YMER2111U1

YMER || ISSN : 0044-0477 http://ymerdigital.
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DESIGN AND ANALYSIS OF SMALL-SCALE DIFFERENT TYPES OF AIRCRAFT

STRUCTURES
1Nikhil kohar, 2K. Karthik, 2Sunil Bishwakarma, Pramod Chaudhary1,

1
Department of Aeronautical Engineering, 2Department of Mechanical Engineering,
1,2
Vel Tech Rangarajan Dr. Sagunthala R&D Institute of Science of Technology, Chennai-600062, Tamil
Nadu, India
Abstract.
The modern jet transport is considered as one of the finest integration of technologies. Its economic success
depends on performance, low maintenance costs and high passenger appeal and design plays a vital role in summing up
all these factors. Conceptual design is the first step to design of an aircraft. In this paper a business jet aircraft is designed
to carry 12 passengers and to cover a range of 6000km with thrust of 56.4 KN. The conceptual design consisted of initial
sizing, aerodynamics and performance analysis. Through trade studies and comparison with other business jet aircrafts a
final model of the aircraft was built to achieve the requirements. The aim of this project is to design a business jet that can
provide a wide range of clients ranging from business persons to private organizations and individuals. Business jet or
private jet is a term describing a jet aircraft, usually of smaller size, designed for transporting groups of business people
or wealthy individuals. The project involves the design of a business jet that can accommodate to passengers at full seating
layout, providing the amenities and level of comfort that a business jet is expected to provide while incorporating the
design specifications and performance parameters of a long-range.
1. Introduction
Airplane design is an art with scientifically approach. It requires both the intellectual engineering and sensible assumptions.
Aircraft design is actually done to meet certain specifications and requirements established by potential users or pioneer
innovative, new ideas and technology. Now-a-days business jet aircraft is one of the most popular forms of transport aircraft. A
business jet is a jet aircraft designed to transport passenger and goods. It is also known as biz jet, executive jet or private jet. Biz
jet is used by public bodies, government bodies and armed forces and used to parcel deliveries, transporting people and evacuation
in case of casualties. This paper will illustrate about the conceptual design of a business jet. Over the last few years’ business jets
have become a very popular way to travel. They offer great comfort of travel and service. In most cases a business jet will be
quite a bit smaller than a commercial jet. Business jets have a much more luxurious interior, with a number of amenities and
services that a normal airliner would not have.
The main focus of this paper is to design a business jet transport aircraft conceptually. In conceptual design the configuration
arrangement, size and weight and performance parameters will be calculated. The first thing required in a conceptual design is the
design requirements which guide and evaluate the development of the overall aircraft configuration arrangement. In this paper we
have tried to design gross weight, wing and tail geometry and some performance parameters with trade study.
1.2 Application or need of the business jet
It can be used for various application such as:

* Accessing communities with little or no airline service.
* Reaching multiple destinations quickly and efficiently.
* Supporting the travel needs of many types of company employees.
* Moving equipment.
VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2422

YMER || ISSN : 0044-0477 http://ymerdigital.com
* Ensuring flexibility.
* Increasing employee productivity and providing security.
1.3 Specification
* Aircraft Type: Fixed Wing
* Payload: 3000 kg
* Passenger Capacity: 12
* Endurance: 600 minutes
* Range: 6000 km
* Max. Speed: 900 km/hrs
1.4 Preliminary estimation
My Aircr Range Max. Empty Cruise Wing Payload Maximu Thrust Fuel Maximu Passenger
aft Name (km) Speed Weight speed Loading (Kg) m (KN) Capacity m Capacity
(km/hr) (kg) (Km/Hrs) (kg/ m^2) Takeoff (Kg) Landing
weight Weight
(Kg) (Kg)
NRP 6000 900 20000 800 380 3000 32000 52 7000 29000 12
JET
1.5 Conventional Tail Vs T-tail

Conventional Tail T-tail
It is lighter than T-tail. It is heavier than conventional tail.
It has comparatively more interference It has less interference drag.

drag.
Rear engines cannot beteamed with T-tail creates space for engines that
conventional tails. are to be placed at the rear.
Most likely occurrence of tail stall. It reduces the occurrence of tail stall.
Disturbed airflow over the elevator. Smoother and faster airflows over the
elevator.
Rectangular Wing Tapered Wing
It has better stall characteristics with It is better structurally as it has a

no aerodynamic aids (i.e., Easy to fly bigger depth for the wing spar
and land). where the bending moment is
higher.
More induced drag at the tip. Lower induced drag, giving

high performance and lower
operating costs.
Less expensive, easier to design and Harder to build.

build.

