2. CONTENT
• I N T R O D U C T I O N
• T Y P E S O F T R A N S P O R TAT I O N A I R C R A F T
• R E S U LT S O F E X I S T I N G A I R C R A F T
• W H AT ’ S N E X T ?
• C O N C E P T
• A D VA N TA G E S
• B U S I N E S S M O D E L
2
3. 3
T R A N S P O R T A I R C R A F T
3
Transport aircraft is a broad category of aircraft that includes:
• Airliners, aircraft, usually large and most often operated by airlines,
intended for carrying multiple passengers or cargo in commercial
service
• Cargo aircraft or freighters, fixed-wing aircraft designed or converted for
the carriage of goods, rather than passengers, lacking in passenger
amenities and generally featuring one or more large doors for loading
cargo; also known as freight aircraft, freighters, airlifters, or cargo jets.
• Mail planes, airplanes used for carrying mail
• Military transport aircraft, airplanes or helicopters used to deliver troops,
weapons. and military equipment, usually outside of the commercial
flight routes in uncontrolled airspace and employed historically to
deliver airborne forces and tow military gliders; sometimes also called
military cargo aircraft.
• Military transport aircraft or military cargo aircraft are used to airlift
troops and military equipment to support military operations. Transport
aircraft can be used for both strategic and tactical missions and are
often diverted to civil emergency relief missions.
INTRODUCTION
4. 02
04
01
03
Derivatives of non-cargo aircraft
Many types can be converted from airliner to freighter by installing a
main deck cargo door with its control systems; upgrading floor beams for
cargo loads and replacing passenger equipment and furnishings with
new linings, ceilings, lighting, floors, drains and smoke detectors.
Specialized engineering teams rival Airbus and Boeing, giving the
aircraft another 15–20 years of life.
Joint civil-military cargo aircraft
One benefit of a combined development is that the development costs
would be shared by the civil and military sectors, and the number of
airplanes required by the military could be decreased by the number of
civil reserve airplanes purchased by air carriers and available to the
military in case of emergency. There are some possible drawbacks, as
the restrictions executed by joint development, the punishments that
would be suffered by both civil and military airplanes, and the difficulty in
discovering an organizational structure that authorizes their
compromise.
Dedicated civilian cargo aircraft
A dedicated commercial air freighter is an airplane which
has been designed from the beginning as a freighter, with no
restrictions caused by either passenger or military
requirements. Over the years, there has been a dispute
concerning the cost effectiveness of such an airplane, with
some cargo carriers stating that they could consistently earn
a profit if they had such an aircraft.
Unpiloted cargo aircraft
Rapid delivery demand and e-commerce growth
stimulate UAV freighters development for 2021.
TYPES OF TRANSPORTATION
AIRCRAFT
5. 5
Communication system-
• Two VHF-400 Trans-receivers(VHF
COM1/VHF COM 2 118.0 to 136.975
MHz)
• VHF Antennas
Audio Integrating system-
• Passenger Addressing
• COM/NAV/ADF/MKR/DME source
interface
Flight Control System
• Generic Primary Flight Control
• Generic Secondary Flight Control
• Yaw trim
• Pitch Trim
• Roll trim
Air Conditioning System-
Air Conditioning system can be
Implemented with the following:
• Pack Flow Control
• Pack Cooling system
• Recirculation
• Outflow Valve
• Air Distribution
Flap system
• Flap Drive Unit
• Flex shaft
• Flap Trim
• Canard
Fixed Canard for Aerodynamic Stall
warning system by a Pre-stall Buffet
(Dynamic aeroelastic flight test
pending approval).
