Multirole Fighter Aircraft Adp 1

U6AEB29-AIRCRAFT DESIGN PROJECT-I
MULTIROLE FIGHTER AIRCRAFT
A PROJECT REPORT
Submitted By
COUHTINO VARNEY PLATO 13UEAE0018
K.ELUMALAI 13UEAE0021
S.GURUPRASAATH 13UEAE0026
D.DALJIT MAJIL 13UEAE0501
In partial fulfillment for the award of the degree
Of
BACHELOR OF TECHNOLOGY
IN
AERONAUTICAL ENGINEERING
VEL TECH DR.RR & DR.SR TECHNICAL UNIVERSITY
CHENNAI-6000062
APRIL2016
Bonafide Certificate
This is to certify that the project work entitled “Multirole Fighter Aircraft” in partial
fulfillment of the requirement of the award of Degree of Bachelor of Technology in
Aeronautical Engineering of Vel Tech Dr. RR & Dr. SR Technical University, Chennai – 600
062, is an authentic work carried out by Coutinho Varney Plato (Reg. No. 13UEAE0018),
K.Elumalai (Reg. No. 13UEAE0021), S.Guruprasaath (Reg. No. 13UEAE0026) and
D.Daljit Majil (Reg. No 13UEAE0501) under our supervisions and guidance.
To the best of my knowledge, the matter embodied in the project report has not been submitted
to any other University/Institute for the award of any Degree or Diploma
N Murugan Kannan.G
Head of the Department, Assistant Professor,
Dept of Aeronautical Engineering Dept of Aeronautical Engineering
Vel Tech Dr RR & Dr SR Vel Tech Dr RR & Dr SR
Technical University, Avadi, Technical University, Avadi,
Chennai 600 062 Chennai 600 062

Certificate of Evaluation
University: Vel Tech Dr. RR & Dr.SR Technical University

Branch : Aeronautical Engineering
Semester: VI
S.No VTU NO REG. NO NAME PROJECT TITLE PROJECT

GUIDE
1. 4180 13UEAE0018 COUTINHO VARNEY PLATO G.KANNAN,
MULTIROLE ASST.
2. 4364 13UEAE0021 K.ELUMALAI
FIGHER PROFESSOR,
3. 4094 13UEAE0026 S.GURUPRASAATH AIRCARFT DEPT. OF
AERONAUTI
4. 5726 13UEAE0501 D.DALJIT MAJIL
CAL ENGIG
The report of the project work submitted by the above student in partial fulfillment for the award
of Degree of Bachelor of Technology in Aeronautical Engineering of Vel Tech Dr. RR &
Dr. SR Technical University was evaluated and confirmed to be the report of the work done by
the above student.
This project report was submitted for VIVA VOICE held on . . . . . . . . . . . . . . . . ……………..
at VEL TECH Dr. RR & Dr. SR TECHNICAL UNIVERSITY, AVADI.
Internal Examiner External examiner
Date …………
ACKNOWLEDGEMENT
First of all I would like to express my deepest gratitude to VEL TECH Dr. RR & Dr. SR
TECHNICAL UNIVERSITY for giving me this tremendous opportunity.
I would like to express gratitude to Founder- President Prof Dr R Rangarajan B.E (Elec.), B.E
(Mech.) M.S (Auto), D.Sc. for giving me the opportunity to be the part of this Institution.
I would like to acknowledge Founder-Vice President Dr.Sagunthala Rangarajan (MBBS) for

her support. I would further like to express my gratitude to Chairperson and Managing Trustee
Dr.Rangarajan Mahalakshmi K.B.E (IE) M.B.A (UK) Ph.D. I would also like to express my
deepest thanks to Vice President Mr. K.V.D Kishore Kumar.
I would like to express my deepest thanks to our Chancellor Dr.R.P.Bajpai Ph.D. (IIT) D.Sc.
(Hokkaido, Japan) FIETE.
I would further like to thank our Vice- Chancellor Dr.Beela Satynarayan B.E (Mech.),
M.E (MD), M.E (IE) M. Tech (CSE), Ph.D. (IIT Delhi)
I would like to express my gratitude to our Registrar Dr.E.Kannan M.E, Ph.D.,

PGDSM (Hons.)
I would like to thank Dr.Amala Justus Ph.D. Dean School of Mechanical for his Constant
support.
I would also like to express my deepest gratitude to Mr. N MURUGAN Head of the
Department (Aeronautical Department) for his valuable suggestions.
Finally I would like to express my deepest gratitude to Mr.G.KANNAN Asst. Professor for
helping me throughout the project and sharing his valuable knowledge.
Contents
Abstract
List of Symbols
List of Table
List of Figures
List of Graphs
1. Introduction 1
1.1 Project Aim 1
1.2 Present Fighters 1
2. Comparative Study 2
2.1 Configuration 2
2.2 Specifications 2
2.3Performances 3
2.4 Graphical representation 4
3. Conceptual Design 8
3.1 Design Concepts 8
3.1.1 The Wing
3.1.1.1 Rectangular Wing
3.1.1.2 Tapered Wing
3.1.1.3 Delta Wing
3.1.2 Elevators & Rudder
3.1.3 Engine Location
3.2 Mission requirements 11
3.2.1 Multirole
3.2.2 Takeoff & Landing

3.2.3 Stealth
3.2.4 Performance
3.2.5 Failure withstanding capability
3.3 Configuration Selections 12
3.3.1 Wing
3.3.2 Elevator & Rudder
3.3.3 Inlet & Nozzle
3.3.4 Stealth
4. Preliminary Design 13
4.1 Introduction 13
4.2 Take-off & Landing 13
4.2.1 Takeoff distance
4.2.2 Flight path radius
4.2.3 Flight Path angle
4.2.4 Airborne Distance
4.2.5 Total takeoff distance
4.2.6 Flare velocity
4.2.7 Flare Height
4.2.8 Approach Distance
4.2.9 Flare Distance
4.3 Ground Roll 15
4.4 Weight Estimation
4.4.1 Fuel Fraction
4.4.2 Empty Weight Estimation
4.4.3 Iteration process

4.4.4 Weight of Fuel
5. Wing selection 22
5.1 Introduction 22
5.2 Airfoil Selection 23
5.3 Wing Selection 27
6. Power plant selection 31
6.1 Thrust required to propel the Aircraft 32
6.2 Engine Selected 32
7. Lift &Drag estimation
7.1 Lift Estimation 33
7.1.1 Lift at takeoff 34
7.1.2 Lift at Landing 34
7.2 Drag Polar Estimation 35
7.2.1 Drag at Cruise 35
7.2.2 Drag at takeoff 36
7.2.3 Drag at Landing 37
8. Performance parameters 38
8.1 Cruising flight performance 38
8.1.1 Calculation of velocity at minimum thrust required
8.1.2 Calculation of Max. Lift to Drag
8.1.3 Calculation of Velocity at Max. Lift to drag ratio
8.1.4 Thrust required minimum
8.1.5 Power required minimum
8.1.6 Thrust Available
8.1.7 Power Available

