ACKNOWLEDGEMENT

First and foremost, we wish to acknowledge our debt to `HARD WORK IS THE KEY TO SUCCESS` who has given us knowledge and good health. We would like to express to the chairman of our college, Dr.P.MUTHUVEL RAJ and the principalDr.M.PALANICHAMY, for providing better working environments and educational facilities. We are much gratefulMr.KIRUBASHANKAR Head of the

department of the Aeronautical engineering for this encouragement discussion, valuable comments and many innovative ideas in carrying out this project. Without his timely help it would have been impossible for us to complete this work. We acknowledge in no less terms the qualified and excellent assistance rendered by Mr.PUGAZHARASAN, Lecturer, Department of Aeronautical Engineering. We owe a debt of gratitude for his valuable suggestions, kind inspiration and encouragement. We most sincerely acknowledge the staff members of Department of Aeronautical Engineering for their constant inspiration and suggestions. We owe a debt gratitude to our parents and friends for their advice and to keep our spirits high to complete this project.

Performance Specifications
S.No 1 2 Name of the Aircraft Boeing EA- 18G Growler Boeing F/A 18/F Super Hornet Grumman F 14 Tomcat McDonnell Douglas F- 15E Strike Eagle Sukhoi Su 30 Sukhoi 6 Su 30MKI Sukhoi 7 Su 34 1864 miles 600 mph 49200 fts 1180mph 1864 miles 590 mph 56800 fts 1317mph Range Cruise Speed Altitude Maximun Speed 1458 miles 777 mph 50000 fts 1190mph 1458 miles 777 mph 50000 fts 1190mph

1217 miles

550 mph

50000 fts

1544mph

1801 miles

620 mph

60000 fts

1650mph

1864 miles

580 mph

56800 fts

1320mph

WING SPECIFICATIONS
S.No 1 2 Name of the Aircraft Boeing EA- 18G Growler Boeing F/A 18/F Super Hornet Grumman F 14 Tomcat McDonnell Douglas F- 15E Strike Eagle Sukhoi Su 30 Sukhoi 6 Su 30MKI Sukhoi 7 Su 34 48 ft 3 inches 72 ft 2 inches 19 fts 5 inches 48.2 ft 72.97 ft 20.85 fts Wingspan 44 ft 8.5 inches Length 60 ft 1.25 inches Height 16 fts Wing Area 500 ft2 500 ft2 565 ft2 608 ft2 667 ft2 667 ft2 770 ft2 44 ft 8.5 inches 60 ft 1.25 inches 16 fts

64 ft

62 ft 9 inches

16 fts

42.8 ft

63.8 ft

18.5 fts

48.2 ft

72.97 ft

20.85 fts

Engine Specifications
S.No Name of the Aircraft Boeing EA- 18G Growler Boeing F/A 18/F Super Hornet Grumman F 14 Tomcat McDonnell Douglas F- 15E Strike Eagle Sukhoi Su 30 Sukhoi 6 Su 30MKI Sukhoi 7 Su 34 2 2 No. of Engines 2 Engine Details
2General Electric F414-GE400 turbofans 2 General Electric F414-GE400 turbofans 2 General Electric F110-GE400 afterburning turbofans

Thrust Produced 97.9KN

97.9KN

123.7KN

2 Pratt & Whitney F100-229 afterburning turbofans 2 AL-31FL low-bypass turbofans 2 Lyulka AL-31FM1 turbofans 2 Lyulka AL-31FP turbofans with thrust vectoring

