ABSTRACT

Aircraft Design Project-I is a continuation of Aircraft Design Project-II. In

our Aircraft Design Project-I, we have performed a preliminary and conceptual
analysis. We have carried out a weight estimation, engine selection, weapon loading
and aerodynamic parameter selection and analysis. Apart from these, we have also
determined performance parameters such lift, drag, range, endurance, thrust and
power requirements.

The purpose of ADP-II is to enhance the knowledge continuation of the

design project given in ADP-I. Also, Aircraft Design Project-II deals with a more in-
depth study and analysis of aircraft performance and structural characteristics. In the
following pages we have carried out structural analysis of fuselage and wings and V-
n diagram, the appropriate materials have been chosen to give our aircraft adequate
structural integrity. The determination the landing gear position, retraction and other
accompanying systems and mechanisms have also been done.

Thus, by imposing all the performance parameters in our ADP-I, structural

analysis of our aircraft is done in this project. Hence, a lot of attention is given to
calculations in this report.
LIST OF SYMBOLS, ABBREVIATIONS AND NOMENCLATURE

1. CD-Drag coefficient
2. CDO-Zero lift drag coefficient
3. Cj-Specific fuel consumption for jet engine
4. CL-Lift coefficient
5. Cp –Specific fuel consumption for propeller driven aircraft
6. e-Ostwald efficiency factor
7. g-Acceleration due to gravity
8. L/D-Lift to drag ratio
9. Mff-Mission fuel fraction
10. N-time increment for free roll just after touchdown, before brakes are applied
11. R/C-Rate of climb
12. R-Range of the aircraft
13. sa –Approach distance
14. sf –Flare distance
15. sg –ground roll
16. S-Wing area
17. V∞-Free stream velocity
18. Vf-Flare velocity
19. Vstall-Stall velocity
20. W/S-Wing loading
21. WF(res)-Reserve fuel weight
22. WF(used)-Weight of the fuel used during the mission
23. WTFO-Trapped fuel weight
24. WTO-Takeoff weight
25. ηp -Propeller efficiency
26. A.R. - Aspect Ratio
27. B - Wing Span (m)
28. C - Chord of the Airfoil (m)
29. C root - Chord at Root (m)
30. C tip - Chord at Tip (m)
31. Mean Aerodynamic Chord (m)
32. D - Drag (N)
33. E - Endurance (hr)
34. L - Lift (N)
35. (L/D)loiter - Lift-to-drag ratio at loiter
36. (L/D)cruise - Lift-to-drag ratio at cruise
37. M - Mach number of aircraft
38. Mff - Mission fuel fraction
39. R - Range (km)
40. Re - Reynolds Number
41. S - Wing Area (m²)
42. Sref - Reference surface area
43. Swet - Wetted surface area
44. Sa - Approach distance (m)
45. Sf - Flare Distance (m)
46. Sfr - Free roll Distance (m)
47. Sg - Ground roll Distance (m)
48. T - Thrust (N)
49. Tcruise - Thrust at cruise (N)
50. Ttake-off - Thrust at take-off (N)
51. (T/W)loiter - Thrust-to-weight ratio at loiter
52. (T/W)cruise - Thrust-to-weight ratio at cruise
53. (T/W)take-off - Thrust-to-weight ratio at take-off
54. Vcruise - Velocity at cruise (m/s)
55. Vstall - Velocity at stall (m/s)
56. Vt - Velocity at touch down (m/s)
57. Wcrew - Crew weight (kg)
58. Wempty - Empty weight of aircraft (kg)
59. Wfuel - Weight of fuel (kg)
60. Wpayload - Payload of aircraft (kg)
61. W0 - Overall weight of aircraft (kg)
62. W/S - Wing loading (kg/m²)
63. ρ - Density of air (kg/m³)
64. μ- Dynamic viscosity (Ns/m²)
65. λ - Tapered ratio
66. µr - Co-efficient of rolling friction
67. θOB - Angle between flight path and take-off
68. β - Turning angle
69. ϕ -Gliding angle
AIM:

To make a brief study of aircraft designing process with the aid of computer software
and to analyze the results of fighter jet aircraft in three view diagram.