8.1.8 Max. Rate of Climb
8.1.9 Velocity at max. rate of climb
8.1.10 Level Turn
8.1.11 Turn rate
8.1.12 Centre of Gravity
8.1.13fuselage design
8.1.14 empennage design
8.1.15 performance curves
9. Three view diagram 55
9.1 Top View 56
9.2 Front View 56
9.3 Side View 56
10. Airworthiness standard 57
11. Conclusion 58
References 59
Abstract
The Current scenario in Aerial Combat requires an Aircraft that can perform
multirole tasks to complete various missions with same airframe. The report
summarizes the design of an aircraft with its design parameters and design
considerations. The design includes the blend wing stealth technology which can
perform multiple roles with greater flexibility. Aircraft is designed with a
capability of carrying payload up to 8000kg that includes missile ( Air to Air & Air
to ground), Bombs, Guns etc. The Huge amount of thrust allows the aircraft to
attain STOL along TVC and Reach the cruise altitude in minimum time. The
design has fully variable inlet and Nozzle for good performance of the engine at
various speeds.
LIST OF SYMBOLS
AR Aspect ratio
B Span
C Chord
CG Centre of Gravity
CD Coefficient of Drag
CL Coefficient of Lift
D Drag
L Lift
M Mach Number
R Range
S Surface are of wing
T Thrust
V Velocity
W Weight
Sg Takeoff Distance
P Power
List of Tables
Table 2.1 Configuration Study 2
Table 2.2 Performance Study 2
Table 2.3 Specification Study 3
Table 5.1 Weight 20
Table 8.1 Centre of Gravity 37

LIST OF FIGURES
Figure 3.1 Wing Configurations 9
Figure 3.2 Wing Shapes 10
Figure 4.1 Mission Profile 16
Figure 5.1 Airfoil shape 21
Figure 6.1 Engine selected 27
Figure 9.1 Top View 41
Figure 9.2 Front View 42
Figure 9.3 Side View 42

LIST OF GRAPHS
Graph 2.4.1 Payload vs Empty Weight 4
Graph 2.4.2 Payload vs Fuel Weight 4
Graph 2.4.3 Payload vs Thrust/weight 5
Graph 2.4.4 Payload vs Wing Loading 5
Graph 2.4.5 Payload vs Aspect ratio 6
Graph 2.4.6 Payload vs Max. Speed 6
Graph 2.4.7 Payload vs Max altitude 7
Graph 2.4.8 Payload vs Range 7
Graph 8.1 Payload vs Service ceiling 37
Graph 8.2 Payload vs Thrust/Weight ratio 38
Graph 8.3 Payload vs rate of Climb 38
Graph 8.4 Payload vs MTOW 39
Graph 8.5 Payload vs Takeoff distance 39
Graph 8.6 Payload vs Landing Distance 40

1. INTRODUCTION
1.1 Project Aim:-
Main Objective of the Project is to design a Multi role fighter Aircraft that can perform different
roles in combat. A term Multirole means for Aircraft designed for complete different tasks with same
Airframe. Main motivation of Multirole fighter is to reduce the cost by using a Common airframe for
different tasks. Multirole fighter aircraft will have tasks such as Aerial reconnaissance, Forward Air
Control and Electronic Warfare Aircraft.Attack missions include the subtypes air interdiction, suppression
of enemy air defense (SEAD), and close air support (CAS).It also have a capability of STOL(Short Range
Takeoff and Landing) because of which Aircraft needs Shorter length of Runway.
1.2 Present Fighters:-

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.Eventhough 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. Some of the Fifth generation planes
are F-35 lightening, F-22 Raptor, Su-30 etc. F-35 lightening is a VTOL aircraft with stealthy body
whereas F-22 Raptor is a STOL aircraft with both stealth body and stealth coatings. The Stealth coating
(radiation Absorbing paints makes the aircraft’s Maintenance charge more than anyone else of its kind.
MULTIROLE FIGHTER AIRCRAFT 1

2. COMPARITIVE STUDY
2.1 Configuration Study:-
Parameters/ F-22 F-16 Rafale Su-35
Aircrafts
Role Multirole Air Multirole Air Multirole fighter Multirole Air

superiority superiority fighter superiority
Status In service In service In service In service
Crew 1 1 1 1
Table 2.1 Configuration Study
2.2 Performance Study:-

Parameters/ F-22 F-16 Rafale Su-35
Aircrafts
G-limits -3 to +9 +9 +9 to -3.6 +9
Thrust to weight 1.08 1.095 0.988 0.92

ratio
Max. Speed 1.8 1.2 1.1 1.15

(at Sea level)
(Mach No.)
Max. Speed 2.25 2 1.8 2.25
(at altitude)
(Mach No.)
Service Ceiling 65000 50000 50000 59100
(feet)
Range (Km) 2960 3223 3700 3600
Wing Loading 375 431 328 428

(Kg/m2)
Table 2.2 Performance study

2.3 Specification Study:-
Parameters/ F-22 F-16 RAFALE Su-35
Aircraft
Length(m) 18.9 15.06 15.27 21.9
Height(m) 5.08 4.88 5.34 5.90
Wing Span (m) 13.56 9.96 10.8 15.3
Wing Area(m2) 78.04 27.87 45.7 62
Empty Weight 19700 8570 9850 18400

(Kg)
Max. takeoff 38000 19200 24500 34500
weight (Kg)
Payload 8000 7700 9500 8000
(Kg)
Fuel capacity 3050 710 1240 3040
(Gal)
Powerplant Afterburning Afterburning Afterburning Afterburning

Turbofan with Turbofan Turbofan Turbofan with
Thrust vectoring Thrust vectoring
No. of Engines 2 1 2 2
Thrust(Dry 116/156+ 76.3/127 50.04/75.62 86.3/142

thrust/After
burner) kN
Table 2.3 specification study

2.4 Graphical representation:-
Graph 2.4.1
Graph 2.4.2

Graph2.4.3
Graph2.4.4

Graph2.4.5
Graph2.4.6

Graph2.4.7
Graph2.4.8

3. CONCEPTUAL DESIGN
3.1Design Concept:-
Designing an aircraft involves many choices depending on the different configurations of their
parts available. But the design depends on the mission requirements and the flight configuration. For
example reconnaissance aircraft requires a slow movement at very high altitude and so it range is
important, so the design fighter interceptor aircraft needs a very swift movement with a good
maneuverability so its design is slender body with almost blended, strong wings. The bomber needs to
carry more payload, fuel and almost stealth movement so the design is a blend body design with
simple control surface and a good stable configuration.
As the project aims for a fighter aircraft the different parts of the aircraft and its different
configurations are discussed in this section. The parts under discussion are
 The Wing
 The Elevators and rudders
 The Engine inlet and nozzle systems
3.1.1 The Wing:-

