CHAPTER 1

INTRODUCTION

The fuselage includes the cabin and/or cockpit, which contains seats for the occupants and the
ontrols for the airplane. In addition, the fuselage may also provide room for cargo and ttachment
pointsfor the other major airplane components. Some aircraft utilize an open truss structure. The
truss-type fuselage is constructed of steel or aluminum tubing. Strength and rigidity is achieved
by welding the tubing together into a series of triangular shapes, called trusses.
The fuselage "spindle-shaped" is an aircraft's main body section that holds crew and passengers
or cargo. In single-engine aircraft it will usually contain an engine, although in some amphibious
aircraft the single engine is mounted on a pylon attached to the fuselage which in turn is used as
a floating hull. The fuselage also serves to position control and stabilization surfaces in specific
relationships to lifting surfaces, required for aircraft stability and maneuverability.

TYPES OF STRUCTURES
 Monocoque structure

 Semi-monocoque structure

 Truss structure

 Geodesic construction
FUNCTION OF FUSELAGE:
The fuselage, or body of the airplane, is a long hollow tube which holds all
the pieces of an airplane together. The fuselage is hollow to reduce weight. As with most other
parts of the airplane, the shape of the fuselage is normally determined 42 This paper describes a
conceptual design of fuselage structure for very light jet aircraft by using software as the design
tool. Specific size and performance, the number of competing designs and the commonality of
features with existing light jet aircraft are factors need to be considered in the design process.
by the mission of the aircraft. A supersonic fighter plane has a very slender, streamlined fuselage
to reduce the drag associated with high speed flight. An airliner has a wider fuselage to carry the
maximum number of passengers. On an airliner, the pilots sit in a cockpit at the front of the
fuselage. Passengers and cargo are carried in the rear of the fuselage and the fuel is usually
stored in the wings. For a fighter plane, the cockpit is normally on top of the fuselage, weapons
are carried on the wings, and the engines and fuel are placed at the rear of the fuselage.
The weight of an aircraft is distributed all along the aircraft. The fuselage, along with the
passengers and cargo, contribute a significant portion of the weight of an aircraft. The center of
gravity of the aircraft is the average location of the weight and it is usually located inside the
fuselage. In flight, the aircraft rotates around the center of gravity because of torques generated
by the elevator, rudder, and ailerons. The fuselage must be designed with enough strength to
withstand these torques.
A bulkhead is an upright wall within the hull of a ship or within the fuselage of an airplane.
Other kinds of partition elements within a ship are decks and deckheads.

The fuselage layout of common traveler shipping plane has mechanical obligations joined
with the errand to comfy travelers towards the cold and inordinate commotion inside the
extraordinary flight stages. Current plan exercise for fuselage structures is a successive method
where mechanical requirements are fulfilled first and then the acoustical and heat prerequisites
are fulfilled in a restorative fashion. It tends to be addressed if this methodology will activate a
great weight plan. Subsequently a plan study become started to look at consecutive as opposed to
simultaneous multi-disciplinary plan of a rearranged fuselage shape. A Design and Engineering
Engine (DEE) has been fabricated which can create (contribution for) mechanical, acoustical and
heat fashions of hardened and un solidified disentangled fuselage segments with discretionary
flooring uncovered to mechanical, acoustical and heat hundreds. So a ways the DEE was utilized
to perform fundamental imagine a state of affairs in which considers. The DEE is presently
reached out to enhance a solidified chamber for least weight, uncovered to mechanical,
acoustical and warm necessities. The acoustical models have been accepted

Aircraft are members and transverse frames to enable it to resist bending, compressive
and vehicle which are able to fly by being supported by the air or in general the atmosphere of a
planet. Aircraft are generally built up from the basic components of wings, fuselage, tail units
and control surfaces and each component has one or more specific functions and must be
designed to ensure that it can carry out their specific functions safely. Any small failure of any of
these components may lead to catastrophic disaster causing huge destruction oflives