INTRODUCTION:

Airplane design is an art with scientifically approach. It requires both intellectual

engineering and creative with sensible assumptions. A design is an ‘iterative effort’
that are set by prior design trade studies. Now-a-days fighter aircraft is one of the
most popular forms of transport aircraft.

The aircraft design process is the engineering design process by which aircraft are
designed. These depend on many factors such as customer and manufacturer demand,
safety protocols, physical and economic constraints etc. For some types of aircraft,
the design process is regulated by national airworthiness authorities. This article deals
with powered aircraft such as airplanes and helicopter designs.

Aircraft design is a compromise between many competing factors and constraints and
accounts for existing designs and market requirements to produce the best aircraft.

AIRCRAFT PURPOSE:

The starting point of any new aircraft is to clearly identify its purpose. The humans
made aircrafts by seeing the birds flying high in the air without even falling onto the
ground. Many people tried to fly in the air with the help of artificial wings but they
have flown only for few minutes later, many developments in building an airplane
that can sustain for many hours in the air is made by WRIGHT BROTHER. They
made it successfully after series of failures. Now, the world without an aircraft is
unimaginable. The purpose of the aircraft is grouped into different categories based
on the work they do. Such categories include combat aircraft, fighter aircraft and
general aviation aircraft.

DESIGN PROCESS:

The aircraft design process is the engineering design process by which aircraft are
designed by specific trained design engineers. The design process is made by any
changes in the previous design aircraft and required result is made. In the early years
of aircraft design, designers used analytical theory to do the various engineering
calculation that go into the design process along with a lot of experimentation. The
recent development made in design process is that designs are made in computer and
any changes can also be made easily. The designing software named “COMPUTER-
AIDED DESIGN”. In this software any aircraft design can be made with ease efforts
and results also provided in an accurate manner. The various advanced software is
Auto CAD, Catia, Ansys, CFD, Nastran, Creo etc.2D, 3D and analysis can be made
with great accuracy for designing an aircraft.

“Great Design Is Not Just a Solution, It is the Elimination of the Problem”

-M. Cobanli

STEPS FOR DESIGNING AN AIRCRAFT:

Every Airplane goes through many changes in design before it is finally built. These
steps enable the design engineer to make a flawless design process with accuracy.
Along the way, it has four main areas of aeronautics in which a designer should
concentrate to make a successful aircraft design. These are Aerodynamics,
Propulsion, Structures and Materials, Stability and control.
Aerodynamics is the study of motion of air, particularly its interaction with a solid
object. It is derived from Greek Word Air + Dynamics. Studying the motion of air
around an object allow us to measure the forces of lift, gravity and drag. The four
main forces of the aircraft which helps to fly in the atmosphere are Lift, Thrust,
Weight and Drag.

Propulsion means to push forward or drive an object forward. The term is derived
from two Latin words PRO meaning forward or before and PELLERE meaning to
drive. A propulsion system consists of source of mechanical power and converting
this power into a propulsive force which drives the aircraft in forward motion with
the help of aerodynamics.

Structures and Materials is the study of how strong the airplane is and what materials
can be used to withstand the weight of the entire airplane in atmosphere. It is very
important that airplane should be light as possible so that it can fly with ease effort
but designing an aircraft with less weight is quite impossible. So the choosing of
materials like composites makes a difference in weight and can produce desired
performance efficiently.

Stability and Control is the study of how an airplane handles and interacts to pilot
input and feed. The pilot needs to be able to process the correct data quickly, and to
make designs in an appropriate situation. In earlier days, the cockpit was made to
work mechanically rather than electrically but, today the flight controls are made in
fly-by-wire systems which has made the pilot effort much easier.
DESIGN OF AN AIRPLANE:
Airplane design is both an art and a science. It’s the intellectual engineering process
of creating on paper (or on a computer screen) a flying machine to

 meet certain specifications and requirements established by potential users

(or as perceived by the manufacturer) and

 Pioneer innovative, new ideas and technology.

