JAWAHARALAL

INSTITUTE OF TECHNOLOGY
(Approved by AICTE & Affiliated to Anna University)
COIMBATORE 641 105

NAME

: J.Dinesh Raja Ruban

REG.NO : 080101134017
SUBJECT : Aircraft Design Lab I
COURSE : Aeronautical Engineering

JAWAHARLAL INSTITUTE OF TECHNOLOGY

COIMBATORE 641 105

DEPARTMENT OF AERONAUTICAL ENGINEERING

Certified that this is the bonafide record work done by

J.Dinesh Raja Ruban in the AIRCRAFT DESIGN LAB I of this institution as

prescribed by the Anna University, Coimbatore for the Sixth semester during the
year 2010 2011.

Staff In charge:

Head of the Department

University Register No.:080101134017

Submitted for the Practical Examination of the Anna University conducted on

INTERNAL EXAMINER

EXTERNAL EXAMINER

ACKNOWLEDGEMENT

Firstly I would like to thank the Almighty God for always being by my side and providing me with
strength and capability to face all types of situations during this project tenure.

I extend my fullest and ever owing thanks to Dr.K.K.Babu, Principal, Jawaharlal Institute of
Technology, Coimbatore, for the academic freedom and inspiration.

With deep sense of gratitude, I extend my earnest & sincere thanks to our guideDr.Rajasekar
M.S., Ph.D, Head Of The Department, Aeronautical Engineering , Jawaharlal institute of technology,for
his systematic guidance, encouragement and for providing valuable insights offered over the course of
this project report.

I also thank everyone who lent us support in the completion of this project.

Introduction:
There 2 classes of fighter aircraft. They are class-1 and class-2 fighter aircrafts. The class
one fighter is officially an air superiority fighter. Most of it can function either as multi role
fighters and ground attack. Air superiority fighter mainly does the function to gain air space
control over the enemy territory so that the bombers can bomb their targets safely, and give
support for the ground units. They literally make the enemy air space home ground for the
invaders aircrafts. Class2 fighters mainly concentrate on electronic warfare and ground attack
along with surveillance.
Today, complex sets of requirements and objectives include specification of airplane
performance, safety, reliability and maintainability, subsystems properties and performance, and
others. Some of these are illustrated in the table below

Aircraft Design Objectives and Constraints

Issue

Military
Mission accomplishment and

Dominant design criteria

survivability
Adequate range and response
Performance

Overall mission accomplishment

Short-to-moderate runways
All types of runway surfaces
Airfield environment

Often Spartan ATC, etc.

Limited space available

Low maintenance- availability

issue
System complexity and mechanical

Acceptable system cost

design

Reliability and survivability

Damage tolerance

Government regulations and community

Military standards

acceptance

--Performance and safety -Reliability oriented

Low noise desirable

 --Good neighbor in peace --

Dectability in war

Today, complex sets of requirements and objectives include specification of airplane

performance, safety, reliability and maintainability, subsystems properties and performance, and
others. Some of these are illustrated in the table below

Aircraft Design Objectives and Constraints

Issue

Military
Mission accomplishment and

Dominant design criteria

survivability
Adequate range and response
Performance

Overall mission accomplishment

Short-to-moderate runways
All types of runway surfaces
Airfield environment

Often Spartan ATC, etc.

Limited space available

Low maintenance- availability

issue
System complexity and mechanical

Acceptable system cost

design

Reliability and survivability

Damage tolerance

Government regulations and community

Military standards

acceptance

--Performance and safety -Reliability oriented

Low noise desirable
--Good neighbor in peace --

Dectability in war

Requirements:
The followings are the requirements of the aircraft.
Maximum range

: 2000 Kilometers

Endurance

: 10 Hours

Pay load

: 6000 Kilogram

Cruise altitude

: 14175 Meters

Maximum Mach number : 3

Number of crew

:2

Mission Profile:

A
L
T
I
T
U
D
E

12

Range

Mission
Description

Distance

Time

Altitude

1-2

Ground run

150 Meters

5 Seconds

0 Meter

2-3

Ascent

185 Meters

6 Minutes

14175 Meters

3-4

Cruising

2000 Meters

4 Seconds

14175 Meters

4-5

Aerobatic

1000 Meters

2 Seconds

14175 Meters

5-6

Nose down

4175 Meters

4 Seconds

Segment

14175-10000
Meters

6-9

Descent

200 Km

3 Minutes

10000-0 Meters

9-10

Halt

100 Meters

4 Seconds

0 Meter

From the ground run, from available data of on-service aircraft,

Weight ratio, W1/W0 = 0.85
For climbing, from the historical data
W2/W1 = 0.96
For cruising,
Velocity of an aircraft at 14,000 meter altitude = 885.20 m/s
Speed of sound at 14,000 meter altitude = 295 m/s

a=RT
a=P/
Assuming the flight velocity at Mach number 3.
From Bequests range equation,

W3/W2 = e-RCt / V(L/D)max

Range assumed for this segment of mission profile (Cruising) = 200 Km

G.S.R = Range/Head wind
Head wind = 15 m/s = 54 Km/hr
G.S.R = Range/1.5

G.S.R = 200/1.5
G.S.R = 133.33 Km/hr

Time = G.S.R / Vcruise

G.S.R = 133.33/3186.74
Time = 0.0418 hours

Additional distance = Head wind G.S.R / (31062)

Additional distance = 54 Km/hr 133.33/3186.72 hr
Additional distance = 2.25 Km
Range = 200 + 2.25
Range = 202.25 Km
By studying the variation in characteristics of L/D ratio, it has been found that L/D ratio varies
from 6 to 14.
Weight ratio for cruise,

W3/W2= e RCt/ V(L/D)max

[W3/W2]@6 = e-[(202.25*0.6) / (3186.72*6)]
W3/W2@6 = 0.9936
[W3/W2]@8 = e-[(202.25*0.6) / (3186.72*8)]

W3/W2@8 = 0.9952
[W3/W2]@10 = e-[(202.25*0.6) / (3186.72*10)]
W3/W2@10 = 0.9962
[W3/W2]@12 = e-[(202.25*0.6) / (3186.72*12)]
[W3/W2@12]= 0.9968
The next segment is aerobatic maneuvers. Let the time spent for this segment (3-5) is 5 hours.
-

W4/W3= e RCt/ V(L/D)max

[W4/W3]@6 = e-[(800*0.6) / (3186.72*6)]

[W4/W3]@6 = 0.9752
[W4/W3]@8 = e-[(800*0.6) / (3186.72*8)]
[W4/W3]@8 = 0.9813
[W4/W3]@10 = e-[(800*0.6) / (3186.72*10)]
[W4/W3]@10 = 0.9850
[W4/W3]@12 = e-[(800*0.6) / (3186.72*12)]
[W4/W3]@12 = 0.9875
Next segment of mission profile is the stage of development of artillery weapons and the pay
load reduced to 5700 Kg.