This paper describes a conceptual design of fuselage structure for very light jet aircraft by
using CAD software as the design tool. Specific size and performance, the number of competing
designs and the commonality of features with existing light jet aircraft are factors need to be
considered in the design process. This conceptual design develops the first general size and
configuration for a new light jet aircraft fuselage structure. The model of the fuselage structure is
then undergoing engineering simulation programmed which is based on the finite element
method. In this analysis, problems with multiple components are modeled by associating the
geometry defining each component with the appropriate material model and specifying
component interaction. Besides that, the load increments and convergence tolerance are
continually adjusted to ensure an accurate solution is obtained Motivation for the presented
activities is the integration of noise as an additional objective in conceptual aircraft design.
Therefore, the Parametric Aircraft Noise Analysis Module (PANAM) is developed to account for
individual noise sources depending on their geometry and operating conditions. Each major
noise source is modeled with an individual semi-empirical noise source model. These models
capture the major relevant correlations, can still be executed on a standard desktop PC, and
provide comprehensive simulation results. All models and approximations are based on physics,
thus PANAM can be classified as a scientific prediction method. Dedicated validation with
experimental data confirms feasible overall aircraft noise prediction. The noise tool is integrated
into an existing aircraft design framework in order to realize an overall design process with
integrated noise prediction capabilities. A multiple criteria design evaluation is introduced, to
quickly assess the environmental and economical performance of different vehicles under
various scenarios. The process is applied to identify promising low-noise aircraft concepts with
the focus on realizable, medium term solutions. It is demonstrated, that the aircraft designer’s
influence on the environmental vehicle performance is significant at the conceptual design phase.
Extensive engine noise shielding is achieved for over-the-fuselage mounted engines resulting in
a 10 EPNdB overall noise reduction. In conclusion, PANAM can be ranked as well suitable to
assess all four measures of ICAO’s balanced approach.and property. In the development of
modern aviation reflects the characteristic features of scientific technological progress: an
integrated use of the results of the scientific research, engineering and manufacturing experience
is widely used computer technology, which provide an opportunity to the creators of aircraft
design as a scientific discipline, which in turn will promote the development of theories of
reliability, efficiency, weight and /CAE. During the conceptual design of aircraft, many
alternative configurations must be evaluated in multidisciplinary design trades to determine the
characteristic of a candidate configuration which will best meet specific measures of overall
vehicle performance and/or cost. Airframe weight is the main parameter that is required from the
structure discipline. The airframe should be lightweight but also have
sufficient strength and stiffness necessary to satisfy

1.1 FUSELAGE DESIGN:

In an aircraft the main body structure is the fuselage to which all other components are
attached. The fuselage contains the cockpit or flight deck, passenger compartment and cargo
compartment. While wing produce most of the lift, the fuselage also produces a little lift. A
bulky fuselage can also produce a lot of drag. For this reason the fuselage is streamlined to
decrease the drag due to which the obstacle to the oncoming wind is reduced. It has a sharp or
rounded nose with sleek, tapered body so that air can flow smoothly around it. Unlike the wing,
which is subjected to large distributed air loads, The fuselage is usually subjected to small air
loads. The primary loads on the fuselage include large concentrated forces from the wing
reaction, landing gear reaction and pay loads. For airplanes carrying passengers, the fuselage
must lso withstand internal pressures. Because of the internal pressure, the fuselage often has a
circular cross-section.
A fuselage structure is loaded in a number of ways. These include:

 Aerodynamic loads as a result of the aircraft maneuvering through the air.

 The distribution of the mass of the fuselage induces bending
 Inertial loads created by point masses connected to the fuselage (engines attached to
fuselage by a pylon is an example).
 Concentrated point loads: for example the interface between the fuselage and the tail.
  Internal pressurization loads (if the aircraft is pressurized).
 Shock loading: for example the nose landing gear impacting the runway on landing.

The loading experienced by the fuselage is likely a combination of each of these at a given
moment in time. How then do each of the structural elements present in a semi-monocoque
fuselage structure work together to distribute and transfer the resulting loading?

The frames work to support the skins and stiffeners against buckling while retaining the
aerodynamic shape of the fuselage. Frames are also used wherever concentrated loads are
introduced into the structure, for example at the wing-to-fuselage interface, and the tail-to-
fuselage interface. Finally, frames are also used in conjunction with the skin to resist the internal
pressure formed when an aircraft is pressurized.