PHASES OF AIRPLANE DESIGN:

The complete design process has gone through three distinct phases that are carried
out in sequence. They are:

 Conceptual design

 Preliminary design

 Detailed design

CONCEPTUAL DESIGN:

The design process starts with a set of specifications (requirements) for a new
airplane, or much less frequently as the response to the desire to implement some
pioneering, innovative new ideas and technology. In either case, there is a rather
concrete good towards which the designers are aiming. The first steps towards
achieving that goal constitute the conceptual design phase. Here, within a certain
somewhat fuzzy latitude, the overall shape, size, weight and performance of the new
design are determined.

The product of the conceptual design phase is a layout on a paper or on a computer

screen) of the airplane configuration. But one has to visualize this drawing as one
with flexible lines, capable of being slightly changed during the preliminary design
phase. However, the conceptual design phase determines such fundamental aspects
as the shape of the wings (swept back, swept forward or straight), the location of the
wings related to the fuselage, the shape and location of the horizontal and vertical tail,
the use of an engine size and placement etc., the major drivers during the conceptual
design process are aerodynamics, propulsion and flight performance.

Structural and context system considerations are not dealt with in any detail.
However, they are not totally absent. During the conceptual design phase, the
designer is influenced by such qualitative as the increased structural loads imposed
by a high horizontal tail location trough the fuselage, and the difficulties associated
with cutouts in the wing structure if the landing gear are to be retracted into the wing
rather than the fuselage or engine nacelle. No part of the design is ever carried out in
a total vacuum unrelated to the other parts.

PRELIMINARY DESIGN:
In the preliminary design phase, only minor changes are made to the configuration
layout (indeed, if major changes were demanded during this phase, the conceptual
design process have been actually flawed to begin with. It is in the preliminary design
phase that serious structural and control system analysis and design take place.

During the phase also, substantial wind tunnel testing will be carried out and major
computational fluid dynamics (CFD).Calculations of the computer flow fluid over the
airplane configurations, it’s possible that the wind tunnel tests the CFD calculations
will in cover some undesirable aerodynamic interference or some unexpected stability
problems which will promote change to the configuration layout. The end of the
preliminary design phase brings a major concept to commit the manufacture of the
airplane or not. The importance of this decision point for modern aircraft
manufacturers cannot be understated, considering the tremendous costs involved in
the design and manufacture of a new airplane. This is no better illustrated.
DETAIL DESIGN:
The detail design phase is literally the nuts and bolts phase of airplane design. The
aerodynamic, propulsion, structures performance and flight control analysis have all
been finished with the preliminary design phase. For detail design. The airplane is
now simply a machine to be fabricated. The pressure design of each. Individual rib,
spar and section of skin now take place. The size of number and location of fastness
are determined. At this stage, flight simulators for the airplane are developed. And
these are just a few of the many detailed requirements during the detail design phase.
At the end of this phase, the aircraft is ready to be fabricated.

THE SEVEN INTELLECTUAL PIVOT POINTS FOR

CONCEPTUAL DESIGN:
The design process is an art of creativity and like all creative creatures, there is no
one correct and absolute method to carry it out. However conceptual design can be
imagined at an array of the seven points at strategic locations in some kind of
intellectual space, and these pivot points are connected by a verb of detailed
approaches. The web constructed by different people would be different, although the
pivot points should be the same, due to their fundamental significance.
REQUIREMENTS:
Requirements for a new airplane design are as unique and different from one airplane
to another as fingerprints are from one. However, being to another. Hence we cannot
stipulate in this section a specific, standard form to use to write requirements there is
none.

For any new airplane design. There must be some established requirements which
serve as the jumping off point for the design process, and which serve as the focused
goal for the completed design. Typical aspects are frequently stipulated in the
requirements are some combination of the following,

 RANGE,

 TAKE OFF DISTANCE,

 STALLING VELOCITY,

 ENDURANCE,

 MAXIMUM VELOCITY,

 RATE OF CLIMB,

 MAXIMUM LOAD FACTOR,

 SERVICE CEILING.
CRITICAL PERFORMANCE PARAMETERS:
Requirements stipulate the performance of the new aircraft. The critical parameters are:
 Maximum lift coefficient.
 Lift to drag ratio (L/D).
 Thrust to weight ratio (T/W).
Therefore, the next step is to make first estimates of W/S and T/W to achieve the
performance as stipulated by requirements.
CONFIGURATION LAYOUT:
The configuration layout is a drawing of the shape and size of the airplane as evolved
till stage. The critical performance parameters along with first weight estimate helps to
draw the configuration and approximate the size of the aircraft.