Wing is the main part on aircraft that creates aerodynamic lift force that is one of the four forces
acting on aircraft that makes an aircraft to fly. There are three types of wings available, they are,
 Rectangular wing
 Tapered wing
 Delta wing
3.1.1.1 Rectangular Wing:-

It is a simple old configuration available. There are three different configurations rectangular wing
based on the position they are,
 High Wing
 Low Wing
 Mid Wing
Based on the angle made with the lateral axis there are two types, namely,
 Dihedral wing
 Anhedral Wing

Fig 3.1
Rectangular wing have a disadvantage of creating very high drag and produces a lot of wavedrag. Hence
this wing is not eligible for supersonic Aircrafts.
3.1.1.2 Tappered Wing:-

These types of wing have a different chord at root and different chord at tip. This wing will
perform well in supersonic cases. They are the swept wings; there are two kinds of swept wings namely,
 Swept Forward
 Swept Backward
Swept forward wing is highly unstable wing and structurally weak. The swept backward wing is suits for
Supersonic cases.
3.1.1.3 Delta Wing:-

The Delta wing is a triangular wing with its apex as the leading edge. This wing performs well at
both supersonic and subsonic. There are different configurations of delta wing they are as follows,
 Single Delta wing

 Double delta wing
 Cropped delta wing
The advantage of Delta wing is aerodynamically efficient; it suits for both subsonic and supersonic speed.
It is highly efficient for supersonic aircrafts.

Fig 3.2
3.1.2 Elevator & Rudder

Rudders and elevators are the main control surfaces that helps for maneuvering so location of
theses control surfaces should be considered, normally there are 3 different arrangements for placing the
rudder and elevator they are
 Conventional type on which rudder and elevator separately attached to

empennage.
 T-tail configuration on which elevator will be placed above the rudder.
 Elevons which is combination of Elevators and Ailerons often used in Delta
Wing Configuration.
3.1.3 Engine Location:-

For any fighter aircrafts Engine will be located under the fuselage section instead of locating on
wing. This consideration is because if engine is located in wing then wing load will get increase that will
affect the maneuvering.

3.2 Mission Requirements:-
The project aim is to design a Multirole fighter aircraft. The major requirements of the aircrafts are
listed below,
3.2.1 Multirole:-
 The aircraft has to be able to carry heavy missiles (Air to Air & Air to Ground) and Bombs
of 1000kg.Aircraft should have a capability of carrying 8000kg of armaments including
missiles, bombs and Guns.
 The Aircraft should have more range and combat radius such that it can be used for
reconnaissance role; the aircraft need to be stealthy in this case.
 The Aircraft should be able to move quickly to the battle field and do high end maneuvers
at high speed. The aircraft should take the intercepts roe also.
3.2.2 Takeoff & Landing:-

The aircraft have to take off and land at shorter runway with minimum possible time. The aircraft
should have STOL capability.
3.2.3 Stealth:-
 The Aircraft should have Stealthy characteristics without affecting the maintenance cost
and aerodynamic performance of the aircraft.
 The Aircraft should be able to reduce the radar cross section by flying at very high altitude.
 The IR signature must also be low at cruising speeds.
3.2.4 Performance:-


The aircraft has to perform well in both subsonic and supersonic speeds.

The aircraft should have good maneuverability over a wide range of speeds.

The structure should be stable and should withstand the loads during maneuvers.
The engines and inlet has to perform well with varying speeds.
3.2.5 Failure withstanding capability:-

 Even if one of the engines failed the aircraft should able to land safely with the paower of
the other engine.
 The Structure should withstand bullet shots to a limit and the aircraft has to return home
safely even after a hard battle.
 The Pilot should be comfortable in the cockpit

3.3Configuration Selection:-
3.3.1 Wing:-
The project aims at design a multirole fighter aircraft and so we need a good performance of the
wing at both the subsonic and supersonic speed. Hence by analyzing various configurations simple Swept
wing will suit for multirole fighter that will operate well in both Subsonic and Supersonic, because it will
create more Vortex lift.
3.3.2 Elevator & Rudder:-

Since it is a swept wing aircraft so there will be two elevators, But there is a need of two Rudders
each in each vertical stabilizer. So it can give more longitudinal stability and highly maneuvering
capability.
3.3.3 Inlet & Nozzle:-

From the available configuration of Inlets and Nozzles for supersonic operation, circular
configuration seems easy and suitable for Supersonic operation.
3.3.4 Stealth:-
The aircraft needs to be stealthy and stealth can be obtained by following methods they are,
 Stealth by Shape
 Stealth by material
 Stealth by Surface paints
A stealth aircraft is made up of completely flat surfaces and very sharp edges. When a radar signal hits a
stealth plane, the signal reflects away at an angle.
Radio absorbent materials are used to absorb the radio waves rather than deflect it in other direction.
Materials used in this method are MAGRAM, Absorbing Honeycomb Structure.
By using special kind of surface paints that will have a capability of absorbing the radio waves emitted by
radar. Hence radio waves will be absorbed instead of reflecting back to Radar receiver.

4. PRELIMINARY DESIGN
4.1 Introduction:-
The wing loading is simply weight of the aircraft divided by the area of the reference wing. Wing
loading affects stall speed, Climb rate, take-off and landing distances and turn performance. The wing
loading determines the design lift coefficient and impacts drag through its effect upon wetted area and
wing span.
4.2 Takeoff & landing
Takeoff performance
4.2.1. Takeoff distance:
�
.
Sg =
�
�
. .
=
. × . × . × .
Sg= 436.3 m
4.2.2. Flight path radius:

.
R=
. .
=
.
R = 2666m
4.2.3 Flight path Angle:

�
�OB = Cos-1 (1- )
.
�OB = Cos-1 (1- )
�OB = 6.129°
4.2.4 Airborne Distance:
Sa= RSin � OB
= 2666 Sin6.129°= 284m

4.2.5 Total takeoff distance:
Takeoff distance = Sg + Sa
= 436.3 + 284.6
Takeoff distance = 720.9m
Landing Performance
4.2.6 Flare Velocity:
Vf = 1.15 × Vstall
= 1.15 × Vstall
Vf = 70.49 m/s
4.2.7 Flare Height:
Hf= R(1- Cos �a)
Where,
R = 4263.33 m
�a =Sin-1[ � ]
−
� �
�a =Sin-1[ ]
. − .
�a = -56.52°
Hf= 4263.33(1- Cos (-56.52))
Hf= 1911.48 m
4.2.8 Approach Distance:
Approach distance to clear the 50 feet distance is

−�
Sa =
�
Sub. All value in above equation,

− .
Sa =
ta − .

