CONTENTS:-

INTRODUCTION

DESCRIPTION OF PROTOTYPES

EQUATION OF AIRPLANE EXISTANCE

STATISTICAL DATA OF AIRPLANES

DESCRIPTION OF ENGINES

DETERMINATION OF PARAMETERS FOR NEW AIRPLANE

CONCLUSION

Introduction

We design a new passenger aircraft from six chosen aircrafts, and project its three views. The chosen aircrafts are short- range passengers of range between 1500km to 2500km. These have a capacity of carrying 65 - 95 passengers on board. Below we describe the brief description about all the prototypes. After choosing the mean value, we calculate the dimensions and parameters for our own aircraft. The prototypes are:

BAe 146-200

ATR - 72

Antonov 148

Antonov 74TK 300

ARJ 21-700

Kawasaki C1

BAe 146-200

The BAe 146 is a medium-sized commercial aircraft which was manufactured in the United Kingdom by British Aerospace (which later became part of BAE Systems).The BAe 146/Avro RJ is a high-wing cantilever monoplane with a T-tail. It has four turbofan jet engines mounted on pylons underneath the wings, and has retractable tricycle landing gear. The aircraft has very quiet operation, and has been marketed under the name Whisperjet. It sees wide usage at small citybased airports. In its primary role it serves as a regional jet, short-haul airliner or regional airliner. The aircraft have proven to be useful on "high density" regional and short-haul routes. In economy class, the aircraft can either be configured in a standard five-abreast layout or a highdensity 6-abreast layout, making it one of very few regional jets that can use a 6-abreast layout in economy class. The plane is also renowned for its relatively quiet operation, a positive feature

which won the hearts of many operators who wanted to fly in and out of noise stringent airports within cities. The aircraft is one of only a few types that can be used on flights to London City Airport, which has a unique steep approach and a short runway. The 146-300 is a further stretched derivative of the original short fuselage BAe-146-100, but unlike the midsize 200 series, was not developed until later in the 1980s. The first 146-300, an aerodynamic prototype based on the original prototype 146-100, flew for the first time on May 1 1987, with certification granted that September. Like the 146-200, a freighter version of the 300 series is known as the 146-300QT Quiet Trader. The prototype -300 was converted to 146301ARA configuration, an atmospheric research aircraft operated by the Facility for Airborne Atmospheric Measurements as a replacement for the previously operated Hercules W2. The last of the original 146s were built in 1993, with the series succeeded by the Avro 146-RJ family, described separately

ATR - 72

The ATR 72 is a twin-turboprop short-haul regional airliner built by the French-Italian aircraft manufacturer ATR. It seats up to 78 passengers in a single-class configuration and is operated by a two-pilot crew.Passengers are boarded using the rear door (which is rare for a passenger plane) as the front door is used to load cargo. Fin air ordered their ATR 72s with front passenger door so they could use the jet bridges at Helsinki-Vantaa airport. A tail stand must be installed when passengers are boarding or disembarking in the case the nose lifts off the ground, which is common if the aircraft is loaded or unloaded incorrectly.The ATR aircraft does not have an Auxiliary Power Unit (APU), but it has a propeller brake (referred to as "Hotel Mode") that stops the propeller on the #2 (right) engine, allowing the turbine to run and

provide air and power to the aircraft without the propeller spinning. This eliminates the need for the added weight and expense of an APU. The new ATR 42-600 and ATR 72-600 will feature the latest technological enhancements while building upon the well-known advantages of the current aircraft, namely its high efficiency, proven dispatch reliability, low fuel burn and operating cost. It will include the new PW127M as standard engine (new engines provide 5% additional thermodynamic power at takeoff, thus improving performance on short runways, in hot weather and on high altitude. The incorporation of the boost function enables use of this additional power as needed, only when called for by the takeoff conditions.), Glass Cockpit flight deck featuring five wide LCD screens that will replace the current EFIS (Electronic Flight instrument System). In addition, a multi-purpose computer (MPC) will further enhance Flight Safety and operational capabilities. The new avionics, to be supplied by Thales, will also provide CAT III and RNP capabilities. The -600 series ATR aircraft will be progressively introduced during the second half of 2010

