CONTENTS:-

INTRODUCTION

DESCRIPTION OF PROTOTYPES

EQUATION OF AIRPLANE EXISTANCE

STATISTICAL DATA OF AIRPLANES

DESCRIPTION OF ENGINES

DETERMINATION OF PARAMETERS FOR NEW AIRPLANE

CONCLUSION

Introduction

We design a new passenger aircraft from six chosen aircrafts, and project its three views. The

chosen aircrafts are short- range passengers of range between 1500km to 2500km. These have a

capacity of carrying 65 - 95 passengers on board. Below we describe the brief description about

all the prototypes. After choosing the mean value, we calculate the dimensions and parameters

for our own aircraft. The prototypes are:

BAe 146-200

ATR - 72

Antonov 148

Antonov 74TK 300

ARJ 21-700

Kawasaki – C1

BAe 146-200

The BAe 146 is a medium-sized commercial aircraft which was manufactured in the United

Kingdom by British Aerospace (which later became part of BAE Systems).The BAe 146/Avro

RJ is a high-wing cantilever monoplane with a T-tail. It has four turbofan jet engines mounted on

pylons underneath the wings, and has retractable tricycle landing gear. The aircraft has very quiet

operation, and has been marketed under the name Whisperjet. It sees wide usage at small city-

based airports. In its primary role it serves as a regional jet, short-haul airliner or regional

airliner.

The aircraft have proven to be useful on "high density" regional and short-haul routes. In

economy class, the aircraft can either be configured in a standard five-abreast layout or a high-

density 6-abreast layout, making it one of very few regional jets that can use a 6-abreast layout in

economy class. The plane is also renowned for its relatively quiet operation, a positive feature

which won the hearts of many operators who wanted to fly in and out of noise stringent airports

within cities. The aircraft is one of only a few types that can be used on flights to London City

Airport, which has a unique steep approach and a short runway.

The 146-300 is a further stretched derivative of the original short fuselage BAe-146-100, but

unlike the midsize 200 series, was not developed until later in the 1980s. The first 146-300, an

aerodynamic prototype based on the original prototype 146-100, flew for the first time on May 1

1987, with certification granted that September. Like the 146-200, a freighter version of the 300

series is known as the 146-300QT Quiet Trader. The prototype -300 was converted to 146-

301ARA configuration, an atmospheric research aircraft operated by the Facility for Airborne

Atmospheric Measurements as a replacement for the previously operated Hercules W2. The last of

the original 146s were built in 1993, with the series succeeded by the Avro 146-RJ family,

described separately

.

ATR - 72

The ATR 72 is a twin-turboprop short-haul regional airliner built by the French-Italian aircraft

manufacturer ATR. It seats up to 78 passengers in a single-class configuration and is operated by a

two-pilot crew.Passengers are boarded using the rear door (which is rare for a passenger plane) as

the front door is used to load cargo. Fin air ordered their ATR 72s with front passenger door so

they could use the jet bridges at Helsinki-Vantaa airport.

A tail stand must be installed when passengers are boarding or disembarking in the case the nose

lifts off the ground, which is common if the aircraft is loaded or unloaded incorrectly.The ATR

aircraft does not have an Auxiliary Power Unit (APU), but it has a propeller brake (referred to as

"Hotel Mode") that stops the propeller on the #2 (right) engine, allowing the turbine to run and

provide air and power to the aircraft without the propeller spinning. This eliminates the need for

the added weight and expense of an APU.