Sa = 1231.1m
4.2.9 Flare Distance:
Sf = R × Sin�a
Sf = 4263.33 × Sin − . °
Sf = -3555.95m
4.3Ground Roll
�
Sg = jN√ × × +
� �
. . .
Sg =1. × √
.
× .
× .
+
. × . × . × . × . × .
Sg = 82 m
Total Landing Distance,
Ld = Sa + Sg +Sf
Ld = 1231.1 + 82 + (-3555.95)
Ld = -2242.85m
-ve sign indicates the direction of landing ( Fighter return)
Ld= 2242.85m
4.4 Weight Estimation:-

There are many levels of design procedure. The simplest level just adopts past history. Thus the
comparative study of different types of aircrafts that is similar to multirole fighters. A different type of
aircrafts gives the rough idea about various weights of the aircrafts. Based on the comparative study, some
initial assumptions were made and future calculations are followed to find the weight fractions.

Fig 4.1 Mission profile
1. Warmup taxing & takeoff (1-2)

2. Climb(2-3)
3. Cruise Loiter & Bombing (3-4)
4. Descend (4-5)
5. Landing(5-6)
4.4.1Fuel Fraction:-
Warmup taxing &takeoff, =0.97
Climb, =0.98
Cruise, =0.95
Loiter & Bombing, =0.96
Cruise in, =0.956
Descend & Landing, =0.99

=0.97×0.98×0.95×0.96×0.956×0.99
Mff=0.8205
Weight of the fuel required
= (1-0.8205)×1.05=0.1884
Wf = 0.1884×29430=5546.40 Kg
4.4.2Empty Weight Estimation
WE Tent=WOE tent - Wtfo -Wcrew

Where,
WOEtent = WO-Wf- Payload
=29430-6900-8300
WOEtent=14230Kg
WE Tent=14230-(0.005× 29430)-100
WE Tent =13982.85Kg
.
= =0.475
WO= � �
− −
��
WO =24955.43Kg
4.4.3Iteration Process:-
Iteration 1
-5
= -1.1×10 (24955.43) +0.97
��
�
=0.695
.
Wto= = 20119.20Kg
.
Iteration 2
-5
= -1.1×10 (20119.20) +0.97
��
�
=0.7486
.
Wto= = 18678.66Kg
.
Iteration 3
-5
= -1.1×10 (18678.66) +0.97
��
�
=0.764
.
Wto= = 18289.35Kg
.
Iteration 4
-5
= -1.1×10 (18289.35) +0.97
��
�
=0.7688
.
Wto= = 18187.89Kg
.
Iteration 5
-5
= -1.1×10 (18187.89) +0.97
��
�
=0.769
.
Wto= = 18161.120Kg
.
Iteration 6
-5
= -1.1×10 (18161.120) +0.97
��
�
=0.770
.
Wto= = 18159.54Kg
.

Iteration 7
-5
= -1.1×10 (18159.54) +0.97
��
�
=0.770
.
Wto= = 18159.54Kg
.
Wto=18159.54Kg
4.4.4Weight of Fuel:-
Wf=0.1884×18159.54
Wf=3421.25
Empty Weight:-
WE tent=WO E tent – Wtfo– W crew
WOE tent=WO- Wf -Payload
WOE tent= 18159.54 -3421.25 -100
WOE tent =6438.29 Kg
Wtfo=0.005×18159.54=90.79Kg
WE tent=6438.29 – 90.79 – 100=6247.5Kg
Weight Unit(Kg) Unit(N)

Empty Weight 6247.5 61287.97
Fuel Weight 3421.25 33562.46
Overall Weight 18159.54 178145.08
Weight of Crew 100 981
Payload weight 8300 81423
Table 5.1

SPECIFIC FUEL CONSUMPTION:
TYPE OF ENGINE SFC IN CRUISE SFC IN LOITER

(lb/hr/lb) (lb/hr/lb)
LOW BY PASS TURBO FAN 0.7 0.8
Calculations of Sfc (seconds):
0.7/3600sec =0.000194/s
0.8/3600sec=0.000222/s
Calculation of sfc (per meter):
0.7/(550*3600*3.28084)= 1.0775*10ᵉ-7/m
0.8/(550*3600*3.28084)=1.2315*10ᵉ-7/m
Range for cruise:
Rcruise=(vcr/c)*(L/D)max*ln(w3/w4)
Rcruise=(614.34/0.000194)*7*ln(0.95)
=1,137km

5. WING SELECTION
5.1 INTRODUCTION:-
Wing is an important component in any Aircraft because of which Aerodynamic Lift force is
generated that makes an aircraft to fly. And also it provides Stability for an aircraft. As we know that
Airfoils is a cross section of wing. Selection airfoil should meet requirements with following calculations,
5.2 AIRFOIL SELECTION:-

Family Advantages Disadvantages Applications
4-Digit 1.Goodstallcharacteristics 1.Lowmaximumliftcoefficient 1.Generalaviation
2.Horizontaltails
2.Smallcenterofpressuremovement 2.Relativelyhighdrag
acrosslargespeedrange Symmetrical:
3.Highpitchingmoment
3.Roughnesshaslittleeffect 3.Supersonicjets
4.Helicopterblades
5.Shrouds
6.Missile/rocketfins
5-Digit 1.Highermaximumliftcoefficient 1.Poorstallbehavior 1.Generalaviation
2.Piston-poweredbombers,
transports
2.Lowpitchingmoment 2.Relativelyhighdrag
3.Commuters
4.Businessjets
3.Roughnesshaslittleeffect
16-Series 1.Avoidslowpressurepeaks 1.Relativelylowlift 1.Aircraftpropellers
2.Shippropellers
2.Lowdragathighspeed
6-Series 1.Highmaximumliftcoefficient 1.Highdragoutsideofthe 1.Piston-poweredfighters
optimumrangeofoperating 2.Businessjets
conditions 3.Jettrainers
2.Verylowdragoverasmallrangeof
4.Supersonicjets
operatingconditions
2.Highpitchingmoment
3.Optimizedforhighspeed
3.Poorstallbehavior
4.Verysusceptibletoroughness
7-Series 1.Verylowdragoverasmallrangeof 1.Reducedmaximumlift Seldomused
operatingconditions coefficient
2.Lowpitchingmoment 2.Highdragoutsideofthe
optimumrangeofoperating
conditions
3.Poorstallbehavior
4.Verysusceptibletoroughness
8-Series Unknown Unknown Veryseldomused

Airfoil will be selected by following calculations, NACA 64A204
Fig 5.1
VApproach=1.3 Vstall
VApproach=155knots
Vstall= (Knots)
.
.
= (m/s)
.
Vstall =61.3 m/s

×
CLmax=
×�×
× .
=
. × . × .
CLmax=1.45
L ax
CLmax (wing) = =1.52
.
L ax .
CLmax (gross) = = =1.68
. .

