DESIGN OF MULTIROLE SUPERSONIC FIGHTER

AIRCRAFT

AIRCRAFT DESIGN PROJECT - II REPORT

Submitted by

SIVA VIGNESHWARAN U (16101011)

Under the guidance of

Dr. CHANDRASEKAR M

in partial fulfilment for the award of the degree

of

BACHELOR OF TECHNOLOGY

IN

AERONAUTICAL ENGINEERING

SCHOOL OF AERONAUTICAL SCIENCES

HINDUSTAN INSTITUTE OF TECHNOLOGY AND SCIENCE
PADUR, CHENNAI – 603103

OCTOBER 2019
 SCHOOL OF AERONAUTICAL SCIENCES

BONAFIDE CERTIFICATE

Certified that this project report “DESIGN OF MULTIROLE SUPERSONIC

FIGHTER AIRCRAFT” is the bonafide work of “SIVA VIGNESHWARAN
U (16101011)” who carried out the project work under my supervision. Certified
further that to the best of my knowledge the work reported here does not form
part of any other project/research work on the basis of which a degree or award
was conferred on an earlier occasion on this or any other candidate.

Dr. R. ASOKAN Dr. CHANDRASEKAR M

Head of the department Assistant Professor
School of Aeronautical Sciences School of Aeronautical Sciences
Hindustan Institute of Technology Hindustan Institute of Technology
and Science and Science
Chennai – 603103 Chennai – 603103

Submitted for the project viva voice Examination held on __________

Internal Examiner External Examiner

 ACKNOWLEDGEMENT

It’s my extreme pleasure to thank our chairperson Dr. Elizabeth Verghese,

Hindustan Institute of Technology & Science, for providing me with a good,
pleasing and safe environment in our college which helped me a lot to carry on
with my project.

I wish to express my heartfelt gratitude to Dr. Kuncheria P. Issac, Vice-

Chancellor, Hindustan Institute of Technology & Science for providing me with
an excellent study environment.

I am thankful to Dr. Dilip A Shah, Senior Professor & Dean, School of

Aeronautical Sciences & Dr. R. Asokan, Professor & Head of the Department,
School of Aeronautical Sciences for much of his valuable support,
encouragement in carrying out this work.

I would like to thank my internal guide Dr. Chandrasekar M, for continuously

guiding and actively participating in my project, giving valuable suggestions to
complete the project work.

I would like to thank all the technical and teaching staff of Aeronautical
Department, who extended their support directly or indirectly.

Last, but not the least, I am deeply indebted to my parents who have been the
greatest support while I worked day and night for the project to make it a success.
 TABLE OF CONTENT
PAGE
CHAPTER TITLE
NO

ABSTRACT I

LIST OF TABLES II

LIST OF FIGURES III

LIST OF SYMBOLS AND ABBREVIATIONS V

1 SUMMARY FROM AIRCRAFT DESIGN PROJECT – I 1

2 SCHRENK’S CURVE 9

3 WING STRUCTURE ANALYSIS 17

3.1 SELF WEIGHT DISTRIBUTION 17

3.2 FUEL WEIGHT DISTRIBUTION 21

3.3 PAYLOAD WEIGHT DISTRIBUTION 25

3.4 OVERALL WEIGHT DISTRIBUTION 26

4 SHEAR FORCE AND BENDING MOMENT DIAGRAM 27

5 V - n DIAGRAM 38

5.1 V – n MANEUVER DIAGRAM 39

5.2 GUST V - n DIAGRAM 46

6 TYRE ANALYSIS 50

7 LANDING GEAR ANALYSIS 53

8 CONCLUSION 58

REFERENCE 59
 ABSTRACT

In aircraft design project – I, we have calculated weight estimation,

powerplant selection, airfoil selection and wing design parameters. We have also
done the performance analysis of fighter aircraft during landing and take-off. In
aircraft design project - II, taking the values obtained in design project - I as input,
the load factors during various phases of flight is calculated and the V-n
maneuver diagram is drawn which is most needed for fighter aircraft since it
known for maneuverability, the load distribution on the wing is found and the
shear force diagram and the bending moment diagram for the wing.
We have done the undercarriage analysis of fighter aircraft. The tyre
selection and efficiency of shock absorber. The values are taken from the aircraft
design project - I and are used in the aircraft design project – II.

Keywords: Fighter aircraft, supersonic, bending moment, maneuverability

I
 LIST OF TABLES

TABLE NO TITLE PAGE NO

1.1 Final design parameters 6

1.2 Weight parameters 7

1.3 Lift and drag parameters 7

1.4 Performance parameters 7

1.5 Wing design parameters 8

4.1 Distance and force of each component in wing 32

5.1 Positive load factor values 43

5.2 Negative load factor values 44

6.1 Statistical Tire Sizing 51

6.2 Recommended Tire Pressure 51

7.1 Shock Absorber Efficiency 55

7.2 Gear Load factor 55

II
 LIST OF FIGURES

FIGURE NO TITLE PAGE NO

1.1 Mission Profile for fighter aircraft 1

1.2 Front view of Fighter Aircraft 4

1.3 Side view of Fighter Aircraft 4

1.4 Top view of Fighter Aircraft 4

1.5 Isometric view of Fighter aircraft 5

2.1 Typical linear lift distribution 9

2.2 Trapezoidal Lift Distribution 11

2.3 Typical elliptical lift distribution 12

2.4 Elliptic Lift Distribution 14

2.5 Schrenk’s Curve 16

3.1 Self-Weight Distribution 20

3.2 Fuel tank dimensions 21

3.3 Fuel weight distribution 24

3.4 Payload weight distribution 25

3.5 Overall Weight Distribution 26

4.1 Shear force diagram 35

4.2 Bending moment diagram 37

5.1 V-n Maneuver Diagram 39

5.2 V-n diagram 45

5.3 Gust V-n diagram 49

6.1 Tire contact area 50

7.1 Tricycle Landing gear geometry 53

III
7.2 Landing gear stroke 54

7.3 Oleo Shock absorber 56

IV
 LIST OF SYMBOLS & ABBREVIATIONS

A.R - Aspect Ratio

b - Wing span(m)

C - Chord of the Aerofoil (m)

Croot - Chord at Root (m)

Ctip - Chord at Tip (m)

Cd - Drag Co-efficient

Cdo - Zero lift Drag co-efficient

CL - Lift Co-efficient

D - Drag (N)

L - Lift (N)

s - Wing area (m2)

T - Thrust (N)

Tcruise - Thrust at cruise (N)

Ttake-off - Thrust at take-off (N)

