Professional Documents
Culture Documents
100 Seater Aircraft
100 Seater Aircraft
A PROJECT REPORT
Submitted by,
BALASASTHA P (721419101015)
BALAGANESAN M (721419101012)
ADNAN KHAN M (721419101003)
MANIVASAGAM R (721419101042)
in partial fulfillment for the award of the degree
of
BACHELOR OF ENGINEERING
in
AERONAUTICAL ENGINEERING
MARCH 2022
1
BONAFIDE CERTIFICATE
SIGNATURE SIGNATURE
Technology, Technology,
2
ACKNOWLEDGEMENTS
or extracurricular.
his constant help, erudite guidance and immense passion which enthused us to
3
ABSTRACT
The aim of this report is to design and conceptualize a STOL commuter aircraft which
can cater the need of Indian civil aircraft market. This aircraft design is made to run on
passengers or wealthy individuals. The report involves the design of a STOL commuter
providing the amenities and the desired comfort level that a commuter aircraft is
parameters of a long-range commercial airliner. The aircraft allows for average range
transport aircraft with better efficiency and reduced fuel consumption. To reduce runway
distance, a calculation of takeoff and landing ground roll has been taken out. Thrust
reversers are also a part taker in boosting the STOL of the aircraft. All the parameters
4
TABLE OF CONTENTS:
1. Abstract 4
3. Introduction to design 10
6. Comparative Graphs 30
7. Weight estimation 36
8. Thrust loading 41
16. v – n diagram 65
20. Conclusion 73
21. References 74
5
List of Symbols and Abbreviations
- Angle of attack
- Climb angle
- Density factor
- Density of air
- Dihedral angle
- Glide angle
- Turn angle
- Turn rate
- Yaw angle
ac - Aerodynamic Centre
6
at - Lift curve slope of tail
b - Wing span
c - Chord length
ĉ - Mean chord
CD - Drag coefficient
cR - Root chord
cT - Tip chord
D - Drag force
d - Tire diameter
vii
E – Endurance
L - Lift force
lf - Length of fuselage
Lt - Load on tyre
M - Mach number
N0 - Neutral point
q - Dynamic pressure
R - Turn radius
S - Wing area
viii
Sref - Wing reference area
T - Thrust force
w - Tyre width
Wf - Weight of fuel
1
1.INTRODUCTION TO DESIGN
durable structures and advanced systems engineering. Air passengers demand more
comfort and more environmentally friendly aircraft. Hence many technical challenges
Aircraft design is a complex and laborious undertaking with a number of factors and
details that are required to be checked to obtain optimum the final envisioned product.
The design process begins from scratch and involves a number of calculations, logistic
planning, design and real-world considerations, and a level head to meet any hurdle
head on.
Every airplane goes through many changes in design before it is finally built in a
factory. These steps between the first ideas for an airplane and the time when it is
actually flown make up the design process. Along the way, engineers think about four
Aerodynamics is the study of how air flows around an airplane. In order for an airplane
to fly at all, air must flow over and under its wings. The more aerodynamic, or
streamlined the airplane is, the less resistance it has against the air. If air can move
which makes the airplane more lightweight and easier to fly. Engineers have to think
about what type of airplane they are designing because certain airplanes need to be
aerodynamic in certain ways. For example, fighter jets maneuver and turn quickly and
fly faster than sound (supersonic flight) over short distances. Most passenger airplanes,
on the other hand, fly below the speed of sound (subsonic flight) for long periods of
time.
Propulsion is the study of what kind of engine and power an airplane needs. An
airplane needs to have the right kind of engine for the kind of job that it has. A
passenger jet carries many passengers and a lot of heavy cargo over long distances so its
engines need to use fuel very efficiently. Engineers are also trying to make airplane
engines quieter so they do not bother the passengers onboard or the neighborhoods they
are flying over. Another important concern is making the exhaust cleaner and more
Structures and Materials is the study of how strong the airplane is and what materials
possible. The less weight an airplane has, the less work the engines have to do and the
farther it can fly. It is tough designing an airplane that is lightweight and strong at the
3
usually made out of lightweight metals like aluminum, but today a lot of engineers are
thinking about using composites in their designs. Composites look and feel like plastic,
but are stronger than most metals. Engineers also need to make sure that airplanes not
only fly well, but are also easy to build and maintain.