The new ATR 42-600 and ATR 72-600 will feature the latest technological enhancements while

building upon the well-known advantages of the current aircraft, namely its high efficiency,

proven dispatch reliability, low fuel burn and operating cost. It will include the new PW127M as

standard engine (new engines provide 5% additional thermodynamic power at takeoff, thus

improving performance on short runways, in hot weather and on high altitude. The incorporation

of the “boost function” enables use of this additional power as needed, only when called for by the

takeoff conditions.), Glass Cockpit flight deck featuring five wide LCD screens that will replace

the current EFIS (Electronic Flight instrument System). In addition, a multi-purpose computer

(MPC) will further enhance Flight Safety and operational capabilities. The new avionics, to be

supplied by Thales, will also provide CAT III and RNP capabilities. The -600 series ATR aircraft

will be progressively introduced during the second half of 2010

Antonov 148

The Antonov An-148 (Ukrainian: Антонов Ан-148) is a regional jet aircraft designed by the

Ukrainian aircraft firm Antonov. In December 2006 the An-148 completed certification testing

and on February 26, 2007 received its type certificate with the Motor Sich D-436-148 engines and

AI-450-MS Auxiliary Power Unit, a variant of the -9 APU series [3], from the Interstate Aviation

Committee Aviation Register (IAC AR). There are plans to certify this airplane according to Joint

Aviation Authorities JAR-25 standards, as the existing certification have already been designed to

meet the ICAO Ch. 4 (noise and environmental requirements) as well as the established Western

European airworthiness rules.

The An-148 aircraft is a high-wing monoplane with twin jet turbine engines mounted in pods

under the wing. This arrangement protects the engines and wing structure against damage from

foreign objects (FOD). A built-in auto-diagnosis system, auxiliary power unit, high reliability, as

well as the wing configuration allow the An-148 to be used at poorly equipped airfields. Modern

flight and navigation equipment, multifunctional displays and a fly-by-wire system enable the An-

148 aircraft to operate day and night, under IFR and VFR weather conditions on high density air

routes. The An-148 cockpit features five 15 cm by 20 cm (6" by 8") LCDs built by Russia’s

Aviapribor and fly-by-wire flight controls (using technologies developed for the An-70 cargo

transport). The main landing gear rotate into wells in the aircraft's belly, the legs being covered by

partial doors the sides of the tires are exposed to the air in flight like in the Boeing 737.

Antonov 74TK- 300

The AN-74TK-300 airplanes were designed for operation on the routes where passengers are

carried to destinations and freight is carried back, or where types of transportation vary cyclically.

At Customer request a cockpit can be arranged either for a crew of four people. The aircraft in-

service conversion allows to: improve profitability owing to higher utilisation rate and higher load

factor in scheduled flights; reduce the airline's fleet and types of airplanes required; improve

efficiency of charter, shift delivery and seasonal flights. At Customer request, the aircraft can be

equipped with any interior, entertainment system, telecommunication and special-purpose

equipment of the Customer choice.

     The aircraft allows transportation of up to 52 passengers or 10 tonnes of cargo. The aircraft can

be converted from the passenger to cargo version or vice versa in any regular airport by the

crewmembers within less than 2 hours. It is the only aircraft of this class in the world. Fitted along

the passenger cabin walls are the folding passenger seats and foldable baggage bins with service

panels. The forward part of the passenger cabin accommodates a flight attendant seat, a galley

with an electric oven, boilers and other furnishings, a stationary toilet with the necessary set of

sanitary equipment. Four emergency exits are provided for emergency evacuation of passengers.

Passengers enter and leave the airplane through the ramp door equipped with auxiliary hinged

stairs. The rear fuselage compartment is fitted with baggage racks for hand luggage.

     The baggage compartment is separated from the passenger cabin by a rigid easily removable

partition. The forward portion of the cargo hold is separated with a bulkhead serving as a barrier

wall for protection of crew in case of emergency landing with cargo aboard. The aircraft is

equipped with an airborne cargo handling device and a winch used for loading/unloading non-self-

propelled wheeled vehicles. The aircraft is serially produced at Kharkov State Aviation

Manufacturing Company (KhSAMC, Kharkov, Ukraine) and PA Polyot (Omsk, Russian

Federation).

     The AN-74TK-300 aircraft is powered with Д-36-4A turbofans. Principal differences between

the AN-74TK-300 airplane and being operated AN-74TK-200 one are the following points:

engines are mounted at the pylons under the wing; advanced avionics; new passenger equipment;

compliance with current АП-25 (FAR-25 and JAR-25) Airworthiness Requirements and ICAO

noise, environment, navigation and communication requirements.