Stiffeners and stringers are responsible for transmitting the axial loading (both tension and
compression) that arise out of the bending moments induced through the fuselage structure. A
good example would be the bending moment generated through the fuselage when applying a
rudder input during flight. The stiffeners also assist in preventing the fuselage skin from
buckling. During the conceptual design of aircraft, many

alternative configurations must be evaluated in multidisciplinary design trades to determine the

characteristic of a candidate configuration which will best meet specific measures of overall
vehicle performance and/or cost. Airframe weight is the main parameter that is required from the
structure discipline. The airframe should be lightweight but also have sufficient strength and
stiffness necessary to satisfy the entire requirement throughout the flight envelope

A well designed fuselage will ensure that the following are met:

 The intended payload is adequately and efficiently housed.

 The fuselage is sized such that the various control and stabilization surfaces (typically the
vertical and horizontal tail) are located such that the aircraft is stable in flight.
 Loading the aircraft with goods, fuel and passengers does not negatively impact on the
stability of the aircraft for a range of payload configurations (center of gravity is
adequately located).
  The fuselage structure will not fail due to excessive loading throughout the entire aircraft
flight envelope.
 The mass of the fuselage is optimized to ensure safe operation without carrying any
additional or excess weight.
 The aerodynamic shape of the fuselage is such that the minimum drag is produced during
typical operation while still ensuring that the design payload is adequately housed.
 The fuselage design is versatile enough to offer the potential to stretch the aircraft if a
number of aircraft configurations are desired.

1.2 FUSELAGE FRAMES:

 Fuselage frames are ring structures used to maintain the shape of the fuselage and to
shorten the span of the stringers between supports in order to increase the bulking strength of the
stringer. To distribute large concentrated force such as those from the wing structure, heavy
bulkheads are needed. Bulkheads are a transverse partition or a closed frame in a structure
separating one portion from another and are used to designate solid, webbed or trussed members
to dissipate concentrated loads into monocoque and semimonocoque structure especially a
fuselage. Members approximately parallel to semimonocoque structure are called longitudinal
stiffeners or also known as stringers which are designed to stiffen the skin and assist the resisting
shear and bending loads and hold the frames in position. Stringers are used to carry direct load in
the direction of its length. Longerons are the main structural members of the fuselage. It is
generally used when there is big cut-out to be provided. Floor beam 􀂱 they represent the floor
structure of the aircraft, with longitudinal beams, traversal beams and supporting beams. These
beams can be machined or formed depending of the strength involved. They represent the basic
structure of the floor. In this fuselage configuration the force members of the truss provide
the structural stiffness, and the aerodynamic covering provides the shape, but does not add
much to the overall stiffness of the structure. A space frame is a simple albeit inefficient way
of building a fuselage structure as the fabric skins add weight without contributing to the rigidity
of the structure. One popular aircraft designed with a space frame fuselage is the iconic PA-18
Piper Super Cub which is pictured below.
1.2 First concept for the fuselage structure

FUSELAGE LOADS
Fuselage loads involved of distributed and concentrated load. The concentrated loads are
loads that transferred from the fixing bolts on the wing, tail stabilizers, and the landing gear.
These forces are the main force acting on the fuselage Contrast to the loads above, aerodynamic
load and dynamic pressure of the fuselage are classes as distributed loads. These forces subject
the fuselage to bear shearing force, bending moment and twisting moment. Furthermore, the
weight of fuselage structure and payload will cause the fuselage to bend downwards from its
support at the wing. Consequently, the top part of the fuselage will experience tension while the
bottom part in compression. Basically fuselage structure can be divided into three sections which
are cockpit section, tail section and the cabin section. For this study, the conceptual design is
focusing on the cabin structure of the fuselage. Plans to make the fuselage structures smarter by
incorporating health-monitoring and fault-tolerant mechanism and more robust flight control
systems are in the works. Attempts to improve aerodynamic efficiency by means of active flow
control systems are also being taken into consideration. In an attempt to improve the
optimization process of the fuselage design, two main characteristics are taken into consideration
Each aircraft is required to adhere to rigorous regulations, reiterating its ability to come out of
worst-case scenarios unscathed, which is attributed to the structural integrity of the fuselage. The
gains (loss of weight) made by design alterations to the blueprint of the fuselage, by integrating
new age composite materials and changing the fundamental structural design, cannot be at the
cost of structural integrity of the fuselage, putting the safety of the aircraft in jeopardy see an
exponential increase over the past decade with this development to continue in years to come,
indicating a greater proliferation and demand for air travel. Seeking to capitalise on this
opportunity, the bigger players in the field of aeronautics have made a major push towards
reducing the cost incurred by the passenger. This in tandem with increasingly stringent
environmental standards has set the future trend for fuselage design to accommodate aircrafts
that have a smaller environmental footprint along with increased seating capacity and shorter
travel times without compromising on comfort and safety. This implies that fuselage will have to
withstand forces at supersonic flight, consist of materials made of lighter and yet stronger
composite materials and undergo a transformation in the design philosophy. Plans to make the
fuselage structures smarter by incorporating health monitoring and fault tolerant mechanism and
more robust flight control systems are in the works. Attempts to improve aerodynamic efficiency
by means of active flow control systems are also being taken in consideration