(T/W)Loiter - The thrust-to-weight ratio at Loiter

(T/W)Cruise - The thrust-to-weight ratio at cruise

(T/W)Take-off - The thrust-to-weight ratio at take-off

vCruise - velocity at cruise (m/s)

vStall - velocity at stall (m/s)

vt - Velocity at touch down (m/s)

WCrew - Crew weight (kg)

V
Wempty - Empty weight of the aircraft (kg)

WFuel - Weight of fuel (kg)

WPayload - Payload of the aircraft (kg)

Wmtow - Maximum Take Off weight (kg)

ρ - Density of air (kg/m3)

μ - Dynamic viscosity (Ns/m2)

λ - Tapered ratio

𝜂𝑠 - Shock absorption efficiency of oleo

𝜂𝑡 -Shock absorption efficiency of tire

𝑆𝑡 - Maximum allowable tire deflection

Vvertical -Vertical velocity

VI
 1 CHAPTER 1
SUMMARY FROM AIRCRAFT DESIGN PROJECT – I

1.1 PURPOSE OF THE AIRCRAFT

Fighter Aircrafts are the aircrafts used only for the defense purpose of the
country. There are different types of fighter aircrafts depending on the mission to
accomplish some of them are Interceptor, Bomber, Dogfight, reconnaissance etc.
The present time fighters are of 4th, 4.5th and 5th generation fighter Aircrafts.
The Specialty of them is Stealth, Super cruise, STOL, Multirole etc. The
fifth-generation fighters are completely stealth fighters capable of operating at
different atmospheric condition. Even though there are no bombers in the fifth
generation the multirole fighters it acts as a bomber. The stealth Aircraft is an
ideal Aircraft for reconnaissance.

1.2 MISSION PROFILE

Figure 1.1 Mission Profile for fighter aircraft

1
DESCRIPTION:

0-1 - Engine Start & Warm up 6 - 7 - Descent

1–2 - Taxing 7 - 8 - Drop bombs
2-3 - Take off 8 - 9 - Strafe
3-4 - Climb 9 - 10 - Climb
4-5 - Cruise out 10 - 11 - Cruise in
5-6 - Loitering 11 - 12 - Descent
12 - 13 - Landing, Taxi, Shutdown

2
1.3 FEATURES OF AIRCRAFT

1.3.1 ENGINE TYPE

 Royce/Snecma Olympus 593 engine since the engine thrust is 169 KN. It
is a Single afterburning turbojet engine equipped.

 Thrust required calculation 91.25 KN.

1.3.2 WING TYPE

Tapered wing with dihedral monoplane configuration mounted as a low

wing.

1.3.3 AIRFOIL CHOSEN

 Section used at the mean aerodynamic chord - GOE 490 AIRFOIL

 The section used at the tip - CLARK X
 The section used at the root - S2027

1.3.4 FUSELAGE TYPE

A semi-monocoque fuselage has been constructed.

1.3.5 EMPENNAGE TYPE

Triple tail plane configuration with vertical stabilizers is mounted.

1.3.6 LANDING GEAR

Retractable Tri-cyclic landing gears is constructed.

3
1.4 THREE VIEWS OF FIGHTER AIRCRAFT

Figure 1.3 Side view of Fighter Aircraft

Figure 1.4 Top view of Fighter Aircraft

Figure 1.2 Front view of Fighter Aircraft

4
 Figure 1.5 Isometric view of Fighter aircraft

(Source: http://getdrawings.com/aircraft-drawing)

5
 1.5 FINAL SPECIFICATIONS FROM ADP I

1.5.1 FINAL DESIGN PARAMETERS:

IMPERIAL
FLIGHT PARAMETERS SI UNIT VALUE VALUE
UNIT

LENGTH m 16 ft 52.49

HEIGHT m 4.8 ft 15.74

WING AREA m2 29 ft2 312.15

WING SPAN m 8.1 ft 26.57

ASPECT RATIO 2.8 2.8

MAX TAKE OFF WEIGHT Kg 14900 lb 32848.87

EMPTY WEIGHT Kg 7700 lb 16975.59

PAYLOAD WEIGHT Kg 3100 lb 6834.33

THRUST TO WEIGHT
0.85 0.85
RATIO

MAX SPEED Km/hr 2150 miles/hr 1335.9

SERVICE CEILING m 16500 miles 10.25

RANGE Km 2600 miles 1615.56

RATE OF CLIMB m/s 252 miles/hr 563.7

WING LOADING Kg/m2 340 lb/ft2 69.63

DRY THRUST KN 57 lbf 12814.11

AFTERBURNER THRUST KN 95 lbf 21356.85

Table 1.1 Final design parameters

6
1.5.2 WEIGHT PARAMETERS

PARAMETERS SI UNIT (Kg) IMPERIAL UNIT (lbs)

Take-off Weight (WTO ) 14900 32848

Fuel Weight (WF ) 3814.2 8409

Empty Weight (WE ) 7460.5 16447.7

Payload Weight (Wpayload ) 3100 6834

Table 1.2 Weight parameters

1.5.3 LIFT AND DRAG CALCULATION

CONDITION LIFT (N) DRAG (N)

TAKE OFF 148364.4 33725.2

CRUISE 145514.39 5648.59

LANDING 145484.5 39851

Table 1.3 Lift and drag parameters

1.5.4 PERFORMANCE CALCULATION

PARAMETER VALUE

THRUST REQUIRED 8.57 KN

THRUST AVAILABLE 91.25 KN

POWER REQUIRED 5118 KW

POWER AVAILABLE 54494.5 KW

RATE OF CLIMB 337 m/s

RATE OF SINK 55.8 m/s

TAKE – OFF DISTANCE 2701.3 m

LANDING DISTANCE 222.6 m

Table 1.4 Performance parameters

7
1.5.5 WINGS DESIGN PARAMETERS:

S.NO DESIGN CHARACTERISTICS VALUES

1 WING LOADING (kg/m2) 340

2 WING AREA S (m2) 43.52

3 ASPECT RATIO 2.8

4 SPAN b (m) 11.07

5 TAPER RATIO (λ) 0.25

6 ROOT CHORD Cr (m) 3.953

7 TIP CHORD Ct (m) 0.988

8 MEAN CHORD (m) 2.7524

Table 1.5 Wing design parameters

8
 2 CHAPTER 2
SCHRENK’S CURVE

2.1 LIFT DISTRIBUTION USING SCHRENK’S METHOD

Lift distribution over a wing can be determined using Schrenk’s method. The
equation for the lift distribution is formed by taking semi span on the X axis and
the lift distribution along Y axis. The Schrenk’s curve is used to approximate the
lift distribution along the span of the wing. According to Schrenk, the actual lift
distribution on an aircraft wing is the average of two types of lift distributions:
 TRAPEZOIDAL LIFT DISTRIBUTION
 ELLIPTICAL LIFT DISTRIBUTION
2.1.1 TRAPEZOIDAL LIFT DISTRIBUTION