BETTER WEIGHT ESTIMATE:

The overall size and shape of the airplane are better known now. There is now an
improved estimate of weight based on performance parameters. A more detailed
estimate of fuel is required now.

PERFORMANCE ANALYSIS:
This is the point where the configuration is judged if it can meet all original
specifications. An interactive process is initiated where the configuration is modified.
The critical performance parameters are adjusted for improving performance. In this
stage, some mature decisions should be made as the specifications or cost or
unavailable technology.

Hence some specifications might be relaxed so that others might get higher
priority.

OPTIMIZATION:
When iterative process is over, it has produced a viable airplane. This leads to
optimization. The optimization analysis is carried out may be carried out by a
systematic variation of different parameters T/W, W/S and plotting the performance of
graphs which can be found using a sizing matrix or a carpet plot from which optimum
design can be found.
WEIGHT OF AIRPLANE – FIRST ESTIMATE:
No airplane can take off the ground unless it produces a lift greater than its weight.
There should be a first estimate of gross takeoff weight. The weight estimate is the next
pivot point after the requirements. Lilienthal, Langley and Wright brothers knew more
weight means more drag. This needed an engine with greater power and hence more
weight.

CONSTRAINT DIAGRAM:
A constraint diagram is constructed which identifies allowable solution space for
airplane design. A constraint diagram consists of plots of the sea – level thrust to takeoff
weight ratio versus wing loading at takeoff weight ratio TO/WO versus wing loading
at takeoff WO /S determined by intellectual pivot point.

THE DESIGN WHEEL

SIZING
AND
TRADE
STUDIES

REQUIREME
NTS DESIGN
ANALYSIS

DESIGN
CONCE
PT
CLASSIFICATION OF AIRPLANES:
1. FUNCTIONAL CLASSIFICATIONS

a. Civil Airplanes.
b. Military Airplanes.
Civil Airplanes Military Airplanes
Cargo transport Strategic fighters
Passenger travel Interceptors
Mail distribution Escort fighters
Agricultural Tactical bombers
Ambulance Strategic bombers
Executive transport Ground attack airplanes
Training Photo-reconnaissance airplanes
Sports Multipurpose airplanes
Air taxi & charter
Forestry
Fish and wildlife sanctuary
Construction
Aerial photography
Off- shore drilling

2. CLASSIFICATION BY POWER PLANT

a. Types of engine
i. Piston Engines.

ii. Turbo-Prop Engines.

iii. Turbo-jet Engines.

 iv. Ram-jet Engines.

v. Rockets.

b. Number of engines
i. Single Engine.

ii. Twin Engine.

iii. Multi-Engine.

c. Location of power plant

i. Engine (with propeller) located in fuselage nose.

ii. Pusher Engine located in the rear fuselage.

iii. Engines (jet) submerged in the wing,

1. At the root.

2. Along the span.

iv. Engines (jet) in nacelles suspended under the wing (pod mountings).

v. Engines (jet) located on the rear fuselage.

vi. Engines (jet) located within the rear fuselage.

3. CLASSIFICATION BY CONFIGURATION
a. Shape and position of wing.
b. Type of fuselage.
c. Location of horizontal tail surfaces.
d. Types of Landing gear
 DESIGN SEQUENCE

1. Collection of existing similar aircraft data

2. Retrivel of data
3. Design graphs
4. Preparation of design data sheet
5. Mission specification
6. Weight estimation
 Mission fuel weight estimation
 Operating tentative weight estimation
 Operating empty weight estimation
 Empty weight estimation
 Payload weight estimation
 Overall takeoff weight estimation
7. Airfoil selection
8. Wing loading estimation
 Based on stall velocity
 Based on Landing distance
 Calculation of wing area
9. Thrust to weight ratio estimation
 Based on takeoff distance
 Based on max rate of climb
 Based on max velocity
 Calculation of thrust
10. Power plant selection
11. Performance curves
12. Three view diagram of aircraft
LITERATURE SURVEY

It’s the collection of data of various airplanes to consolidate the data for the airplane
that we design. Around 2 airplanes with their design parameters are compared.

