Professional Documents
Culture Documents
ENGINEERING
By,
(reg no: 30507101064)
(reg no: 30507101075)
(reg no: 30507101306)
1
ACKNOWLEDGEMENT
I would like to extent my heartfelt thanks to
Mr. E. Rajakuperan (Head of Aeronautical Department) for giving me his
able support and encouragement. At this juncture I must emphasis the
point that this DESIGN PROJECT would not have been possible without
the highly informative and valuable guidance by Miss Anindya, whose vast
knowledge and experience has helped us go about this project with great
ease. We have great pleasure in expressing our sincere & whole hearted
gratitude to them.
CONTENTS
SR NO
TOPIC
PAGE
INTRODUCTION
V-n DIAGRAM
GUST LOADS
14
20
23
29
WING LOADING
32
35
41
10
MATERIAL SELECTION
47
11
50
12
FLIGHT CONTROLS
58
13
63
14
THREE-VIEW DIAGRAM
66
15
BIBLIOGRAPHY
68
3
INTRODUCTION
Aircraft Design Project-II is a continuation of Aircraft Design Project-I. As
mentioned
in
our
earlier
project,
Business
jet, private
jet or,
persons weight. Thus, an idea of the magnitude of the load factor obtained in
any maneuver can be determined by considering the degree to which one is
pressed down into the seat. Since the operating speed of modern airplanes has
increased significantly, this effect has become so pronounced that it is a primary
consideration in the design of the structure for all airplanes.
The lines of maximum lift capability (curved lines) are the first items of
importance on the Vg diagram. The aircraft in the chart above is capable of
developing no more than +1 G at 62 mph, the wing level stall speed of the
aircraft. Since the maximum load factor varies with the square of the airspeed,
the maximum positive lift capability of this aircraft is 2 G at 92 mph, 3 G at 112
mph, 4.4 G at 137 mph, and so forth. Any load factor above this line is
unavailable aerodynamically (i.e., the aircraft cannot fly above the line of
maximum lift capability because it stalls). The same situation exists for negative
lift flight with the exception that the speed necessary to produce a given
negative load factor is higher than that to produce the same positive load
factor.
If the aircraft is flown at a positive load factor greater than the positive limit
load factor of 4.4, structural damage is possible. When the aircraft is operated in
8
Stall Speed
Stall speed is the slowest speed the aircraft can travel. If the speed of the aircraft
decreases below the stall speed the aircraft will not be able to sustain steady
flight and will stall.
Since stall speed is a function of coefficient of lift
10
11
The positive limit load factor for our aircraft is n(+ve)=L/W(at CL max)
=L/W(at max CL)
=(0647123.4/196000) = 3.3
Therefore Va = 55.63*3.30.5
Va=101m/s
Cruise speed
VC=200m/s (from design data sheet)
Dive speed
Vd= 1.25*Vc
Vd= 1.25*200
Vd = 250m/s
Thus the V-n diagram plotted based on these values is as given below:
The change in the aircraft load factor due to gust is derived as follows:
=tan-1(U/V)
L=1/2V2S(CL,a )
L=1/2VSCL,a
13
=0.0210
ngust=n+n
Therefore,
for
the
stall
speed
of
Vstall,
the
gust
load
factor
is
ngust=1+0.0210=1.0210
For design maneuvering speed of Va of 101m/s.
n= UVaCL,a
2(W/S)
=(1.22*101*0.2*10.6)/((2*196000)/57.42)
=0.038
ngust=3.3+0.038=3.338
For the design cruise speed, Vc=200m/s.
n= UVcCL,a
2(W/S)
=(1.22*200*0.2*10.6)/((2*196000)/57.42)
=0.075
ngust=3.3+0.075=3.375
For the design dive speed, Vdive=250m/s.
n= UVdCL,a
2(W/S)
n =(1.22*250*0.2*10.6)/((2*196000)/57.42)
=0.094
15
ngust=3.3+0.094=3.394
Similarly for the negative angles of attack, the negative lift coefficient is
considered which in turn gives the negative load factor i.e. -1.5 and the load
factor for gust is as follows:
For Vstall,ngust = -1+0.0210= -0.979
For Va ,ngust = -1.5+0.038= -1.462
For Vc,ngust = -1.5+0.075= -1.425
For V d,ngust = -1.5+0.094= -1.406
Based on these values the V-n diagram for gust encounter is plotted as shown
below:
It is assumed that the aircraft is in 1-g load factor when the aircraft experiences
gust.