Stability and Control is the study of how an airplane handles and interacts to pilot input
and feed. Pilots in the cockpit have a lot of data to read from the airplane's computers or
displays. Some of this information could include the airplane's speed, altitude, direction,
and fuel levels as well as upcoming weather conditions and other instructions from
ground control. The pilot needs to be able to process the correct data quickly, to think
about what kind of action needs to be taken, and to react in an appropriate way.
Meanwhile, the airplane should display information to the pilot in an easy-to-read and
easy-to-understand way. The controls in the cockpit should be within easy reach and
just where the pilot expects them to be. It is also important that the airplane responds
“It is possible to fly without motors, but not without knowledge and skill.”
- Wright Brothers.
4
When you look at aircraft, it is easy to observe that they have a number of common
features: wings, a tail with vertical and horizontal wing sections, engines to propel them
through the air, and a fuselage to carry passengers or cargo. If, however, you take a
more critical look beyond the gross features, you also can see subtle, and sometimes not
so subtle, differences. This is where design comes into play. Each and every aircraft is
built for a specific task, and the design is worked around the requirement and need of
the aircraft. The design is modeled about the aircraft role and type and not the other way
around. Thus, this is why airplanes differ from each other and are conceptualized
differently. Aircrafts that fall in the same category may have similar specifications and
Design is a pivotal part of any operation. Without a fixed idea or knowledge of required
aircraft, it is not possible to conceive the end product. Airplane design is both an art and
experienced and practiced. However, we can offer the following definition and then
attempt to explain it. Airplane design is the intellectual engineering process of creating
on paper (or on a computer screen) a flying machine to (1) meet certain specifications
and/or (2) pioneer innovative, new ideas and technology. An example of the former is
the design of most commercial transports, starting at least with the Douglas DC-1 in
1932,
5
which was designed to meet or exceed various specifications by an airplane company.
(The airline was TWA, named Transcontinental and Western Air at that time.) An
example of the latter is the design of the rocket-powered Bell X- 1, the first airplane to
exceed the speed of sound in level or climbing flight (October 14, 1947). The design
process is indeed an intellectual activity, but a rather special one that is tempered by
good intuition developed via experience, by attention paid to successful airplane designs
that have been used in the past, and by (generally proprietary) design procedures and
these areas involves parameters that govern the size, shape, weight and performance of
an aircraft. Although we generally try to seek optimum in all these aspects, with an
aircraft, this is practically impossible to achieve. The reason is that in many cases,
There are many performance aspects that can be specified by the mission
6
The cruise and maximum speeds
The endurance
1.1.1Aircraft Purpose
The starting point of any new aircraft is to clearly identify its purpose. With this, it is
often possible to place a design into a general category. Such categories include combat
aircraft, passenger or cargo transports, and general aviation aircraft. These may also be
further refined into subcategories based on particular design objectives such as range
(short or long), take-off or landing distances, maximum speed, etc. The process of
categorizing is useful in identifying any existing aircraft that might be used in making
comparisons to a proposed design. With modern military aircraft, the purpose for a new
aircraft generally comes from a military program office. For example, the mission
specifications for the X-29 pictured in figure 1.1 came from a 1977 request for
proposals from the U.S. Air Force Flight Dynamics Laboratory in which they, Were
7
seeking a research aircraft that would explore the forward swept wing
concept and validate studies that indicated such a design could provide better control
and lift qualities in extreme maneuvers. With modern commercial aircraft, a proposal
for a new design usually comes as the response to internal studies that aim to project
future market needs. For example, the specifications for the Boeing commercial aircraft
(B-777) were based on the interest of commercial airlines to have a twin-engine aircraft
with a payload and range in between those of the existing B-767 and B-747 aircraft.
