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Aircraft Design Project - Ii Design of Bomber Aircraft A Project Report
Aircraft Design Project - Ii Design of Bomber Aircraft A Project Report
Aircraft Design Project - Ii Design of Bomber Aircraft A Project Report
i
ANNA UNIVESITY : CHENNAI 600 025
BONAFIDE CERTIFICATE
Certified that this Report titled “AIRCRAFT DESIGN PROJECT – II”, “BOMBER AIRCRAFT”
is the bonafide work of M.KAPIL PITCHAI(210218101023),
R.SRIHARISH(210218101042),M.ASHOK(210218101009),D.PRAVEEN(210218101031) who
carried out the work under my supervision. Certified further that to the best of my knowledge.
SIGNATURE SIGNATURE
MR.RATAN PATABHI , Mrs.RAJASHARMILA
SUPERVISOR HEAD OF THE DEPARTMENT,
ASSISTANT PROFESSOR, ASSISTANT PROFESSOR,
DEPARTMENT OF AERONAUTICAL DEPARTMENT OF AERONAUTICAL
APOLLO ENGINEERING COLLEGE APOLLO ENGINEERING COLLEGE
Anna University Anna University
Chennai – 600 025 Chennai – 600 025
iii
iv
ABSTRACT
This report provides data for preliminary and detailed design of wing,
fuselage, control surface and landing gear of a Bomber aircraft with the knowledge
of design data from previous design project. In this, the theoretical aspect of
aerodynamics, aircraft structure, propulsion, stability and control are given as per
the need for design. This report also deals with in depth study of structural
v
TABLE OF CONTENTS
Acknowledgement ii
Abstract iii
1 Introduction
vi
2.4. Bending stress and shear flow in Wing 11
4.4. Assumptions 27
6.2. Flaps 42
i
6.3. Slots and Slats 43
Conclusion 60
ii
LIST OF FIGURE
iii
6.1 Double slotted flap 44
6.2 Motion of Double slotted Flap 45
7.1 Wing root 49
7.2 Types of wing 50
7.3 Swept wing 51
8.1 Landing Gear 58
LIST OF TABLES
iv
Design of 120 Seated Passenger Aircraft ADP-II
INTRODUCTION
1|Pa ge EXCELENGINEERINGCOLLEGE
1. Introduction
1.1. Design of an airplane:
Airplane design is both an art and a science. It‟s the intellectual engineering process of
creating on paper (or on a computer screen) a flying machine to
meet certain specifications and requirements established by potential users (or
as perceived by the manufacturer) and
pioneer innovative, new ideas and technology.
The design process is indeed an intellectual activity that is rather specified one that
is tempered by good intuition developed via by attention paid to successful airplane
designs that have been used in the past, and by (generally proprietary) design procedure
and databases (hand books etc) that are a part of every airplane manufacturer.
1 Crew 2
2 Length 27 m
3 Wing span 30 m
4 Wing area 175 m2
5 Empty weight 21000 kg
6 Loaded weight 27000 kg
7 Max takeoff weight 35000 kg
8 Service ceiling 14000 m
9 Range 9133 km
10 Thrust/weight 0.95
11 Rate of climb 280 m/s
12 Wing loading 330 kg/m2
13 Aspect ratio 5.0
14 Cruise speed 1080 km/h
15 Mach number 2.00
16 Thrust 80 k N
Design of 120 Seated Passenger Aircraft ADP-II
4|Pa ge EXCELENGINEERINGCOLLEGE
2. Load Estimation on Wings
2.1. Loads acting on wing:
As both the wings are symmetric, let us consider the starboard wing at first. There
are three primary loads acting on a wing structure in transverse direction which can
cause considerable shear forces and bending moments on it. They are as follows:
Lift force (given by Shrenck’s curve)
Self-weight of the wing
Weight of the power plant
Weight of the fuel in the wing
Where,
Y1 is Linear Variation of lift along semi wing span also named as L1,
Y2 is Elliptic Lift Distribution along the wing span also named as L2
Lift at tip
ρV2CLCRoot
LTip =
2
(1.225)(257.711)² (0.2409)(1.5)
LTip =
2
LTip = 16261.31 (N/m)
By representing this lift at sections of root and tip we can get the equation for the wing.