Antonov 148

The Antonov An-148 (Ukrainian: -148) is a regional jet aircraft designed by the Ukrainian aircraft firm Antonov. In December 2006 the An-148 completed certification testing and on February 26, 2007 received its type certificate with the Motor Sich D-436-148 engines and AI-450-MS Auxiliary Power Unit, a variant of the -9 APU series [3], from the Interstate Aviation Committee Aviation Register (IAC AR). There are plans to certify this airplane according to Joint Aviation Authorities JAR-25 standards, as the existing certification have already been designed to meet the ICAO Ch. 4 (noise and environmental requirements) as well as the established Western European airworthiness rules. The An-148 aircraft is a high-wing monoplane with twin jet turbine engines mounted in pods under the wing. This arrangement protects the engines and wing structure against damage from foreign objects (FOD). A built-in auto-diagnosis system, auxiliary power unit, high reliability, as well as the wing configuration allow the An-148 to be used at poorly equipped airfields. Modern

flight and navigation equipment, multifunctional displays and a fly-by-wire system enable the An148 aircraft to operate day and night, under IFR and VFR weather conditions on high density air routes. The An-148 cockpit features five 15 cm by 20 cm (6" by 8") LCDs built by Russias Aviapribor and fly-by-wire flight controls (using technologies developed for the An-70 cargo transport). The main landing gear rotate into wells in the aircraft's belly, the legs being covered by partial doors the sides of the tires are exposed to the air in flight like in the Boeing 737.

Antonov 74TK- 300

The AN-74TK-300 airplanes were designed for operation on the routes where passengers are carried to destinations and freight is carried back, or where types of transportation vary cyclically. At Customer request a cockpit can be arranged either for a crew of four people. The aircraft inservice conversion allows to: improve profitability owing to higher utilisation rate and higher load factor in scheduled flights; reduce the airline's fleet and types of airplanes required; improve efficiency of charter, shift delivery and seasonal flights. At Customer request, the aircraft can be equipped with any interior, entertainment system, telecommunication and special-purpose equipment of the Customer choice. The aircraft allows transportation of up to 52 passengers or 10 tonnes of cargo. The aircraft can be converted from the passenger to cargo version or vice versa in any regular airport by the crewmembers within less than 2 hours. It is the only aircraft of this class in the world. Fitted along the passenger cabin walls are the folding passenger seats and foldable baggage bins with service panels. The forward part of the passenger cabin accommodates a flight attendant seat, a galley with an electric oven, boilers and other furnishings, a stationary toilet with the necessary set of

sanitary equipment. Four emergency exits are provided for emergency evacuation of passengers. Passengers enter and leave the airplane through the ramp door equipped with auxiliary hinged stairs. The rear fuselage compartment is fitted with baggage racks for hand luggage. The baggage compartment is separated from the passenger cabin by a rigid easily removable partition. The forward portion of the cargo hold is separated with a bulkhead serving as a barrier wall for protection of crew in case of emergency landing with cargo aboard. The aircraft is equipped with an airborne cargo handling device and a winch used for loading/unloading non-selfpropelled wheeled vehicles. The aircraft is serially produced at Kharkov State Aviation Manufacturing Company (KhSAMC, Kharkov, Ukraine) and PA Polyot (Omsk, Russian Federation). The AN-74TK-300 aircraft is powered with -36-4A turbofans. Principal differences between the AN-74TK-300 airplane and being operated AN-74TK-200 one are the following points: engines are mounted at the pylons under the wing; advanced avionics; new passenger equipment; compliance with current -25 (FAR-25 and JAR-25) Airworthiness Requirements and ICAO noise, environment, navigation and communication requirements.