Figure 2.1 Typical linear lift distribution

Lift at root

𝜌𝑉 2 𝐶𝐿 𝑐𝑟𝑜𝑜𝑡 1.225∗57.212 ∗3.953∗2

LRoot = =
2 2

LRoot = 15849.18 N

9
Where,
ρ = Density at sea level = 1.225 Kg/m3
V = Velocity = 57.21 m/s
CL = coefficient of lift = 2.00
Croot = 3.953 m
Ctip = 0.988 m
Lift at tip

𝜌𝑉 2 𝐶𝐿 𝑐𝑡𝑖𝑝 1.225∗57.212 ∗2∗0.988

LTip = =
2 2

LTip = 3961.29 N

Equation of linear lift distribution for port wing

𝑌1 = 𝑚𝑥 + 𝑐
m = (3961.29 – 15849.18)/(5.535 – 0) = - 2147.766
𝑌1 = - 2147.766 𝑥 + 15849.18

x 0 1 2 3 4 5 5.535
Y 15849.18 13701.36 11553.59 9405.83 7258.066 5110.3 3961.29

10
DIAGRAM

Figure 2.2 Trapezoidal Lift Distribution

11
2.1.2 ELLIPTICAL LIFT DISTRIBUTION

Figure 2.3 Typical elliptical lift distribution

Twice the area under the curve or line will give the lift which will be
required to overcome weight
Considering an elliptic lift distribution we get

A=
Where b1- is Actual lift at root
And a- is wing semi span

Lift at tip

4𝑊
𝑏1 =
2𝜋𝑎
4∗146169
𝑏1 =
2𝜋∗5.535

𝒃𝟏 = 16811.93 N

12
EQUATION OF ELLIPTIC LIFT DISTRIBUTION:

2𝑏1
𝑌2 = √(𝑎2 − 𝑥 2 )
𝑎
2∗16811.93
𝑌2 =
5.535
√(5.5352 − 𝑥 2 )

𝑌2 = 6074.771454√(30.636225 − 𝑥 2 )

x 0 1 2 3 4 5 5.535
Y 33623.86 33070.54 31352.07 28256.65 23240.44 14421.95 0

13
DIAGRAM

Figure 2.4 Elliptic Lift Distribution

14
2.1.3 SCHRENK’S CURVE

CONSTRUCTION OF SCHRENK’S CURVE:

Schrenk’s Curve is given by

− 2147.766 𝑥 + 15849.18 + 6074.771454√((30.636225−𝑥 2 ))

Y=
2

x 0 1 2 3 4 5 5.535
Y 24736.52 23385.95 21452.83 18831.24 15249.253 9766.125 1980.645

15
DIAGRAM

Figure 2.5 Schrenk’s Curve

16
 3 CHAPTER 3
WING STRUCTURE ANALYSIS

3.1 SELF WEIGHT DISTRIBUTION

Weight distribution is the apportioning of weight within a vehicle,

especially cars, airplanes and trains. Typically, it is written in the form x/y, where
x is the percentage of weight is the front, and y is the percentage in the back.
In a vehicle which relies on gravity in same way, weight distribution
directly affects a variety of vehicle characteristics, including handling,
acceleration, traction, and component life. For this reason, weight distribution
varies with the vehicle’s intended usage. For example, a drag car maximize
traction at the rear axle while countering the reactionary pitch-up torque. It
generates this counter-torque by placing a small amount of counterweight at a
great distance forward of the rear axle.
In the airline industry, load balancing is used to evenly distribute the
weight of passenger cargo, and fuel throughout an aircraft, so as to keep the
aircraft’s center of gravity close to its center of pressure to avoid losing pitch
control. In military transport aircraft, it is common to have a loadmaster as a part
of the crew; their responsibilities include calculating accurate load information
for center of gravity calculation, and ensuring cargo is properly secured to prevent
its shifting.
In large aircraft and ships, multiple fuel tanks and pumps are often
used, so that as fuel is consumed, the remaining fuel can be positioned to keep
the vehicle balanced, and to reduce stability problems associated with the free
surface effect.

17
CALCULATION:
y = k (m - a)2
m
𝜌= ,
v

W = 𝜌gv

Where,
Material used = Aluminum
Density of material, 𝜌 = 2700 kg/m3
y = −Wtip − k (x − b⁄2)2
Where,
b/2 = half span
At x = 0; y = -Wroot
(Wroot −Wtip )
k=( 2 )
(b⁄2)

Equation becomes,

(Wroot − Wtip )
y = −Wtip − ( 2 ) (x − b⁄2)2
(b⁄2)

From ADP – I,
The section used at the tip - CLARK X
The section used at the root - S2027

At root,
Vroot = Croot x Troot x 0.2
= 3.953 x 0.1185 x 0.2
= 0.09368 m3
Vroot = 0.09368 m3

18
 Wroot = 𝜌gVroot
= 2700 x 9.81 x 0.09368
= 2481.3 N
Wroot = 2481.3 N

At tip,
Vtip = Ctip x Ttip x 0.2
= 0.988 x 0.0296 x 0.2
= 0.00584896 m3
Vtip = 0.00584896 m3

Wtip = 𝜌gVtip
= 2700 x 9.81 x 0.00584896
= 154.921 N
Wtip = 154.921 N

(Wroot −Wtip ) (2481.3−154.921)

k=( 2 )=( (5.535)2
)
(b⁄2)

k = 75.935
y = −Wtip − k (x − b⁄2)2
y = -154.921 – 75.935 (x – 5.535)2

For different x values, we get

x 0 1 2 3 4 5
y -2481.3 -1716.6 -1103.8 -642.9 -333.84 -176.66

19
DIAGRAM

Figure 3.1 Self Weight Distribution

20
3.2 FUEL WEIGHT DISTRIBUTION:

This design has fuel in the wing so we have to consider the weight of the
fuel in one wing.