Notice the shift in the V-n diagram due to gust effects. The load factor between,
dive cruise maneuver is assumed to follow a straight line. The gust line for
stall ,cruise and maneuver can be observed clearly in the above graph.
Therefore joining the points B, C, D, E, D, and F complete the gust V-n
diagram.
The maneuvering and the gust V-n diagram are combined to determine the most
critical load factor at each speed. Since the gust loads are greater than the limit
loads, the increased limit load at all velocities has been denoted by the dotted
line.
17
One interesting point to note for gust V-n diagram is that the load factor due to
gust increases if the aircraft is lighter. This is counter to the natural assumption
that the an aircraft is more likely to have structural failure if it is heavily loaded.
In fact the change in lift due to gust is heavily unaffected by the weight, so that
the change in wing stress is same in either case. If the aircraft is lighter the same
lift increase will cause greater vertical acceleration and hence the rest of the
aircraft experiences greater stress.Aeroelastic effect also influences load factor
due to gust.
18
19
20
Skin:
Stringers:
Increase skin panel buckling strength by dividing into smaller length
sections.
React axial bending loads
Ribs:
Maintain the aerodynamic shape
Act along with the skin to resist the distributed aerodynamic pressure
loads
Distribute concentrated loads into the structure & redistribute stress
around any discontinuities
Increase the column buckling strength of the stringers through end
restraint
Increase the skin panel buckling strength.
22
This method is more suitable for aircraft wings with medium to high load
intensities and differs from the mass boom concept in that the upper and lower
skins also contribute to the span wise bending resistance.
Another difference is that the concept incorporates span wise stringers
(usually z section) to support the highly stressed skin panel area. The
resultant use of a large number of end-load carrying members improves the
overall structural damage tolerance.
Design Difficulties Include:
Interactions between the ribs and stringers so that each rib either has to
pass below the stringers or the load path must be broken. Some examples
of common design solutions are shown in figure
Many joints are present, leading to high structural weight, assembly times,
complexity, costs & stress concentration areas.
The concept described above is commonly known as built-up
construction method. An alternative is to use a so-called integral construction
method. This was initially developed for metal wings, to overcome the inherent
drawbacks of separately assembled skin-stringer built-up construction and is
very popular now-a-days. The concept is simple in that the skin-stringer panels
are manufactured singly from large billets of metal. Advantages of the integral
construction method over the traditional built-up method include:
23
Disadvantages include:
Reduced damage tolerance so that planks are used
Difficult to use on large aircraft panels.
Fig. Basic metal-sparred wing using a honeycomb 'D' box leading edge
Types of spars:
In the case of a two or three spar box beam layout, the front spar should
be located as far forward as possible to maximize the wing box size, though this
is subject to there being:
24
Ribs:
For a typical two spar layout, the ribs are usually formed in three parts
from sheet metal by the use of presses and dies. Flanges are incorporated around
25
the edges so that they can be riveted to the skin and the spar webs Cut-outs are
necessary around the edges to allow for the stringers to pass through Lightening
holes are usually cut into the rib bodies to reduce the rib weight and also allow
for passage of control runs fuel electrics etc.
26
the
main
axis
while
the
remainder
is
aligned
(b)
(c)
28
29
30
WING LOADING
In aerodynamics, wing loading is the loaded weight of the aircraft divided by the
area of the wing. The faster an aircraft flies, the more lift is produced by each
unit area of wing, so a smaller wing can carry the same weight in level flight,
operating at a higher wing loading. Correspondingly, the landing and take-off
speeds will be higher. The high wing loading also decreases maneuverability.
We know that lift, L=CL*1/2*V2*S=weight
Thus W= CL*1/2*V2*S or W/S= CL*1/2*V2=wing loading
From this we can see that if wing loading increases in a constant speed
maneuver then CL, the angle of attack muincrease. Conversely if C L is increased
during a constant maneuvre, the lift and consequently the wing loading must
increase.
