇𝑜 − μ × 𝐶𝐿𝑇𝑜

𝐶𝐿𝑇𝑜 = 𝐶𝐿𝐶 + Δ𝐶𝐿𝑓𝑙𝑎𝑝𝑇𝑂

Given, 𝐶𝐿𝐶 = 0.05 and Δ𝐶𝐿𝑓𝑙𝑎𝑝𝑇𝑂 = 0.5

Now, 𝐶𝐷𝑇𝑜 = 𝐶𝐷𝑜𝑇𝑂+ K × CLTO2

Again, 𝐶𝐷𝑜𝑇𝑂 = CDo + 𝐶𝐷𝑜𝐿𝐺 + 𝐶𝐷𝑜𝐻𝐿𝐷_𝑇𝑂

32
Given,
CDo = 0.028, 𝐶𝐷𝑜𝐿𝐺 = 0.008 and 𝐶𝐷𝑜𝐻𝐿𝐷_𝑇𝑂 = 0.005
By calculating,

𝐶𝐷𝐺 = 0.0588, 𝐶𝐷𝑜𝑇𝑂 = 0.0808, CLTO = 0.5500

CLmax 3
Again, take off rotation lift coefficient, 𝐶𝐿𝑅 =
1.12
= 1.12 = 2.4793
Acceleration due to gravity, 𝑔 = 32.15 ft/sec2
Take-off run, STO = 3000 ft. Assumed. From runway data of other similar aircrafts.
𝑇
For various values of (𝑊 ) we will determine various values of ( ). Matlab program was used to plot
𝑆 𝑊
𝑇 𝑊
( ) vs ( ) graph. Acceptable region was also identified.
𝑊 𝑆

3.1.4 Rate of Climb:

The following equation was obtained for rate of climb calculation:

𝑇 𝑅𝑂𝐶 1
( 𝑊) ROC = 2 𝑊
+ ( 𝐿 )max …………………………………….. (6)
√ √𝐶𝐷𝑜 ( 𝑆 ) 𝐷
𝜌 𝐾

From Table: Aircraft comparison, we take rate of climb as 15,000 ft/min at mean sea level for our aircraft.
3.1.5 Ceiling:
For ceiling the following equation was obtained:
ROCc = 1.67 ft/sec. Assuming Rate of climb 100 ft/min at 41720 ft altitude (Service Ceiling).

𝑇 𝑅𝑂𝐶𝑐 1
( 𝑊 ) hc = 2 𝑊
+ 𝐿
σc ( )max …………………………………….. (7)
σc√ 𝐶𝐷𝑜 ( 𝑆 ) 𝐷
𝜌√ 𝐾

𝑇
For various values of (𝑊 ) we will determine various values of ( ). Matlab program was used to plot
𝑆 𝑊
𝑇 𝑊
( ) vs ( ) graph. Acceptable region was also identified.
𝑊 𝑆

33
3.2 Matching plot:

34
From the matching plot we obtain the design point. From the graph,
𝑇
( )d = 0.5
𝑊
𝑊
( )d = 108
𝑆
46166
So, we get Wing Area, S = WTO
𝑊
= = 427.4169 ft2
( 𝑆 )d 108
𝑇
And, Thrust required, T = WTO × ( )d = 46166 × 0.5 = 23080.5 lbf.
𝑊

3.3 Summery:
The summery of the various values of the aircraft is given below:
Parameter Value
Max Take-off Weight 46166 lb.
Max Velocity 1354.9 ft/sec
Cruise Speed 677.43 ft/sec
Stall Speed 170 ft/sec
Range 8353015 ft.
Service Ceiling 41720 ft.
Rate of Climb at Sea Level 15,000 ft/min
Wing Loading 108 lb./ft2
Thrust/Weight 0.5
Wing Area 427.4169 ft2
Thrust 23080.5 lbf.

35
 3.4 Comparison:
Parameters Yak – 130 T-38A-Talon SIAI-Marchetti Dornier Alpha X-35
S-211 Jet
Length 37 ft. 46 ft. 30 ft 43 ft -
Wing Span 32 ft. 25 ft. 27 ft 29 ft 38.
Height 15 ft. 12 ft. 12 ft 13 ft -
Wing Area 253 ft2 170 ft2 135.63 ft² 188.4 ft² 427.4169 ft2
Max Take-off Weight 22,686 lb. 12,093 lb. 6,050 lb. 16,535 lb. 46166 lb.
Thrust 5,512 lbf. 2,050 lbf. 2,500 lbf 2,976 lbf 23080.5 lbf
Max speed 966 ft/sec 1258 ft/sec 607 ft/sec 911 ft/sec 1354.9 ft/sec
Stall Speed 150 ft/sec - 125 ft/sec 152 ft/sec 168 ft/sec
Range 6889764 ft 6020341 ft 5472441 ft. 9645669 ft. 8353015 ft.
Service Ceiling 42,660 ft 50,000 ft. 40,000 ft 48,000 ft 41720 ft
Rate of Climb 10,000 ft/min 33,600 ft/min 4,200 ft/min 11,220 ft/min 15,000 ft/min
Wing Loading 56 lb./ft2 69.53 lb./ft2 - - 108 lb./ft2
Thrust Weight Ratio 0.9 0.65 0.4 - 0.5

As we can see by comparing to other similar aircrafts, our aircraft has about 2 times more max take-off
weight than the conventional aircrafts. This is because of our dependency on empirical relations and
values while calculating WTO.

36
3 Detail Design:
4.1 Wing Design:
Wing may be considered as the most important component of an aircraft as it produces lift. The wing
affects the other components of the aircraft and so detail design starts with wing. The primary function of
the wing is to generate sufficient amount of lift force (L). However the wing has two other functions
namely the drag force (D) and nose-down pitching moment (M).
Design Steps:
Step 1:
Number of Wings: From conceptual design, mono plane wing is selected.
Step 2:
Wing Vertical Location: From conceptual design High Wing is selected.
Step 3:
Wing Configuration: Variable swept wing is selected.
Step 4:
Calculation of Average Weight:

From the calculation of MTOW, we know that WTo= 46166 lb. and (Wfuel / WTO)= 0.3883
Wfuel = (46166 x 0.3883)
= 17922 lb
So, Wfinal =(46166 – 17922)
= 28244 lb
(Winitial + Wfinal )
Now, Wavg =
2
46166 + 28244
=
2
=37200 lb.

Step 5:
Calculation of aircraft Cruise Lift Coefficient:

Wavg = 37200 lb.