W5/W4= e RCt/ V(L/D)max

[W5/W4]@6 = e-[(700*0.6) / (3186.72*6)]
[W5/W4]@6 = 0.9782
[W5/W4]@8 = e-[(700*0.6) / (3186.72*8)]
[W5/W4]@8 = 0.9836
[W5/W4]@10 = e-[(700*0.6) / (3186.72*10)]
[W5/W4]@10 = 0.9869
[W5/W4]@12 = e-[(700*0.6) / (3186.72*12)]
[W5/W4]@12 = 0.9890
For the nose down maneuver, from the historical data,
W6 / W5 = 0.9860
Next segment in the mission profile is cruise before halting.
Range = 200
G.S.R = 200/1.5
G.S.R = 133.33 Km
Altitude = 9175 m 10 Km
Pressure = 2.6500104

Density = 4.135110-1

a = P/
a = (1.426500104) / (4.135110-1)
a = 299.53 m/s
a = 1078.30 Km/hr
As mach number is 3,
V = a3
V = 1078.303
V = 3234.924 Km/hr
Time = 133.33 / 3234.924
Time = 0.04121 hours
Head wind = 15 m/s
Head wind = 54 Km/hr
Actual additional distance = 540.04121
Actual additional distance = 2.2256 Km
Total rate range = 200 + 2.2256
Total rate range = 202.2256 Km

For cruising,

W7 / W6 = e- RCt/V(L/D)max

[W7/W6]@6 = e-[(202.22*0.6) / (3234.924*6)]

[W7 / W6]@6 = 0.9937
[W7/W6]@8 = e-[(202.22*0.6) / (3234.924*8)]
[W7 / W6]@8 = 0.9953
[W7/W6]@10 = e-[(202.22*0.6) / (3234.924*10)]
[W7 / W6]@10 = 0.9962
[W7/W6]@12 = e-[(202.22*0.6) / (3234.924*12)]
[W7 / W6]@12 = 0.9968
For descending, the aircraft is assumed to consume less amount of fuel.
W8/W7 = 0.97
For landing and halting, fuel consumption is very less
W9/W8 = 0.99

W9/W0=(W1/W0)(W2/W1)(W3/W2)(W4/W3)
(W5/W4)(W6/W5)(W7/W6)(W8/W7)(W9/W8)

[W9/W0]@6 = 0.85*0.960*0.9936*0.9752*0.9782*0.986*0.9937*0.97*0.99

[W9/W0]@6 = 0.7274
[W9/W0]@8 = 0.85*0.975*0.9952*0.9813*0.9836*0.986*0.9953*0.98*0.99
[W9/W0]@8 = 0.7579
[W9/W0]@10 = 0.85*0.975*0.9962*0.9850*0.9869*0.986*0.9962*0.98*0.99
[W9/W0]@10 = 0.7648
[W9/W0]@12 = 0.85*0.975*0.9968*0.9875*0.9890*0.986*0.9968*0.98*0.99
[W9/W0]@12 = 0.7693

Wf/Wg= 1.06[1- ( W9/W0)]

[Wf/Wg]@6 = 1.06[1-0.7274]
[Wf/Wg ]@6 = 0.2889
[Wf/Wg]@8 = 1.06[1-0.7579]
[Wf/Wg ]@8 = 0.2566
[Wf/Wg]@10 = 1.06[1-0.7648]
[Wf/Wg] @10 = 0.2493
[Wf/Wg]@12 = 1.06[1-0.7693]
[Wf/Wg] @12 = 0.2445

(Wf/Wg) Vs (L/D)
0.295
0.29
0.285
0.28

Wf/Wg

0.275
0.27
0.265

Series1

0.26
0.255
0.25
0.245
0.24
0

10

12

L/D

Wg = WPay / {1- (Wf/Wg) 1.202[2.202]-0.06}

WPay = 1- (Wf/Wg) Wg 1.202[2.202 Wg]-0.06 Wg

WPay = 1- (Wf/Wg)Wg 1.202[2.202 Wg]-0.06 Wg0.94
Where,

K1 = 1- (Wf/Wg)
K2 = 1.202[2.202]-0.06

K1Wg- K2Wg0.94 = WPay

14

At L/D = 6,
[1-0.2889] Wg 1.202(2.202)-0.06 = Wpay
0.7111 Wg 0.9728 Wg0.94 = 6000
Wg = 52323.58 Kg

At L/D = 8,
[1-0.2889] Wg 1.202(2.202)-0.06 Wg0.94 = Wpay
0.7434 Wg 0.9728 Wg0.94 = 6000
Wg = 43132.17 Kg

At L/D = 10,
[1-0.2493] Wg 1.202(2.202)-0.06 Wg0.94 = Wpay
0.7507 Wg 0.9728 Wg0.94 = 6000
Wg = 41401.87 Kg
At L/D = 12,
[1-0.2445] Wg 1.202(2.202)-0.06 Wg0.94 = 6000
0.7555 Wg 0.9728 Wg0.94 = 6000
Wg = 40331.26 Kg

Wg Vs (L/D)Max
60000

50000

Wg

40000

30000
Series1
20000

10000

0
0

10

(L/D)Max

We/Wg = 1.202 [2.202 Wg]-0.06

[We/Wg]@6 = 1.202[2.202*52323.58]-0.06
We/Wg@6 = 0.5068
[We/Wg]@8 = 1.202[2.202*43132.17]-0.06

12

14

We/Wg@8= 0.5127
[We/Wg]@10 = 1.202[2.202*41401.87]-0.06
We/Wg@10= 0.5140
[We/Wg]@12 = 1.202[2.202*40331.26]-0.06
We/Wg@12= 0.5148

For L/D = 6,
WPay= 0.1146
Wf/Wg = 0.2889
We/Wg= 0.5068
Wg = 52323.58 Kg

For L/D = 8,
WPay= 0.1391
Wf/Wg = 0.2566
We/Wg= 0.5127
Wg = 43132.17 Kg

For L/D = 10,

WPay= 0.1449
Wf/Wg = 0.2493
We/Wg= 0.5140
Wg = 41401.87 Kg

For L/D = 12,

WPay= 0.1487
Wf/Wg = 0.2445
We/Wg= 0.5148
Wg = 40331.26 Kg

Lift coefficient of wing,

CL = Cl/ [1+(2/A2)]
A = Span2 / Wing Plan form Area
Taper ratio = Tip chord / Root chord
Maximum lift coefficient of the wing,
CLMax = 3
Landing distance, SLand = 100m
Approach velocity,

Va = SLand/0.3
Va = 500/0.3
Approach velocity,
Va = 40.82 m/s

Stall velocity,

Vs = Va/1.3
Vs = 40.82/1.3
Stall velocity,
Vs = 31.40 m/s

(W/S)Land = 1/2V2SCLMax
Where,
= 1.225 Kg/m3
(W/S)Land = 1/21.225 (31.40)23
(W/S)Land = 1811.70

LANDING WEIGHT OF AN AIRCRAFT:

Let the landing weight ratio = 0.62
Landing weight = 32500 Kg
SLand = W/1811.70
SLand = 32500/1811.70
SLand = 17.93 m

Stall velocity, Vs@+10% = 31.40+31.40(10/100)

Stall velocity, Vs@+10% = 34.54 m/s

(W/S)Land = 1/2V2SCLMax
(W/S)Land = 1/21.225 (34.54)23
(W/S)Land = 2192.15
SLand = 32500 / 2192.15
SLand = 14.82 m

Stall velocity, Vs@-10% = 31.40 - 31.40 (10/100)

Stall velocity, Vs@+10% = 28.26 m/s
(W/S)Land = 1/2V2SCLMax

(W/S)Land = 1/21.225(28.26)23
(W/S)Land = 1467.47 Kg

SLand = 32500 / 1467.47

SLand = 22.146 m

SELECTION OF WING LOADING:

VMax = 1.1 VCruise
VMax = 1.1 3186.72
VMax = 3505.392 Km/hr

Log SWet = {0.5+0.5log10[52323.582.202]} / (3.29)2

Swet = 39.506 m2
K = 1/eA
K = 1/ (0.73)
K = 0.0757

CD = CD0 + KCL2
Where,

CD0 = Cfe (Swet/S)

CD0 = 0.005 (39.506/17.93)
CD0 = 0.0110
CD = 0.0110 + (0.075732)
CD = 0.692

T/W = CD1/2V2Max / (W/S)

T/W = {0.6921/21.225(973.72)2}/1811.70
T/W = 221.81

CD0 = Cfe (Swet/S)

CD0 = 0.005 (39.506/14.82)

CD0 = 0.0133

CD = 0.0133+ (0.075732)
CD = 0.694

T/W = CD1/2V2Max / (W/S)

T/W = {0.6941/21.225(973.72)2}/2190.15
T/W = 184.01

CD0 = Cfe (Swet/S)

CD0 = 0.005 (39.506/22.146)
CD0 = 8.9110-3

CD = 8.9110-3 + (0.075732)
CD = 0.690

T/W = CD1/2V2Max / (W/S)

T/W = {0.6901/21.225 (973.72)2}/1467.47
T/W = 273.14
T/W = 3090, CD = 0.692

(T/W) = CD 1/2V2Max(S/W)

3090 = 0.692 (1/2) 1.225 (3505.39)2 (S/W)

(W/S) = 1.6848103

T/W = 2595.5, CD = 0.694

(T/W) = CD 1/2V2Max(S/W)
2595.5 = 0.694 (1/2) 1.225 (3505.39)2 (S/W)
(W/S) = 2.012103

T/W = 3753.71, CD = 0.690

(T/W) = CD 1/2V2Max(S/W)

3753.71 = 0.690 (1/2) 1.225 (3505.39)2 (S/W)

(W/S) = 6.420104

WT0 = 52323.58 Kg

Log (SWet) = C + Dlog(WT0)

C = 0.1, D = 0.5
Log (SWet) = 0.1 + 0.5log(52323.58)
SWet = 39.506 m2

(W/S)take off = (W/S)landing / 0.62

(W/S)take off = 1811.7 / 0.62
(W/S)take off = 2922.07

CD0 = Cfe (Swet/Stake off)

CD0 =0.005 (39.506/17.90)
CD0 = 0.0110

CD = {Cfe Swet(W/S)take off}/ {Wtake off 9.81}

CD = {0.00521.4582438.35} / {52323.58 9.81}

CD = 5.09510-4

CD Clean = CD0 + KCL2 + CD0

CD Clean = 0.0110 + (1/eA)32 + 0

CD Clean = 0.0110 + (1/0.86)32
CD Clean = 0.6078

CD Take off = CD0 + KCL2 + CD0

CD Take off = 0.0110 + (1/eA)32 + 0.01

CD Take off = 0.0110 + (1/0.756)32+ 0.01
CD Take off = 0.6576

CD Landing = CD0 + KCL2 + CD0

CD Landing = 0.0110 + (1/eA)32 + 0.05

CD Landing = 0.0110 + (1/0.76)32+ 0.05

CD Landing = 0.7430

CD Landing Gear = CD0 + CD0

CD Landing Gear = 0.0110 + 0.020

CD Landing Gear = 0.031

F1 = 3Cfe
F1 = 30.005
F1 = 0.015

F2 = (CD0 F1) / (W/S)

F2 = (0.0110 0.015) / 1811.7
F2 = -2.207810-6

F3 = K/q2
F3 = 1/[eA(1/2V2Max)]2
F3 = 1.864310-7

(W/S)Max = F1/F3

(W/S)Max = 0.015/1.864310-7
(W/S)Max = 283187.3 m2
(W/S)Max = 283.18103 m2

Airfoils:
One of the difficulties in designing a good airfoil is the requirement for acceptable offdesign performance. While a very low drag section is not too hard to design, it may separate at
angles of attack slightly away from its design point. Airfoils with high lift capability may
perform very poorly at lower angles of attack.One can approach the design of airfoil sections
with multiple design points in a well-defined way. Often it is clear that the upper surface will be
critical at one of the points and we can design the upper surface at this condition. The lower
surface can then be designed to make the section behave properly at the second point. Similarly,
constraints such as Cmo are most affected by airfoil trailing edge geometry.When such a
compromise is not possible, variable geometry can be employed (at some expense) as in the case
of high lift systems.

Airfoil Parameters:
For my Aircraft, the selected airfoil is NACA 6 digit series. That is NACA 64a204.
The taper ratio of the wing is 0.295
Leading edge sweep angle is 46
Root chord of the wing is 8.61m
Tip chord of the wing is 2.067m
Finess ratio is 0.24

Planform area is 171.098 m2

Aspect Ratio is 6
Span of the wing is 32.04 m
Half span is 16.02 m

Aerofoil:

Wing Design:
There are essentially two approaches to wing design. In the direct approach, one finds the
planform and twist that minimize some combination of structural weight, drag, and CLmax
constraints. The other approach involves selecting a desirable lift distribution and then
computing the twist, taper, and thickness distributions that are required to achieve this
distribution. The latter approach is generally used to obtain analytic solutions and insight into the
important aspects of the design problem, but is is difficult to incorporate certain constraints and
off-design considerations in this approach. The direct method, often combined with numerical
optimization is often used in the latter stages of wing design, with the starting point established
from simple (even analytic) results.
Wing lift distributions play a key role in wing design. The lift distribution is directly related to
the wing geometry and determines such wing performance characteristics as induced drag,
structural weight, and stalling characteristics. The determination of a reasonable lift and Cl
distribution, combined with a way of relating the wing twist to this distribution provides a good
starting point for a wing design. Subsequent analysis of this baseline design will quickly show
what might be changed in the original design to avoid problems such as high induced drag or
large variations in Cl at off-design conditions.

Parameters:
Span:
Selecting the wing span is one of the most basic decisions to make in the design of a wing. The
span is sometimes constrained by contest rules, hangar size, or ground facilities but when it is not
we might decide to use the largest span consistent with structural dynamic constraints (flutter).
This would reduce the induced drag directly.However, as the span is increased, the wing

structural weight also increases and at some point the weight increase offsets the induced drag
savings. This point is rarely reached, though, for several reasons.
1. The optimum is quite flat and one must stretch the span a great deal to reach the actual
optimum.

2. Concerns about wing bending as it affects stability and flutter mount as span is increased.

3. The cost of the wing itself increases as the structural weight increases. This must be
included so that we do not spend 10% more on the wing in order to save .001% in fuel
consumption.

4. The volume of the wing in which fuel can be stored is reduced. It is more difficult to
locate the main landing gear at the root of the wing.

The selection of my aircraft wing is based on the following. They are

Landing speed/landing distance
Maximum speed VMax
Absolute ceiling
Rate of climb

Based on range

SELECTION OF WING BASED ON

(A) LANDING SPEED/LANDING DISTANCE:
Landing ground run:
It is the actual distance the airplane travels from the time the wheel first touch to the time
the airplane comes to a halt.

Landing distance:
It is the horizontal distance the airplane covers from being at the screen height (15m) till
comes to a halt.
Sland = Landing distance
Sland = 500m
VA - Approach Velocity
VA= 1.71 500 m/s
VA= 40.8 m/s
Vs - Stalling Speed
Vs = VA/1.3
Vs = 31.40 m/s
CLmax Maximum lift coefficient
CLmax To be taken from various reference airplanes.