Selection of high lift devices:
CLmax (net) =CLmax (gross) – ΔCl(HLD)
=1.68-0.48=1.2
2
= (Vstall) CLmaxρ

= × (61.3) ×1.45×1.225
= 3337.29 N/m2
�
=340.19Kg/m2
�
(TO)= (VTO)× CLmax (gross)× ρ
= (79.69)2 × 1.68 ×1.225
�
(TO)=6534.6 Kg/m2
�
(Landing) = 0.85 ( (TO))
�
(Landing) = 5554.46 Kg/m2
�
Wing Area
.
S= = = 53.38m2
/ .
Wing Span
b= (AR ×S)0.5
b=(2.8175 × 53.38)0.5
b = 12.26 m
Root Chord
CRoot =
+ƛ
× .
=
. + .
CRoot = 6.803m
Tip Chord
CTip= ƛ × CRoot

= 0.28 × 6.803
CTip= 1.90m
Equivalent Aspect ratio
Areq = A(Mmax)C
Where, A=2.34
C= -0.13
Speed of sound at 56,025ft is 295.070m/s

.
Mmax= = 2.08
.
Areq= 2.34(2.08)-0.13
Areq= 2.12
Wing Aerodynamic Chord (C)

×ƛ×ƛ +ƛ
C = × CRoot×
+ƛ
(OR)
C=
�
.
C=
.
C= 4.35
Volume of the fuel in the wing

ℎ
=
.
=
. ×
= 5.12m3

Thickness ratio (t/C)
Volume of Fuel = × C × 0.5 × C × 0.5b × 0.75 × 2
5.12 = × 4.35 × 0.5 × 4.35 × 0.5b × 0.75 × 2
(root)= 0.06
�
= 0.3356
�(tip)
Thickness distribution
Y=( )
.
=
.
Y= 2.81m
5.3 Wing Selection:-

POSITION OF WING
The location of the wing in the fuselage (along the vertical axis) is very important. Each
configuration (Low, High and mid) has its own advantages but in this design, the mid wing
Mid Wing
In general, features of the mid-wing configuration (Figure 5.3-b, and Figure 5.4-4) stand
Some what between features of high-wing configuration and features of low-wing configuration. The
major difference lies in the necessity to cut the wing spar in two half in order to save the space inside
the fuselage. However, another alternative is not to cut the wing spar and letting it to pass through the
fuselage ;which leads to an occupied space of the fuselage. Both alternatives carry a few
disadvantages. Other than those features that can be easily derived from two previous sections, some
new features of amid-wing configuration are as follows:
1. The aircraft structure is heavier ,due to then ecessity of reinforcing wing root at the intersection
with the fuselage.
2. The mid wing is more expensive compared with high and low-wing configurations.
3. The mid wing is more attractive compared with two other configurations.
4. The mid wing is aerodynamically streamliner compared with two other configurations.
5. The strut is usually not used to reinforce the wing structure.
6. The pilot can get into the cockpit using the wing as a step in a small GA aircraft.
7. The mid-wing has less interference drag than low-wing and high-wing.
As per the requirement of multirole fighter aircraft design, Swept Back Wing selected by following
calculation,
SWEEP-BACK WING:
Sweep Angle
Consider the top view of an aircraft .The angle between a constant percentage chord line along
These misspend of the wing and the lateral axis perpendicular to the fuselage center line (y-axis) is
called leading edges weep (LE).The angle between the wing leading edge and they -axis of the aircraft
is called leading edge sweep (LE). Similarly, the angle between the wing trailing edge and the
longitudinal axis (y-axis)of the aircraft is called trailing edge sweep(TE).In the same fashion,the angle
between the wing quarter chord line and they-axis of the aircraft is called quarter chord
sweep(C/4).Andfinally,theanglebetweenthewing50percentchordlineand
they-axis of the aircraft is 50percentchordsweep(C/2).

Basically, a wing is being swept for the following five design goals:
1. Improving the wing aerodynamic features (lift, drag ,pitching moment)at transonic, supersonic
and hypersonic speeds by delaying the compressibility effects.
2. Adjusting the aircraft center of gravity.
3. Improving static lateral stability.
4. Impacting longitudinal and directional stability.
5. Increasing pilot view(especially for fighter pilots.
1) Mach angle, μ= Sin-1[ ]

ℎ .
Where,
Mach No. = 2.08

μ = Sin-1[ ]
.
μ = 28.73°
Swept Angle (Ʌ) = 1.2 × (90-28.73)
Swept back wing angle is (Ʌ)= 73.52 °
2) Effective Chord length of Swept wing,

Ceff =
�
=
.
Ceff = 3.52 m
3) Leading edge Swept Back (ɅLE)
/� −ƛ
= Tan-1[tan Ʌ + ]
+ƛ
/ . − .
= Tan-1[tan . + ]
+ .
ɅLE = 74.39°
4) Sweep angle at a reference or half of the chord
/� −ƛ
Ʌc/4 = Tan-1[tan Ʌ + ]
+ƛ
/ . − .
Ʌc/4 = Tan-1[tan Ʌ . + ]
+ .
Ʌc/4 = 71.45°
5) The rolling moment due to aft sweep is proportional to the sine of twice the leading edge
sweep angle.
Clβ∞ Sin (ɅLE)

Clβ∞ 0.518
Oswald Span efficiency, η = 0.7

6. POWERPLANT SELECTION
6.1Thrust required to propel the Aircraft:-
T= Takeoff Weight × Thrust Loading
T = WO × ( )
Where,
WO = 18159.54 Kg (T/W = 1.02025)
T= 18159.54 × 1.02075
T = 18536.25 Kg
Hence Thrust required for Two Engines is
T= 181.841 KN
Each Engine contributes 90.920 KN of Thrust
6.2 Engine Selected:-
As per requirements Engine selected for Multirole Fighter Aircraft is General Electric
F414- GE400.
Fig. 6.1General Electric F414-GE400

General characteristics
 Type: Afterburning turbofan
 Length: 154 in (391 cm)
 Diameter: 35 in (89 cm)
 Dry weight: 2,445 lb (1,110 kg) max weight
Components
 Compressor:Axial compressor with 3 fan and 7 compressor stages
 Combustors: annular
 Turbine: 1 low-pressure and 1 high-pressure stage
Performance
 Maximum thrust:
 13,000 lbf (57.8 kN) military thrust
 22,000 lbf (97.9 kN) with afterburner
 Overall pressure ratio: 30:1
 Thrust-to-weight ratio: 9:1
 air mass flow: 77.1 kg/s

7. LIFT & DRAG ESTIMATION
7.1 LIFT ESTIMATION:-
Since Lift is one of the important force acting on Aircraft that makes an Aircraft to fly and
provides lift force for stability while Aircraft in Flight. So Lift force has to be estimated with values got
from comparative study. Numerical calculation to estimate the Aerodynamic lift is follows,
Max. Thrust, evaluated – 98kN
Length -3912mm
Airflow rate – 77.1 kg/s
Max. Diameter-889mm
Inlet diameter – 810mm
Pressure ratio – 30:1
T/W = 9:1
Lift at Cruise,
Where at cruise speed,
Wing area=53.38m2
Velocity = 614.46m/s
Density = 0.136668 kg/m3
Speed of Sound=295.070m/s
E aspect – 1.95
Coefficient of lift (With high lift devices) = 1.688 – 0.48
= 1.208
L= ×0.136668 × (614.46)2× 1.2 ×53.38
= 1652661.4N
L = 1.65 MN