Table 2. Collection of Existing Aircraft

Aircraft Passe Empt Maxim Maxim Fuel Maxim Cruise Range Take off Land Wing Payload Type of
nger y um um Capaci um Speed (km) Distance ing Loading (kg) Propulsion With
capac Weigh Take- Landin ty (kg) Speed (km/hr) (m) Dista (kg/m^ thrust of each
ity t (kg) off g (km/hr nce 2) engine used(kN)
Weight Weight ) (m)
(kg) (kg)
9 5520 9163 1016 3057 815 816 3441 1066 969 362.87 1133.98 2 Turbofan Engines
each of 18.32
Cessna 560 Citation

Excel/XLS
8 7243.4 12701 10591 4535.92 845 828 745 1534 2245 357.7 929.8644 2 Turbo fan Engines
166 4 each of 20.7
Hawker 800XP
8 6640.5 10659 8845 3587.91 839 779 4463 1661 929 433.55 2228 2 turbo fan engines
9 each of 20.46
Learjet 60
12 8271 13959 12292 5166 848 797 5926 1076 792 277 2650 2 turbo fan engines
each of 25.67
Cessna 680 Citation

Sovereign
8 10590 17662 15309 6418 891 850 5741 1729 721 363.3 612 2 Turbo fan Engines
each of 30.4
Bombardier Challenger
300
8 8708.9 16080 13608 6803.88 900 850 3530 1854.09 789.4 492.03 1837.049 2 Turbo fan Engines
735 55 3 each of 25.3
Gulfstream G200

8 18597. 33113 28304 15830 956 850 12000 1829 656 468 2223 3 turbo fan engines
28 each of 28.48
Falcon 8x
13 27442 46992 37875 21863 982 956 13890 1786 817 394 2948 2 Turbo fan Engines
each of 75.2
Gulfstream G650ER
each of 35.38
Embraer Legacy 600
7 4536 10660 8620 4345 842 784 4430 1562 655.3 372 1428.81 2 Turbo fan Engines
2 each of 16.46
Westwind II
16 15440 24040 21319 8288.94 850 875 5206 1922 887 379.7 4256 2 Turbo fan Engines
each of 38.84
Bombardier Challenger
850
7 6214 11181 9389.36 4910 874 852 5462 1644.39 750 380.34 1195.21 2 Turbo fan Engines
each of 18.9
Astra SPX
19 9405 16238 14968.5 6865 879 850 6020 1657 786 435 2680 2 Turbo fan Engines
4 each of 31.1
Dassault Falcon 2000
13 22600 45132 35652 20434 950 907 11112 1974 682 476 2617 1 Turbo fan Engine of
65.6
Bombardier Global
Express 6000

8 10104 17917 15195 6623 1029 1005 6188 1374 889 363.2 1043.26 2 Turbo fan Engines
each of 31
Hawker 4000
each of 15.57
Bombardier Lear Jet 45
12 15460 31751 28304 14488 953 900 11019 1740 630 499 1996 2 Turbofan Engines
each of 28.48
Dassault Falcon 7X
7 3267 4808 4472 849 778 682 2661 1199 852 326 635.02 2 Turbofan Engines
each of 8.04
Honda HA-420
HondaJet
6 6350 8150 7650 5363 2428.2 963 839 3650 674.2 286 972.312 2 Turbofan Engines
1 each of 14.23
Embraer Phenom 300

3. Results and Comparative graphs

3.1 Maximum speed Vs Range
Here, the graph is plotted in between maximum speed and range where the maximum speed has been taken as the
reference. Since, for the business jet the maximum speed has is almost fixed. So that, we have taken maximum speed as the
reference. From here, we are able to estimate the value of range for our NRP aircraft.
Figure.2 Comparative graphs