129KN

122.58KN

123KN

132KN

Cruise Speed VS Maximum Speed

Cruise Speed: 560mph Maximum Speed: 1477 mph

Maximun Speed
1800

1600

1400

1200

1000 Maximun Speed 800

600

400

200

0 0 200 400 600 800 1000

Cruise Speed VS Maximum Takeoff Weight

Cruise Speed: 560mph Maximum Take off Weight: 86000 lbs

Maximun Take off weight

120000

100000

80000

60000

Maximun Take off weight

40000

20000

0 0 200 400 600 800 1000

Cruise Speed VS Altitude

Cruise Speed: 560mph Altitude: 56000 fts

Altitude
70000

60000

50000

40000

Altitude 30000

20000

10000

0 0 200 400 600 800 1000

Cruise Speed VS Range

Cruise Speed: 560mph Range: 2000 miles

Range
2000

1800

1600

1400

1200

1000

Range

800

600

400

200

0 0 100 200 300 400 500 600 700 800 900

Cruise Speed VS Wing Span

Cruise Speed: 560mph Wing Span:14.7m

Wing Span
70

60

50

40

Wing Span 30

20

10

0 0 100 200 300 400 500 600 700 800 900

Cruise Speed VS Wing Area

Cruise Speed: 560mph Wing Area:62 m

Wing Area
900

800

700

600

500 Wing Area 400

300

200

100

0 0 100 200 300 400 500 600 700 800 900

Weight Estimation of Aircraft

To estimate the overall weight of the aircraft by using the weight fraction method

Requirements:
Crew Weight Payload Weight And other constant values

Need of Estimation of Weight:

The first technical step in the designing of the aircraft is to estimate the weight. In order to design an aircraft to our desired performance we have to know the weight of the aircraft. According to that weight we can move to next step in designing the aircraft.

Weight Estimation:
The overall weight of the aircraft is calculated by using the following formulae. The overall weight is taken as W0 W0 = Wcrew + Wpayload + Wfuel + Wempty Substituting, Wf = (Wf / W0) * W0 ; and We = (We / W0) * W0 in the above equation, we arrive at a equation like this, W0 = (Wcrew + Wpayload) /(1 - (Wf / W0) - (We / W0))

Where, Wf = Fuel Weight We = Empty Weight (Wf / W0) = Fuel Fraction (We / W0) = Empty Weight Fraction

Empty Weight Fraction (We / W0) :

Empty Weight fraction ranges from 0.3 to 0.7, so we choose a compromised value of 0.50 which is for a Air superiority Fighter type Aircraft.

Estimation of Fuel Fraction (Wf / W0) :

Before estimating the fuel fraction, we have to choose the typical mission profile as follows

Typical Mission Profile:

Each segment of the mission profile is associated with a weight fraction, defined as the airplane weight at the end of the segment divided by the weight at the beginning of the segment. 0 to 1 = Engine start, warm up and taxing 1 to 2 = Take off 2 to 3 = Climb 3 to 4 = Cruse speed at 250.34 m/s 4 to 5 = Loiter maximum 20 minutes 5 to 6 = Descend for initial approach 6 to 7 = Land at airbase

The fuel fraction can be found through the following formulae (Wf / W0) = 1 Mff Where Mff is mass per fuel fraction Mff = (W1 / W0) * (W2 / W1) * (W3 / W2). This continues until the path of the mission gets completed. The constant profile for the weight estimation during the warm up, taxing, take off, climbing, descend and landing. In order to find the fuel fraction we need to calculate the weight ratio for the cruise and loiter.

At Engine start, warm up and taxing (0 1):

Beginning weight is W0 and Ending weight is W1 Therefor the weight ratio is (W1 / W0) = 0.99

At Take off (1 2): Smillarly here (W2 / W1) = 0.97 At Climb (2 3):
(W3 / W2) = 0.985

At Cruise Speed (3 4):

We need to use Brequent range equation to find the weight ratio in cruise speed

(W4 / W3) = e-(RC / V (L / D))

Where, R = range of the aircraft in meter C = specific fuel consumption in kg/kg s V = cruise speed of the aircraft in m/s (which is 250.34 m/s) (L/D) = maximum lift to drag ratio C = 0.5 lb/lbhr for a turbofan engine as reffered in Aircraft Conceptual Design Book Therefore, C = 0.000222 kg/kg s Range = 2000 miles = 3218688 m. (L/D) = 12 for fighter aircraft (W4 / W3) = e-((3218688*0.000222)/(250.34*12)) (W4 / W3) = 0.7034451

In Loiter (4 5): (W5 / W4) = e-(EC / (L / D))

