1

Department of ND-AE

Design Review
Design of a Private jet
Unite-8
Author:
MD Salman Farsi
Academic Guide: En.Raul sir
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Task.1 (P1)

The general engineering design process.

There are two types of engineering companies assembler companies and the sub-
contractors. Companies like Jaguar Land Rover, Airbus, and Apple are the
assemblers. They are the brand you buy. But these companies often outsource their
work to sub-contractors: smaller companies developing specialized products.

A very typical approach to any product development is as shown in the diagram

below:

Standard engineering process flow map

Aircraft Design - Standard process flow

Standard engineering process flow map

The Aircraft Design Process

The design process for an aircraft can be seen as very similar to other engineering
products. However, the complexity of an aircraft and the tight safety regulations
required make it a very expensive and long process. The general process can be
divided as shown below:
 3

Aircraft design: process-map example

Stages of aircraft design

Aircraft design: process-map example

In order to succeed, it is important to properly frame your issue by identifying key

design requirements. Creating a process map is the first step towards designing and
building a new aircraft.

STEP 1: Problem Definition

At this initial stage, a new market demand has been identified. For example, a
company might have identified that there is a growing demand for small private jets.
In the inital problem definition stages it is crutial to first identify the key
requirements of the new product then to determine how realistic it is to create this
product through a feasibility analysis.

STEP 2: Conceptual Design

This stage includes back of the envelope calculation, where all the ideas are
brainstorm. As the design continues to be revised it will undergoe many
transformations to conform to the fit/form/functions that are desired by the end
user or purchaser. These basic functions are brought together to create the initial
configuration design which is used to discuss different possibilities with the
consumer during a conceptual design review.

STEP 3: Preliminary Design

The preliminary design phase is where engineers go a step further into the design
process to create a basic proof of concept. In this stage the engineers will calculate
requirements that the airplane will have to conform with in order to fly, these can
include Aerodynamics, Flight Mechanics, Structure stresses and stability. Following
these is a preliminary design review, to ensure the concept can become a reality and
for a reasonable price.

STEP 4: Detail Design

At the detail design stage, every single component will be designed from and tested.
This is a highly complex and critical stage of the process. It also requires all the
different design teams to work closely. The main aircraft components designed
stages are:
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1.Wing Design
2.Tail Design Fuselage Design
3.Propulsion System
4.Landing Gear
5.Equipment/Subsystems
6.Integration
7.Wing Tunnel Testing
8.Wight Distribution
9.Performance and stability analysis
10.Control Surfaces design
11.Evaluation and test review

STEP 5: Flight Testing

At this stage, a prototype is build and will undergo rigorous flight tests.This is a very
lengthy and expensive process to ensure quality and safety in the new aircraft, this
can take years to complete. There are two different types of aircraft certifications:

Military Aircraft: e.g.: Mil-Specs

Civil Aircraft: e.g.: EASA (Europe) or FAA (USA)

In order to become certified the design must follow these standards, sometimes also
referred to as Technical Standard Orders (TSOs) which govern the approval of the
design.

STEP 6: Critical Design Review

Here the design is reviewed, final small changes are made to adjust for different
needs identified in flight testing.

STEP 7: Certification

Once the aircraft is certified, it can now be allowed into commercial airspace and
move into full use and production. During the final certification process there are a
wide variety of approvals that are needed to be obtained for design and safety:

1.Aircraft Software
2.Engines, Propellers, Aux power units
3.Human safety factors
4.Technical Standard Orders
5.Parts Manufacturer Approval
6.Origional Design Approval Process
7.National Automated Conformity Inspection Process

This myriad of tests and approvals is done to ensure the safe operation and functions
 5

of the aircrafts.

Different versions of aircrafts?

Okay, so you have noticed that there are several versions of the Airbus A320 or even
Boeing 777. Well, designing an aircraft from scratch is a very long process (15-20
years) and extremely expensive. Hence a solution to this is to modify existing aircraft
by upgrading some parts. These newer versions are then released under a different
variant name. These can be done much more quickly as most of the aircraft has
undergone the approval and certification processes already, this is why you have the
Airbus A320 family.

Task-2(P)
 6

Specifications

Variant CICA MX CICA MX

Crew 1

Passengers Up to 6

Length 72.53 ft (22.04 m) 73 ft 7 in (22.43 m)

Span 63.6 ft (19.39 m) 69 ft 2 in (21.08 m)

Height 19.2 ft (5.85 m) 19 ft 3 in (5.87 m)

Wing area 527ft² (48.96 m²)

Empty weight 22,131 lb (10,038 kg)

35,700-36,100 lb (16,193-16,375
Max takeoff weight 36,600 lb (16,600 kg)
kg)

fuel capacity 13,000 lb (5,897 kg) 

Turbofans 2 × AE3007C/C1 2 × AE3007C2

2 × 6442-6764 lbf (28.66-30.09

Thrust 2 × 7,034 lbf (31.29 kN)
kN)