Equation of linear lift distribution for starboard wing
Y1 = mx+c
Y1 = (-4782.66454) x + 86727.02
Equation of linear lift distribution for port wing we have to replace x by –x in general,
X Y1
0 86727.02
Linear Lift Distribution
1 81944.36
2 77161.69
100000
3 72379.03
90000
4 67596.36
62813.70 80000
5
Lift (N)
6 58031.03 70000
7 53248.37 60000
8 48465.70 50000
9 43683.04 40000
10 38900.37
30000
11 34117.71
20000
12 29335.05
10000
13 24552.38
0
14 19769.72
02 4 6 8 10 12 14 16
15 14987.05 Wing Semi Span (m)
7 24472.62 15000
8 23562.1
9 22485.64 10000
10 21218.02
11 19722.39
5000
12 17941.84
13 15780.22
0
14 13049.48
0 2 4 6 8 10 12 14 16 18
15 9259.121
Wing Semi Span (m)
15.95 0
Y1+Y2
Y=
2
(-4782.66454) x + 86727.02)+ (1707.566√(15.952-x2))
Y=
2
x y
0 155850.2 Shrenck's curve
100000
1 147979.8
2 140055.5 90000 Linear Lift
7 99563.64 50000
8 91264.81 40000
9 82883.01 30000
10 74405.63
20000
11 65814.25
12 57080.4 10000
13 48156.02 0
14 38947.08 0 2 4 6 8 10 12 14 16
Wing Semi Span (m)
15 29208.33
W (wing) = 0.349*341011.2208 w
(wing) = 119012.9161N
w (Port wing) = -59506.45 N (Acting Downwards)
w (Starboard) = -59506.45 N (Acting Downwards)
x(15.95)3
- 427961.25=
3
Self Weight Variation
k = -43.99499709
x Y3 0
0 5 10 15
0 -11192.4
-1500
1 -9832.99
2 -3000
-8561.54
3 -7378.07
-4500
4 -6282.6
5 -5275.11
-6000
6 -4355.61
7 -7500
-3524.11
8 -2780.59
-9000
9 -2125.07
10 -1557.53
-10500
11 -1077.99
-12000
12 -686.432
Wing Semi Span (m)
13 -382.866
14 -167.291
15 -39.7055
2
W(Fuel Wing)
=
91660.75 2
W(Fuel Weight ) = 45830.37 N
Weight (N)
Fig-2.5 Slope of the fuel weight
Again by using general formula for straight line y=mx+c we get,
dy = 1740.39 Dy = (5917.33-dy)
Where,
5917.33-1740.39m
m=
13.5575
4176.93
m= 13.5575
m = 436.46 N⁄m2
Solving these equation,
Yf =436.46 x – 5917.33
x Yf
0 -5917.33 Fuel Weight
0
1 -5480.87 0 2 4 6 8 10 12 14
2 -5044.4 -1000
3 -4607.94
4 -4171.48
-2000
5 -3735.02
Weight (N)
6 -3298.56
-3000
7 -2862.1
8 -2425.63
-4000
9 -1989.17
10 -1552.71
11 -1116.25 -5000
12 -679.789
13 -243.327 -6000
The wings are airfoils attached to each side of the fuselage and are the main lifting
surfaces that support the airplane in flight. There are numerous wing designs, sizes, and
a shape used by the various manufacturers. Each fulfills a certain need with respect to
the expected performance for the particular airplane. Wings may be attached at the top,
middle, or lower portion of the fuselage. These designs are referred to as high, mid, and
low-wing, respectively. The number of wings can also vary. Airplanes with a single set
of wings are referred to as monoplanes, while those with two sets are called biplanes.
