MAHENDRA ENGINEERING COLLEGE

(Autonomous)

DESIGN OF 120 SEATED PASSENGER

Submitted by

AMOS M (181011006)
PRAKASH M (181011036)
PRATHAP T (181011038)
SAKTHIVEL T (181011044)

Submitted

Mrs.G.MOHANA PRIYA M.E

BACHELOR OF ENGINEERING
In
Department of AERONAUTICAL ENGINEERING
MAHENDRA ENGINEERING COLLEGE
(Autonomous)
Mahendhirapuri,Mallasamudram,Namakkal(DT)-637503

JULY-2021

MAHENDRA ENGINEERING COLLEGE

1
 (Autonomous)

Mahendhirapuri, Mallasamudram, Namakkal DT -637 503

Department of Aeronautical Engineering

BONAFIDE CERTIFICATE
Certified that this Report titled “DESIGN OF 120 SEATED PASSENGER
AIRCRAFT” is the bonafide work of AMOS M (181011006),PRAKASH M
(181011036), PRATHAP T(181011038), SAKTHIVEL(181011044) who carried out
the work under my supervision. Certified further that to the best of my knowledge the
work reported here in does not form part of any other thesis or dissertation on the basis
of which a degree or award was conferred on an earlier occasion on this or any other
candidate.

SIGNATURE SIGNATURE
Mrs.Dr.C.DHAVAMANI. M.E.PhD. Mrs.G.MOHANA PRIYA M.E
HEAD OF THE DEPARTMENT SUPERVISER
Department of Aeronautical Engineering Department of Aeronautical Engineering
Mahendra Engineering College Mahendra Engineering College
Namakkal Namakkal

MAHENDRA ENGINEERING COLLEGE

2
 (Autonomous)

Mahendhirapuri, Mallasamudram, Namakkal DT -637 503

Department of AERONAUTICAL ENGINEEGING

CERTIFICATE OF PROJECT APPROVAL

This is to certify that the Project report phase – II titled “DESIGN OF 120

SEATED PASSENGER AIRCRAFT” is the approved record of work done by

AMOS M (181011006),PRAKASH M (181011036), PRATHAP T(181011038),

SAKTHIVEL(181011044)in partial fulfillment for the award of the Degree of

BACHELOR OF ENGINEERING IN AERONAUTICAL ENGINEERING during

the academic year 2018 - 2022.

SUPERVISOR HEAD OF THE

DEPARTMENT
(Signature with seal)

Date:

Submitted for the end semester viva voce examination held on _________

INTERNAL EXAMINER EXTERNAL EXAMINER

3
 ACKNOWLEDGEMENT

We express our sincere respect and gratitude to our Honorable Chairman Shri.
M.G. BHARATHKUMAR M.A, B.Ed and respected Managing Directors Er.
Ba. MAHENDHIRAN, B.E, M.I.S.T.E and Er. R.SAMSON RAVINDRAN
who have provided excellent facilities for us.

We feel happy to convey our regards and sincere thanks to our beloved
Principal Dr.R .V. MAHENDRA GOWDA, M.Tech.,PhD..(IITD) who
provided his kind concern for carrying out our industrial training and providing
a suitable environment for us to work.
We wish to express our gratitude to our Head of the Department Dr. C.
DHAVAMANI, M.E., PhD., for her valuable guidance and support for the
presentation of this Industrial training.

We also thank our Guide Mrs.G.MOHANA PRIYA M.E., for giving

us constant encouragement, guidance and support.

We specially thanking all our friends for their well wishes and constant
support at all the time.

4
 ABSTRACT

A project of theoretical design of an aircraft is undertaken. The

requirements of the aircraft to be designed are analyzed and are clearly
defined. It is proposed to design a 120 seated commercial aircraft. A list
of aircrafts which are similar to the proposed design is prepared and a
comparative study is done on them. From this comparative study,
important design parameters such as takeoff weight, aspect ratio, wing
area, thrust to weight ratio etc… are roughly estimated. These values
are chosen in such a manner that they are compatible with the proposed
cruise speed of the aircraft. The weight of the aircraft during various
phases of its flight is calculated using an iterative method. From this,
the required coefficient of lift at the beginning and end of cruise is
calculated. The aero foil whose drag bucket satisfies this calculated CL
range is selected as the wing cross section of the proposed aircraft. The
aerodynamic data of the chosen aero foil is analyzed. The drag
coefficient and hence the drag experienced by the aircraft is calculated
using these data. From these data the corresponding engine either jet
engine or propeller engine is selected according to need.