Since it is not usually possible to optimize all of the performance aspects in an aircraft,
defining the purpose leads the way in setting which of these aspects will be the “design
drivers.” For example, with the B-777, two of the prominent design drivers were range
and payload.
structures are shaped to give them desired aerodynamic characteristics, and the
materials and structures of their engines are chosen and shaped so they can provide
needed thrust. Even seats, control sticks, and windows are structures, all of which must
tradeoff between structural strength and weight. A good aircraft structure is one which
necessary. Any excess structural weight often makes the aircraft cost more to build and
almost always makes it cost more to operate. As with small excesses of aircraft drag, a
small percentage of total aircraft weight used for structure instead of payload can make
the difference between a profitable airliner or successful tactical fighter and a failure.
Designing aircraft structures involves determining the loads on the structure, planning
the general shape and layout, choosing materials, and then shaping, sizing and
optimizing its many components to give every part just enough strength without excess
weight. Since aircraft structures have relatively low densities, much of their interiors are
typically empty space which in the complete aircraft is filled with equipment, payload,
and fuel. Careful layout of the aircraft structure ensures structural components are
placed within the interior of the structure so they carry the required loads efficiently and
do not interfere with placement of other components and payload within the space.
Choice of materials for the structure can profoundly influence weight, cost, and
basic structural concepts and techniques for designing efficient structures is essential to
9
1.3 Design Process
The process of designing an aircraft and taking it to the point of a flight test article
or capability for a new aircraft that is brought about by (1) a perceived market potential
and (2) technological advances made through research and development. The former
will include a market-share forecast, which attempts to examine factors that might
impact future sales of a new design. These factors include the need for a new design of
a specific size and performance, the number of competing designs, and the commonality
of features with existing aircraft. As a rule, a new design with competitive performance
and cost will have an equal share of new sales with existing competitors. The needs and
capabilities of a new aircraft that are determined in a market survey go to define the
mission requirements for a conceptual aircraft. These are compiled in the form of a
design proposal that includes (1) the motivation for initiating a new design and (2) the
essential that the mission requirements be defined before the design can be started.
Based on these, the most important performance aspects or “design drivers” can be
identified and optimized above all others. Following the design proposal, the next step
is to produce a conceptual design. The conceptual design develops the first general size
10
and configuration for a new aircraft. It involves the estimates of the weigh and the
Mission Requirements
Conceptual Design
No
Requirements Satisfied
Yes
Preliminary Design
Stop
Final Evaluation
Go
Detailed Design
Flight Test
11
Design Process flow chart
12
The conceptual design is driven by the mission requirements, which are set in the design
proposal. In some cases, these may not be attainable so that the requirement may need to be
relaxed in one or more areas. This is shown in the iterative loop in the flow chart. When the
mission requirements are satisfied, the design moves to the next phase, which is the
preliminary design.
This article deals with the steps involved in the conceptual design of an aircraft. It is broken
down in to several elements, which are followed in order. These consist of:
1. Literature survey
2. Preliminary data acquisition
3. Estimation of aircraft weight
a. Maximum take-off weight
b. Empty weight of the aircraft
c. Weight of the fuel
d. Fuel tank capacity
4. Estimation of critical performance parameters
a. Wing area
b. Lift and drag coefficients
c. Wing loading
d. Power loading
e. Thrust to weight ratio
5. Engine selection
6. Performance curves
13
7. 3 View diagrams
1.3 Design Process Breakdown
• Conceptual Design:
• Preliminary Design:
tests
• Detail Design:
14
Flight control system design
- Only “tweaking” of design allowed
The design, having an aircraft mainly depended on its wing configuration, estimation
and selection. All the aircraft components must be considered in airfoil shape including
from wing to rudder, elevators. But in the case of STOL, we should prefer NACA 6 series
for getting sufficient thickness to chord ratio and the most prominent thing is the payload
that is about how many passengers the aircraft can carry along with other stuffs. So, it is
required to have a 100-seater commuter aircraft which can accommodated payload for an
STOL aircraft. It is also important to keep in mind that the range is to be sufficient as
normally a passenger aircraft do have. So, the range should come around 3000-3500 km for
good providence given to the passengers. Coming to the engine selection, the most
preferred is turboprop, it is because for short distance takeoff turboprops are more fuel
efficient than jets. Here the propeller can be feathered to minimize drag in the event of
engine failure, which is not possible for jet or turbofan engines. Here we had placed engine
above the wing and a T-tail is selected for reducing the interference disturbance of airflow
to the elevators.