3.2 Maximum speed Vs Wing Loading
Here, the graph is plotted in between maximum speed and wing loading where the maximum speed has been taken
as the reference. Since, for the business jet the maximum speed has is almost fixed. So that, we have taken maximum
speed as the reference. From here, we are able to estimate the value of wing loading for our NRP aircraft.
3.3 Maximum speed Vs Empty Weight
Here, the graph is plotted in between maximum speed and empty weight where the maximum speed has been taken
as the reference. Since, for the business jet the maximum speed has is almost fixed. So that, we have taken maximum
speed as the reference. From here, we are able to estimate the value of empty weight for our NRP aircraft.
3.4. Maximum speed Vs Maximum takeoff Weight
Here, the graph is plotted in between maximum speed and Maximum takeoff Weight where the maximum speed has
been taken as the reference. Since, for the business jet the maximum speed has is almost fixed. So that, we have
taken maximum speed as the reference. From here, we are able to estimate the value of Maximum takeoff Weight
for our NRP aircraft.
3.5. Maximum speed Vs Payload
Here, the graph is plotted in between maximum speed and Payload where the maximum speed has been taken as the reference.
Since, for the business jet the maximum speed has is almost fixed. So that, we have taken maximum speed as the reference. From
here, we are able to estimate the value of Payload for our NRP aircraft.
3.6. Maximum Speed Vs Fuel Capacity
Here, the graph is plotted in between maximum speed and Fuel Capacity where the maximum speed has been taken as the
reference. From here, we are able to estimate the value of Fuel Capacity for our NRP aircraft.
3.7. Maximum Speed Vs Thrust
Here, the graph is plotted in between maximum speed and thrust where the maximum speed has been taken as the reference.
Since, for the business jet the maximum speed has is almost fixed. So that, we have taken maximum speed as the reference. From
here, we are able to estimate the value of Thrust for our NRP aircraft.
3.8. Maximum Speed Vs Cruise Speed
Here, the graph is plotted in between maximum speed and Cruise Speed where the maximum speed has been taken as the
reference. From here, we are able to estimate the value of Cruise Speed for our NRP aircraft.
3.9. Maximum Speed Vs Maximum Landing Weight
Here, the graph is plotted in between maximum speed and Maximum Landing Weight where the maximum speed has been taken
as the reference. Since, for the business jet the maximum speed has is almost fixed. So that, we have taken maximum speed as
the reference. From here, we are able to estimate the value of Maximum Landing Weight for our NRP aircraft.
Figure.3 Comparative graphs

3.10. Generation of multiple models
Aircraft with Swept Wing and ConventionalTail

Aircraft with tapered Wing and Conventional Tail
Aircraft with Rectangular Wing and Conventional Tail Aircraft with Rectangular wing and T-Tail
Fig.4 Generation of multiple models
4. Design calculation
4.a Airframe design calculation:

Let, us consider
Tapper Ratio (λ) = 0.4
Aspect Ratio (AR) = 8
Wing Span (b)= 16 m
4.a. WING CALCULATION:
* Wing Span (b)= 16 m
* Wing chord (c) = Wing Span / Aspect Ratio
= 16/8 =2m
* Wing Area (S) = (Wing Span) ^2 / Aspect Ratio
= (16) ^2/ 8= 32 m^2
* Tapper Ratio(λ) = 0.4
* Root Chord Length (Cr) = 2*S / ((λ+1) *b)
= (2*32) / ((0.4+1) *16)
= 64 / 22.4 = 2.86 m
* Root Tip (Ct) = Cr*λ = 2.86 * 0.4 = 1.14 m
* Mean Aerodynamic Chord (y) = (b*(1+2λ)) / (6*(1+λ))
= (16*(1+2*0.4)) / (6*(1+0.4))
= 28.8 / 8.4= 3.43 m

4.a.iv. Horizontal stabilizer:
Horizontal Stabilizer Area (Sh) = 22% of Wing Area

= 0.22 * 32
= 7.04 m^2
Tapper Ratio (λh) = 0.4
Aspect Ratio (AR) = 4 (assumption)
Horizontal Stabilizer Tail Span (bh) = √ (AR*S)

= √ (4 * 7.04)
= 5.30 m
Horizontal Stabilizer Root Chord Length (Chr)= 2*Sh / ((λ+1) * bh)