6. 6
Fuel system
• Total Capacity 1597 LTS (421.9 US Gallons)
• Total Usable Fuel Capacity 1583(418.2 US Gallons)
• Four Rigid Interconnected Tanks-
• Valve controlled Interconnecting Duct
• Single Point Pressure Refuelling Adapter
• Float Valve
Prototyped Airframe Constraints-
• Number of engines-2
• Proposed Manufactured-PW Canada (PT6A-66)
• Rated HP-850
• Propeller Speed-2000
• Take off/Climb/Cruise-1800/2000
Powerplant Constraints-
• Free Turbine Reverse Flow 2-Shaft
• Compressor Stages-4 Axial Stages/ 1 Centrifugal Stage
• Turbine Stages-1 Stage Compressor/ 2 stage Power
• Combustion Chamber-Annular
7. 7
Propeller
• Number Of Propeller-2
• Propeller Manufacturer-Hartzell (Proposed)
• Blade Model-left (CW Rotating Inner Tip down) Right(CCW Rotating,
Inner Tip down)
• Number of blades-5
Hub Models
• Left(CW Rotating)-HC-E5N-3
• Right(CW Rotating)-HC-E5N-3L
• Propeller Diameter-85 inch
• Propeller Type-Hydraulically Operated Single Acting Constant speed
Full Feathering, Reversible
Airframe weight
• Take off empty wt-7,500 LBS
• Max Unit Load -4,230 LBS
8. 8
Max Weight
• Max Ramp Weight-11,600 LBS
• Max Take-off Weight-11,550 LBS
• Max Landing weight-10,945 LBS
• Max ZFW-9800 LBS
• Max WBC-350 LBS
Auto flight-
• Two Flight Guidance Computer
• Flight Guidance Panel
• 3 Primary Servos (Roll, Pitch, Yaw)
• Annunciator
• Aural Warning System-
• EFIS
• Adaptive Flight Display
• DCP
• CCP
• Two Air Data Computer Interface with Essential Avionics Bus
10. 10
FUNCTIONAL PROPERTIES OF CMS (CENTRALIZED MAINTENANCE SYSTEM)
The purpose of the Central Maintenance System (CMS) is to ease the maintenance
task by directly indicating, in the cockpit, the fault messages and allowing some
specific tests.
Two levels of maintenance are possible:
• At the line stop : Equipment removal/Installation
• At the main base: Troubleshooting
COMPONENTS:
• BITE of all Avionics systems
• Two fully redundant Centralised Maintenance Computers
• Three MCDU (Multipurpose Control Display Units)
• Aircraft Conditional Monitoring System (ACMS)
• Air traffic Service Unit
Generally, 1 CMC is energised with CMC 2 in stand by
GENERIC CMC OPERATIONAL MODES:
• Normal or reporting mode inflight
• Interactive or menu mode on Ground
11. 11
The outer wing panels can be folded, on the deck, thus reducing the horizontal
clearances normally required to permit stowage aboard carrier hangar decks.
This is accomplished hydraulically with 3,000-psi pressure from the combined
hydraulic system.
Wing-Fold System Operation.
The wing fold and automatic jury strut system uses power from the combined
hydraulic power system to operatehydraulic cylinders that spread, fold, lock
and unlock wing outer panels. The solenoid-operated selector valve controls
the flow of hydraulic fluid ro the system. The wing outer panels can be folded
and spread with the wing fold control lever, or with the manual over- ride
buttons on the wing fold selector valve, if hydraulic and electrical power are
applied to the aircraft. When the wing fold control lever is used, the wing fold
and automatic jury strut system are actuated. When the manual override
buttons are used, the wing fold and automatic jury strut system are also
actuated. Hydraulic and electrical power are required when the manual
override buttons are used to spread the wings; hydraulic power is required to
fold the wings. In an emergency, the wings can only be folded with hydraulic
power. The manual override buttons arc located on the right side of the aircraft
in the hydraulic combined system ground service panel.
WING-FOLD AND AUTOMATIC JURY STRUT SYSTEM
12. 12
nacelle to extend into view. After the mechanism is released and wing, folding is
selected, hydraulic pressure retracts the lock cylinders (four in each wing). Time
valves associated with each lock cylinder operate m series and, as the last lock
cylinder retracts, the valves direct fluid to the told side ul' the wing fold
cylinders and to the automatic jury struts. The outer wing panels fold about a
skewed-axis hinge fitting on the rear spar. and the jury struts extend from their
flush position on the bottom side of the wing. When fully folded, both wings
lock automatically to jury strut latch bars un the outboard vertical stabilizer.
Power (28-volts dc) is supplied from the LEFT TR BUS FDR NO. 5 and the WING
FOLD circuit breakers o the No. 4 air/ground safety relay. The relay is energized
only when the weight-on-wheels switch is activated. With the relay switch
energized, 28 volts dc is applied through the wing fold control lever to the wing
fold selector valve solenoid that was last selected by the wing fold control lever.
