Design of Supersonic Transport A SST

Aeiospace vehicle Besign
Besign of Supeisonic Tianspoit (A

Submitted to:

Submitted by:

Submission date:

Submitted to:
Mr. Sher Afgan
Submitted by:
Ahmad Ali Ansari
Aero
080101028
Submission date:
July
Mr. Sher Afgan
Ahmad Ali Ansari
Aero-07
080101028

July 14, 2011
Institute of Space Technology
Mr. Sher Afgan
Ahmad Ali Ansari
14, 2011
Besign of Supeisonic Tianspoit (A-SST)
SST)

2

I dedicate this report to my Parents who remain with me through
My thick and thin and always supported me.
And
To my friends who have been with me so long and changed my every
Distress into a smile

3
Acknow|edgement:
llrsLly, l would llke Lo Lhanks AlmlghLy Allah for glvlng me Lhe sLrengLh of compleLlng Lhe
deslgn of A-SS1, Lhen my mosL slncere Lhanks Lo my lnsLrucLor Mr. Sher Afgan and hls asslsLanL
Mr. ?ousuf 8ehman for hls conLlnued supporL and guldance. l would also llke Lo show my
humble graLlLude Lowards my senlors Mr. Pamza Ahmad Mlr and Mr. Muhammad !unald for
sharlng me Lhe experlence of deslgn of an alrcrafL. Also l would llke Lo express my Lhanks Lo my
dear frlends Mr. !azlb Passan and Mr. Ahmad Abdullah layyazl for Lhelr conLlnued supporL. And
mosL of all my deepesL love and servlLude Lo my parenLs wlLhouL whom prayers and supporL l
would have never reached Lhls polnL.

4
1uble of Contentx
1-Introduction: ................................................................................................................................ 8
1-1 8equlremenLs: ........................................................................................................................... 8
1-1-1 ueslgn roposal for A-SS1: .......................................................................................................... 8
1-1-2 Mlsslon requlremenLs:................................................................................................................. 8
1-1-3 erformance requlremenLs: ........................................................................................................ 9
1-1-4 Aerodynamlc arameLers: ........................................................................................................... 9
1-1-3 SLablllLy 8equlremenL: ................................................................................................................. 9
2- Assessment of existing aircrafts ............................................................................................... 10
3- Design Procedure ...................................................................................................................... 12
Section A {Designing Part] .............................................................................................. 13
4-Sizing from a Conceptual Sketch: ............................................................................................. 13
4-1 1akeoff WelghL 8ulldup: ............................................................................................................... 13
4-2 LmpLy WelghL LsLlmaLlon: ............................................................................................................ 13
4-J luel lracLlon LsLlmaLlon: .............................................................................................................. 14
4-3-1 Mlsslon roflle: .......................................................................................................................... 14
4-3-2 Mlsslon SegmenL WelghL lracLlons: .......................................................................................... 13
4-4 1akeoff WelghL CalculaLlon:.......................................................................................................... 17
4-3 1rade SLudles ................................................................................................................................ 18
5-Airfoil and Geometry Selection:................................................................................................ 19
3-1 Alrfoll SelecLlon ............................................................................................................................. 19
3-1-1 ueslgn LlfL CoefflclenL ................................................................................................................ 19
3-1-2 1hlckness Lo Chord 8aLlo ........................................................................................................... 19
3-2 Wlng CeomeLry ............................................................................................................................. 23
3-2-1 lnLroducLlon ............................................................................................................................... 23
3-2-2 AspecL 8aLlo (A8): ...................................................................................................................... 24
3-2-3 Wlng Sweep ............................................................................................................................... 26
3-2-4 1aper raLlo: ................................................................................................................................ 27
3-2-3 Wlng 1wlsL: ................................................................................................................................ 29
3-2-6 Wlng lncldence: ......................................................................................................................... 29
3-2-7 ulhedral: .................................................................................................................................... 29
3-2-8 Wlng 1lps: .................................................................................................................................. 29
3-3 1all ArrangemenL: ......................................................................................................................... 30
3-4 1all CeomeLry ............................................................................................................................... 30

3
6-Thrust-to-Weight Ratio and Wing Loading ............................................................................... 32
6-1 lnLroducLlon: ................................................................................................................................. 32
6-2 ApproxlmaLe ueLermlnaLlon of urag olar: .................................................................................. 32
6-3 ConsLralnL Analysls: ...................................................................................................................... 34
6-4 8eflned WelghL Slzlng: .................................................................................................................. 37
7-Geometry Sizing ........................................................................................................................ 38
7-1 luselage: ....................................................................................................................................... 38
7-2 Wlng: ............................................................................................................................................. 38
7-3 1all: ................................................................................................................................................ 39
7-4 Summary: ...................................................................................................................................... 40
7-3 CeomeLry (urawlng) ..................................................................................................................... 41
7-6 ConLrol Surfaces: ........................................................................................................................... 42
8-Configuration and Layout:......................................................................................................... 43
8-1 lnlLlal LayouL ................................................................................................................................. 43
9-Special Consideration in Configuration Layout: ....................................................................... 44
9-1 luselage ueslgn: ........................................................................................................................... 44
9-2 Cabln ueslgnlng: ........................................................................................................................... 47
9-2-1 Cverall SeaLlng arrangemenL ..................................................................................................... 49
9-2-2 Cargo rovlslon: ......................................................................................................................... 30
10-Propulsion and Fuel System Integration: ................................................................................. 51
10-1 luel volumes and Lnglne Slzlng calculaLlons.............................................................................. 31
10-2 lnleL geomeLry and poslLlon ....................................................................................................... 32
10-3 CapLure Area: .............................................................................................................................. 33
11-Landing Gear and Subsystems: ............................................................................................... 54
11-1 Landlng gears arrangemenL and slzlng ....................................................................................... 34
11-2 8raklng: ....................................................................................................................................... 33
11-3 Shock absorber ........................................................................................................................... 33
11-4 Summary: .................................................................................................................................... 37
11-3 SubsysLems ................................................................................................................................. 37
Section B {Analysis Part] .................................................................................................. 59
12-Aerodynamic Analysis ............................................................................................................ 59
12-1 WeLLed Area ueLermlnaLlon ....................................................................................................... 39
12-2 LlfL CoefflclenL ............................................................................................................................. 60
12-2-1 Subsonlc LlfL Curve Slope: ....................................................................................................... 60

6
12-2-2 Supersonlc LlfL Curve Slope: .................................................................................................... 60
llg12.1 LlfL curve Slope vs Mach no ................................................................................................... 61
12-2-3 Maxlmum Subsonlc LlfL CoefflclenL: ........................................................................................ 61
12-3 urag CalculaLlon: ......................................................................................................................... 63
12-3-1 araslLe drag (Zero LlfL) urag:.................................................................................................. 63
12-3-1-1 Subsonlc lllghL ...................................................................................................................... 63
12-3-1-2 Supersonlc lllghL .................................................................................................................. 69
12-4 ConLrlbuLlon of varlous ComponenLs Lowards araslLe urag:.................................................... 71
12-3 8uS Analysls: ............................................................................................................................... 72
12-6 Summary ..................................................................................................................................... 72
12-7 Aerodynamlc efflclency (urag olar) .......................................................................................... 73
13-Propulsion analysis .................................................................................................................. 74
14-Structural Analysis .................................................................................................................. 76
14-1 v-n ulagram: ............................................................................................................................... 76
14-2 CusL Loads: ................................................................................................................................. 76
15-Performance and Flight Mechanics ......................................................................................... 79
13-1 1hrusL 8equlred v/s veloclLy: ...................................................................................................... 79
13-2 urag olar ................................................................................................................................... 80
13-3 L/u v/s veloclLy: .......................................................................................................................... 81
13-4 1hrusL varlaLlon wlLh alLlLude ..................................................................................................... 81
13-3 ower 8equlred vs veloclLy v~(fL/sec) ...................................................................................... 82
13-6 8aLe of Cllmb: ............................................................................................................................. 82
13-7 PodoCraph :................................................................................................................................ 83
13-8 Clldlng erformance ................................................................................................................... 83
13-9 ower Avallable and ower 8equlred vs veloclLy : .................................................................... 84
13-10 8aLe of cllmb varlaLlon wlLh PelghL (AbsoluLe Celllng):............................................................ 84
13-11 1akeoff/Landlng performance .................................................................................................. 83
13-12 Level 1urnlng lllghL ................................................................................................................... 86
13-13 Lnergy maneuverablllLy meLhods ............................................................................................. 86
13.14 erformance Analysls 1able ...................................................................................................... 88
16-Stability and Control ................................................................................................................ 90
16-1 CC LocaLlon: ................................................................................................................................ 90
16-2 Aerodynamlc varlaLlon of Wlng: ................................................................................................ 91
16-3 uA1CCM+: .................................................................................................................................. 92

7
16-4 LonglLudlnal SLablllLy and ConLrol: ............................................................................................. 93
16-4-1 LvaluaLlon of CoefflclenLs ........................................................................................................ 93
16-4-2 CalculaLlon of LonglLudlnal 1ransfer funcLlon for LlevaLor ulsplacemenL .............................. 93
16-4-3 LvaluaLlon of shorL perlod and phugold response: ................................................................. 94
16-3 LaLeral SLablllLy and ConLrol: ...................................................................................................... 96
16-3-1 LvaluaLlon of CoefflclenLs ........................................................................................................ 96
16-3-2 CalculaLlon of LaLeral 1ransfer funcLlon for 8udder ulsplacemenL ......................................... 96
16-3-3 CalculaLlon of LaLeral 1ransfer funcLlon for Aeleron ulsplacemenL ........................................ 97
16-6 Cverall 8esponse of AlrcrafL: ...................................................................................................... 98
16-6-1 AgalnsL 8udder ueflecLlon ....................................................................................................... 98
16-6-2 AgalnsL Alleron ueflecLlon ....................................................................................................... 98
17-Cost Analysis ........................................................................................................................... 99
References: .................................................................................................................................. 101
Appendix-I .................................................................................................................................. 102
Appendix-II ................................................................................................................................. 106
Appendix-III ............................................................................................................................... 107
Appendix-IV ............................................................................................................................... 110
Appendix-V................................................................................................................................. 114
Appendix-VI ............................................................................................................................... 116

8
1-Introduct|on:

1oday ls Lhe age of advancemenL and Lechnology. LveryLhlng ls geLLlng lnLo Lransformed ln accordance
wlLh modern age. 1hls ls addlng more comforL Lo human belngs. 1he world ls movlng wlLh greaL pace.
Lveryone ls ln a hurry. 1lme has now become llLerally money, wasLlng lL means you are wasLlng your
preclous Lhlng. Also Lhe world has become global vlllage. lL has now become a common pracLlce Lo
Lravel from one naLlon Lo oLher. lor savlng Llme ln Lravel, fasL mean of LransporLaLlon ls requlred. 1hls
requlremenL ls belng fulfllled by alrllners. 8uL Lo Lravel from one conLlnenL Lo oLher conLlnenL and even
from one counLry Lo oLher counLry, sLlll consume hours of fllghL. lor persons who sLlll don'L have such
credlL of Llme Lo Lhelr pockeL sLlll requlre a blL fasLer mean of LransporLaLlon. 1hls can be fulfllled by
Supersonlc 1ransporLaLlon ConcepL.
1-1 kequ|rements:

WlLh Lhe only requlremenL LhaL ls speclfled belng Lhe number of passengers, a greaL degree of flexlblllLy
ls avallable ln Lerms of accepLable soluLlons. lrom plcklng up an exlsLlng deslgn and worklng ouL lLs
parameLers Lo deslgnlng afresh uslng avallable Lrends Lo only conflrm a new deslgn ln lLs feaslblllLy, were
some of Lhe posslblllLles. 1he deslgn ls a llLLle of boLh.
1-1-1 Des|gn roposa| for A-SS1:
lL ls proposed Lo deslgn a supersonlc long-range LransporL alrcrafL. lL ls lnLended Lo have a crulse Mach
no. of 1.3 (990 mll/hr) and a crulse alLlLude of 46,000 feeL. lLs celllng helghL would be 30,000 feeL and lL
can go for 4300 nm wlLh a full payload. lL nonexpendable payload would conslsL of cabln crew,
passengers and baggage, wlLh a LoLal welghL of 23,000 lbs. uependlng on Lhe lnLernal layouL, Lhls wlll
comforLably accommodaLe 93 Lo 103 passengers. 1he maxlmum Lakeoff welghL ls esLlmaLed Lo be
800,000 lbs. CLher feaLures of deslgn lnclude a delLa wlng planform and Lhe use of conLrol canards.
Advance maLerlal Lechnology wlll be used exLenslvely Lo reduce Lhe sLrucLure welghL.
1-1-2 M|ss|on requ|rements:
1he proposed mlsslon proflle ls shown ln llg 1.1 . lL ls a Lyplcal mlsslon proflle for a clvll LransporL.

I|g 1.1 In|t|a| M|ss|on prof||e

9
1-1-3 erformance requ|rements:

1he performance requlremenLs as deLermlned from Lhe mlsslon proflle and a comparlson wlLh exlsLlng
alrcrafLs of Lhe same or maLchlng gross welghL speclflcaLlon are as shown below ln 1able 1.1.
Var|ants Descr|pt|on
1ype of A|rcraft Supersonlc 1ransporL
kange 3300 nm
ay|oad 100 passengers
S
1C
]S
Land
3000 fL
Lo|ter Palf hour
Ce|||ng ne|ght 30,000 fL
Max Mach 1.3
1ab|e 1.1 kequ|red erformance parameters
1-1-4 Aerodynam|c arameters:

Conslderlng Lhe mlsslon requlremenLs, some values were esLlmaLed for lmporLanL aerodynamlc
parameLers ln Lhe lnlLlal phases of Lhe deslgn.

Aerodynamic Parameter Required values
LJD
max
7
C
L,max
1.6
C
d,o 0.02-0.04
1ab|e 1.2 kequ|red Aerodynam|c arameters
1-1-S Stab|||ty kequ|rement:

ldeally, lL ls deslred LhaL Lhe alrcrafL be sLaLlcally sLable so as Lo avold Lhe use of a dlglLal fllghL conLrol
sysLem. Powever, Lhe greaL degree of maneuverablllLy requlred off Lhe alrcrafL caused greaLer sLress Lo
be pald on lLs conLrollablllLy, whlch ln Lhe case of A-SS1 ls noL requlred. A sLaLlc margln of 10 ls deemed
accepLable for Lhls alrcrafL.