ARJ 21-700

The COMAC (former: ACAC) ARJ21 Xiangfeng is a twin-engine regional airliner, and is the first passenger jet to be developed and indigenously produced by the People's Republic of China. This program is supported by 19 major European and US aerospace components suppliers, including General Electric (engine production), Honeywell (fly-by-wire system) and Rockwell Collins (avionics production). The ARJ21 is a key project, led by the government-controlled ACAC consortium, which began in March 2002 as part of China's "10th Five-Year Plan". The maiden flight of the ARJ21 was planned to take place in 2005 with formal handing over of the aircraft for use 18 months afterwards; however, the design work was delayed and the final trial production stage did not begin until June 2006.The first aircraft (serial number 101) was rolled out on 21 December 2007 with plans for a maiden flight in March 2008;however this was first delayed to September 21, 2008 and finally took place on 28 November 2008 at Shanghai's Dachang Airfield. It completed a

long distance test flight on 15 July 2009, flying from Shanghai to Xi'an in 2 hours 19 minutes, over a distance of 1,300 km. The second ARJ21 plane completed the same test flight from Shanghai to Xi'an on 24 August 2009.

Although ACAC refers to the ARJ21 as "designed by Chinese with completely independent intellectual property rights", it is being built using tooling which was originally provided by the McDonnell Douglas Corporation for license-production of the MD-90 in China. Consequently, it bears a strong resemblance to the DC-9 family of aircraft, with an identical cabin cross section, nose profile and tail. An all-new supercritical wing, which will have a sweepback of 25 degrees and be fitted with winglets to improve aerodynamic performance, has been designed by Ukraines Antonov.[11][12][13] Antonov Design Bureau also assisted project with geometrical determination and integral analysis of the construction strength of ARJ21.[11] In addition to the baseline and the stretched passenger models, ACAC has also proposed extended-range, freight, and business jet variants.

Kawasaki C1

The Kawasaki C-1 is a twin-engine short-range military transport, used by the Japan Air SelfDefense Force ((JASDF). Development on it began in 1966 as the JASDF sought to replace its aging, World War IIera C-46 Commandos, production in 1971, and it remains in use today. In 1966, the Japan Air Self-Defense Force transport fleet was composed primarily of Curtiss C-46 Commandos, a retired mid war American design built in large numbers before the end of World War II. While relatively capable for its time, the C-46 did not fare well in comparison to newer aircraft such as the Lockheed C-130 Hercules, and the JASDF therefore elected to replace it with a domestically-designed and -manufactured transport aircraft. For this purpose, they turned to the Nihon Aircraft Manufacturing Corporation, a consortium of several major corporations, which had begun to produce commercially its YS-11 airliner four years earlier. NAMC decided that Kawasaki Heavy Industries was to be the prime contractor, and

the airplane thus bears that company's name. The aircraft has been used as military transport for the JASDF since its maiden flight in November 1970. Japanese policies at the time on military equipment were strict in that they were not to have offensive capabilities, and so the maximum range was cut in order to keep the aircraft's operational range inside Japan. This proved to be a problem after Okinawa was returned to Japan from the US, and the aircraft had trouble reaching the island from distant areas. Thus production was terminated and the C-130 was introduced.

THE EQUATION OF THE AIRPLANE EXISTENCE

For the analysis and comparative estimation of various constructive decisions it is possible to use the formula for determination of airplane take-off mass m0=mk+ mPP+ mF +mEQ + mC+ mCR Where m0-take off mass of airplane; mk -mass of airplane structure; mPP -mass of power plant; mF-mass fuel; mEQ -mass of equipment; mC -Mass of useful load(cargo) mCR-mass of crew(generally mass of service load ).This equation is called the equation of mass balance If all members of this equations to divide into mo, then we receive, 1= mk+ mPP+ mF +mEQ + mC+ mCR This equation is called the equation of airplane existence. It connects the mass units and parts with the general airplane take-off mass and through them-all properties of the air plane which are provided with these masses. At given level of aeronautical engineering development the quantitative increase of any property of the airplane results in increase in mass ratio which provides this property. But as the sum of mass ratio is equal to unit, then the increase of one of them can be received only due to reduction of any other (provides that any take -off mass m0=const).Hence, if to increase any airplane characteristic c it is necessary to reduce another ones. It is not made that the sum of mass ratio will be more than unit. It testifies that at given level of aerospace science and engineering development the airplane with such set of characteristics cannot be constructed. If to remove restrictions m0=const ,then change of airplane characteristics can be received by not only redistribution of mass, but also change the take-off mass. From the given analysis of the airplane existence equation: for given level aerospace engineering development values of airplane parameters and characteristics are cannot be any. Quantitative changes of some parameters and characteristics are curtained to occur by changing parameters of others or by changing take-off mass. The complex set of their values should satisfy the equation of airplane existence.