Mach .935 (536 kn;
Max speed
993 km/h)

Cruise speed 528 kn (978 km/h)

 7

Minimum control
114 kn (211 km/h)
speed

Range 3,460 nmi (6,410 km)

Ceiling 51,000 ft (15,545 m)

Time to altitude 24 min to Flight level 470

Summary

The cica mx private jet on the market is the small but mighty cica mx.The cica mx 2
engine private jet, powered by a cica mx. Turbofan engine, that produces 12884 lbs
of thrust. It can cruise at 528mph at a maximum altitude of 35,000ft, with a range of
6,000 miles. Although designed to be flown by the owner, a pilot can be hired
instead.
Passengers can enjoy a spacious cabin at 6ft tall and 7ft wide, with large windows
and seating for up to five adults and two children. Mood lighting and USB charging
points. There’s a panoramic windshield in the cockpit, as well as a cutting-edge
Garmin Perspective Touch avionics suite and technology.

Introduction

The cica mx is an Bangladeshi business jet. 6000 km of range produced by cica

mx and part of the mx. Keeping the  fuselage cross section, it has a new 37° swept
wing with an area of
527ft² (48.96 m²) for a fast Mach 0.935 MMO  and 36,600 lb (16.6 t) MTOW, a T-tail
and two 7,03 lbf (31.29kN) AE3007 turbofans.The wing, tail, tail cone, gear, and
systems are designed from scratch and not based on existing aircraft. The cica mx is
also the first aircraft from mx to use a Rolls-Royce engine and fully integrated
avionics. Although the cica mx may look similar to its predecessors, it is almost
entirely composed of new parts. Part commonality is limited to some cockpit
controls, the windshield, and the tail light bulb. The pressure bulkhead is also similar
to previous designs.attachment in any previous mx.
 8

Figure 1 Figure 3 Figure 2

The aircraft incorporates a number of innovative design features. One attribute that
is often first noticed is the large diameter of the engine intakes. This feature, related
to the high bypass ratio turbofan, reduces the noise from the engines and improves
fuel efficiency. Another obvious characteristic is the highly swept wing with a
supercritical airfoil, used in order to increase the critical Mach number and therefore
the top speed. The cica mx has 3 7 degrees of sweepback at the quarter chord, more
than any other business jet and, among civil aircraft, second only to the Boeing 747's
37.5 degrees. The horizontal and vertical stabilizers are also highly swept and are
arranged in a T-tail configuration.

2. Full Product Review:

In this section the assembly will be broken down into individual parts, each part will
be described and then an explanation will follow. This explanation will include why
the part was designed in this fashion as well as how and why it has been assembled
in this way.

This section will also include the standard parts we have used and why these have
not been directly manufactured by UGL,(mainly cost related). This process, for
continuity will start at the front of the airframe and will progress to the rear so that
the assembly can be visualised as it is broken down. The frame will be broken down
into how it is connected to various components and the reasons behind the methods
used Starting at the front of the airframe we have the front wheel.

The wheel is the first part of the aircraft to leave the ground during take-off and the
last part to contact the ground during landing In this section the assembly will be
broken down into individual parts, each part will be described and then an
explanation will follow. This explanation will include why the partwas designed in
this fashion as well as how and why it has been assembled in this way.

This section will also include the standard parts we have used and why these have
not been directly manufactured by UGL,(mainly cost related).

This process, for continuity will start at the front of the airframe and will progress to
the rear so that the assembly can be visualisedas it is broken down. The frame will
be broken down into how it is connected to various components and the reasons
behind the methods usedStarting at the front of the airframe we have the front
wheel.

The wheel is the first part of the aircraft to leave the ground during take-off and the
 9

last part to contact the ground during landing. Therefore this wheel will be expected
to wear the least, due to its small usage which include taxiing. The wheel is used to
steer the aircraft via a connection between the rudder pedals and the wheel bearing
mechanism, making a direct link between the two.

3. Engines

Figure:4 Engine
The cica mx is powered by two Rolls-Royce AE 3007C (up to S/N 750-172) or AE
3007C1 engines (S/N 750-173 and subsequent), each with 6442 lbs (28.66 kN) or
6764 lbs (30.09 kN) [5] of thrust, respectively. They are pod-mounted on the sides of
the rear fuselage. It is the first Cessna aircraft to be powered by a Rolls-Royce
engine. The engine has solid titanium blades and a three-stage low-pressure turbine.
The engine's fan has approximately a 5 to 1 bypass ratio for improved fuel efficiency
and low acoustic signature.
Engine metal