The value of CLmax depends on the following.

(a) Wing geometry i.e. aspect ratio (A), taper ratio () andsweep ().
(b)Airfoil shape.
(c) Flap type, ratio of flap area to wing area (Sflap/S) and flap deflection (flap).
(d) Type of leading edge slat and its deflection.
(e) Reynolds number.
(f) Surface texture.
(g) Interference effect from fuselage, nacelle and pylons.
(h) Influence of propeller slip stream, if present.
Density at the landing airport = 1.225 kg/m3
Wing loading (W/S) based on landing distance = CLmax (Vs2)/2 (N/m2)
= (31.225402)/2
= 1811.7 N/m2

Wland/Wtake-off = [1- (Wfuel/ Wtake-off ) - (Wdisposible/Wtake-off)]

To be estimated from mission,
Fuel consumption and disposed weight = 0.62

(W/S)take-off = (W/S)landing / (Wland/Wtake-off)

(W/S)take-off= 1811.7/ (32500/52323.58)

(W/S)take-off = 1811.7/0.62
(W/S)take-off= 2922.09 N/m2

VStall Vs W/S
40
35
30

VStall

25
20
Series1
15
10
5
0
0

500

1000

W/S

1500

2000

2500

B) MAXIMUM SPEED VMax:

The optimization from Vmax consideration aims at finding out the wing loading which will
result in the lowest thrust requirement for a chosen Vmax at Hcr (cruise altitude).

1) Estimation of Drag polar

(A)

Estimation of CD0
Log10Swet = C + d log10Wtake-off

C and d are constant based on type of airplane

Wtake-off = 52323.58 kg
C = 0.1
d = 0.5
log10 Swet = (0.1) + (0.5) log10 (52323.582.205)
Swet = 39.506

CD0 = CfeSwet / S = CfeSwet (W/S)take-off /Wtake-off

Cfe = Equivalent skin friction drag coefficient (varies from 0.0025 to 0.0065 based on type of
aero plane) = 0.005
Swet = Wetted area
Swet= 39.506 m2

CD0 = Cfe Swet / Stake-off = Cfe Swet (W/S)take-off / Wtake-off

CD0= 0.005 39.506 2922.09 / 52323.589.81
CD0 = 0.00124

(B)

Estimation of K:

For low speed airplane K = 1/(Ae)

Where,
A = Aspect ratio
Aspect ratio = 6
e = Oswald efficiency factor (lies between 0.8 to 0.88 with unswept wing)
e swept wing = e unswept wing cos (0-5)
e = 0.7
K = 1/(Ae)
K = 1/(60.7)
K =0.0757

1) Estimation of drag polar:

CD = CD0 + k CL2
CD= 1.2 10-3 0.0757 CL2

CD Clean cleans drag polar can be used while calculating maximum rate of climb and
subsonic cruise cases.

Configuration

CD0

Landing gear

0.015 to 0.025

No effect

Landing flaps

0.05 to 0.075

0.7 to 0.75

Take-off flaps

0.05 to 0.075

0.75 to 0.8

Clean

0.8 to 0.85

Take-off flaps,
CD0 (1) =0.01
e(1) = 0.75
Landing flaps,
CD0 (2) = 0.05
e(2) = 0.7
Landing gears,
CD0(3) = 0.015

K1 = 1/(Ae)
K1 = 1/(60.75)

K1 = 0.0707

K2 = 1/(Ae)
K2 = 1/(60.7)
K2 = 0.075
Take-off flaps, landing gear up

CD0 (4) = CD0 (1)

CD0 (4) = 0.01
Take-off flaps, landing gear up

CD0 (5) = CD0 (1) + CD0(3)

CD0(5) = 0.025
Landing flaps, gears up

CD0 (6) = CD0 (2)

CD0(6) = 0.05
Landing flaps, gears down

CD0 (7) = CD0 (2) + CD0 (3)

CD0(7) = 0.065

DRAG POLAR FOR DIFFERENT CONFIGURATION:

Clean Configuration,

CD = CD0+KCL2
CD = 1.2 10-3+0.0757CL2
Take-off flaps, landing gear up

CD = CD0 + CD0 (4) + K1 CL2

CD = 0.011 + 0.0707 CL2

Take-off flaps, landing gear down

CD = CD0 + CD0 (5) + K1CL2

CD = 0.02612 + 0.0707 CL2

Landing flaps, gear up

CD = CD0 + CD0 (6) + K2CL2

CD= 0.05112 + 0.075 CL2

Landing flaps, gear down

CD = CD0 + CD0 (7) + K2CL2
CD = 0.01112 + 0.07 CL2

BREAK-UP OF DRAG POLAR:

CD = F1 + F2 (W/S) + F3 (W/S)2

CD = 0.015+0.01388+1.77 10-13
Where,
F1 = sum of the CD0 value of wing, stabilizersarea

CD0 = Cfe Swet/S

CD0= 1.1210-6

F1 = Cfe (Swet/S)wing (1+Sstabilizers/S)

Cfe = 0.005
(Swet/S)wing = 2.0
(Sstabilizers/S) = 0.5
F1 = 0.005(2.0)(1+0.5) = 0.015

F2 = (CD0 - F1) / (W/S)

F2= (1.1210-3- 0.015) W/S
For low subsonic airplane:
Vmax = 1.1 Vcruise

For high subsonic airplane:

Mmax= Mcritical+ 0.04

Mmax = 3.04

Vmax= Mmax speed of sound

Vmax = 1033.6 m/s

F3 =(Ae(0.5Vmax2)-1
F3=1/[(60.7)(0.51.2251033.62)2]
F3=1.7710-13
Wing loading for the lowest thrust requirement (TVmax) for chosen at a given ceiling Hcr

(W/S) = CD qmax/(TVmax/W)
(W/S) = (F1/F3)
(W/S) = (0.5Vmax2)(F1 A e)
(W/S) = (0.51.216510-188.192) (F1 Ae)
(W/S) = 22662.38 N/m2

Vmax Vs (W/S)
450

400

350

300

Vmax

250

Series1

200

150

100

50

0
0

1000

2000

3000
W/S

4000

5000

6000

C) ABSOLUTE CEILING (Hmax):

At absolute ceiling the flight is possible only at one speed at which
Thrust required = Thrust minimum = Drag minimum

Thrust Loading (T/W) = (4CD0 K) = (4k(F1+F2(w/s))

If the flight velocity (VHmax) at the absolute ceiling
Thrust Loading,

(T/W) = (0.5HmaxVHmax2)2CD0/(W/S)
Both VHmax and Hmax are prescribed, then

(W/S) = (CD0/K)(0.5HmaxVHmax2)
CD0 =1.1210-3
K =0.0757
Hmax = 1.216510-1 kg/m3

(W/S) = (CD0/k)(0.5HmaxVHmax2)
= (1.1210-2/0.0757)(0.51.216510-1885.192)
= 7.398410-3VHmax2

VH Max Vs (W/S)
900

800

700

VH Max

600

500

Series1

400

300

200

100

0
0

500

1000

1500

2000

2500

W/S

3000

3500

4000

4500

5000

(D) RATE OF CLIMB:

Wing loading is such that thrust required is minimum for the specified rate of climb (Vc).
For chosen flight velocity V, the optimum wing loading = (W/S)opt = (F1/F3) 0.5
(tR/C)v = (Vc/V) + q(F1/PR/C + F3 + F3PR/C)
For each V, we have an optimum
Each curve corresponding to each V has a minimum. To get the minimum of the minima,
we draw an envelope which is tangential to all the curves. Minimum of this envelop gives the
optimum wing loading from the rate of climb consideration and the corresponding minimum
thrust loading (tR/Cmax)min.
For Jet Airplanes,

V(R/C)max ={(T/W)(W/S)/3CD.0[1+(1+(3/(L/D)max2(T/W)2)]}1/2

(L/D)max = (4 CD0 K)-0.5

(L/D)max = (41.1210-3 0.0757)-0.5
(L/D)max = 54.3016

For propeller Airplanes,

V(R/C)max = {2/ ((K/3CD0)(W/S))}1/2

V(R/C)max = [(1*(W/S))/ (3*0.22785*1.12*10-3) {1+ (1+ (3/54.30162))}]1/2

V(R/C)max = [2613.32 (W/S)]1/2
(W/S) = V(R/C)2/2613.32

VR/C Max Vs (W/S)

900

800

700

VR/C Max

600

500

Series1

400

300

200

100

0
0

50

100

150

W/S

200

250

300

(E) BASED ON RANGE:

For jet airplanes,
The density on altitude and the TSFC depends on flight velocity and altitude. Optimum
wing loading for a chosen Vcr is obtained at different altitude. Minimum of this curve gives the
optimum wing loading and corresponding cruising altitude.

W/S = (F1+CD0)(R/3.6(q/2)(TSFC)/Wtake-off(Wtake-off/Wf)
For Jet airplanes,

V(Cl1/2/CD)max = {2/ (3K/CD0) (W/S)}1/2

V(Cl1/2/CD)max = [2/0.227885[(30.0757)/(1.1210-3)] (W/S)]1/2
V(Cl1/2/CD)max= 117.17 (W/S)1/2
W/S = 3000 N/m2

WTake off =52323.58 Kg

L/D = CL/CD = 6

CLMax = 3
CD0 = 11210-3

K = 0.0757

WFuel/WTake off = 0.288

Range = 2000 Km

Mach number = 3

Cruise altitude = 14000 m

Absolute ceiling = 18000 m

Rate of climb, V = 720 m/s

Rate of climb angle = sin-1(Ve/V) = 14

Climb velocity = 174.18 m/s

Landing distance = 600 m

Maximum efficiency,
Max = CL Max1/2V2/(W/S)

Max = (31/20.2278(720)2)/3000
Max = 59.058

WWing = CSwAR(t/c)-0.4 (1+taper ratio)0.1

Cos(Sweep)-1
Where,

C - Constant (C= 0.6)

Sw - Wing area

AR - Aspect ratio

t/c - Finess ratio

Aspect ratio = span2/plan form area

Taper ratio = Tip chord/Root chord

W/S = 3000

W = 52323.58 Kg

W = 513294.31 N

S = 513294.31/3000
S = 171.09 m2

Aspect ratio = 6

Span2 = Plan form area Aspect ratio

Span2 = 171.096
Span2 = 1026.54

Span = 32.04

Sweep angle = 60

Cos(Sweep)-1 = Cos(60)-1
Cos(Sweep)-1= 2

Plan form area = Span Mean chord

Mean chord =171.09/32.04

Mean chord = 5.33

Mean chord = (Ct+Cr)/2

(Ct+Cr)/2 = 10.67

Ct+Cr = 10.67

Taper ratio = Ct/Cr

Ct/Cr = 0.24

Ct = 0.24Cr

0.24Cr+Cr = 10.67

1.24Cr = 10.67

Cr = 8.61m

Ct = 0.24 8.61

Ct = 2.067m

WWing = CSwAR(t/c)-0.4 (1+taper

ratio)0.1Cos(Sweep)-1
0.30 52323.58= 0.628.146 (t/c)-0.4(1.24)0.12
(t/c)-0.4= 151.66
t/c = 7.0610-6

(VCL/CD)1/2 Vs WS
1000
900
800
700

(VCL/CD)1/2

600
500
Series1
400
300
200
100
0
0

1000

2000

3000

4000

WS

5000

6000

7000

Wing with centre of gravity

Cabin Layout and Fuselage Geometry:

The design of the fuselage is based on payload requirements, aerodynamics, and
structures. The overall dimensions of the fuselage affect the drag through several factors.
Fuselages with smaller fineness ratios have less wetted area to enclose a given volume, but more
wetted area when the diameter and length of the cabin are fixed. The higher Reynolds number
and increased tail length generally lead to improved aerodynamics for long, thin fuselages, at the
expense of structural weight. Selection of the best layout requires a detailed study of these tradeoffs, but to start the design process, something must be chosen. This is generally done by
selecting a value not too different from existing aircraft with similar requirements, for which
such a detailed study has presumably been done. In the absence of such guidance, one selects an
initial layout that satisfies the payload requirements.The following sections are divided into
several parts: the selection of cabin cross-section dimensions, determination of fuselage length
and shape, FAR's related to fuselage design and seating, and finally considerations related to
supersonic aircraft.

Cross-Section Shape:
It is often reasonable to start the fuselage layout with a specification of the cross-section:
its shape and dimensions.
Most fuselage cross-sections are relatively circular in shape. This is done for two reasons
By eliminating corners, the flow will not separate at moderate angles of attack or
sideslip
When the fuselage is pressurized, a circular fuselage can resist the loads with
tension stresses, rather than the more severe bending loads that arise on noncircular shapes.

Fuselage sizing:
We can fine the size of the fuselage by using the formula,

lf = aW0c
where,
a 1.0 1.8
b 0.5 0.25
lf = 0.4 (52323.58)0.4

lf = 0.4 77.17

lf = 30.87 feet

lf = 9.4092

lf = 9.41

Cockpit:
The cockpit must be designed in such a way that, the pilot can visible the runway clearly.

The angle given for our aircraft is 11. This is because the pilot will not get the sight problem to
look the ground while taxing.

Seats in the cockpit:

The seats used for our aircraft is the ejection type seat.
As this is a fighter aircraft to save the life of the pilot we are using the ejector seat model.
As it is important to give him enough comfort to the pilot we have to select the space in
cockpit and other things as per the comfortness of pilot.
The seat pitch is 90cm with the seat width of 55cm.
The head room must be in 165cm above.
The aisle height is greater than 193cm.
Volume per passenger is 0.14m3.