The mastering of design has to deal with weight estimation, wing and empennage
selection, fuselage design, engine selection and range calculation. For STOL characteristic,
15
the need of high lift devices is more. It is because for STOL aircraft, we need high lift at
short runway. And also, a major role played is by wing design describing in what design the
aircraft should achieve STOL. The thrust reversal mechanisms in STOL aircraft plays a key
role, it reduces wear on the brakes. Apart from turboprops, other engines can also
There are many performance aspects that can be as specified by the mission requirements.
These include:
L/D ratio
16
2.1 Classification of passenger aircrafts
group.
Sample Aircraft:
Boeing 747
Combining flight distance, speed and comfort, these mid-sized jets are ideal for
intimate trips.
Sample Aircraft:
Airbus 350-1000
\
17
3.Light passenger jets
The smaller size of light passenger jets makes them the ideal choice for
economy airlines. The seating is evenly divided into two sections on each side
of a center aisle.
Sample Aircraft:
Embraer 175
These airplanes needed a seating capacity of 100 seats and with other services
for passengers
No of Passengers: 100
Sample Aircraft:
Sud-Aviation Caravelle, Fokker F-28
expected to officially launch its second-generation E-Jet during the Paris air show and
Bombardier is poised to conduct the first flight of its CSeries shortly thereafter.
18
The airframers are betting big on the segment. They have wagered their scarce
development funds on these two products and the future of the market, which launched
the iconic Boeing 737 and Douglas DC-9 lines but also sports numerous failed attempts.
"The 100- to 149-seat aircraft segment will enjoy the strongest growth in terms of
deliveries," says Bombardier in its market forecast through 2031. "Thanks to 'step
change' engine technology, the arrival of new aircraft specifically designed for this
segment will invigorate market demand to further optimise airline route networks and
profitability."
19
3.COMMON COMPARATIVE STUDY
Dimensions:
Specifications:
Performance:
20
Parameters Sukhoi Superjet Boeing 707 - Fokker 100 Bombardier Sud Aviation
100 - 95LR 120B CRJ700 Caravelle 12
Dimensions:
Specifications:
Performance:
21
22
Parameters Bae 146 /Avro RJ - 300/RJ100
Dimensions:
Length (m) 31
Specifications:
Performance:
23
4.COMPARATIVE GRAPHS
24
25
26
27
28
29
5.WEIGHT ESTIMATION
The total weight of an aircraft includes the basic empty weight, plus Pilot, Crew and their
30
baggage plus payload (passengers and cargo) plus fuel load. The payload is the load which is
carried on board and delivered as part of the aircraft’s mission. During the mission the
weight of aircraft will be varying with time due to the fuel consumption rate. Hence the
weight ratio will have different values. For estimation of weight the mission profile is
required.
5 6
5.1weight calculation:
Gross weight,
31
Wn/W0 = W1/W0 * W2/W1 * …. * Wn-1/Wn-2 * Wn/Wn-1
(W1/W0) = 0.98
(W2/W1) = 0.98
To calculate L/D
Cd = Cd0 + KCL2
Cd0 = 0.021
To calculate K,
K = 1.357 / π * AR = 1.257 / (3.14 * 9.02)
K = 0.047
32
(L/D) cruise =86.6 % (L/D) max
W3/W2 = 0.860
W4/W3 = 0.988
Fuel fraction for descent, landing and taxing is approximately common for all,
(W5/W4) = 0.98
W5/W0 = 0.80
33
Wf/W0 = Ktf * (1 -Wn/W0)
Wf/W0 = 0.212
W0 = 32,047.4 kg
W0 = 31,952.6 kg
W0 = 31,858.4 kg
W0 = 34,764.7 kg
W0 = 31,671.5 kg
34
Taking an average value of,
W0 = 31858.4 kg
Wf = 0.212 * 31858.4
Wf = 6753.98 kg
Vf = Wf / ρfuel
Vf = 8348.55 liters
35
6.THRUST LOADING
The value of thrust to weight ratio (T/W) is the main factor for determining the rate of
climb, takeoff distance and maximum velocity. For obtaining the design value of thrust
q0 = (ρ∞ * V2) /
2 q0 = 3044.2
N/m2 D/W =
0.3408
(T/W) To = 0.0.375
T/W for cruise flight:
(T/W) cruise = 1 / (L/D) cruise
= 1 / 13.77
(T/W) cruise = 0.072
T/W for loitering:
(T/W) loiter = 1 / (L/D) loiter ∎ (L/D) max for loitering = 10
36
The thrust to weight ratio of the aircraft at takeoff cruise and loitering is been found out.