1.4AIRCRAFT DESIGN:

The primary factors to consider in aircraft structures are strength, weight, and reliability.
These factors determine the requirements to be met by any material used to construct or repair
the aircraft. Airframes must be strong and light in weight. An aircraft built so heavy that it
couldn't support more than a few hundred pounds of additional weight would b seless. All
materials used to construct an aircraft must be reliable. Reliability minimizes the possibility of
dangerous and unexpected failures. Many forces and structural stresses act on an aircraft when it
is flying and when it is static. When it is static, the force of gravity produces weight, which is
supported by the landing gear. The landing gear absorbs the forces imposed on the aircraft by
takeoffs and landings. During flight, any maneuver that causes acceleration or deceleration
increases the forces and stresses on the wings and fuselage. Stresses on the wings, fuselage, and
landing gear of aircraft are tension, compression, shear, bending, and torsion. These stresses are
absorbed by each component of the wing structure and transmitted to the fuselage structure. The
empennage (tail section) absorbs the same stresses and transmits them to the fuselage. These
stresses are known as loads, and the study of loads is called a stress analysis. Each aircraft is
required to adhere to rigorous regulations, reiterating its ability to come out of worst-case
scenarios unscathed, which is attributed to the structural integrity of the fuselage. An aircraft
must be constructed of materials that are both light and strong. Early aircraft were made of wood.
Lightweight metal alloys with a strength greater than wood were developed and used on later
aircraft. Materials currently used in aircraft construction are classified as either metallic materials
or nonmetallic materials
COMPRESSION
If forces acting on an aircraft move toward each other to squeeze the material, the stress
is called compression. Compression (fig. 4-1, view B) is the opposite of tension. Tension is pull,
and compression is push. Compression is the resistance to crushing produced by two forces
pushing toward each other in the same straight line. For example, when an airplane is on the
ground, the landing gear struts are under a constant compression stress.

SHEAR
Cutting a piece of paper with scissors is an example of a shearing action. In an aircraft structure,
shear (fig. 4-1, view D) is a stress exerted when two pieces of fastened material tend to separate.
Shear stress is the outcome of sliding one part over the other in opposite directions. The rivets
and bolts of an aircraft experience both shear and tension stresses.

BENDING
Bending is a combination of tension and compression. For example, when bending a
piece of tubing, the upper portion stretches (tension) and the lower portion crushes together
(compression). The wing spars of an aircraft in flight are subject to bending stresses.

Aluminum
Aluminum alloys are widely used in modern aircraft construction. Aluminum alloys are
valuable because they have a high strength-to-weight ratio. Aluminum alloys are corrosion
resistant and comparatively easy to fabricate. The outstanding characteristic of aluminum is its
lightweight.

Magnesium

Magnesium is the world's lightest structural metal. It is a silvery-white material that

weighs two-thirds as much as aluminum. Magnesium is used to make helicopters. Magnesium's
low resistance to corrosion has limited its use in conventional aircraft High-performance aircraft
require an extra high strength-to-weight ratio material. Fabrication of composite materials
satisfies this special requirement. Composite materials are constructed by using several layers of
bonding materials (graphite epoxy or boron epoxy). These materials are mechanically fastened to
conventional substructures. Another type of composite construction consists of thin graphite
epoxy skins bonded to an aluminum honeycomb core. Carbon fiber is extremely strong, thin
fiber made by heating synthetic fibers, such as rayon, until charred, and then layering in cross
sections.