ARJ 21-700

The COMAC (former: ACAC) ARJ21 Xiangfeng is a twin-engine regional airliner, and is the first

passenger jet to be developed and indigenously produced by the People's Republic of China. This

program is supported by 19 major European and US aerospace components suppliers, including

General Electric (engine production), Honeywell (fly-by-wire system) and Rockwell Collins

(avionics production).

The ARJ21 is a key project, led by the government-controlled ACAC consortium, which began in

March 2002 as part of China's "10th Five-Year Plan". The maiden flight of the ARJ21 was planned

to take place in 2005 with formal handing over of the aircraft for use 18 months afterwards;

however, the design work was delayed and the final trial production stage did not begin until June

2006.The first aircraft (serial number 101) was rolled out on 21 December 2007 with plans for a

maiden flight in March 2008;however this was first delayed to September 21, 2008 and finally

took place on 28 November 2008 at Shanghai's Dachang Airfield. It completed a long distance test

flight on 15 July 2009, flying from Shanghai to Xi'an in 2 hours 19 minutes, over a distance of

1,300 km. The second ARJ21 plane completed the same test flight from Shanghai to Xi'an on 24

August 2009.

Although ACAC refers to the ARJ21 as "designed by Chinese with completely independent

intellectual property rights", it is being built using tooling which was originally provided by the

McDonnell Douglas Corporation for license-production of the MD-90 in China. Consequently, it

bears a strong resemblance to the DC-9 family of aircraft, with an identical cabin cross section,

nose profile and tail. An all-new supercritical wing, which will have a sweepback of 25 degrees

and be fitted with winglets to improve aerodynamic performance, has been designed by Ukraine’s

Antonov.[11][12][13] Antonov Design Bureau also assisted project with geometrical determination and

integral analysis of the construction strength of ARJ21.[11]

In addition to the baseline and the stretched passenger models, ACAC has also proposed

extended-range, freight, and business jet variants.

Kawasaki – C1

The Kawasaki C-1 is a twin-engine short-range military transport, used by the Japan Air Self-

Defense Force ((JASDF). Development on it began in 1966 as the JASDF sought to replace its

aging, World War II–era C-46 Commandos, production in 1971, and it remains in use today.

In 1966, the Japan Air Self-Defense Force transport fleet was composed primarily of Curtiss C-46

Commandos, a retired mid war American design built in large numbers before the end of World

War II. While relatively capable for its time, the C-46 did not fare well in comparison to newer

aircraft such as the Lockheed C-130 Hercules, and the JASDF therefore elected to replace it with a

domestically-designed and -manufactured transport aircraft.

For this purpose, they turned to the Nihon Aircraft Manufacturing Corporation, a consortium of

several major corporations, which had begun to produce commercially its YS-11 airliner four

years earlier. NAMC decided that Kawasaki Heavy Industries was to be the prime contractor, and

the airplane thus bears that company's name. The aircraft has been used as military transport for

the JASDF since its maiden flight in November 1970.

Japanese policies at the time on military equipment were strict in that they were not to have

offensive capabilities, and so the maximum range was cut in order to keep the aircraft's

operational range inside Japan. This proved to be a problem after Okinawa was returned to Japan

from the US, and the aircraft had trouble reaching the island from distant areas. Thus production

was terminated and the C-130 was introduced.

THE EQUATION OF THE AIRPLANE EXISTENCE

For the analysis and comparative estimation of various constructive decisions it is possible to

use the formula for determination of airplane take-off mass

m0=mk+ mPP+ mF +mEQ + mC+ mCR

Where m0-take off mass of airplane; mk -mass of airplane structure; mPP -mass of power plant;

mF-mass fuel; mEQ -mass of equipment; mC -Mass of useful load(cargo) mCR-mass of

crew(generally mass of service load ).This equation is called the equation of mass balance

If all members of this equations to divide into mo, then we receive,

1= mk+ mPP+ mF +mEQ + mC+ mCR

This equation is called the equation of airplane existence. It connects the mass units and parts

with the general airplane take-off mass and through them-all properties of the air plane which are

provided with these masses. At given level of aeronautical engineering development the

quantitative increase of any property of the airplane results in increase in mass ratio which

provides this property.