7.1.1Lift at Take-Off
Density = 1.225 Kg/m3
Wing Area = 53.38 m2
VTO = 1.3 × Vstall
Vstall= 61.3 m/s
VTO = 1.3 × 61.3
VTO = 79.69 m/s
Coefficient of Lift at Take-off (Clmax gross)
= 1.688(Flap extended and kept at take-off position of )
= 350.48 kN (With gear down flap take-off power is maximum)
7.1.2Lift at Landing
Where, at landing condition
Wing Area = 53.38 m2
Density = 1.225 kg/m3

ax TO
Coeffient of lift at Landing =
−
Velocity take-off coefficient = 1.3
Clmax(L) = 0.998
�
Velocity at landing (VL) = [ . ×�× ax L

]0.5
Where (W/S)L= 0.5554.46 kg/m3
VL= 95.32 m/s
Therefore,
L = 299.75 kN (With gear up flap landing power is minimum)

7.2 Drag polar Estimation:-
The Drag Coefficient of an airplane
CD = CD0 +
� �
CD0= F/S
Log10Swet = C + αLog10WTO
For Fighter C & D value, C= -0.1289, d= 0.7506
WO= 18159 kg
Swet = 1160.29
To find F:-
From Table,
a = -2.5229 , b = 1.000
Log10f = a + b log10Swet
Log10f = -2.5229 + 1.000log1160.29
f= 2.91
O+ L
CDO =
� �
Where,
=K
� �
K= ×0.7×2.8158
�
K= 0.16
CD = 0.054 + 0.16 CL2
The general drag equation is given by,
D = ρ× V2 × S × CD
CD = CDO+ K (CL2)

The Drag polar is given by,
CD = 0.054 + 0.16 CL2
Therefore above equation becomes
D = ( )ρ V2 S(0.054 + 0.16 CL2)
7.2.1Drag at Cruise
ρ = 0.1366 kg/m3 (at cruising altitude)

V = 614.46 m/s
S = 53.38 Kg/m2
CL(Cruise) = 1.2
D = (( ) 0.1366 × (614.46)2× 53.38× (0.054 + 0.16(1.2)2)
Drag at cruise D = 395.93 kN
7.2.2Drag at takeoff
ρ = 1.225 kg/m3
S = 53.38 kg/m2
VTO = 79.69 m
CLmax (gross) = 1.68
Since it is Take-off phase so Ground Effect is considered,
CD = CDO+ φK(CL)2
ℎ/
Where, φ = ℎ
+ �
.
.
φ= .
+ × .
φ = 0.142

Substitute all the values in the drag equation,
D=( ) × 1.225 × (79.69)2 × 53.38(0.054 + 0.22(1.688)
Drag at takeoff
D = 24 KN (With gear down flap takeoff power is maximum
7.2.3Drag at Landing
Where,
S= 53.38 m2
ρ= 1.225 Kg/m3
Coefficient of lift at landing
Clmax(L) =
Clmax(L) = 0.998
�
Velocity at Landing (VL) =[ ]

. ×�× ax L
Where (W/S)L= 0.5554.46 kg/m3
VL= 95.32 m/s
Substitute all the value in Drag Equation
We get,
D= × (95.32)2 ×53.38 × (0.054 + 0.16(0.998)2)
D = 63.38 KN (With gear up flap landing power is minimum)

8. PERFORMANCE PARAMETERS
8.1Cruising Flight Performance
8.1.1 Calculation of velocity at minimum thrust required:
VTR (min) = { . . }
�
Where,
ρ = 0.1366 kg/m3
CDo = 0.054
= 340.19 kg/m3 at max.lift
K = 0.16
.
VTR (min) = { . . . }
. .
VTR (min) = 92.57 m/s
8.1.2Calculation of Max. Lift to Drag ratio (L/D)max :
(L/D)max= { }0.5
× ×
(L/D)max= 5.38
8.1.3Calculation of Velocity at Max. Lift to drag ratio V (L/D) max:
V (L/D) max= VTR (min)
V (L/D) max= 92.57m/s
8.1.4Thrust Required minimum Trmin:
Trmin= �
�
.
Trmin= × 9.81
.
Trmin= 33.11 kN

8.1.5Power Required minimum (Pr):
For level unaccelerated flight power = = force ×
=F×V
Pr = Trmin× V
= 33.11 × 614.46
Pr = 20.34 MNm/s
8.1.6Thrust Available:
TA = 196KN (From Engine selections)
8.1.7Power available:
PA = T A × V
PA = 196× 614.46
PA = 196 × 103 × 614.46
PA = 120.43 MNm/s
8.1.8Max Rate of Climb(R/C)max :
(R/C)max= { × � × �}0.5{ }3/2 { − − × � }0.5
Where R = 1 + { + }0.5
/
(L/D)max = 5.38
T/W = 1.02
ρ = 1.225 Kg/m3
CDo = 0.054
( TO = 6534.6 Kg/m3

Therefore,
Z=1+{ + . }
.
Z = 2.05
. .
(R/C)max= { . × . × . }0.5{ . }3/2 { − − × . . }
(R/C)max= 190.38m/s
8.1.9Velocity at max.rate of climb:
V(R/C)max= { � / × � × � }0.5
={ . . × . / × . × . }0.5
V(R/C)max= 262.39 m/s
8.1.10 Level Turn:
Turn Radius: R =
− .
Where,
.
n= = = 9.08
.
v = 614.46 m/s
.
R=
. . − .
R= 4263.33m
8.1.11Turn Rate (ɷ):
− .
ɷ=
. . − .
=
.
ɷ = 0.144 rad

8.1.12Centre of Gravity:
Length of Fighter Aircraft =17.78m (From Comparative study mean value)
S.No Components Weight(W) Area Momentum

(N) (Wx)
1 Crew 981 2.3 2256.3
2 Fuel 33562.46 9.5 85280.9
3 Armaments 81423 11 895653
4 Engine 21778.2 8.5 185114.7
Total 137744.66 1368304.91
Table 8.1
Ʃ��
=7.68 m
�
FUSELAGE DESIGN:
The fuselage (/ˈfjuːzəlɑːʒ/; from the French fuselé "spindle-shaped") is an aircraft's main body section that
holds crew and passengers or cargo. In single-engine aircraft it will usually contain an engine, although in
some amphibious aircraft the single engine is mounted on a pylon attached to the fuselage which in turn is
used as a floating hull. The fuselage also serves to position control and stabilization surfaces in specific
relationships to lifting surfaces, required for aircraft stability and maneuverability
Mono coque shell
In this method, the exterior surface of the fuselage is also the primary structure. A typical early form of
this (see the Lockheed Vega) was built using molded plywood, where the layers of plywood are formed
over a "plug" or within a mold. A later form of this structure uses fiberglass cloth impregnated with
polyester or epoxy resin, instead of plywood, as the skin. A simple form of this used in some amateur-
built aircraft uses rigid expanded foam plastic as the core, with a fiberglass covering, eliminating the
necessity of fabricating molds, but requiring more effort in finishing (see the Rutan VariEze). An example
of a larger molded plywood aircraft is the de Havilland Mosquito fighter/light bomber of World War II.
No plywood-skin fuselage is truly monocoque, since stiffening elements are incorporated into the
structure to carry concentrated loads that would otherwise buckle the thin skin. The use of molded
fiberglass using negative ("female") molds (which give a nearly finished product) is prevalent in the series
production of many modern sailplanes. The use of molded composites for fuselage structures is being
extended to large passenger aircraft such as the Boeing 787 Dreamliner (using pressure-molding on
female molds).