𝜌41𝑘𝑓𝑡 = 0.00055982 𝑠𝑙𝑢𝑔/𝑓𝑡3

𝑉𝑐 = 1354.9 𝑓𝑡𝑠−1 [Maximum Cruise speed during escaping phase at 41160 ft]
Wing Area S = 427.4169 𝑓𝑡2

37
 2Wavg
So, 𝐶𝑙𝑐 =
VC2 S

= 2  37200 [Cruising at 41160 ft]

0.00055982  (1354.9)  427.4169
2

= 0.1694
0.1694
𝐶𝐿𝑐𝑤 = = 0.1783
0.95
0.1783
𝐶𝑙𝑖 = = 0.1981
0.9
Step 8:
Determination of maximum lift coefficient:
A combination of Fowler Flap and Split Flap has been used.
From table taking the value:

∆𝐶 = 𝐹𝑜𝑤𝑙𝑒𝑟 𝑓𝑙𝑎𝑝 + 𝑆𝑝𝑙𝑖𝑡 𝐹𝑙𝑎𝑝

∆𝐶 = 1.3 + 7 = 2

• 𝐶 =
2 𝑊𝑇𝑂
=
2×46166 = 3.1445
𝐿𝑚𝑎𝑥 𝜌𝑉𝑠2𝑆 0.0023769×(170)2×427.4169

Step 9:
𝐶𝐿𝑚𝑎𝑥 3.1445
• 𝐶 = = = 3.3099
𝐿𝑚𝑎𝑥−𝑤 0.95 0.95

38
 𝐶𝐿𝑚𝑎𝑥−𝑤 3.3099
• 𝐶 = = = 3.6777
𝑙𝑚𝑎𝑥−𝑔𝑟𝑜𝑠𝑠 0.9 0.9
• 𝐶𝑙𝑚𝑎𝑥 = 𝐶𝑙𝑚𝑎𝑥−𝑔𝑟𝑜𝑠𝑠 − ∆𝐶 = 3.6777 − 2 = 1.6777

Airfoil Selection:

Figure: 4.14, Daniel P Raymer. (Aircraft Design a Conceptual Approach)

According to our maximum Mach no of 1.4, from the figure, here we have our Thickness to
chord ratio t/c = 0.05. But we are going to choose Thickness to chord ratio t/c = 0.06 or 6% for
ease of design.
Now, we have both thickness ratio and airfoil design lift coefficient. Using this two parameters we can
easily search for our desired airfoil. After searching we have selected NACA 64-206 Airfoil.

𝒄𝒍𝒎𝒂𝒙 ≈ 𝟏. 𝟖

39
 Reference: http://m-selig.ae.illinois.edu/ads/afplots/naca64206.gif
NACA 64-206 has maximum thickness of 6%. If we see the trend line from fig 4.14 it is clear that with
decreasing thickness ratio, maximum Mach number increases. For 6% thickness, Mach no can go up to
approximately 2 .So it may be said that this airfoil meets our maximum speed requirement of 1.4M. Now
the design lift coefficient, from the publication of NACA, it is known that the maximum section lift
coefficient (Lift coefficient calculated for a 2d cross-section of infinite span) of NACA 64-206 is
approximately 1.8. So, we can conclude that the selected airfoil meets our design requirement of 1.6777
maximum lift coefficient.

Airfoil Family Advantages Disadvantages Application

1. High maximum lift 1. High drag outside of 1. Piston-powered

NACA 6-Series coefficient the optimum range of fighters
2. Very low drag over operating conditions
a small range of 2. High pitching moment 2. Business jets
operating 3. Poor stall behavior 3. Jet trainers
conditions 4. Very susceptible to 4. Supersonic jets
3. Optimized for high roughness
speed

Reference: http://www.aerospaceweb.org/question/airfoils/q0041.shtml

40
 Figure: Characteristics Graphs of NACA 64-206 Airfoil

Step 10:
Determination of Wing Incidence angle:

For Cli =0.2

α = 1.8o
iw = 1.8o

41
Step 11:
Determination of Wing Span, Wing Root Chord, Wing Tip Chord:
We have, Wing Area, S = 427.4169 ft2
We have taken aspect ratio as, AR = 3 for Supersonic fighter as our aircraft flies at supersonic speed.

𝑏2
AR=
𝑆
Or, b = √𝐴𝑅 × 𝑆 = √3 × 427.4169 = 38.6776 ft
Again we know,
𝑏
AR=
𝐶
𝑏
Or, 𝐶 = 𝐴𝑅 = 11.0508 ft
Aspect ratio during subsonic flight is taken as 7. Our aircraft uses variable sweep wing
configuration.
Step 12:

Determination of Root Chord, Tip Chord, Taper Ratio:

From table 5.9 we take tapper ratio 𝜆 = 0.3. Taking tapper ration of Lockheed F-16 Falcon. Effect of
tapper ratio was determined from Matlab code.

42
Fig: The typical effect of taper ratio on lift distribution

43
We know,
2 1+𝜆+𝜆2
𝐶= Cr ( )
3 1+𝜆
1+𝜆 3 1+ 0.3
Or, Cr = 3
2𝐶 ( 2 )= × 11.0508 × ( 2 )= 15.5029
1+𝜆+𝜆 2 1+0.3+0.3
Ct
Again, 𝜆 =
Cr

Or, Ct = 𝜆 × Cr = 4.65
Selection of effective span, sweep angle, twist angle and dihedral angle:
𝑏
We know Effective Span, beffect = × cos(Λ𝐶)
2 2

Now,
Half cord sweep angle, Λ𝐶 is determined from the following formula:
2

1 1
𝜇 = 𝑠𝑖𝑛−1 ( ) = 𝑠𝑖𝑛−1 ( ) = 45.58o
𝑀 1.4

Λ𝐶 = 1.2 × (90 − 𝜇)= 1.2 × (90 − 45.58) = 53.304𝑜

2

beffect = b × cos(Λ𝐶) = 38.6776 × cos(53.304) = 23.1147 ft.

2 2

Using trigonometry we use the fowling formulas to determine various sweep angles:
Leading edge sweep angle:

Cr Ct 𝑏 2 beffect 2
− +√ ( ) −( )
−1 2 2 2 2 𝑜
Λ𝐿𝐸 = 𝑡𝑎𝑛 ( beffect ) = 61.0945
2

Quarter chord sweep angle:

− Ct+ 𝑏 2 beffect 2
Cr
Λ = 𝑡𝑎𝑛−1 ( 4 4 √( ) −( 2 )
2 ) = 57.6098𝑜
𝐶 beffect
4 2

44
Trailing edge sweep angle:

Ct Cr 𝑏 2 beffect 2
− +√ ( ) −( )
−1 2 2 2 2 o
Λ𝑇𝐸 = 𝑡𝑎𝑛 ( beffect ) = −53.27
2

We will take dihedral angle as Γ = −2𝑜, generally for supersonic aircraft dihedral angle is
−1𝑜 𝑡𝑜 − 2.5𝑜
Twist angle is taken as −3𝑜. Twist angle for supersonic fighter is −1𝑜 𝑡𝑜 − 5𝑜
Determination of Lift coefficient distribution over the wing at cruise phase:

By using a Matlab code we see that the lift distribution over the wing is elliptical and
Cl-wing = 0.19. Which is almost similar to the cruise lift coefficient calculated.
All the values are almost similar and no adjustments were made to the parameters.

Determine Lift coefficient of aircraft during take-off:

We will take a standard deflection, 𝛿𝑠= 12o which is less that 𝛼𝑠 for safety operation, check the
value of Cl in step 8 and make necessary adjustments.

From the Matlab code we get 𝐶𝑙−𝑇𝑂= 1.7.

45
Now again considering 𝛿𝑠= 13o again executing Matlab code we get 𝐶𝑙−𝑇𝑂= 1.8. Which is closer to
𝐶𝑙𝑚𝑎𝑥= 1.6777.
Thus it is acceptable value of 𝐶𝑙−𝑇𝑂.