But as the sum of mass ratio is equal to unit, then the increase of one of them can be received

only due to reduction of any other (provides that any take -off mass m0=const).Hence, if to

increase any airplane characteristic c it is necessary to reduce another ones. It is not made that the

sum of mass ratio will be more than unit. It testifies that at given level of aerospace science and

engineering development the airplane with such set of characteristics cannot be constructed. If to

remove restrictions m0=const ,then change of airplane characteristics can be received by not only

redistribution of mass, but also change the take-off mass.

From the given analysis of the airplane existence equation: for given level aerospace engineering

development values of airplane parameters and characteristics are cannot be any. Quantitative

changes of some parameters and characteristics are curtained to occur by changing parameters of

others or by changing take-off mass. The complex set of their values should satisfy the equation of

airplane existence.

DETERMINATION OF THE AIRPLANE PARAMETERS IN ZERO

APPROXIMATION

TACTICAL-TECHINICAL REQUIREMENTS

Now, on the basis of arms through only initial, but nevertheless some knowledge in the field of

aerospace engineering .Let’s become the main designers for a while. First we shall

determine .whether it is possible to construct in general on the basis of a modern level of

aerospace engineering development new airplane on the basis of preliminary tactical-technical

requirements (TTR) submitted by the customer .If it is possible. We shall determine parameters of

the airplane even not in the first approximation, but only zero one. Usually for passenger airplanes

number of passengers and range of flight are established. Also the types of engine are piston,

turboprop, and turbojet. For transport airplanes mass of a cargo and also range are established. For

maneuverable airplane, speed, mass of flight load. Radius of action, ceiling are established.

Calculation in zero approximation is based on use of the statistical data for parameters and

characteristics of already constructed airplanes of similar class. In this case calculation consists of

such stage:

Gathering and processing statistical data (flight, mass, geometrical characteristics) and power-

plant parameters of airplane analogues, such as determination of take –off mass for the projected

airplane, determination of engine parameters, and determination of the basic geometrical sizes for

airplane units.

Performance of drawings of general views for the airplane and its units, and determination of

load-carrying structure for the basic airplane units are done.

GATHERING AND PROCESSING STATISTICAL DATA

The analysis of statistical material enables to add and specify TTR to the designed airplane, to

choose its configuration in this case it is necessary to use the data of the airplanes being similar

protected one and having close flight performance and conditions of operations. It is possible to

include only airplane with the specified type of engines in statistical data. These data are placed

The flight data:

V max - Maximum flight speed

Hv max - Flight altitude at maximum speed

VCR - Cruising flight speed

H CR - Cruising flight altitude

VL - Landing speed

VTO - Take –off speed

VY - Vertical speed

HSC - Absolute ceiling:

L - Flight range

LP - Take-off ground run

LTO - Take off distance

LL - Landing ground run

The mass data:

m0 - Take-off mass of the airplane

m0 max - Maximum take off mass of the airplane

mL - Landing mass of the airplane

mEM - Mass of empty airplane

mEQ - Mass of the equipment.

mK - Mass of a structure

mC – Mass of payload

npass - Number of passengers

mF - Mass of fuel

The data of a power-plant:

nEN - Number of engines

P0 (N0) - Total trust of engine;

mEN - Mass of engine;

CPO - Starting value of specific fuel consumption/ hour at H=0,

V=0

C PH= V - Value of specific fuel consumption/ hour at altitude H and

Flight speed V.