Flight control surfaces are hinged (movable) airfoils designed to change the attitude of the
aircraft during flight. These surfaces are divided into three groups—primary, secondary, and
auxiliary
 CHAPTER 2

LITERATURE STUDY

THEORETICAL ANALYSIS OF AIRCRAFT FUSELAGE

1.Yuan Li et al intends on decreasing the errors of displacement between two fixtures of

the fuselage as compared to an ideal theoretical model. Errors in displacement of fixtures (error
between coordinates along the fixture and its theoretical counterpart) are calculated based on
geometric constraints using the Gauss-Newton algorithm. The initial value of the coordinate was
obtained. If error above a threshold is present, the coordinates are transformed to new ones by
multiplying them with a transform function. After certain iterations if error still persisted, the
weightage of each error pertaining to each constraint was changed, and the process was repeated.
The algorithm was applied onto coordinates of the fuselage and the errors obtained between the
physical and theoretical model were within the required margin. This multi-objective
optimization mode which considers constraints performs better than the ones traditionally
employed in the field of posture adjustment.

2. John T. Wang et al identified the need to devise methods which determined the strength of
damaged composite fuselage panels, as the preexisting methods did not consider the geometrical
nonlinear effects and were tedious to use. The objective of their research was to ascertain the
effectiveness of the Resisitance-curve (R-curve) method to predict the residual strength of
damaged composite fuselage panels accounting for hoop, axial and pressure loads. The R-curve
constructed was used to test the nonlinear behavior and the residual strength of both flat and
curved composite cracked plates. indicated a significant increase in lift coupled with drag
reductions under medium to high lift coefficients, implying a net positive effect. The Reynolds
number influence showed unreliable results indicating a better integration of the mini-TEDs into
the wing structure was required for efficient functioning. Overall, the results showed great
promise for the mini-TEDs in improving the aerodynamic efficiency of future aircrafts to come.
3. Tung Wan et al analyses the change in performance of an aircraft due to heavy rain. Using a
new analytical system, Navier-Stokes equation was applied on every triangle generated by
modified Bowyer scheme grid generation. Cratering effect of the water layer is considered along
with the terminal velocity of the droplet and the air density. It was found that the lift coefficient
of an aircraft in rain was greater than that at normal times when the angle of attack was zero.
With the increase in angle of attack, the reverse occurred. The stall angle of attack decreased
because of downward force exerted by the droplet. Development of a water film was observed to
cause more aerodynamic degradation than the density of water in air or the velocity of the
droplet.
4.Pierluigi Della Vecchia et introduced a new method to evaluate lift characteristics of a
transport aircraft. Nasa 4. Blackwell method, where the horse shoe vortex is applied on straight
wing elements, was modified. This predicted wing stall characteristics of the flaps in active and
retracted condition. A method to compute effect of high lift devices was also established. A
maximum lift curve was also computed. The values of lift coefficient obtained for a clean
configuration using the new system when collated with those from CFD analysis show
discrepancy of less than 5%. The new system is thereby validated.

5.Huang Jiangtao et al propounded the use of neural networks for the aerodynamic
optimization of a supercritical wing, hence reducing the drag coefficient. An improvised Back
Propagating Neural Network algorithm was developed considering the Mach number. The neural
network using an unconventional learning approach generated a testing model akin to a CFD
model. The error detected between the CFD and the neural network was minimal. The optimized
aircraft wing in contrast with the original one resulted in weaker shock waves. The drag
coefficient had also considerably reduced.
 CHAPTER-03
DESIGN OF FUSELAGE AIRCRAFT

The design of Expressed in nature’s infinite subtleties, the Fuselage draws its inspiration
from the streamlined body of a bird or a fish, channelizing the flow of air around, enabling its
ease in flight. Spanning most of the aircrafts structure, it plays a crucial role in the ferrying of
people and cargo, simultaneously balancing the shears due to the empennage and wing structures
all in mid-air. Its structural integrity is often questioned by failures due to load or bad air during
maneuvers, causing instability which has led many to intensively explore and develop an ideal
fuselage. The behaviour of the fuselage is crucially determined by the structural integrity and
aerodynamic performance

