DESIGN OF 2-SEATER

TRAINER AIRCRAFT

(Aerodynamic Design, Phase-1)

By,
AKASH S -311019101001
DHAMODHARAN S -311019101008
DINESH KUMAR P -311019101010
GOPINATH V -311019101013
INTRODUCTION:

The stages involved in Selection of aircraft Preliminary and

Collection of
the design procedure are parameters from the secondary weight
comparative data
as follows, comparative graphs  estimation

Airfoil selection & flap

Selection of powerplant  3- view diagram  Balance diagram 
selection 

C.G shift for aircraft Performance

Drag estimation 
balance  calculations 
COMPARATIVE CONFIGURATION STUDY OF DIFFERENT TYPES OF AIRPLANE :      

A brief study of different types of aircraft is studied based on:

• Engine used
• Passenger or fighter
• Types of control
• Fuselage and avionics arrangement
• Aerodynamic data
It is necessary to compare the existing airplanes that are of same type as that of our desired airplane. The comparative
data for our aircraft was collected based on the nearest no. of crew or specifications.
SELECTION OF PARAMETERS:
From the data collected on various 2 seater trainer aircrafts, different graphs are plotted, and the average values of the
following fundamental design parameters are obtained.

 Cruising velocity of the airplane =250 km/h

 Range = 1250km
 Aspect Ratio = 8.33
 Wing Loading (W/S) = 73.83 kg/m^2
 Service Ceiling = 4800m
 Span to Length Ratio (b/l) =  1.41
 Thrust to Weight Ratio (T/W) = 0.11
GRAPH 1: VELOCITY Vs RANGE GRAPH 2 : VELOCITY Vs P/W
GRAPH 3: VELOCITY Vs b/l GRAPH 4: VELOCITY Vs SERVICE CEILING
GRAPH 5: VELOCITY Vs ASPECT RATIO GRAPH 6: VELOCITY VS WING LOADING
 PRELIMINARY WEIGHT ESTIMATION
1ST WEIGHT ESTIMATION:
Generally, the total weight of the aircraft is divided into six different components and is obtained by,
Wtotal = Wstruc + Wp/l+ Wcrew + Wfuel + Wp/p+ Wfe
where, Wtotal       = Total takeoff weight of the Aircraft
            Wstruc    = Aircraft structural weight 
            Wp/l      = Payload weight of the aircraft
            Wcrew      = Crew weight of the aircraft
            Wfuel     = Weight of the fuel 
            Wp/p        = Weight of the power plant 
            Wfe       = Weight of the fixed equipment 

The weight breakage for the aircraft is,

Wstruc   =0.31 Wtotal 
Wp/l        = 0 kg
Wcrew   = (2*90) =180 kg
Wfuel    = 0.35 Wtotal 
Wp/p       = 0.15 Wtotal 
Wfe      = 0.045 Wtotal
Substituting all these values in the above formula, the preliminary weight (W 1) of the aircraft, was found to be
SELECTION OF ENGINE:
The Thrust / Power required (P) is determined by using the values of  Thrust to weight ratio (P/W) and preliminary
weight (W1) as, P/W = 0.11
P= 139 kN
For this Thrust / Power required, a suitable engine is selected and the corresponding SFC is noted.
The continental 10-360-ES Engine is chosen , and its properties are tabulated as follows,
Properties Data Unit
Takeoff thrust 150 kw
Weight of engine 33 kg
SFC 0.239 kg/kW-hr

SECONDARY WEIGHT ESTIMATION:

Wfuel is given by,
Wfuel = SFC * T * No. of engines * (Range/Velocity) 
Wfuel = 167 kN
Substituting the value of Wfuel in the below equation, the actual weight of the aircraft is calculated.
Wtotal = Wstruc + Wp/l + Wcrew + Wfuel + Wp/p + Wfe