Semi-monocoque[edit]
This is the preferred method of constructing an all-aluminum fuselage. First, a series of frames in the
shape of the fuselage cross sections are held in position on a rigid fixture. These frames are then joined
with lightweight longitudinal elements called stringers. These are in turn covered with a skin of sheet
aluminum, attached by riveting or by bonding with special adhesives. The fixture is then disassembled
and removed from the completed fuselage shell, which is then fitted out with wiring, controls, and interior
equipment such as seats and luggage bins. Most modern large aircraft are built using this technique, but
use several large sections constructed in this fashion which are then joined with fasteners to form the
complete fuselage. As the accuracy of the final product is determined largely by the costly fixture, this
form is suitable for series production, where a large number of identical aircraft are to be produced. Early
examples of this type include the Douglas Aircraft DC-2 and DC-3 civil aircraft and the Boeing B-17
Flying Fortress. Most metal light aircraft are constructed using this process.
Both monocoque and semi-monocoque are referred to as "stressed skin" structures as all or a portion of
the external load (i.e. from wings and empennage, and from discrete masses such as the engine) is taken
by the surface covering. In addition, all the load from internal pressurization is carried (as skin tension) by
the external skin.
The proportioning of loads between the components is a design choice dictated largely by the dimensions,
strength, and elasticity of the components available for construction and whether or not a design is
intended to be "self jigging", not requiring a complete fixture for alignment.

Design calculation:
Nsa=0.45√
=0.45
Width of the seat – 21 inch
Internal fuselage diameter =dfi
Dfi= 21in+0+2in
Gap between seat and side wall
2inch+2inch=4inch
Dfi=width of the seat + gap between seat and side wall

=21 inch+4inch
=25 inches
=25*0.0254m
=0.635m
Fuselage wall thickness(left and right )
∆d= dfouter-dfinner
= 0.084m+(0.045*0.635)
=0.1126m
Outer fuselage diameter
df=dfi+∆d
=0.635+0.1126
=0.7476
In fighter aircrafts there will be no cabins
Fuselage length:
lf= lcockpit+l tail
=3.5+(1.6*0.7476)
=4.69616
=4.7m
Empennage design:
Introduction: Tail surfaces are used to both stabilize the aircraft and provide control moments needed
for maneuver and trim. Because these surfaces add wetted area and structural weight they are often sized
to be as small as possible. Although in some cases this is not optimal, the tail is general sized based on the
required control power as described in other sections of this chapter. However, before this analysis can be

undertaken, several configuration decisions are needed. This section discusses some of the considerations
involved in tail configuration selection.
A large variety of tail shapes have been employed on aircraft over the past century. These include
configurations often denoted by the letters whose shapes they resemble in front view: T, V, H, + , Y,
inverted V. The selection of the particular configuration involves complex system-level considerations,
but here are a few of the reasons these geometries have been used.
The conventional configuration with a low horizontal tail is a natural choice since roots of both horizontal
and vertical surfaces are conveniently attached directly to the fuselage. In this design, the effectiveness of
the vertical tail is large because interference with the fuselage and horizontal tail increase its effective
aspect ratio. Large areas of the tails are affected by the converging fuselage flow, however, which can
reduce the local dynamic pressure.
A T-tail is often chosen to move the horizontal tail away from engine exhaust and to reduce aerodynamic
interference. The vertical tail is quite effective, being 'end-plated' on one side by the fuselage and on the
other by the horizontal tail. By mounting the horizontal tail at the end of a swept vertical, the tail length of
the horizontal can be increased. This is especially important for short-coupled designs such as business
jets. The disadvantages of this arrangement include higher vertical fin loads, potential flutter difficulties,
and problems associated with deep-stall.
One can mount the horizontal tail part-way up the vertical surface to obtain a cruciform tail. In this
arrangement the vertical tail does not benefit from the endplating effects obtained either with conventional
or T-tails, however, the structural issues with T-tails are mostly avoided and the configuration may be
necessary to avoid certain undesirable interference effects, particularly near stall.
V-tails combine functions of horizontal and vertical tails. They are sometimes chosen because of their
increased ground clearance, reduced number of surface intersections, or novel look, but require mixing of
rudder and elevator controls and often exhibit reduced control authority in combined yaw and pitch
maneuvers.
H-tails use the vertical surfaces as endplates for the horizontal tail, increasing its effective aspect ratio.
The vertical surfaces can be made less tall since they enjoy some of the induced drag savings associated
with biplanes. H-tails are sometimes used on propeller aircraft to reduce the yawing moment associated
with propeller slipstream impingment on the vertical tail. More complex control linkages and reduced
ground clearance discourage their more widespread use.
Y-shaped tails have been used on aircraft such as the LearFan, when the downward projecting vertical
surface can serve to protect a pusher propeller from ground strikes or can reduce the 1-per-rev
interference that would be more severe with a conventional arrangement and a 2 or 4-bladed prop.
Inverted V-tails have some of the same features and problems with ground clearance, while producing a
favorable rolling moments with yaw control input.
Tail Sizing
Horizontal tails are generally used to provide trim and control over a range of conditions. Typical
conditions over which tail control power may be critical and which sometimes determine the required tail

size include: take-off rotation (with or without ice), approach trim and nose-down acceleration near stall.
Many tail surfaces are normally loaded downward in cruise. For some commercial aircraft the tail
download can be as much as 5% of the aircraft weight. As stability requirements are relaxed with the
application of active controls, the size of the tail surface and/or the magnitude of tail download can be
reduced. Actual tail sizing involves a number of constraints that are often summarized on a plot called a
scissors curve. An example is shown below.