Calculation of Wing Drag:

The NACA 64-206 airfoil was minimum drag of 𝐶𝑑𝑚𝑖𝑛= 0.003.
Reference: http://airfoiltools.com/airfoil/details?airfoil=naca64206-il
Now,
1 1 1354.9
𝐷 =𝐶 × ×𝜌 × 𝑉2 × 𝑆 = 0.003 × × 0.00055982 × ( 2
𝑤 𝑑𝑚𝑖𝑛 𝑎𝑙𝑡 ) × 427.4169
2 2 1.3

= 389.86 lbf.
Calculation of wing pitching moment:
For NACA 64-206 𝐶𝑚 = -0.0291
1 1
𝑀 =𝐶 × ×𝜌 × 𝑉2 × 𝑆 = −0.0291 × 1354.9 2
𝑤 𝑚 𝑎𝑙𝑡 × 0.00055982 × ( ) × 427.4169
2 2 1.3

= −3781.72 𝑙𝑏𝑓.

46
Wing Geometry:

47
Summary of Result:
Parameter Value
Wing Area 427.4169 ft2
Wing Position High Wing
Wing Type Mono Wing
Wing Configuration Variable Sweep
Airfoil NACA 64-206
Taper Ratio 0.3
Aspect Ratio (AR) 3.5 For Subsonic
7 for Supersonic
Tip Chord 4.65 ft
Root Chord 15.5 ft
MAC 11.0508 ft
Span 38.6776 ft
Effective Span 23.1147 ft
Λ𝐶 53.304o
2
Λ𝐶 61.0945o
4
Λ𝐿𝐸 57.6098o
Λ𝑇𝐸 -53.27o
Incidence Angle 1.8o
Twist Angle − 3𝑜
Dihedral − 2𝑜
High Lift Device Fowler Flap
∆C=1.3
Split Flap
∆C=7

48
4.2 Fuselage Design:
The primary function of the fuselage is to accommodate payload. The secondary functions are:
1. Accommodate crew members
2. Accommodate landing gears
3. Accommodate Engine
4. Accommodate fuel tanks
Design Requirements:
1. Accommodation
2. Operation and mission
3. Airworthiness
4. Crashworthiness requirement
5. Aerodynamics
6. Stability
7. Low weight
8. Maintainability
9. Manufacturability
10. Cost
Step 1:
Type: Advanced Pilot Trainer
Payload: 6500 lb
Range: 8353015 ft
Cruise Ceiling: 41160 ft
Number of Crew: 2
Step 2:
Fuselage Configuration:
The following features must be available in the fuselage:
1. Pilot space
2. Pressurized space
3. Payload
4. Fuel
5. Wing mount
6. Landing gear

49
Typical Fuselage Design of an Advanced Pilot Trainer Aircraft:

Figure: Fuselage Components

Step 3:
Instruments in cockpit:
The list of important instruments that must be provided in the cockpit are:
1. ASI
2. Altimeter
3. Turn coordinator
4. VSI
5. Heading Indicator
6. GPS,INS,VORs, ILS
7. Compass
8. Yoke
9. Pedal
10. Throttle
11. HUD
12. Electric Panel
13. Weather Radar
14. Radio
15. Flap Switch
16. Landing Gear Control Instrument

50
Step 4:
Cockpit Design:
Cockpit of standard fighter aircraft is given below:

Figure: Standard Cockpit Layout

Step 5:
Determination of Slenderness ratio:
From Page 337 Table 7.7 taking the value of F-16 Fighting falcon. Slenderness ratio:
𝐿𝑓
= 9.5
𝐷𝑓

51
Step 6:
Volume of fuel tank:
From preliminary Design we have,

(Wfuel / WTO)= 0.3883

Wfuel = (46166 x 0.3883) = 17922 lb
Again, from table 7.9 we take Fuel as JP-4 and the Density of the fuel is 800 kg/m3.

𝜌𝑓=800 kg/m3 = 49.9424 lb/ft3

𝑊𝑓 17922 lb
𝑉 = = = 358.85 𝑓𝑡3
𝑓
𝜌𝑓 49.9424 lb/ft3

Step 7:
Fuselage maximum diameter:
Taking fuselage length as 45 ft. Lf = 45 ft.
𝐿𝑓 45 𝑓𝑡
Diameter, Df = = = 4.74 ft.
9.5 9.5
Step 8:
Number of doors: 2
Step 9:
Nose section:

LN = 2× Df = 1.5 × 4.74 = 9.48 ft

Step 10:
Rear Section:
Assuming LR = 5.5 ft.

𝐷𝑓 4.74
𝛼𝑐𝑜𝑛𝑒 = 𝑡𝑎𝑛−1 2 = 𝑡𝑎𝑛−1 2
=23.31𝑜
𝐿𝑅 5.5
Step 11:
Up sweep angle:
Let us assume the up sweep angle to be at rear section.
Now,

52
 𝐷𝑓
𝛼 = 𝑡𝑎𝑛−1 = 4.74 = 40.75o
𝑢𝑠 𝐿𝑅 5.5

Step 12:
Sketch of the fuselage:

Figure: Side View

Figure: Top View

53
Summary of Fuselage Design:

Parameter Value

Fuselage Length 45 ft

Nose Length 9.48 ft

Length of Rear Section 5.5 ft

𝛼𝑢𝑠 40.75o

Volume of the Fuel Tank 358.85 𝑓𝑡3

54
4.3 Propulsion System Design:

Step 1:
Design Requirements:

The following design requirements are identified and listed: aircraft performance (maximum speed),
engine manufacturing cost, engine operating cost, flight safety, engine efficiency, maintainability and
manufacturability.
Parameters Requirements
Maximum speed 1354.9 𝑓𝑡𝑠−1
Engine manufacturing cost Low
Engine operating cost Low
Flight safety High
Engine efficiency High
Maintainability Complete and regular maintenance
Manufacturability Simple Structure

Step 2:
Engine Type:
Due to the high speed and high altitude and also due to the presence of bombing phase a Low Bypass
Turbofan engine was selected. Also at very low altitudes a low bypass turbofan engines will be more
efficient that pure turbojet engines.
Step 3:
Number of Engines:
The aircraft range is required to be 8353015 ft so it will be covering a lot of ground and also it might be
required to fly over oceans, mountain ranges etc. Statistics clearly indicate that there have been and there
will be unfavorable circumstances where an engine may become inoperative during a flight operation.
The multi engine propulsion system configuration is one of the best solutions to the One Engine
Inoperative” case issue. The aircraft will be used to train new pilots. Hence, for safety of the instructor
and the student two engines were selected for X-35.
First we need to determine the required engine power for this mission. The air density at 41160 ft is
0.00055982 slug/𝑓𝑡3.