AIRCRAFT FOR REFERENCE:

 F22 Raptor
 Falcon F16
 MIG 29
 Thunderbolt A10
 Eurofighter typhoon
 Chengdu J10
 Harrier
 Mirrage 2000D
 Rafale
 Super hornet F18
 Gripen
 Tejas
 Eagle F15
 Mitsubishi F2
 CAC F7
 Finback F8
 FBC
 Jaguar
 AMX
 Lightning F35
 Sukhoi 25
LOCKHEED MARTIN F22 RAPTOR

S.NO PARAMETER VALUE

1. Max Take-off weight(kg) 27216
2. Wing loading(kg/m2) 348.7
3. Wing span(m) 13.56
4. Thrust(kN) 155.7
5. Thrust to weight ratio 1.09
6. Cruise speed(mach no) 2.25
7. Rate of climb(m/min)
8. Service ceiling(m) 15240
9. Range(km) 2960
10. Crew 1
11. Climb speed(km/hr) 2449.42
FALCON 16

S.NO PARAMETER VALUE

1. Max Take-off weight(kg) 19,200
2. Wing loading(kg/m2) 431
3. Wing span(m) 9.96
4. Thrust(kN) 127
5. Thrust to weight ratio 1.095
6. Cruise speed(mach no) 2
7. Rate of climb(m/min) 15240
8. Service ceiling(m) 18000
9. Range(km) 3222.5
10. Crew 1
11. Climb speed(km/hr) 2414
MIG 29

S.NO PARAMETER VALUE

1. Max Take-off weight(kg) 15300
2. Wing loading(kg/m2) 442
3. Wing span(m) 11.1
4. Thrust(kN) 86.4
5. Thrust to weight ratio 1.09
6. Cruise speed(mach no) 2.25
7. Rate of climb(m/min) 15120
8. Service ceiling(m) 18013
9. Range(km) 1430
10. Crew 1
11. Climb speed(km/hr) 2430.1
THUNDERBOLT A10

S.NO PARAMETER VALUE

1. Max Take-off weight(kg) 23133.2
2. Wing loading(kg/m2) 482
3. Wing span(m) 17.6
4. Thrust(kN) 40.34
5. Thrust to weight ratio 0.36
6. Cruise speed(mach no) 1.65
7. Rate of climb(m/min) 1828.8
8. Service ceiling(m) 13700
9. Range(km) 1287.48
10. Crew 1
11. Climb speed(km/hr) 675.9
TYPHOON

S.NO PARAMETER VALUE

1. Max Take off weight(kg) 23500
2. Wing loading(kg/m2) 312
3. Wing span(m) 10.95
4. Thrust(kN) 90
5. Thrust to weight ratio 1.15
6. Cruise speed(mach no) 2
7. Rate of climb(m/min) 18897.6
8. Service ceiling(m) 19810
9. Range(km) 2900
10. Crew 1
11. Climb speed(km/hr) 2386.7
MIRRAGE

S.NO PARAMETER VALUE

1. Max Take-off weight(kg) 17500
2. Wing loading(kg/m2) 414.6
3. Wing span(m) 9.13
4. Thrust(kN) 64.3
5. Thrust to weight ratio 0.91
6. Cruise speed(Mach no) 2.2
7. Rate of climb(m/min) 17068.8
8. Service ceiling(m) 17060
9. Range(km) 1550
10. Crew 1
11. Climb speed(km/hr)
HORNET

S.NO PARAMETER VALUE

1. Max Take-off weight(kg) 25401.2
2. Wing loading(kg/m2) 454
3. Wing span(m) 12.3
4. Thrust(kN) 80.1
5. Thrust to weight ratio 0.96
6. Cruise speed(mach no) 1.8
7. Rate of climb(m/min) 13716
8. Service ceiling(m) 75240
9. Range(km) 2000
10. Crew 1
11. Climb speed(km/hr)
GEOMETRIC SPECIFICATIONS

Sl. Name of the Aspect Ratio Wing Span Length Wing Wing Loading

No. Aircraft (m) (m) Area (Kg/m2)