Figure 5 Titanium

Titanium is a chemical element with the symbol Ti and atomic number 22. It is a
lustrous transition metal with a silver color, low density, and high strength. Titanium
is resistant to corrosion in sea water, aqua regia, and chlorine.
Titanium was discovered in Cornwall, Great Britain, by William Gregor in 1791 and
was named by Martin Heinrich Klaproth after the Titans of Greek mythology. The
element occurs within a number of mineral deposits, principally rutile and ilmenite,
 10

which are widely distributed in the Earth's crust and lithosphere;it is found in almost
all living things, as well as bodies of water, rocks, and soils.[6] The metal is extracted
from its principal mineral ores by the Kroll[7] and Hunter processes. The most
common compound, titanium dioxide, is a popular photocatalyst and is used in the
manufacture of white pigments. Other compounds include titanium tetrachloride
(TiCl4), a component of smoke screens and catalysts; and titanium trichloride (TiCl3),
which is used as a catalyst in the production of polypropylene.

Engine type

Figure 6 turbofan
The turbofan or fanjet is a type of airbreathing jet engine that is widely used in
aircraft propulsion. The word "turbofan" is a portmanteau of "turbine" and "fan":
the turbo portion refers to a gas turbine engine which achieves mechanical energy
from combustion, and the fan, a ducted fan that uses the mechanical energy from
the gas turbine to accelerate air rearwards. Thus, whereas all the air taken in by a
turbojet passes through the turbine (through the combustion chamber), in a
turbofan some of that air bypasses the turbine. A turbofan thus can be thought of as
a turbojet being used to drive a ducted fan, with both of these contributing to the
thrust.
Another first for cica mx is the inclusion of powered controls in the cica mx. The
controls are powered by dual-hydraulic systems for redundancy. There are two
elevators and the tailplane is all-moving for trim. The rudder is in two pieces: the
lower portion is hydraulically powered and the upper portion is electrically powered.
Each wing has five spoiler panels, to be used both for roll control (in addition to the
ailerons) and as speed brakes. One of the major challenges of the cica mx design was
finding enough space in the wing to run all the necessary hydraulic lines.

Swept wing
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Figure 7 wing

A swept wing is a wing that angles either backward or occasionally forward from its
root rather than in a straight sideways direction. Wing sweep has the effect of
delaying the shock waves and accompanying aerodynamic drag rise caused by fluid
compressibility near the speed of sound, improving performance. Swept wings are
therefore often used on jet aircraft designed to fly at these speeds. Swept wings are
also sometimes used for other reasons, such as structural convenience or visibility.
A wing is a type of fin that produces lift, while moving through air or some other
fluid. As such, wings have streamlined cross-sections that are subject to aerodynamic
forces and act as airfoils. A wing's aerodynamic efficiency is expressed as its lift-to-
drag ratio. The lift a wing generates at a given speed and angle of attack can be one
to two orders of magnitude greater than the total drag on the wing. A high lift-to-
drag ratio requires a significantly smaller thrust to propel the wings through the air
at sufficient lift.

Airfoil

Figure: 8 airfoil

The NACA airfoils are airfoil shapes for aircraft wings developed by the National
Advisory Committee for Aeronautics (NACA). The shape of the NACA airfoils is
described using a series of digits following the word "NACA". The parameters in the
numerical code can be entered into equations to precisely generate the cross-
section of the airfoil and calculate its properties.

Empennage
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Figure:9 Empennage

A composite material is composed of at least two materials, which combine to give

properties superior to those of the individual constituents. Empennage has
horizontal stabilizers, skins, sub-structure, elevators, leading edges, fixed trailing
edge panels and tips. The many component materials and different processes that
can be used make composites extremely versatile and efficient. And they typically
result in lighter, stronger, more durable solutions compared to traditional materials.
This helps to reduce fuel use, or increase acceleration or range in transport.
Composites don’t rust, which is crucial, especially in marine and chemical
environments. The need for maintenance and painting is reduced or eliminated.
Composites are thermal insulators which is good for fire and blast protection or
cryogenic applications. Composite materials have freedom in designing because it
can be tailored to suit the application by choosing the constituent materials and
embedding extra functionality.
Cockpit

Figure:10 Cockpit

A glass cockpit is an aircraft cockpit that features electronic (digital) flight

instrument displays, typically large LCD screens, rather than the traditional style
of analog dials and gauges. While a traditional cockpit (nicknamed a "steam cockpit"
within aviation circles) relies on numerous mechanical gauges to display information,
a glass cockpit uses several displays driven by flight management systems, that can
be adjusted (multi-function display) to display flight information as needed. This
simplifies aircraft operation and navigation and allows pilots to focus only on the
most pertinent information. They are also popular with airline companies as they
 13

usually eliminate the need for a flight engineer, saving costs. In recent years the
technology has also become widely available in small aircraft.
As aircraft displays have modernized, the sensors that feed them have modernized
as well. Traditional gyroscopic flight instruments have been replaced by
electronic attitude and heading reference systems (AHRS) and air data computers
(ADCs), improving reliability and reducing cost and maintenance. GPS receivers are
usually integrated into glass cockpits.