5
CHAPTER NO TITLE PAGE NO.

1 SELECTION OF AIRCRAFT 9
Aim
Theory
1.1 Classification of airplane
1.1.1.Civil
1.1.2.Military
1.2.Aircraft Purpose
Payload
Cruise maximum Speed
Range
Endurance
1.3.Parameters
2 COMPARITIVE STUDY 14
Aim
Introduction
2.1.Basic parameters
2.1 1.Cruise mach
2.1.2.Weight
2.1.3.Cruise altitude
2.1.4.Range
3 WING LOADING 16
3.1.Introduction
3.2.Formulae
3.2.1.Wing load effect on take-off
3.2.2.Wing loading effect on landing
3.3.Procedure
4 THRUST ESTIMATION AND ENGINE SELECTION 21

6
 Aim
4.1.Theory
4.2.Number of engines
4.3.Formulae
4.4.Calculation
4.5.Selection if engine
5 ESTIMATION OF LIFT AND DRAG 24
Aim
5.1.Theory
5.2.Formulae
5.3.Calculation
6 AEROFOIL SELECTION AND WING ESTIMATION 28
Aim
Theory
6.1.Configuration of an airfoil
6.2.Classification of aerofoil
Based on the shape
Based on NACA nomenclature
Based on application
6.3 Aerofoil selection
6.4.Wing section
6.5.Procedure
6.6.Calculation
7 TAIL,CONTROL SURFACE & LANDIONG 34
GEAR SELECTION
7.1.Tail surface
7.2.Control surface
7.3.Slat

7
 7.4.Elevator
7.5.Landing gear selection
8 THREE VIEW DIAGRAM 36

8
 1. SELECTION OF AIRCRAFT

Aim
To select an aircraft from Jane’s All the Worlds Aircraft book of given type and to select
the parameters of the selected aircraft.

Theory
The design of an aircraft draws on a number of basic areas of aerospace engineering. These
include aerodynamics, propulsion, light-weight structures, and control.

Figure1.1.Basic area of aircraft.

Each of these areas involves parameters that govern the size, shape, weight, and performance of an
aircraft. There are many performance aspects that can be specified by the mission requirements.
These include,

• The aircraft purpose or mission profile;

• The type(s) and amount of payload;

• The cruise and maximum speeds;

• The normal cruise altitude;

9
 • The range or radius with normal payload;
• The endurance; the purchase cost; and

• The take-off distance at the maximum weight

1.1. Classification of airplane

There are two types of airplanes

• Civil

• Military

1.1.1. Civil
The civil airplanes are categorized as passenger, cargo, agricultural, sports & ambulance.

1.1.2. Military
The military airplanes are categorized as fighter, bomber, interceptor, reconnaissance, and
airplanes for logistic support like troop-carriers and rescue airplane. The military aircraft are often
designed to cater to more the one role. For example: fighter, bomber or interceptor-fighter.

1.2. Aircraft Purpose

The starting point for the design of any new aircraft is to clearly identify its purpose. It is
generally categories into

• 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

10
 categorizing is useful in identifying any existing aircraft that might be used in making comparisons
to a proposed design.

Payload
The payload is what is carried on board and delivered as part of the aircraft’s mission.
Standard payloads are passengers, cargo, or ordnance. The first 2 are considered as
nonexpendable payload because they are expected to be transported for the complete duration of
the flight plan.

Cruise maximum speed

The mission of an aircraft usually dictates its speed range. Propeller-driven aircraft are
usually designed to cruise at speed between 150 to 300 knots. Jetpowered aircraft have higher
cruise speeds that are normally specified in terms of Mach number. The typical Mach number for
business and commercial jet aircraft is from 0.8 to 0.85.

Range
The range is the furthest distance the aircraft can fly without refueling. In a flight plan range
refers to the distance traveled during the cruise phase.
The choice of the range is one of the most important decision because it has a large effect on the
aircraft take-off weight.

Table 1.1.Aircraft range

11
Endurance
Endurance is the amount of time an aircraft can fly without refueling. With a
reconnaissance is one of the main design drivers.