𝑉𝑚𝑎𝑥 = 1.2 𝑉𝑐 − 1.3𝑉𝑐 = 1.25𝑉𝑐

𝑉𝑚𝑎𝑥 1354.9
𝑉= = = 1083.92 𝑓𝑡𝑠−1
𝑐 1.25 1.25

55
 2Wto
So, 𝐶𝑙𝑐=
V C2 S
2×46166
= [Cruising at 41160 ft]
0.00055982×1083.922×427.4169
= 0.328
Aircraft drag at cruise:
1 1
𝑘= = = 0.103
𝜋 ×𝑒 ×𝐴𝑅 3.1416 ×0.88×3.5

𝐶𝐷 = 𝐶𝐷𝑜 + 𝑘𝐶𝐿2
= 0.0285+ 0.103× 0.3282 = 0.0395
Required engine thrust at cruise (41160 ft):
1 = 0.5 × 0.00055982 × (1083.922) × 427.4169 × 0.0395 = 5552.15 𝑙𝑏
𝑇 = 𝐷 = 𝜌𝑉 2𝑆𝐶
𝐷
2
Required engine thrust at sea level:
𝜌
Tmax = TmaxSL( )𝑛
𝜌0
Where, n=1 (for turbofan and turbojet engines)
0.00055982 1
5552.15 =TmaxSL ( )
0.0023769
So, TmaxSL = 22061.05 lb = 98.13 KN

Step-5 Engine selection:

So referring to page 466, Table 8.14 of the book Aircraft Design by Mohammad H Sadraey we will take
two Rolls Royce (Sprey 512) engines each capable of producing maximum thrust of 55.8 kN.
Step-6
Engine Specification:

The specification of the turbofan engine is as follows:

• General characteristics
• Type: Low Bypass Turbofan
• Length: 3163 mm
• Diameter: 922 mm
• Dry weight: 1168 kg ± 1.25%

Components:

• Compressor: one five-stage axial flow low pressure (LP) compressor, one twelve-stage axial flow high
pressure (HP) compressor.

56
 • Turbine: Two-stage axial flow HP-turbine and the LP compressor is driven by a two-stage axial
flow LP-turbine.
• Bypass ratio: 0.64:1
• Combustors: Annular

Performance:

• Maximum Take-off Thrust: 55.25 kN

• Maximum Continuous Thrust: 51.51 kN
• Specific fuel consumption: 1.95 lb/(lbf·h) with afterburner, 0.63 lb/(lbf·h) at military thrust
• Thrust-to-weight ratio: 5:1

Figure: Rolls Royce Sprey 512 Engine

Reference: https://www.easa.europa.eu/system/files/dfu/EASA-TCDS-E.064_Rolls--
Royce_Deutschland_Spey_500_series_engines-01-05122008.pdf
Step-7
Engine Location:
For a twin-engine jet aircraft with engines mounted inside the fuselage. Fuselage-buried jet engine inlet
location for split-type inlet beside fuselage.

57
4.4 Tail Design:
The primary function of the tail section is
1. Trim (longitudinal and directional)
2. Stability (longitudinal and directional)
3. Control (longitudinal and directional)
Design Requirements:
1. Trim
2. Stability
3. Control
4. Reproducibility
5. Operational safety
6. Cost
7. Equipment’s

Design Steps:
Step 1:
Tail Configuration:
“Conventional Tail” was selected on the basis of figure of merit of conceptual design phase.
Step 2:
Horizontal Tail Location:
Tail location is behind the fuselage.
Step 3:
Horizontal Tail Volume coefficient:
From table 6.4, page 303, Aircraft Design: A Systems Engineering Approach by Mohammad Sadraey.

We assume horizontal tail volume coefficient for our aircraft is 0.4 and vertical tail volume coefficient is
0.07.

As we have taken all previous values for fighter aircraft we’ll take the value of fighter aircraft in this case
too.

𝐶𝐻𝑇 = 0.4
𝐶𝑉𝑇 = 0.07

Step 4:
Determination of Tail Arm:
For aft mounted engine the tail arm is usually 45%-50% of the total fuselage length.

58
From fuselage design we get,
Length of fuselage, L= 45 ft.

𝑙𝑡𝑎𝑖𝑙𝑎𝑟𝑚 = 48% 𝑜𝑓 𝐿 = 48 × 45 = 21.6 ft

Step 5:
Horizontal Tail Planform Area:
We know,
𝐿𝐻𝑇 × 𝑆𝐻𝑇
𝐶𝐻𝑇 =
𝑆𝑤 × 𝐶𝑤
21.6 × 𝑆𝐻𝑇
0.4 =
427.4169 ×11.0508

𝑆𝐻𝑇 = 87.47 ft2

Step 6:
Wing/Fuselage Aerodynamic Pitching:
From equation (6.26) of Aircraft Design: A Systems Engineering Approach by Mohammad Sadraey, page
275 we get,

𝐴𝑅 × 𝑐𝑜𝑠 2(Λ)
𝐶𝑚𝑜_𝑤𝑓 = 𝐶𝑚𝑎𝑓 + 0.01 𝛼𝑓
𝐴𝑅 + 2 cos(Λ)
3.5 × 𝑐𝑜𝑠 2(53.304)
= − 0.03 × + 0.01 × (−2) = − 0.0279
3.5 × 2 cos(53.304)

𝐶𝑚𝑜_𝑤𝑓 = − 0.0279
Step 7:

Cruise Lift Coefficient:

From Wing design,

𝐶𝐿𝑐 = 0.1694
Step 8:

Horizontal Tail Design Lift Coefficient:

−𝐶𝑚𝑜𝑤 + 𝐶𝐿 (ℎ − ℎ𝑜)
𝐶𝐿ℎ =
𝜂ℎ × 𝑉𝐻
0.0279 ×0.1694 (0.2−0.25)
=
0.9 × 0.07
= − 0.00375

59
Step 9:

Horizontal Tail Airfoil:

The following conditions must be met by the horizontal tail airfoil:

1. It must be symmetric
2. It must be thinner than the airfoil

Wing airfoil thickness is 6% (NACA 64-206) so we will select a 4% thickness airfoil NASA SC (2) -
0404.

Step 10:

Sweep Angle and Dihedral Angle:

Selecting sweep angle as 25o and dihedral angle as -2o same as the wing dihedral angle.

Step 11:

Determination of the lift curve of the horizontal tail:

For NASA SC (2) -0404 airfoil 𝐶𝑙𝛼−ℎ = 5.32

𝐶𝑙𝛼−ℎ 5.32
𝐶𝐿𝛼−ℎ = =
𝐶𝑙𝛼−ℎ 5.32 = 2.11
1+ 1 + 3.5
𝜋 × 𝐴𝑅𝑤

60
Step 12:

Determination of Horizontal Tail AOA:

𝐶𝐿ℎ − 0.00375
𝛼ℎ = = = −0.0018 = −0.068𝑜
𝐶𝐿𝛼−ℎ 2.11

Step 13:

Determination of Downwash angle:

2× 𝐶𝐿𝑤 2×0.1783
𝜀𝑜 = =
𝜋 ×3.5
= 0.0324
𝜋 ×𝐴𝑅𝑤

Now,

𝛿𝜀 ∑𝐶𝐿𝛼−𝑤
=
𝛿𝛼 𝜋 × 𝐴𝑅
1.4
2 ×( ×53.3)
= 12 = 1.97
𝜋 ×2

Now,

𝑑𝜀
𝜀 = 𝜀𝑜 + 𝛼𝑤
𝑑𝛼

= 0.0324 + 1.97 × 12
53.3
= 0.478 rad = 27.37o

Step 14:

Horizontal tail incidence angle:

We know,

𝛼ℎ = 𝛼𝑓 + 𝑖ℎ − 𝜀

0.068o = 12o + 𝑖ℎ − 27.37o

𝑖ℎ = 15.438o

Step 15:

Span, Root chord, tip chord, MAC:

𝐵𝐻𝑇 = √𝑆𝐻𝑇 × 𝐴𝐻𝑇 = √87.47 × 2 = 13.22 𝑓𝑡

61
From Equation 7.6, Aircraft Design: A Conceptual Approach, we get

𝐶𝑟𝑜𝑜𝑡 =
2×𝑆𝐻𝑇
=
2×87.47 = 11.03 𝑓𝑡
𝑏×(1+𝜆) 13.22×(1+0.20)