Hence, the total weight of the aircraft is obtained as,

Wtotal = 700 kg 
 AIRFOIL SELECTION :
The airfoil is a cut section of wing, which is a streamlined body. It produces lift and drag when moved in
air. There are different types of airfoil . Since the speed range of the aircraft is around M=0.2 symmetric
airfoil is chosen.
By taking the taper ratio of reference aircraft from data collection, we get :
λ=1
From the known formulae
20.5%
λ = Ctip/Croot => Croot= 2S/((1+λ)*b) Croot = 1.165 m
The amount of fuel that has
Ctip = λ*Croot
To be stored in the wing = 0.205*Wfue
Ctip = 1.165 m = 34 kg
Mean Chord ,Ĉ = (2/3)*Croot*(1+λ+λ^2/1+λ)
Reynold’s No. Calculation:
µ/µ0 = (T/T0)3/4
Ĉ = 1.165 m  
Calculation of t/c (thickness to chord ratio): T = T0 – λh
The volume available in the wing is calculated using the taper wing volume formula. The unknown (t/c) T = 256.8K
ratio is calculated using,  
µ = 1.628x10-5 kg/m-s
Volume = (Wt. of the fuel)/(Specific gravity)
 
Volume= 0.208 m3 Re =(ρ V Ĉ /µ)
Re =3.7268*106
Volume = 2[(2/3) * (t/c) * (b/4)* Ĉ * Ĉ] * 0.75
(t/c) = 0.6318 = 63.15%
AIRFOIL SELECTION:

Airfoil comparison Airfoil data NACA 63012A

NACA SERIES CLmax CDmin α (degrees)
  C L C D

-12 -1.1426 0.02759

NACA 63010A 1.0001 0.00485
-10 -1.0133 0.0204

-8 -0.8621 0.01414

NACA 63012A 1.1738 0.00538 -6 -0.639 0.01033

-4 -0.431 0.00714

-2 -0.22 0.00554
NACA 64-008A 0.7245 0.0078
0 0 0.0054
2 0.223 0.0054

4 0.4314 0.00714
NACA 64-012A 1.1536 0.00537
6 0.6391 0.01033

8 0.8619 0.01414
10 1.0144 0.0204
NACA 64A010 0.9449 0.00438
12 1.145 0.02763

14 1.1308 0.04815
AIRFOIL SELECTION:
From the (t/c) determined, an airfoil is selected from the NACA series of the airfoils. Here, t/c = 63.18%
For this (t/c), number of airfoils are compared and eventually one of them is selected that is suitable for this type of
aircraft and the necessary graphs are plotted.

Thus, the airfoil chosen is

FLAP SELECTION:

For the aircraft selection ,the total runway distance is decided and the required lift coefficient is determined . Then
the change in lift coefficient is calculated . This change in C L Has to be compensated by the flaps

ΔCL = CL req - CL av Total runway distance, s=

Here,  900 m = 2952.76 ft
 CL req is calculated using CL req = [(2W/S)/ρ₀Vs^2]
CL req = 0.643 Va(inknots) = [s(in feet)/0.3]^0.5
where, Vs    - Stall speed = [2952.76/0.3]^0.5
            W/S - Wing Loading = 99.209 knots
 CL cruise is the available CL for the corresponding (t/c). Va = 51.03 m/s
CL cruise = 0.4 Va = 1.3* Vs
Vs = Va/1.3 = 51.03/1.3
Thus, ΔCL= 0.243 Vs = 39.23 m/s

.
FLAP SELECTION:

ΔCL values for different flap angles

Δf in Degree ΔCL ΔCL * 0.6

0 0 0

10 0.32 0.192

20 0.58 0.348

30 0.76 0.456

40 0.92 0.552

50 1.04 0.624

60 1.12 0.672
3 VIEW DIAGRAM:
BALANCED DIAGRAM:
The standard specifications implemented by the FAA for the entire fuselage layout was referred and abided and then the
balanced diagram is drawn based on it.
C. G. SHIFT FOR AIRCRAFT BALANCE: Wing components weight breakage:
The weight breakage of different components in the
fuselage and wing are noted and using that Centre of
Components W  (kg) X  (m) Wx  (kg-m)
Gravity is calculated for different flight conditions.