DETERMINATION OF THE AIRPLANE PARAMETERS IN ZERO APPROXIMATION

TACTICAL-TECHINICAL REQUIREMENTS Now, on the basis of arms through only initial, but nevertheless some knowledge in the field of aerospace engineering .Lets become the main designers for a while. First we shall determine .whether it is possible to construct in general on the basis of a modern level of aerospace engineering development new airplane on the basis of preliminary tactical-technical requirements (TTR) submitted by the customer .If it is possible. We shall determine parameters of the airplane even not in the first approximation, but only zero one. Usually for passenger airplanes number of passengers and range of flight are established. Also the types of engine are piston, turboprop, and turbojet. For transport airplanes mass of a cargo and also range are established. For maneuverable airplane, speed, mass of flight load. Radius of action, ceiling are established. Calculation in zero approximation is based on use of the statistical data for parameters and characteristics of already constructed airplanes of similar class. In this case calculation consists of such stage: Gathering and processing statistical data (flight, mass, geometrical characteristics) and powerplant parameters of airplane analogues, such as determination of take off mass for the projected airplane, determination of engine parameters, and determination of the basic geometrical sizes for airplane units. Performance of drawings of general views for the airplane and its units, and determination of load-carrying structure for the basic airplane units are done.

GATHERING AND PROCESSING STATISTICAL DATA

The analysis of statistical material enables to add and specify TTR to the designed airplane, to choose its configuration in this case it is necessary to use the data of the airplanes being similar protected one and having close flight performance and conditions of operations. It is possible to include only airplane with the specified type of engines in statistical data. These data are placed The flight data: V max Hv max VCR -

Maximum flight speed Flight altitude at maximum speed Cruising flight speed

H CR VL VTO VY HSC L LP LTO LL

Cruising flight altitude Landing speed Take off speed Vertical speed Absolute ceiling: Flight range Take-off ground run Take off distance Landing ground run

The mass data: m0 Take-off mass of the airplane Maximum take off mass of the airplane Landing mass of the airplane Mass of empty airplane Mass of the equipment. Mass of a structure Mass of payload Number of passengers Mass of fuel

m0 max mL mEM mEQ mK mC npass mF -

The data of a power-plant: nEN Number of engines Total trust of engine; Mass of engine; Starting value of specific fuel consumption/ hour at H=0, V=0 C PH= V Value of specific fuel consumption/ hour at altitude H and Flight speed V.

P0 (N0) mEN CPO -

The geometrical data of units Sw L C (CTR) DF SEL-SEL/S SHS=SHS/S SVS=SVS/S P0 t0 EN KC _ Wing area; Wing span; Wing sweep angle; Wing aspect ratio; Wing thickness ratio in root (tip) section; Wing taper; Fuselage diameter; Fuselage fineness ratio; Relative area of ailerons; Relative area of horizontal tail unit; Relative area of vertical tail unit; Wing loading at take-off: N/m2 (or dN/m2); Starting thrust to weight ratio, N/kg (or H.P/kg or kW/kg); Specific mass of engine, kg/N(kg/dN) Factor or useful load.