Many high-wing airplanes have external braces, or wing struts, which transmit the flight
and landing loads through the struts to the main fuselage structure. Since the wing struts
are usually attached approximately halfway out on the wing, this type of wing structure
is called semi-cantilever. A few high-wing and most low-wing airplanes have a full
cantilever wing designed to carry the loads without external struts. The principal
structural parts of the wing are spars, ribs, and stringers.
Fig-2.7 Components of wing structure
These are reinforced by trusses, I-beams, tubing, or other devices, including the
skin. The wing ribs determine the shape and thickness of the wing (airfoil). Attached to
the rear, or trailing, edges of the wings are two types of control surfaces referred to as
ailerons and flaps. Ailerons extend from about the midpoint of each wing outward
toward the tip and move in opposite directions create aerodynamic forces that cause the
airplane to roll. Flaps extend outward from the fuselage to near the midpoint of each
wing. The flaps are normally flush with the wing surface during cruising flight. When
extended, the flaps move simultaneously downward to increase the lifting force of the
wing for takeoffs and landings.
2.4.2. Forces
Upward bending loads resulting from the wing lift force that supports the
fuselage in flight. These forces are often offset by carrying fuel in the wings or
employing wing-tip-mounted fuel tanks; the Cessna 310 is an example of this
design feature.
Downward bending loads while stationary on the ground due to the weight of
the structure, fuel carried in the wings, and wing-mounted engines if used.
Drag loads dependent on airspeed and inertia. Rolling inertia loads.
Chord wise twisting loads due to aerodynamic effects at high airspeeds often
associated with washout, and the use of ailerons resulting in control reversal.
Further twisting loads are induced by changes of thrust settings to under wing-
mounted engines.
ΣV=0
VA - 821332.02 - 170592.09 + 59506.45 + 91660.75 = 0
VA= 840756.91 N
ΣM = 0
MA - (821332.02*10.168) - (170592.09*6.7787) + (59506.45*3.987)+ (91660.75*4.785) = 0
MA = 8831929.13 N⁄m
Now we know VA and MA, using this we can find out shear force and bending moment.
2.5. Shear force and Bending moment
y+y
SF = ∫ ( 1 2 - y ) dx- V + 2 ∗ ∫y dx −
3 A f
2
SF = 14.67 3 − 4187.04 2 + 130652.08 + √254.4 − 2 + 127.2sin−1 − 262733.25
2 15.95
y1 + y2
BC = [∬ ( - y ) dx - V ] dx2 + M + 2 ∗ ∬ y dx2 + ∗
BC 3 A A f
2
Table 2.2 Calculation of Shear force and Bending Moment
x Shear Force Bending Moment
-10.1681 0 0
-10.1681 821332.0246 -8351406.693
-6.77875 170592.1 -1156401.153
600000
500000
400000
170592.0933 170592.0933
300000
59506.45804 109797.8094
200000 59506.45804
0 100000 0
91660.7535 91660.7535
0
-12 -8 -4 0 4 8 12
Wing Span
-3000000
-4000000
-5000000
-6000000
-7000000
-8000000
-8351406.693 -9000000 -8351406.693
Wing Span
Result
Thus the preliminary design calculation of aircraft wing has been done and the
graphs are plotted.
Design of 120 Seated Passenger Aircraft ADP-II
16 | P a g e EXCELENGINEERINGCOLLEGE
3. Load Estimation on Fuselage
Fuselage contributes very little to lift and produces more drag but it is an important
structural member/component. It is the connecting member to all load producing
components such as wing, horizontal tail, vertical tail, landing gear etc. and thus
redistributes the load. It also serves the purpose of housing or accommodating
practically all the equipments, accessories and systems in addition to carrying the
payload. Because of large amount of equipment inside the fuselage, it is necessary to
provide sufficient number of cutouts in the fuselage for access and inspection
purposes. These cutouts and discontinuities result in fuselage design being more
complicated, less precise and often less efficient in design. As a common member to
which other components are attached, thereby transmitting the loads, fuselage can be
considered as a long hollow beam. The reactions produced by the wing, tail or landing
gear may be considered as concentrated loads at the respective attachment points.