Where, E = Endurance or Loiter time E = 1200 s C = 0.000222 kg / kg s (L/D) = 12 (W5 / W4) = e-((1200*0.000222) /12) (W5 / W4) = 0.978044606

At Descend (5 6):

(W6 / W5) = 0.993

At Landing (6 7):
(W7 / W6) = 0.995 Therefore, Mff = (W1 / W0) * (W2 / W1) * (W3 / W2). Mff = 0.99*0.97*0.985*0.7034451*0.978044606*0.993*0.995 Mff = 0.64299 (Wf / W0) = 1 Mff

(Wf / W0) = 0.357 Estimation of Crew Weight:

The designed aircraft is a two seater fighter; therefore oly two pilots can sit. Therefore the weight is consider as 200 kgs Wcrew = 200 kgs

Estimation of payload:
This aircraft is a Air Superiority fighter whch can carry lots of weapons. Overall we can carry 5500 kgs of pay load Wpayload = 5000 kgs

Overall Weight Estimation: W0 = (Wcrew + Wpayload) /(1 - (Wf / W0) - (We / W0)) W0 = 3636.36 kgs Fuel Estimation:
Wf = 0.357 * W0 Wf = 12981.8 kgs

Empty Weight Estimation:

We = 0.50*W0 We = 18181.8 kgs

Conclusion:
Thus the overall weight of the aircraft is calculated and this gives the ides to the estimation of powerplant. Overall Weight Weight of the fuel Empty Weight of the aircraft = = = 36363.6 kgs 12981.8 kgs 18181.8 kgs

Power Plant Selection

To select the powerplant which required for the aircraft and to notice the charateristics of the powerplant

Requirements:
Thrust is required to specify what type of engine is going to be used Over all weight is required to calculate the required thrust Thrust and drag ratio which is required to calculate the thrust

Thrust to Weight ratio:

Assume the Thrust toWeight ratio of the typical fighter as 1

Overall Weight:
The overall weight is estimated by weight fraction method, therefore the overall weight is about 36363.6 kgs

Thrust Required:
T/W = 1 T = W0 * 1 * 9.8 KN T = 356.73 KN

Powerplant Selection:
The thrust required is obtained as 356.73KN. The selection of powerplant is based on the type of the aircraft. As this aircraft is a fighter which carries weapons and some avionics instruments to reflect radar system, so placing of the propeller engine or turboprop engine is impossible. Because the path variation cause sever damage. So there lies choice between the turbojet and the turbofan engine. Since it is mutirole fighter it have to attack the enemis from the low altitude also. The thrust at low altitude is very less for the turbojet engine. Therefore using Turbofan engine is suitable for this aircraft. The Required Thrust is 356.73KN. So we may choose an engine which have its maximum thrust more than our required thrust. In such a way we have selected the Pratt and Whitney F135 afterburning turbofan. So in this case two engines are required to produce the desired thrust.

Conclusion:
Engine Engine Type No.of Engines Thrust Required : : : : Pratt and Whitney F135 Afterburning Turbofan 2

356.73KN

Engine Selection
Primary Function Propulsion turbofan Type Fighter Aircrat Two Prat& Whitney F135 afterburning

Afterburning Turbofan F-35 B also partially turboshaft 220 inches (5.59 meters) 51 inches (1.29 meters) 1701 kgs (3750 lbs) Axial 3 stage low-pressure compressor, 6 stage high pressure compressor Short annular combustor Single stage high pressure turbine, two stage low pressure turbine 191.35 KN (Maximum) and 124.6 KN (intermediate) 0.886 lb/(hr*lbf) afterburner) or 25 g/KNs (without

Length Diameter Dry weight Compressor

Combustors Turbine

Thrust produced

Specific Fuel Consumption

Advantages:
Light Weight starter Electronic igniter Remote oil filter Air condition provision Optical magnets Fixed pitch and chord propeller

Disadvantages:
Slip stream component induces drag Slip stream may disturb the free air flow over the wing

Wing Design
To estimate the basic values for the wing design and to choose the type of wing that is to be used in the aircraft.