Various selections of empennage:

Twin tail
A twin tail is a specific type of vertical stabilizer arrangement found on the empennage of some aircraft.
Two vertical stabilizers often smaller on their own than a single conventional tail would be are mounted at
the outside of the aircraft's horizontal stabilizer. This arrangement is also known as an H-tail, as it
resembles a capital "H" when viewed from rear.
A special case of twin tail is twin boom tail or double tail where the aft airframe consists of two separate
fuselages, "tail booms", which each have a rudder but are usually connected by a single horizontal
stabilizer. Examples of this construction are the twin-engined Lockheed P-38 Lightning; Northrop P-61
Black Widow; Focke-Wulf Fw 189; the single jet-engined de Havilland Vampire; cargo-carrying
Fairchild C-119 Flying Boxcar and the little known Transavia PL-12 Airtruk
Fighter aircrafts:
Horizontal tail – A-3-4,�=0.2-0.4
Vertical tail-A -0.6-1.4, �=0.2-0.4
8.2Performance Curves
Graph 8.1

Graph 8.2
Graph 8.3

Graph 8.4
Graph 8.5

Graph 8.5

9. THREE VIEW DIAGARAM
9.1 Top View
Fig 9.1

9.2 Front View
Fig 9.2
9.3 Side View
Fig 9.3

10. AIRWORTHINESS STANDARD
Airworthiness is the measure of an aircraft's suitability for safe flight. Certification of airworthiness is
initially conferred by a certificate of airworthiness from a national aviation authority, and is maintained by
performing the required maintenance actions.
The application of airworthiness defines the condition of an aircraft and supplies the basis for
judgment of the suitability for flight of that aircraft, in that it has been designed with engineering rigor,
constructed, maintained and is expected to be operated to approved standards and limitations, by
competent and approved individuals, who are acting as members of an approved organization and whose
work is both certified as correct and accepted on behalf of the State.
A Certificate of Airworthiness (CofA), or an airworthiness certificate, is issued for an aircraft by

the national aviation authority in the state in which the aircraft is registered. The airworthiness certificate
attests that the aircraft is airworthy insofar as the aircraft conforms to its type design. Each airworthiness
certificate is issued in one of a number of different categories. A certificate of airworthiness is issued
when the aircraft is registered in the name of the owner. Thereafter, a yearly currency fee is payable to
renew the Certificate of Airworthiness. If this fee is not paid when due, the certificate expires and the
owner must apply again for this certificate to be issued. The Certificate of Airworthiness can only be
issued when a certificate of release to service from the maintenance facility declares that the maintenance
due has been carried out and the aircraft is then certified as being airworthy.
Airworthiness standard of a fighter aircraft will be certified by following aspects,
 Aerodynamics
 Electrical system
 Systems clearance
 Hydraulic system
 Installation
 Ergonomics
 Aircraft lighting
 Life support systems
 Avionics architecture and Avionics subsystems
 Armaments/Stores Integration
 Safety Interlocks
 Computer
 Ground Fire Testing
 Structures
 Flight Control system
 Propulsion systems
 Pilot Vehicle interface

11. CONCLUSION
Hence multi role Aircraft has been designed with various performance and aerodynamic parameters
calculation, which can carry up to payload of 8000kg i.e. armaments (Missiles, bombs, Guns etc.) It can
also perform multirole tasks with the capability of STOL (Short range Takeoff and Landing).This Aircraft
can fly at higher altitudes with maximum cruising speed without caught in RADAR, because it is stealth
which is invisible to RADAR. The Aircraft is installed with General Electric F414- GE400 which is a low
by pass turbo fan engine that can produce sufficient thrust to reach Supersonic speed at altitude. Since the
Engine will be equipped with Afterburner and Thrust Vectoring so it can escape from combat field
quickly and highly maneuverability. Airfoil has been selected with various considerations and
calculations. NACA 64A204 airfoil has been selected as per requirement. Since it is STOL with TVC so it
does not need long range take off distance. It can have more combat radius because it have more fuel
capacity with Drop tanks.

References
1. Aircraft performance and design, “John D. Anderson, Jr. University of Maryland”
2. Aircraft design – A conceptual approach, “Daniel P. Raymer president Conceptual Research

Cooperation, Sylmar California”
3. An example of airplane preliminary design procedure – Jet Transport, “E.
G. Tulapurkara, A. Venkattraman, V. Ganesh”
4. Aircraft Design A Systems Engineering Approach, “Mohammad H. Satrapy, Daniel Webster College,
New Hampshire, USA
5. Design of Aircraft, “Thomas C. Corke, University of
6. Notre Dame”
NPTEL Airplane Design (Aerodynamic), professor E.G. Tulapurkara. REFRENCES
7. Prof. Dieter Shoclz notes on Aircraft Design

Multirole Fighter Aircraft Adp 1

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Multirole Fighter Aircraft Adp 1

Uploaded by

Copyright:

Available Formats

U6AEB29-AIRCRAFT DESIGN PROJECT-I

MULTIROLE FIGHTER AIRCRAFT

COUHTINO VARNEY PLATO 13UEAE0018

D.DALJIT MAJIL 13UEAE0501

In partial fulfillment for the award of the degree

VEL TECH DR.RR & DR.SR TECHNICAL UNIVERSITY

Head of the Department, Assistant Professor,

Dept of Aeronautical Engineering Dept of Aeronautical Engineering

Vel Tech Dr RR & Dr SR Vel Tech Dr RR & Dr SR

Technical University, Avadi, Technical University, Avadi,

Chennai 600 062 Chennai 600 062

University: Vel Tech Dr. RR & Dr.SR Technical University

S.No VTU NO REG. NO NAME PROJECT TITLE PROJECT

Internal Examiner External examiner

I would like to acknowledge Founder-Vice President Dr.Sagunthala Rangarajan (MBBS) for

I would like to express my gratitude to our Registrar Dr.E.Kannan M.E, Ph.D.,

1.1 Project Aim 1

1.2 Present Fighters 1

2.4 Graphical representation 4

3.1 Design Concepts 8

3.1.1 The Wing

3.1.1.1 Rectangular Wing

3.1.1.2 Tapered Wing

3.1.1.3 Delta Wing

3.1.2 Elevators & Rudder

3.1.3 Engine Location

3.2 Mission requirements 11

3.2.2 Takeoff & Landing

3.2.5 Failure withstanding capability

3.3 Configuration Selections 12

3.3.2 Elevator & Rudder

3.3.3 Inlet & Nozzle

4.2 Take-off & Landing 13

4.2.1 Takeoff distance

4.2.2 Flight path radius

4.2.3 Flight Path angle

4.2.4 Airborne Distance

4.2.5 Total takeoff distance

4.2.6 Flare velocity

4.2.7 Flare Height

4.2.8 Approach Distance

4.2.9 Flare Distance

4.3 Ground Roll 15

4.4 Weight Estimation

4.4.1 Fuel Fraction

4.4.2 Empty Weight Estimation

4.4.3 Iteration process

5.2 Airfoil Selection 23

5.3 Wing Selection 27

6. Power plant selection 31

6.1 Thrust required to propel the Aircraft 32

6.2 Engine Selected 32

7. Lift &Drag estimation

7.1 Lift Estimation 33

7.1.1 Lift at takeoff 34

7.1.2 Lift at Landing 34

7.2 Drag Polar Estimation 35

7.2.1 Drag at Cruise 35

7.2.2 Drag at takeoff 36

7.2.3 Drag at Landing 37

8.1 Cruising flight performance 38

8.1.1 Calculation of velocity at minimum thrust required

8.1.2 Calculation of Max. Lift to Drag