From similar trapezoid,

ABCD +EFCD

Take b = half span

Croot b
= (b−0.2)
l1

(b−0.2) (5.535−0.2)
l1 = (
b
) Croot = ( 5.535
) 3.953

l1 = 3.810 m

From similar trapezoids,

Figure 3.2 Fuel tank dimensions
ABCD + GHCD

Croot b
= (b−h−0.2)
l2

(b−h−0.2)
l2 = (
b
) Croot

Volume of the fuel tank

Vfuel = Area * t
= {Area rectangle + 2(Area triangle)}*t

1 (l1 −l2 )
= {(h ∗ l2 ) + 2 [ h ]}*t
2 2

1
= {(h ∗ l2 ) + [ h(l1 − l2 )]}*t
2

(b−h−0.2) ((b−0.2)Croot −(b−h−0.2)Croot )

={(h ∗ ( ) Croot ) + [0.5h ]}*t
b b

21
 (b−h−0.2) (Croot (b−0.2−b+h+0.2))
= {((
b
) Croot ) + [0.5 b
]}h*t

Croot
= {(b − h − 0.2) + [0.5(b − 0.2 − b + h + 0.2)]} h∗t
b

Croot
={(b − h − 0.2) + 0.5h} h∗t
b

Croot h
Vfuel = h ∗ t (b − − 0.2)
b 2

mass
Density of fuel, 𝜌𝑓𝑢𝑒𝑙 =
volume

𝑚 𝑚
Vfuel = ( 𝜌 ) = (2𝜌)
𝑓𝑢𝑒𝑙 𝑓𝑢𝑒𝑙

Where,
Mass of fuel, m = 3814.2 kg
Density of fuel, 𝜌 = 801 kg/m3

3814.2
Vfuel =
2∗801

Vfuel = 2.38 m3

Solving h,

Croot h
Vfuel = h ∗ t (b − − 0.2)
b 2

Where,
Vfuel = 2.38 m3
Half span, b = 5.535
Croot = 3.953 m
𝑡𝑡𝑖𝑝 + 𝑡𝑟𝑜𝑜𝑡 0.0296 + 0.1185
t= =
2 2

t = 0.07405 m

22
 3.953 h
2.38 = ∗ h ∗ t (5.535 − − 0.2)
5.535 2
3.953 h
2.38 = ∗ h ∗ 0.07405 (5.535 − − 0.2)
5.535 2

2.38 = 0.05288 h (5.335 – 0.5h)

2.38 = 0.2821148 h - 0.02644 h2
0 = 0.02644 h2 - 0.2821148 h + 2.38
h = 2.66 m

(b−0.2) (5.535−0.2)
l1 = (
b
) Croot = ( 5.535
) 3.953

l1 = 3.810 m

(b−h−0.2) (5.535−2.66−0.2)
l2 = (
b
) Croot = ( 5.535
) 3.953

l2 = 0.122 m

W1 = (0.1*l1*tm) *𝜌*g
= (0.1*3.810*0.07405) *801*9.81
W1 = 221.69 N

W2 = (0.1*l2*tm) *ρ*g
= (0.1*0.122*0.07405) *801*9.81
W2 = 7.09 N

Slope of fuel weight:

Y = mx + c
m = (7.09 – 221.69)/(2.86 – 0.2) = -80.67
Y = -80.67 x + 236.5

23
DIAGRAM

Figure 3.3 Fuel weight distribution

24
3.3 PAYLOAD WEIGHT DISTRIBUTION

Payload for the fighter was missiles which are assumed to be a point load,
Wp= 3100 kg = 30411 N
Totally 2 missiles are load at each wing
Acting at x= 1.845 m and x= 3.69 m from the root.
Therefore, each missiles weight was,
30411
Wp= = 15205.5 N
2

DIAGRAM

Figure 3.4 Payload weight distribution

25
3.4 OVERALL LOAD ACTING ON THE WING STRUCTURE

DIAGRAM

Figure 3.5 Overall Weight Distribution

26
 4 CHAPTER 4
SHEAR FORCE AND BENDING MOMENT DIAGRAM

4.1 DESCRIPTION

The solution methods which follow Euler’s beam bending theory

(σ/y=M/I=E/R) use the bending moment values to determine the stresses
developed at a particular section of the beam due to the combination of
aerodynamic and structural loads in the transverse direction. Most
engineering solution methods for structural mechanics problems (both
exact and approximate methods) use the shear force and bending moment
equations to determine the deflection and slope at a particular section of the
beam. Therefore, these equations are to be obtained as analytical
expressions in terms of span wise location. The bending moment produced
here is about the longitudinal (x) axis.
4.2 LOADS ACTING ON WING:

As both the wings are symmetric, let us consider the starboard wing at
first. There are three primary loads acting on a wing structure in transverse
direction which can cause considerable shear forces and bending moments
on it. They are as follows:
• Lift force (given by Schrenk’s curve)
• Self-weight of the wing
• Weight of the Payload
• Weight of the fuel in the wing

27
4.3 TO FIND CENTEROID AND STRUCTURAL WEIGHT
Lift Force given by Schrenk’s Curve:

− 2147.766 𝑥 + 15849.18 + 6074.771454√((30.636225−𝑥 2 ))

Y=
2

LINEAR LIFT DISTRIBUTION (TRAPEZIUM):

𝑌1 = - 2147.766 𝑥 + 15849.18
For linear,

15849.18

3961.29
3961.29

5.535

Triangle area, A1 = ½ bh
= ½ * 5.535*(15849.18 - 3961.29)
A1 = 32899.73

Rectangle area, A2 = l*b

= 3961.29* 5.535
A2 = 21925.74

A1 + A2 = 32899.73 + 21925.74
A1 + A2 = 54825.47 N

28
 1 1
x1 = 𝑎 = ∗ 5.535 = 1.845
3 3
𝑎 5.535
x2 = = = 2.767
2 2

𝐴1 𝑥1 + 𝐴2 𝑥2 (32899.73∗1.845)+(21925.74∗2.767)
Centroid (Y) = =
𝐴1 + 𝐴2 54825.47

Y = 2.21 m

ELLIPTIC LIFT DISTRIBUTION (QUARTER ELLIPSE):

𝑌2 = 6074.771454√(30.636225 − 𝑥 2 )
For Elliptical,

33623.86

5.535

πab π∗5.535∗33623.86
Area of ellipse = =
4 4

A = 146168.93 N

4a 4∗5.535
Centroid (Y) = =
3π 3π

Y = 2.349 m

29
SELF-WEIGHT OF WING (𝒀𝟑):
Y3 = -154.921 – 75.935 (x – 5.535)2
For Self-weight,

5.535

2481.28

1 1
Area = 𝑏ℎ = ∗ 2481.28 ∗ 5.535
3 3

A = 4577.96 N

3h 3∗5.535
Centroid (Y) = =
8 8

Y = 2 .075 m

FUEL WEIGHT:
Slope of fuel weight:
Y = mx + c
m = (7.09 – 221.69)/(2.86 – 0.2) = -80.67
Y = -80.67 x + 236.5