Type of the wing:

Since it is a multirole fighter the delta wing is to be used. The taper ratio for the delta wing is 0.3 for fighter aircraft

Wing Area: The area of the wing is 667 ft2. It is selected from the graoh that is used in the selection parameters. S = 667 ft2 S = 62 m2
Wing Span: Wing Span is also selected from the graph as 48.2 ft .b = 14.7 m

Aspect Ratio:
A.R = b2/S A.R = 3.49

Lift Coefficient:
At sea level, W0=36363.6 =1.225

V=250.34m/s S=62 m2 W0= V2SCL

36363.6= (1.225250.34262)CL CL sea= 0.0076

SWEPT ANGLE:
MACH CONE, sin =1 / M =Sin-1(1/2) =30 Swept angle = 25 degree

CHORD:
b C =S C=62/14.7 C = 4.217 m Aerodynamic center = 0.44.217 =1.69m

TAPER RATIO:
=0.3 =Ct/ Cr Cr=2S / b(1+)

= 262 /14.7(1+0.30) Cr=6.4887m Ct= Cr = 0.36.4887 Ct=1.95m

Mean Aerodynamic Chord:

Chord is Defined as the distance between the leading and the trailing edge of the aerofoil. It is calculated as follows, C = ((2*croot)/3) *((1++2)/(1+)) C = 4.625m

Distance at which the chord loacating:

Y = (b/6)*((1+2*)/1+) Y = 3.015m

Conclusion:
Wing Type = Delta wing Aspect ratio = 3.49 Wing Area = 62 m2 Wing Span = 14.7m Camber at the root = 6.4887m Camber at the tip =1.95m Mean aerodynamic Chord =4.625m Location of chord = 3.015m

Aerofoil Selection
To estimate the related values for designing of the aerofoil. Then the required aerofoil selected and thet is used in the aircraft construction.

Vstall Estimation:
Vapproach = 1.2 * Vstall

Assume the Vapproach as 250 knots for typical fighter.

Vstall = (250 * 0.3098)/1.2 Vstall = 64.541 m/s

Lift Coefficient estimation:

The maximum lift coefficient is estimated as follows , CLmax = (2*w0)*(1/v2*s) Where, W0 = overall weight of the aircraft. . = density at the altitude 17068 m S = surface area of the wing CLmax = (2*36363.6)/(62*1.4*250.34*250.34) CLmax = 0.014 Leading edge flap = 0.3 Plain flap = 0.9 Total cLmax = 0.014+0.3+0.9 CLmax = 1.214

Reynolds number The Reynolds number is needed to select the aerofoil and it is calculated as follows Re no = (*v*c)/ Where, . = density at 17000 m V = cruise velocity C = mean aerodynamic chord = viscous coefficient = 0*(T/273)0.75 where T = thrust required. 0 = 1.734*10-5 N.S/m2 = (1.734*10-5)*(356.73/273)0.75 = 2.119*10-5 re no = (0.175*250.3424*4.625)/ 2.119*10-5 Re no = 9.56*106

Conclusion :
The values required for the selection of the aerofoil is calculated and with the corresponding values aerofoil is selected. Vstall = 64.541 m/s. : CLmax = 1.214 Reynolds no = 9.56*106

CONTROL SURFACE SIZING

To size the control surface of our aircraft and this control surfaces are reason for the controlled flight.

Aileron:
Span = 90% of the wing span = 0.9*14.7 = 13.23 m. Chord =20-25%of wing chord = 20% of wing chord = 0.2*4.625 = 0.925 m. Hinge axis = 5% of aileron chord = 0.05*0.925 = 0.04625 m.

Rudder:
Span = 90% of the vertical tail span = 0.9*1.65 = 1.485 m. Chord = 20-25%of the vertical tail chord = 20%of the vertical tail chord = 0.2*0.7837 = 0.15 m Hinge axis = 5% of the rudder chord = 0.05* 0.15 = 0.007

Elevator:

Span =90% of the horizontal tail span = 0.9*5.011 = 4.5 m. Chord = 25-50% of the horizontal tail chord = 20% of the horizontal tail chord = 0.2*2.387 = 0.4774 m. Hinge axis = 5% of elevator chord = 0.05*0.4774 = 0.02387 m.