The weight of the aircraft must be on the main gear and the wing flaps must be
in 20o for the system to operate. A mechanical lock secures the hydraulically
operated lock cylinders when they are fully engaged with the wing lock fittings.
To initiate wing folding. the mechanism must be released by actuating the wing
lock lever. Movement of the lever also causes illuminated warning flags in the
upper portion of each engine.
13. 13
ELECTRIC AIRCRAFT POWER TRAIN-
Electric aircraft are invariably propeller driven by electric motors. Out
of several options available, only the power train only options from (i)
batteries, (ii) fuel cells and (iii) solar cells are given next. Electric
powered aircraft is currently limited to the technology level of power
supply (energy) sources. Battery technology has advanced to the point
when small recreational class of aircraft are getting ready to enter the
market in commercial scale. To move to the next level of larger aircraft
for business application, hybrid electric propulsion suits better. Electric
powered aircraft have arrived to stay and grow with a potential to
compete with conventional fossil fuel powered aircraft. Large aircraft
may have to wait more than a decade to make product viable to
compete in the market. Electric powered aircraft have many
advantages over conventional aircraft.
Battery Powered Aircraft Power Train-
The most prevalent type of power aircraft propulsion system is of the
lithium type and there several types. Others are nickel-cadmium
(NiCad) and nickel-metal hybrid (NiMH). All three types are
rechargeable.
14. 14
A cell stores electrical energy in chemical compounds and is stacked in batteries.
The stored energy in the compound can converted to mechanical work such as
driving a propeller. Some form of BMS is required to control the energy release
from the available energy stored. Its storage capacity is rated by the watt-hour
per kilogram (Wh/kg) and the power rating is by watts per kilogram (W/kg).
Battery powered system weight stays invariant (see later) from fully charged to
fully discharged state. It is emission free and has a low noise level emanating
from an aircraft/propeller reselected aerodynamic source. Current types of
lithium batteries do not adequately provide the energy required for practical
usage but are progressing towards generating some appeal to make them
marketable to a small extent. With the promise shown, these types of batteries
are undergoing intense development. There are several types of lithium
batteries. The prevailing ones are lithium-ion and lithium-polymer types, like
those used in the consumer market, giving, comparatively, the highest mass
specific power and energy. Cells are stacked in large sizes to give a mass specific
energy content of up to of 250Wh/kg. Batteries under development are
expected to yield an approximately 10% increase in mass specific energy. Other
types in developmental stages include the lithium-sulphur type offering several
times more mass-specific energy than the current ones.
15. 15
Fuel powered train-
Hydrogen is stored externally in a tank, acts as energy carrier and is not a fuel.
Oxygen can be harnessed from the atmosphere. Energy release in fuel cells is not
a combustion process. In fuel cells, hydrogen and oxygen react to generate
electrical energy. The emission is water and operates at a very low noise level,
mostly aerodynamic in origin. Naturally, like conventional aircraft, the system
weight decreases as the hydrogen fuel is consumed. It is an efficient process but
is complex and hence relatively heavy. Unlike batteries, aircraft range depends
on the hydrogen storage capacity. The hybrid electric propulsion system is a
coupled fossil fuel powered small engine driving a generator to keep a battery
charged; not only does it keep batteries charged to extend sortie time, but it also
serves for system redundancies. The system is well proven in automotive
industry and has been in production for more than a decade. HEA followed the
car’s success. It offers many advantages, for example, it must have a reliable
environment friendly operation at lower cost compared to internal combustion
engine powered aircraft. HEA offers the best of both the all-electric aircraft and
the piston engine aircraft. Currently, it is being considered for small recreational
aircraft usage and a few types have been manufactured.
16. 16
There is good future potential for larger aircraft and development programmes are gaining
ground. The current lithium types of batteries do not adequately provide energy required
for practical usage. The prevailing ones are the lithium-ion and lithium-polymer types,
similar to those used on the consumer market, giving comparatively highest mass specific
power and energy. Cells are stacked to large numbers to give mass specific energy content
of up to of 200Wh/kg. Therefore, with the typical specific power, it requires large stacking
of batteries to get longer sortie endurance. Current market appeal is restricted to small
recreational aircraft with sortie duration from 45 to 90min. With this energy storage
capacity limitation, a hybrid electric propulsion system presents a good compromise for
cleaner emissions and lower operating cost with a realistic future to perhaps be installed in
larger aircraft for longer endurance to cover a marketable range. There are three main
types of hybrid electric propulsion power train system. 1) The parallel hybrid electric
propulsion power train system with an electric motor powered by batteries and the
internal combustion engine is coupled through a clutch so the propeller can be driven by
either of them or in a shared mode. The size of each type depends on the degree of
hybridisation. 2) the series hybrid electric propulsion power train system where a propeller
is powered only by an electric motor and the electrical energy is supplied (i) independently
either by the batteries, by the internal combustion engine or by the battery or (ii) together.