The geometrical data of units

Sw – Wing area;

L - Wing span;

χ - Wing sweep angle;

λ - Wing aspect ratio;

C (CTR) - Wing thickness ratio in root (tip) section;

η - Wing taper;

DF - Fuselage diameter;

λφ – Fuselage fineness ratio;

SEL-SEL/S – Relative area of ailerons;

SHS=SHS/S _ Relative area of horizontal tail unit;

SVS=SVS/S – Relative area of vertical tail unit;

P0 - Wing loading at take-off: N/m2 (or dN/m2);

t0 - Starting thrust to weight ratio, N/kg (or H.P/kg or kW/kg);

γEN - Specific mass of engine, kg/N(kg/dN)

KC - Factor or useful load.

Derivative parameters can be designed by the following formulae:

P0 = gm 0Sw

, t0 =P 0

gm 0 , γEN =

mENP 01

, KC =mcm0

If on the airplane piston or turbo-prop engines are mounted instead of size P0 it necessary to take

engine power No (in horse powers or watts). Statistical materials are taken from the literature,

description of airplanes, reference books, handbooks of airplanes, etc

For each airplane given of general views of airplanes, it is necessary to have the circuit of its

general view in three projections. According to circuits views of airplanes it is also necessary to

determine such sizes (average values);

S WF = SWF/S

Where S WF - wing area occupied by fuselage;

SWLD = SWLD/S

Where S WLD is the wing area occupied by lift devices.

The development cycle of the tactical –technical requirements is carried out on the basis of the

analysis for statistical materials. It consists of addition of given TTR for the projected airplanes.

Statistical data of Airplanes - analogues

Table 1

No. 1 2 3 4 5 6

Nam

e of

Air

pla

ne

BA

e 14

6-20

0

Kaw

asak

i –

C1

An

ton

ov

148

An

ton

ov

74T

K 3

00

AR

J 21

-70

0

AT

R -

72

Flight DataVmax ( km/h) 820 806 880 815 845.3 580

Hv max (km/h) 9700 10100 12500 10100 12455 8050

VCR (km/h) 742 709 870 750 833.5 511

HCR (km/h) 9100 9990 10100 10000 10670 7600

VTO 170 250 230 235

Range ,L(km) 2400 1400 2100 2600 2220 5280

LTO ( m) 1220 840 700 660 1472

LL( m) 1000 600 500 600 1436

Mass Datam0 Kg 38100 38700 36400 37500 37645 22000

mL Kg 19730 22080 19400 24410 21850

npass 93 88 80 55 80 72

mF Kg 10320 12200 11660 12950 10386 9600

Data of Power Plants Name ALF

502R-5Pratt & Whitney JT8D-M-9

Progress D-436-148

D-36 4A series

CF-34 10A P&W 127F turboprop

Po (No), KN 31.6 65.7 67.3 63.8 80 2750 SHP

mEN kg

n EN 4 2 2 2 2 2

CPH

Geometrical DataSW (m2) 77.5 120 87 99 79.86 61.5

LW (m) 26.19 30.6 28.9 31.2 27.45 27.55

χ 18 19 27 16 25

λ 8.5 7.8 9.2 10.3 12

η 3.15 3 4.1 3.1 3.9

LF (m) 26.2 29 26.2 28.1 25 25.8

DF (m) 3.56 4.2 3.35 3.1 3.145

λF 8.56 7.5 7.82 9.05 10.11 10.2

SHS (m2)

Svs, (m2)

Derivative Parametersp0 (Kg / m2 ) 506 314.8 380 372 473.17 360

t0 .26 .25 .36 .31 .292 .309

CHOICE AND SUBSTANTIATION OF THE AIRPLANE CONFIGURATION

This stage is actively provided a choice of the form and a relative position of wing, fuselage,

and tail unit. type and number of engines, their arrangements for projected airplane ,type of the

landing gear, determination of some geometrical parameters of wing, fuselage, tail unit by results

of processing the collected statistical data of given airplanes.