Task -3 (P)

1. A high and uniform level of civil aviation safety should be ensured at

all times by the adoption of common safety rules and by measures
ensuring that any goods, persons and organisations involved in civil
aviation activity in the Union comply with such rules.

2. In addition, a high and uniform level of environmental protection

should be ensured at all times by measures ensuring that any goods,
persons and organisations involved in civil aviation activity in the Union
comply with relevant Union law, and with international standards and
recommended practices.

3. In addition, third-country aircraft that are operated into, within or out

of the territory where the relevant provisions of the Treaty on European
Union (‘TEU’) and the Treaty on the Functioning of the European Union
(‘TFEU’) (the ‘Treaties’) apply should be subject to appropriate oversight
at Union level within the limits set by the Convention on International
Civil Aviation, signed in Chicago on 7 December 1944 (the ‘Chicago
Convention’), to which all Member States are parties.

4. It would not be appropriate to subject all aircraft to common rules. In

particular, in light of their limited risk to civil aviation safety, aircraft that
are of simple design or operate mainly on a local basis, and those which
are home-built or particularly rare or only exist in a small number,
should remain under the regulatory control of the Member States,
without any obligation under this Regulation on other Member States to
recognise such national arrangements. However, in order to facilitate
the development of national rules for aircraft falling outside the scope of
this Regulation, the European Union Aviation Safety Agency (‘the
Agency’) can adopt guidance material for that purpose.
 14

5. However, provision should be made for the possibility to apply certain

provisions under this Regulation to certain types of aircraft which are
otherwise excluded from the scope of this Regulation, especially those
which are produced in an industrial manner and which could benefit
from free circulation within the Union. Therefore, organisations
involved in the design of such aircraft should be allowed to apply for a
type certificate to the Agency or, if applicable, to make a declaration to
the Agency in respect of an aircraft type which is to be put on
the market by such organisations.

6. This Regulation should provide for a number of new tools that should
support the implementation of simple and proportionate rules for sport
and recreational aviation. The measures taken in accordance with this
Regulation to regulate this segment of the aviation sector should be
proportionate, cost-efficient, flexible and based on existing best
practices in the Member States. Those measures should be developed in
a timely manner, in close cooperation with the Member States and
should avoid creating unnecessary administrative and financial burden
for the manufacturers and operators.

Task-4 (P)

Sustainability performance in the manufacturing sector

The manufacturing sector in the UK employs 2.6 million people (Zaczkiewicz, 2013)
and contributed £154bn in gross added value (GVA) to the economy in 2011 (ONS,
2012). The largest contributions to this came from metal products, machinery and
equipment, beverages and motor vehicles, accounting for an increase of £5.7bn in
GVA in 2011 compared to 2010. Given the importance of the sector to the economy
it is crucial that it is able to respond appropriately to the challenges that the world in
2050 is projected to present. The sector is good at making things efficiently, but is
mediocre at translating basic science into commercial technology, attributed to the
lack of a clear vision and coherent innovation policy (Science and Technology
Committee, 2013). Failure to address this would see a decline in global
competitiveness past 2020 – 2030, when efficiency initiatives are projected to be
exhausted and novel technologies are required.
 15

Manufacturing responses to sustainability challenges have primarily been focused on

efficiency and it is predicted that this will continue to be the case to 2020/2030 as a
strategy to hedge against rising commodity prices and increasingly vulnerable supply
chains. However, performance across sectors is variable and neither ambitious
targets or comprehensive and relevant data is collected in some.

Transportation: automotive and aviation

Automotive sector
The overall demand for transport activity is predicted to roughly double between
2005 and 2050, with the global vehicle fleet set to multiply three to four-fold, mainly
in developing countries (OECD, 2012). The number of cars owned by a household
increases with income and this can be expected to happen as developing economies
become richer. As the energy mix is predicted to be dominated by fossil fuels to
2050 (IEA, 2012) without breakthrough technology in powertrains and
decarbonisation of the electricity supply the vehicle fleet in 2050 will be continue to
emit GHGs.

As the global urban population rises and car ownership doubles by 2050 increasingly
warmer and congested cities could result in an extra 3.6 million deaths per annum,
attributable to pollution from industry and transportation sources, including
photochemical
smog and particulate matter (OECD, 2012). A recent study estimated the social costs
ofmotorised transportation at between 7.5% - 15% of GDP for Beijing (Creutzig and
He,2009).

Greenhouse gases

Although the automotive industry has increased carbon intensity by an average of

4% between 2002 and 2010 (Next Manufacturing Revolution, 2013) a business-as-
usual scenario, where efficiency increases at historical levels, projects that GHG
emissions from cars could double by 2050 (FIA Foundation, 2009). Increasing the
efficiency of the global car fleet by 50% by 2050 is thought possible by deploying
best practice across the sector and introducing effective demand-side pricing policies
and some decarbonisation of the electricity supply (European Commission, 2011). It
is predicted to save 6 billion

barrels of oil (FIA Foundation, 2009) and thus reduce health risks in congested urban
areas, but savings may be offset by the projected increase in the number of vehicles
on the road. To reduce GHGs further than 50% will require new technology,
including hydrogen fuel-cell vehicles (FIA Foundation, 2009).