The thrust loading at takeoff time will help finding the maximum takeoff thrust required.
After the estimation of the weight of aircraft, the next step is to select an efficient airfoil for
the better performance of the wings for providing the desire lift in different situations.
The NACA 6-digit airfoil will be more suitable for our aircraft as they have the exact match
NACA 6 Digit:
The following NACA airfoils are selected for root, tip and mean positions after the best
38
Max thickness 10% Max camber 1.1%
39
7.2 Wing Selection:
After the final airfoil selection, the primary component of aircraft to be designed is
wing. The wing weight and its lifting capabilities are a function of the thickness of the
airfoil selection that is used in the wing structure. The first step toward designing the wing
is thickness estimation which can be obtained from the selected NACA airfoil.
In designing the wing, the most important part is to reduce the effect of vibration by
delaying the Critical Mach Number of the wing, for that requirement we had selected a
swept back angle to the wing structure. The choice of the standard series designed
Equivalent AR = a. M c
Equivalent AR = 10.7
Wing Span:
b = 30.66 m
Wing Area:
WKT, AR = b2 / S
40
Chord Length:
Root chord,
CR = (2 * S) / (b * (1+λ))
CR = 5.43 m
Tip chord,
CT = λ * CR
CT = 1.359 m
Mid chord,
Cmid = 3.80 m
41
Design Parameters Values
Table: 7.1
42
8.TAKE-OFF, LANDING AND RANGE CALCULATION
The takeoff, landing and range calculation of the aircraft is required to get the
performance characteristic of it. It is very important to obtain these values for describing the
Takeoff distance = sg + sa
We have,
T/W = 0.375
(CL)max = 2.9
Therefore,
sg = 94.12 m
R = 6.96*(Vstall)2 / g
R = 2064.2 m
43
the included flight path angle is,
ƟoB = 12.63 o
Takeoff distance = sg + sa
sa = (50-hf) / tan Ɵa
data) hf = 2.81 m
sa = 900.43 m
44
Sg = 47.95+32.5
Sg=80.53
8.3 Range:
R = 3500.00 km
45
9.FUSELAGE AND EMPENNAGE SELECTION
9.1Fuselage Selection
of fuselage must be selected to serve the positional Fig. 9.1: fuselage cross section
smooth curve lined nose is selected and for the better accommodation of passenger’s
circular middle portion is taken into account. The end portion is made slandered.
can find that the air flow disturbed performance of Fig. 9.2: Tail Configuration
increased.
47
Fig. 9.3: Flow Over T-Tail
48
10. PERFORMANCE CHARACTERISTICS
The takeoff, landing and range calculation of the aircraft is required to get the
performance characteristic of it. It is very important to obtain these values for describing the
Takeoff distance = Sg + Sa
We have,
W/S =
T/W = 0.072
(CL)max = 104.21
Therefore,
Sg =
In study condition T = D
Fr = mv2 / R = L * sinθ
tanθ = V2 / R * G
So, for a given speed of two radius there is only one wet bank angle for co-ordinates turn.
49
In the turn, n = L / W, secθ > 1
Turn radius R and turn ratio(w) are good indicator of aircraft maneuverability.
R = V2 / (g * √ n2-1)
V = 272 m/s
n = L/W = 2
R = 4354.32 m
ƟoB = 12.63°
Takeoff distance = sg + sa
9.2 Climbing
Consider aircraft in a study and accelerated climb with lateral climb speed of V c,
L = W * cos γ c
T = D + W * sin γ c
Vc = (T-D) * Vstall / W
∅ = tan-1 (1 / (L/D))
μr is higher for takeoff since brakes are applied the μr = 0.4 for paved surface.