Derivative parameters can be designed by the following formulae:

P0 =

t0 =

EN =

KC =

If on the airplane piston or turbo-prop engines are mounted instead of size P0 it necessary to take engine power No (in horse powers or watts). Statistical materials are taken from the literature, description of airplanes, reference books, handbooks of airplanes, etc For each airplane given of general views of airplanes, it is necessary to have the circuit of its general view in three projections. According to circuits views of airplanes it is also necessary to determine such sizes (average values);

S WF = SWF/S Where S WF - wing area occupied by fuselage; SWLD = SWLD/S Where S WLD is the wing area occupied by lift devices. The development cycle of the tactical technical requirements is carried out on the basis of the analysis for statistical materials. It consists of addition of given TTR for the projected airplanes.

Statistical data of Airplanes - analogues

Table 1

No. Name of Airplane

1
BAe 146200

2
Kawasaki C1

3
Antonov 148

4
Antonov 74TK 300

5
ARJ 21-700

6
ATR - 72 580 8050 511 7600 5280 22000 21850 72 9600
P&W 127F
turboprop

Flight Data Vmax ( km/h) Hv max (km/h) VCR (km/h) HCR (km/h) VTO Range ,L(km) LTO ( m) LL( m) m0 Kg mL Kg npass mF Kg
Name 820 9700 742 9100 170 2400 1220 1000 38100 19730 93 10320
ALF 502R-5

806 10100 709 9990 250 1400 840 600 38700 88 12200
Pratt & Whitney JT8D-M-9

880 12500 870 10100 230 2100 700 500

815 10100 750 10000 235 2600 660 600 37500 19400 55 12950

845.3 12455 833.5 10670 2220 1472 1436 37645 24410 80 10386
CF-34 10A

Mass Data
36400 22080 80 11660

Data of Power Plants

Progress D-36 4A D-436-148 series

Po (No), KN mEN kg n EN CPH SW (m2) LW (m) LF (m) DF (m) F SHS (m2) Svs, (m2) p0 (Kg / m ) t0
2

31.6

65.7

67.3

63.8

80

2750 SHP

Geometrical Data
77.5 26.19 18 8.5 3.15 26.2 3.56 8.56 120 30.6 19 7.8 3 29 4.2 7.5 87 28.9 27 9.2 4.1 26.2 3.35 7.82 99 31.2 16 10.3 3.1 28.1 3.1 9.05 3.9 25 3.145 10.11 10.2 25.8 79.86 27.45 25 12 61.5 27.55

Derivative Parameters
506 .26 314.8 .25 380 .36 372 .31 473.17 .292 360 .309

CHOICE AND SUBSTANTIATION OF THE AIRPLANE CONFIGURATION This stage is actively provided a choice of the form and a relative position of wing, fuselage, and tail unit. type and number of engines, their arrangements for projected airplane ,type of the landing gear, determination of some geometrical parameters of wing, fuselage, tail unit by results of processing the collected statistical data of given airplanes. As criterion of estimating (criterion function) majority of airplanes their take-off mass is taken, and as restriction the performance which are set in TTR. In this case it is necessary to achieve extreme value of criterion of estimating the airplane. i.e. the best version of the airplane configuration will be the version with the least take-off mass, all other things being equal. At this stage it is necessary to determine wing platform (trapezoidal, swept, delta); Wing and fuselage relative position (high wing monoplane, mid wing monoplane. Low wing monoplane); Type of tail unit(conventional, T-shaped, all-moving); Type of landing gear(with rear auxiliary support

with nose support, bicycle); Type and number of engines and their arrangement on the airplane(In fuselage, On wing, Under wing etc. Then according to statistical data it is necessary to determine and write down the basic geometrical parameters of the airplane in Tab .2 Table 2

8.7

150

3.05

0.1

FL
0.15

FL
250/500

AL
0.02

F
8

DF
3.7

HS
0.235

VS
0.21

HS
4.95

vs
1.15

HS
330

vs
380

HS
0.06

VS

HS
2.5

VS
1.5

0.09

Tail unit :The relative area of horizontal surface SHS, the relative area of vertical surface SVS, aspect ratio of horizontal surface HS, sweep angle of horizontal surface HS sweep angle of vertical surface VS, Airfoil thickness ratio of horizontal surface cHS, airfoil thickness ratio of vertical surface cVS , taper ratio of horizontal surface HS, taper ratio of vertical surface VS Then it is possible to start determination of the airplane take-off mass in zero approximation.