Biofuels, as a strategy for reducing the carbon intensity of fuel, are predicted to have
 16

limited penetration due to population-driven competition for land for fuel. At low to
medium penetration (less than 8% to 2020) it is predicted that this fuel will not
reduce carbon emissions below business-as-usual scenarios (Committee on Climate
Change,.Moving towards greater levels of decarbonisation and developing zero
emissions cars requires transformational innovation across the supply chain. Battery
electric vehicles (BEVs) and fuel-cell electric vehicles (FCEVs) have the potential to
emit zero emissions, but currently rely on fossil-fuel generated power. BEVs
currently have similar levels of CO2 emissions to petrol cars (Royal Academy of
Engineering, 2010). As the energy mix is projected to be similar in 2050 (IEA, 2010),
biofuels will have limited market penetration and wide-spread deployment of CCS is
extremely ambitious (Centre for Low Carbon Futures, 2011), it is thought unlikely
that BEVs will be able to contribute significantly to radical carbon reductions without
improvements cross-sector decarbonisation

Fuel cell electric vehicles suffer from the same problem today, but have the potential
for zero emissions if renewable energy is used to generate hydrogen fuel via
electrolysis. A number of initiatives are in development in the UK and globally, but
full deployment requires further development of the technology and the supporting
infrastructure (Fuel Cell Today, 2012)

In Japan, Germany and Scandinavia major car manufacturers have partnered with
energy companies to develop fuel cell technology and expand the necessary
refuelling infrastructure. Japan is the most active country, with Toyota, Honda and
Nissan working to reduce manufacturing costs. Hyundai are planning full commercial
production of their ic35 model in 2015 at a cost of US$50000. Ford, Nissan-Renault
and Daimler are collaborating to bring FCEVs to market by 2017 (Ford, 2013).

Materials
There are sufficient material resources available to produce vehicles similar to those
produced today to 2050, possibly with the exception of natural rubber. The demand
for ferrous materials in 2050 is projected to be 65Mt/year in 2050, up from
42Mt/year between 2000 – 2030. It is estimated that 40Mt/year will be recovered in
2050, leaving a 25Mt/year unmet demand for virgin material (WBCSD, 2004).

Transformative initiatives in the automotive sectors are most at risk from the supply
of rare earth metals, used currently in magnets and batteries in electric vehicles. This
is seen as an issue of economics and politics rather than physical scarcity, but as oil is
replaced by batteries this places extra demand on the rare earth supply chain.
Modern cars contain a significant proportion of electronic components and these are
at risk from supply chain disruption due to extreme weather events, as described
above.

Lightweighting powertrains could increase sector demand for rare earths from 15%
 17

of current global production to 55% by 220. The demand for carbon fibre could reach
20 times that of today (McKinsey Global Institute, 2012) and put the automotive
sector in direct competition with aerospace. Sustainability and manufacturing

Water
Between 2000 – 2011 water use per vehicle was reduced by 47.9% with a 10.8%
drop in absolute usage recorded against a 5.8% rise in output (SMMT, 2012). Toyota
have reported reductions in water usage at their UK plants of upwards of 75% over
14 years by applying their existing performance management techniques to key
environmental metrics (Evans et al., 2008).

It is estimated that 95% of water is consumed in the automotive production phase,

with only 10% associated with the automotive assembly plants (Berger et al. 2012).
Steel, iron and polymers production accounted for 70% - 80% of water use.
However, most water consumption occurs in Europe where scarcity is currently not
an issue.
 18

Task-5 (P)

Department of ND-AE

Design Proposal Report – PDS

Private jet

Unite-8

Author: MD Salman Farsi

Academic Guide: En.Rahul sir
 19

Specifications

Variant CICA MX CICA MX

Crew 1

Passengers Up to 6

Length 72.53 ft (22.04 m) 73 ft 7 in (22.43 m)

Span 63.6 ft (19.39 m) 69 ft 2 in (21.08 m)

Height 19.2 ft (5.85 m) 19 ft 3 in (5.87 m)

Wing area 527ft² (48.96 m²)

Empty weight 22,131 lb (10,038 kg)

35,700-36,100 lb (16,193-16,375
Max takeoff weight 36,600 lb (16,600 kg)
kg)

fuel capacity 13,000 lb (5,897 kg) 

Turbofans 2 × AE3007C/C1 2 × AE3007C2

2 × 6442-6764 lbf (28.66-30.09

Thrust 2 × 7,034 lbf (31.29 kN)
kN)