Tail sizing:
We are using the following formula to find the horizontal tail size,

Cht = lhtsht

Formula to find the horizontal tail size is,

Cvt = lvtsvt

Cht/cw = (lht/lw) (sht/sw)

Cvt/cw = (lvt/lw) (svt/sw)

Cht/cw+ Cvt/cw = (lht/lw) (sht/sw) + (lvt/lw) (svt/sw)

Sht/Sw = (Cht/Cw) (lw/lht)

Svt/Sw = (Cvt/Cw) (lv/lvt)

For horizontal tail,

Aspect ratio, AR = 3

Taper ratio, TR = 0.3

For vertical tail,

Aspect ratio, AR = 1.5

Taper ratio, TR = 0.5

(t/c)Tail = 0.9(t/c)Wing
(t/c)Tail = 6.35410-6

Weight:
The structural weight of our aircraft is 1150Kg
The propulsion weight of our aircraft is 1500Kg
The fixed equipment weight of our aircraft is 350Kg
The empty weight of our aircraft is 3000Kg
The weapons weight of our aircraft is 1500 Kg

Engine Selection:
As our aircraft is the fighter aircraft flying at a speed of Mach 3, we selected the turbo fan
engines
Two engines are located in the wing
The dry thrust is assumed to be of 76.4 KN (17,185 lbf)
The thrust with after burner is assumed to be of 109.8 KN (24,675 lbf)

Engine Placement:
The arrangement of engines influences the aircraft in many important ways. Safety,
structural weight, flutter, drag, control, maximum lift, propulsive efficiency, maintainability, and
aircraft growth potential are all affected. Engines may be placed in the wings, on the wings,
above the wings, or suspended on pylons below the wings. They may be mounted on the aft
fuselage, on top of the fuselage, or on the sides of the fuselage. Wherever the nacelles are placed,
the detailed spacing with respect to wing, tail, fuselage, or other nacelles is crucial. Engines
buried in the wing root have minimum parasite drag and probably minimum weight. Their
inboard location minimizes the yawing moment due to asymmetric thrust after engine failure.
However, they pose a threat to the basic wing structure in the event of a blade or turbine disk
failure, make it very difficult to maximize inlet efficiency, and make accessibility for
maintenance more difficult.

Sukhoi Su-27
Manufacturer

Soviet Union

First flight

20 May 1977

Introduced

ENGINE
Model

Saturn/ Lyul'ka AL-31F afterburning turbofans

Thrust

No. Of engines

Dry thrust

33,510 lb (149.06 kN)

Thrust with afterburner

55,116 lb (245.18 kN)

Fuel capacity

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

Gross Weight

51,015 lb (23,140 kg)

Loaded Weight

62,390 lb (28,300 kg)

Maximum Take Off Weight

72,750 lb (33,000 kg)

Max Payload

8,820 lb (4,000 kg)

Armaments

Fuel Capacity

20,725 lb (9,400 kg)

FUSELAGE
Length

71.92 ft (21.94 m)

Height

19.42 ft (5.92 m)

WING
Area (m2)

667.8 ft (62.04 m2)

Span

48.17 ft (14.70 m)

PERFORMANCE
Maximum Speed

Mach 2.35 1,555 mph (2,500 km/h) at 36,090

ft (11,000 m)

Endurance

Service Ceiling

18,500 m (62,523 ft)

Range

3,530 Km (2,070 mi)

Rate of climb

300 m/s

Wing loading

371 Kg/m2

Thrust/weight

1.09

Sukhoi Su-35
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
Model

Saturn 117S with TVC nozzle turbofan

No. Of engines

Dry thrust

8,800 kgf (86.3 kN, 19,400 lbf) each

Thrust with afterburner

14,500 kgf (142 kN, 31,900 lbf) each

Fuel capacity

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

18,400 kg (40,570 lb)

Gross Weight
Loaded Weight

25,300 kg (56,660 lb)

Maximum Take Off Weight

34,500 kg (76,060 lb)

Armaments

FUSELAGE
Length

21.9 m (72.9 ft)

Height

5.90 m (19.4 ft)

WING
Area

62.0 m (667 ft)

Span

15.3 m (50.2 ft)

PERFORMANCE
Maximum Speed

Mach 2.25 (2,390 km/h, 1,490 mph) at altitude

Endurance

Service Ceiling

18,000 m (59,100 ft)

3,600 km (1,940 nmi) ; (1,580 km, 850 nmi

Range
near ground level)
Ferry Range

4,500 km (2,430 nmi) with external fuel tanks

Rate of climb

>280 m/s (>55,100 ft/min)

Wing loading

408 kg/m (84.9 lb/ft)

Thrust/weight

1.1

Sukhoi Su-25
Manufacturer

Soviet Union

First flight

22 February 1975

Introduced

ENGINE
Model

Tumansky R-195 turbojets

No. Of engines

Thrust

44.18 kN (9,480 lbf) each

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

10,740 kg (23,677 lb)

Gross Weight

Loaded Weight

16,990 kg (37,456 lb)

Maximum Take Off Weight

20,500 kg (45,194 lb)

Armaments

4,400 kg (9,700 lb)

FUSELAGE

Length

15.33 m (50 ft 11)

Height

4.80 m (15 ft 9 in)

WING
Area

30.1 m (324 ft)

Span

14.36 m (47 ft 1 in)

PERFORMANCE
Maximum Speed

950 km/h (590 mph, Mach 0.77)

Endurance

Service Ceiling

10,000 m (22,200 ft)

Range

2,500 km (1,553 mi)

Rate of climb

58 m/s (11,400 ft/min)

Wing loading

584 kg/m (119 lb/ft)

Thrust/weight

0.51

Combat radius

375 km (235 mi)

Sukhoi Su-24
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
Saturn/Lyulka AL-21F-3A
Model
afterburningturbojet engines
No. Of engines

Dry thrust

75 kN (16,860 lbf) each

Thrust with afterburner

109.8 kN (24,675 lbf) each

Fuel capacity

11,100 kg (24,470 lb)

ACCOMMODATION
Crew

Two (pilot and weapons system operator)

WEIGHT RATIOS
Empty Weight

22,300 kg (49,165 lb)

Gross Weight

Loaded Weight

38,040 kg (83,865 lb)

Maximum Take Off Weight

43,755 kg (96,505 lb)

Armaments

Up to 8,000 kg (17,640 lb) hard points

FUSELAGE
Length

22.53 m (73 ft 11 in)

Height

6.19 m (20 ft 4 in)

WING
Area

55.2 m (594 ft)

17.64 m extended, 10.37 m maximum sweep

Span
(57 ft 10 in / 34 ft 0 in)

PERFORMANCE
Maximum Speed

2,320 km/h (1,440 mph)

Endurance
Service Ceiling

11,000 m (36,090 ft)

Range

2,775 km (1,500 nm, 1,725 mi)

Rate of climb

150 m/s (29,530 ft/min)

Wing loading

651 kg/m (133 lb/ft)

Thrust/weight

0.60

Takeoff roll

1,550 m (5,085 ft

Landing roll

1,100 m (3,610 ft)

G-Force limit

Sukhoi Su-17
Manufacturer

Soviet Union

First flight
Introduced

1970

ENGINE
Model

Lyulka AL-21F-3 afterburningturbojet

No. Of engines

Dry thrust

76.4 kN (17,185 lbf)

Thrust with afterburner

109.8 kN (24,675 lbf)

Fuel capacity

3,770 kg (8,310 lb)

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

12,160 kg (26,810 lb)

Gross Weight
Loaded Weight

16,400 kg (36,155 lb)

Maximum Take Off Weight

Armaments

Up to 4000 kg (8,820 lb)

FUSELAGE
Length

19.02 m (62 ft 5 in)

Height

5.12 m (16 ft 10 in)

WING

 Spread: 38.5 m (415 ft)

Area

Swept: 34.5 m (370 ft)

Spread: 13.68 m (44 ft 11 in)

Span

Swept: 10.02 m (32 ft 10 in)

PERFORMANCE
Sea level: 1,400 km/h (755 knots, 870
mph)
Maximum Speed

Altitude: 1,860 km/h (1,005 knots,

1,155 mph, Mach 1.7)

Endurance

Service Ceiling

14,200 m (46,590 ft)