30
For fuel weight,
2.86

2.66

7.09

221.69
214.6

Triangle area, A1 = ½ bh
= ½ * 2.66*214.6
A1 = 285.418

Rectangle area, A2 = l*b

= 2.66* 7.09
A2 = 18.85

A1 + A2 = 285.418 + 18.85
A1 + A2 = 304.27 N

1 1
x1 = 𝑎 = ∗ 2.66 = 1.33
2 2

𝑎 2.66
x2 = = = 0.886
3 3

31
 𝐴1 𝑥1 + 𝐴2 𝑥2 (285.418∗1.33)+(18.85∗0.886)
Centroid (Y) = =
𝐴1 + 𝐴2 304.27

Y = 1.302 m

Area enclosed/Structural weight Centroid (from wing root)

Curve/ Component
(N) (m)

Y1 (linear) 54825.47 2.21

Y2 (Elliptical) 146168.93 2.349
Wing 4577.96 2.075
Fuel 304.27 1.302
Payload 15205.5 1.845, 3.69
Table 4.1 Distance and force of each component in wing

32
4.4 REACTION FORCE AND BENDING MOMENT CALCULATIONS:

V = 0,
Then,

54825.47 + 146168.93 - 4577.96 - 304.27 -15205.5 -15205.5 - VA = 0

VA = - 165701.17 N

M = 0,
Then,

(54825.47 *2.21) + (146168.93 *2.349) - (4577.96 *2.075)

- (304.27 *1.302) – (15205.5*1.845) – (15205.5*3.69) - MA = 0

MA=- 370457.23 N/m

33
4.4.1 SHEAR FORCE:

𝑦1 + 𝑦2
𝑆𝐹𝐵𝐶 = ∫(( ) − 𝑦3 )𝑑𝑥 − 𝑉𝐴
2
𝑆𝐹𝐵𝐶
6.485
− 2147.766 𝑥 + 15849.18 + 6074.771454√(30.636225 − 𝑥 2 )
= ∫
0 2
2
+ 154.921 + 75.935 (𝑥 – 5.535) }𝑑𝑥 + 165701.17

Use this formula,

2147.766𝑥 2 15849.18𝑥 6074.771454

𝑆𝐹𝐵𝐶 = − + + [𝑥√(30.636225 − 𝑥 2 ) +
4 2 4
𝑥 𝑥3
30.636225 sin−1 ( )] + 154.921𝑥 + 75.935( 3 − 5.535𝑥 2 +
5.535
30.636225𝑥) + 165701.17
sub x = 5.535

𝑆𝐹𝐵𝐶 = 0 - (-16449.86 + 43862.6 + 73084.466 + 857.487 + 4292.137)

+165701.17
𝑺𝑭𝑩𝑪 = 60054.34 N

𝑆𝐹𝐶𝐷 = 𝑆𝐹𝐵𝐶 + ∫(−80.67 𝑥 + 236.5)𝑑𝑥

𝑆𝐹𝐶𝐷 = 𝑆𝐹𝐵𝐶 + (−40.335𝑥 2 + 236.5𝑥)

Sub x = 2.86

𝑆𝐹𝐶𝐷 = 60054.34 + (0 –346.465)

𝑺𝑭𝑪𝑫 = 59707.87 N

𝑆𝐹𝐷𝐴 = 𝑆𝐹𝐶𝐷 − (−40.335𝑥 2 + 236.5𝑥) + 304.27

Sub x = 0.2

𝑆𝐹𝐷𝐴 = 59707.87+ 304.27 - (0 – 45.686)

𝑺𝑭𝑫𝑨 = 60057.826 N

34
By using the corresponding values of x in appropriate equations we get the
plot of shear force.

DIAGRAM

Figure 4.1 Shear force diagram

35
4.4.2 BENDING MOMENT

𝑦1 + 𝑦2
𝐵𝑀𝐵𝐶 = ∫ ∫( + 𝑦3 − 𝑉𝐴 )𝑑𝑥 2 + 𝑀𝐴
2

𝐵𝑀𝐵𝐶
− 2147.766 𝑥 + 15849.18 + 6074.771454√(30.636225 − 𝑥 2 )
= ∬
2
− 154.921 − 75.935 (𝑥 – 5.535) + 165701.17 }𝑑𝑥 2 − 212926.51
2

Use this formula,

2147.766x3 15849.18x2 6074.771454x

𝐵𝑀𝐵𝐶 = − + + [x√((30.636225 − x 2 ) +
6 4 4
x 77.4605𝑥 2
30.636225 sin−1 ( )] + 7.659(30.636225 − x 2 )1.5 − −
5.535 2
x4
75.935( − 0.9225𝑥 3 + 15.318𝑥 2 ) – 370457.23
12

sub x = 5.535

𝐵𝑀𝐵𝐶 = 0 - (-60699.98 + 121389.76 +73084.46 + 0 - 1186.54

- 29695.964) - 370457.23
𝑩𝑴𝑩𝑪 = - 476348.966 N/m

𝐵𝑀𝐶𝐷 = 𝐵𝑀𝐵𝐶 + ∬(−80.67 𝑥 + 236.5)𝑑𝑥 2

𝐵𝑀𝐶𝐷 = 𝐵𝑀𝐵𝐶 + (−13.445𝑥 3 + 118.25𝑥 2 )

Sub x = 2.86

𝐵𝑀𝐶𝐷 = - 476348.966 + (0 – 652.709)

𝑩𝑴𝑪𝑫 = - 477001.675 N/m

𝐵𝑀𝐷𝐴 = 𝐵𝑀𝐶𝐷 − (−13.445𝑥 3 + 118.25𝑥 2 ) + 304.27x

Sub x = 0.2

𝐵𝑀𝐷𝐴 = - 477001.675 – (0 – (4.62244)) + (0 – 60.854)

𝑩𝑴𝑫𝑨 = -477057.906 N/m

36
By using the corresponding values of x in appropriate equations we get the
plot of bending moment.

DIAGRAM

Figure 4.2 Bending moment diagram

37
 5 CHAPTER 5
V-n DIAGRAM

5.1 INTRODUCTION:
Airplanes may be subjected to a variety of loading conditions in flight. The
structural design of the aircraft involves the estimation of the various loads
on the aircraft structure and designing the airframe to carry all these loads,
providing enough safety factors, considering the fact that the aircraft under
design is a commercial transport airplane. As it is obviously impossible to
investigate every loading condition that the aircraft may encounter, it
becomes necessary to select a few conditions such that each one of these
conditions will be critical for some structural member of the airplane.