The balancing reactions are provided by the inertia forces contributed by the weight
of the fuselage structure and the various components inside the fuselage. These
reaction forces are distributed all along the length of the fuselage, though need not be
uniformly .Unlike the wing, which is subjected to mainly unsymmetrical load, the
fuselage is much simpler for structural analysis due to its symmetrical cross-section
and symmetrical loading.
The main load in the case of fuselage is the shear load because the load acting on
the wing is transferred to the fuselage skin in the form of shear only. The structural
design of both wing and fuselage begin with shear force and bending moment
diagrams for the respective members
To find out the loads and their distribution, consider the different cases. The main
components of the fuselage loading diagram are:
Weight of the fuselage
Engine weight
Weight of the horizontal and vertical stabilizers
Tail lift
Weight of crew, payload and landing gear
Systems, equipment, accessories
Symmetric flight condition, steady and level flight: (Downward forces negative)
Values for the different component weights are obtained from aerodynamic design
calculations.
Table 3.1 Loads acting on fuselage
Condition Full Payload and Full Fuel
Distance
from Moment
S.No Component Mass (lb) Weight (N)
reference (Nm)
line (m)
1 Crew 2.356 1234.97 5495.63 12947.72
2 Nose Landing Gear 5.206 992.73 4417.68 22998.47
3 Payload bay 1 9.5 12460.51 55449.27 526768.15
4 Fixed Equipment 14.44 1191.28 5301.22 76549.67
5 Fuselage Mass 17.708 8934.64 39759.17 704055.52
Load balancing differs from channel bonding in that load balancing divides traffic
between network interfaces on a network socket basis, while channel bonding implies a
division of traffic between physical interfaces at a lower level, either per packet or basis
with a protocol like shortest path bridging.
Load Distribution
250000
200000
150000
Load (N)
100000
50000
0
0 5 10 15 20 25 30 35 40
-50000
-100000
Semi Span
The actions produced by the wing, tail or landing gear may be considered as
concentrated loads at the respective attachment points. The balancing re actions are
provided by the inertia forces contributed by the weight of the fuselage structure and the
various components inside the fuselage. These reaction forces are distributed all along
the length of the fuselage, though need not be uniformly. Unlike the wing, which is
subjected to mainly unsymmetrical load, the fuselage is much simpler for structural
analysis due to its symmetrical cross-section and symmetrical loading. The main load in
the case of fuselage is the shear load because the load acting on the wing is transferred
to the fuselage skin in the form of shear only.
The structural design of both wing and fuselage begin with shear force and
bending moment diagrams for the respective members. The maximum bending stress
produced in each of them is checked to be less than the yield stress of the material chosen
for the respective member.
Table 3.2 Shear force and bending moment calculation
100000
shear force(N)
50000
0
0 10 20 30 40
-50000
-100000
-150000
Aircraft Length
Fig-3.2 Shear force variation along fuselage length
Bending Moment Distribution
2500000
2000000
1500000
bending moment(Nm)
1000000
500000
0
0 5 10 15 20 25 30 35 40
-500000
-1000000
-1500000
-2000000
-2500000
Aircraft Length
Result
Thus the preliminary design calculation of aircraft fuselage has been done
and the graphs are plotted.
Design of 120 Seated Passenger Aircraft ADP-II
23 | P a g e EXCELENGINEERINGCOLLEGE
4. Detailed Design of an Aircraft Wing
4.1. Specific Roles of Wing Structure:
The specified structural roles of the wing (or main plane) are:
To transmit:
wing lift to the root via the main span wise beam
Inertia loads from the power plants, undercarriage, etc., to the main beam.
Aerodynamic loads generated on the aerofoil, control surfaces & flaps to the
main beam.