Most general aviation aircraft have a designed wing loading between 500 and
1000 N/m2.Aircraft designed with higher wing loading are more maneuverable
but have higher minimum speed than aircraft with lower wing loading. Wing
loading is normally stated in pounds per square foot. In most airplane designs,
wing loading is determined by considerations of Vstall and landing distance.
However, W/S also plays a major role in maximum velocity
We have,
W/S = 0.5*0*Vstall2 (CL) max
W/S = 0.51.22555.62 (1.17)
W/S = 2215.30kg/m2
31
Let us examine the constraint imposed by the specified landing distance. The
landing distance is the sum of the approach distance Sa, the flare distance Sf,
and the ground roll Sg. The approach angle a requires knowledge of L/D and
T/W. Since we have not made estimates of either quality yet we assume, based
on the thumb rule, i.e. <=3, for small passenger aircraft we take a=3o.
R = Vf2/0.2g= (1.23 Vstall) 2/ (0.29.8)
R = 2377.16m
The flare height hf is given by,
hf= R (1-cosa) = 2377.16(1-cos3o) => hf = 1.4m
The approach distance required to clear a 50 feet obstacle is given by
Sa= (50-hf)/tana = (50-1.4)/tan2
Sa = 892.99m
The flare distance Sf is given by
Sf = Rsina =2377.16sin3
Sf = 216.65m
In the equation of Sg let us assume that the lift has been intentionally made
small by retracting the flaps combined with a small angle of attack due to the
rather level orientation of the airplane relative to the ground. Furthermore,
assuming no provision for thrust reversal and ignoring the drag compared to the
friction force between the tires and the ground we have,
Sg = jN(2W)/(0SCLmax)).5 +(j2(W/S))/(g CLmax)
32
As stated above j=1.15 for commercial airplanes. Also, N is the time increment
for free roll immediately after touchdown, before the brakes are applied. By
assuming N=3s and =0.4 we get,
Sg = 1.15*3(2W/S)/(1.2251.17))0.5 +(1.152(W/S))/(9.811.2251.17*0.4)
Sg = 4.075(W/S)0.5 + 0.235(W/S)
Since the allowable landing distance is specified in the requirement as 2100m
and we have previously determined Sa and Sf, the allowable value for Sg is
Sg = 2100-892.99-124.4
Sg = 1082.61
Therefore we have
4.075(W/S)0.5 + 0.235(W/S)=1082.61, solving for (W/S) we get,
W/S=357kg/m2
33
The fuselage has a circular cross-section as shown in the above figure. The
cross-sectional area of each stringer is 100mm2 and the vertical distances given
in the figure are measured from the mid-line of the section wall at the
corresponding stringer position.
The fuselage is subjected to a bending moment of 200 kN-m applied in the
vertical plane of symmetry. We will now be determining the direct stress
distribution at each stringer.
The section is first idealized. As an approximation we shall assume that the skin
between adjacent stringers is flat so that we may use the following equations to
determine the boom areas.
From the symmetry,
B1 B9 , B2 B8 B10 B16 , B3 B7 B11 B15 , B4 B6 B12 B14 ,
B5 B13
34
B1
tD b
2
2
6
1
, B2
t D b
1
2
6
2
Substituting,
B1 100
i.e.,
16
1 353.43
2
1 353.43
2
2
6
1
6
1
B1 100
1 353.43
900
2
2
6
831.5
B1 534.72mm 2
Stinger/ Boom
900
51.93
2,16
831.5
47.97755
3,15
636.61
36.7324
4,14
344.41
19.87246
5,13
6,12
-344.41
-19.8725
7,11
-636.61
-36.7324
8,10
-831.5
-47.9776
-900
-51.93
35
Mxy
I xx
Where,
I xx 2 534.72 9002 4 534.72 831.52 4 534.72 636.612 4 534.72 344.412
I xx 3.466 109 mm 4
Solving the above equation, we obtain the direct stress distribution on the
fuselage which is shown in the above table.