Mach .935 (536 kn;
Max speed
993 km/h)

Cruise speed 528 kn (978 km/h)

 20

Minimum control
114 kn (211 km/h)
speed

Range 3,460 nmi (6,410 km)

Ceiling 51,000 ft (15,545 m)

Time to altitude 24 min to Flight level 470

Summary

The cica mx private jet on the market is the small but mighty cica mx.The cica mx 2
engine private jet, powered by a cica mx. Turbofan engine, that produces 12884 lbs
of thrust. It can cruise at 528mph at a maximum altitude of 35,000ft, with a range of
6,000 miles. Although designed to be flown by the owner, a pilot can be hired
instead.
Passengers can enjoy a spacious cabin at 6ft tall and 7ft wide, with large windows
and seating for up to five adults and two children. Mood lighting and USB charging
points. There’s a panoramic windshield in the cockpit, as well as a cutting-edge
Garmin Perspective Touch avionics suite and technology.

Introduction

The cica mx is an Bangladeshi business jet. 6000 km of range produced by cica

mx and part of the mx. Keeping the  fuselage cross section, it has a new 37° swept
wing with an area of
527ft² (48.96 m²) for a fast Mach 0.935 MMO  and 36,600 lb (16.6 t) MTOW, a T-tail
and two 7,03 lbf (31.29kN) AE3007 turbofans.The wing, tail, tail cone, gear, and
systems are designed from scratch and not based on existing aircraft. The cica mx is
also the first aircraft from mx to use a Rolls-Royce engine and fully integrated
avionics. Although the cica mx may look similar to its predecessors, it is almost
entirely composed of new parts. Part commonality is limited to some cockpit
controls, the windshield, and the tail light bulb. The pressure bulkhead is also similar
to previous designs.attachment in any previous mx.
 21

Figure 1 Figure 2 Figure 3

The aircraft incorporates a number of innovative design features. One attribute that
is often first noticed is the large diameter of the engine intakes. This feature, related
to the high bypass ratio turbofan, reduces the noise from the engines and improves
fuel efficiency. Another obvious characteristic is the highly swept wing with a
supercritical airfoil, used in order to increase the critical Mach number and therefore
the top speed. The cica mx has 3 7 degrees of sweepback at the quarter chord, more
than any other business jet and, among civil aircraft, second only to the Boeing 747's
37.5 degrees. The horizontal and vertical stabilizers are also highly swept and are
arranged in a T-tail configuration.
 22

Task-6 (P)

Material Selection
Historically, similar aircraft such as the Beechcraft Bonanza3 and the Piper PA-4610
were built using metal and metal alloys while the Cirrus SR225 a more modern
aircraft, utilizes composites to increase the overall performance of the aircraft. Due to
their low densities and high tensile strengths, the IA Mark 2 will consist of an all-
composite skin with aluminum alloy structural elements. A trade study was completed
to determine which composites and aluminum alloys will be best for the aircraft.

Table 9.1: Material Trade Study

Based on the trade study in Table 9.1 and some material research, the IA Mark 2 will
consist of an all composite skin using the AS4-12k/938 in a quasi-isotropic layup due
to its high specific strength and modulus. The internal structure will be comprised of
aluminum 6061 since it provides enough strength and is the cheaper of the other two
aluminum alloys.
One area of concern is the contraction of the aluminum elements due to the drop in
temperature as the aircraft increases in altitude. This will cause a certain amount of
strain that can cause the composite layers of the skin to fail. However, the coefficient
of thermal expansion for aluminum 6061 is about 13.1 μinch/inch-℉ 37 and the
typical coefficient of thermal expansion for carbon fiber reinforced polymers is
around 1.19 μinch/inch-℉ 38. From sea level to cruise altitude, the temperature will
 23

drop 39.66℉ causing the aluminum to contract 467.15 μin/in and the skin to contract
47.2 μinch/inch causing an overall strain of -419.95 μinch/inch on the skin. Based on
the mission profile, the flight duration will not be long enough for this contraction to
cause any significant damage to the overall structure of the aircraft.

Task-7 (P)
final design solution PDS

Airfoil Selection

With a MTOW of 4,273 lb and a wing Reynolds number of 8x106 at cruising

conditions, the total required lift coefficient to maintain steady level flight is 0.24.
Airfoil selection to achieve this goal began with studies of the earliest regularly
categorized airfoils developed by NACA in their first studies of airfoil shapes. For the
IA Mark 2, the NACA 2412 is the benchmark against which other airfoils can be
compared to evaluate lift, drag, and moment characteristics. The other airfoils taken
into consideration included a range of NACA 5 and 6 series airfoils, several NASA
natural laminar flow airfoils and the Wortmann FX 63137. The 6 series was
considered because it was the result of NACA’s initial attempts into designing airfoils
with as much laminar airflow over the chord as possible. The laminar airflow would
seek to provide
lower drag at a range of desired lift coefficients and has found success in general
aviation aircraft such as the Bellanca Skyrocket II, an aircraft with a design similar to
 24