To react against:
Landing loads at attachment points
Loads from pylons/stores
Wing drag and thrust loads
To provide:
Fuel tank age space
Torsional rigidity to satisfy stiffness and aero-elastic requirements.
To fulfill these specific roles, a wing layout will conventionally compromise:
Span wise members (known as spars or booms)
Chord wise members(ribs)
A covering skin
Stringers
4.2. Basic Functions of Wing Structural Members
SPARS
In particular:
Webs – resist shear and torsional loads and help to stabilize the skin.
Flanges - resist the compressive loads caused by wing bending.
SKIN
STRINGERS
Increase skin panel buckling strength by dividing into smaller length sections.
React axial bending loads
RIBS
27392613.23 Nm. Therefore we define 2 Spars with front spar at 17% of chord, and rear
spar at 65% of chord. The position of the two spars from the leading edge of the root
ℎ 2
=( )
ℎ
Where
hf - height of front spar {to be found out from aerofoil selection}
hr - height of rear spar
FOS = 1.5
M=Mmaz*FOS
+ = ( )
The yield tensile stress σy for Al Alloy (Al 7075) is 455.053962 MPa. The area of the
flanges is determined using the relation.
Where
M is bending moment taken up by each spar,
A is the flange area of each spar,
z is the centroid distance of the area = h/2.
From above equations the value of Af and Ar are found out.
Table 4.1 Moment on Front And Rear Table 4.2 Area of front and rear
Spar spar
M max 27392613 Nm Material is Al 7075
FOS 1.5 - σy 455053962 N/m2
M total 41088920 Nm
Ar 0.217839828 m2
Mf/Mr 1.82294 -
Af 0.294119247 m2
Mf+Mr 41088920 Nm
Mf 26533554 Nm
Mr 14555365 Nm
4.4. Assumptions:
T sections are chosen for top and bottom flanges of front and rear spars. Both the
flanges are connected by a vertical stiffener through spot welding and the thickness to
width ratio of web is found to be 3.9591. Also from “Analysis and design of flight
vehicle structures by BRUHN”, the flange to web width ratio of the T section is 1.8.
=1
= 3.9591
= 1.8
By equating all the three values of the ratio in area of the section equation, the
dimensions of the spar can be found.
Table 4.3 Dimension of front and rear spar
Component Rear Front
bw 0.4330103 0.503143
Bf 0.1968676 0.228753
tf=tw 0.1093709 0.127085
Centroid
x 0.0984338 0.114377
y 0.325876 0.378657
Fig-4.2 Spars with Dimension
Result
Thus the detail design calculation of aircraft wing has been done and the values are
tabulated.
Design of 120 Seated Passenger Aircraft ADP-II
32 | P a g e EXCELENGINEERINGCOLLEGE
5. Detail Design of an Aircraft Fuselage
The fundamental purpose of the fuselage structure is to provide an envelope to
support the payload, crew, equipment, systems and (possibly) the power-plant.
Furthermore, it must react against the in-flight manoeuvre, pressurisation and gust
loads; also the landing gear and possibly any power-plant loads. It must be also be
able to transmit control and trimming loads from the stability and control surfaces
throughout the rest of the structure.
Fuselage contributes very little to lift and produces more drag but it is an important
structural member/component. It is the connecting member to all load producing
components such as wing, horizontal tail, vertical tail, landing gear etc. and thus
redistributes the load. It also serves the purpose of housing or accommodating
practically all equipment, accessories and systems in addition to carrying the payload.
Because of large amount of equipment inside the fuselage, it is necessary to provide
sufficient number of cutouts in the fuselage for access and inspection purposes. These
cutouts and discontinuities result in fuselage design being more complicated, less
precise and often less efficient in design.