10
2- Assessment of ex|st|ng a|rcrafts

A supersonlc LransporL (SS1) ls a clvlllan supersonlc alrcrafL deslgned Lo LransporL passengers aL speeds
greaLer Lhan Lhe speed of sound. 1he only SS1s Lo see regular servlce were Concorde and Lhe 1upolev
1u-144. 1he lasL passenger fllghL of Lhe 1u-144 was ln !une 1978, and Concorde's lasL fllghL was on
november 26, 2003. lollowlng Lhe permanenL cessaLlon of flylng by all Concorde, Lhere are no SS1s ln
commerclal servlce. 8esldes Lhese SS1s, Lhere were deslgned supersonlc LransporLs by 8oelng and
Lockheed namely 8oelng 2707 and Lockheed L-2000 respecLlvely. 1he followlng Lhree SS1s are selecLed
for nomlnaLlon of 8eference AlrcrafL
Concord
1u-144
Lockheed L-2000-7A
Analysls ls glven ln Labular form as

1ab|e 2.1 Compar|son of ex|st|ng a|rcrafts
Cn Lhe basls of above analysls, Concorde sulLs Lhe besL. So Concorde ls selecLed as 8eference AlrcrafL.
1he deLalled speclflcaLlons of Concorde ls glven below
General characteristics
Crew: 3 (plloL, co-plloL, and fllghL englneer)
CapaclLy: 92-120 passengers
(128 ln hlgh-denslLy layouL)[222]
LengLh: 202 fL 4 ln (61.66 m)
Wlngspan: 84 fL 0 ln (23.6 m)

11
PelghL: 40 fL 0 ln (12.2 m)
luselage lnLernal lengLh: 129 fL 0 ln (39.32 m)
luselage wldLh: maxlmum of 9 fL 3 ln (2.87 m) exLernal 8 fL 7 ln (2.62 m) lnLernal
luselage helghL: maxlmum of 10 fL 10 ln (3.30 m) exLernal 6 fL 3 ln (1.96 m) lnLernal)
Wlng area: 3,836 fL2 (338.23 m2)
LmpLy welghL: 173,300 lb (78,700 kg)
useful load: 243,000 lb (111,130 kg)
owerplanL: 4 8olls-8oyce/SnLCMA Clympus 393 Mk 610 afLerburnlng Lurbo[eLs
ury LhrusL: 32,000 lbf (140 kn) each
1hrusL wlLh afLerburner: 38,030 lbf (169 kn) each
Maxlmum fuel load: 210,940 lb (93,680 kg)
Maxlmum Laxllng welghL: 412,000 lb (187,000 kg)
erformance
Maxlmum speed: Mach 2.04[223] (=1,330 mph, 2,172 km/h) aL crulse alLlLude
Crulse speed: Mach 2.02[223] (=1,320 mph, 2,124 km/h) aL crulse alLlLude
8ange: 3,900 nml (4,300 ml, 7,230 km)
Servlce celllng: 60,000 fL (18,300 m)
8aLe of cllmb: 3,000 fL/mln (23.41 m/s)
llfL-Lo-drag: Low speed- 3.94, Approach- 4.33, 230 kn, 10,000 fL- 9.27, Mach 0.94- 11.47, Mach
2.04- 7.14
luel consumpLlon: 46.83 lb/ml (13.2 kg/km) operaLlng for maxlmum range
1hrusL/welghL: 0.373
Maxlmum nose Llp LemperaLure: 260 l (127 C)

ro[ect|on of Concorde

I|g 3.1 ro[ect|on ofConcord

12
3- Des|gn rocedure
Slnce 8aymer

ls Lhe prlmary reference, Lhe deslgn procedure followed resembles Lhe baslc ouLllne glven
ln lL. A flguraLlve descrlpLlon ls shown below.

I|g 3.1 Des|gn rocedure
Initial
Sizing
Weigbt
Estimation
TJW AND
WJS
Layout and
Configuration
Refined Weigbt
Estimation
Ceometry
Sizing
Component
Selection
Propulsion
Engine
selection
Fuel Stores
Integration
Propulsion
analysis
Final Weigbt
Statement
Aerodynamic
Analysis
Performance
Analysis
Stability
Analysis
Structural
Analysis

13
Section A {Designing Part]
4-S|z|ng from a Conceptua| Sketch:
4-1 1akeoff We|ght 8u||dup:

1he LoLal welghL of Lhe alrcrafL as lL beglns Lhe mlsslon for whlch lL was deslgned ls known as Lhe
ueslgn 1akeoff Cross WelghL". 1hls may or may noL be same as Lhe Maxlmum 1akeoff WelghL". 1he
symbol W
0
ls used Lo represenL Lhe ueslgn WelghL. lL can be represenLed as:

w
o
= w
ccw
+w
puIoud
+ w
]ucI
+ w
cmpt

1he crew and payload welghLs are glven ln Lhe deslgn requlremenLs. luel WelghL and Lhe empLy
WelghLs are Lhe unknowns. 8oLh of Lhese can be expressed ln Lerms of Lhe fracLlons of Lhe LoLal Lakeoff
welghL.

w
o
= w
ccw
+ w
puIoud
+ _
w
]
w
] w + _
w
c
w
] w

8y arranglng and solvlng for W
0
:

w
o
- _
w
]
w
] w - _
w
c
w
] w = w
ccw
+ w
puIoud

w
o
= (w
ccw
+w
puIoud
) _1 - _
w
]
w
o
] -_
w
c
w
o
]_

W
0
can be found ouL lf fuel welghL and empLy welghL fracLlons can be esLlmaLed.

4-2 Lmpty We|ght Lst|mat|on:

lor lnlLlal purposes, Lhe empLy welghL fracLlon can be esLlmaLed from Lhe flgure 4.1 and 1able 4.1.

Fig 4.1 Empty weight trend

14

Table 4.1 Empty weight fraction Vs Wo

lor !eL LransporL wlLh flxed sweep:
A = 1.u2 , C = -u.u6 , K
s
= 1.u

w
c
w
o
= Aw
o
c
K
s

w
c
w
o
= 1.u2w
o
-0.06

4-l Iue| Iract|on Lst|mat|on:

lor flndlng Lhe fuel fracLlon esLlmaLlon, Lhe slmple sLaLlsLlcal meLhods wlll noL work. 1he
requlred amounL of Lhe mlsslon fuel depends upon Lhe mlsslon Lo be flown, Lhe englne's fuel
consumpLlon and Lhe aerodynamlcs of Lhe alrcrafL. As a flrsL approxlmaLlon, fuel fracLlon ls assumed Lo
be lndependenL of W0.

4-3-1 M|ss|on rof||e:

luel fracLlon can be esLlmaLed based on Lhe mlsslon Lo be flown uslng approxlmaLlons of Lhe
aerodynamlcs and fuel consumpLlon. A Lyplcal mlsslon proflle of Supersonlc 1ransporL alrcrafL ls glven
below

I|g 4.2 M|ss|on rof||e

13
4-3-2 M|ss|on Segment We|ght Iract|ons:

1he varlous mlsslon segmenLs, or legs", are numbered for analysls, wlLh zero denoLlng Lhe sLarL
of Lhe mlsslon. Leg one", for flrsL order esLlmaLlon, ls usually englne warmup and Lakeoff. We assume
LhaL Lhere ls no payload drop ln our lnlLlal esLlmaLlon, so Lhe alrcrafL loses welghL only by burnlng fuel.

Table 4.2

4-3-2-1 Warm up and take off segment:

Warmup and Lakeoff welghL fracLlon can be esLlmaLed uslng hlsLorlcal Lrends glven ln 1able 3.2.
1hese values may vary dependlng on Lhe Lype of alrcrafL buL for lnlLlal purposes, Lhese values are qulLe
reasonable.

w
1
w
0
= 0.97

4-3-2-2 Climb segment:

Cllmb WelghL fracLlon ls also Laken from 1able 3.2.

w
2
w
1
= u.98S

4-3-2-3 Cruise segment:

Crulse WelghL fracLlon ls found uslng Lhe 8regueL 8ange equaLlon:

w
3
w
2
= c
-RC
v(L)

lor Lhe flrsL crulse segmenL, range ls:
R = 4Suunm = 27S6u,uuu t

Speclflc luel ConsumpLlon (C) value ls Laken from Lhe llg 3.3.

C = 1.1 1Er = u.uuuSuS6 1scc bbbbbbbbb

A/c wlll be deslgned Lo crulse aL M=1.3, so:
I = Ho = 14S1.S1tscc

16

(L/u)crulse ls Laken as 86.6 of (L/u)max uslng hlsLorlcal Lrends for [eL alrcrafLs. (L/u)max lles
somewhere beLween 7 and 12 for alrcrafLs havlng supersonlc speed, so (L/u)crulse ls selecLed as
_
I
]
cusc
= 1u - u.866 = 8.66

w
3
w
2
= 0.6632

4-3-3-4 Loiter segment:

LolLer WelghL fracLlon ls found ouL from Lhe endurance equaLlon:
w
3
w
2
= c
-LC
(L)

1he endurance for lolLer ls usually noL more Lhan 30 mlnuLes for [eL LransporL. So,
E = 6umin = S6uu s

Speclflc luel ConsumpLlon (C) value ls Laken from Lhe llg 3.3.

C = 1.u 1Er = u.uuu2778 1scc bbbbbbbbb

value of (L/u)max ls used for Lhe lolLer mlsslon segmenL.
_
I
]
mux
= 1u

w
4
w
3
= u.99S

4-3-3-5 Landing segment:

Landlng WelghL fracLlon ls Laken from 1able 3.2.

w
5
w
4
= u.99S

4-3-3-6 Fuel Fraction Estimation:

8y mulLlplylng Lhe above welghL fracLlons, Lhe LoLal mlsslon welghL fracLlon W3/W0 can be deLermlned.

w
5
w
0
=
w
1
w
0
-
w
2
w
1
-
w
3
w
2
-
w
4
w
3
-
w
5
w
4

w
5
w
0
= u.S721

So Lhe LoLal fuel fracLlon uslng a 6 allowance for reserve fuel comes ouL Lo be:

w
]
w
o
= 1.u6 - _1 -
w
5
w
0
] -
w
]
w
o
= u.4SS78

17
4-4 1akeoff We|ght Ca|cu|at|on:

uslng Lhe above values of fuel fracLlon and empLy welghL fracLlon, we can esLlmaLe Lhe Lakeoff gross
welghL uslng Lhe followlng equaLlon.
w
o
= (w
ccw
+w
puIoud
) _1 - _
w
]
w
o
] -_
w
c
w
o
]_
Crew (||ot, co-p||ot, f||ght
eng|neer and A|r-hostess)
6
assengers 100
Average We|ght of a erson (|b) 134
A||owab|e Luggage (|b]person) 66
Wcrew (|b) 924
Wpay|oad (|b) 22000
1ab|e 4.3
uslng Lhe above formula, a guess value of 476903.33 lbs ls used for esLlmaLed welghL and Lhen Lhe
calculaLed welghL ls deLermlned Lhrough lLeraLlons. LxCLL was used Lo perform Lhe lLeraLlons. 8oLh
welghLs are ln lbs.
CalculaLed ueslgn 1akeoff Cross WelghL = 47,6903.33 lb (Approx)

1ab|e 4.4
S|z|ng Graph:

I|g 4.3
799,900
799,930
800,000
800,030
800,100
800,130
800,200
1 2
Graph|ca| S|z|ng
W0 (Cuess)
Wo(CalculaLed)

18
4-S 1rade Stud|es
1he evaluaLlon and reflnemenL of Lhe deslgn requlremenL wlLh Lhe cusLomer ls an lmporLanL
parL of concepLual deslgn. So a Lrade sLudy of dlfferenL lmporLanL parameLers ls requlred.
A range Lrade" can be calculaLed Lo deLermlne Lhe lncrease ln Lakeoff gross welghL lf Lhe
requlred range ls lncreased. lor Lhls purpose, Lhe welghL fracLlon for Lhe crulse segmenL ls recalculaLed,
uslng arblLrarlly selecLed ranges.
kange(nm) W0 (|b)
2000 133996.2734
3S00 317171.1197
4000 477062.0961
4S00 800041.2608
1ab|e 4.S
ay|oad (assengers) W0(|b)
100 800041.2608
120 877322.1803
140 931693.97
1ab|e 4.6

I|g 4.4 kange 1radeoff I|g 4.S ay|oad 1radeoff

0
100000
200000
300000
400000
300000
600000
700000
800000
900000
0 2000 4000 6000
G
r
o
s
s

1
a
k
e
o
f
f

W
e
|
g
h
t
(
|
b
)
kange (nm)
790000
800000
810000
820000
830000
840000
830000
860000
870000
880000
890000
93 100 103 110 113 120 123
G
r
o
s
s

1
a
k
e
o
f
f

W
e
|
g
h
t

(
|
b
)
ay|oad (assengers)

19
S-A|rfo|| and Geometry Se|ect|on:
S-1 A|rfo|| Se|ect|on
Alrfoll selecLlon ls a crlLlcal process ln wlng deslgnlng. 1aklng lnLo conslderaLlons of fllghL
condlLlons and alrcrafL parameLers, search for alrfoll was seL. Slnce lnLended alrcrafL ls
supersonlc [eL, Lherefore lL has Lo crulse aL supersonlc speed (M=1.3). 8aymer suggesLs nACA
64A serles Lo be Lhe besL for Lhe lnLended purpose.
lor searchlng opLlmum 64A serles for our alrcrafL, some parameLers are evaluaLed as,
S-1-1 Des|gn L|ft Coeff|c|ent
C
I
=
1
q
_
w
S
]
LsLlmaLed WelghL = 476,900 lbs
8eference Area 'S' (plcked from reference alrcrafL) = 3836 fL
2

AL 46,000 fL
uenslLy = 0.4407*10
-3

veloclLy (M=1.3) = 1431.91 fL/s
1herefore,
C
I
=
2
u.uuu44u7 - 14S1.91
2
_
476,9uu
S8S6
] = u.2662
S-1-2 1h|ckness to Chord kat|o
lrom glven flgure (l.e. Lrend)

I|g S.1
L/c ls found Lo be 0.046 aL M=1.3
lrom

20

I|g S.2
M
crlLlcal
= 0.86 aL L/c = 4.3 of chord and for 64xxx nACA alrfoll
8ased on Lhe above deslgn values nACA 64A204 alrfoll ls selecLed. 1he alrfoll can be vlewed as,

I|g S.3 A|rfo||
ueslgn loll Workshop sofLware ls used Lo draw lL and Lo evaluaLe lLs performance aL dlfferenL fllghL
condlLlons (l.e. wlnd Lunnel LesLlng). 1he obLalned resulLs are shown as,

I|g S.4

21
Cl vs angle of aLLack and drag polar compuLed (uslng ueslgn loll Workshop sofLware) aL Lhe crulse fllghL
condlLlon are glven as

I|g S.S
AL zero angle of aLLack and crulse fllghL condlLlons graph of Cp vs chord lengLh ls as

I|g S.6

22
Alrfoll ordlnaLe daLa ls glven as

I|g S.7
Some advanLages, dlsadvanLages and appllcaLlon of parLlcular alrfoll ls glven as

1ab|e S.1 ros and Cons of 6-Ser|es A|rfo||

23
S-2 W|ng Geometry
S-2-1 Introduct|on
1he reference (Lrapezoldal) wlng ls Lhe baslc wlng geomeLry used for Lhe lnlLlal layouL.
1he key geomeLrlc parameLers of Lhe reference wlng are shown by Lhe llg. 4.13 and 4.16.

I|g S.8 W|ng Nomenc|ature

1he key geomeLrlc parameLers of Lhe reference wlng are:
S = 8eference wlng area
C = Chord (dlsLance from L.L. Lo 1.L.)
A = AspecL raLlo = b2/S
\ = L/c = Alrfoll Lhlckness raLlo = (maxlmum Lhlckness / chord)
= 1aper raLlo = CLlp / CrooL
b = Span

1he reference wlng exLends Lhrough Lhe fuselage Lo Lhe alrcrafL cenLerllne and so ls
flcLlLlous. 1he reference wlng area lncludes Lhe parL of Lhe reference wlng LhaL exLends lnLo Lhe
fuselage. 1he requlred wlng area S can only be deLermlned only afLer Lhe Lakeoff gross welghL ls
esLlmaLed. More lmporLanLly Lhe shape of Lhe reference wlng ls deLermlned by lLs AspecL 8aLlo,
1aper 8aLlo and Sweep.
uelLa wlng conflguraLlon ls selecLed for our deslred Supersonlc 1ransporL. 1he dlfferenL
conflguraLlon for delLa wlng ls glven below:

24
De|ta- Lrlangular planform wlLh swepL leadlng edge and sLralghL Lralllng edge. Cffers Lhe
advanLages of a swepL wlng, wlLh good sLrucLural efflclency. varlanLs are:
1a|||ess de|ta - a classlc hlgh-speed deslgn, used for example ln Lhe wldely bullL uassaulL Mlrage
lll serles.
1a||ed de|ta - adds a convenLlonal Lallplane, Lo lmprove handllng. opular on SovleL Lypes such
as Lhe Mlkoyan-Curevlch MlC-21.
Cropped de|ta - Llp ls cuL off. 1hls helps avold Llp drag aL hlgh angles of aLLack. AL Lhe exLreme,
merges lnLo Lhe "Lapered swepL" conflguraLlon.
Compound de|ta or doub|e de|ta - lnner secLlon has a (usually) sLeeper leadlng edge sweep e.g.
Saab uraken. 1hls lmproves Lhe llfL aL hlgh angles of aLLack and delays or prevenLs sLalllng. Seen
ln Lallless form on Lhe 1upolev 1u-144. 1he PAL 1e[as has an lnner secLlon of reduced sweep.
Cg|va| de|ta - a smooLhly blended "wlneglass" double-curve encompasslng Lhe leadlng edges
and Llp of a cropped compound delLa. Seen ln Lallless form on Lhe Concorde supersonlc
LransporLs.