(m2)
1 Chengdu J-10 2.87 9.75 15.49 5.43 33.1
2 Eurofighter Typhoon 2.09 11.61 20.83 6.45 64.57
3 F/A-18 Hornet 3.98 12.3 17.1 4.7 38
F-16 Fighting
4 Falcon 3.56 9.96 15.06 4.88 27.87
5 F-35 Lighting II 2.68 10.7 154.67 4.33 42.7
6 HAL Tejas 1.75 8.2 13.2 4.4 38.4
7 JAS 39 Gripen 2.35 8.4 14.1 4.5 30
8 JF-17 Thunder 3.66 9.45 14.93 4.72 24.4
Lockheed F-22
9 Raptor 2.36 13.56 18.9 5.08 78.04
10 MiG-29 3.42 11.4 17.37 4.73 38
11 MiG-29K 3.34 11.99 17.3 4.4 43
12 MiG-29M 3.42 11.4 17.37 4.73 38
13 Mirage 2000 2.03 9.13 14.36 5.2 41
14 Mitsubishi F-2 3.56 11.13 15.52 4.69 34.84
15 Rafale 2.55 10.8 15.27 5.34 45.7
16 Su-27m 3.78 15.3 21.9 5.9 62
17 Su-35 3.78 15.3 21.9 5.9 62
18 Sukhoi Su -47 3.71 15.16 22.6 6.3 61.87
Sukhoi T-50 PAK-
19 FA 3.49 14.7 21.935 6.36 62
20 T-50 Golden Eagle 2.49 14 19.8 6.05 78.8
21 Tornado IDS 7.27 13.91 16.72 5.95 26.6
WEIGHT SPECIFICATIONS

Empty
Sl. Gross Maximum Take-
Name of the Aircraft Weight
No. Weight (Kg) off Weight (Kg)
(Kg)

1 Chengdu J-10 9,750 14,250 19,277

2 Eurofighter Typhoon 8777 11,346 14300
3 F/A-18 Hornet 10400 13,013 23500
4 F-16 Fighting Falcon 8570 11,675 19200
5 F-35 Lighting II 13300 17,490 31800
6 HAL Tejas 6500 9,500 13200
7 JAS 39 Gripen 6800 9,068 14000
8 JF-17 Thunder 6586 9,586 12383
Lockheed F-22
9 Raptor 19700 22,822 38000
10 MiG-29 13380 16,720 22400
11 MiG-29K 18550 20,950 24500
12 MiG-29M 11000 13,100 20000
13 Mirage 2000 7500 10,100 17000
14 Mitsubishi F-2 9527 13,927 22090
15 Rafale 9500 14,200 24500
16 Su-27m 8400 11,215 34500
17 Su-35 8400 14,000 34500
18 Sukhoi Su -47 16375 21,645 35000
19 Sukhoi T-50 PAK-FA 8400 13,490 38800
20 T-50 Golden Eagle 18500 23,300 37000
21 Tornado IDS 13890 17,140 28000
POWERPLANT SPECIFICATIONS
Number of
Sl. Power or Thrust per
Name of the Aircraft Type of Engine Engines
No. Engine (KN)

1 Chengdu J-10 Turbofan 1 79.43

2 Eurofighter Typhoon Turbofan 1 44
3 F/A-18 Hornet Turbofan 2 48.98
4 F-16 Fighting Falcon Turbofan 1 76.3
5 F-35 Lighting II Turbofan 1 125
6 HAL Tejas Turbofan 1 53.9
7 JAS 39 Gripen Turbofan 1 54
8 JF-17 Thunder Turbofan 1 49.4
Lockheed F-22 Turbofan
9 Raptor 2 104

10 MiG-29 Turbofan 2 88.26

11 MiG-29K Turbofan 2 88.3
12 MiG-29M Turbofan 2 81.4
13 Mirage 2000 Turbofan 1 64.3
14 Mitsubishi F-2 Turbofan 1 76
15 Rafale Turbofan 2 50.04
16 Su-27m Turbofan 2 86.3
17 Su-35 Turbofan 2 86.3
18 Sukhoi Su -47 Turbofan 2 83.4
19 Sukhoi T-50 PAK-FA Turbofan 2 123
20 T-50 Golden Eagle Turbofan 2 93.1
21 Tornado IDS Turbofan 2 71.53
PERFORMANCE SPECIFICATIONS