As criterion of estimating (criterion function) majority of airplanes their take-off mass is taken,

and as restriction –the performance which are set in TTR. In this case it is necessary to achieve

extreme value of criterion of estimating the airplane. i.e. the best version of the airplane

configuration will be the version with the least take-off mass, all other things being equal. At this

stage it is necessary to determine wing platform (trapezoidal, swept, delta); Wing and fuselage

relative position (high wing monoplane, mid wing monoplane. Low wing monoplane); Type of tail

unit(conventional, T-shaped, all-moving); Type of landing gear(with rear auxiliary support with

nose support, bicycle); Type and number of engines and their arrangement on the airplane(In

fuselage, On wing, Under wing etc.

Then according to statistical data it is necessary to determine and write down the basic

geometrical parameters of the airplane in Tab .2

Table 2

λ χ η c bFL δFLSAL λ F DF

8.7 150 3.05 0.1 0.15 250/500 0.02 8 3.7

SHS S VS λ HS λ vs χ HS χ vs C HS C VS η HS η VS

0.235 0.21 4.95 1.15 330 380 0.06 0.09 2.5 1.5

Tail unit :The relative area of horizontal surface SHS, the relative area of vertical surface SVS,

aspect ratio of horizontal surface λHS, sweep angle of horizontal surface χHS sweep angle of vertical

surface χVS, Airfoil thickness ratio of horizontal surface cHS, airfoil thickness ratio of vertical

surface cVS , taper ratio of horizontal surface ηHS, taper ratio of vertical surface ηVS

Then it is possible to start determination of the airplane take-off mass in zero approximation.

DETERMINATION OF THE AIRPLANE TAKE-OFF MASS

Take-off mass of the airplane for zero approximation is determined by the formula (2)

received from the equation of mass ratio with using statically data we shall cite in somewhat

different kind,

Where, m0 - take-off mass of the airplane in zero approximation;

mc - mass of cargo(pay load)

mCR - mass of crew

mk - mass ratio of the airplane structure

mpp - mass ratio of power –plant

mEQ - mass ratio of the equipment

mF - mass ratio of fuel

Mass of cargo mc for transport and military airplanes in the tactical-technical requirements

(TTR) is established. Mass of a cargo for passenger airplanes is determined by provided that the

mass of one passenger with luggage is 90 kg. There for mass o a cargo for the passenger airplane

is determined by such equation

mc = 90nPAS

Where nPAS - the number of passengers what is established in TTR

= 90 x 90

= 8100 Kg

Mass of crew mCR is determined provided that the average mass of each crew member is 80 kg

and is calculated by the equation

mCR = 80 nCR

nCR = 4

=80 x 4 = 320 Kg

From table we get, mk = 0.29

mpp = 0.13

mEQ = 0.12

Mass of the fuel mF = a+b L

VCR

a = 0.06, b = 0.07, L = 2500 KM, VCR = 700 KM/h

mF = 0.06+0.07 2500700

= 0.31

There for m0 =8100+320

1−( .29+ .13+ .12+.3 1)

= 55636 Kg

Now, values of units mass are found by the formula

mi = mI x mO

The total sum of units mass ratio mifor designed airplane must equal 1, i.e.∑mi=1.

mk = mk x mo

= .29 x 55636

= 16,134.4 Kg

mp = mp x mo

= .13 x 83819

= 7232.69 Kg

mEQ = mEQ x mo

= .12 x 55636

= 6676.32 Kg

mF = mF x mo

= .31 x 55636

= 17,247.3 Kg

Now we have the Take- off mass = 55.6 tonnes, mk = 16,134.4 Kg

So, mi = mI x mk

mW = .391 x 16,134.4

= 6308.4 Kg

mFUS = .357 x 16,134.4

= 5759.8 Kg

mTU = .071 x 16,134.4

= 1145.5 Kg

mLG = .181 x 16,134.4

= 2920.3Kg

mO mC mCR mF mPP mEQ mK, Kg

mW, Kg mF, Kg mTU, Kg

mLG, Kg

55636

8100 320 17247.3 7232.69 6676.32 6308.4 5759.8 1145.5 2920.3

16134.4

DETERMINATION OF ENGINE PARAMETERS

Further it is necessary to determine starting thrust of the engine P0(starting power N0).It is determined on the basis of the collected statical values of starting thrust –to weight- ratio t0.For this purpose it is necessary to establish value t0 for the projected airplane. Then it is possible to find stating total thrust of engines.