L 54.754kN
Net Lift onthe fuselage 54.754 1.5 82.131kN
36
S y
I xx
B y
r 1
qs ,0
qs 2.3696 105 Br yr
r 1
To determine the shear flow for the closed section we assume that the panel 12 is
cut. Now the shear flow for the open section is determined by the following
formulae;
S x0 S y 0
qb p
ds
2 Aqs ,0
t
Where,
Ap=Area of each panel ( in this case it is uniform)
AT=Total area
Solving the above equation we get the shear flow for the open section;
qs ,0 3.947 N mm
37
The following tabular column contains the shear flow values over the fuselage.
SKIN PANEL Stinger/ Boom Br(mm2)
yr(mm)
qb,o(N/mm) qb(N/mm)
1 2
3.947
2 3
534.72
831.5
-10.5357
-6.58871
3 4
534.72
636.61
-8.06631
-4.11931
4 5
534.72
344.41
-4.36392
-0.41692
5 6
3.947
6 7
534.72
-344.41
4.363924
8.310924
7 8
534.72
-636.61
8.06631
12.01331
8 9
534.72
-831.5
10.53571
14.48271
1 16
534.72
900
-11.4037
-7.45665
16 15
16
534.72
831.5
-10.5357
-6.58871
15 14
15
534.72
636.61
-8.06631
-4.11931
14 13
14
534.72
344.41
-4.36392
-0.41692
13 12
13
3.947
12 11
12
534.72
-344.41
4.363924
8.310924
11 10
11
534.72
-636.61
8.06631
12.01331
10 9
10
534.72
-831.5
10.53571
14.48271
Therefore the shear flow diagram for the fuselage is given as follows,
39
Manoeuvre
Gust
Control deflection
Component interaction
Buffet
Landing
Inertia loads
Acceleration
40
Rotation
Dynamic
Vibration
Flutter
Thrust
Torque
Gyroscope
Vibration
Duct pressure
Towing
Jacking
Pressurization
Bird strike
Crash
Limit load
The largest load the aircraft is expected to encounter without any
permanent deformation is known as limit load or applied load.
Design load
41
Load factors
Any force applied to an airplane to deflect its flight from a straight line
produces a stress on the structure; the amount of this force is termed as load
factor.
42
A load factor is the ratio of the total air load acting on the airplane to the
gross weight of the airplane.
n=L / W
For e.g., a load factor of 3 means that the total load on an airplanes structure is
three times the gross weight.
Category
limit load
Normal
3.8 to -1.25
Utility
4.4 to -1.76
Acrobatic
6.6 to -3.0
Maneuver loads
The greatest air loads on an airplane usually come from the generation of
lift during high-g maneuvers. Aircraft load factor (n) expresses the maneuvering
of an aircraft as a multiple of the standard acceleration due to gravity.
Maneuvering loads on elevator
Operation of the control surfaces produces air loads in several ways. The
greatest impact is in the effect of the elevator on angle of attack and hence the
load factor.
Deflection of control surfaces produces additional loads directly upon the wing.
Maneuver speed or pull up speed (Vp), is the maximum speed at which the pilot
can fully deflect the controls without damaging either the airframe or the control
themselves.
The figure shows the loading distribution of a horizontal tail consisting of a
fixed stabilizer and a moving elevator. Under some combinations of angle of
43
attack and elevator position the stabilizer and elevator will actually have loads in
the opposite directions.
For design purposes, the elevator load is assumed to equal 40% of the total
required tail load but in the opposite direction. The distributed load shown on
the stabilizer must then be equal 140% of the tail load. The smoothest pull up
possible, with a moderate load factor, will deliver the greatest gain in the altitude
and will result in better overall performance.
The normal stall entered from straight level flight or an unaccelerated straight climb, will not produce added load factors beyond the IG of
straight and level flight. In this event recovery is affected by snapping the
elevator control forward, negative load factors, those which impose a down load
on the wings. A recovery from stall is made by dividing only to cruising or
design maneuvering airspeed, with a gradual pull up as soon as the airspeed is
safely above stalling, can be affected with load factor not to exceed 2 or 2.5.