Sl. Cruising Service Range

Name of the Maximum
No speed ceiling (Km)
Aircraft speed
(m/s) (Km)
(m/s)
1 Chengdu J-10 2695 386.11 18,000 1149
2 EurofighterTyphoon 2450 588.89 16765 2900
3 F/A-18 Hornet 1190 347.22 15240 2000
4 F-16 Fighting Falcon 2120 670.54 15240 1950
5 F-35 Lighting II 1930 536.43 18288 2220
6 HAL Tejas 1350 383.33 15000 850
7 JAS 39 Gripen 2,204 388.89 15240 1865
8 JF-17 Thunder 1960 544.44 16920 1689
Lockheed F-22 670.56
9 Raptor 2410 19812 2960
10 MiG-29 2400 666.21 18013 1430
11 MiG-29K 2200 610.56 17500 1500
12 MiG-29M 2600 694.5 17500 1600
13 Mirage 2000 2530 649.44 17060 1550
14 Mitsubishi F-2 2469.6 590 18000 834
15 Rafale 1,912 385.83 15,235 3,700
16 Su-27m 2390 375 18000 3600
17 Su-35 2390 510.42 18000 3600
18 Sukhoi Su -47 1717 500 18000 3300
19 Sukhoi T-50 PAK-FA 2500 416.67 17300 3000
20 T-50 Golden Eagle 1770 246.39 14630 1851
21 Tornado IDS 2400 268.06 15240 1390
COMPARATIVE GRAPHS

Maximum Speed(m/s) vs Cruising Speed(m/s)

680
670

Cruisings Speed (m/s)

660
650
640
630
620
610
600
590
580
2000 2100 2200 2300 2400 2500 2600
Maximum Speed (m/s)

Maximum Speed(m/s) vs Service Ceiling(Km)

25000

20000
Serivice Ceiling(km)

15000

10000

5000

0
2000 2100 2200 2300 2400 2500 2600
Maximum Speed(m/s)

Maximum Speed(m/s) vs Range(Km)

3500

3000

2500
Range(Km)

2000

1500

1000

500

0
2000 2100 2200 2300 2400 2500 2600
Maximum Speed(m/s)
 Range(Km) vs Cruising Speed(m/s)
680
670
660
Cruising Speed(m/s)

650
640
630
620
610
600
590
580
0 500 1000 1500 2000 2500 3000 3500
Range(Km)

Range(Km) vs Service Ceiling(Km)

25000

20000
Service Ceiling(Km)

15000

10000

5000

0
0 500 1000 1500 2000 2500 3000 3500
Range(Km)
 Range(Km) vs Maximum Speed(m/s)
2600
2550
2500
Maximum Speed(m/s) 2450
2400
2350
2300
2250
2200
2150
2100
2050
0 500 1000 1500 2000 2500 3000 3500
Range(Km)

Cruising Speed(m/s) vs Service Ceiling(Km)

25000

20000
Service Ceiling(Km)

15000

10000

5000

0
580 600 620 640 660 680
Cruising Speed(m/s)
 Cruising Speed(m/s) vs Range(Km)
3500

3000
Range(Km) 2500

2000

1500

1000

500

0
580 590 600 610 620 630 640 650 660 670 680
Cruising Speed(m/s)

Cruising Speed(m/s) vs Maximum Speed(m/s)

2600
2550
2500
Maximum Speed(m/s)

2450
2400
2350
2300
2250
2200
2150
2100
2050
580 590 600 610 620 630 640 650 660 670 680
Cruising Speed(m/s)
 Service Ceiling(Km) vs Range(Km)
3500

3000
Range(Km) 2500

2000

1500

1000

500

0
0 5000 10000 15000 20000 25000
Service Ceiling(Km)

Service Ceiling(Km) vs Maximum Speed(m/s)

2600
2550
2500
Maximum Speed(m/s)

2450
2400
2350
2300
2250
2200
2150
2100
2050
0 5000 10000 15000 20000 25000
Service Ceiling(Km)