Conclusion: The control surfaces are the main reason for the three movements. The three movements are pitching movement, yawing movement, rolling movement. Thus the control surfaces are designed and sized.

DRAG ESTIMATION To calculate the amount of drag that is formed in our aircraft.

Drag:
Drag is a aerodynamic force which is parallel to the relative wind. Drag forces is occurred in the aircraft by different ways. So there are many types of drags are there.

Parasite drag:
Drag that is caused due to the payload that is carried in the aircraft.

Form drag:
Form drag is formed due to the shapes that is used in the aircraft while constructing it.

Skin friction drag : The skin friction drag is due to the surface discontinuities and some rashes in the surface. Zero lift drag coefficient:
Parasite drag coefficient cfe = 0.0035 (constant) Zero lift drag coefficient cdo = cfe*(swet/sref) Cdo = 4*0.0035 Cdo = 0.014 (swet/sref is considered as 4 from the other fighters value) Ostwald efficiency factor e = 0.8 K = 1/(*A.R*e) = 1/(3.14*3.49*0.8) K = 0.114

Drag coefficient :
Cd = cdo + k*cLMAX2 = 0.014+0.173*1.2142

Cd = 0.269

Drag at cruise speed :

D = 0.5*vcruise2*s*cd* = 0.5*250.3424*250.3424*62*0.269 D = 93.538 KN CLmax /cd= 4.12 = L/D L =d*4.12 L = 385.37 KN.

Conclusion: Thus the drag estimation is done and the drag values are estimated in terms of their coefficients.

Drag at cruise speed D = 93.538 KN. PERFORMANCE CALCULATION

The performance parameters are must to be calculated to know about the performance based specification of the designed aircraft.

Rate of climb:
The rate at which the aircraft climbs into the sky. It is calculated as follows, R/C = ((T-D)*V)/w Where, T = thrust required D = drag estimated V = vstall W = overall weight. = ((348.041 73.39)64.541)/31677 R/C = 57.04

Take off calculation :

Vtakeoff = 1.1*vstall Vtakeoff = 71 m/s.
Landing calculation :

V approach = 250 knots as referred in the book. Glide angle : The angle at which the aircraft can glide without using the power in that time.

Tan = 1/(L/D) =476

Maximum range(theoretical) :
Maximum distance covered by the aircraft with the full fuel and the full weight. R = h/tan R = 201168 m. As calculated theoretically with altitude is taken as 16500 m.
Time to climb:

The approximate time taken to climb into the sky. T = 0h dh/(r/c) Where, H = altitude R/C =rate of climb T = 2.4 minutes approximately.

Flight path radius:

The maximum radius at which the aircraft turns while manuering and performing the stunts. R = (6.96*vstall2)/g = (6.96*64.5412)/9.81 R = 2955.36 m

STABILITY: AERODYNAMIC CENTER (AC): It is of crucial importance that the aircraft's Centre of Gravity (CG) is located at the right point, so that a stable and controllable flight can be achieved. In order to achieve a good longitudinal stability, the CG should be ahead of the Neutral Point (NP), which is the Aerodynamic Centre of the whole aircraft. NP is the position through which all the net lift increments act for a change in angle of attack. The major contributors are the main wing, stabilizer surfaces and fuselage. The bigger the stabilizer area in relationship to the wing area and the longer the tail moment arm relative to the wing chord, the farther aft the NP will be and the farther aft the CG may be, provided it's kept ahead of the NP for stability.

The angle of the fuselage to the direction of flight affects its drag, but has little effect on the pitch trim unless both the projected area of the fuselage and its angle to the direction of flight are quite large. A tail-heavy aircraft will be more unstable and susceptible to stall at low speed e. g. during the landing approach. A nose-heavy aircraft will be more difficult to takeoff from the ground and to gain altitude and will tend to drop its nose when the throttle is reduced. It also requires higher speed in order to land safely. The angle between the wing chord line and the stabilizer chord line is called The Longitudinal Dihedral (LD) for a given centre of gravity, there is a LD angle that results in a certain trimmed flight speed and pitch attitude. If the LD angle is increased the plane will take on a more nose up pitch attitude, whereas with a decreased LD angle the plane will take on a more nose down pitch attitude.