DETERMINATION OF THE AIRPLANE TAKE-OFF MASS Take-off mass of the airplane for zero approximation is determined by the formula (2) received from the equation of mass ratio with using statically data we shall cite in somewhat different kind,

m0 1 mk mpp meq mf

mcr mc

Where,

m0

take-off mass of the airplane in zero approximation;

mc mCR k pp EQ F

mass of cargo(pay load) mass of crew mass ratio of the airplane structure mass ratio of power plant mass ratio of the equipment mass ratio of fuel

Mass of cargo mc for transport and military airplanes in the tactical-technical requirements (TTR) is established. Mass of a cargo for passenger airplanes is determined by provided that the mass of one passenger with luggage is 90 kg. There for mass o a cargo for the passenger airplane is determined by such equation mc = 90nPAS Where nPAS - the number of passengers what is established in TTR = 90 x 90 = 8100 Kg Mass of crew mCR is determined provided that the average mass of each crew member is 80 kg and is calculated by the equation mCR = 80 nCR nCR = 4 =80 x 4 = 320 Kg

From table we get,

k pp EQ

= = =

0.29 0.13 0.12

Mass of the fuel a = 0.06, b = 0.07,

a+b VCR = 700 KM/h

L = 2500 KM, F = 0.06+0.07 = 0.31

There for

m0

= = 55636 Kg

Now, values of units mass are found by the formula

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

mk = k x mo
= .29 x 55636 = 16,134.4 Kg mp = p x m o = .13 x 83819 = 7232.69 Kg mEQ = EQ x mo = .12 x 55636 = 6676.32 Kg

mF = F x m o = .31 x 55636 = 17,247.3 Kg

Now we have the Take- off mass = 55.6 tonnes, So,

mk = 16,134.4 Kg

mi = I x mk

mW = .391 x 16,134.4 = 6308.4 Kg mFUS = .357 x 16,134.4 = 5759.8 Kg mTU = .071 x 16,134.4 = 1145.5 Kg mLG = .181 x 16,134.4

= 2920.3Kg

mO

mC

mCR

mF

mPP

mEQ mW, Kg

mK, Kg mF, Kg mTU, Kg mLG, Kg

55636

8100

320

17247.3 7232.69 6676.32

6308.4

5759.8

1145.5

2920.3

16134.4

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

Now Therefore, PO

tO = .26 = tO x g x mO

= .26 x 9.8 x 55636 = 141.8 KN PO 1 = 141.8 / 2 = 70.9 KN

ENGINES
CF34 10A

The CF34 engine is a derivative of combat proven TF34 military engine, which powers US Air Force A-10 and US Navy S-3 Viking, intended for regional jet aircraft. It has an outstanding reliability, durability and availability specially suited to high frequency routes. Moreover, the engine is considered environmentally safe due to its low noise and smoke emissions. These characteristics make CF34 the engine of choice for 50 to 100 passengers regional jets. Key design features are: a wide-chord fan for higher thrust and high tolerance to foreign object damage, 3D aerodynamic design airfoils in the high-pressure compressor providing better fuel burn and higher exhaust gas temperature margins, a highly durable single annular lowemissions combustor, and a single-stage high-pressure turbine for lower operating cost.