= (2*7.04) / ((0.4+1) *5.30)
= 14.08 / 7.42 = 1.89 m
Horizontal Stabilizer Tip Chord Length (Cht) = λ * (Chr)
= 0.4 * 1.89 = 0.76 m
4.a.v. VERTICAL STABILIZER:
Vertical Stabilizer Area (Sv) = 33% of Horizontal Stabilizer Area

= 0.33 * 7.04
= 2.32 m^2
Aspect ratio (AR) = 3 (assumption)
Tapper Ratio (λ) = 0.4
Vertical Stabilizer Tail Span (by) = √ (AR * Sv)

= √ (3* 2.32)
= 2.64 m
Vertical Stabilizer Root Chord Length (Cvr) = 2Sv / ((λ+1) * by)
= (2*2.32) / (1.4*2.64)
=4.64 / 3.70
= 1.25 m
Vertical Stabilizer Tip Chord Length (Cvt) = λ * Vertical Stabilizer Chord Root Length
= 0.4 * 1.25
= 0.5 m
4.a.vi. Control surfaces calculations:
AILERON AREA = 13 % Of Wing Area

=0.13* 32
= 4.16 m^2
ELEVATOR AREA = 40 % Of Horizontal Stabilizer Area
=0.40* 7.04
=2.82 m^2
RUDDER AREA = 35 % Of Vertical Stabilizer Area
=0.35* 2.32
=0.812m^2
Table .4 Summary of above calculated data:
Data Values Units
Wing Span 16 m
Wing Chord 2 m
Wing Area 32 m^2
Tapper Ratio 0.4 -
Aspect Ratio 8 (for wing) -

Mac 3.43 m
Fuselage 12 m
Length
Nose Length 2.4 m
Tail Length 4.8 m
Elevator Area 2.82 m^2
Aileron Area 4.16 m^2
Rudder Area 0.812 m^2
4.b. Weight estimation:

(Maximum take off weight):
MTOW = OPERATING EMPTY WEIGHT (OEW) +
TOTAL PAYLOAD WEIGHT + WEIGHT OF TOTAL FUEL LOADEDOPERATING EMPTY WEIGHT:
OEW = EMPTY WEIGHTS + WEIGHT OF OPERATING ITEMS.
EMPTY WEIGHTS = 20000 kg (from preliminary estimation data).
Here empty weight includes weight of [ Wing, Fuselage, Tail, Propulsion system (engines dry weight), Landing gear, surface
control, system (APU, Hydraulics & Pneumatics, Instruments & Avionics, Electrical System, Oxygen System, AC – Anti icing,
Painting & Miscellaneous ] .
WEIGHT OF OPERATING ITEMS = Weight of flight crew +Weight of flight attendant

= 93 * number of flight crew +68 * number of flight attendants
= 93 * 2 + 68 * 1 = 254 kg.
* Total payload weight:
TOTAL PAYLOAD WEIGHT = 120 * Number of passengers + Luggage weight

= 120* 12 + 300
= 1740 kg
* Weight of total fuel added:

(Fuel fraction lies between 0.20 to 0.41) WEIGHT OF FUEL ADDED = 7000 kg (for fuel
fraction as 0.23).
So,
MTOW=(20000 + 254) + 1740 + 7000=28994 kg
4.c. Propulsion system calculation:
The weight of the power plant (i.e., weight of dry engine)used is mostly 5.5% of the overall weight.
So,
WEIGHT OF ENGINE = 0.055 * MTOW
= 0.055 * 28994 = 1594.67 kg.
In our business jet airplane, there will be twin engine. So, weight of one engine = 1594.67/2 = 797.335 kg.
Thrust – Weight Ratio = 0.2 (assumption)

So, Engine Total Take-Off Thrust = 0.2 * MTOW * 9.81
= 0.2 * 28994 * 9.81
= 56886.228 N
~ 56.8 KN
So, for each engine we need 28.4 KN of thrust.
4.d. Selection of engine:
For our aircraft,