I|g S.9 D|fferent Conf|gurat|ons of De|ta W|ng
1aklng lnLo conslderaLlon of dlfferenL layouL glven above, cropped delLa wlng ls selecLed.
Concord has noL no Lall l.e. Lallless conflguraLlon. 1he Lall would be canard for conLrolllng parL.
S-2-2 Aspect kat|o (Ak):

AspecL 8aLlo ls deflned as Lhe square of Lhe span dlvlded by Lhe Area.
AR =
b
2
S

lor lnlLlal purposes, Lhe hlsLorlcal Lrends from 1able 4.1 are used.

23

I|g S.10
uslng formula for equlvalenL aspecL raLlo:
AR
cqu
= aN
max
c

lor Supersonlc 1ransporL,
a = 7.S , C = u , H
mux
= 1.S
1herefore
AR = 11.2S
Comparlng Lhls value wlLh reference alrcrafL ls noL maklng any sense. 1herefore ploLLlng own
hlsLorlc Lrend. uaLa ls acqulred from neL and MA1LA8 ls used Lo flL curve Lo geL Lhe deslred
value.

A|rcraft Mach
No.
Aspect
kat|o
1upo|ev 1u-144 2 1.893
Concord 2.04 1.83
Lockheed L-2000 3 1.427
1ab|e S.2

26

I|g S.11
2
nd
degree polynomlal ls flLLed and Lhe equaLlon ls (values can be vlewed ln above flgure)
AR = 1.1SS - H
2
-6.242 - H+9.7S6
1hus AR = 2.99 or S Approx
S-2-3 W|ng Sweep
8aslcally, Lhe wlng sweep ls used Lo reduce Lhe adverse effecLs of Lransonlc and
supersonlc flow. 8uL Lhere are many oLher reasons for sweeplng Lhe wlng. AL supersonlc speeds
Lhe loss of llfL assoclaLed wlLh supersonlc flow can be reduced by sweeplng Lhe wlng leadlng
edge afL of Lhe Mach cone angle. lor lnlLlal layouL, AL.L. ls deLermlned uslng llg. 4.20 and 4.21.

I|g S.12

27
lrom hlsLorlcal Lrends and formula for supersonlc alrcrafL:
A
|ead|ng edge
= 9 -arcx|n[
1
Mach nu
= 48. 18
CuarLer chord sweep can be found from glven flg (l.e. hlsLorlc Lrend)

I|g S.13
lrom above flgure A
c4
=
S-2-4 1aper rat|o:

Wlng Laper raLlo, ls Lhe raLlo beLween Llp chord and cenLerllne rooL chord. 1aper affecLs Lhe
dlsLrlbuLlon of llfL along Lhe span of Lhe wlng. lor a wlng swepL afL Lends Lo dlverL Lhe alr
ouLboard, Lowards Lhe Llps. 1hls loads up Lhe Llps, creaLlng more llfL ouLboard Lhan for an
equlvalenL unswepL wlng. 1o reLurn Lhe dlsLrlbuLlon Lo Lhe deslred elllpLlcal llfL dlsLrlbuLlon, lL ls
necessary Lo lncrease Lhe amounL of Laper. llgure 4.24 glves Lhe hlsLorlcal Lrend graph for
CuarLer chard sweep-deg vs. 1aper raLlo. uslng Lhls flgure , value of Laper raLlo can be evaluaLed
wlLh Lhe help of quarLer chord sweep -deg value.
a = u.14
I|g S.14

28
CLher lmporLanL parameLers of wlng are:
win Spon = (A - S)
0.5
= 1u7.SS t

Root Cbor Croot = 2 -
S
- (1 +)
= 62.89

ip Cbor Ctip = - Croot = 8.8

Hcon Acronomic Cbor C
= _
2
S
] - C
oot
-
1 + +
2
1 +
= 42.64 t

Iocotion o C
= _
S
] - _
1 +2
1 +
] = 4u.2S t

S Wg Paa vaua a,

Aspect rat|o 3
Lead|ng edge sweep-deg 48.18
uarter Chord sweep 33
1aper kat|o 0.14
W|ng Span 107.33 fL
koot Chord 62.89 fL
1|p Chord 8.8 fL
Aerodynam|c Chord 42.64 fL
Locat|on of Aerodynam|c Chord from fuse|age
centre ||ne
40.23 fL
1ab|e S.3

I|g S.16

29

S-2-S W|ng 1w|st:
A very low Laper raLlo such as selecLed for our lnLended deslgned supersonlc LransporL
promoLes Llp sLall. Wlng LwlsL ls used Lo revlse Lhe llfL dlsLrlbuLlon (Lo geL elllpLlcal llfL
dlsLrlbuLlon) and Lo prevenL Llp. 1here are baslcally Lwo Lypes of wlng LwlsL, aerodynamlc LwlsL
and geomeLrlc LwlsL. lor lnlLlal deslgn purposes, 2 deg of tw|st provldes adequaLe sLall
characLerlsLlcs.

S-2-6 W|ng Inc|dence:
1he plLch angle of Lhe wlng wlLh respecL Lo Lhe fuselage ls called Lhe Wlng lncldence
angle". lf Lhe wlng ls LwlsLed, Lhe lncldence ls deflned wlLh respecL Lo Lhe mean aerodynamlc
chord or Lhe rooL of Lhe exposed wlng where lL lnLersecLs Lhe fuselage. lL ls chosen Lo mlnlmlze
Lhe drag aL some operaLlng condlLlon, usually crulse.
Wlng lncldence angle ls ulLlmaLely seL uslng wlnd-Lunnel daLa. lor mosL lnlLlal deslgn
work, lL can be assumed LransporL alrcrafL wlll have a wlng lncldence of approxlmaLely 1
degree. lor Lhe LwlsLed wlng, Lhe average lncldence should equal Lhese values.

S-2-7 D|hedra|:
1he angle of Lhe wlng wlLh respecL Lo Lhe horlzonLal when seen from Lhe fronL ls called
Lhe Wlng dlhedral. oslLlve dlhedral Lends Lo roll Lhe alrcrafL level when Lhe alrcrafL ls banked.
1able 4.2 provldes lnlLlal esLlmaLes of dlhedral esLlmaLed from hlsLorlcal daLa.

1ab|e S.4
1he above Lable predlcLs LhaL Lhe dlhedral for supersonlc LransporL wlll be ln beLween -3 Lo 0
degrees for boLh Mld and Plgh wlng poslLlon. lor Lhe lnLended deslgn, mld wlng poslLlon ls
selecLed and value of abouL -2 degree dlhedral ls plcked. 1he negaLlve dlhedral ls glven due Lo
Lhe facL LhaL we wanL negaLlve rolllng sLablllLy here because we already have obLalned far
enough laLeral sLablllLy, from sweeplng Lhe Lralllng edge of wlng afL.
S-2-8 W|ng 1|ps:

A cuLoff, forward-swepL wlng Llp ls someLlmes used for supersonlc alrcrafL. 1hls Llp ls cuL off aL
an angle equal Lo Lhe supersonlc mach-cone angle, because Lhe area of Lhe wlng wlLhln Lhe

30
shock cone formed aL Lhe wlng Llp wlll conLrlbuLe llLLle Lo Lhe llfL. Also, Lhls Llp shape wlll reduce
Lhe Lorslonal loads applled Lo Lhe wlng.

I|g S.17
S-3 1a|| Arrangement:

1all provlde for Lrlm, sLablllLy and conLrol. 1he lnlLlal ldea ls Lo use Lhe convenLlonal Lall as lL ls
used ln mosL alrcrafLs. 8uL aL hlgher speed, canard conflguraLlon can also be applled. Canard
would be responslble for produclng exLra llfL. Also lL would be Lrlmmlng and conLrolllng Lhe
supersonlc [eL ln plLch mode. ulfferenL canard and Lall conflguraLlon are shown as

I|g S.18
ConLrol canard conflguraLlon ls selecLed, havlng verLlcal Lall aL mosL rearward poslLlon.
S-4 1a|| Geometry

1he surface areas requlred for all Lypes of Lalls are dlrecLly proporLlonal Lo Lhe alrcrafL's wln
area, so Lhe Lall areas cannoL be selecLed unLll Lhe lnlLlal esLlmaLe of alrcrafL Lake off gross
welghL has been made. CLher geomeLrlc parameLers can be evaluaLed aL Lhls Llme. 1all aspecL
raLlo and Laper raLlo show a llLLle varlaLlon over a wlde range of alrcrafL. 8y uslng Lhe Lyplcal
range of values for aspecL raLlo and Laper raLlo Lhe Lall geomeLry can be found ouL from 1able
33.

31

1ab|e S.S
1he plcked values would be
Canard Vert|ca| 1a||
Aspect kat|o 1aper 8aLlo AspecL 8aLlo 1aper 8aLlo
3 0.6 1.4 0.4
1ab|e S.6
1all Lhlckness raLlo ls usually slmllar Lo Lhe wlng Lhlckness raLlo, as deLermlned by Lhe hlsLorlcal
guldellnes. lor a hlgh speed alrcrafL, Lhe horlzonLal Lall ls frequenLly abouL 10 Lhlnner Lhan Lhe
wlng Lo ensure LhaL Lhe Lall has a hlgher crlLlcal Mach number.

32
6-1hrust-to-We|ght kat|o and W|ng Load|ng
6-1 Introduct|on:

1he Lwo mosL lmporLanL parameLers affecLlng alrcrafL performance are Lhe 1hrusL-Lo-WelghL
8aLlo (1/W) and Lhe Wlng Loadlng (W/S). A ma[or parL of Lhe analyLlcal deslgn acLlvlLles afLer Lhe lnlLlal
layouL depends upon Lhe opLlmlzaLlon of Lhese Lwo parameLers. So before Lhe lnlLlal deslgn layouL ls
begun, lL ls essenLlal LhaL a credlble esLlmaLe of Lhese Lwo parameLers be made. Wlng Loadlng and
1hrusL-Lo-WelghL 8aLlo are lnLerconnecLed for a number of performance calculaLlons so lL ls dlfflculL Lo
use hlsLorlcal daLa Lo lndependenLly selecL lnlLlal values for Lhese.

lor deLermlnlng LhrusL Lo welghL raLlo and wlng loadlng consLralnL analysls ls done. lor
consLralnL analysls, we requlre drag polar of alrcrafL. Pence an approxlmaLe deLermlnaLlon of drag polar
ls also done.
6-2 Approx|mate Determ|nat|on of Drag o|ar:

1he aerodynamlc behavlor of alrcrafL ls usually represenLed by lLs urag olar. lL's baslcally Lhe
drag whlch an alrcrafL faces durlng lLs dynamlcs. lL's purely aerodynamlc properLy of parLlcular
alrcrafL. lL ls calculaLed Laken under conslderaLlon paraslLe drag, form drag, wave drag, drag due
Lo shock waves eLc. lor Lhe calculaLlon, 1oLal urag can be dlsLrlbuLed lnLo Lwo parLs. Cne drag
whlch an alrcrafL seeks aL zero llfL (C
u0
) and Lhe oLher llfL dependenL drag. lL ls seen LhaL
experlmenLally as well as analyLlcally LhaL llfL dependenL drag ln all modes ls proporLlonal Lo
some consLanL mulLlplled by square of C
L
. Pence urag olar ls glven by Lhe equaLlon:
C
= C
d,0
+KC
L
2

Where llfL dependenL drag lncludes lnduced drag as well as wave drag as
K = (K
+K
w
)C
L
2

Searchlng Lyplcal values of Cd
0
and k (1able plcked from lnLerneL source)

lcklng value of Cd
0
and e for supersonlc LransporL as
1ab|e 6.1

33
Cd
0
= 0.02 & e = 0.7
value of k ls calculaLed as
Inucc ro Ki =
1
pi - c - AR
=
1
S.14 - u.7 - S
= u.1S2
wo:c ro K
w
=
K
wI
S(H
2
-1)
2nI
2

Where
lcklng value from reference alrcrafL Concord"
L = 203.73 fL
S = 3836 fL
2

8esL values have been plcked from lnlLlal wlng slzlng
b = 107.33 fL
M = 1.3
K
wI
=
2(S8S6)
2
(1u7.SS - 2uS.7S)
2
= u.u619
K
w
=
u.u619 - S8S6 - (1.S
2
-1)
2n - 2uS.7S
2
= u.uu114

1hus Lhe drag polar ls glven by (Supersonlc Crulse)
C
= u.u26 +(u.1S2 +u.uu144)C

L
2
= u.u26 +u.1SS4C
L
2

lor Subsonlc Crulse

C
= u.u26 +u.1S2 C
L
2

1hus
Subson|c Cru|se Superson|c Cru|se
C
d,
= . 2 C
d,0
= u.u26
k = 0.132 k = 0.1334
1ab|e 6.2 Ca|cu|ated Va|ues

34
6-3 Constra|nt Ana|ys|s:
1hrusL Lo welghL raLlo (1/W) and wlng loadlng (W/S) are Lwo maln parameLers ln alrcrafL deslgnlng. 1o
predlcL Lhe value of Lhese parameLers requlre lengLhy analysls. ConsLralnL dlagram glves us an
opporLunlLy Lo have a predlcLed LhaL ls lnlLlal value of 1/W and W/S for furLher deslgnlng. A Lyplcal
consLralnL dlagram looks llke:

I|g 6.1 Constra|nt D|agram
SoluLlon space provldes room for Lhe deslgner Lo choose opLlmum value of 1/W and W/S. lor evaluaLlng
above flgure followlng MasLer LquaLlon ls used:

lor evaluaLlng dlfferenL 1/W curve agalnsL W/S, varlous cases are consldered separaLely. 1hese case
may lnclude,
1ake off
Cllmb
Crulse
SusLalned Lurn
uescenL
Landlng
1hese cases have been well sLudled and varlous curves are ploLLed Lo have consLralnL dlagram.
lor calculaLlng dlfferenL curves, we requlre value of o and .

33
Va|ue of
Numer|c Va|ue
Warm up and 1ake off 0.9700
C||mb 0.9830
Cru|se 0.6163
Lo|ter 0.9231
Land 0.9930
1ab|e 6.3
Va|ue of o
AL 46,000 fL Sea-Level
1 = 389.9
0
8 1sLd = 318.69
0
8
= 293 lb/fL
2
= 2116.2 lb/fL
2
= 0.4407 slug/fL
2

CalculaLlng dlfferenL values
0
0
= _
st
] - _1 + _
y -1
2
] H
2
] = 1.u899

o
0
= _
P
Pst
] - _1 + _
y -1
2
] H
2
]
y
y
-1
= u.S1174

Slnce 0
0
< R (brottlc Rotio)
1herefore

o = u.4SS26

36
Constra|nt D|agram

37
6-4 kef|ned We|ght S|z|ng:
A program ln LxCLL ls wrlLLen Lo evaluaLe reflned welghL and Lhe resulL ls shown by Lable 6.4. Also lL
lncludes acceleraLlon segmenL.

1ab|e 6.4 kef|ned We|ght Lst|mat|on

I|g 6.3
lrom Craph and Lable, value of 1ake off WelghL ls found Lo be
W0 = 72S,000 |bs
724,820
724,840
724,860
724,880
724,900
724,920
724,940
724,960
724,980
723,000
723,020
1 2 3 4 3 6 7 8 9 10 11 12
W0 Cuess
Wo CalculaLed

38
7-Geometry S|z|ng
7-1 Iuse|age:
lor lnlLlal guldance durlng fuselage durlng layouL and Lall slzlng, Lhe followlng Lable provldes
sLaLlsLlcal equaLlons for fuselage lengLh developed from hlsLorlcal daLa.

1ab|e 7.1
Fuscloc lcntb = ow
o
c

o = u.67 ; c = u.4S (For [ct ronsport)

1he raLlo beLween Lhe fuselage lengLh and lLs maxlmum dlameLer ls Lhe luselage flneness raLlo.
Supersonlc drag ls Lyplcally mlnlmlzed by a flneness raLlo of abouL 14 buL ls very deslgn dependanL.
Fincncss Rotio =
Fuscloc lcntb
Hoximum iomctcr

Fincncss Rotio = 1u.4 (ossumc)

7-2 W|ng:
1he acLual wlng slze can now be deLermlned slmply as Lhe Lakeoff gross welghL dlvlded by Lhe
Lakeoff wlng loadlng. 1hls would be Lhe reference area of LheoreLlcal, Lrapezoldal wlng, and lncludes Lhe
area exLendlng lnLo Lhe alrcrafL cenLerllne.
1o calculaLe dlfferenL parameLers of wlng, followlng formulae have been used.