Maneuvering loads on ailerons
In the level turning flight, the lift of the wing is canted so that
the horizontal component of the lift exerts the centripetal force required to turn
the total lift on the wing is n times the aircraft weight W.
n - Load factor
Turn rate () =g*(n^2) ^0.5/V
=68.76 o /second.
Instantaneous turn rate
If the aircraft is allowed to slow down during the turn which is
known as instantaneous turn, the load factor n will be limited only by the
maximum lift coefficient or structural strength of the aircraft.
44
MATERIAL SELECTION
45
Our aircraft uses all-composite fuselage and the remaining control surfaces uses
50% composite (mostly carbon fiber reinforced plastic).This makes our aircraft
lighter compared to other aircraft in this range. Each fuselage barrel will be
manufactured in one piece, and the barrel sections joined end to end to form the
fuselage. This will eliminate the need for about 50,000 fasteners used in
conventional airplane building. The composite is also stronger, allowing a higher
cabin pressure during flight compared to aluminum. It was also added that
carbon fiber, unlike metal, does not visibly show cracks and fatigue. They have
also stated that special defect detection procedures will be put in place to detect
any potential hidden damage. Another concern arises from the risk of lightning
strikes. The aircrafts fuselage composite could have as much as 1,000 times the
electrical resistance of aluminum, increasing the risk of damage during lightning
strike.
METALS
Composites arent the only materials integrated in our aircraft. While composites
represent 50 percent by weight (80 percent by volume) of the structure, other
materials represented are aluminum (20 percent); titanium (15 percent); steel (10
percent) and others (5 percent). Most notable among the other is the
widespread use of plastic heat sinks in aircraft structures. Plastics that are highly
loaded with heat-removing materials such as carbon or ceramics which have
been around for a while, but have not yet penetrated the aircraft market. Their
great advantage is their ability to be molded into net shapes. The economics for
plastics can be favorable depending on total tooling and finishing costs. They
can be designed with additional surface areas as fins and ribs to improve
convective heat transfer.
47
FUEL TANKS
Aircraft typically use three types of fuel tanks: integral, rigid removable, and
bladder.
Integral tanks are areas inside the aircraft structure that have been sealed
to allow fuel storage. Since these tanks are part of the aircraft structure,
they cannot be removed for service or inspection. Inspection panels must
be provided to allow internal inspection, repair, and overall servicing of
the tank. Most large transport aircraft use this system, storing fuel in the
wings and/or tail of the airplane.
Rigid removable tanks are installed in a compartment designed to
accommodate the tank. They are typically of metal construction, and may
be removed for inspection, replacement, or repair. The aircraft does not
rely on the tank for structural integrity.
Bladder tanks are reinforced rubberized bags installed in a section of
aircraft structure designed to accommodate the weight of the fuel. The
bladder is rolled up and installed into the compartment through the fuel
filler neck or access panel, and is secured by means of metal buttons or
snaps inside the compartment. Many high-performance light aircraft and
some smaller turboprops use bladder tanks.
Pertaining to the initial design carried out to the aircraft, all commercial aircrafts
follow the integral type tank for safety and easier access of fuel to the engine.
49
d) Ends of integral fuel tanks where a closing rib is required. When the
wing is upswept, it is usual for the ribs to be arranged in the flight
direction and thereby define the aerofoil section.
Ribs placed at right angles to the rear spar are usually he most
satisfactory in facilitating hinge pick-ups, but they do cause layout problems
in the root regions. There is always the possibility of special exceptions, such
as power plant or store mounting ribs, where it may be preferable to locate
them in the flight direction.
51
52
53
54
The joint of the fuselage with the wing is subjected to heavy load inputs and
there is a potential for considerable relative distortion. This distortion is usually
accepted and the wing centre box is built completely into the fuselage.
It is sometimes possible to arrange the wing pick-ups as pivots on the
neutral axis or set them on swinging links. In this case, the relative motion is
allowed to take place and there are no induced stresses. Structural assembly of
the wing to the fuselage is relatively simple.
Fins are usually built integrally with the rear fuselage. This is mainly
due to the different form of loading associated with the geometric asymmetry.