As a common member to which other components are attached, thereby
transmitting the loads, fuselage can be considered as a long hollow beam. The
reactions produced by the wing, tail or landing gear may be considered as
concentrated loads at the respective attachment points. The balancing reactions are
provided by the inertia forces contributed by the weight of the fuselage structure and
the various components inside the fuselage. These reaction forces are distributed all
along the length of the fuselage, though need not be uniformly. Unlike the wing,
which is subjected to mainly unsymmetrical load, the fuselage is much simpler for
structural analysis due to its symmetrical cross-section and symmetrical loading. The
main load in the case of fuselage is the shear load because the load acting on the wing
is transferred to the fuselage skin in the form of shear only. The structural design of
both wing and fuselage begin with shear force and bending moment diagrams for the
respective members. The maximum bending stress produced in each of them is
checked to be less than the yield stress of the material chosen for the respective
member.
5.1. Fuselage Layout Concepts
There are two main categories of layout concept in common use;
Mass boom and longeron layout
Semi-monocoque layout
The circumference of the fuselage is 6.15752 m. To find the area of one stringer,
number of stringers per quadrant is assumed to be 2. I.e. the total number of stringers in
the fuselage is 4. The stringers are equally spaced around the circumference of the
fuselage.
The stringers are symmetrically spaced on the fuselage with the spacing calculate
as shown below,
17.2787
Therefore the stringers are spaced at the interval of = = 4.3196 m
4
5.2.2. Stringer area calculation
The stress induced in the each stringer is calculated with the area keeping constant
in the stress term. Then the maximum stress (i.e. one which has larger numerator) is
equated with the yield strength of the material. From this area of one stringer is
calculated.
The direct stress in each stringer produced by bending moments and is given by
the equation:
Mx Mz
σ= z+ x (N/m2)
Ixx Izz
Where
Mx = 8351406.69
1 2 Nm
M = ( ρV S a Ψ)x
z t t
2
x is the distance between the aircraft c.g position and horizontal tail c.g position
x = 17.16823 m
Then,
Mz = 3684659.344 Nm
Mx and My reach their maximum only from the stringer 1 to 4. Thus the stresses are high
only on this stringers. Calculating stress for stringers 1 to 4.
X=0, Z=2.75
Mx Mz
σ= z+ x (N/m2)
1
Ixx Izz
Then,
759218.79
σ1= N⁄
Astinger m2
X=0.91667, Z=2.619
Mx Mz
σ= z+ x (N/m2)
2
Ixx Izz
Then,
834721.85
σ2= N⁄
Astinger m2
X=1.8333, Z=1.8333
Mx Mz
σ= z+ x (N/m2)
3
Ixx Izz
Then,
729458.54
σ3= N⁄
Astinger m2
X=2.619, Z=0.91667
Mx Mz
σ= z+ x (N/m2)
4
Ixx Izz
Then,
572091.05
σ4= N⁄
Astinger m2
The allowable stress in the stringer is 455.053962 MPa for Al Alloy (Al 7075).
834721.85
σ1= N⁄
Astinger m2
Thus one stringer area is 0.001834336 m2. The stringer chosen is Z section.
The dimension of the stringer are obtained from the analysis and design of the flight
vechical structure by Remer book.
The fibers in the stiffeners are oriented along the length of the stiffeners. Hence, three
different real constant tables were defined for the three stiffener orientations of 00, 600,
and –600.
A local cylindrical coordinate system was then defined for each element and
corresponding orthotropic properties aligned properly. The stiffeners were modeled
using 20-node, layered solid elements (SOLID 191).
Result
Thus the preliminary design calculation of aircraft fuselage has been
done and the graphs are plotted.
Design of 120 Seated Passenger Aircraft ADP-II
41 | P a g e EXCELENGINEERINGCOLLEGE
6. Design of Control Surfaces
6.2. Flaps
Wing flaps can be found on virtually every modern airplane. The effect of adding
flaps to the trailing edge of the wing is equivalent to increasing the camber of the wing.
Some flap designs also increase the chord length of the wing. This increases the area of
the wing so that more air is diverted, thus reducing the angle of attack needed for lift.