39
Rccrcncc Arco S
wng
=
w
o
(wS)
tukco]]

Spon = VAR - S
C
oot
=
2 - S
(1 + u.16)

C
tp
= - C
oot

C
= _
2
S
] - C
oot
-
1 + +
2
1 +

7-3 1a||:
1he AspecL 8aLlo and 1aper 8aLlo for slzlng of Lhe horlzonLal and verLlcal Lalls are chosen from
1able, whlch ls based upon hlsLorlcal Lrends. 1he slzlng of boLh Lhe horlzonLal and verLlcal Lall ls done on
Lhe same sLeps as for Lhe slzlng of Lhe wlng.
Vo|ume Coeff|c|ents:
lL's a very lmporLanL parameLer ln deslgnlng. 1he force due Lo Lall ls proporLlonal Lo Lhe Lall area.
1hus Lhe Lall effecLlveness ls proporLlonal Lo Lhe Lall area Llmes Lhe Lall momenL arm. 1hls producL has
unlLs of volume whlch leads Lo Lhe Lall volume coefflclenL meLhod for lnlLlal esLlmaLlon of Lall slze.
1yplcal values can be opLed from Lhe followlng Lable

1ab|e 7.2 1yp|ca| va|ues of vo|ume coeff|c|ents
Slnce canard conflguraLlon ls selecLed, Lherefore plcklng Lyplcal value of volume coefflclenL as
c
c
= . 1 (rom bistoricol oto)
Canard slze can be evaluaLed easlly by uslng

40
S
c
=
c
c
- C
- S
w
I
c

verLlcal Lall volume coefflclenL ls selecLed as
c
FT
= . 9 (rom bistoricol oto)
verLlcal Lall slze can be evaluaLed easlly by uslng
S
v1
=
c
v1
-
w
- S
w
I
v1

7-4 Summary:
8y uslng above formulae, Lhe followlng Lable has been consLrucLed, deplcLlng all Lhe lmporLanL
parameLers.
ConsLralnL ulagram Canard
Wlng Loadlng (W/S) 94.77 volume CoefflclenL (Cc) 0.1
1hrusL Lo WelghL 8aLlo
(1/W) 0.7034 MomenL Arm (Lc) 40 of fuselage lengLh
88.73197 fL
8eflned Slzlng Sc (fL^2) 317.9611 fL^2
Cross 1akeoff WelghL 723000 AspecL 8aLlo 3
1aper 8aLlo 0.6
Wlng Slzlng Span 'b' 39.41933 fL
8eference Area 'S' (fL^2) 7630.1 CrooL 16.42472 fL
AspecL 8aLlo (CalculaLed) 3 CLlp 9.834832 fL
Span 'b' (fL) 131.4936 CuarLer Chord (fL) 13.41332
1aper 8aLlo 0.14 verLlcal 1all
CrooL (fL) 88.39273
volume CoefflclenL
(Cv1) 0.09
CLlp (fL) 12.40298 MomenL Arm (Lv1) 43 of fuselage lengLh
CuarLer Chord (fL) 60.07727 99.82347 fL
luselauge Sc (fL^2) 1044.891 fL^2
a 0.67 AspecL 8aLlo 1.4
c 0.43 1aper 8aLlo 0.4
luselage LengLh (fL) 221.8299 Span 'b' 38.2472 fL
llneness 8aLlo (assumed) 14 CrooL 39.02773 fL
ulameLer (fL) 13.843 CLlp 13.6111 fL
CuarLer Chord (fL) 28.99204

1ab|e 7.3 Summary of a|| |mportant Geometr|ca| arameters

7-S Geometry (Draw|ng)

Geometry (Draw|ng) Geometry (Draw|ng)

41

42
7-6 Contro| Surfaces:

llnal slzlng of Lhese surfaces ls based upon dynamlc analysls of conLrol effecLlveness, lncludlng
sLrucLural bendlng and conLrol sysLems effecLs. lor lnlLlal deslgn, hlsLorlcal guldellnes are used.
7-6-1 A||erons:
Allerons Lyplcally exLend from abouL 30 Lo 90 of Lhe span and abouL 13 Lo 23 of Lhe wlng
chord. lor Lhe under deslgned SS1, allerons exLend abouL 30 of Lhe span and 18 of Lhe wlng chord.
Span u the A||erun = 7. 748 t

7-6-2 L|evators:
LlevaLors Lyplcally exLend Lo Lhe Llp of Lhe Lall or Lo abouL 90 of Lhe Lall span and abouL 23 Lo
30 of Lhe Lall chord. lor Lhe under deslgned SS1, conLrol surface on wlng as well as on canard can be
used as elevaLor. lor canard, elevaLor exLends abouL 90 of Lhe span of canard, whereas on wlng lL
exLends upLo 30 of wlng span.
Span u the F|euaturx (canard) = 29. 889 t
Span u the F|euaturx (w|ng) = 7. 748 t

7-6-3 kudders:
8udders Lyplcally exLend Lo Lhe Llp of Lhe Lall or Lo abouL 90 of Lhe Lall span and abouL 23 Lo
30 of Lhe Lall chord. lor Lhe under deslgned SS1, rudders exLend abouL 90 of Lhe span and 32 of Lhe
Lall chord.
Span u the Rudderx = 4. 422 t

8-Conf|gurat|on and Layout:
8-1 In|t|a| Layout

8y uslng 8C

Conf|gurat|on and Layout:
In|t|a| Layout
uslng 8C-L SofLware
L SofLware


43

44
9-Spec|a| Cons|derat|on |n Conf|gurat|on Layout:
9-1 Iuse|age Des|gn:
ln commerclal alrcrafL caLegory, fuselage ls of prlmary lnLeresL. 1he reason ls LhaL, Lhe fuselage has Lo
accommodaLe passengers as well as cargo. Pavlng maxlmum space ls always deslrable buL Lhere are
some consLralnLs for supersonlc fllghL. Pavlng blgger value of dlameLer may resulL ln drasLlc lncrease ln
overall drag. llneness raLlo (lengLh Lo max ula. raLlo) ls lmporLanL parameLer ln Lhe deslgn of fuselage.
Supersonlc drag ls Lyplcally mlnlmlzed by a flneness raLlo of abouL 14. Also lengLh can be approxlmaLed
from sLaLlsLlcal daLa by uslng Lhe formula
Icntb = ow
0
c

value of a and c ls plcked from Lable 6.3 of 4ircroft uesiqn: 4 conceptuo/ opprooch by kaymor. A Lable
ls consLrucLed and Lhe resulL ls glven as
luselauge
a 0.67
c 0.43
luselage LengLh (fL) 221.8299
llneness 8aLlo (assumed) 14
ulameLer (fL) 13.843
1ab|e 9.1
lor supersonlc alrcrafL, Lhe greaLesL aerodynamlc lmpacL upon Lhe conflguraLlon layouL resulLs from Lhe
deslre Lo mlnlmlze supersonlc wave drag, a pressure drag due Lo Lhe formaLlon of shocks. 1hls ls
analyLlcally relaLed Lo Lhe longlLudlnal change ln Lhe alrcrafL's LoLal cross-secLlonal area. Several
maLhemaLlcal soluLlons are glven Lo mlnlmlze Lhe drag for slmple bodles of revoluLlon, wlLh Lhe Sears-
Paack body havlng Lhe lowesL wave drag. 1he cross-secLlonal area dlsLrlbuLlon for Sears-Paack body ls as

I|g 9.1 Sears nack 8ody

43
LfforL Lo follow Lhe above dlsLrlbuLlon ls made and Lhe resulL ls glven as

Wlng

Canard

verLlcal 1all

L/c 0.046 L/c 0.039 L/c 0.039
CrooL(fL) 88.6 CrooL(fL) 16.42 CrooL(fL) 39.02
CLlp(fL)

12.4

CLlp(fL)

9.83

CLlp(fL)

13.61

luselage
SLaLlons
1hlckness aL
rooL
1hlckness
aL Llp
Wlng SecLlon
lengLh
ulameLer of
Clrcular SecLlon
Cross-SecLlonal
Area
(fL) (fL) (fL) (fL) (fL^2)
0 0 0 0 1 0.783
13 0.64038 0.38413 4.3 6.36 36.363321
17.93 0.64038 0.38413 10.16 8.4 63.7988248
22.4 0.64038 0.38413 13.29 10.24 97.9782797
26 0.64038 0.38413 13.02 11.72 123.2147846
29.71 0.64038 0.38413 14.26 13.26 132.6344638
31.34 0.64038 0.38413 8.04 13.92 160.3438432
36.36 0 0 0 13.83 197.2096623
73.3 0 0 0 13.83 197.2096623
82.32 4.0736 0.3704 7.923 13.83 234.0292123
93.87 4.0736 0.3704 13.83 13.39 214.3833983
110.44 4.0736 0.3704 32.69 11.61 237.6893383
123.44 4.0736 0.3704 47.88 11.49 326.0862383
146.27 4.0736 0.3704 69.88 12.07 439.0231263
132.79 4.0736 0.3704 69.43 13.44 464.462076
138.44 4.0736 0.3704 39 14.69 330.3939383
160.73 4.0736 0.3704 18.37 13 261.97202
164.08 0 0 0 13.83 197.2096623
180.41 0 0 0 9.92 77.249024
196.09 1.32178 0.60879 9.83 7.98 60.48217123
203.31 1.32178 0.60879 23.38 3.76 31.1638363
216.16 1.32178 0.60879 36.7 3.1 46.6398093
223 1.32178 0.60879 38.23 1 41.33213123
229.4 1.32178 0.60879 4.13 0 4.39962703
230 0 0 0 0 0

1ab|e 9.2 D|str|but|on of Cross-sect|ona| area across fuse|age |ength

46

Craphlcal resulL ls as

I|g 9.2 Cross-sect|ona| area d|str|but|on of A=SS1

-100
0
100
200
300
400
300
0 30 100 130 200 230
C
r
o
s
s
-
S
e
c
t
|
o
n
a
|

A
r
e
a

(
f
t
^
2
)
Iuse|age Stat|on (ft)
Serles1

47
9-2 Cab|n Des|gn|ng:

1he acLual cabln arrangemenL for a commerclal alrcrafL ls deLermlned more by markeLlng Lhan by
regulaLlons. 1he glven flgure deflnes Lhe dlmenslon of lnLeresL.

I|g 9.3 Nomenc|ature re|at|ng cab|n des|gn|ng
Slnce supersonlc LransporL ls generally used by rlch persons Lherefore, Lhe SS1 ls deslgned wlLh comforL
and luxury ln mlnd. lor Lhe comforL of Lhe 100 passengers ln Lhe SS1, 24 lnches wlde seaLs were
deslgned. 1he SS1 provldes Lhe passengers wlLh a 6.3 feeL hlgh alsle Lo make walklng lnslde Lhe alrplane
easy and convenlenL. ln addlLlon, Lhe SS1 offers a uvu player lnsLalled ln Lhe back of each seaL. A
compleLe sound sysLem and a remoLe conLrol are also provlded.
1he Lable below ls a compleLe descrlpLlon of Lhe passenger cabln.
assenger ComparLmenL lnformaLlon
SeaL wldLh: 24 ln
SeaL plLch: 40 ln
Alsle wldLh: 24 ln
Peadroom helghL: 63 ln
Aslle helghL: 78 ln
8aggage/passenger: 66 lbs
Assumlng Lhlckness of fuselage as 8 lnches(0.73fL). 8y conslderlng above daLa, aL maxlmum dla locaLlon
fuselage acoomadaLes 4 seaLs ln a row and aL mlnlmum dla locaLlon, lL accomadaLes 3 seaLs. 1he skeLch
ls made uslng 8C-L and ls glven as:

48

I|g 9.4 At max|mum d|a seat|ng arrangement

I|g 9.S At m|n|mum d|a seat|ng arrangement

49
9-2-1 Cvera|| Seat|ng arrangement

Lach secLlon conslsLs of Len rows, provldlng enough space for klLchen, corrldor and exlL.

30
lnLerlor would llke

I|g 9.6 Inter|or of Cab|n
9-2-2 Cargo rov|s|on:

Cargo mnusL be carrled ln a secure fashlon Lo prevenL shlfLlng whlle ln fllghL. Larger clvlllan LransporLs
use sLandard cargo conLalners LhaL are re-loaded wlLh cargo and luggage and Lhen placed lnLo Lhe belly
of Lhe alrcrafL(l.e beneaLh Lhe cabln floor). Lu-3 Lype conLalner wlll be used ln SS1 Lo accommodaLe Lhe
passenger baggage and oLher cargo. Shape of Lhe conLalner along wlLh Lhe dlmenslons ls as:

I|g 9.7 An standard Conta|ner

31
10-ropu|s|on and Iue| System Integrat|on:
10-1 Iue| Vo|umes and Lng|ne S|z|ng ca|cu|at|ons

8aslc geomeLry of Lhe englne ls shown as

I|g 10.1 Geometry of Lng|ne
lollowlng calculaLlons are done for deflnlng Lhe geomeLry of englne
Wo 723000
we|ght of fue|
segmenL 1 0.98 14300 W2= 710300
segmenL 2 0.983 10637.3 w3=
699842.
3
segmenL 3 0.966
23794.64
3 W4=
676047.
9
segmenL 4 0.3773
283763.4
3 W3=
390282.
4
segmenL 3 0.9608
13299.07
1 W6=
374983.
4
segmenL 6 0.993
1874.916
8
1oLal luel WelghL
331891.3
6

Iue| se|ected I-4
denslLy= 6.4 lb/gal
uenslLy ln Lngllsh unlLs= 0.833333 lb/gal
volume of fuel= 12806.61 fL3
Actua| Vo|umes
1wo bladder Lanks are used ln fuselage and lnLegral Lank ls used ln
wlngs.
Avallable volume for bladder Lanks= 10629.49 fL3
Avallable volume for lnLegral Lanks= 10883.62 fL3

32

Fuel tank Volume
{ft
3
]
Fuel
volume
{ft
3
]
Fuel
weigbt
{lbs]
Integra| w|ng tank 6628.406 3636.4 134832.48
Aft fuse|age tank 3934.908 3279.36 90084.332
Iorward fuse|age tank 4692.339 3894.24 106973.17
Total 1S276 12810 3S1892

Lng|ne s|z|ng
1hrusL Lo welghL raLlo 0.301
Wo= 723000
1ake off LhrusL 218223
Max. mach 1.3
ury welghL 7000
1ake off LhrusL(SnLCMA Clympus 393 Mk 602
Lurbo[eLs) 38030
LengLh(SnLCMA Clympus 393 Mk 602 Lurbo[eLs) 13.23
ulameLer(SnLCMA Clympus 393 Mk 602 Lurbo[eLs) 4
W|th after burn|ng
88 1
WelghL (lbs) 3388.246
ulameLer (fL) 4.872393
LengLh (fL) 18.78883
1hrusL aL Crulse(lbs) 6020.913
SlC aL Crulse(1/hr) 0.863483
10-2 In|et geometry and pos|t|on
1he LheoreLlcal opLlmal ls Lhe lsenLroplc ramp lnleL, whlch corresponds Lo lnflnlLely many obllque shocks
and produces a pressure recovery of 100 (lgnorlng frlcLlon losses). 1he pure lsenLroplc ramp lnleL
works properly aL only lL lLs deslgn Mach number, and ls seen only rarely excepL on one-speed" drones
such as Lockheed u-21, whlch uses an lsenLroplc cone opLlmlzed Lo lLs crulse speed. Powever, lsenLroplc
ramps are frequenLly used ln comblnaLlon wlLh flaL wedge ramps, such as on Lhe Concorde SS1.
Conslderlng dlfferenL conflguraLlons, lsenLroplc ramps ln comblnaLlon wlLh flaL wedge ramps wlll be
used as lnleL. Also Lhe englnes wlll be mounLed beneaLh Lhe wlngs aL rooL poslLlon.