Velocity –Load Factor (V-n) diagram:

The control of weight in aircraft design is of extreme importance. Increases

in weight require stronger structures to support them, which in turn lead to
further increases in weight and so on. Excess of structural weight mean
lesser amounts of payload, thereby affecting the economic viability of the
aircraft. The aircraft designer is therefore constantly seeking to pare his
aircraft‟s weight to the minimum compatible with safety. However, to
ensure general minimum standards of strength and safety, airworthiness
regulations (Av.P.970 and BCAR) lay down several factors which the
primary structure of the aircraft must satisfy. These are the
• Limit load, which is the maximum load that the aircraft is expected to
experience in normal operation.
• Proof load, which is the product of the limit load and the proof factor
(1.0- 1.25), and
• Ultimate load, which is the product of the limit load and the ultimate
factor (usually 1.5). The aircraft’s structure must withstand the proof

38
 load without detrimental distortion and should not fail until the ultimate
load has been achieved.

The basic strength and fight performance limits for a particular aircraft
are selected by the airworthiness authorities and are contained in the flight
envelope or V-n diagram.

There are two types of V – n diagram for military airplanes :

 V–n maneuver diagram and
 V–n gust diagram

5.2 V – n MANEUVER DIAGRAM:

Figure 5.1 V-n Maneuver Diagram

The positive design limit load factor must be selected by the designer, but
must meet the following condition

24000
𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) ≥ 2.1 +
𝑊 + 10000

39
 24000
𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) ≥ 2.1 +
146169 + 10000

𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) ≥ 2.253

The maximum positive limit load factor for military transport aircraft should be
in the range 6.5 to 9. So, for our aircraft we take

𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) = 6.5

The maximum negative limit load factor is given by

𝑛𝑙𝑖𝑚(𝑛𝑒𝑔) ≤ 0.4𝑛𝑙𝑖𝑚(𝑝𝑜𝑠)

𝑛𝑙𝑖𝑚(𝑛𝑒𝑔) = −0.4 ∗ 6.5

𝑛𝑙𝑖𝑚(𝑛𝑒𝑔) = −2.6

There are four important speeds used in the V – n diagram

 1 – g stall speed VS
 Design maneuvering speed VA
 Design cruise speed VC
 Design diving speed VD

Positive 1 – g stall speed VS

2 𝑊
𝑉𝑠 = √
𝜌𝐶𝑁𝑚𝑎𝑥 𝑆

𝐶𝑁𝑚𝑎𝑥 = 1.1 ∗ 𝐶𝐿𝑚𝑎𝑥

𝐶𝑁𝑚𝑎𝑥 = 1.1 ∗ 2.35
𝐶𝑁𝑚𝑎𝑥 = 2.585

2 146169
𝑉𝑠 = √
1.225 ∗ 2.582 43.82

𝑽𝒔 = 𝟒𝟓. 𝟗𝟐 𝒎/𝒔

40
Negative 1 – g stall speed VSneg

2 𝑊
𝑉𝑠(𝑛𝑒𝑔) = √
𝜌𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) 𝑆

𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) = 1.1 ∗ 𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔)

𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) = 1.1 ∗ 0.121
𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) = 0.1331

2 146169
𝑉𝑠(𝑛𝑒𝑔) = √
1.225 ∗ 0.1331 43.82

𝑽𝒔(𝒏𝒆𝒈) = 𝟐𝟎𝟐. 𝟐𝟕 𝒎/𝒔

Design Maneuvering speed VA for positive load factor

2𝑛𝑙𝑖𝑚(𝑝𝑜𝑠) 𝑊
𝑉𝐴 = √
𝜌𝐶𝑁𝑚𝑎𝑥 𝑆

2∗3 146169
𝑉𝐴 = √
1.225 ∗ 2.585 43.82

𝑽𝑨 = 𝟕𝟗. 𝟓𝟎 𝒎/𝒔

Design Maneuvering speed VB for negative load factor

2𝑛𝑙𝑖𝑚(𝑛𝑒𝑔) 𝑊
𝑉𝐵 = √
𝜌𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) 𝑆

2 ∗ 1.2 146169
𝑉𝐵 = √
1.225 ∗ 0.1331 43.82

𝑽𝑩 = 𝟐𝟐𝟏. 𝟓𝟖𝟒 𝒎/𝒔

41
Design Cruise speed VC
From Aircraft Design Project 1,
VC = Vcruise = 597.2 m/s
VC = 597.2 m/s
Design Diving Speed VD
The design diving speed must satisfy the following relationship
𝑉𝐷 ≥ 1.25 𝑉𝑐𝑟𝑢𝑖𝑠𝑒
𝑉𝐷 = 1.25 ∗ 597.2
𝑉𝐷 = 746.5 𝑚/𝑠

Curve OA
The velocity along the curve OA is given by the expression

2𝑛 𝑊
𝑉𝑠𝑛 = √
𝜌𝐶𝑁𝑚𝑎𝑥 𝑆

From this expression the load factor along the curve OA is given by
𝜌𝐶𝑁𝑚𝑎𝑥 𝑉 2 1
𝑛=
2 𝑊⁄
𝑆
1.225 ∗ 2.585 𝑉 2 1
𝑛=
2 146169⁄
43.82

𝒏 = 𝟒. 𝟕𝟒𝟔𝟔 × 𝟏𝟎−𝟒 𝑽𝟐

42
 Velocity m/s Positive Load Factor n

0 0

10 0.0047

20 0.1898

30 0.4271

40 0.7594

50 1.1866

60 1.7087

70 2.3258

100 4.74

110 5.7433

117 6.5
Table 5.1 Positive load factor values

Curve OG
The negative load factor along the curve OG is given by the expression

From this expression the load factor along the curve OA is given by
𝜌𝐶𝑁𝑚𝑎𝑥(𝑛𝑒𝑔) 𝑉 2 1
𝑛𝑛𝑒𝑔 =
2 𝑊⁄
𝑆
1.225 ∗ 0.1331𝑉 2 1
𝑛𝑛𝑒𝑔 =
2 146169⁄
43.82