There is also the Angle of Incidence, which is the angle of a flying surface related to a common reference line drawn by the designer along the fuselage. The designer might want this reference line to be level when the plane is flying at level flight or when the fuselage is in its lowest drag position. The purpose of the reference line is to make it easier to set up the relationships among the thrust, the wing and the stabilizer incidence angles. Thus, the Longitudinal Dihedral and the Angle of Incidence are interdependent.

Longitudinal stability is also improved if the stabilizer is situated so that it lies outside the influence of the main wing downwash. Stabilizers Are therefore often staggered and mounted at a different height in order to improve their stabilizing effectiveness. It has been found both experimentally and theoretically that, if the aerodynamic force is applied at a location 1/4 from the leading edge of a rectangular wing at subsonic speed, the magnitude of the aerodynamic moment remains nearly constant even when the angle of attack changes. This location is called the wing's Aerodynamic Centre AC. (At supersonic speed, the aerodynamic centreis near 1/2 of the chord).

In order to obtain a good Longitudinal Stability the Centre of Gravity CG Should be close to the main wings' Aerodynamic Centre AC. For wings with other than rectangular form (such as triangular, trapezoidal, compound, etc.) we have to find the Mean Aerodynamic Chord - MAC, which is the average for the whole wing. The MAC calculation requires rather complicated mathematics, so a simpler method called 'Geometric Mean Chord' GMC or 'Standard Mean Chord' SMC may

be used as shown on the drawings below. MAC is only slightly bigger than GMC except for sharply tapered wings. Taper ratio = tip chord/root chord.

The mean aerodynamic chord (MAC) distance from the centre line is calculated as follows: Geometrical mean chord, GMC = (Croot+ Ctip) / 2.

DETERMINATION OF AC FOR WING:

Power required

PR=K1V3+K2/V

in kw

Where

K1=1/2 scd0 K2= bw2/ s b = wing span in m W= over all weihjt in kg = density kg/m3 S= wing area m2 Cdo= zero drag co efficient

Thrust required

TR=PR/V IN KN

Power available

Pavl = T V in KW

Thrust available Tavl= pavl /v in KN

VELOCITY 192 212 232 252 272 292 312 332 352 372 392 412 432 452 472 492 512

POWER REQUIRED 1544523.879 1614265.48 1736332.399 1909954 2135561.83 2414377.921 2748161.422 3139046.82 3589437.31 4101932.561 4679278.595 5324332.266 6040035.601 6829396.96 7695476.982 8641377.955 9670235.686

THRUST REQUIRED 8044.395201 7614.45981 7484.191376 7579.182538 7851.330259 8268.417538 8808.209685 9454.9603 10197.26508 11026.70043 11936.93519 12923.13657 13981.56389 15109.28531 16303.97666 17563.77633 18887.17908

THRUST POWER AVAILABLE AVAILABLE 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 26049024 28762464 31475904 34189344 36902784 39616224 42329664 45043104 47756544 50469984 53183424 55896864 58610304 61323744 64037184 66750624 69464064

532 552 572 592 612 632 652 672 692 712 732 752 772 792 812 832 852 872 892 912 932 952 972 992

10785213.2 11989495.81 13286287.21 14678806.4 16170285.13 17763965.94 19463100.49 21270948.16 23190775.01 25225852.77 27379458.11 29654871.96 32055378.98 34584267.06 37244826.96 40040351.93 42974137.42 46049480.86 49269681.4 52638039.76 56157858.02 59832439.51 63665088.65 67659110.88

20272.95715 21720.10111 23227.77485 24795.28107 26422.03452 28107.54105 29851.38111 31653.19667 33512.68065 35429.5685 37403.63129 39434.67016 41522.51163 43667.00387 45868.0135 48125.42299 50439.12842 52809.03768 55235.06884 57717.14886 60255.21247 62849.20116 65499.0624 68204.74887