In this case, an energy storage device is present in the form of capacitors (electric) or a
flywheel (mechanical). 3) The hybrid of the hybrid electric system, that is, the
series/parallel hybrid electric propulsion power train where the system has the option of
operating each system independently of the other, or as a hybrid engine with power
sharing to the extent as planned.
17. 17
Distributed Electric Propulsion (DEP)-
A distributed propulsion system has many advantages, especially for wing-
mounted propeller-driven aircraft. It covers more propeller slipstream blown
wing surfaces generating higher lift for the same aircraft speed without wing
mounted engines.
Electrical motor driven propellers are lighter, simpler, reliable, environmentally
friendly, easy to maintain and, as well cost effective, these present a new
concept of propulsion system by having a large
Conventional Aircraft Performance-
Electric aircraft are invariably propeller driven. Therefore, their parabolic drag
polar values are fairly accurate as expressed
CD = CDpmin + kCL2……………….where k = 1/(e𝜋AR).
For equilibrium steady level flight, Aircraft Drag, D = thrust required, Treq. and in
steady level flight, lift, L = aircraft weight,W.-Then drag in steady level flight can
be expressed in terms of aircraft design characteristic, (L/D) ratio that is, D = D ×
(W∕W) = D × (W∕L) Power required by the aircraft is expressed as Drag (D) ×
aircraft velocity (V) = DV = (THP)req (thrust HP required) (24.4)
(For battery powered aircraft Pac replaces the term THP to relate with the
battery power Pbat) In coefficient terms, substitute D = 0.5 𝜌V2SWCD =qSWCD
18. 18
into Equation (24.4)
(THP)req = V × D = (0.5 × ρ × V2 × SW × CD)V
= [0.5 × ρ × V2 × SW × (CDpmin + CL2k]V
= 0.5 × ρ × V3 × SW× (CDpmin) + k × 0.5 × ρ × V3 × SW × CL2
This is the same equation as Equation FF rate can then be expressed as FF = psfc
× (HP)reqd = psfc × (TP)reqd∕𝜂prop = psfc × DV∕𝜂prop
where ‘psfc’ is the power specific fuel consumption for a propeller-driven
aircraft.with Imperial units, fuel is consumed in lb. per hour per unit of HP
produced, that is, lb./HP/h.
Note that aircraft velocity, V =
√(W∕SW)(0.5 × ρ × CL) . In steady level flight (typically in cruise), L=W.
In terms of Imperial units, the derivation continues as follows.
FF = psfc × (HP)reqd = (psfc × (TV)∕(550 × ηprop) units in lb∕h (24.7)
In equilibrium flight thrust, T = drag, D = (WCD/CL).
On substituting in Equation (24.7)
FF = V × psfc × CD ×W500 × 𝜂propCL
= psfc × CD ×W500 × 𝜂prop × CL√(W∕SW)0.5 × 𝜌 × CL
19. 19
The Breguet range equation derived in Equation (15.42) for jet aircraft is given
here.
Rcruise =√2CL𝜌SW(1sfc × CD)∫WiWf(√dWW)
= 2√2CL𝜌SW(√Wi −√Wfsfc × CD)
Aircraft Range Equation
Typically, propeller driven battery powered electric aircraft range is short and
cruise is carried out at a constant
altitude (𝜌 constant) and constant speed (𝜂prop constant for the propeller).
During the sortie, the aircraft weight
power does not change, and the battery power is unaffected by changes in
altitudes but can be affected by the
temperature change, which is neglected in this introductory derivation. The range
equation is derived in a slightly different approach.