Now tO = .26

Therefore, PO = tO x g x mO

= .26 x 9.8 x 55636

= 141.8 KN

PO 1 = 141.8 / 2

= 70.9 KN

ENGINES

CF34 10A

The CF34 engine is a derivative of combat proven TF34 military engine, which powers US Air

Force A-10 and US Navy S-3 Viking, intended for regional jet aircraft. It has an outstanding

reliability, durability and availability specially suited to high frequency routes. Moreover, the

engine is considered environmentally safe due to its low noise and smoke emissions. These

characteristics make CF34 the engine of choice for 50 to 100 passengers regional jets.

Key design features are: a wide-chord fan for higher thrust and high tolerance to foreign

object damage, 3D aerodynamic design airfoils in the high-pressure compressor providing better

fuel burn and higher exhaust gas temperature margins, a highly durable single annular low-

emissions combustor, and a single-stage high-pressure turbine for lower operating cost.

On March 9, 2005, CF34-10E, rated at 18,500-lb, was awarded engine type certification by the US

FAA paving the way for Embraer 190 certification and entering service with JetBlue Airways in

the third quarter of 2005.

Specifications

Dimensions: Diameter - 1,450mm, Length 2.3 m

Weights: Max Weight 1,678 kg (3,699 lb)

Engine/s Performance: Thrust 18,500 lb (8,392 kg)

Determination of Geometrical Parameters For Airplane Units

Determination of Wing Parameters

The wing area is found from an equation

S = mO x g / 10 PO

PO = 440.9 Kg/m2

= 55636 x 9.8 / 10 x 440.9

= 123.66 m 2

Wing Span

L = √ λS λ = 8.7

= √8.7 x123.66

= 32.8 m

Now we find out the root and tip chords, b0 & bK

b 0= S . 2ηL(η+1)

= 123.66 .2 x2.8832.8(2.88+1)

= 5.6 m

bk = b0 /η

= 5.6 / 2.88

= 1.94 m

Now the wing Mean Aerodynamic Chord,

b A=23

b 0(η2+η+1)

η(η+1)

bA=23

× 5.6 ×(8.29+2.88+1)2.88 (2.88+1)

= 4.06 m

The coordinates for the MAC of wing

Z A=L6

×(η+2)(η+1)

Z A=32.86

×(2.88+2)(2.88+1)

= 6.87m

X A=tang χ≤×L6

×(η+2)(η+1)

tang χLE = tang χ + (η−1)λ(η+1)

= 0.2867

XA=0.2867 × 6.87

= 1.97 m

Calculations of Tail Unit Parameters

Horizontal Stabilizer

SHS = SHS x S SHS = 0.235

=0.235 x 123.66 χ = 330

= 29.1 m 2 λ = 4.95

η = 2.5

LHS = 12m

Chord of the Horizontal Stabilizer

b0 HS¿SHS 2η HS

LHS (η HS+1)

b0 HS¿29.1× 2.5× 2

12(2.5+1)

= 3.46 m

Root chord of Horizontal Stabilizer.

bk HS = b0 HS /η HS

= 1.32 m

Mean aerodynamic chord of the Horizontal Stabilizer.

bA HS=23

b 0 HS(2 η HS+η HS+1)

η HS(η HS+1)

bA HS=23

×3.46×(5+2.5+1)2.5 (2.5+1)

= 2.55 m

The coordinates for the MAC of Horizontal Stabilizer

ZA HS= L HS6

×(η HS+2)(η HS+1)

ZA HS=126

×(2.5+2)(2.5+1)