Total Thrust Required = 56.8 KN

Thrust produced by one engine = 28.4KN

Total weight of Engine = 1594.67 kg
Weight of one engine = 797.335 kg
So, according to our calculated data we have to select existing engine.
For that we have selected two “Soloviev D-30” turbofan engine in which each engine will produce a thrust of 30
KN which is developed by “Soviet Union” specially for business jet applications to power the short to medium
range jet airline
4.2. Aircraft drawings (orthographic projection with dimensions) :
Figur .5 Orthographic projection of all views
loviev D-30, has the following configuration and was designed with a core flexible enough for engines with take-off thrusts from
4,500 to 7,000 lb. A single-stage fan driven by a three-stage low pressure turbine, supercharging a four-stage axial/single-stage
centrifugal high-pressure compressor, driven by a two-stage high-pressure turbine. An annular combustor is used. There is no
forced mixing before the bypass and core streams leave the engine through a common nozzle.
4.3. Position of center of gravity
For calculating position of center of gravity, we required dataset of the business aircraft of various flight control surfaces and
components which are acquired from a book named “Aircraft design: A Conceptual Approach” by Daniel P. Raymer.

4.3.a. For wing:

MAC = 3.43 m ( i.e. Wing calculation from Aircraft Design Project-I)
The location of the CG of wing is approximately 40% of MAC.
So, Location of C.G of wing = 40% of 3.43 = 1.372 m
4.3.b. For horizontal tail:
MAC = (bh *(1+2λ)) / (6*(1+λ))
Where, bh is Horizontal Stabilizer Tail Span

here, bh =5.30 m, λ= 0.4
So,
MAC = 1.135 m
The location of the CG of horizontal tail is approximately 40% of MAC.

So,
Location of C.G of horizontal tail = 40% of 1.135 = 0.45 m
4.3.c. For vertical tail:
MAC = (bv *(1+2λ)) / (6*(1+λ))
Where, bv is Vertical Stabilizer tail Span

here, bv =2.64 m, λ= 0.4
So,
MAC = 0.565 m
The location of the CG of Vertical tail is approximately 40% of MAC.

So,
Location of C.G of Vertical tail = 40% of 0.565 = 0.226 m
4.3.d. For fuselage:
Fuselage Length = 12 m
The location of the CG of fuselage is approximately (40-50)% of it’s length.
So,
Location of C.G of fuselage = 45% of 12 = 5.4 m
4.4.e. For entire aircraft:

From Aircraft Design Project-I, the Fuselage length, Nose length and Tail length are 12 m, 2.4 m, and 4.8 m respectively.
Total length of aircraft = Fuselage length + Nose length + Tail length

= (12 + 2.4 + 4.8)
= 19.2 m
The location of the CG of entire aircraft is approximately (40- 50)% of it’s length.
So,
Location of C.G of entire aircraft = 45% of 19.2 = 8.64 m
Conclusions
The conceptual and preliminary design of a business jetis done and the various design considerations and performance
parameters are calculated and found out. From above all design consideration, we found that aircraft with rectangular wing will
be more suitable for our aircraft since, it is more aerodynamically efficient and induced drag will be lower. And also, we are
selecting T-tail as a tail configuration of our aircraft which is easy to design and lighter than other tail.

From calculation we found that our required thrust produced by one engine is 28.4 KN. So, according to that we have selected
“Soloviev D-30” Turbofan engine in which each engine will produce a thrust of 30 KN which is developed by “Soviet Union”.
Finally, we have drawn the orthographic projection with dimension as shown in above figures. During preparing this project, we
learned differentthings about wing and tail configuration along with their advantages and disadvantages which helped us to learn
about design consideration of other parameter.
References
1. Anderson, John D. Jr., (1999) Aircraft Performance and Design, McGraw-Hill, New York
2. Anderson, John D. Jr., (2001) Introduction to Flight, McGraw-Hill , New York
Barbarino S, Bilgen O, Ajaj RM, et al. A review of morphing aircraft. J Intell Mater Syst Struct 2011;22(9):823–77.
3. Smarter wings for bird-like flights[Internet] European Commission;[updated 2020 Dec 6; cited 2021.Jan 06] Available from:
https://ec.europa.eu/research-and-innovation/en/projects/success-stories/all/smarter-wings-bird-flights.
4. Ajaj RM. Flight dynamics of transport aircraft equipped with flared-hinge folding wingtips. J Aircr 2020;58(1):98–110.
5. Kota S, Flick P, Collier FS. Flight testing of FlexFloilTM adaptive compliant trailing edge. Reston: AIAA; 2016. Eeport
No.:AIAA-2016-0036.
6. Werner D. NOAA seeks funding for innovative technologies, novel partnerships. Space News 2019;30(6):23–4.
. ‘‘Two tailed scorpions” UAV rushes into typhoon to detect data [Internet] Unmanned_Vehicles;[updated 2020 Oct 14; cited
7.2021Jan 06] Available from: https://mp.weixin.qq.com/s/uwhKXwALIRqp4z4TOaNz2A
Zhang XY, Wang LX, Yue T. Modeling and integrated control design for folding-wing aircraft in flight during morphing. In
Proceeding of the 36th Chinese Control Conference; 2017 Jul 26- 28; Dalian, China. 2017. p. 4706-4712[Chinese].
8. Wu KJ, Zhang PX, Wu H. A new control design for a morphing UAV based on disturbance observer and command filtered
backstepping techniques. Sci China Technol Sci 2019;62 (10):1845–53.
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Nonlinear Dyn 2019;96(2):975–95.
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and reinforcement learning. Meas Control 2019;52(5–6):608–24.

