Aircraft Design and Technical Resolution Project
Learning the technicality behind iterations and design of an aircraft was insightful. This project also taught me the importance of teamwork and managing the responsibilities equal. I considered this a great opportunity to design full-scale passenger aircraft. Although I had previously designed aircrafts, I never perform the mathematical calculation involved in it as it was a design practice. This project changed the perspective made me realize that considerations of safety, efficiency, and environmental impact involved. My study from the aircraft designed module facilitated to successfully complete the project.
I have tried my best to explain different sections of the project although it is not appropriate without mathematical expressions. For elaborate data and calculation, skimming through the report would be my best suggestion.
*Skip to the bottom of the page to view the technical report.
Brief Summary
My responsibilities were through conceptual designing and propulsion system selection. As a vital contributor in the project, I:​
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Assisted in the calculation of maximum takeoff weight, wing area, thrust calculation, wing design, air foil selection, horizontal and vertical stabilizer design selection, and fuselage design.
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Selected the propulsion system after comparison of altitude during cruise and maximum speed to deduce prospective engine groups. Rolls Royce turbo fan engines were choosing to fulfill the thrust requirements. And twin jet under-the-wing configuration was decided based on commercial aircraft like A320.
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Conceptually designed and performed technical drawing with the perspective, 3- views dimension and scaling using Fusion 360 as displayed in the report attached below.
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Analyzed the mission profile and respective weight fractions for each segment that enabled the aircraft parts calculation.
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Project Outcomes:
This was an exceptionally well organized and managed group project where as a team we decided that it was compulsory for every team member to be involved in each aspect of the report irrespective of its assigned team member. It was rewarding and we excelled as a team.
Comprehensive Explanation
Fundamentals
Aircraft design is essential for several reasons:
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Safety: Ensures safe and stable flight.
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Efficiency: Minimizes costs and maximizes performance.
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Comfort: Enhances passenger experience.
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Environmental Impact: Reduces emissions and environmental footprint.
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Regulatory Compliance: Meets aviation standards.
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Innovation: Drives advancement in aerospace technology.
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This project was to understand the preliminary design procedure for trading jet passenger liner aircraft. The Maxim take of weight for the aircraft was deduced by constructing Mission Profile, determining parameters for each mission segment, considering payload and crew weight. MATLAB was used to derive the thrust required for aircraft and wing planform area via a matching plot. Stall limit, maximum speed, take off Run, rate of climb were also considered.
Optimal airfoil for wings were selected by lifting line theory and graphical interpolation. The proportion system for aircraft were chosen for manufacturers catalog based on thrust requirement. Subsequently the fuselage was designed accordingly. The horizontal and vertical tale measurements were obtained by calculating an optimal lift coefficient and volume coefficients obtained from the literature. The airfoils for the wing and tail where evaluated using XFOIL to find the one with lowest corresponding drag coefficient.
This initial design iteration serves as a foundational step, albeit not reflecting real-world scenarios accurately. While parameters were optimized, potential inaccuracies in preliminary calculations exist. Further iterations, simulations, and prototyping are necessary to assess structural integrity, aerodynamic performance, and overall airworthiness.
Maximum Take- Off Weight
The maximum takeoff weight equation consists of the weight of crew, and passengers, fuel- weight ratio, and empty- weight ratio. This was used to estimate the total payload weight of the aircraft and total crew weight. The weight fraction for every cruise segment was calculated based on the nature of cruise profile. The safety factors were included. Iterations were carried out for accurate estimation.
Wing- Area, Design, Airfoil & Thrust
Matching plot for a jet engine presence wing loading on x-axis and thrust to weight ratio on y axis. This identified region of fulfill performance with optimum point providing the smallest engine thrust. Performance requirements for the matching plot:
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Stall speed
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Maximum speed
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The take-off run
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Rate of climb (ROC)
These enabled us to connect the wing area and thrust.
Air foil configuration was the first step to defining the wing design. This was achieved by finding:
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Average weight of aircraft during cruise
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Aircraft ideal lift coefficient at cruise
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Wing idea lift
The air foil chart was used to identify the intersection point of ideal lift coefficient and the maximum lift coefficient of airfoil. This point offered the highest maximum lift coefficient. The following were incorporated:
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A sweep angle- enhances aerodynamic efficiency and stability at high speeds
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Low wing- enhances stability, visibility, and ground effect efficiency
Following the selection of air foil, parameters were elliptical lift distribution, wing span, mean aerodynamic cord, wing root chord, and wing tip chord were quantified.
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Tail & Fuselage Design
Feeling a bit brave, we decided to go for a T- tail. High position of the tail would avoid wake effects and down wash. The lift coefficient and volume coefficient for horizontal tail were estimated. The horizontal tail was designed thinner than wing Air Force do the movement of gravity during cruise. Using similar formula the vertical tail planform area, volume, and dimensions were evaluated.
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Built upon the number of passengers, crew, and payload the later were estimated:
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Cabin width
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Cabin length
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Fuselage wall thickness
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Wing box volume
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Fuselage length
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Propulsion System
The propulsion system was chosen by comparing aircraft altitude and maximum speed, with turbofan engines meeting operating limits. The selection of a low-wing, twinjet configuration with under-the-wing engines was based on evidence from commercial aircraft, offering easier maintenance and better aerodynamic performance. Thrust was split between two engines, and the Rolls Royce RB211-524B engine was selected from the manufacturing catalog.
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Conceptual Design
Designing was performed using Fusion 360. I started by designing the fuselage, extending it along its length, and then finishing the tail and nose structures. The wing airfoil was downloaded from NACA Airfoils and modified based on aircraft requirements. Similar methods were used for the wing tips, ensuring incorporation of sweep angles. Airfoils were also used for the tail structure and extended to form solids between air foil planes. Propeller blades, center, and outer surface were designed and positioned under the wing. The structure was mirrored for symmetry, followed by adding windows, doors, and control surfaces.
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Overall, this project served as valuable practice to enhance my precision in designing, prompting further study into aircraft stability and dynamic behavior.