1.3. Parameters

PARAMETERS

Max Mach 0.86

Cruise Alt
10000 m/ 32786.8 ft
Range 4630 Km/ 2500 nm

Payload 12560 Kg/ 27690 lb

Endurance 30 mins

Table 1.2.Parameter

Result

Thus a 120 seated commercial aircraft is selected from Jane’s All the Worlds Aircraft book
and the parameters related to the given aircraft is selected.

12
 2. COMPARITIVE STUDY

Aim
To make a comparative study of Aircrafts having the specification and functional
similarities for their purpose of operation.

Introduction
For choosing an aircraft for our particular usage, we should be aware of the basic qualities
of the aircraft. We should compare the existing aircrafts for getting our desired one. First upon we
should be analyses the basic requirements of the aircraft, like type of aircraft (passenger, fighter,
bomber, cargo flight, etc.) then we should go for the cruise speed & cruise altitude. Then the other
requirements like payload, range, endurance, take off-landing distance etc.

2.1. Basic parameters

2.1.1. Cruise mach no: It is the cruise speed at which the aircraft should fly. Generally the
speed of the aircraft is mentioned in the Mach no. It is the ratio of the speed of
object with the local speed of sound.

2.1.2. Weight: Weight of the Aircraft is affected by so many things. They are the Empty
structural weight, Fuel weight, Payload etc. Each aircraft have its own capacity that
can carry the weight at maximum efficiently at the desired altitude.
2.1.3. Cruise altitude: When height increases the specific fuel consumption of the aircraft
decreases, so the fuel can be reserved in the aircraft, while the aircraft is designed to
working at a particular altitude from the standard sea level. So the international
atmospheric parameters will vary with change in altitude.

13
 Table 2.1.Cruise altitude
2.1.4. Range: It is the maximum distance that can be achieved by the aircraft. In this the
transport and passenger aircraft mentioned the
range and the fighter, bomber and other type of military aircrafts are mentioned as
operating radius. In this the range is depend upon the type of aircraft.

2.2. Comparison
SPECIFICATION AIRBUS A220-100 BOEING 727-100
Geometrical
Length (m) 35 40.59
Height (m) 11.5 10.44
Aspect ratio 10.97 7.07
Wing span (m) 35.1 32.9

14
 Wing area 112.3 153
(m2)
Total Seating 135 130
Capacity
Crew 2 3
Wing configuation
Type of wing lowing lowing with
with swept back
swept wing
back wing
Specification of weight
Empty weight 35221 Kg / 39800 kg /
77650 lb 97696 lb
Fuel weight 17726 kg / 7680 gal /
39080 lb 29069 l
Take off 60781 kg / 76700 kg /
weight 134000 lb 169000 lb
Performance
Max speed 470 kn / 871 km/hr 519 kn / 961 km/hr

Mach no. 0.82 0.9

Range 2760 nmi / 5110 km 2250 nmi /
4170 km
Endurance
Service ceiling 41000 ft / 42000 ft /
12497 m 13000 m
Take off run 4800 ft / 1463 m 8300 ft / 2500 m

Engine configuration

Engine Type TF P&W 1500G P&W JT8D

Number of 2 3
engines
Table 2.2.Comparision Data

Result

Thus a comparative study of 120 seated commercial aircraft is done.

15
 3.WING LOADING
Aim
To estimate the wing loading of 120 seated aircraft and compare with the available data.

3.1. Introduction
The wing loading (W/S) is the most important parameter affecting aircraft performance.
Optimization of this parameter forms a major part of the design activities conducted after initial
weight estimation. For example, if the wing loading used for the initial layout is low, then the wing
area would be larger and there would be enough space for the landing gear and fuel tanks. However
it results in a heavier wing. Wing loading is interconnected for a number of critical performance
items, such takeoff distance, maximum speed, climb, rang etc., these two are often the design
drivers. A requirement for short takeoff can be met by using a large wing (low W/S). On the other
hand, the same take off distance could be met with a high W/S.

3.2. Formulae

3.2.1. Wing loading effect on take-off

The velocity required for take-off is defined as,

The take-off parameter, TOP has been found to correlate the take-off distance for a wide range of
aircraft. The TOP is defined as,

TOP =

Is the ratio of the density at the take-off site to that of the sea level.

With this correlating factor, the empirical estimate of the take-off distance, STO is,

16
 Figure 3.1.CLmax Vs Sto

Figure 3.2.(CLmax)To (T/W)To

3.2.2. Wing loading effect on landing

The landing parameter is a correlating factor called the landing parameter that relates the wing
loading to the landing distance.