There are many types of flaps. In the 1930s and 1940s the split flap, shown in Figure
was introduced and was one of the first types of flap to appear in production airplanes.
Splitting the last 20 percent or so of the wing forms this type of flap. The top surface of
the wing does not move while the bottom surface lowers. The split flap is effective in
improving the lift, but it creates a great deal of form drag, as shown in the figure. The
last 20 percent or so of the inboard section of the wing is simply hinged so that it can
increase the camber. The first 20 degrees of flap extension increase the lift without
greatly increasing the drag of the wing at low speeds. Many airplanes extend their flaps
to 10 or 20 degrees on takeoff in order to shorten the takeoff distance. When the flaps
are extended greater than 20 degrees, the form drag increases rapidly with little or no
increase in lift. Increasing the drag increases the descent rate, which is desirable during
the approach for landing. Thus it is not uncommon for an airplane to land with the flaps
set at 40 degrees.
Multi slotted flaps are seen on many modern passenger jets, while large airplanes
use single-slotted flaps. Until the 1990s airplane performance was the key design
criterion. Airplane companies were proud of sophisticated triple-slotted flap systems.
During the 1990s a shift toward reducing cost as a key design criterion has pushed
airplane companies to maximize the performance of single-slotted flaps. One technique
that is used is to place vortex generators on the leading edge of the single slotted flap.
When the flap is retracted, the vortex generators on the flap are hidden in the wing. Thus,
the vortex generators do not penalize the airplane in cruise but are available for takeoff
and landing. The next times you fly a commercial airplane ask for a window seat behind
the wing. During the approach and landing phase of the flight, watch the wing unfold. It
is truly remarkable how the wing evolves into a high-lift wing from its normal cruise
configuration.
Result
Thus the balancing and maneuvering loads on tail plane, aileron and rudder was
studied.
Design of 120 Seated Passenger Aircraft ADP-II
DESIGN OF WING-ROOT
ATTACHMENT
47 | P a g e EXCELENGINEERINGCOLLEGE
7. Design of Wing-Root Attachment
Dihedral: the tips are higher than the root as on the Boeing 737, giving a shallow
'V' shape when seen from the front. Adds lateral stability.
Anhedral: the tips are lower than the root, as on the Ilyushin Il-76; the opposite of
dihedral. Used to reduce stability where some other feature results in too much
stability.
Flying wing: the aircraft has no distinct fuselage or horizontal tail (although fins
and pods, blisters, etc. may be present) such as on the B-2stealth bomber.
Blended body or blended wing-body: a smooth transition occurs between wing
and fuselage, with no hard dividing line. Reduces wetted area and can also reduce
interference between airflow over the wing root and any adjacent body, in both
cases reducing drag. The Lockheed SR-71spyplane exemplifies this approach.
Result
Thus the design of wing root attachment is studied and made.
Design of 120 Seated Passenger Aircraft ADP-II
54 | P a g e EXCELENGINEERINGCOLLEGE
8. Landing Gear Design
8.2.7. Monowheel
To minimize drag, modern gliders most usually have a single wheel, retractable
or fixed, centered under the fuselage, which is referred to as mono wheel gear or mono
wheel landing gear. Mono wheel gear is also used on some powered aircraft, where drag
reduction is a priority, such as the Much like the Me 163 rocket fighter, some gliders
from prior to the Second World War used a take-off dolly that was jettisoned on take-
off and then landed on a fixed skid.
Result
Thus the design of landing gear is studied and made.
THREE VIEW DIAGRAM
CONCLUSION
The preliminary and detail design of a Bomber aircraft was completed with
performance parameters required for calculation. The obtained design values are not
necessarily a definite reflection of the airplane's true and conceptualized design, but the
basic outlay of development has been obtained.
The challenges faced in this design project-II have various phases. The
experience plays a vital role in successful design of any aircraft in future. Future
development can be implemented for perfect aircraft design.