I|g 10.2 In|et and os|t|on of Lng|ne

33
10-3 Capture Area:

CapLure area of englne ls calculaLed as
I|nd|ng Capture Area
Mass flow aL 46000 fL aL
M=1.3 393 lb/s
1req= 217300 lb
1avall. 228300 lb
Sl 0.932694
Mass flow 376.3141 lb/s
from flg. 10.16
Ac/mdoL 3.672
CapLure area 1381.823 ln2
CapLure area ln feeL square 9.396009 fL2

34
11-Land|ng Gear and Subsystems:
11-1 Land|ng gears arrangement and s|z|ng
A mulLl-bogey landlng gear conflguraLlon ls selecLed whlch ls usually used on supersonlc LransporL
alrcrafLs. lour bogeys, each wlLh four wheels, spread Lhe LoLal alrcrafL load across Lhe runway
pavemenL. Load on each wheel ls calculaLed uslng Lhe welghL dlvlslon glven ln 8aymer. 1he calculaLed
loads are used Lo slze Lhe nose and maln gear Llres. 1he mulLl-bogey conflguraLlon ls shown as

I|g 11.1
8y assumlng LhaL Lhe maln Llres carry abouL 90 of Lhe alrcrafL welghL, esLlmaLlon of maln Llre slzes ls
done. uslng followlng Lable

Main wbeel Nose gear
D|ameter 30.36ln 33.77ln
W|dth 19.33ln 11.34ln

Pavlng esLlmaLed Lhe loads and Llre slzes from sLaLlsLlcal equaLlons glven ln 8aymer, sLandard Llre daLa
was used Lo selecL Llres for Lhe nose and maln wheel gears. 1he speclflcaLlons of Lhe Llres selecLed are
glven ln Lhe Lable below.

1yre type 1hree-arL name, 32 x 20.3-23 1hree-arL name, 37 x 14.0-14
Max Load 63,700lbs x 12 23,000lbs x 4
Max W|dth 20.3ln 14ln
Max d|ameter 32ln 37ln
ko|||ng rad|us 21.3ln 13.1ln
Whee| d|ameter 23ln 14ln

1ab|e 11.1

33
avemenL area and supporLed welghL on maln and nose Llres have been calculaLed as
1|re data for Ma|n Whee|s 1|re Data for Nose whee|
Max. load 63700 lb Max. load 23000 lb
lnflaLlon 193 psl lnflaLlon 160 psl
max wldhL 20.3 ln max wldhL 14 ln
Max dla 32 ln Max dla 37 ln
8olllng radlus 21.3 ln 8olllng radlus 13.1 ln
Wheel ulam 23 Wheel ulam 14
number of plles 30 number of plles 24
avement Area for ma|n whee| We|ght on whee|
Ap 332.94278 ln2 Ww 68823.84 lb
Ap 2.4309913 fL2
avement Area for nose whee| We|ght on whee|
Ap 177.98018 ln2 Ww 28476.83 lb
Ap 1.2339734 fL2
1ab|e 11.2
11-2 8rak|ng:

SomeLlmes Lhe dlameLer of Lhe Llres ls seL by Lhe braklng requlremenLs. AlrcrafL brakes are slmllar Lo
auLomoblle dlsk brakes and are usually places lnslde Lhe wheels ln all buL Lhe smallesL alrcrafL. 1he
wheel Lyplcally has a rlm dlameLer of abouL half Lhe LoLal dlameLer mounLed on lL.
1he brakes musL absorb Lhe klneLlc energy of Lhe alrcrafL aL Louchdown, less Lhe energy absorbed by
aerodynamlc drag and LhrusL reverslng.
KE
bukng
=
w
Lcnding
2g
Istoll
2

KE
bukng
= 662.89 L06 lb-fL
k|net|c energy 8rak|ng
Wlandlng 380000 lb
vsLall 271.3 fL/s
g 32.2 fL/s2
kL braklng 662890376 fL-lb
1ab|e 11.3

11-3 Shock absorber
1he landlng gear musL absorb Lhe shock of a bad landlng and smooLh ouL Lhe rlde when Laxlng. 1he Llres
Lhemselves provlde some shock-absorblng ablllLy by deflecLlng when a bump ls encounLered.

36
A LrlangulaLed gear wlLh an oleopneumaLlc shock sLruL ls selecLed for shock absorpLlon. 1he oleo sLruL
musL be sLrong enough Lo handle Lhe laLeral and braklng loads of Lhe wheels. Cleo shock absorber ls
shown ln flgure below:

I|g 11.2 Shock Absorber
1he oleo dlmenslons are deLermlned by calculaLlng sLroke lengLh wlLh a verLlcal veloclLy aL Louchdown
of 12fL/s. Shock absorber slzlng deLalls are glven ln followlng Lable
ueLermlnaLlon of
exLernal dlameLer
of oleo(nose)
Gear Load Iactor(Nose)

Determ|n|ng Stroke(Nose)

Loleo 72300 lb Wlandlng 38000 lb eLa 0.73
ressure 1800 psl ngear 3
from
Lable
11.3 L 174000 lb
uoleo 9.3119637 ln
Average
load 174000 lb SL 0.283333 fL
uoleo 0.773997 fL k|net|c energy vert|ca|(Nose) eLa 1 0.4
Wlandlng 38000 lb vverLlcal 12 fL/s
vverLlcal 12 fL/s g 32.2 fL/s2
g 32.2 fL/s2 ngear 3
kL braklng 129689.4 fL-lb SLoke 10.11213 ln
llnal sLroke 11.11213 ln
ueLermlnaLlon of
exLernal dlameLer
of oleo(Maln)
Gear Load Iactor(Ma|n)

Determ|n|ng Stroke(Ma|n)

Loleo 217933 lb Wlandlng 322000 lb eLa 0.73
ressure 1800 psl ngear 3
from
Lable
11.3 L 1366000 lb
uoleo 16.144913 ln
Average
load 1366000 lb SL 0.391667 fL

37
uoleo 1.3434096 fL k|net|c energy vert|ca|(Ma|n) eLa 1 0.4
Wlandlng 322000 lb vverLlcal 12 fL/s
vverLlcal 12 fL/s g 32.2 fL/s2
g 32.2 fL/s2 ngear 3
kL braklng 1167203 fL-lb SLoke 9.418799 ln
llnal
sLroke 10.4188 ln

1he LoLal lengLh of Lhe oleo lncludlng Lhe sLroke dlsLance and Lhe flxed porLlon of Lhe oleo wlll be
approxlmaLely 2.3 Llmes Lhe sLroke.
nose Wheel LengLh of Cleo(ln) 27.78033126
Maln Wheel LengLh of Cleo(ln) 26.04699793

Cear reLracLlon wlll be lnLo Lhe fuselage. 1he gears wlll be hlnged aL boLLom of wlng near rooL. lL can be
undersLood by followlng flgure,

I|g 11.3 Gear ketract|on
11-4 Summary:

C|oe Stroke 10.418 ln 11.112 ln
C|eo Length 26.046 ln 27.780 ln
C|oe d|ameter 16.144 ln 09.311 ln
1ab|e 11.4 C|eo Va|ues
11-S Subsystems
AlrcrafL subsysLems lnclude Lhe hydraullc, elecLrlcal, pneumaLlc and auxlllary/emergency power sysLems,
and avlonlcs. ln general Lhe subsysLems do noL have a ma[or lmpacL on lnlLlal deslgn layouL.
11-S-1 nydrau||c System
Pydraullc fluld, a llghL oll-llke llquld ls pumped up Lo some speclfled pressure and sLored ln an
accumulaLor. When Lhe valve ls opened, Lhe hydraullc fluld flows lnLo Lhe acLuaLor where lL presses
agalnsL Lhe plsLon, causlng lL Lo move, ln Lurn, movlng Lhe conLrol surface (see below llgure). Pydraullc
sysLems are used for fllghL conLrol as well as acLuaLlon of flaps, landlng gear, spollers, and speed brakes.
11-S-2 L|ectr|ca| Systems
1he alrcrafL elecLrlcal sysLem provldes elecLrlcal power Lo Lhe avlonlcs, hydraullcs, envlronmenLal
conLrol, llghLlng, and oLher subsysLems. 1hls sysLem conslsLs of baLLerles, generaLors, Lransformer
recLlflers (18s), elecLrlcal conLrols, clrculL breakers
and 18s are used Lo converL Lhls AC lnLo uC currenL. 1hls deslgn ls chosen Lo use 2 englne
generaLor supply 113/200v, 400 Pz, Lhree
11-S-3 neumat|
1hls sysLem provldes Lhe compressed alr for pressurlzaLlon, envlronmenLal conLrol, anLl
some cases englne sLarLlng. normally pneumaLlc sysLems use pressurlzed alr bled from Lhe englne
compressor. 1he compressed alr ls cooled L
pressurlzaLlon and avlonlcs coollng. 1hls ls called Lhe
11-S-4 Aux|||ary]Lmergency ower
Large or hlgh
Lhree forms of emergency hydraullc power are Lhe ram
power unlL (Lu), and [eL
Lhls unlL ls LhaL an
a slngle englne. 1hls Lu could be deslgned Lo be able Lo supporL Lhe alrcrafL, ln case of an englne
fallure, Lo a safe landlng.
11-S-S Av|on|cs:
Avlonlcs, a conLracLlo
fllghL conLrol compuLers, radar, lnfrared deLecLors and oLher equlpmenLs. A qulck esLlmaLlon of avlonlc
equlpmenL's welghL ls calculaLed as

L|ectr|ca| Systems
neumat|c]LCS systems
Aux|||ary]Lmergency ower
Large or hlgh-speed alrcrafL are compleLely dependenL upon Lhe hydraullc sysLem
power unlL (Lu), and [eL
Lhls unlL ls LhaL an lnleL l
Av|on|cs:
Avlonlcs, a conLracLlon of avlaLlon elecLronlcs", lncludes radlo, fllghL lnsLrumenLs, navlgaLlonal alds,
L|ectr|ca| Systems
c]LCS systems
speed alrcrafL are compleLely dependenL upon Lhe hydraullc sysLem
power unlL (Lu), and [eL-fuel (Lu), Lhe laLLer ls chosen for Lhls alrcrafL deslgn. 1he only concern for
lnleL ls needed for operaLlon.
n of avlaLlon elecLronlcs", lncludes radlo, fllghL lnsLrumenLs, navlgaLlonal alds,
Av|on|cs We|ght
from 1able 1
Wavlo/WempLy
WempLy
Wavlonlcs

I|g 11.4 S|mp||f|ed nydrau||c System
generaLor supply 113/200v, 400 Pz, Lhree-phase AC power for all power sources.
compressor. 1he compressed alr ls cooled Lhrough a heaL exchanger, and ls Lhen used for cockplL
fuel (Lu), Lhe laLLer ls chosen for Lhls alrcrafL deslgn. 1he only concern for
s needed for operaLlon.
equlpmenL's welghL ls calculaLed as,
Av|on|cs We|ght
from 1able 11.6
Wavlo/WempLy
WempLy
Wavlonlcs
1ab|e 11.

38
S|mp||f|ed nydrau||c System
recLlflers (18s), elecLrlcal conLrols, clrculL breakers, and cables. AlrcrafL generaLors produce AC currenL
phase AC power for all power sources.
hrough a heaL exchanger, and ls Lhen used for cockplL
pressurlzaLlon and avlonlcs coollng. 1hls ls called Lhe LnvlronmenLal ConLrol SysLem.
Lhree forms of emergency hydraullc power are Lhe ram-alr Lurblne (8A1), monopropellanL emerglng
s needed for operaLlon. 1hls could be a vlLal parL of Lhls deslgn, slnce lL only has
Av|on|cs We|ght
1.6
Wavlo/WempLy 0.01
373109
3731.09
1ab|e 11.S Av|on|cs We|ght
S|mp||f|ed nydrau||c System
, and cables. AlrcrafL generaLors produce AC currenL
LnvlronmenLal ConLrol SysLem.
alr Lurblne (8A1), monopropellanL emerglng
1hls could be a vlLal parL of Lhls deslgn, slnce lL only has

lb
lb
Av|on|cs We|ght

LnvlronmenLal ConLrol SysLem.
speed alrcrafL are compleLely dependenL upon Lhe hydraullc sysLem for fllghL conLrol. 1he
1he alrcrafL elecLrlcal sysLem provldes elecLrlcal power Lo Lhe avlonlcs, hydraullcs, envlronmenLal-
conLrol, llghLlng, and oLher subsysLems. 1hls sysLem conslsLs of baLLerles, generaLors, Lransformer-
and 18s are used Lo converL Lhls AC lnLo uC currenL. 1hls deslgn ls chosen Lo use 2 englne-drlven 90 kvA
1hls sysLem provldes Lhe compressed alr for pressurlzaLlon, envlronmenLal conLrol, anLl-lclng, and ln

for fllghL conLrol. 1he
drlven 90 kvA
lclng, and ln
for fllghL conLrol. 1he

39
Section B {Analysis Part]
12-Aerodynam|c Ana|ys|s
12-1 Wetted Area Determ|nat|on

Aircraft wetted area (S
wet
), the total exposed surface area, can be visualized the area of the external parts
of the aircraft that would get wet if it were dipped into water. The wetted area must be calculated for drag
estimation, as it is the major contributor to friction drag.

Since thickness to chord (t/c) ratio of is less than 0.05, therefore following assumption can be adopted to
calculate wetted area of wing or tail.

S
wct
= 2.uuS - S
cxposcd

Component

S
expuxed
(It
2
)

S
wet
= 2. - S
expuxed
(It
2
)

Wing

6535.072

13089.749

Canard

450.106

901.562

Vertical Tail

872.676

1747.97

Table 12.1 Summary of Exposed Area Values of A-SST

For the estimation of fuselage wetted area, following formula can be used,

S
wct
= S.4 - _
A
top
+A
sdc
2
]

Following values have been estimated from drawing

A
top
= A
sdc
= 26u6.u788 t
2

Thus,
S
wct
= 886u.667t
2

The necessary calculation for estimating the above values is given as,

60

12-2 L|ft Coeff|c|ent

Slnce SS1 has Lo crulse Lhrough subsonlc Lo supersonlc reglon, Lherefore boLh Lhe llfL curve slopes are
calculaLed separaLely and Lhen ploLLed uslng MA1LA8.
12-2-1 Subsonic Lift Curve Slope:
C
L,
=
2nAR
2 +_4 +
AR
2
[
2
p
2
(1 +
a
2
A
mux,t
[
2
)
(
S
cxposcd
S
c]
)(F)
Where 'l' ls Lhe fuselage llfL facLor glven as,
F = 1.u7 _1 +
]
2

Where,
= 1S.48S t & = 1S9.49 t
1hus,
F = 1.u7 _1 +
1S.48S
1S9.49
]
2
= 1.2878
Also
[
2
= 1 -H
2

N = u.4S4 ( w aa wu a)
[ = u.891
p = u.9S (assumed)
S
cxp
S
c]
=
6SSS.u72
76Su
= u.8S42
mux,t
= u.S17 ro
C
L,
= . 2 per rad|an
12-2-2 Supersonic Lift Curve Slope:

Super-crulse ls aL M= 1.3. LlfL curve aL Lhe glven Mach number ls calculaLed by uslng Lhe glven formulae
[
2
= H
2
-1
C
L,
=
4
= . 77

61
uslng above formulae, llfL curve slopes for subsonlc and supersonlc reglon ls ploLLed by wrlLlng a
program ln MA1LA8. Lhe graph Lhus obLalned ls

Fig12.1 Lift curve Slope Vs Macb No
12-2-3 Maximum Subsonic Lift Coefficient:

Maxlmum llfL coefflclenL of SS1 ls found aL M=0.414. lor low AspecL 8aLlo wlng, maxlmum llfL coefflclenL
can be found by uslng followlng formula,
C
L
mux
= (C
L
mx
)
busc
+AC
L
mux

1ab|e 12.2 De|ta Va|ues
An or our cosc AY = . 9798
1aper raLlo = 0.14
Leadlng edge sweep = 0.8409 rad

62
lor calculaLlng (C
L
mux
)
busc
& AC
L
mux
followlng values are obLalned by uslng Lrend graphs.