Still, most passenger airplanes tend to have pressurized fuselages, reason of why there is so
much research going on in creating a fuselage that is bigger, better, faster.. One idea is to have
both fuselage and wing as one structure, but when one observes the different designs, its
obvious that the cylindrical elements are always basic
The objective of their research was to ascertain the effectiveness of the Resisitance-curve (R-curve) method to
predict the residual strength of damaged composite fuselage panels accounting for hoop, axial and pressure loads.
The R-curve constructed was used to test the nonlinear behavior and the residual strength of both flat and curved
composite cracked plates. All the results were validated with reference to data conducted using two different
methods called gradient method and virtual crack closure technique. In the end they concluded that the correlations
between the data sets were very similar and that the R-curve method could be used to determine
in a composite fuselage formed during the manufacturing process, can be fixed using a set of actuators without
critically damaging its structural integrity. A FEM of a composite fuselage with appropriate parameters along with
fuselage geometry, fixture structure and actuators design and positioning was constructed. This model is further
refined based on data collected from results of the same setup executed in real life so as to accurately mimic the
fabrication process. This is followed by failure test, stress/strain analysis and a dimensional control analysis. The
results showed that the actuators were capable of modifying the fuselage to the ideal shape with less than 1000
pounds of force without causing damage to the composite fuselage. In general, they concluded that their procedure
could be used to make corrections to deformed fuselage and requires more research to make the process more
efficient.
After designing model, next step to discretize the geometry into small elements so that the
analysis of the window cutout can be carried out accurately. The window Aircraft Fuselage
considered for the study is shown in ‘Figure 2’. An aircraft fuselage structure must be capable of
withstanding many types of loads, and stress concentrations near cutouts are of particular
concern. The main difference between curved and flat plates weakened by a hole and loaded with
internal pressure or uniform axial loads. The magnitude of these stresses relative to the applied
stresses depends not only on the shape of the hole and the plate width, but also on the geometry
of the shell The initial value of the coordinate was obtained. If error above a threshold is present, the coordinates
are transformed to new ones by multiplying them with a transform function. After certain iterations if error still
persisted, the weightage of each error pertaining to each constraint was changed, and the process was repeated. The
algorithm was applied onto coordinates of the fuselage and the errors obtained between the physical and theoretical
model were within the required margin. This
 CHAPTER 4

NOISE REDUCTION IN AIRCRAFT FUSELAGE

The present work focuses on the active reduction of aircraft interior noise by means of
smart lining (sidewall panel) modules. In general, the interior noise floor of jet-driven aircraft is
on an acceptable level. This, however, might change, if energy-efficient engines with open rotors
are used in combination (< 500 Hz). In this frequency range, passive sound insulation methods
are usually incompatible with the mass and volume restrictions of aircraft. The linings are
coupled to the fuselage and radiate sound into the cabin. They have large sound-emitting
surfaces and many passengers are sitting directly in front of them. Therefore, it is reasonable to
reduce the low-frequency sound emission of linings with active control. Furthermore, smart
linings could be used for secondary tasks like passenger announcements or noise masking.
Multiple unctionalities can be realized in parallel. This contribution describes recent
experimental research work on smart linings conducted in the DLR test aircraft Dornier Do728.
The Do728 provides a fully equipped cabin with a realistic acoustic environment. The external
acoustic excitation is realized with a loudspeaker array placed directly in front of the fuselage. A
synthesized counter-rotating open rotor (CROR) noise containing the first five harmonics (< 500
Hz) is used to emulate the acoustic fuselage excitation of a real CROR engine. Two smart lining
modules are driven in parallel, each with two inertial actuators and an independent adaptive
feedforward
control unit. Microphones are used as error sensors and for capturing the sound emission and
noise reduction capability of the smart linings. Mean sound pressure level reductions up to 10 dB
are achieved in the monitored area of the cabin. tuned actuator. A related approach for active
interior noise reduction uses active trim panels (linings) instead of actuated fuselage structures.
This method, which is also the focal point of this paper, has gained less attention by researchers
in the past. One reason might be the unsatisfactory performance of such systems eported by Lyle
and Silcox and by Tran and Mathur In the experimental work of Lyle and Silcox[