135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672 135672

72177504 74890944 77604384 80317824 83031264 85744704 88458144 91171584 93885024 96598464 99311904 102025344 104738784 107452224 110165664 112879104 115592544 118305984 121019424 123732864 126446304 129159744 131873184 134586624

POWER REQUIRED VS VELOCITY

80000000

70000000

60000000

50000000

40000000

30000000

20000000

10000000

0 0 200 400 600 800 1000 1200

THRUST REQUIRED VS VELOCITY

80000000

70000000

60000000

50000000

40000000

30000000

20000000

10000000

0 0 200 400 600 800 1000 1200

POWER AVAILABLE VS VELOCITY

160000000

140000000

120000000

100000000

80000000

60000000

40000000

20000000

0 0 200 400 600 800 1000 1200

THRUST AVAILABLE VS VELOCITY

300

250

200

150

100

50

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

velocity
215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215 215

Load factor
1.000152 1.000609 1.001371 1.002439 1.003816 1.005503 1.007502 1.009817 1.012452 1.015411 1.018697 1.022317 1.026277 1.030582 1.035239 1.040257 1.045643 1.051408 1.057559 1.064109 1.071068 1.07845 1.086266 1.094532 1.103264 1.112477 1.122189 1.13242 1.143191 1.154523 1.16644 1.178969 1.192136 1.205972 1.220509 1.235781

radius of turn
270089.4553 135003.7091 89956.75848 67419.64701 53886.34498 44854.99392 38396.14186 33545.1388 29765.98686 26737.14824 24253.9516 22179.98681 20420.81231 18908.93889 17594.91835 16441.62361 15420.69045 14510.03633 13692.23934 12953.36062 12282.11045 11669.25212 11107.15976 10589.47101 10110.84637 9666.762794 9253.368747 8867.362103 8505.897085 8166.503749 7847.031021 7545.598431 7260.551793 6990.427689 6733.93365 6489.919039

Turn rate
91295827 45634020 30407240 22789214 18214686 15161905 12978688 11338947 10061518 9037704 8198334 7497292 6902653 6391611 5947444 5557607 5212510 4904690 4628258 4378502 4151605 3944447 3754448 3579459 3417674 3267564 3127829 2997351 2875168 2760446 2652458 2550568 2454216 2362908 2276208 2193726

velocity
215 215 215 215 215 215 215 215 215

Load factor
1.251825 1.268683 1.286398 1.305018 1.324593 1.34518 1.36684 1.389639 1.413648

radius of turn
6257.355523 6035.324109 5822.998482 5619.635133 5424.562206 5237.169869 5056.907577 4883.270554 4715.801183

Turn rate
2115115 2040064 1968293 1899552 1833613 1770271 1709339 1650646 1594038

BANK ANGLE VS RADIUS OF TURN

40000

35000

30000

25000

20000

radius of turn

15000

10000

5000

0 0 20 40 60 80 100 120

BANK ANGLE VS RATE OF TURN

0.14

0.12

0.1

0.08 rate of turn 0.06

0.04

0.02

0 0 20 40 60 80 100 120

OVERALL WEIGHT VS WING LOADING

700

600

500

400 Wing loading 300

200

100

0 0 10,000 20,000 30,000 40,000 50,000 60,000 70,000

OVERALL WEIGHT VS THRUST WEIGHT RATIO

0.7

0.6

0.5

0.4 Thrust weight ratio 0.3

0.2

0.1

0 0 10,000 20,000 30,000 40,000 50,000 60,000 70,000

OVERALL WEIGHT VS ASPECT RATIO

4 aspect ratio 3

0 0 10,000 20,000 30,000 40,000 50,000 60,000 70,000

OVERALL WEIGHT VS TAPER RATIO

16

14

12

10

taper ratio

0 0 10,000 20,000 30,000 40,000 50,000 60,000 70,000

THREE VIEWS OF AIRCRAFT