C
1
= u.SS
C
2
= u.S4

I|g12.2
Correspondlng (C
L
max
)
haxe
ls found Lo be u.8S

I|g12.3

63
Correspondlng AC
L
max
ls found Lo be u.u2

So maxlmum llfL coefflclenL ls esLlmaLed as,
C
L
mx
= . 8
1he angle of aLLack aL whlch maxlmum llfL ls obLalned ls glven as
o
L
mux
= (o
L
mux
)
busc
+ Ao
L
mux

1he requlred values can be found ouL by uslng graphs,

I|g12.4

Correspondlng (u
L
max
)
haxe
ls found Lo be 22 degrees

I|g12.S
Correspondlng (u
L
max
)
haxe
ls found Lo be u degrees
1hus
u
C
L
max
= 22

64
12-2-4 Max|mum L|ft w|th n|gh-L|ft Dev|ces:
SS1 wlll deploy sloLLed flaps for exLra llfL. lcklng value of change ln llfL(2u) from Lable as

1ab|e 12.3
AC
|
max
= 1.
AC
L
mux
can be found by uslng formula

S
]Iuppcd
S
c]
= _
4S4S
76Su
] = u.S67S
L.L.
= 6.SS crccs
cos
L.L.
= u.99S8
SubsLlLuLlng above values,
AC
L
max
= . 7
1hus
C
L
mux
= u.8S +u.7SS
C
L
max
= 1. 82

63

12-3 Drag Ca|cu|at|on:

All efforLs were made durlng Lhe course of Lhe deslgn, Lo reduce drag as much as posslble. 1he use of a
Lhln alrfoll, an approxlmaLe Sears Paack fuselage body, and few exLernal sLores wlLh no dlscreLe fuel
Lanks aL all were some of Lhe measures Laken Lo reduce drag bulldup over Lhe alrcrafL body. Also, lnleL
ducL aLLached Lo Lhe boLLom of Lhe fuselage has been placed flush wlLh Lhe lower surface Lo ensure a
smooLh LranslLlon from Lhe lnleL Lo Lhe nozzle, wlLh Lhe upsweep fuselage angle belng 7
0
.
12-3-1 aras|te drag (2ero L|ft) Drag:
Lqu|va|ent Sk|n- Ir|ct|on Method:

1ab|e 12.4 1yp|ca| va|ues of Cfe
C
]
c
= u.uuS
SweL/Sref =2.037
C
0
= u.uu6172 (subsonlc esLlmaLlon)
Component 8u||d-up Method
12-3-1-1 Subson|c I||ght
aras|te and Induced Drag
araslLe drag coefflclenL was calculaLed for Lhe alrcrafL uslng Lhe componenL bulldup meLhod.

where,
Cfc = Skln frlcLlon coefflenL,

66
ll = lorm lacLor,
C = lnLerference effecL,
SweLc = WeL area of each componenL,
Cu
L&
= Leakage and proLuberances drag,
I|at |ate Sk|n Ir|ct|on Co-eff|c|ent
The flat plate skin fiiction co-efficient uepenus on the Reynolus numbei, Nach numbei anu skin
ioughness. The most impoitant factoi affecting skin fiiction uiag is the extent to which the aiiciaft
has laminai flow ovei its suiface.
Nost cuiient aiiciafts have tuibulent flow ovei viitually the entiie wetteu suiface. A typical cuiient
aiiciaft may have laminai flow ovei peihaps 1u-2u% of the wings anu tails, anu viitually no
laminai flow ovei fuselage.

lor flndlng Lhe form facLors of dlfferenL componenLs Lhe followlng formulas are used:

lnLerference effecLs have been esLlmaLed from hlsLorlcal Lrend. All Lhe calculaLlons lncludlng lnduced
drag calculaLlons are done uslng LxCLL sheeLs and Lhe resulLs are

67

68

69
12-3-1-2 Supersonic Fligbt
aras|te and Induced Drag
araslLe urag can be found ouL by uslng

Wave urag ls compuLed uslng a wave drag efflclency facLor, L
wd
of 1.8.

where u/q
Sears-Paack
ls glven by
Sears Paack 8ody ls already drawn and ls re-produced here Lo geL value of Amax and l.

I|g 12.6 Cross-sect|ona| area d|str|but|on of A-SS1
Amax =464.46 fL
2
, L = 132.79 fL, M = 1.3 and Leadlng edge angle = 48.18 degrees
uslng above values u/q)wave ls calculaLed. 1he value ls Lhen dlvlded by Lhe wlng reference area Lo geL
C
u,wave
values.
lnduced urag ls calculaLed by uslng

CalculaLlons are done on LxCLL and resulL ls glven as,

-100
0
100
200
300
400
300
0 30 100 130 200 230
C
r
o
s
s
-
S
e
c
t
|
o
n
a
|

A
r
e
a

(
f
t
^
2
)
Iuse|age Stat|on (ft)
Serles1

70

12-4 Contr|bu
1he conLrlbuLlons of varlous parLs of SS1 Lowards lL's paraslLe drag can easlly be undersLood from
followlng ple
Contr|but|on of var|ous Components towards aras|te Drag:
followlng ple-charLs.
t|on of var|ous Components towards aras|te Drag:
Canard
verLlcal 1all
3
luselage
Cd0 at 46,000 ft (Superson|c)
Canard
6
verLlcal 1all
3
I|g 12.7 Subson|c Cd
I|g 12.8 Superson|c Cd
I|g 12.9 Subson|c
Canard
6
verLlcal 1all
luselage
17
Cu
3
Cd0 at 46,000 ft (Subson|c)
Wave urag
73
Canard
luselage
17
Cu
3
Cd0 at Sea

71
7 Subson|c Cd
0
at 46,000 ft
Superson|c Cd
0
at 46,000 ft
bson|c Cd
0
at Sea
Wlng
69
Wlng
69
Wave urag
73
Wlng
69
luselage
17
Cd0 at Sea-Leve|
at 46,000 ft
at 46,000 ft
Sea-Leve|
Canard
6
Cu
Wlng
69
Leve|


Canard
6
verLlcal 1all
3
luselage
17
Cu
3

72
12-S kDS Ana|ys|s:
1he calculaLlons done so far ls cross checked by uslng 8uS sofLware. All Lhe relevanL lnformaLlon
requlred by Lhe sofLware ls fed lnLo Lhe program and Lhen Lhe program ls execuLed. 8uS ploLLed Lhe
followlng graphs whlch [usLlfled Lhe calculaLlons done so far.

I|g 12.10 kDS output graphs

12-6 Summary

Phase CB
u
K
Sea-Level (Subsonic) 0.009643 0.128393
46,uuu ft (Subsonic) 0.012213 0.128393
46,uuu ft (Supeisonic) 0.039373 0.173226
1ab|e 12.S Summary of Va|ues of CD
0
and k

73
12-7 Aerodynam|c eff|c|ency (Drag o|ar)

L/u raLlo ls a measure of an alrcrafL's aerodynamlc efflclency. Pavlng obLalned values for Lhe LlfL and
urag coefflclenLs, Lhelr raLlo was compuLed for dlfferenL alLlLudes and ploLLed for dlfferenL Mach
numbers agalnsL C
L
. 1he alrcrafL drag polar ls shown as along wlLh Lhe compuLed Lable uslng LxCLL.

1ab|e 12.6 Summary of Va|ues of CD
0
and k

I|g 12.11 Drag o|ar

0
0.2
0.4
0.6
0.8
1
1.2
0 0.03 0.1 0.13 0.2 0.23
C
D
0
CL
AL Sea-Level
AL 46,000 fL (Subsonlc)
AL 46,000 fL (Supersonlc)

74
13-ropu|s|on ana|ys|s

1he englne performance ls also scaled down uslng exlsLlng englnes LhaL are belng used ln supersonlc
LransporL alrcrafLs wlLh performance parameLers maLchlng Lhose of Lhls alrcrafL. Maxlmum LhrusL aL sea
level was deLermlned uslng Lhe 1/W
0
value compuLed earller. 1hls was Lhen compared wlLh LhrusL ploLs
of represenLaLlve alrcrafL englnes Lo generaLe a ploL speclflc Lo Lhe slzed englne.
loLs for afLerburner LhrusL for dlfferenL alLlLudes are shown below.

I|g 13.1 Var|at|on of Lng|ne Afterburner thrust
13-1 Insta||ed Lng|ne 1hrust Correct|ons:
1he manufacLurer's unlnsLalled englne LhrusL ls based upon an assumed lnleL pressure-recovery. 8y
uslng sLaLlsLlcal approach (LhaL ls by uslng equaLlons glven ln 8aymer book), Lhe comlng Lable ls made
along wlLh Lhe lnleL pressure recovery curve ploLLed agalnsL Mach number. 1he Lable and ploL deplcLs
Lhe varlaLlon of lnleL pressure recovery and percenL LhrusL loss agalnsL Mach number. 1he equaLlons
used are:

0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
x 10
4
Mach No.
T
h
r
u
s
t

(
l
b
s
)
Afterburner thrust VS Mach No.
0 ft
20000 ft
35000 ft
50000 ft

73

1ab|e 13.1

I|g 13.2 Var|at|on of pressure recovery and thrust |oss w.r.t Mach Number
Where: 0 = 1oLal pressure, 1 = LoLal pressure aL lnleL of fan of gas Lurblne, Cram = ram recovery
correcLlon facLor
Also Lhere ls anoLher form of pressure due Lo bleed flow lnslde Lhe englne. lL can be esLlmaLed as

ercent thrust Loss
mass flow 376 lb/s
8leed 18.8 lb/s
Cbleed 2
1hrusL Loss 10
1ab|e 13.2
0.88
0.9
0.92
0.94
0.96
0.98
1
1.02
0 1 2 3
1
]
o
Mach Number
keference and ava||ab|e |n|et
pressure recovery
0
0.3
1
1.3
2
2.3
3
0 1 2 3
1
h
r
u
s
t

|
o
s
s
Mach Number
1hrust Loss

76
14-Structura| Ana|ys|s

14-1 V-N D|agram:
SLrucLural analysls of Lhe alrcrafL ls carrled ouL uslng Lhe sLrucLural load facLor llmlL seL down ln Lhe
lnlLlal phases of Lhe deslgn. Whenever an alrcrafL goes Lo a maneuver, Lhen Lhere are cerLaln llmlLaLlons
as,
Aerodynamlc
SLrucLural ( lor +lve and -lve load facLor )
LlmlL Load lacLor: ermanenL deformaLlon of sLrucLure
ulLlmaLe Load lacLor: lallure/8reakage of sLrucLure
uynamlc ressure LlmlL: ln dlve eLc. Around 1.2 Llmes vmax ln level fllghL
1he v-n dlagram deplcLs Lhe reglon where an alrcrafL can operaLe wlLhouL any danger of sLrucLure
fallure eLc.

I|g 14.1 V-N d|agram at a|t=46,000ft
14-2 Gust Loads:

1he loads applled on an alrcrafL and Lhe sLrucLural llmlLs needed Lo accommodaLe exLernal dlsLurbances
such as gusLs, ls also analyzed for Lhls alrcrafL. 1he followlng equaLlon from 8aymer, was used Lo
calculaLe Lhe change ln load facLor when an alrcrafL encounLers a gusL ln lLs fllghL paLh. u for veloclLy
values of concern was deLermlned uslng a gusL allevlaLlon facLor".
-4
-2
0
2
4
6
8
0 200 400 600 800 1000
A
x
|
s

1
|
t
|
e
Ax|s 1|t|e
V-n D|agram
uynamlc ressure LlmlL
SLalllng LlmlL(+ve CL)
SLalllng LlmlL (-ve CL)
oslLlve LlmlL Load lacLor
negaLlve LlmlL Load
lacLor
Serles6
Serles7

77

1he maxlmum change ln n was caused when Lhe alrcrafL was flylng aL Lhe gusL veloclLy. A program ln
LxCLL ls wrlLLen for calculaLlon purpose and Lhe resulL ln Lhe form of Lable ls glven as,
Gust Loads (At 40,000 ft) Ior subson|c gust
ude= 30 fL/s Mach no. 0.434
W/S 94.77 Lemp 390 8anklne
Clalpha (ss) 3.32 per radlan veloclLy 439.4314 fL/s
Clalpha (SS) 3.377 per radlan delLa alpha 0.034033 radlans
denslLy 0.000387 uelLa L 17171.13 lb
MAC 60.07 Area 1392 fL^2
Lva|uat|ng k uelLa n 0.113811
Subsonlc Ior superson|c gust
mew 47.40069 Mach no. 1.3
k 0.7913 Lemp 390 8anklne
supersonlc veloclLy 1431.932 fL/s
mew 46.64336 delLa alpha 0.018273 radlans
k 0.88449 uelLa L 64424.7 lb
CusL u ss 23.74301 Area 1392 fL^2
CusL u SS 26.3347 uelLa n 0.42701

Gust Loads (At Sea-Leve|) Ior subson|c gust
ude= 30 fL/s Mach no. 0.434
W/S 94.77 Lemp 318.69 8anklne
Clalpha (ss) 3.32 per radlan veloclLy 306.7931 fL/s
Clalpha (SS) 3.377 per radlan
delLa
alpha 0.033863 radlans
denslLy 0.002377 uelLa L 61346.83 lb
mac 60.07 Area 1392 fL^2
Lva|uat|ng k uelLa n 0.40661
Subsonlc Ior superson|c gust
mew 11.71138 Mach no. 1.3
k 0.603834 Lemp 318.69 8anklne
supersonlc veloclLy 1674.433 fL/s
mew 11.32496
delLa
alpha 0.01133 radlans
k 0.644661 uelLa L 219170.4 lb
CusL u ss 18.17301 Area 1392 fL^2
CusL u SS 19.33984 uelLa n 1.432673

lor Lhe llmlL load facLor speclfled, Lhe gusL load facLor ls 3.43 aL 40,000 fL. 1he gusL v-n dlagram has
been ploLLed wlLh Lhe orlglnal v-n dlagram ln above flgure.

78

I|g 14.2 Gust V-n D|agram

WlLh Lhe hlghesL load facLor on Lhe alrcrafL belng 3.43, Lhls ls Laken Lo be Lhe mosL crlLlcal llmlL load
facLor. SLrucLural deslgn load facLor, uslng Lhe crlLerlon glven by 8aymer was 30 hlgher Lhan Lhls value.
+ve Limit Load Factor 4
-ve Limit Load Factor -2
Cust Max Limit Load Factor
{at 40,000 ft]
4.427
Cust Max Limit Load Factor
{at 40,000 ft]
3.43
1ab|e 14.1 Structura| arameters

79
1S-erformance and I||ght Mechan|cs
1S-1 1hrust kequ|red v]s ve|oc|ty:

Steady level flight means the airplane flies at a given velocity and altitude. To maintain this
speed and altitude, enough thrust must be generated to exactly overcome the drag and to keep
the airplane going. This thrust is called the thrust required T
R
, to maintain the flight
conditions of the airplane. T
R
depends on the velocity, the altitude and the aerodynamic
shape, size, and weight of the airplane and has nothing to do with the engines themselves. It
is the thrust required to overcome drag. Its plot with velocity is shown below:

0
30000
100000
130000
200000
230000
300000
330000
0 300 1000 1300 2000
1
k

(
|
b
)
V~(ft]s)
1k(|b) vs V~ (ft]s)
1hrusL
requlred .
0
2
4
6
8
10
12
-4 -2 0 2 4 6 8 10 12
L
]
D
A|pha(o)
L]D vs A|pha(o)

80
1S-2 Drag o|ar

1he aerodynamlc behavlor of alrcrafL ls usually represenLed by lLs urag olar. lL's baslcally Lhe drag
whlch an alrcrafL faces durlng lLs dynamlcs. lL's purely aerodynamlc properLy of parLlcular alrcrafL. lL ls
calculaLed Laken under conslderaLlon paraslLe drag, form drag, wave drag, drag due Lo shock waves eLc.
lor Lhe calculaLlon, 1oLal urag can be dlsLrlbuLed lnLo Lwo parLs. Cne drag whlch an alrcrafL seeks aL zero
llfL (C
u0
) and Lhe oLher llfL dependenL drag. lL ls seen LhaL experlmenLally as well as analyLlcally LhaL llfL
dependenL drag ln all modes ls proporLlonal Lo some consLanL mulLlplled by square of C
L
. Pence urag
olar ls glven by Lhe equaLlon:
C
= C
d,0
+ KC
L
2

0
0.3
1
1.3
2
0 1 2 3 4 3
C
D
CL
CL VS CD
0
30000
100000
130000
200000
230000
300000
330000
0 300 1000 1300 2000
D
r
a
g
V~(ft]s)
Drag o|ar

81

1S-3 L]D v]s Ve|oc|ty:

When you are looking at the T
R
curve, it is useful to remember that each different point on the
curve corresponds to a different angle of attack and a different L/D. An example of a typical L/D
curve versus velocity is shown

1S-4 1hrust var|at|on w|th a|t|tude
lor low bypass Lurbofan, we know LhaL 1hrusL varlaLlon ls glven as (!r.):
o
= (
p
p
o
)
m

Where 1
o
and p
o
represenL maxlmum avallable LhrusL aL sea level and denslLy aL sea level .
m = 1.uu
AL 33,000 fL,
p
o
= u.uu2S769 slut
3

p = u.uu44u72 slust
3

Suuuuu
= (
u.uuu7S82
u.uu44u7
)
1.0

So LhrusL aL 46,000 fL ls
cruisc = 12S,uuu l
0
2
4
6
8
10
12
14
0 300 1000 1300 2000
L
]
D
V~(ft]s)
Serles1

82

1S-S ower kequ|red vs Ve|oc|ty V~(ft]sec)

The power required curve in the figure below is qualitatively the same shape as the thrust
required curve. At low velocities the P
R
first decreases as V increases, then goes through a
minimum, and finally increases as V increases. The physical reason for this shape of the power
required curve is at low velocity the drag due to lift dominates the power required and at high
velocity the zero lift drag is a dominant factor.