With the correlating factor, the empirical estimate for the landing distance. SL is,

17
 Figure 4.3.CLmax Vs Sl

3.3. Procedure
• The required parameters of the aircraft i.e., Mach no. , Range, aspect ratio, altitude etc. are
selected initially.

• The drag coefficient of the aircraft is selected from 0.01 CD0 0.02.

• Now the CLmax is calculated form the CD0 and a constant k found using aspect ratio.

• Using the values the TOP and LP are calculated using the formulae.

• From the TOP and LP the STO and SL are calculated.

Calculation
WING LOADING

CRUISE 32786.88525
ALTITUDE
ALTITUDE 10000
(m)
mach no 0.86

18
Wi (ib) 71005.69741
Cruise
E 0.8

A 4.2

C D,O 0.011

K 0.0947

a (ft/s) 982.9

velocity (v) 845.294

σ* 0.33714

ρTO 0.4129965
(kg/m3)
ρSL 1.225

ρTO 0.025782546
(lbs/ft3)
CL 0.240994069

Q 9211.097298

(W/S)cruise 2219.819822

S 31.9871445

TAKE OFF

Wi (ib) 74742.83938
TO
(w/s) 2336.652444
TO
ρTO 0.025782546
(lbs/ft3)
(CL) 1.88
max
TO
V stall 310.5061716

19
 V take 372.607406
off
T/W 0.31

W/T 3.225806452

σ* 0.33714

1/(CL) 0.531914894
max TO

1/σ 2.966126832

Sg 1276.615127

FPR, R 15268.72213

Sa 6415.413733

TOR 7692.02886

LANDING

Wi (ib) 58687.51273
landing
(CL) max 1.978947368

(W/S)land 1834.721843

V-flare 381.9225911

flare 22666.15475
radius, Rf
Hf 31.06332257

Sa 2535.399767

Sg 245.2740331

LR 2780.6738

Table 3.1.Wing loading

Result

20
Thus the wing loading W/S is calculated and compared with the data
sheet.

4.THRUST ESTIMATION AND ENGINE SELECTION

Aim
To estimate the maximum amount of thrust required by the aircraft to complete all phase
during flight plan and to select the engine required to produce the maximum thrust that have been
estimated.

4.1. Theory
The total drag on the aircraft have been determined. Now we have to scale the available
engines to provide the thrust necessary to overcome the drag based on the mission.
The appropriate propulsion system for an aircraft depends on a number of factors. These
includes the design Mach number and altitude, fuel efficiency, and cost.

Figure 4.1.Operating speed of various aircraft

4.2Number of engines

The number of engines is often specified by the need to produce a

sufficient amount of thrust based on mission requirements and the available thrust

21
 per engine. A design should use the fewest number of engines necessary. This

generally leads to a simpler, lighter, more efficient, and less expensive aircraft.

4.3Formulae
Thrust to weight ratio of an aircraft is given by,

Where, G is called the climb gradient,

For subsonic climb, the total drag is the sum of the base drag, with drag coefficient CD0, and the lift
induced drag. Therefore,

Where, q = dynamic

pressure;

A = aspect ratio; e = Oswald’s coefficient; = minimum climb angle.

4.4. Calculation
THRUST LOADING

CRUISE ALTITUDE 32786.88525

ALTITUDE 10000
(m)
mach no 0.86

Wi (ib) Cruise 71005.69741

e 0.8

A 4.2

C D,O 0.011

K 0.0947

22
 a (ft/s) 982.9

velocity (v) 845.294

σ* 0.33714

ρTO (kg/m3) 0.4129965

ρSL 1.225

ρTO (lbs/ft3) 0.025782546

CL 0.240994069

q 9211.097298

Cd 0.0165

L/D=Cl/Cd 14.60570118

S 31.98

(T/W)cruise 0.068466415

T 4861.505556

TAKE OFF

Wi (ib) TO 74742.83938

D/W 0.065028567

Glide gradient, 0.03489

G
T/W)takeoff 0.099918567

T 7468.197378

Table 4.1.Calculation of thrust estimation

4.5. Selection of engine

The appropriate propulsion system for an aircraft depends on a number of factors..
The P&W 1500G engine will suit better for the aircraft to produce thrust that must be required by
the overcome overall drag produced during the flight plans.

23
Result
Thus maximum amount of thrust required by the aircraft to complete all phase during flight
plan is calculated and the engine required to produce the maximum thrust that have been estimated
is selected.