SLD = 1643.58 m
Table 10.1
51
11. CENTRE OF GRAVITY ESTIMATION
The weight of an airplane changes in the flight due to consumption of fuel and
dropping off / release of armament or supplies. Further, the payload and the amount of fuel
The weight of an airplane changes in the flight due to consumption of fuel and
dropping off / release of armament or supplies. Further, the payload and the amount of fuel
The weight of entire airplane can be sub divided into empty weight and useful
Structures group
Equipment group.
Wing
Vertical tail
Fuselage
52
Nacelle, engine pod and air intake
The propulsion group consists of the following components:
Engine as installed
Reduction gear
Cooling provisions
Engine controls
Flight controls
Instruments
Avionics
(i) Crew
(iii) Oil
53
(iv) Payload - passengers, cargo and baggage in transport airplane; ammunition,
expendable weapons and other items in military airplanes.
The weights and c.g. locations of various components are estimated below:
Wing:
S = 104.21 m2
b = 30.66 m
CR = 5,43 m
CT = 1.359 m
mac = 6.5 m
Wwing = 82.76 * 44
Wwing = 3641.44 kg
Wwing / W0 = 0114
Hence, the location of the c.g of wing from the leading edge of the root chord is,
54
Horizontal tail:
btail = 12.6 m
Stail = 15.35 m2
cR,h.tail = 3.85 m
cT,h.tail = 0.86 m
mac,h.tail = 1.7 m
S(exposed)tail = 9.5 m2
Wht / W0 = 0
Hence, the location of the c.g of h.tail from the leading edge of the root chord of h.tail is,
Engine:
Wengine / W0 = 8.3 %
55
For gas turbine engines the location of c.g from the engine inlet is between 30 to 45% of
engine length.
In the present case the engine length is 4 m.
Hence, the location of c.g of engine from L.E of the wing is = -2.5 + (0.4 x 4) = -0.9 m
Fuselage:
The c.g of fuselage and systems is, 0.45 x length of fuselage = 0.45 x 31.20 = 14.02 m
56
Total 6597.53 Xlew + 4581.67
Table 11.1
From the weight estimation, calculation and all other considerations we came to
know that the engine compatible to this aircraft is ROLLS ROYCE TYNE.
General characteristics:
Components:
• Oil system: Pressure spray/splash with dry sump using DERD 2487 spec. oil
57
• Performance
58
13. Landing gear design
The landing gear supports the aircraft when it is not flying, allowing it to take off, land and
usually to taxi without damage. Landing gear placement is essential for ground stability and
controllability. A good landing gear position must provide superior handling characteristics and
Landing gears normally come in two types: conventional or "taildragger" landing gear,
where there are two main wheels towards the front of the aircraft and a single, much smaller,
wheel or skid at the rear; or tricycle landing gear, where there are two main wheels (or wheel
assemblies) under the wings and a third smaller wheel in the nose.
To decrease drag in flight some undercarriages retract into the wings and/or fuselage with
wheels flush against the surface or concealed behind doors; this is called retractable gear.
With a tricycle landing gear, the c.g is ahead of the main wheels, so the aircraft is stable
on the ground. It improves forward visibility on the ground and permits a flat cabin floor for
Tyre sizing:
The “wheel” is the circular metal object upon which the rubber “tyre” is mounted. The
59
“brake” inside the wheel slows the aircraft by increasing the rolling friction. However, the
The tyre is sized to carry the weight of the weight of the aircraft. Typically, the main tyre
carries about 90% of the total aircraft weight. Nose tyre carry only about 10% of the static
Nose gear,
Tyre pressure = Lt / Ap
60
Load on main gear = 0.9 * w0
Ap = 9.09 inch2
61
14. v-n Diagram
Analysis of the V-n diagram is critical during the design of an aircraft as it affects the
operation of the aircraft. A maneuver or gust of wind may temporarily force an aircraft outside
its safe flight envelope and thereby cause structural damage endangering flight safety.