1S-6 kate of C||mb:

The rate of climb (RoC) is an aircraft's vertical speed - the rate of change in altitude. In most
ICAO member countries (even in otherwise metric countries), this is usually expressed in feet
per minute and can be abbreviated as ft/min. Elsewhere, it is commonly expressed in meters per
second, abbreviated as m/s. The rate of climb in an aircraft is indicated with a vertical speed
indicator (VSI) or instantaneous vertical speed indicator (IVSI). The rate of decrease in altitude
is referred to as the rate of descent or sink rate.

0
30000000
10000000
13000000
20000000
23000000
30000000
33000000
0 300 1000 1300 2000
-30
0
30
100
130
0 300 1000 1300
k
C
C

(
f
t
]
s
)
Ve|oc|ty
kate of C||mb
Serles1

83
1S-7 nodoGraph :

Hodograph is a plot of the vertical component V
V
of velocity versus the horizontal component V
H

as sketched in the figure below:

1S-8 G||d|ng erformance

The relation of power available and power required gives the conditions for level, climb and
descend flight. The condition of glide is when there is no power available i.e. P
A
=0, the
conditions with all engines out

ln case of englne fallure glldlng performance ls very lmporLanL.
Mlnlmum gllde angle ls glven by
ton0
mn
=
1
(L)mux

Also, ln case of englne fallure Lhe range ls glven by formula,
R
mux
=
b
(ton0)min

The performance parameters for gliding is given in the performance table

-40
-20
0
20
40
60
80
100
120
140
0 200 400 600 800 1000 1200 1400
V
v
Vn
nodograph
glide for condition a is 0
flight descend for condition a is
flight climb for condition a is
flight level for condition a is
=
<
>
=
A
R A
R A
R A
P
P P
P P
P P

84

1S-9 ower Ava||ab|e and ower kequ|red vs Ve|oc|ty :

ower avallable varled essenLlally llnearly wlLh veloclLy. 1he hlgh speed lnLersecLlon of Lhe maxlmum
power avallable curve and Lhe power requlred curve deflnes Lhe maxlmum veloclLy of Lhe alrplane.

1S-10 kate of c||mb var|at|on w|th ne|ght (Abso|ute Ce|||ng):

8aLe of Cllmb varlaLlon wlLh PelghL ls approxlmaLely a consLanL raLlo. 1haL ls, Lhe graph wlll represenL a
sLralghL llne wlLh negaLlve slope. We know LhaL for deflnlng sLralghL, we need Lwo polnLs, Lherefore
correspondlng LhrusL and (8/C)max ls calculaLed aL 30,000 and Lhen Lhe resulL ls exLra-ploLLed Lo geL Lhe
absoluLe celllng helghL.

At A|t|tude S0,000 ft
Dens|y(s|ug]cub|c feet) 0.0003639
2 2.933091717
(k]C)max 6.648200301
1]W 0.172413793

0
30000000
10000000
13000000
20000000
23000000
30000000
33000000
0 200 400 600 800 1000 1200 1400 1600 1800
vmax

83

A|t|tude (k]C)max
46000 44.64430744
S0000 6.648200301

AfLer exLraploLlng Lhe graph Lhe absoluLe celllng comes ouL Lo be 31,000 fL approxlmaLely Lhe graph ls
shown below:

1S-11 1akeoff]Land|ng performance

1akeoff dlsLance ls dlvlded lnLo segmenLs as suggesLed by 8aymer. CalculaLlons are done for
each segmenL and Lhe resulLs summed up Lo geL Lhe Lakeoff dlsLance. 1he Lable below glves Lhe deLalls
of each segmenL of Lakeoff.

Takeoff segments Distance {ft]
S
G
2132.97
S
k
443.69
Total Cround Roll 2S76.6634
Transition
k 10918.82
h(C8) 30
Sa 1043.734
Total Takeoff Distance 3620.398
1ab|e 1S.1 1akeoff D|stance
43300
46000
46300
47000
47300
48000
48300
49000
49300
30000
30300
0 10 20 30 40 30
A
|
t
|
t
u
d
e

(
f
t
)
(k]C)max

86

Landlng ls dlvlded lnLo slmllar segmenLs as Lakeoff. An approach angle of 80 ls chosen from Lhe
performance daLa collecLed for exlsLlng alrcrafLs. llare helghL ls assumed 30fL and afLer calculaLlon lL
come souL Lo be 33fL. ueLalls of Lhe landlng segmenLs wlLh flaps, landlng gears ln reLracLed poslLlon, a
landlng welghL of 11330lbs wlLhouL 4300lbs of payload, and ldle LhrusL seLLlngs aL an alLlLude of 0fL are
summarlzed ln Lhe Lable below.
Landing segments Distance {ft]
Approach D|stance (S
a
) 643.73
I|are D|stance (S
I
) 621.079
Iree ro|| (S
Ik
) 773.408
1ota| Ground ko||(Sg) 2684.61
Total Landing distance 4724.827
1ab|e 1S.2 Land|ng D|stance
1S-12 Leve| 1urn|ng I||ght

1urn analysls ls very lmporLanL for Lhe lolLer segmenL of Lhe mlsslon proflle. Maxlmum level Lurn
raLe has already been speclfled as 08deg/s. Level Lurn performance ls analyzed aL an alLlLude of
46,000fL. 1he followlng equaLlons are used exLenslvely for Lurn performance analysls.

Maxlmum Lurn raLe and mlnlmum Lurn radlus ls obLalned aL sLalllng veloclLy. Slnce Lhere may be
a number of sLalllng speed, Lherefore sLalllng speed aL corner veloclLy of vn dlagram ls Laken. 1he
reason belng, LhaL Lhe alrcrafL has opLlmum performance aL corner veloclLy. 1he LabulaLed resulL ls
shown as
Leve| 1urn
At sta|||ng speed
n max 4
k m|n (m||es) 1.320183981
1urn kate (rad]sec) 0.133736681
1ab|e 1S.3 Leve| 1urn
1S-13 Lnergy maneuverab|||ty methods

8aymer glves energy meLhods for deLermlnlng lmporLanL performance parameLers. Speclflc
excess energy lnformaLlon ls especlally useful for evaluaLlng dogflghL capablllLles.

87

1he greaLer Lhe excess energy, Lhe more opLlons Lhe alrcrafL wlll have ln Lerms of maneuverlng
aL a speclfled alLlLude and load facLor value. lollowlng flgure deplcLs Lhe excess power conLours ln Lhe
AlLlLude-Mach no. map for A-SS1.

Spec|f|c Lnergy Curves

Lnergy Contour
A s ploL shown ln above flgure ls drawn agalnsL Lurn raLe Lo represenL a comparlson beLween
Lhe exlsLlng alrcrafL and any lmaglnary alrcrafL, for an alLlLude of 46,000fL. lf Lhe speclflc energy value of
a LhreaL alrcrafL were Lo be greaLer Lhan Lhe deslgned alrcrafL for a speclfled Lurn raLe, lL would have
-40
-20
0
20
40
60
80
100
120
140
160
0 0.3 1 1.3
s

(
f
t
]
s
)
Mach No
s Vs Mach No.
AL 46,000 fL
AL 30,000 fL
AL 40,000 fL
40000
42000
44000
46000
48000
30000
32000
34000
36000
38000
0 0.3 1 1.3
L
n
e
r
g
y

n
e
|
g
h
t
Mach No
Lnergy Contour
aLh for
mlnlmum Llme
Pe=40,000 fL
Pe=44,000 fL
Pe=48,000 fL
Pe=32,000 fL
s = 100
s = 60
s = 20
Pe = 38,000 fL

88
Lurn raLe superlorlLy over Lhe deslgned alrcrafL. 1he reverse case ls shown ln below flgure. Also,
maxlmum Lurn raLe LhaL can be achleved by Lhe alrcrafL aL a Mach number of 1.6 and alLlLude of
46,000fL ls 11.8deg/s.

Determ|nat|on of A-SS1 super|or|ty us|ng
s
VS 1urn kate curves
1S.14 erformance Ana|ys|s 1ab|e
1he performance parameLers are summarlzed ln a Lable below
erformance Ana|ys|s
1|me to C||mb
a 463.63
b -0.00909
1SIC 0.000331944
1|me to C||mb 4.236 mlns
Lndurance
Lmpty We|ght 331892 lb
Max|mum 1ake- off we|ght 7230000 lb
Norma| 1ake- off we|ght 380000 lb
Max|mum ay|oad 22000 lb
Lndurance 7.644 hrs
kange
kange at 46,000 ft 3116.4nm
1ake-off D|stance 3620.398 fL
Land|ng D|stance 4724.827 fL
Corner Ve|oc|ty 932.36 fL/sec

1ab|e 1S.4 Summary of erformance arameters

89

1ab|e 1S.S Summary of erformance arameters at Subson|c keg|on

1ab|e 1S.6 Summary of erformance arameters at Superson|c keg|on

90
16-Stab|||ty and Contro|

SLablllLy parameLers of exlsLlng alrcrafL are sLudled Lo seL down requlremenLs for Lhls alrcrafL. SLaLlc
margln of _10 had already been seL down ln Lhe lnlLlal phases of Lhe deslgn. lL was found LhaL
moderaLe Lo hlgh performlng alrcrafLs have lnherenL sLaLlc sLablllLy coupled wlLh dynamlc lnsLablllLy. 1he
problem wlLh sLablllLy ls LhaL aL hlgher Mach numbers as Lhe aerodynamlc cenLre of Lhe alrcrafL moves
afL, Lhe sLaLlc margln lncreases maklng Lhe alrcrafL lncreaslngly sLable. 1hls hlgh sLablllLy can cause Lhe
alrcrafL Lo respond slugglshly Lo any conLrol lnpuLs, hence affecLlng lLs maneuverablllLy whlch ln case of
A-SS1 ls generally noL requlred. lor such a slLuaLlon, large deflecLlons of Lhe conLrol surfaces are
requlred Lo geL Lhe deslred response from Lhe sysLem and Lherefore, desplLe Lhere belng llLLle need for
any sLablllzlng lnpuLs on Lhe conLrol surfaces, Lhe large deflecLlons for maneuvers would neverLheless
resulL ln drag lncrease.
An lnherenLly unsLable alrcrafL may become sLable aL hlgh speeds because of Lhe shlfLlng of Lhe
aerodynamlc cenLre, whlle malnLalnlng swlfL maneuverlng capablllLles.
SLablllLy analysls of alrcrafL ls dlvlded lnLo Lwo phases, namely
LonglLudlnal SLablllLy
LaLeral SLablllLy
lurLhermore, lL can be classlfled lnLo sLaLlc and dynamlc sLablllLy. ConLrol go along wlLh Lhe sLablllLy,
malnly lL ls concerned wlLh dynamlc response of alrcrafL ln correspondence Lo conLrol surface lnpuL.
16-1 CG Locat|on:

Cg locaLlon plays an lmporLanL role ln deLermlnlng alrcrafL longlLudlnal sLablllLy. uurlng fllghL, slnce fuel
ls belng consumed, Lherefore Lhere exlsLs a varlaLlon of cg durlng fllghL. 1hls varlaLlon has Lo be
consldered durlng deslgn. 8y ploLLlng Cg envelope durlng course of fllghL, we may have a compleLe
plcLure of devlaLlon of Cg. lor locaLlng Cg, a program ln LxCLL ls wrlLLen, also area CenLrold of each
componenL ls evaluaLed manually by uslng geomeLry. Cg locaLlon varlaLlon ls based on fuel Lanks, how
Lhe Lanks are belng empLled. lour cases are posslble as shown ln Lhe followlng Lables,

91

1ab|e 16.1 Locat|on of Cg
1he evaluaLed graph ls

1haL ls Lhe lnlLlal maxlmum varlaLlon ls approxlmaLely 9 fL whlch Lhen becomes 2 fL afLerwards.
16-2 Aerodynam|c Var|at|on of W|ng:

Wlng ls Lhe ma[or conLrlbuLor Lowards llfL generaLlon. Powever lLs aerodynamlc cenLre moves w.r.L Lo
Mach number. A-SS1 's delLa wlng has Lhe followlng varlaLlon

360000
410000
460000
310000
360000
610000
660000
710000
120 123 130 133 140
W
e
|
g
h
t
Locat|on of Cg from nose
Cg Lnve|ope
MovemenL of CC
lorward poslLlon of
CC
AfL oslLlon of CC
0
3
10
13
20
0 0.3 1 1.3 2 2.3
x
a
c
Mach Number
Aerodynam|c center var|at|on w.r.t Mach Number for W|ng

92
16-3 DA1CCM+:

lor evaluaLlng sLaLlc and dynamlc sLablllLy, uA1CCM+ sofLware ls used. 1he unlLed SLaLes Alr
lorce SLablllLy and ConLrol ulglLal uA1CCM ls a compuLer program LhaL lmplemenLs Lhe meLhods
conLalned ln Lhe uSAl SLablllLy and ConLrol uA1CCM Lo calculaLe Lhe sLaLlc sLablllLy, conLrol and
dynamlc derlvaLlve characLerlsLlcs of flxed-wlng alrcrafL. ulglLal uA1CCM requlres an lnpuL flle
conLalnlng a geomeLrlc descrlpLlon of an alrcrafL, and ouLpuLs lLs correspondlng dlmenslonless sLablllLy
derlvaLlves accordlng Lo Lhe speclfled fllghL condlLlons. 1he values obLalned can be used Lo calculaLe
meanlngful aspecLs of dynamlcs.
An lnpuL flle ls wrlLLen, whlch Lhen on execuLlon produces dlfferenL Lables and flgures along wlLh CAu
model of alrcrafL.

1he maln LabulaLed resulL ls

lrom above Lable, lL can easlly be deLermlned LhaL Lhe A-SS1 ls sLaLlcally sLable ln LonglLudlnal Mode.
Cm_alpha =-0.0073
Craphs obLalned Lhrough uA1CCM are aLLached ln Appendlx.
Also wlLh Lhe help of values obLalned from uA1CCM, longlLudlnal and laLeral response of alrcrafL ls
analyzed separaLely ln MA1LA8.