𝐶𝑡𝑖𝑝 = 𝜆ℎ × Croot= 0.20 × 11.03 = 2.206 ft

Now,
2 1+𝜆ℎ+ 𝜆ℎ2
𝐶𝐻𝑇 = 3Croot( 1+ 𝜆ℎ )= 7.56 ft

Step 16:

Sweep and Dihedral Angle:

We considered Dihedral angle, Γ𝐻𝑇 = −2𝑜

Sweep angle at 𝐶 = 5o, Λ 𝐶 = 5o

2 2

𝑏𝐻𝑇𝑒𝑓𝑓𝑒𝑐𝑡𝑖𝑣𝑒 = 𝑏𝐻𝑇 × cos(5𝑜)= 13.16 ft

Chr Cht 2 bhteffect 2

√ 𝑏ℎ𝑡 )
Λ = 𝑡𝑎𝑛−1 ( 2
− 2
+ ( 2
) −( 2 ) = 24o
𝐿𝐸 beffect
2

Chr Cht 2 bhteffect 2

√ 𝑏ℎ𝑡 )
Λ = 𝑡𝑎𝑛−1 ( 4
− 4
+ ( 2
) −( 2 )= 22o
𝐶 beffect
4 2

Cht Chr 2 bhteffect 2

√ 𝑏ℎ𝑡 )
Λ = 𝑡𝑎𝑛−1 ( 2
− 2 + ( 2 ) −( 2 )= 19o
𝑇𝐸 beffect
2

Step 17:
Static and Dynamic Stability Check:
Cma = 𝐶 (ℎ−h )−𝐶
𝐿𝛼𝑤 o
𝑛 𝑆ℎ ( 𝑙 − ℎ) (1 − 𝜕𝜀 )
𝐿𝛼_ℎ ℎ 𝑆 𝐶 𝜕𝛼
128
= 6.66(0.22 - 0.25) - 6.1×0.95× ( 61 − 0.22)(1 − 0.95) = - 0.53 (1/rad)
500 12.9

As it is negative, so aircraft is stable.

62
Step 18:
Airfoil Selection for Vertical Tail:
It is the same as the horizontal tail. So the airfoil NASA SC (2) -0404 is used for vertical tail also.
Step19:
Aspect Ratio for Vertical Tail:
An Aspect Ratio of 1.4 has chosen based on historical trends.
ARVT = 1.4
Step 20:
Taper Ratio for Vertical Tail:
For design purpose the taper ratio for the vertical tail is chosen to be 0.6
𝜆 VT =0.6
Step 21:
Vertical Incidence Angle:
IVT = 2o
Step 22:
Vertical Tail Sweep Angle:
Λ𝑉𝑇 = 20𝑜

Step 23:
Vertical Tail Dihedral Angle:
There is no dihedral angle in vertical tails.
Step 24:
Vertical Tail Area:
87.47
SVT = = 58.31 𝑓𝑡2
1.5

Step25:
Parameters of Vertical Tail:
Vertical Tail Span:

bv= √𝐴𝑅𝑉𝑇 × 𝑆𝑉𝑇 = √1.4 × 58.31 = 9.03 𝑓𝑡

Vertical Tail Root Chord:

63
 2 ×𝑆𝑉𝑇 2 ×58.31
CVroot= = = 8.07 ft
bv (1+𝜆𝑉𝑇) 9.03(1+0.6)

Vertical Tail Tip Chord:

Ctip = 0.6 × 8.07 = 4.842 ft

Mean Aerodynamic Chord:

1+𝜆𝑣+ 𝜆2𝑣
) = 6.59 ft
𝐶 = 2𝐶
𝑣 3 𝑉 𝑟𝑜𝑜𝑡 ( 1+ 𝜆𝑉

Summary Result:
Parameter H. Tail V. Tail

Area 87.47 ft2 58.31 𝑓𝑡2

Sweep Angle 200 200

Dihedral -20 00

Aspect Ratio 2 1.4

Taper Ratio 0.20 0.6

Downwash Angle 27.37o 0o

Span 13.22 𝑓𝑡 9.03 𝑓𝑡

Root Chord 11.03 𝑓𝑡 8.07 ft

Tip Chord 2.206 ft 4.842 ft

Mean Aerodynamic Chord 7.56 ft 6.59 ft

64
4.5 Landing Gear Design:
The landing gear is the structure that supports the aircraft on the ground. The landing gear is used to taxi,
take-off and land.
Functions:
1. To keep the aircraft stable on the ground.
2. To allow the aircraft move freely.
3. To absorb the landing shocks during landing.

Design requirements:
1. Ground clearance requirement.
2. Take-off rotation requirement.
3. Landing requirement.
4. Static and dynamic loading.
5. Aircraft structural integrity.
6. Ground lateral stability.
7. Low weight.
8. Manufacturability.
9. Ability to withstand cyclic loading.

Design steps:
Step 1:
Landing gear requirements:
Ground clearance, tip back angle, overturn angle, structural integrity, ground controllability amd stability,
low cost etc.
Step 2:
Landing gear configuration:
Tricycle landing gear was selected on the basis of FOM.
Step 3:
Fixed or retractable:
Retractable landing gear is best option because it has low drag arrangement.
Step 4:
Landing gear height:
hlg= 5 + 1.5 = 6.5 ft
Payload under wing clearance = 1.5 ft
(𝑡/𝑐)max= 0.6 [for NACA 64-206 airfoil , t/c is 0.6]
MAC, 𝑐= 11.0508 ft

65
∴ t = 0.6× 11.0508 = 6.63 ft

𝑐 11.0508
Now, heg= hlg + = 6.5 + = 12.025 ft
2 2

∴heg= 12.025 ft

Step 5:
Determine Aircraft forward and afterward c.g:
∆𝑛 = 0.1 𝑡𝑜 0.3
𝑥𝑐𝑔𝑓𝑜𝑟 = 21 + 0.1 × 21.5 = 24.15 𝑓𝑡

Again,
𝑥𝑐𝑔𝑎𝑓𝑡 = 21 + 0.3 × 21.5 = 26.45 𝑓𝑡

Therefore,
𝑥𝑐𝑔 = 21 + 0.2 × 21.5 = 27.3 𝑓𝑡

Step 6:
Distance between main landing gear and aircraft cgfor
Wing fuselage moment arm
Xlwf =xmg – ( xac – xcgfor )c =xmg – 0.666
Again,
Lh =45 ft
Xn = lh + (xac – xcgfor)c – xmg = 41.68 -xmg
1 1
K= = = 0.0513
𝜋 𝑒 𝐴𝑅 3.1416 ×0.8 ×7

Now from wing design,

Clc = 0.1278
Clto = 0.525

𝐶𝐷𝑇𝑂= 𝐶𝐷𝑜𝑇𝑂 + k × 𝐶𝐿𝑇𝑂2 = 0.0395 + 0.053 × 0.552 = 0.05135

Vr = 1.1 vs =1.1 × 170 =186.8 ft/s

Dto =0.5 × 0.055 × 186.82 × 427.4169 × 0.002378 = 975.32 lbf
Lto = 0.5 × 0.002379 ×186.82 × 427.4169 ×0.55 =9757.36 lbf
Lh = -9208 lb