= 2.55 m

XAHS=tang χ HS≤×L HS

6×

(η HS+2)(η HS+1)

tang χLE HS = tang χ HS + (η HS−1)

λ HS(η HS+1)

tang χLE HS = tang 330 + (2.5−1)

4.95(2.5+1)

=0.627

XA HS=0.627 ×2.55

= 1.61 m

Vertical Stabilizer

SVS = SVS x S S VS = 0.21

=0.17 x 123.66 χ = 380

= 25.90 m 2 λ = 1.15

η = 1.5

LVS = 5.5 m

Root chord of vertical tail

b 0 vs= Svs2η vsLvs (η vs+1)

b 0 vs=25.9 × 2×1.55.5 (1.5+1)

=5.65 m

bk vs = b0 vs /η vs

= 3.75 m

Mean aerodynamic chord of the Vertical Stabilizer

bV AVS=23

b 0 vS(η2 vS+η vS+1)

η vS (η vS+1)

bA vS=23

×5. 65 ×(3+1.5+1)1.5(1.5+1)

= 4.75 m

The coordinates for the MAC of Vertical Stabilizer

YA vS=L vS3

×(η vS+2)(η vS+1)

YA vS=5.53

×3.52.5

= 2.5 m

XAvs=tang χ≤vs×L vs3

×(η vs+2)(η vs+1)

tang χLE vs = tang 380 + (1.5−1)

21.3 (1.5+1)

=0.84

XAvs=0.84× YA vS

= 2.1 m

Fuselage Parameters

LF = λF × DF

Where DF , is diameter of the fuselage (λF) is aspect ratio of the fuselage it varies with aircrafts. It is obtained from statistic data.

λF = 8

DF = 3.7 m

LF = 3.7 x 8

=29.6m

Length of the Nose

LN = λN × DF

Where is (λN) the aspect ratio of the nose

λN = 1.7

LN = 1.8 X 3.7

= 6.7 m

Length of the Tail

LT = λT × DF

Where λT is the aspect ratio of the tail part

LT = 2.8 × 3.7

= 10.4 m

Determination of Position of Centre of Mass for the Airplane

L HS - Arm shoulder of Horizontal Tail Unit

Xm - Distance from nose part of MAC to centre of mass.

L HS = 3.68 x bA

= 3.68 x 4

= 14.7 m

Xm = 0.3 x bA

= 1.2 m

Landing Gear Parameters

There are the following parameters for three-strut landing gear:

b – Wheel base

B - Wheel track

e – Offset distance between vertical line passing through the centre

of mass and the axis of main wheel.

Γ – Angle of offset for main struts

φ – Angle of overturning (angle of touchdown of a fuselage tail

section with runway surface.

H - The height of Centre of Mass

h - Height of Landing Gear

b= 0.45 x LF

= .45 x 29.9

= 13.5 m

B = 5m

a = 0.94 × b

= 0.94 x 13.5

= 12.69 m

e = 0.076 x b

= 0.076 x 12.69

= 0.97 m

Now we have γ = φ + 80

Where (φ) is the angle of touchdown of the fuselage

φ = αmax + αW - ψ

αmax is the maximum landing angle depends on the wing stalling angle αW . Ψ is static ground parking angle and in zero approximation it will be zero.

φ = 10 0

Now,

γ= φ + 80

γ = 100+ 80

= 18 0

H = e / tan γ

= 0.97 / tan 180

= 3 m

h = H – DF / 2

= 3 – 1.9

= 1.1 m

Conclusion

It’s ready to create the Theoretical Drawing from these calculations. After definition of airplane parameters, the drawing of airplane general view in three projections is carried out on the basis of the theoretical drawing.

Bibliography

M.N FEDOTOV. General arrangements of airplanes –the summary of lectures- National Aerospace University,2006-245 p

M.N FEDOTOV. General arrangements of airplanes –part 3- National Aerospace University,2006-52 p

www.wikipedia.com www.airliners.web