Ferry Range

2,300 km (1,240 nmi, 1,430 mi)

1,150 km (620 nm, 715 mi) in hi-lo-hi attack

Combat Range
with 2,000 kg (4,410 lb) war load
Rate of climb

230 m/s (45,275 ft/min)

Wing loading

443 kg/m (90.77 lb/ft)

Thrust/weight

0.68

G-force limit

Airframe lifespan

2,000 flying hours, 20 years

Sukhoi Su-7
Manufacturer

Soviet Union

First flight
Introduced

1955

ENGINE
Model

Lyulka AL-7

No. Of engines

Dry thrust

66.6 kN (14,980 lbf)

Thrust with afterburner

94.1 kN (22,150 lbf)

Fuel capacity

3,220 kg (7,100 lb)

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

8937 kg (lb)

Gross Weight
Loaded Weight

13,570 kg (29,915)

Maximum Take Off Weight

15,210 kg (33,530 lb)

Armaments

2,500 kg (4,410 lb)

FUSELAGE
Length

16.80 m (55 ft 1 in)

Height

4.99 m (16 ft 4 in)

WING

Area (m2)

34 m (366 ft)

Span

9.31 m (30 ft 7 in)

PERFORMANCE
1,150 km/h (620 kn, 715 mph, Mach
0.94) at sea level
Maximum Speed
2,150 km/h (1,160 kn, 1,335 mph) at
high altitude
Endurance
Service Ceiling

17,600 m (57,740 ft)

Range

1,650 km (890 nmi, 1,025 mi)

Rate of climb

160 m/s (31,500 ft/min)

Wing loading

434.8 kg/m (89.05 lb/ft)

Thrust/weight

0.71

Takeoff roll

950 m (3,120 ft)

Landing roll

700 m (2,300 ft)

Sukhoi Su-2
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
Model

Lyulka AL-21F-3 afterburningturbofan

No. Of engines

Dry thrust

60 kN (13,000 lbf) each

Thrust with afterburner

89 kN (20,000 lbf) each

Fuel capacity

4,500 kg (9,900 lb) internal

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

11,150 kg (24,600 lb)

Gross Weight

Loaded Weight

16,000 kg (35,000 lb)

Maximum Take Off Weight

23,500 kg (52,000 lb)

Armaments

5,700 Kg (12450 lb)

FUSELAGE
Length

15.96 m (52.4 ft)

Height

5.28 m (17.3 ft)

WING

Area

51.2 m2 (551 sq ft)

Span

10.95 m (35.9 ft)

PERFORMANCE
At altitude: Mach 2
(2,495 km/h/1,550 mph)
Maximum Speed
At sea level: Mach 1.2
(1,470 km/h/910 mph)
Endurance

Service Ceiling

19,810 m (64,990 ft)

Range

2,900 km (1,800 mi)

Rate of climb

315 m/s (62,000 ft/min)

Wing loading

312 kg/m2(64.0 lb/ft2)

Thrust/weight

1.15

Sukhoi PAK FA
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
New unnamed engine by NPO Saturn and
Model
FNPTS MMPP
No. Of engines

Dry thrust

AL-41F1 of 147 kN

Thrust with afterburner

157 kN

Fuel capacity

10,300 kg (22,711 lb)

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

18,500 kg (40,785 lb)

Gross Weight

Loaded Weight

26,000 kg (57,320 lb)

Maximum Take Off Weight

37,000 kg (81,570 lb)

Armaments

FUSELAGE
Length

19.8 m (65.9 ft)

Height

6.05 m (19.8 ft)

WING
Area

78.8 m2 (848.1 ft2)

Span

14 m (46.6 ft)

PERFORMANCE
2,100 2,500 km/h (Mach 2+)[64][68] (1,300
Maximum Speed
1,560 mph) ; at 17,000 m (45,000 ft) altitude
Endurance
Service Ceiling

20,000 m (65,616 ft)

Range
Rate of climb

350 m/sec (68,900 ft/min)

330(normal) - 470(maximum) kg/m2

Wing loading

Thrust/weight

(67(normal) - 96(maximum) lb/ft2)

1.19

Rafale B
Manufacturer

Dassault Aviation

First flight

4 July 1986

Introduced

4 December 2000

ENGINE
Model

Snecma M88-2 turbofans

No. Of engines

Dry thrust

50.04 kN (11,250 lbf) each

Thrust with afterburner

75.62 kN (17,000 lbf) each

Fuel capacity

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

10,196 kg (22,431 lb)

Gross Weight
Loaded Weight

14,016 kg (30,900 lb)

Maximum Take Off Weight

24,500 kg (53,900 lb)

Armaments

13,350 Kg (29,370 lb)

FUSELAGE
Length

15.27 m (50.1 ft)

Height

5.34 m (17.5 ft)

WING

Area

45.7 m (492 ft)

Span

10.80 m (35.4 ft)

Airfoil

PERFORMANCE
High altitude: Mach 2 (2,390 km/h,
Maximum Speed

1,290 knots)
Low altitude: 1,390 km/h, 750 knots

Endurance
Service Ceiling

16,800 m (55,000 ft)

Combat Radius

1,852+ km

Range

3,700+ km (2,000+ nmi)

Ferry Range

Rate of climb

304.8+ m/s (60,000+ ft/min)

Wing loading

306 kg/m (62.8 lb/ft)

Thrust/weight

1.10

Mirage G8-02
Manufacturer

Dassault Aviation

First flight

18 November, 1967

Introduced

1960

ENGINE
Model

SNECMA Atar9K50turbojets

No. Of engines

Dry thrust

70.1 kN (15,800 lbf) each

Thrust with afterburner

Fuel capacity

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

14,740 kg (32,500 lb)

Gross Weight

Loaded Weight

Maximum Take Off Weight

19,340 Kg (42,548)

Armaments

7,350 Kg (16,170 lb)

FUSELAGE
Length

18.80 m (61 ft 8 in)

Height

5.35 m (17 ft 7 in)

WING
Area

Extended: 15.40 m (50 ft 6 in)

Span

Swept: 8.70 m (28 ft 7 in)

PERFORMANCE
Maximum Speed

2.2 Mach

Endurance

Service Ceiling

18,500 m (60,700 ft)

Range

3,850 km (2,080 nm, 2,390 mi)

MiG-31
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
Model

Soloviev D-30F6 afterburning turbofans

No. Of engines

Dry thrust

93 kN (20,900 lbf) each

Thrust with afterburner

152 kN (34,172 lbf) each

Fuel capacity

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

21,820 kg (48,100 lb)

Gross Weight

Loaded Weight

41,000 kg (90,400 lb)

Maximum Take Off Weight

46,200 kg (101,900 lb)

Armaments

15,600 Kg (34,320lb)
FUSELAGE

Length

22.69 m (74 ft 5 in)

Height

6.15 m (20 ft 2 in)

WING

Area

61.6 m (663 ft)

Span

13.46 m (44 ft 2 in)

PERFORMANCE
High altitude: Mach 2.83 (3,000 km/h,
1,860 mph)

Maximum Speed

Low altitude: Mach 1.2 (1,500 km/h,

930 mph)

Endurance
Service Ceiling

20,600 m (67,600 ft)

Range
Rate of climb

208 m/s (41,000 ft/min)

Wing loading

665 kg/m (136 lb/ft)