66
 Maevf = 0.5 × 0.002379 ×186.82 × 427.4169 × (-0.04) × 21.5 = -17316.8 lbf-ft
Fr =𝜇(𝑤 − 𝐿𝑇𝑂) = 0.04(46166 − 9757.36) = 1456.34 𝑙𝑏𝑓

Again,

𝑇−𝐷− 𝐹𝑅 23083−975.32−1456.34
A= = = 1.01 (assume m= 20940.545 lb)
𝑚 20940.5450
Again,
Iyymg = iyycg + m (xmg2 + hcg2) = 23400
Mw = 50000
Ma = 46166 × 1.01 = 46627 lb-ft
Mlh = -52043
Mlwf = 39530 * (xcg – 9.25)
Mt = 18130 * 14 =233820
Md =212330

From equation 9.54,

Xmg = 5.5

Step 7:
Check tip back requirement:
𝑋𝑚𝑔𝑎𝑓𝑡= xmg – ( 𝑋𝑒𝑔𝑎𝑓𝑡 − 𝑋𝑒𝑔𝑓𝑜𝑟) = 6.25 – (27.45 -23.15) = 2.4

Now, tip back angle,

𝜆𝑚𝑔
𝛼= −1 𝑎𝑓𝑡
)
𝑡𝑏 Tan ( ℎ𝑒𝑔

2.4
=Tan−1 ( )
7.6125

∴ 𝛼𝑡𝑏 = 18°

Requirement is, 𝛼𝑡𝑏 > 𝛼𝑡𝑜 + 5

18 > 12 + 5
Therefore, the distance between main gear & after cg. Satisfy tip back angle requirement.
Step 8: check the take-off rotation clearance requirement:
The distance between the main landing gear & the fuselage upsweep point = 21.6

67
 𝐻𝑓
Now, clearance angle, 𝛼 =Tan−1
𝑐 21.6
6
=Tan−1
21.6

= 15.8°

∴ 𝛼𝑐 > 𝛼𝑡𝑜(11°)

So, the fuselage will not hit the ground during take-off.
Step 8: wheel base:
The nose gear should carry 15% of static load and main gear carry 85% of static load.
So, we know,
𝐵𝑚
Fn =
𝐵
𝐵𝑚
B= = 6.67 bm =6.67 × 4.42
0.15

∴ 𝐵 = 29.5 𝑓𝑡
Step 9: wheel track:

For safety,tan 30° = 𝑇/2

𝐻𝑒𝑔

𝑇/2
=
7.6125

∴ 𝑇 = 8.8 𝑓𝑡
8.8/2
Tan 𝛷 = = 0.15
29.5

∴ 𝛷 = 8°
𝑌𝑂𝑇 = bmin× 0.25= (29.5 – 4.42)× 0.25
∴ 𝑌𝑂𝑇 =6.27
Tan 𝛷 =
𝑌𝑂𝑇
=
6.27
𝑂𝑇 𝐻𝑒𝑔 7.6125

∴ 𝛷𝑂𝑇 = 39°
𝛷𝑂𝑇 Is greater than φ. So, wheel track satisfy the rule of this overturn prevention requirement.

Step 10: landing gear arrangement:

The front landing gear is attached to the front section of the fuselage and the main landing gear is attached
to the mid-section of the fuselage.
Step 11: tire size:

68
From table 11.1 of Aircraft Design: A conceptual Design by Raymer
D =a wwb=1.63(28000)0.315 = 41.02 in
Width = a wwb = 14.17 𝑖𝑛

Nose gear,
D= 32.816 in (80% of main gear)
Width = 12 in (80% of main gear)

Step 12: ground controllability:

2
Ic = m 𝑣
𝑅
𝑉2 422
∅ = Tan−1 = Tan−1 = 300 [v = 23 knots, radius = 100 ft, g =32.2]
𝑂𝑇 𝑅𝑔 100×32.2

So, any overturn angle greater than 30° will prevent the over turn in maneuver.
𝐹𝑐𝐻𝑒𝑔
T=2
𝑚𝑔

𝑉2
=2( )𝐻𝑒𝑔
𝑅𝑔

=2 × 0.56 ×7.6125 = 8.5 ft

So, t (8.86) >tavgturn(8.5)
So, our design is safe.
Ground stability:
Side area, Sw =500 ft2
1
Fw = 𝜌 × 𝑉 2 × 𝐴 ×𝐶 = 0.5 × 0.002379 × 1022 × 500 × 0.8 = 4950 𝑙𝑏
2 𝑤 𝑠 𝐷𝑆

[𝐴𝑠𝑠𝑢𝑚𝑒 𝐶𝐷𝑆 = 0.8 𝑎𝑛𝑑 𝑉𝑤 = 102]

𝐹𝑤𝐻𝑐 4950 × 7.6125

𝑌𝑂𝑇 = = = 6.88 𝑓𝑡
𝑊 50000

From the calculation we see that all the values are well within the safe limits. Considering all the
possibilities we can say that our design is safe.

69
5.0 Material Selection:
The points considered while selecting the materials are:

• Specific strength
• Specific stiff ness
• Usage environment
• Fracture toughness
• Manufacturability
• Minimum gage limitations
• Availability

Considering all the material selecting parameter and evaluating the above table our selection of
Material for different components of aircraft is as follows:

Aircraft Component Material

Wing Aluminum, Composites
Horizontal Tail Aluminum, Titanium
Vertical Tail Aluminum, Composites
Fuselage Stainless Steel, Aluminum, Composites
Fuel Tank Magnesium

70
6.0 Drawing:

71
 ®
7.0 MATLAB Code:
clear global
clear all
close all
clc

%All values taken from Aircraft Design: A Systems Engineering Approach by

Mohammad Sadraey

% Given Values

Range = 8353015;
%feet
Ceiling = 42000;
%feet
Payload = 6500;
%lb
Crew = 2;
%Instructor and Trainee Pilot
Gamma = 1.4;
%Gas Constant
R = 287;
%J/KgK

liftDragRatio = 8;
%L/D for supersonic military aircraft is 5-8, table 4.5 page 104

LoadFactorPositive = 9;
LoadFactorNegative = -3;
MaxMach = 1.4;

% Step 1
figure('units','normalized','outerposition',[0 0 1 1])
figure (1)
%Mission Profile Plotting
x_coordinate =[0 8 16 40 42 44 46 48 50 52 54 56 70 72 96 104
112];
y_coordinate =[0 0 18 18 16 18 16 18 16 18 18 8 8 18 18 0
0];
%Plotting Key points
x= [0 8 16 40 54 56 70 72 96 104 112];
y= [0 0 18 18 18 8 8 18 18 0 0];
plot(x_coordinate,y_coordinate,'k');
hold on;
plot(x,y,'ro');
axis([0,112,-40,56]);

% Step 2
%Determining Crew Limit. Here Crew is 2. One Instructor and one Trainee Pilot

% Step 3
%Number of Flight Attendant is 0 as it is a Military Aircraft

72
% Step 4
CrewWeight= 200*Crew;
%Assuming Each Crew weight is 200 lb

% Step 5
% Given Payload = 6500 lb

% Step 6
%Fuel weight ratios
Taxing = 0.98;
%from point 1 to 2
Climb1 = 0.97;
%from point 2 to 3
Descend1 = 0.99;
%from point 5 to 6
Climb2 = 0.97;
%from point 7 to 8
Descend2 = 0.99;
%from point 9 to 10
Landing = 0.997;
%from point 10 to 11