WEIGHT BREAKGE IN FUSELAGE: 

Fuel 167 2.9 484.3
Wx  (kg-
Type X  (m) W  (kg)
m)
Crew 3.55 180 639

Landing gear 2.472 30 64.16

Wing Structure 100 2.9 290
WENGINE 0.35 23 74.75

WFIXED EQUIP. 3.25 23 74.75

Fuselage structure 3 174 522 ∑W= 267                               ∑Wx =    774.3

 
Horizontal tail 7.875 52 409.832

Vertical tail 7.766 52 403.832

Xwing = (ΣWx/ΣW)
∑W=534 ∑Wx= 2188.324     774.3/267
 
 
Xfus = (ΣWx/ΣW) Xwing = 2.9 m
2188.324  / 534
Xfus = 4.09 m
 CG SHIFT The CG calculation for the fuselage and the wing are
performed separately. From the balanced diagram, the CG
Assume Xfinal as 0.30Ĉ = 0.3675 m
position for each and every component is determined and
finally the entire CG of the fuselage has been located.

Various CG shift locations at different conditions

ΣWwing= 267 kg
Xwing =2.9 m
ΣWfus = 534 kg
Xfus = 4.09 m
(Wfus * Xfus) + Wwing(X + Xwing) = (Wfus + Wwing) * (X + Xfinal)
X = 4.14 m
FLAP AREA: Area of aileron = 6% of wing area
  = 0.06 * 9.48

  = 0.5688 m2

     
w = 0.3Ĉ

  = 0.3 * 1.165

  = 0.3495  m

     
Aaileron = w *Laileron

Laileron  =  1.62 m

  b  =  Laileron + Lflap + Dfuselage

Lflap = 8.88 - 1.62 – 1.3

     
Lflap = 5.96 m

     
Aflap = w * Lflap

    0.3495*5.96
 
Aflap = 2.08 m2

Aaileron = Area of aileron Laileron = aileron length

Aflap = Area of flap L flap = Flap length
DRAG ESTIMATION
All parts of the aircraft contribute towards drag, which should be carefully reduced by proper
selection and design. From experience and experimental work some approximation has been
done for the calculation of fuselage drag and other parts. The various components of Drag are

DRAG

DRAG DUE TO
PARASITE INDUCED COMPRESSIBI
INTERFERENCE
DRAG DRAG DRAG
LITY

CALCULATION OF DRAG:

• As the chosen aircraft has a high velocity, it will have compressibility effect.
• The interference drag produced by each component is determined.
• Then total drag coefficient is determined at various levels of altitude.
Calculation of CD₀ others :

• CD₀ others at landing condition is calculated by

CD₀ others = (∑ CDπ Sπ)/Swing
• Due to interference drag, the CD₀ others value is multiplied with 1.05.

Drag coefficient:
CDt = [∑ CDOWING + ∑ CDOOTHERS + KCL2 ]
• The same procedure is practiced for cruise and landing condition.

Calculation of drag for different Mach number at various altitudes.

M = [{(2W/S)/(ρ₀ * CL )}1/2]/a₀
Then,
CDt = KCL2 + 1/sqrt(1-M2) + CDOWING + CDOOTHERS

Therefore drag (D),

D = (CDt/CL)*W
• The same procedure is followed for calculation of drag at different altitudes(1km,
3km, 5km)
The drag polar is obtained for drag values at various conditions:
RATE OF CLIMB:

• After DRAG ESTIMATION we need to determine the RATE OF CLIMB by knowing the
Thrust produced at various Altitudes and Mach Numbers

• For various Mach number the velocity is calculated by

Velocity = Mach number * speed of sound

• The drag(D) is obtained form above estimation and thrust is obtained from the formula.
Therefore, Rate of climb(R/C)
R/C = (F-D)*V*60/W (m/min)

• The same procedure is repeated to calculate rate of climb at different altitudes.

• Graph is plotted.
A graph is plotted between mach no and rate of climb at various altitude
References:

• Jane’s All the World’s Aircrafts

• www.Airliners.net
• “Jane’s Engine Manual”
• Flap Selection Manual
• Theory of Wing Sections
THANK YOU