On March 9, 2005, CF34-10E, rated at 18,500-lb, was awarded engine type certification by the US FAA paving the way for Embraer 190 certification and entering service with JetBlue Airways in the third quarter of 2005.
Specifications
Dimensions: Diameter - 1,450mm, Weights:

Length 2.3 m

Max Weight 1,678 kg (3,699 lb) Thrust 18,500 lb (8,392 kg)

Engine/s Performance:

Determination of Geometrical Parameters For Airplane Units

Determination of Wing Parameters

The wing area is found from an equation S = mO x g / 10 PO PO = 440.9 Kg/m2 = 55636 x 9.8 / 10 x 440.9 = 123.66 m2

Wing Span L= = = 32.8 m = 8.7

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

=
= 5.6 m

bk = b0 /
= 5.6 / 2.88 = 1.94 m Now the wing Mean Aerodynamic Chord,

= 4.06 m The coordinates for the MAC of wing

= 6.87m

tang LE = tang + = 0.2867

= 1.97 m

Calculations of Tail Unit Parameters

Horizontal Stabilizer

SHS = HS x S =0.235 x 123.66 = 29.1 m2

HS = 0.235
= 330 = 4.95 = 2.5 LHS = 12m

Chord of the Horizontal Stabilizer

b0 HS b0 HS
= 3.46 m

Root chord of Horizontal Stabilizer. bk HS = b0 HS / HS = 1.32 m Mean aerodynamic chord of the Horizontal Stabilizer.

= 2.55 m

The coordinates for the MAC of Horizontal Stabilizer

= 2.55 m tang LE HS = tang LE HS = tang HS + tang 330 + =0.627

= 1.61 m Vertical Stabilizer

SVS = VS x S =0.17 x 123.66 = 25.90 m2

= 0.21 = 380 = 1.15 = 1.5 LVS = 5.5 m

Root chord of vertical tail

=5.65 m

bk vs

= b0 vs / vs
= 3.75 m

Mean aerodynamic chord of the Vertical Stabilizer

S b vS

b0 vS

2vS vS 1 vS vS 1 1 1 = 4.75 m

The coordinates for the MAC of Vertical Stabilizer

= 2.5 m

tang

LE

vs = tang 380 + =0.84

= 2.1 m

Fuselage Parameters
LF = F DF

Where DF , is diameter of the fuselage (F) is aspect ratio of the fuselage it varies with aircrafts. It is obtained from statistic data. F = 8 DF = 3.7 m LF = 3.7 x 8 =29.6m Length of the Nose

LN = N DF
Where is (N) the aspect ratio of the nose

N = 1.7
LN = 1.8 X 3.7 = 6.7 m Length of the Tail

LT = T DF
Where T is the aspect ratio of the tail part

LT = 2.8 3.7 = 10.4 m

Determination of Position of Centre of Mass for the Airplane

L HS

Arm shoulder of Horizontal Tail Unit Distance from nose part of MAC to centre of mass.

Xm

L HS = 3.68 x bA

= 3.68 x 4 = 14.7 m

Xm = 0.3 x bA = 1.2 m

Landing Gear Parameters

There are the following parameters for three-strut landing gear: b B e centre of mass and the axis of main wheel. Angle of offset for main struts Angle of overturning (angle of touchdown of a fuselage tail section with runway surface. H h The height of Centre of Mass Height of Landing Gear b= 0.45 x LF = .45 x 29.9 = 13.5 m Wheel base Wheel track Offset distance between vertical line passing through the

B = 5m

a = 0.94 b = 0.94 x 13.5 = 12.69 m

e = 0.076 x b = 0.076 x 12.69

= 0.97 m Now we have

= + 80

Where () is the angle of touchdown of the fuselage = max + W - max is the maximum landing angle depends on the wing stalling angle W . is static ground parking angle and in zero approximation it will be zero.

= 100
Now,

= + 80 = 100+ 80 = 180
H = e / tan = 0.97 / tan 180 =3m h = H DF / 2 = 3 1.9 = 1.1 m

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

Bibliography
M.N FEDOTOV. General arrangements of airplanes the summary of lectures- National Aerospace University,2006-245 p M.N FEDOTOV. General arrangements of airplanes part 3- National Aerospace University,2006-52 p www.wikipedia.com www.airliners.web