5. ESTIMATION OF LIFT AND DRAG

Aim
To estimate the total amount of Lift and drag induced in the aircraft.

5.1. Theory
An aerofoil-shaped body moved through a fluid produces a force perpendicular to the
motion called lift. Subsonic flight aerofoils have a characteristic shape with a rounded leading edge,
followed by a sharp trailing edge, often with asymmetric camber. A fixed-wing aircraft’s wings,
horizontal, and vertical stabilizers are built with aerofoil-shaped cross sections. Aerofoils are also
found in propellers, fans, compressors and turbines.
Drag is a force, which acts opposite to the force produced by engine thrust. There is various
type of drag. In of two types namely pressure drag and skin friction drag. In aircraft drag is
produced on various portions and major drag is wing drag and other surface drag called parasite
drag. When lift is produced there will be an induced drag due to down wash. Interference drag is
the drag produced due to the interference effect of placing wing, tail, ect., in the fuselage

5.2. Formulae
According to thin aerofoil theory, lift coefficient of a symmetric aerofoil of infinite
wingspan is given as

Cl = 2 π α
The section lift coefficient of a cambered aerofoil of infinite wingspan is given as

Cl = Clo + 2 π α
Where
Cl = coefficient of lift of an aerofoil α
= angle of attack
Cl0= coefficient of lift at zero angle of attack

24
Also the lift curve slope of any aerofoil shape (‘a’) is constant and is given as

Lift generated by the wing is given by

Where,

- Density of the air at the altitude of cruise,

V – Velocity of the aircraft during cruise,

S – Plane form area of the wing, CL

– Coefficient of lift.

During the cruise the lift generated by the wing is equal to the weight of the aircraft, i.e. L=W.

CL = 2L/ (V2*S)

The drag coefficient for the wing corresponds to the base drag, the lift induced drag and any
additional drag that results from viscous losses such as produced by flow separations. This is
expressed in the equation,

Where,

If the aerofoil section was chosen so that the drag bucket encompasses the CL range throughout
cruise, then the loss is zero.
Hence,

25
This is the equation for estimation of drag from the wing of the aircraft. Total drag induced in

the given aircraft is

D= *S*CD
Where,

- Density of the air at the altitude of cruise,

V – Velocity of the aircraft during cruise,

S – Planform area of the wing, CD – Coefficient

of drag.

CD (Total) = 3*CD (wing)

5.3. Calculation
CL
CALCULATION
ALTITUDE 32786.89
a(ft/S) 982.9
_ (lb) Cruise
Wf
Mach No. 0.86
v (ft/s) 845.294
σ* 0.33714
ρSL 1.225
ρ (Kg/m3) 0.412997
ρ (lbs/ft3) 0.025783
s 31.98714
q 9211.097

26
 L/CL 294636.7
CL1 0.240994
CL2 0.201324
Table 5.1.Cl calculation
Drage
Estimation
ALTITUDE 32786.89

a(ft/S) 982.9

_ (lb) Cruise 71005.7

Wf 59317.48

Mach No. 0.86

v (ft/s) 845.294

σ* 0.33714

ρSL 1.225

ρ (Kg/m3) 0.412997

ρ (lbs/ft3) 0.025783

q 9211.097

CD,O 0.011

K 0.0947

CL 0.240994

CD=CD,O+KCL2 0.0165

Dwing 4861.506

Total Drag (lbf) 14584.52

Table 5.2.Drag estimation

27
Result
Thus the total amount of drag induced in the aircraft is estimated theoretically.

6. AEROFOIL SELECTION AND WING ESTIMATION

Aim
To estimate the lift generated by the wing of the given aircraft during its cruise phase of the
flight plan and to select the appropriate aerofoil for the aircraft.

Theory
An aerofoil-shaped body moved through a fluid produces a force perpendicular to the
motion called lift. Subsonic flight aerofoils have a characteristic shape with a rounded leading edge,
followed by a sharp trailing edge, often with asymmetric camber. A fixed-wing aircraft's wings,
horizontal, and vertical stabilizers are built with aerofoil-shaped cross sections. Aerofoils are also
found in propellers, fans, compressors and turbines.
Aerofoil design is a major fact of aerodynamics. Various aerofoils serve different flight
regimes. Asymmetric aerofoils can generate lift at zero angle of attack, while a symmetric aerofoil
may better suit frequent inverted flight as in an aerobatic airplane. In the region of the ailerons and
near a wingtip a symmetric aerofoil can be used to increase the range of angles of attack to avoid
spin-stall.