Each airplane type has its own particular V-n diagram with specific V's and n's. The flight
operating strength of an airplane is presented on a graph whose horizontal scale is airspeed (V)
more parts of the airplane if n is less than a limit load factor the structure may deflect during a
maneuver. But it will be return to its original state when n is equal to 1 if n is greater than the
limit load factor then the airplane structure will experience a permanent deformation. It will be
This the boundary associates with outright structural failure. If nis greater than the
62
ultimate load factor, parts of the airplane will break. Both the aerodynamics and a structural
For airplane design, the limit load factor depends on the type of aircraft. Some typical
Civil transport 6 -3
Fighter 6.5 to 9
Table 14.1
63
A typical v-n diagram
n = L/W
= (1/2* ρ v2sCL)/W
Stall velocity,
Maneuvering velocity,
V* = Vs √ n
V* =32.11 m/s
64
S.No Velocity npositive nnegative
1. 50 +0.72 -0.72
Table 14.1
STOL is an acronym for short takeoff and landing aircraft, which is used to
provide short runway requirements for both takeoff and landing. The aircrafts which
institute this technology has also been operated from STOL port airfields which feature
short runways. Featuring short ground rolls is the most prominent thing in the field of
airport maintenance for an ordinary airliner. It is used to reduce the length of the runway
For takeoff, large power/weight ratio and low drag is used to help the plane to
accelerate for flight and for landing, the distance is reduced by applying strong brakes and
From the calculation of takeoff run and ground roll distance (section 5.1 and 5.2)
65
we are getting a calculated value. This can be further improved by the use of aerodynamic
devices.
1. Aerodynamics Devices
2. Thrust reversal
For the improvement of STOL characteristic rather than using high thrust
producing engine we can also improve the performance by introducing different types of
aerodynamic devices. The aerodynamic device will help producing high coefficient of lift
for takeoff and drag producing components which can reduce the landing ground roll.
Vortex generator
These vortex-like spoilers are the vortex generators which acts as additional
Flaps
decreased.
Slats
The wing is having slats running to the entire length. It will also increase the
camberness and improving lift coefficient. It can produce more drag when the engine
Pods
Our designed aircraft is having 6 pods at the lower surface of the wing which will
reduce the velocity of air stream passing down to the wing by increased skin friction. It
will produce more pressure difference over the wing, also it will give better stream
flow.
Winglets
The winglets placed on the wing tip which will reduce the drag induced due to
the vortex generated at the tip of wing. by reducing this induced drag the performance
67
propeller blades which will change the angle of the propeller
The propeller pitch can be reversed by the use of power lever handle. By
pulling the power lever to the ideal stop, and then squeezing the lever or lifting it up.
68
Front view
Top view
Side view
69
17. FINALIZED DESIGN PARAMETERS
Parameters Values
Seating capacity 100
length of aircraft 38m
Height of aircraft 11m
Wing span 40m
Wing area 149 m2
Wing chord length Root – 8m
Mean5.47m
Tip-1.5m
Wing taper ratio 0.18
t/c ratio 0.14
L/D max 22.68
L/D cruise 19.64
Wing sweep angle 25o
Cabin width 5
Fuselage width 5.5
Empty weight 22338.8 kg
Max takeoff weight 51297.83 kg
Max fuel capacity 22446.7 L
Max speed 0.8 M
Cruise speed 0.78 M
Range 3500km
T/W ratio Takeoff -0.375
Cruise - 0.051
Loiter – 0.1
70
CONCLUSION
STOL technology is designed successfully and the various design considerations and
performance are calculated. The obtained design values are not necessarily a definite
reflection of the airplane's true and conceptualized design, but the basic outlay of
The full and final design report stays true to the desired considerations of a
STOL commuter aircraft can provide high fuel efficiency and is best in commercial
airlines service for the current knowledge. There is no such ideal design which can give
The challenges we faced at various phases of the report made clear the fact that
experience plays a vital role in successful design of any aircraft or aircraft component. A
lot of efforts have been put into this report and as much as we have worked, we have
learnt in turn.
preformation.
71
Reference
1. Anderson, John D. Jr., “Aircraft Performance and Design”, McGraw-Hill, New York
3. Perkins, C. and Hage, R. “Airplane Performance, Stability and Control”, Wiley, New
York
series, Washington, DC
Kansas
72