the IA Mark 2. More advanced techniques were employed to develop the Natural
Laminar Flow airfoils also considered in airfoil selection. Although they were not as
popular, they sought to improve upon the NACA 6 series airfoils.Though the 4 digit
NACA airfoils were largely a result of well-informed trial and error, the performance
of the NACA 2412, a cambered, twelve percent thick member of the family, still
provided sufficient lift for the IA Mark 2 at an angle of attack within 0 to 2 degrees at
cruise. As such it serves as a good comparison to later airfoils. The 6 digit NACA
airfoil of similar capabilities is represented by the NACA 63215. Moving on from
heavily empirical design methods of the 4 digit airfoils, the 6 series aimed to design
the shape of the airfoil
based on desirable pressure curves and characteristics. With 60 counts of wing drag at
a lift coefficient of 0.3 there is an improvement over the NACA 2412 of 20 counts of
drag which translates to 31 lb of reduced drag force at cruise conditions. Though the
airfoil has a much lower drag in the laminar design range, the range itself is limited
and these earlier airfoils were particularly susceptible to contamination or
manufacturing limitations. Attempts to address these issues were later made in the
design of NASA’s
Natural Laminar Flow airfoils.

Figure 6.1: Empirical Data of NACA 63-215 23

The NASA NLF 0115 was chosen due to its similarity in performance with the
NACA 63215 and the NACA 23015 that served as design goals in terms of lift
characteristics and drag. Though other airfoils were designed for higher lift
coefficients like the NLF 0215, 0414, and 0416, the NLF 0115 best fits the lift
needs of the IA Mark 2 while maintaining a low drag. According to the report on the
NLF011524, the airfoil was designed for a cruise Reynolds number of 9x106and a
landing at 4x106 which matches the design criteria of the IA Mark 2. Although the
design of this airfoil sought to preserve the low drag characteristics of earlier NACA
airfoils, the Cl range of laminar flow has been extended while preserving the low drag
and pitch characteristics of the NACA airfoils it was based upon. Even with
contamination, the airfoil is predicted to lose only 11% of its Clmax as opposed to the
NACA 23015’s 14% loss which would mean the wing could remain effective even in
adverse conditions.
 25

Figure 6.2: Theoretical Comparison of NLF 0115 and NACA 63-21524

Also available to choose based on usage in the similar Diamond aircraft was the
Wortmann FX 63137. The highly cambered Wortmann airfoil however provided far
too much lift at 0 degrees angle of attack as well as nearly 4 times the moment
coefficient of the other airfoils which requires more trim to Balance which would
result in penalties in drag.

Wing Design

Based on constraint analysis of takeoff, landing, and cruise, the wing planform area
was determined to be 186 ft2 which sets a wing loading of 23 lb/ft2. This places the
design point close to the far edge of the design space while maintaining extra room
for unexpected additional loads. Increasing the wing loading in this manner ensures
that there is not an excess in wing area that would need to be supported by excess
structural weight which would be detrimental to the overall range efficiency of the
aircraft.With the area of the wing determined, the best aspect ratio for the wing had to
be determined weighing the benefits of efficiency with the structural demands an
increased aspect ratio would imply. The best aspect ratio was then found to be 8 as the
potential gain in induced drag performance does not diminish through an aspect ratio
of 10. Structural weight, however, increases with aspect ratio and as such becomes a
limiting factor to the benefits of an increased aspect ratio.
Beyond adjustments to the aspect ratios, modifications to the taper ratio may also seek
to reduce the lift induced drag by approximating an elliptical lift distribution across
the span of the wing. A drawback to this modification, however, is an increasing
tendency for the wing tips to reach their Cl,Max and stalling before the root does.
This reduces the controllability of the aircraft during stall conditions which can be
dangerous. Based on these tradeoffs, a taper ratio of 0.7 was found to be the best
option. At a taper ratio of 0.7, the span wise position of the peak Cl occurs near the
middle of the wing which would not cause the tip to stall before the rest of the wing.
This reduces the need for modification of the wing sections beyond chord length
which could reduce manufacturing complexity.
 26

High-lift System
In order to safely land and takeoff within the RFP requirements1, the performance of
the IA Mark 2 dictates a required CLmax of at least 1.3. Due to the elevator deflection
necessary for a stable and controlled landing, however, CL during a landing Reynolds
number of 3 million would decrease to 1.0 just before stall at an angle of attack of 10
degrees. An increase in CL of 0.3 is necessary then to maintain the aircraft landing
required by performance. Hamburg25 shows that plain flaps would be able to provide
a Clmax increase of up
to 0.8 which exceeds the requirements of the IA Mark 2. A 2D analysis in Javafoil
verifies that a plain flap
spanning 25% of the chord deflected by 30 degrees provides a Cl max increase of
almost 0.9. Given this
information, a flap of the same dimensions covering 50% of the wing span should be
sufficient for
performance while allowing room for the ailerons.
 27

Drag Buildup
A major contribution to the total drag of the aircraft, parasitic drag
(Cd0), describes the drag without
contributions from either lifting or trimming forces. The components
under consideration include the wing,
fuselage, tail, cooling and landing gears.