Outcomes of frequency

Frequency [Hz] 119.4 149.2 268.6 388.0 417.9

SPL fuselage [dB] 109 110 108 93 106
SPL cabin [dB] 69 72 62 48 62

Measured reverberation times T60 in the aircraft

Frequency [Hz] 125 160 200 250 315 400 500

T60 [s] 0.37 0.41 0.14 0.19 0.18 0.21 0.22
FUSELAGE DIAMETER CALCULATION:

For civil aircraft application, a = 100cm2

For military aircraft application, a = 80cm2

ESTIMATION MANEUVERING LOADS ACTING ON CONTROL

SURFACE:
Maneuvering velocity, Vm
Maneuvering load on elevator,
Positive pitching acceleration of elevator =
Negative pitching acceleration of elevator =
.2 CATIA DIAGRAM FOR FUSEAGE :
 CHAPTER-04

DESIGN OF AIRCRAFT LANDING GEAR

INTRODUCTION TO LANDING GEAR:

Aircraft landing gear supports the entire weight of an aircraft during landing and ground
operations. They are attached to primary structural members of the aircraft. The type of gear
depends on the aircraft design and its intended use. Most landing gear has wheels to facilitate
operation to and from hard surfaces, such as airport runways. Other gear feature skids for this
purpose, such as those found on helicopters, balloon gondolas, and in the tail area of some tail
dragger aircraft. Aircraft that operate to and from frozen lakes and snowy areas may be equipped
with landing gear that have skis. Aircraft that operate to and from the surface of water have
pontoon-type landing gear. Regardless of the type of landing gear utilized, shock absorbing
equipment, brakes, retraction mechanisms, controls, warning devices, cowling, fairings, and
structural members necessary to attach the gear to the aircraft are considered parts of the landing
gear system Numerous configurations of landing gear types can be found. Additionally,
combinations of two types of gear are common. Amphibious aircraft are designed with gear that
allows landings to be made on water or dry land.
 CHAPTER - 5
CONCLUSION

on the successful completion of the fuselage design the design and estimation of the
control surfaces is carried out and the maneuverability loads on the same is calculated for it. the
incremental advances made in the aviation department might seem miniscule individually, but in
the grand scheme of things, have had a revolutionary effect in aircraft fuselage design. new age
composite materials hold great promise in weight shedding of the fuselage, but problems in the
manufacturing process acts a roadblock towards incorporating them into aircraft body. great
strides were made to standardise the manufacturing process and tackle these challenges
Fuselage technologies are currently experiencing an interim period where only
incremental advances are being made without major design changes. Aircraft still religiously
stick to the metal semi-monocoque design as the fundamental structure of the fuselage. Radical
ideas like the blended wing concept are currently still in the design process in the commercial
context. Fuselage concepts which majorly alter their structuring to better suit performance and
aerodynamic efficiency are the future of the aircraft. Further studies are being conducted on self-
healing composite materials and ways to incorporate nanotechnology are currently being
devised.
 CHAPTER 6

REFERENCES
Books :
1 .Analysis of Aircrafts Structures – Bruhn
2. Aircrafts Structures for Engineering Students – T.H.G Megson
3. Aircrafts Structures – Perry
4. Airplane Design – Daniel Raymer
5. Fundamentals Of Aerodynamics – Anderson J D

Papers:

[1] Yuan Li, Li Zhang, Yanzhong Wang, An optimal method of posture adjustment in aircraft
fuselage joining assembly with engineering constraints, Chinese Journal of Aeronautics, Volume
30(6), Pages 2016-2023

[2] John T. Wang, Clarence C. Poe Jr, Damodar R. Ambur, David W. Sleight, Residual strength
prediction of damaged composite fuselage panel with R- curve method, Composites Science and
Technology, Volume 66, Pages 2557-2565

[3] Adrien Boullea, Martine Dubé ,Frédérick P. Gosselin, Parametric Study Of An Elliptical
Fuselage Made Of A Sandwich Composite Structure, Mechanics Research Communications,
Volume 69, Pages 129–135

Websites :
6. http://www.wikipedia.org/
7. http://www.docstoc.com/
8. http://www.flightsimaviation.com/