6.1. Configuration of an airfoil

The leading edge- it is the point at the front of the airfoil that has maximum curvature.
Trailing edge- it is defined similarly as the point of maximum curvature at rear of the airfoil.
Chord line- it is the straight line connecting leading and trailing edges. The chord length or simply
chord c is the length of the chord line that is the reference dimensions of the airfoil section.

The mean chamber line- it is the locus of point‘s midway between the upper and lower surfaces.
Its shape dependent on the thickness distribution along the chord.

28
Maximum thickness-it is measured perpendicular to the chord line as percentage of it. The
aerodynamic center- it is the chord wise length about which the pitching moment is
independent of the lift coefficient and angle of attack.
The center of pressure- it is the chord wise location a out which the pitching moment is zero.
6.2. Classification of aerofoil
Based on the shape

• Symmetrical
• Semi-Symmetrical
• Flat Bottom
• Modified Flat Bottom
• Under-cambered
• Reflexed

Based on NACA nomenclature

• 4 – Digit series

• 5 – Digit series

• 6 – Digit series

Based on application
1. Low speed aerofoils (Subsonic aerofoils) – cambered aerofoil with curved top and bottom
surface with sharp trailing edge.

2. Modern speed aerofoils – flat top surface and curved bottom surface with cusped trailing edge.

3. High speed aerofoils (Supersonic aerofoils) – sharp leading and trailing edge
i.e., similar to symmetrical wedge.

29
6.3. AREOFOIL SELECTION
NACA 63A-514 (Root airfoil)

NACA 63-512 (Midspan airfoil)

NACA 63-310 (Tip airfoil)

NACA 63A-514 (Root airfoil):

Max thickness 12.5% Max camber 2.2%

NACA 63-512 (Midspan airfoil):

Max thickness 12.5% Max camber 2.2%

NACA 63-310 (Tip airfoil):

30
 Max thickness 10% Max camber 1.1%
6.4. 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 specifically for the use in high speed.

6.5. Procedure
• During the cruise phase of any flight plan the lift generated by the wing of the aircraft is
always equal to the weight of the aircraft at that instant.

• And hence from the weight estimation of the aircraft done before the weight of the aircraft
at cruise (initial &final) is known in turn the lift.

• From the parameters selected initial for the given aircraft the dynamic pressure q is
calculated.

• From the calculation of wing loading the span area required for the aircraft is determined.

• Using the dynamic pressure and the span area the lift coefficient is found for the aircraft
during its cruise phase.

• From the known CL and with the reference of “Theory of wing sections including a
summary of aerofoil data” by Abbott book the particular aerofoil required to generate
adequate lift is found.

31
 Equivalent AR = a. M c
AR = b2 / S
Root chord, CR = (2 * S) / (b * (1+λ))

Tip chord, CT = λ * CR

Mean chord, Cmid = (2/3)CR * ((1+ λ+ λ2)/(1+ λ))

6.6. Calculation
Design Parameters Values

Wing area (S) 149.53 m2

Aspect ratio (AR) 10.7

Wing span (b) 31.9 m

Taper ratio (λ) 0.18

Root chord (CR) 8m

Tip chord (CT) 1.5 m

Mean chord (Cm) 5.47 m

300
Sweepback angle ( ) ᴧ
Dihedral angle (Г) 50

Table 6.1.Wing configuration calculation

RESULT:

32
 Thus the lift generated by the wing of the given aircraft during its cruise phase of the flight
plan is estimated in terms of lift coefficient and the suitable aerofoil to generate required lift is
selected.

7. TAIL, CONTROL SURFACE & LANDING GEAR SELECTION

7.1. Tail surface

The type and area of the tail surface are important from the point of view of stability of the
airplane. A conventional tail arrangement is chosen. Some of the important parameters that decide
the aerodynamic characteristics of the tail are (a) area ratios (Sh/S) and (Sv/S),(b) tail volume ratios
(Vh &Vv),(C) tail arm and (d) tail span. All these parameters need to be decided for both the
horizontal and vertical tails. From the data of similar airplane, the following values are chosen.