% Step 7
%Fuel Weight Ratios of Cruise and Loiter condition

%Weight ratio for Cruise1 from point 3 to 4

RangeCruise1 = (Range*(2/5))
%taking range1 as 2/5 of total range
SpecificFuelConsumptionCruise1 = (0.8/3600);
%SFC in cruise for low bypass turbofan engine is 0.8 table 4.6 page 109
TemperatureCruise1 = 216.66;
%Temperature over 36000 feet remains 216.66k (From appendix B) page 560
VelocityCruise1 = (0.7 * (sqrt((Gamma*R*TemperatureCruise1))))* 3.28
%taking mach 0.7 during cruise1
FuelWeightRatioCruise1 = exp(-
(RangeCruise1*SpecificFuelConsumptionCruise1)/(0.866*VelocityCruise1*liftDrag
Ratio))

%Weight ratio for loiter from point 4 to 5

Endurance = 30*60;
%seconds
SpecificFuelConsumptionLoiter = (0.7/3600) ;
%SFC in loiter for low bypass turbofan engine is 0.7, table 4.6 page 109
FuelWeightRatioloiter= exp(-
(Endurance*SpecificFuelConsumptionLoiter)/liftDragRatio)

%Weight ratio for Cruise2 from point 6 to 7

RangeCruise2 = (Range*(1/5))
%taking range1 as 1/5 of total range
SpecificFuelConsumptionCruise2 = (0.8/3600);
%SFC in cruise for low bypass turbofan engine is 0.8 table 4.6 page 109
TemperatureCruise2 = 247.58;
%Temperature at 20580 feet is 247.58 K (From appendix B) page 559
VelocityCruise2 = (0.6 * (sqrt((Gamma*R*TemperatureCruise2))))* 3.28
%taking mach 0.6 during bomb droping phase

73
FuelWeightRatioCruise2 = exp(-
(RangeCruise2*SpecificFuelConsumptionCruise2)/(0.866*VelocityCruise2*liftDrag
Ratio))

%Weight ratio for Cruise3 from point 8 to 9

RangeCruise3 = (Range*(2/5))
%taking range1 as 2/5 of total range
SpecificFuelConsumptionCruise3 = (0.7/3600);
%SFC in cruise for low bypass turbofan engine is 0.8 table 4.6 page 109
TemperatureCruise3 = 216.66;
%Temperature over 36000 feet remains 216.66k (From appendix B) page 560
VelocityCruise3 = (MaxMach * (sqrt((Gamma*R*TemperatureCruise3))))* 3.28
%Escaping Phase taking maxMach 1.4
FuelWeightRatioCruise3 = exp(-
(RangeCruise3*SpecificFuelConsumptionCruise3)/(0.866*VelocityCruise3*liftDrag
Ratio))

% Step 8
%Overall Fuel Weight Ratio

FuelWeightRatio =
(Taxing*Climb1*FuelWeightRatioCruise1*FuelWeightRatioloiter*Descend1*FuelWeig
htRatioCruise2*Climb2*FuelWeightRatioCruise3*Descend2*Landing)
OverallFuelWeightRatio = (1.05*(1-FuelWeightRatio))

% Step 9
%TakeOffWeight Formula
%TakeOffWeight=((Payload+CrewWeight)/(1-OverallFuelWeightRatio-
EmptyByTakeoffWeightRatio ));

% Step 10
%EmptyByTakeoffWeight Formula
%EmptyByTakeoffWeightRatio = (a*TakeOffWeight)+b
% Step 11
%Maximum Take Off weight Calculation

syms x %x
is Maximum Take Off weight
a= -1.1*10^-5;
%a= -1.1*10^-5 for fighter, table 4.8 page 111
b= 0.97;
%b= 0.97 for fighter, table 4.8 page 111

f = [a (OverallFuelWeightRatio+b-1) (Payload+CrewWeight)];
MaximumTakeOffWeight = roots(f);
MaximumTakeOffWeight= MaximumTakeOffWeight(MaximumTakeOffWeight>=0);
vpa(MaximumTakeOffWeight,4)

% Rate of Climb And Altutude Graph

figure('units','normalized','outerposition',[0 0 1 1])
figure (2)
for roc = 0:10:15000;
alt = -2.8*roc+42000;
plot(roc,alt);

74
title ('Atlitude vs Rate of Climb'), xlabel('ROC'), ylabel('Altitude');
axis([0,16000,0,44000]);
hold on;
grid minor;
end

absolute_ceiling = 42000
service_ceiling = 41720
cruise_ceiling = 41160
combat_ceiling = 40600

% Design Point Plotting

figure('units','normalized','outerposition',[0 0 1 1])
figure(3)

%Stall velocity
roh_seaLevel= 0.0023769;
%density at sea level
V_stall= 170;
%102 knot = 170 ft/sec
Clmax = 3.2;
%from table 4.11 page 121
w_s_V_stall = 0.5*roh_seaLevel*(V_stall^2)*Clmax

for i = 0:0.01:3;
x= [w_s_V_stall];
y= [i];
plot(x,y,'r.');
title ('T/W vs W/S'), xlabel('W/S'), ylabel('T/W');
axis([0,120,0,2]);
hold on;
grid minor;
end

%Max Velocity
Vmax= 1354.8656;
Cdo = 0.03;
%cdo = 0.03 table 4.12 page 127
e=0.88; %e
=0.85 assumed
AR=3.5;
%AR = 3 table 5.8 page 202
k=1/(3.1416*e*AR)

roh_maxCruise = 0.00055982
%cruise_ceiling = 41160
sigma_maxCruise = roh_maxCruise/roh_seaLevel

for i= 1:1:130;
x1 = i;
y1 =
((((((roh_seaLevel*Vmax^2*Cdo)*(1/(2*x1))))+((((2*k)/(roh_maxCruise*sigma_max
Cruise*Vmax^2)))*x1))))*0.055;
plot(x1,y1,'b.');
axis([0,120,0,2]);

75
hold on;
grid minor;
end

%Cdo Estimation

%take off run

mew = 0.04;
%table 4.15 page 132

%taking values from page 131 and 132

Cdolg = 0.010;
CdoHLD_TO = 0.006;
Clc = 0.05;
DelClflapTo = 0.6;

Clto = Clc + DelClflapTo

Cdto = Cdo + Cdolg + CdoHLD_TO + k*(Clto^2)

Cdg = (Cdto - mew*Clto)

Clr = (Clmax/(1.1^2))

g = 32.15;
%acceleration due to gravity 32.15 ft/sec^2
Sto= 3000;
%take off run estimated 6000 ft

for i=1:1:130;
x2 = i;
y2 = ((((mew-
(mew+(Cdg/Clr)))*(exp((0.6*roh_seaLevel*Cdg*Sto)*(1/(x2)))))/(1-
exp((0.6*roh_seaLevel*Cdg*Sto)*(1/x2)))))*0.055;
plot(x2,y2,'k.');
axis([0,120,0,2]);
hold on;
grid minor;
end