93
16-4 Long|tud|na| Stab|||ty and Contro|:

lor deLermlnlng longlLudlnal sLablllLy as well as conLrol, approach from !hon. P 8lacklock's book ls
followed. llrsL of all maLhemaLlcal modellng ls done. LonglLudlnal equaLlons of moLlons are a
maLhemaLlcal model of alrcrafL aerodynamlcs. 1hey lnvolve all necessary aerodynamlc conslderaLlons
requlred Lo model accuraLely alrcrafL. Cenerally LCM's (LquaLlons of moLlon) are nonllnear: whlch are
llnearlzed and Lhen used for calculaLlon purposes.

16-4-1 Lva|uat|on of Coeff|c|ents
lor Lhe deslgned fllghL condlLlons, manual calculaLlons have been done and Lhe lmporLanL sLablllLy
derlvaLlves and Lhelr correspondlng values of A-SS1 are glven as ln Lable
1ab|e 16.2 Va|ues of Stab|||ty Der|vat|ves
Symbo| Va|ue Symbo| Va|ue
C
x
u
-0.060 C
z
o
-3.480
C
x
u
0.160 C
z
q
-2.000
C
w
-0.280 C
m
o
-3.000
C
z
u
-0.360 C
m
o
-0.380
C
u
-1.000 C
m
q
-3.600

16-4-2 Ca|cu|at|on of Long|tud|na| 1ransfer funct|on for L|evator D|sp|acement
1aklng Laplace Lransform of LCM's uslng zero lnlLlal condlLlons and subsLlLuLlng values we geL
(8.S81s + u.u6)'u(s) - u.16 'o(s) + u.280(s) = u
u.S6'u(s) + (8.S86s + S.48)'o(s) - (8.S91s)0(s) = -u.Soc
(u.u16Ss +u.S8)'o(s) + (u.uSS98s2 + u.u1979s)0(s) = -u.S oc

u(s)
8c
=

94
(s)
8c
=

()
o
=

16-4-3 Lva|uat|on of short per|od and phugo|d response:
lor obLalnlng LranslenL response, seLLlng deLermlnanL of above equaLlons equal Lo zero
_
8.S81s + u.u6 -u.16 u.28
u.S6 8.S86s + S.48 -8.S91s
u u.u16Ss +u.S8 u.uSS98s
2
+ u.u197s
_ = u
2.S29s
4
+S.619s
3
+ 27.SSs
2
+ u.1988s + u.uS9S8 = u
(s
2
- 1.424s + S.278)(s
2
- u.uu7s + u.u467) = u
Solvlng Lhe equaLlon and comparlng wlLh Lhe followlng equaLlon, we obLaln
s
2
+2
n
s +
n
2
= u

Approx|mat|ons

Lquat|on

m
n
(
rad
x
)

T
12
(sec)

Short

(s
2
- 1.424s +S.278)

3.278

0.217

0.974

hugo|d

(s
2
- u.uu7s +u.u467)

0.0467

0.07312

197.34
1ab|e 16.3
uslng MA1LA8, Lhe response of A-SS1 ls ploLLed as

93

Also ShorL perlod response ls ploLLed as

8aLe of lLch
lLch
Angle of aLLack
LlevaLor lnpuL
veloclLy
Angle of aLLack
lLch
8aLe of lLch
LlevaLor lnpuL

96
16-S Latera| Stab|||ty and Contro|:

1he equaLlons of laLeral moLlon are found ouL Lo be

Where

16-S-1 Lva|uat|on of Coeff|c|ents
lor Lhe deslgned fllghL condlLlons, manual calculaLlons have been done and Lhe lmporLanL sLablllLy
derlvaLlves and Lhelr correspondlng values of A-SS1 are glven as ln Lable
1ab|e 16.4 Va|ues of Stab|||ty Der|vat|ves
Symbo| Va|ue Symbo| Va|ue
C
|
p
-0.400 C
q
0
C
|
r
0.140 C
I
-0.12
C
n
p
-0.022 C
n
r
-0.33
C
n
0.230 C
-0.98
C
0.028

16-S-2 Ca|cu|at|on of Latera| 1ransfer funct|on for kudder D|sp|acement
(8.S81s
2
+ u.u6s)(s) - u.16s (s) + u.28[(s) = u.1uSor
u.S6s(s) +(8.S86s
2
+ S.48s)(s) - (8.S91)[(s) = -u.uS2or
- (u.S44)(s) +(1.979s)(s) +(4.71s + u.6)[ = u.17 or

(s)
8
=

(s)
o
=

97

[(s)
o
=

16-S-3 Ca|cu|at|on of Latera| 1ransfer funct|on for Ae|eron D|sp|acement
(8.S81s
2
+ u.u6s)(s) - u.16s (s) +u.28[(s) = u.u8or
u.S6s(s) + (8.S86s
2
+S.48s)(s) - (8.S91)[(s) = -u.u6or
- (u.S44)(s) + (1.979s)(s) + (4.71s + u.6)[ = u or

(s)
8a
=

(s)
oa
=

[(s)
oa
=

lor obLalnlng LranslenL response, seLLlng deLermlnanL of above equaLlons equal Lo zero, We geL
(s
2
- u.4S7s + 17.891)(s +1.9122)(s - u.674) = u
1he LranslenL response of alrcrafL ls found ouL Lo be

8oll Subsldence
uuLch 8oll
Splral ulvergence
ulse lnpuL

98
16-6 Cvera|| kesponse of A|rcraft:
16-6-1 Aga|nst kudder Def|ect|on

16-6-2 Aga|nst A||eron Def|ect|on

8ank Angle
Alleron lnpuL
Slde Sllp Angle
?aw Angle
8ank Angle
?aw Angle
Slde Sllp Angle
8udder lnpuL

99
17-Cost Ana|ys|s

CosL Analysls for Lhe alrcrafL ls carrled ouL uslng Lhe uACA model elaboraLed on by 8aymer, and flnally
applylng Lhe lnformaLlon obLalned ln 8uS sofLware.
lmporLanL flgures esLlmaLed for cosL analysls Lhrough Lhe uACA model were englneerlng, Loollng,
quallLy conLrol, and manufacLurlng hourly raLes. 1he raLes are ad[usLed by applylng an lnflaLlon raLe
value of 2.3 ln 8uS sofLware.
Crew salarles are represenLed by a crew raLlo deLermlned from 8aymer as 1.1. Slmllarly, MalnLenance
Man Pours per fllghL hour are slmllarly esLlmaLed as 06 from daLa glven ln 8aymer. Labor and MaLerlal
cosLs are calculaLed uslng Lhe manufacLurlng raLe used earller.
1he alrcrafL ls requlred Lo fly 2300 hours a year, wlLh 8 fllghL hours per cycle. 1hese flgures are
approxlmaLe averages of Lhe laLesL daLa on represenLaLlve alrcrafLs. luel cosL was esLlmaLed uslng a fuel
consumpLlon of 300 gallons per hour aL a raLe of $3.44/gallon.
1he flnal CosL Analysls resulLs are shown ln Lhe flgure below. 1he calculaLed cosL of $8.14 bllllon
compares wlLh Lhe over $2.77 bllllon cosL of Concord as predlcLed ln year 2000. 1oday's raLe of lnflaLlon
deplcLs LhaL Lhe deslgned A-SS1 wlll be economlcal for fabrlcaLlon and servlces.

I|g 17.1 Cost Lst|mate of Des|gned A|rcraft
1he llfe cycle cosL and producLlon quallLy can be vlewed by Lhe followlng flgures.

100

I|g 17.2 L|fe Cyc|e Cost Lst|mate of Des|gned A|rcraft

I|g 17.3 Var|at|on of Cost w|th uant|ty

101
keferences:

1. 8aymer, uanlel ., Altctoft ueslqo. A cooceptool Apptoocb, AlAA LducaLlon Serles, 2006.
2. 8oskam, !an, Altplooe ueslqo, 2004.
3. Anderson, !ohn u., looJomeotols of AetoJyoomlcs, McCraw-Plll, 2007.
4. Anderson, !ohn u., AlrcrafL erformance and ueslgn", McCraw-Plll, 1999.
3. vlrglnla olyLechnlc lnsLlLuLe, nomelooJ uefeoce lotetceptot. Covlol, AlAA SLudenL ueslgn
CompeLlLlon, 2006.
6. AbboL, l., and von uoenhoff, A., 1beoty of wloq 5ectloos, McCraw-Plll, 1949.
7. nelson, 8oberL C., lllqbt 5toblllty ooJ Aotomotlc coottol, McCraw-Plll, 1998.
8. !ames u. Lang, Altctoft letfotmooce, 5toblllty ooJ coottol", vol l (unlLed SLaLes Alr lorce
Academy, ueparLmenL of AeronauLlcs)

Softwaies 0seu:
MlcrosofL Cfflce 2007
8C-L
MaLlab 7.0
AAA

102
Append|x-I
Mat|ab cod|ng for Constra|nt D|agram
*****************************************ConsLralnL ulagram M flle*****************************************
1hrusL Lo welghL raLlo (1/S) ls ploLLed agalnsL Wlng Loadlng (W/S)

*********************************Some lmporLanL parameLers (ConsLanLs)*************************************
M = 1.3,
W1C = 476903.3316,
v1C = 366.67, 8eference AlrcrafL (Concord)1ake off veloclLy
S = 3836, fL2
gamma = 1.4,
Lurn_raLe = 0.0698, rad/s or 4deg/s(Assumed)
vsLall = 271.3, Concord
g = 32.2, fL/sec2
Sea Level CondlLlons
1 = 318.69,
= 2116.2,
rho = 0.0023769,
aL 46,000 fL
LemperaLure = 389.9,
denslLy = 0.4407e-3,
pressure = 2930e-1,
aL 30,000 fL
11 = 389.9,
1 = 2436e-1,
rho1 = 0.0003639,

CalculaLlng value Alpha (1hrusL Lapse) aL 46,000fL
LheLa = (LemperaLure./1).*(1.+(((gamma-1)/2)*(M.^2))),
delLa = (pressure./).*((1.+(((gamma-1)/2)*(M.^2)))^(gamma./(gamma-1))),
alpha = delLa*(1-(0.3*(LheLa-1))-.1*(M^0.3)),

CalculaLlng value Alpha (1hrusL Lapse) aL 30,000fL

103
LheLa1 = (11./1).*(1.+(((gamma-1)/2)*(M.^2))),
delLa1 = (1./).*((1.+(((gamma-1)/2)*(M.^2)))^(gamma./(gamma-1))),
alpha1 = delLa1*(1-(0.3*(LheLa1-1))-.1*(M^0.3)),

uynamlc ressure aL 46,000fL
veloclLy = M*((1.4*1716*LemperaLure)^0.3),
q = (.3).*(denslLy).*(veloclLy.^2), uynamlc ressure

uynamlc ressure aL 30,000fL
veloclLy1 = M*((1.4*1716*11)^0.3),
q1 = (.3).*(rho1).*(veloclLy1.^2), uynamlc ressure

uynamlc ressure aL SLall
q2 = (.3).*(denslLy).*((1.2.*vsLall).^2), uynamlc ressure

uynamlc ressure aL Sea-Level
qSL = (.3).*(rho).*((v1C).^2), uynamlc ressure

WelghL raLlos (8eLa 'b')
b1 = 0.97, 1ake off
b2 = 0.984, Cllmb
b3 = 0.6163, Crulse
b4 = 0.9231, LolLer
b3 = 0.993, Landlng

SelecLed values of 8aLe of Cllmb and Cllmb veloclLy (fL/s)
v = 364,
81 = 60,
82 = 70,
83 = 80, Concord (8eference)

urag olar, LhaL ls value of Cu0 and k (Cu = Cu0+kCL2)
Cu0 = 0.026,

104
Cu8 = 0.008, 8eLracLable Cears urag coefflclenL
Subsonlc 8eglme
k11 = 0.132,
Supersonlc 8eglme
k12 = 0.383,

************************************* Curve LvaluLlon****************************************************
Wlng Loadlng 'x'
x = 80:3:190,

Crulse (Supersonlc aL M=1.3)
Crulse = (b3./alpha).*(((k12.*b3.*x)./q)+((Cu0.*q)./(b3.*x))),

ConsLanL Speed Cllmb (Subsonlc)
dh/dL=60 & veloclLy = 364 fL/s
Cllmb1 = (b2./alpha).*(((k11.*b2.*x)./q)+((Cu0.*q)./(b2.*x))+(81./v)),

SusLalned 1urn
n1 = (1+(((Lurn_raLe.*vsLall)./g).^2)).^0.3,
SusLalned_Lurn = (b4./alpha).*(((k11.*(n1.^2).*b4.*x)./q)+((Cu0.*q)./(b4.*x))),

Servlce Celllng
Celllng = (b3./alpha1).*(((k12.*b3.*x)./q1)+((Cu0.*q1)./(b3.*x))+(1.667./v)),

1ake off
1CW = 0.2:0.1:1.6,
Sg = 3000,
dh_dL = (v1C.^2)/(2.*Sg),
CL = W1C./(qSL.*S),

103
mew1C = 0.03,
zeLa1C = (Cu0+(k11.*(CL.^2))+Cu8-(mew1C.*CL)),
alpha1C = 1,
CLmax = 1.33,
Lr = 3,
a = -1.*(((b1)./(rho.*g.*zeLa1C)).*log(1-((zeLa1C.*1.2.*1.2)./(CLmax.*(((alpha1C.*1CW)./(b1))-mew1C))))),
b = Lr.*1.2.*(((2.*b1)./(rho.*CLmax)).^.3),
c = Sg,
WL = ((-1.*b)+((((b.^2)+(4.*a.*c))./(2.*a)).^0.3)).^2,

Landlng
mewL = 0.18,
k1u = 1.13,
alphaL=0,
zeLaL = (Cu0+(k11.*(CL.^2))+Cu8-(mewL.*CL)),
aL = -1.*(((b3)./(rho.*g.*zeLaL)).*log(1-((zeLaL.*1.2.*1.2)./(CLmax.*(((alphaL.*1CW)./(b1))-mewL))))),
bL = Lr.*1.13.*(((2.*b3)./(rho.*CLmax)).^.3),
cL = Sg,
WLL = ((-1.*bL)+((((bL.^2)+(4.*aL.*cL))./(2.*aL)).^0.3)).^2,

************************************* Curve loLLlng *****************************************************
ploL(x,Crulse,'m')
hold on
ploL(x,Cllmb1,'b')
ploL(x,Cllmb2,'b')
ploL(x,Cllmb3,'b')
ploL(x,SusLalned_Lurn,'g')
ploL(x,Celllng,'r')
ploL(WL,1CW,'k')
ploL(WLL,1CW,'--y')
hold off

106
Append|x-II
Mat|ab cod|ng to obta|n ||ft curve s|ope
****LlfL-curve slope vs Mach no****
A8 = 3,
S_raLlo = .8342,
l = 1.2878,
Lamda = .317,
for subsonlc parL
M = 0:0.01:.9,
Cl_alpha = 3.7293,
beLa =(1-(M.^2)).^.3,
eeLa = .93,
CL_alpha = (2.*pl.*A8.*S_raLlo.*l)./(2+((4+(((A8*beLa).^2./eeLa.^2).*(1+((Lan(Lamda)./beLa).^2)))).^.3)),
for supersonlc parL
M_S = 1.1:0.01:1.3,
beLa_S = ((M_S.^2)-1).^.3,
CL_alpha_S = 4./beLa_S,
for ploLLlng
ploL(M,CL_alpha,'b')
hold on
ploL(M_S,CL_alpha_S,'-.r')
hold off
legend('Subsonlc arL','Supersonlc arL','LocaLlon','norLhWesL')
LlLle('LlfL-curve slope vs Mach no')
xlabel('Mach number')
ylabel('Cl_alpha')

107
Append|x-III
Detailed Weight Estimation of Aircraft Components

108

109

110
Append|x-IV
Manual Calculation regarding thrust to weight ratio and wing loading

111

112

113

114
Append|x-V
Manual Calculation for cg location and Wetted area

113

Append|x

DATCOM+ Graphs

Append|x-VI
DATCOM+ Graphs

116

Design of Supersonic Transport A SST

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Design of Supersonic Transport A SST

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Aeiospace vehicle Besign

Besign of Supeisonic Tianspoit (A

= u.u26 +(u.1S2 +u.uu144)C

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