𝒏𝒏𝒆𝒈 = 𝟐. 𝟒𝟒𝟒 × 𝟏𝟎−𝟓 𝑽𝟐

43
Velocity m/s Negative Load Factor nneg

0 0

10 -0.002444

20 -0.009776

50 -0.0611

60 -0.0879

70 -0.1197

100 -0.2444

200 -0.9776

221.6 -1.2

300 -2.1996

320 -2.5
Table 5.2 Negative load factor values

44
DIAGRAM

Figure 5.2 V-n diagram

45
5.3 GUST V-n DIAGRAM

DESCRIPTION:
Gust is a sudden, brief increase in the speed of the wind. Generally, winds are
least gusty over large water surfaces and most gusty over rough land and near high
buildings. With respect to aircraft turbulence, a sharp change in wind speed
relative to the aircraft; a sudden increase in airspeed due to fluctuations in the
airflow, resulting in increased structural stresses upon the aircraft. Sharp-edged
gust (u) is a wind gust that results in an instantaneous change in direction or speed.
Derived gust velocity (Ug or Umax) is the maximum velocity of a sharp-edged gust
that would produce a given acceleration on a particular airplane flown in level
flight at the design cruising speed of the aircraft and at a given air density. As a
result, a 25% increase is seen in lift for a longitudinally disturbing gust. The effect
of turbulence gust is to produce a short time change in the effective angle of attack.
These changes produce a variation in lift and thereby load factor.
Effective gust velocity: The vertical component of the gust load factor
lines is defined by the following equations
(𝑘𝑔 𝑈𝑔 𝑉𝑎𝜌)
𝑛𝑙𝑖𝑚 = 1 ±
2 𝑊⁄𝑆

0.88𝜇𝑔
𝑘𝑔 =
5.3 + 𝜇𝑔

𝑊
2( )
𝜇𝑔 = 𝑆
𝜌𝐶̅ 𝑎

the velocity of a sharp-edged gust that would produce a given acceleration on a

particular airplane flown in level flight at the design cruising speed of the aircraft
and at a given air density.

Construction of gust load factor lines

The gust load factor lines are defined by the following equations
46
 (𝑘𝑔 𝑈𝑔 𝑉𝑎𝜌)
𝑛𝑙𝑖𝑚 = 1 ±
2 𝑊⁄𝑆

0.88𝜇𝑔
𝑘𝑔 =
5.3 + 𝜇𝑔

𝑊
2( )
𝜇𝑔 = 𝑆
𝜌𝐶̅ 𝑎

where,

Gust alleviation factor

Derived gust velocity

Design speed for maximum gust intensity

Design cruise velocity

Design diving velocity

Wing mean geometric chord = 2.7524 m

W – Weight of aircraft = 14900

S - Area = 43.82 m2

a - Overall lift curve slope

2𝜋 2𝜋
a= 2 = 2
1+ 1+
𝐴𝑅 2.8

a = 3.665
14900
2( )
43.82
𝜇𝑔 = = 55.032
1.225∗2.7524∗3.665

47
 0.88 ∗ 55.032
𝑘𝑔 = = 0.8026
5.3 + 55.032

Construction of gust load factor line for speed

𝑉𝐵 = 221.584 𝑚/𝑠 (Take Ug = 40 m/s)

(0.8026 ∗ 40 ∗ 221.584 ∗ 3.665 ∗ 1.225)

𝑛𝑙𝑖𝑚 = 1 ±
2(146169⁄43.82)
+ 𝑛𝑙𝑖𝑚 = 5.786
- 𝑛𝑙𝑖𝑚 = -3.786
Construction of gust load factor line for speed
𝑉𝐵 = 221.584 𝑚/𝑠 (Take Ug = 40 m/s)

(0.8026 ∗ 20 ∗ 597.2 ∗ 3.665 ∗ 1.225)

𝑛𝑙𝑖𝑚 = 1 ±
2(146169⁄43.82)

+ 𝑛𝑙𝑖𝑚 = 5.451
- 𝑛𝑙𝑖𝑚 = - 4.451

Construction of gust load factor line for speed

𝑉𝐷 = 746.5 𝑚/𝑠 (Take Ug = 65 m/s)

(0.8026 ∗ 65 ∗ 746.5 ∗ 3.665 ∗ 1.225)

𝑛𝑙𝑖𝑚 = 1 ±
2(146169⁄43.82)

+ 𝑛𝑙𝑖𝑚 = 9.064
- 𝑛𝑙𝑖𝑚 = - 7.064

48
DIAGRAM

Figure 5.3 Gust V-n diagram

49
 6 CHAPTER 6
TYRE ANALYSIS

6.1 INTRODUCTION

The wheel is a circular metal object upon which the rubber tire is mounted.
The brake inside the wheel slows the aircraft by increasing the rolling friction.
However, the term wheel is frequently mean entire brake/wheel/tire assembly.
The tires are sized to carry the weight of the aircraft typically; the main tires carry
about 90% of MTOW. Nose tires carry only about 0% of the static load but
experience higher dynamic loads during landing.
For early conceptual designs, the engineer can copy the tire size of similar
design or follow a statistical approach. The table provides the equations for
estimating main tire size. These calculated values are for diameter and width and
should be increased by 30% is to operate from rough unpaved runways. Nose
tires can be assumed to be about 60 – 100% the size of the main tires.

Figure 6.1 Tire contact area

50
 TYPE DIAMETER WIDTH
A B A B
General Aviation 1.51 0.349 0.7150 0.312
Business twin 2.69 0.251 1.170 0.216
Transport / Bomber 1.63 0.315 0.1043 0.480
Jet Fighter /Trainer 1.59 0.302 0.0980 0.467
Table 6.1 Statistical Tire Sizing

SURFACE MAXIMUM PRESSURE, PSI

Aircraft carrier 200 +
Major Military Airfield 200
Major Civil Airfield 120
Tarmac runway, good foundation 70-90
Tarmac runway, poor foundation 50-70
Temporary metal runway 50-70
Dry grass on hard soil 45-60
Dry grass on soft soil 30-45
Hard packed sand 40-60
Soft sand 25-35
Table 6.2 Recommended Tire Pressure

6.2 SELECTION PROCEDURE

The number of tires required for a given aircraft design gross weight is
largely determined by the floatation characteristics. The primary consideration is
the load-carrying capacity of the tire during the speed regime normally applicable
for landing or takeoff cycles. In addition, the number of ply and type of
construction, which determine the weight of the wire and its operational life, is
important from an economic standpoint. Other considerations include the
inflation pressure of the tire and the size of the wheel. The former must be chosen
in accordance with the bearing capacity of the airfield from which the aircraft is
designed to operate from, whereas the latter must have sufficient space to house
the brake assembly. The choice of the main wheel tires is made on the basis of
the static loading case. The total main gear load is calculated assuming that the
aircraft is taxing at low speed without braking. The choice of the nose wheel tires
is based on the nose wheel load during braking at maximum effort, i.e., the steady
braked load