%rate of climb

ROC = 333;
%taking rate of climb as 20000 ft/min or 333 ft/sec

for i= 1:1:130;
x3 = i;
y3 =
(((ROC)/(sqrt(2/(roh_seaLevel*(sqrt(Cdo/k)))*x3))+(1/liftDragRatio)))*0.055;
plot(x3,y3,'m.');
axis([0,120,0,2]);
hold on;
grid minor;
end

% Ceiling

76
ROCc = 1.67;
%rate of climb 100 ft/min at service ceiling

roh_serviceCeling = 0.00053365
%service_ceiling = 41720
sigma_serviceCeling = roh_serviceCeling/roh_seaLevel

for i= 1:1:130;
x3 = i;
y3 =
(((ROCc)/(sigma_serviceCeling*((sqrt(2/(roh_serviceCeling*(sqrt(Cdo/k)))*x3))
))+(1/(sigma_serviceCeling*liftDragRatio))))*0.055;
plot(x3,y3,'g.');
axis([0,120,0,2]);
hold on;
grid minor;
end

% Design Point
thrustRequired = 0.5 * MaximumTakeOffWeight
wingArea = MaximumTakeOffWeight/108

% Publishing Results

figure('units','normalized','outerposition',[0 0 1 1])
figure(4)

axis off;

text(0,.90,'Weight ratio for Cruise1 from point 3 to 4');

text(0,.85,'Temperature,K ');
text(0.3,0.85,num2str(TemperatureCruise1));
text(0,.80,'Velocity,ft/s ');
text(0.3,0.8,num2str(VelocityCruise1));
text(0,.75,'FuelWeightRatio ');
text(0.3,0.75,num2str(FuelWeightRatioCruise1));

text(0,.70,'Weight ratio for loiter from point 4 to 5');

text(0,.65,'Endurance,sec '); text(0.3,0.65,num2str(Endurance));
text(0,.60,'FuelWeightRatio ');
text(0.3,0.60,num2str(FuelWeightRatioloiter));

text(0,.55,'Weight ratio for Cruise2 from point 6 to 7');

text(0,.50,'Temperature,K ');
text(0.3,0.50,num2str(TemperatureCruise2));
text(0,.45,'Velocity,ft/s ');
text(0.3,0.45,num2str(VelocityCruise2));
text(0,.40,'FuelWeightRatio ');
text(0.3,0.40,num2str(FuelWeightRatioCruise2));

text(0,.35,'Weight ratio for Cruise3 from point 8 to 9 ');

77
text(0,.30,'Temperature,K ');
text(0.3,0.30,num2str(TemperatureCruise3));
text(0,.25,'Velocity,ft/s ');
text(0.3,0.25,num2str(VelocityCruise3));
text(0,.20,'FuelWeightRatio ');
text(0.3,0.20,num2str(FuelWeightRatioCruise3));

text(0,.15,'OverallFuelWeightRatio ');
text(0.3,0.15,num2str(OverallFuelWeightRatio));
text(0,.10,'MaximumTakeOffWeight,lb');
text(0.3,0.10,num2str(MaximumTakeOffWeight));

text(0,0.05,'Thrust Required,lbf ');

text(0.3,0.05,num2str(thrustRequired));
text(0,0,'Wing Area,ft^2 '); text(0.3,0,num2str(wingArea));

%===============Wing Sizing===========================================

% step 1
%average weight

%from priliminary design

Wf_Wto = OverallFuelWeightRatio

Wf = OverallFuelWeightRatio * MaximumTakeOffWeight

vpa(Wf,4)

%aircraft weight after cruise

finalWeight = MaximumTakeOffWeight - Wf

vpa(finalWeight,4)

%average weight

Wavg = (MaximumTakeOffWeight+finalWeight)/2

vpa(Wavg,4)

% step 2

%roh_maxCruise VelocityCruise3 wingArea

%ideal cruise lift coefficient

Clc = ((2*Wavg)/(roh_maxCruise*(VelocityCruise3^2)*wingArea))

%wing cruise lift coefficient

Clcw = Clc/0.95

%wing aerofoil ideal lift coefficient

78
Cli = Clcw/0.9

%Selection of high lift device and its location on wing

Del_Cl_fowlerFlap = 1.3
Del_Cl_SplitFlap = 0.7

%selection of aerofoil

Clmax = ((2*MaximumTakeOffWeight)/(roh_seaLevel*(V_stall^2)*wingArea))

Clmaxw = Clmax/0.95

ClmaxGross = Clmaxw/0.9

Del_Clmax_HLD = Del_Cl_fowlerFlap + Del_Cl_SplitFlap %fowler

flap and Del_Cl_SplitFlap

Clmax = ClmaxGross - Del_Clmax_HLD

%for maximum mach number 1.4 the thickness ratio from the graph is 5%

%naca 64-206 aerofoil selected

%from the graph the wing setting angle is -12 degrees

%aspect aratio = 3.5

S= wingArea

%AR=b^2/S

%span
b = sqrt(AR*S)

%mean aerodynamic chord

C = b/AR

%taking tapper ration of 0.5

TapperRatio= 0.3

%root chord

Cr= (3/2)*C *((1+TapperRatio)/(1+TapperRatio+TapperRatio^2))

Ct = Cr * TapperRatio

%effective span

%let c/2 = 20 deg

beffective = b*cosd(53.3)

79
%leading edge sweep angle

yLE = atand((((Cr/2)-(Ct/2)+sqrt(((b/2)^2)-
((beffective/2)^2)))/(beffective/2)))

%quarter chord sweep angle

yc_4 = atand((((Cr/4)-(Ct/4)+sqrt(((b/2)^2)-
((beffective/2)^2)))/(beffective/2)))

%traileing edge sweep angle

yTE = atand((((Ct/2)-(Cr/2)+sqrt(((b/2)^2)-
((beffective/2)^2)))/(beffective/2)))

%twist angle is assumed to be 1 deg

%dihedral angle for high wing supersonic aircraft is -5 deg page 230

%flap design

Vto = 1.2*V_stall

Clto = ((2*MaximumTakeOffWeight)/(roh_seaLevel*Vto^2*wingArea))

%flap chord is tentatively 20% of the wing chord

Cf = 0.2*C
%tentatively 60% of the wing span
flapSpan = 0.6*b
%stall angle for naca 64-206 is alphaStall = 8 deg
%AOA during take off is assumed to be alphaTO = 6 deg
%flap deflected DelF = 15 deg
DelF = 15
DelAlphaoFlap = -(1.5* Cf/C * DelF)

ZeroLiftAOAfor_Flap_Defelction = -4 + DelAlphaoFlap

80
 8.0 Reference
[1] Raymer,D.P (2006), “Aircraft Design: A Conceptual Approach (4TH edition)”, Washington, DC,
AIAA, Inc.
[2] Moir, I (2006), “Military Avionics Systems”,John Wiley & Sons Ltd, The Atrium, Southern Gate,
Chichester, England.
[3]Nicoli, L.M (2010), “Fundamentals of Aircraft and Airship Design”, Washington, DC, AIAA, Inc.
[4] Anderson J.D, “Fundamentals of Aerodynamics (5th edition)”, Tata Mcgraw Hill.
[5] T.H.G Megson, “Aircraft Structures for Engineering Students”, Fourth Edition.
[6] Roskam,J. (1985) ,“Airplane Design”, Roskam Aviation and Engineering Corp. Ottawa, KS.
[7] Solidworks 2016
®
[8] MATLAB

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