Stabilizer Configuration
The IA Mark 2 utilizes a conventional tail configuration. The
configuration was chosen to reduce the weight of the structure. By
 28

having a conventional tail, the stabilizer does not need heavier and
stronger structures compared to a T-tail or crucifix tail. The stabilizers
are positioned to be above the wing to reduce the downwash effect.

Stabilizer Design Methodology

The sizing process of the stabilizers follows the methodology outlined in
Raymer11. First, a scissor diagram is created to provide a general design
restriction for the stabilizers. The scissor diagram is shown in

Additionally, the tail volume coefficient and quarter chord location

(moment arm length) were determined from historical data stated in
Raymer11. The geometrical parameters for the horizontal and vertical
stabilizer are shown in Tables 8.2 and 8.3 respectively. The geometry of
the stabilizers are shown in the

Figures 8.4 and 8.5

 29

Structural Arrangement
 30

Figure 9.4: Full Structural Layout of IA Mark 2

1. Fuselage
The fuselage of the IA Mark 2 is a semi-monocoque structure consisting
of six longerons, ten frames, two bulkheads, and a keel beam. The first
bulkhead, located at 108.47 inches aft of the nose, contains a firewall to
protect the pilot from the heat of the engine. The second bulkhead is
located behind the cabin at 235.47 inches aft of the nose. Frames are
evenly spaced around the bulkheads so as not to exceed a maximum
spacing of 28 inches. The six longerons extend the length of the fuselage
to help prevent the buckling of the fuselage skin. They are located at 60°
intervals around the perimeter of each cross section. The keel beam is
situated at the bottom of the fuselage and spans between the two
bulkheads to sustain the loads within the cabin. Attached to the keel
beam is the carry through section of the wing which will serve
as the main source for load transfer between the wing and the fuselage.
 31

Figure 9.5: Fuselage Structure

The parachute is located directly behind the second bulkhead. There are
2 attachment points bolted on either side of each bulkhead to ensure
the load is distributed throughout the internal structure of the fuselage.
Assuming all but one connection point fails, the bolt must have a
minimum diameter of 0.43 inch to endure
the shear load applied by the parachute.

2. Wing
The wing will consist of two spars with an I-beam cross section
connected by a series of ribs. The aft spar is located at 72% chord to
leave room for control systems. As suggested by Roskam35, the location
of the leading spar was initially estimated to be in the range of 15-30%
chord. By applying bending and shear formulas, the dimensions for the
spar flanges and web can be estimated to ensure that the loads felt are
below the yield stress (40,000 psi) and shear strength (30,000 psi) of
aluminum 606136 with a 10% margin of safety. With the center of
pressure located at 46% chord, as determined by aerodynamics, the
total load felt by both spars was statically resolved. Using these resolved
loads, a trade study was conducted to determine which location of the
leading spar would minimize the flange width necessary to sustain the
bending loads thus reducing the structural mass of the wing. As shown in
Figure 9.6, the flange width is minimized at 30% chord giving a total
 32

width of 2.75 inches for each spar. At this location, the width of each
spar web is 0.5 inch. The height of each spar is constrained by the
thickness of the airfoil at each location.

Using plate buckling theory with the assumption of fixed boundary

conditions39, the spacing between the ribs was determined to be no
longer than 18.14 inches. However, to ensure structural rigidity, ribs will
61be placed at the start and end locations of the flaps and ailerons.
Finally, to ensure the loads sustained from the wing are transferred to
the airframe, the wing will be attached via carry through section which
will attach to the keel beam of the fuselage. The entire structure of the
wing can be seen in Figure 97.
 33

Figure 9.7: Wing Structure

A finite element model of the wing was created using NX NASTRAN to

validate that the structural design can withstand the loads applied. The
skin and internal structures were modeled using the mechanical
properties of a quasi-isotropic layup of AS4-12k/938
andaluminum6061,respectively with a 0.5-inch element CQUAD4 mesh.
The complete finite element model can be seen in Figure 9.8.

Empennage
The empennage of the aircraft will consist of fuselage mounted vertical
and horizontal stabilizers. Both stabilizers are attached to the frames of
the fuselage to allow for load transfer from the empennage structure.
The leading spar will be located at 15% and the rear spar 56% for the
vertical and horizontal stabilizers. Ribs are spaced up to 15 inches apart
for both the vertical and horizontal stabilizers. These design decisions
were based on the recommendations given by Roskam35.
 34

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 35

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