In electric aircraft terminology, using Equation and replacing THP with Pac,
Equation can be written as follows. Aircraft propulsive power delivered by the
propeller, Pac = V × D = V ×W ∕ (L ∕ D)
20. 20
GENERIC TURBOPROP AIRFRAME OPTIMIZATION PROCESS
• FUSELAGE GROUP
• WING GROUP
• EMPENNAGE GROUP
• NACELLE GROUP
FUSELAGE GROUP-
They should have a circular cross sectional fuselage which should include a nose cone
with constant midsection fuselage and tapered fuselage upsweep angle at the tail cone.
WING GROUP-
High or low wing configuration with structural wing box passing over the fuselage and the
external surface fairing for streamlining. This groups consists of wing, flaps, spoilers and tip
devices.
EMPENNAGE GROUP-
It should have a horizontal tail as a t-tail set at the top of the v-tail which consists of
horizontal/vertical stabilizer and elevator.
NACCELE GROUP-
Podded nacelles are under slung without a pylon housing a undercarriage.
UNDERCARRIAGE GROUP-
Undercarriage should be retracted in the nacelle pod.
27. ADVANTAGES
27
• H i g h S p e e d - I t i s t h e f a s t e s t m o d e o f t r a n s p o r t a n d t h e r e f o r e s u i t a b l e f o r c a r r i a g e o f g o o d s o v e r a
l o n g d i s t a n c e . I t r e q u i r e s l e s s t i m e .
• Q u i c k S e r v i c e - A i r t r a n s p o r t p r o v i d e s c o m f o r t a b l e , e f f i c i e n t a n d q u i c k t r a n s p o r t s e r v i c e s . I t i s
r e g a r d e d a s t h e b e s t m o d e o f t r a n s p o r t f o r t r a n s p o r t i n g p e r i s h a b l e g o o d s .
• N o I n f r a s t r u c t u r e I n v e s t m e n t - A i r t r a n s p o r t d o e s n o t g i v e e m p h a s i s o n c o n s t r u c t i o n o f t r a c k s l i k e
r a i l w a y s . A s n o c a p i t a l i n v e s t m e n t i n s u r f a c e t r a c k i s n e e d e d , i t i s a n e f f i c i e n t m o d e o f t r a n s p o r t a t i o n .
• E a s y A c c e s s - A i r t r a n s p o r t i s r e g a r d e d a s t h e o n l y m e a n s o f t r a n s p o r t i n t h o s e a r e a s w h i c h a r e n o t
e a s i l y a c c e s s i b l e t o o t h e r m o d e s o f t r a n s p o r t . I t i s t h e r e f o r e a c c e s s i b l e t o a l l a r e a s r e g a r d l e s s t h e
o b s t r u c t i o n o f l a n d .
• N o P h y s i c a l B a r r i e r - A i r t r a n s p o r t i s f r e e f r o m p h y s i c a l b a r r i e r s b e c a u s e i t f o l l o w s t h e s h o r t e s t a n d
d i r e c t r o u t e s w h e r e s e a s , m o u n t a i n s a n d f o r e s t s d o n o t o b s t r u c t .
• N a t i o n a l d e f e n s e - I t p l a y s a s i g n i f i c a n t r o l e i n t h e n a t i o n a l d e f e n s e o f t h e c o u n t r y b e c a u s e m o d e r n
w a r s a r e c o n d u c t e d w i t h t h e h e l p o f a e r o p l a n e s . A i r w a y s h a s a n u p p e r h a n d i n a d e s t r o y i n g t h e e n e m y i n
a s h o r t p e r i o d o f t i m e .
28. 28
MANUFACTURIN
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Good opportunity to
enter in whole aircraft
Manufacturing
MONOPOL
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Only we can supply this
aircraft into the market.
UPGRADE
Easy to maintain
and upgradation
GLOBAL
MARKET
Easy to capture global
market.
COST
Unique & low-cost LA
BUSINESS MODEL
29. THANK YOU
M r. A b h i s h e k S a m a n t
M r. C h e t a n N a n d a n e
M r. S a u ra b h N a n d a n e
+ 9 1 - 9 9 2 0 0 5 3 4 4 1
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+ 9 1 - 7 4 4 7 4 4 1 3 3 3
a e r o a b h i 1 2 3 4 @ g m a i l . c o m
c h e t a n n a n d a n e 0 0 9 @ g m a i l . c o m
s a u r a b h n a n d a n e 8 4 2 1 @ g m a i l . c o m