56
FLIGHT CONTROLS
Aircraft flight control surfaces allow a pilot to adjust and control the aircraft's
flight attitude.
Development of an effective set of flight controls was a critical advance in the
development of aircraft.
57
Ailerons
Ailerons are mounted on the trailing edge of each wing near the wingtips, and
move in opposite directions. When the pilot moves the stick left, or turns the
wheel counter-clockwise, the left aileron goes up and the right aileron goes
down. A raised aileron reduces lift on that wing and a lowered one increases lift,
so moving the stick left causes the left wing to drop and the right wing to rise.
This causes the aircraft to roll to the left and begin to turn to the left. Centering
the stick returns the ailerons to neutral maintaining the bank angle. The aircraft
will continue to turn until opposite aileron motion returns the bank angle to zero
to fly straight.
Elevator
An elevator is mounted on the trailing edge of the horizontal stabilizer on each
side of the fin in the tail. They move up and down together. When the pilot pulls
the stick backward, the elevators go up. Pushing the stick forward causes the
elevators to go down. Raised elevators push down on the tail and cause the nose
to pitch up. This makes the wings fly at a higher angle of attack which generates
58
more lift and more drag. Centering the stick returns the elevators to neutral and
stops the change of pitch. Many aircraft use a stabilator a moveable
horizontal stabilizer in place of an elevator. Some aircraft, such use a servo
tab within the elevator surface to aerodynamically move the main surface into
position. The direction of travel of the control tab will thus be in a direction
opposite to the main control surface
59
Spoilers
Spoilers are plates on the top surface of a wing which can be extended upward
into the airflow and disturb the linear airflow. By doing so, the spoiler creates a
carefully controlled stall over the portion of the wing behind it, greatly reducing
the lift of that wing section.
Due to the high landing speeds of our aircraft, we have fitted spoilers on to our
aircraft. Thrust reversers are not practically viable due to their high weight and
60
space requirements. Thus spoilers are used to slow down the aircraft while
landing. A spoiler is a device intended to reduce lift in an aircraft.
Flaps
Flaps are mounted on the trailing edge of each wing on the inboard section of
each wing (near the wing roots). They are deflected down to increase the
effective curvature of the wing. Flaps raise the Maximum Lift Coefficient of the
aircraft and therefore reduce its stalling speed. They are used during low speed,
high angle of attack flight including take-off and descent for landing. Some
aircraft are equipped with "flapperons", which are more commonly called
"inboard ailerons. These devices function primarily as ailerons, but on some
aircraft, will "droop" when the flaps are deployed, thus acting as both a flap and
a roll-control inboard aileron.
62
63
64
Differential braking
Differential braking depends on asymmetric application of the brakes on the
main gear wheels to turn the aircraft. For this, the aircraft must be equipped with
separate controls for the right and left brakes (usually on the rudder pedals). The
nose or tail wheel usually is not equipped with brakes. Differential braking
requires considerable skill. In aircraft with several methods of steering that
include differential braking, differential braking may be avoided because of the
wear it puts on the braking mechanisms. Differential braking has the advantage
of being largely independent of any movement or skidding of the nose or tail
wheel. Our aircraft has incorporated differential braking.
Tiller steering
A tiller in an aircraft is a small wheel or lever, sometimes accessible to one pilot
and sometimes duplicated for both pilots, that controls the steering of the aircraft
while it is on the ground. The tiller may be designed to work in combination
with other controls such as the rudder or yoke. In large airliners, for example,
the tiller is often used as the sole means of steering during taxi, and then the
rudder is used to steer during take-off and landing, so that both aerodynamic
control surfaces and the landing gear can be controlled simultaneously when the
aircraft is moving at aerodynamic rates of speed. Tiller steering is incorporated
in our aircraft for easy taxiing.
65
66
SIDE VIEW
FRONT VIEW
67
BIBLIOGRAPHY
REFERENCES
WEB REFERENCES:
www.aerospaceweb.org
www.continentalaerospacestechnology.org
www.wikipedia.org
www.airliners.net
www.aiee.com
www.bombardier.com
68