Horizontal
Parameter tail Vertical tail

Span/Height
12.6 m 6.26 m

Aspect ratio
5 1.82

Taper ratio
0.256 0.303

Area
31 m2 21 m2
Table 7.1.Parameters & values

7.2. Control surfaces

Flaps are the types of high-lift device used to increase the life of an aircraft wing at a given
airspeed. Flaps are usually mounted on the wing trailing edge of the fixed wing aircraft. Flaps are

33
used to lower the minimum speed at which the aircraft can be safely flown, and to increase the
angle of decent for landing. Flaps also cause an increase in drag, so they are retracted when not
needed.
Extending the wing flaps increases the chamber or curvature of the wing, raising the
maximum lift coefficient or upper limit to the lift a wing can generate. This allows the aircraft to
generate the required lift at a lower speed, reducing the stalling speed of the aircraft, and therefore
also the minimum speed at which the aircraft will safely maintain flight. The increase in chamber
also increase the wing drag, which can be beneficial during approach and landing, because it slows
the aircraft. In some aircraft pitch angle, which lower the nose thereby improving the pilot’s view
of the runway over the nose of the aircraft during landing. In other configuration, however,
depending on the type of flap and location of the wing, flaps can cause the nose to rise (pitch up),
obscuring the pilot’s view of the runway.

Slats are extendable, high lift devices on the leading edge of the wing of some fixed wing
aircraft. Their purpose is to increase lift during low speed operations such as takeoff, initial climb,
approach and landing. They accomplish this by increasing both the surface area and the chamber of
the wing by developing outwards wing camber by extending panels possible position and extend
progressively in concert with flap extension.

7.3 Slat
Slats are most often extended and retracted using hydraulically or electrically powered
actuators. In some more simplistic design, however, they are held in the retracted position by
aerodynamic forces and use springs or counter weights for automatic extension at low speed / high
angle of attack

7.4 Elevator
Elevators are flight control surfaces, usually t the rear of an aircraft, which control the aircraft’s
pitch, and therefore the angle of attack and life of the wing. The elevators are usually hinged to the
tail plane or horizontal stabilizer. They may be the only pitch control surface present, sometime
located at front (early airplane) or integrated into a rear ‘all moving tail plane”. Also called slab
elevator or stabilator.

7.5. LANDING GEAR SELECTION:

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 One of the principal moving parts on the aircraft is landing gear. This must be light small,
provide smooth ride during taxing and safe energy absorption at touchdown. It must be retractable
to reduce drag during flight. Housing of the landing gear is a space constraint. A conventional
tricycle landing gear is chosen based on the trend followed by similar airplanes. The important
parameters of this type of landing gear are wheel track, wheel based and turning radius. The values
of the parameter are based on tandum type.

Parameter Value

Wheel base (in m) 12.63

Track length (in m) 7.60

Turning radius (in m) 21.90

Table 7.2.Parameters & values

Conclusion

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Thus the areas of tail and control surfaces are calculated and landing gear was selected.

8.Three View Diagram

Fig. 8.1. Three view diagram

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 Parameters Values
Seating capacity 120

length of aircraft 38m

Height of aircraft 11m

Wing span 31.9m

Wing area 149 m2

Wing chord length Root – 8m

Mean-5.47m
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 28363.96 lb

Max takeoff weight 76659.32 lb

Max fuel capacity 9334.7 L

Cruise speed 0.86 M

Range 2500nm

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Engines (x2) P&W 1500G

T/W ratio Takeoff -0.375

Cruise - 0.051
Loiter – 0.1
Table 9.1. Full specification

10.V n Diagram

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 CONCLUSION

For a 120 seated aircraft suitable weight, span, take-off distance & landing distance are

estimated and aerofoil, engine have been selected successfully. Wing loading helps in observing

many parametric comparison. All the calculations have been done in MS-Excel Worksheet.

This Aircraft Design Project gave an overall view on design of an aircraft with more efficiency

and power. In each chapter we acquired more knowledge on aircraft parameters that determines the

design of aircraft.

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 REFERENCES
1. Anderson, John D. Jr. (1999) "Aircraft Performance and Design", McGraw-i
Hill. New York
2.Anderson, John D. Jr., (2001) "Introduction to Flight", McGraw-Hill , New York
3. Perkins, C. and Hage, R. (1949) "Airplane Performance", Stability and
Control, Wiley, New York
4. Raymer, Daniel P. (1992) "Aircraft Design: A Conceptual Approach",
AIAA Education series, Washington, DC
5.Taylor, J. (2004) "Jane's All the World's Aircraft", Jane's, London, UK

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