Thrust/weight

0.85

MiG-15bis
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
Model

Klimov VK-1turbojet

No. Of engines

Dry thrust

Thrust with afterburner

26.5 kN (5,950 lbf)

Fuel capacity

1,400 L (364 US gal)

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

3,580 kg (7,900 lb)

Gross Weight

Loaded Weight

4,960 kg (10,935 lb)

Maximum Take Off Weight

6,105 kg (13,460 lb)

Armaments

1,650 Kg (3,630 lb)

FUSELAGE
Length

10.11 m (33 ft 2 in)

Height

3.70 m (12 ft 2 in)

WING

Area

20.6 m (221.74 ft)

Span

10.08 m (33 ft 1 in)

PERFORMANCE
Maximum Speed

1,075 km/h (668 mph)

Endurance
Service Ceiling

15,500 m (50,850 ft)

1,200 km, 1,975 km with external tanks (745

Range
mi / 1,225 mi)
Rate of climb

50 m/s (9,840 ft/min)

Wing loading

240.8 kg/m (49.3 lb/ft)

Thrust/weight

0.54

Lockheed Martin F-22 Raptor

Manufacturer

Lockheed Martin

First flight

2009

Introduced

2004

ENGINE
Model

Pratt & Whitney F119-PW-100

No. Of engines

Dry thrust

23,500 lb (104 kN) each

Thrust with afterburner

35,000+ lb (156+ kN) each

18,000 lb (8,200 kg) internally, or 26,000 lb

Fuel capacity
(11,900 kg) with two external fuel tanks

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

43,430 lb (19,700 kg)

Gross Weight
Loaded Weight

64,460 lb (29,300 kg)

Maximum Take Off Weight

83,500 lb (38,000 kg)

Armaments

FUSELAGE
Length

62 ft 1 in (18.90 m)

Height

16 ft 8 in (5.08 m)

WING
Area

840 ft (78.04 m)

Span

44 ft 6 in (13.56 m)

Airfoil

NACA 64A05.92 root, NACA 64A?04.29 tip

PERFORMANCE
At altitude:Mach 2.25 (1,500 mph, 2,410
km/h)
Maximum Speed
Super cruise: Mach 1.82 (1,220 mph, 1,963
km/h)
Endurance

Service Ceiling

65,000 ft (19,812 m)

Combat Radius

410 nmi (471 mi, 759 km)

1,600 nmi (1,840 mi, 2,960 km) with 2

Range
external fuel tanks
Ferry Range

2,000 mi (1,738 nmi, 3,219 km)

Rate of climb

Wing loading

77 lb/ft (375 kg/m)

Thrust/weight

1.08 (1.26 with loaded weight & 50% fuel)

Jaguar A
Manufacturer

SEPECAT (Breguet/BAC)

First flight

8sep1968

Introduced

1973

ENGINE
Model
No. Of engines

Rolls-Royce/Turbomeca Adour Mk
102turbofans
2

Dry thrust

22.75 kN (5,115 lbf) each

Thrust with afterburner

32.5 kN (7,305 lbf) each

Fuel capacity

ACCOMMODATION
Crew

WEIGHT RATIOS
Empty Weight

7,000 kg (15,432 lb)

Gross Weight

Loaded Weight

10,954 kg (24,149 lb)

Maximum Take Off Weight

15,700 kg (34,612 lb)

Armaments

11,200 Kg (24,640 lb)

FUSELAGE
Length

16.83 m (55 ft 2 in)

Height

4.89 m (16 ft 0 in)

WING

Area

24.2 m (220 ft)

Span

8.69 m (28 ft 6 in)

Aspect Ratio

3.12:1

PERFORMANCE
Mach 1.6 (1,699 km/h, 917 knots, 1,056 mph)
Maximum Speed
at 11,000 m (36,000 ft)
Endurance
Service Ceiling

Combat Radius

Range
Ferry Range

14,000 m (45,900 ft)

908 km (490 nmi, 564 mi) (lo-lo-lo, external
fuel)

3,524 km (1,902 nmi, 2,190 mi)

Rate of climb

Wing loading

Thrust/weight

F-111 Aardvark
Manufacturer

General Dynamics

First flight

21 December, 1964

Introduced

18 July, 1967

ENGINE
Model

Pratt & Whitney TF30-P-100turbofans

No. Of engines

Dry thrust

17,900 lbf (79.6 kN) each

Thrust with afterburner

25,100 lbf (112 kN) each

Fuel capacity

ACCOMMODATION
Crew

2 (pilot and weapons system operator)

WEIGHT RATIOS
Empty Weight

47,200 lb (21,400 kg)

Gross Weight

Loaded Weight

82,800 lb (37,600 kg)

Maximum Take Off Weight

100,000 lb (45,300 kg)

Armaments

13,050 lb (5919.38 Kg)

FUSELAGE
Length

73 ft 6 in (22.4 m)

Height

17.13 ft (5.22 m)

WING

 Spread: 657.4 ft (61.07 m)

Area

Swept: 525 ft (48.77 m)

Spread: 63 ft (19.2 m)

Span

Swept: 32 ft (9.75 m)

Aspect Ratio

spread: 7.56, swept: 1.95

Drag Area

9.36 ft (0.87 m)

Zero-Lift Drag Coefficient

0.0186

Airfoil

NACA 64-210.68 root, NACA 64-209.80 tip

PERFORMANCE
Maximum Speed

Mach 2.5 (1,650 mph, 2,655 km/h)

Endurance
Combat radius

1,330 mi (1,160 nmi, 2,140 km)

Service Ceiling

66,000 ft (20,100 m)

Ferry Range

4,200 mi (3,700 nmi, 6,760 km)

Rate of climb

25,890 ft/min (131.5 m/s)

Spread: 126.0 lb/ft (615.2 kg/m)

Wing loading
Swept: 158 lb/ft (771 kg/m)
Thrust/weight

0.61

Lift-to-drag ratio

15.8

MiG-35
Manufacturer

Soviet Union

First flight

Introduced

ENGINE
Model

Klimov RD-33MKafterburningturbofans

No. Of engines

Dry thrust

5,400 kgf, 53.0 kN (11,900 lbf) each

Thrust with afterburner

9,000 kgf, 88.3 kN (19,800 lbf) each

Fuel capacity

ACCOMMODATION
Crew

1 or 2

WEIGHT RATIOS
Empty Weight

11,000 kg (24,250 lb)

Gross Weight
Loaded Weight

17,500 kg (38,600 lb)

Maximum Take Off Weight

29,700 kg (65,500 lb)

Armaments

8,300 Kg (18,260lb)

FUSELAGE
Length

17.3 m (56 ft 9 in)

Height

4.7 m (15 ft 5 in)

WING

Area

38 m2 (124 ft2)

Span

12 m (39 ft 4 in)

PERFORMANCE
Mach 2.25 (2,400 km/h, 1,491 mph) at
Maximum Speed
altitude;[20] 1,450 km/h (901 mph) at low-level
Endurance

Service Ceiling

17,500 m (57,400 ft)

Range

2,000 km (1,240 mi)

Rate of climb

330 m/s (65,000 ft/min)

Wing loading

Thrust/weight

1.14

Conclusion:
Thus the Fighter Aircraft, Class-1 is studied for it performance. The aerofoil has been
selected and the wing has been drawn. The various weight ratios are determined. The centre of
gravity the wing and the fuselage are determined. The center of gravity for the aircraft with the
engine mounted are also determined. And the various aircraft reference data also placed here.