51
6.2.1 CALCULATION

Maximum take off weight of the aircraft (Wmtow) = 14900 kg = 32848.8 lbs
90% of the maximum take off weight
Weight of the main wheel (Ww) =
No of wheels
0.9 ∗ 32848.8
Ww =
4

Ww = 7390 lbs

MAIN WHEEL CONFIGURATION:

Main Wheel diameter/width = A(Ww)B

Diameter: A = 1.59
B = 0.302
Main wheel diameter = 1.59*(7390)0.302
MTD = 23.42 inch

Width: A = 0.098
B = 0.467
Main wheel width = 0.098(7390)0.467
MTW = 6.27 inch

NOSE WHEEL CONFIGURATION: (For Fighter Aircraft)

Nose wheel diameter = 0.6 to 0.9 * Main Tire Diameter (MTD)
= 0.9 * 23.427
NTD = 21.0847 inch

Nose wheel width = 0.6 to 0.9 * Main Tire Width (MTW)

= 0.9 * 6.278
NTW = 5.6502 inch

52
 7 CHAPTER 7
LANDING GEAR ANALYSIS

7.1 INTRODUCTION

Landing gear is the undercarriage of an aircraft or spacecraft and may be used

for either takeoff or landing. Of the many internal components that must be
defined in an aircraft layout, the landing gear will usually cause the most trouble.
Landing gear must be placed in the correct down position for landing and must
somehow retract into the aircraft without chopping up the structure.

Figure 7.1 Tricycle Landing gear geometry

53
7.2 SHOCK ABSORBER

The landing gear is used to absorb the shock of the landing and smooth
out the ride. The tire themselves will be absorbing some shock by deflecting when
bump is encountered. Sailplane and a few homebuilt airplanes have built with
rigid axles, relying solely upon the tires for shock absorbing.
The solid spring gear is used in many general aviation aircraft. The solid
spring is as simple as possible but is slightly heavier than other types of gear.
Note that the solid spring gear deflects with some lateral motion instead of
straight up and down. This lateral motion tends to scrub the tires sideways against
the runways, wearing them out. The solid spring has no damping other than this
scrubbing action. The aircraft thus lends to bounce a lot, much like a car with bad
shock-absorbers.

Figure 7.2 Landing gear stroke

54
7.3 STROKE DETERMINATION

The required deflection of the shock absorbing system depends upon the
vertical velocity at touch down, the shock absorbing material, and the amount of
the wing will available after touchdown. As a rough rule of thumb, the stroke in
inches approximately equals the vertical velocity at touchdown. The vertical at
touchdown is established in various specifications for different types of aircraft.

TYPE EFFICIENCY
Steel Leaf Spring 0.50
Steel Coil Spring 0.62
Air Spring 0.45
Rubber block 0.60
Rubber Bungee 0.58
Oleo pneumatic
 Fixed Orifice 0.65-0.80
 Metered Orifice 0.75-0.90
Tire 0.47
Table 7.1 Shock Absorber Efficiency

AIRCRAFT TYPE Ngear

Larger bomber 2.0 - 3

Commercial 2.7 - 3

General Aviation 3

Air Force Fighter 3.0 - 4

Navy Fighter 5.0 - 6

Table 7.2 Gear Load factor

55
7.4 SELECTION OF SHOCK ABSORBER

OLEO SUSPENSION

An oleo struct is a pneumatic air – oil hydraulic shock absorber used on the
landing gear of most large aircraft and many smaller ones. This design cushions
the impacts of landing and damps out vertical oscillations.

Figure 7.3 Oleo Shock absorber

It is undesirable for an airplane to bounce on landing – it could to a loss of

control. The landing gear should not add to this tendency. A steel coil spring
stores impact energy from landing and then releases it. An oleo strut absorbs this
energy, reducing bounce.
As the strut compresses, the spring rate increases dramatically, because
the air is being compressed, while the viscosity of the oil dampens the rebound
movement.

56
CALCULATION:
Oleo suspension

2
1 𝑉𝑣𝑒𝑟𝑡𝑖𝑐𝑎𝑙
Stroke distance, 𝑆 = [ − 𝜂𝑡 𝑆𝑡 ]
𝜂𝑠 2𝑔𝑁𝑔𝑒𝑎𝑟

Where, 𝜂𝑠 = Shock absorption efficiency of oleo = 0.90 (from the table)

𝜂𝑡 = Shock absorption efficiency of tire = 0.47
𝑆𝑡 = Maximum allowable tire deflection
𝑁𝑔𝑒𝑎𝑟 = 4 (from the table)
g = 386.22 inch/s2

𝑆𝑡 = Radius – Rolling radius

𝑑 𝑑
𝑆𝑡 = −
2 3

Where, d = diameter of tire = 23.42 inch

23.42 23.42
𝑆𝑡 = −
2 3

𝑺𝒕 = 3.9045 inch

Vvertical = 13 ft/s = 156 inch/s

1 1562
𝑆= [ − (0.47 ∗ 3.9045)]
0.75 2 ∗ 386.22 ∗ 4

S = 8.054 inch

The stroke distance is 8.054 inches

57
 8 CHAPTER 8
CONCLUSION

 Hence multi role Aircraft has been designed with various performance and
aerodynamic parameters calculation, which can carry up to payload of 3100
kg i.e. armaments (Missiles, bombs, Guns etc.)
 The load distribution of wing in fighter aircraft using schrenk’s curve method
was found to be around 25000 N which is very sufficient for the fighter design
requirements. The self-weight and fuel tank capacity was found to be around
2500 N and 304.27 N respectively.
 It can have more combat radius because it has more fuel capacity with Drop
tanks.
 The overall weight distribution gives the required data which are within the
estimated limits. Shear force and bending moment diagram for the wing
structure was adequate and within the structural limit.
 Since the Engine will be equipped with Afterburner and Thrust Vectoring so
it can escape from combat field quickly and highly maneuverability. So V-n
diagram was drawn to know the maneuverability limit of the aircraft which
has 6.5 as maximum load factor
 Later gust V-n envelope was drawn by using the V-n diagram velocity and
three gust velocity was taken into account which are 40m/s, 20m/s, 65m/s
 Tricycle Landing gear analysis was calculated with stroke distance as 8.054
inch and the tyre size was estimated by using constant values of tyre.
 The diameter of main tyre was 23 inch which more enough for the fighter
aircraft to land.
 Finally, the aircraft design requirement of wing structure, aerodynamic forces
are calculated successfully.

58
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