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YMER || ISSN : 0044-0477 http://ymerdigital.

DESIGN AND ANALYSIS OF SMALL-SCALE DIFFERENT TYPES OF AIRCRAFT

1Nikhil kohar, 2K. Karthik, 2Sunil Bishwakarma, Pramod Chaudhary1,

It can be used for various application such as:

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2422

1.5 Conventional Tail Vs T-tail

It is lighter than T-tail. It is heavier than conventional tail.

It has comparatively more interference It has less interference drag.

Rectangular Wing Tapered Wing

It has better stall characteristics with It is better structurally as it has a

More induced drag at the tip. Lower induced drag, giving

Less expensive, easier to design and Harder to build.

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2423

Table 2. Collection of Existing Aircraft

Cessna 560 Citation

Cessna 680 Citation

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2424

Embraer Legacy 600

Dassault Falcon 2000

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2425

Bombardier Lear Jet 45

Embraer Phenom 300

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2426

3. Results and Comparative graphs

Figure.2 Comparative graphs

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2427

3.2 Maximum speed Vs Wing Loading

3.3 Maximum speed Vs Empty Weight

3.4. Maximum speed Vs Maximum takeoff Weight

3.6. Maximum Speed Vs Fuel Capacity

3.7. Maximum Speed Vs Thrust

3.8. Maximum Speed Vs Cruise Speed

3.9. Maximum Speed Vs Maximum Landing Weight

Figure.3 Comparative graphs

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2428

3.10. Generation of multiple models

Aircraft with Swept Wing and ConventionalTail

Fig.4 Generation of multiple models

4.a Airframe design calculation:

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2429

4.a.iv. Horizontal stabilizer:

Horizontal Stabilizer Area (Sh) = 22% of Wing Area

Aspect Ratio (AR) = 4 (assumption)

Horizontal Stabilizer Tail Span (bh) = √ (AR*S)

Horizontal Stabilizer Root Chord Length (Chr)= 2*Sh / ((λ+1) * bh)

Vertical Stabilizer Area (Sv) = 33% of Horizontal Stabilizer Area

Tapper Ratio (λ) = 0.4

Vertical Stabilizer Tail Span (by) = √ (AR * Sv)

AILERON AREA = 13 % Of Wing Area

Data Values Units

Wing Area 32 m^2

Tapper Ratio 0.4 -

Aspect Ratio 8 (for wing) -

VOLUME 21 : ISSUE 11 (Nov) - 2022 Page No:2430

Tail Length 4.8 m

Elevator Area 2.82 m^2

Aileron Area 4.16 m^2

Rudder Area 0.812 m^2

4.b. Weight estimation:

WEIGHT OF OPERATING ITEMS = Weight of flight crew +Weight of flight attendant

TOTAL PAYLOAD WEIGHT = 120 * Number of passengers + Luggage weight

* Weight of total fuel added:

4.c. Propulsion system calculation:

Horizontal Stabilizer Root Chord Length (Chr)= 2Sh / ((λ+1) bh)

MAC = (bh (1+2λ)) / (6(1+λ))

MAC = (bv (1+2λ)) / (6(1+λ))