Aircraft design project 1

1. AIRCRAFTDESIGNPROJECT-I
Department of aeronautical
Satyam college of engineering and technology

2. ABSTRACT
• The main aim of this project is to design a “150-Seater passenger aircraft”.
The comparative studies of different passenger aircrafts and their
specifications are collected. The optimum values are obtained and graphs are
plotted. The weight estimation, lift & drag estimation, selection of engine,
airfoil, wing & landing gear will be completed.

3. INTRODUCTION
• At the instant time there are different types of aircrafts with latest
technology. Every year there is a great competition for making an aircraft
of having higher capacity of members inside the aircraft. So here in this
report, we intend to implant the differentiation among the aircrafts having
sitting capacity of 150 members. This report gives the different aspects of
specifications like wing specification, power plant specification and
performance specification.

4. SPECIFICATIONS :
Variants Units Boeing
737-300
Boeing
737-600
Boeing
737-700
Airbus
A319
E jet E195-
E2
Crew - 2 2 2 2 2
Passenger - 149 149 149 156 146
Length m 33.4 31.4 33.63 33.84 41.56
Height m 11.13 12.57 12.55 11.76 10.91
Wing span m 28.9 34.32 34.32 35.8 33.72
Wing area m2 91.04 124.60 124.60 122.4 103
Aspect ratio - 9.17 9.44 9.44 9.39 11.5
Sweep angle degree 25 25 25 25 25
Cruise speed kmph 796 838 834 830 833
Maximum
speed
kmph 876 871 871 871 876

5. Variants Units Boeing
737-300
Boeing
737-600
Boeing
737-700
Airbus A319 E jet
E195-E2
MTOW kg 62820 65544 70080 64000 61500
MLW kg 52550 54660 58060 61000 54000
OEW kg 32820 36378 37648 35700 40800
Range km 4176 5991 5570 4917 4158
Maximum
payload
kg 16890 14380 16500 17390 16150
Service
ceiling
m 11278 12500 12500 11900 12000
Fuel weight kg 16080 20817.6 20818.6 24152 14602.4
Engine X 2 - CFM563C1 CFM567B18 CFM567B20 CFM56-5B Pratt & Whitney
PW1919G
Thrust X 2 KN 98 98 116 120 102

6. GRAPHS :
870
871
872
873
874
875
876
877
790 800 810 820 830 840 850
MAXIMUM
SPEED
(KMPH)
CRUISE SPEED (KMPH)
GRAPH I
Cruise speed vs Maximum speed
Optimum Maximum speed = 871 kmph

7. Optimum Max Take of Weight = 63681 kg
Cruise speed vs Maximum Take of Weight
52000
53000
54000
55000
56000
57000
58000
59000
60000
61000
62000
790 800 810 820 830 840 850
MTOW
(KG)
CRUISE SPEED (KMPH)
GRAPH II

8. Optimum Max Landing Weight = 55573 kg
Cruise speed vs Maximum Landing Weight
52000
53000
54000
55000
56000
57000
58000
59000
60000
61000
62000
790 800 810 820 830 840 850
MLW
(KG)
CRUISE SPEED (KMPH)
GRAPH III

9. Optimum Operating Empty Weight = 37631.5 kg
Cruise speed vs Operating Empty Weight
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
790 800 810 820 830 840 850
OEW
(kg)
cruise speed (kmph)
GRAPH IV

10. Cruise speed vs Max payload
Optimum maximum payload = 16105 kg
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
790 800 810 820 830 840 850
max
payload
(kg)
cruise speed (kmph)
GRAPH V

11. Optimum data sheet:
Variants Units Optimum values
Cruise speed kmph 834
Maximum speed kmph 871
MTOW kg 63681
MLW kg 55573
OEW kg 37631.5
Maximum payload kg 16105
Length m 35.07

12. Variants Units Optimum values
Height m 12.56
Range km 5159
Service ceiling m 12225
Thrust KN 109
Wing span m 34.54
Wing area m 118.65
Aspect ratio - 9.94
Fuel weight kg 25929.1

13. WEIGHT ESTIMATION
FIRST WEIGHT ESTIMATION
The design take-off gross weight WO is the weight of the
airplane at the instant it begins its mission. It includes the weight of
all the fuel on board at the beginning of the flight.
W (Crew) + W (Payload)
WTO =
1- (W (Empty weight) + W (Fuel weight))

14. FUEL WEIGHT
Mission profile
5
6
4 7
1 2 3 8
Phase 1: The Engine starts warm-up Weight Ratio is W 1 / W 0
Phase 2: The Taxi Weight Ratio is W 2 / W 1
Phase 3: The Take-off Weight Ratio is W 3 / W 2
Phase 4: The Climb Weight Ratio is W 4 / W 3
Phase 7: The Descent weight Ratio is W 7 / W 6
Phase 8: The Landing Weight Ratio is W 8 / W 7
S .
No
Aircraft Engine
Start
Warm-up
Taxi Take-off Climb Decent Landing
1 Transport
Jets
0.990 0.995 0.995 0.980 0.990 0.992

15. The total weight ratio is,
(W 8 / W0) = (W1 / W 0)*(W 2 / W 1)*(W 3 / W 2)*(W 4 / W 3)*
(W5 / W 4)*(W 6 / W 5)*(W 7 /W6)*(W 8 / W 7)
(W 8 / W0) = 0.990*0.990*0.995*0.980*0.731*1*0.990*0.992
(W8 / W0) = 0.686
WF / W TO = 1.06*(1- W8 / W0)*1
= 1.06*(1-0.686)
WF / W TO = 0.3328

16. EMPTY WEIGHT
The formula is,
W E / W TO = A*WTOC*KS
= (0.97)*(83000)-0.06*1
W E / W TO = 0.492
637+13650
WTO =
1- (0.492+0.3328)
WTO = 81546.8 kg

17. POWERPLANT SELECTION
Engine
Name
Pratt &
Whiney
PW2000
Pratt &
Whitney
PW6000
CFM5
6-5A1
IAE V2500
– A1
IAE
V2522-
A5
Dry
weight
2177 2289 2270 2404 2404
Max thrust 105.93 106 111 110.31 102.48
Bypass
ratio
6:1 5.0:1 6.0:1 5.4:1 4.9:1
The selected power plant is CFM56-5A1
Fig. CFM56-5A1

18. AIROFOIL SELECTION
SELECTED AEROFOIL Fig 7.4 Airfoil NACA 664-221
The airfoil is the main aspect and is the heart of the
airplane. The airfoils affects the cruise speed landing
distance and take off, stall speed and handling qualities
and aerodynamic efficiency during the all phases of
flight.
The selected airfoil is NACA 664-221

19. LIFT ESTIMATION
Component of aerodynamic force generated on aircraft perpendicular to flight direction.
LIFT CALCULATION:
General Lift equation is given by,
Lift = (1/2) ρ V2SCL
Lift at cruise = 1699.349 KN
Lift at Landing = 1485.0214 KN
Fig. lift at different stages
Lift at take-off = 968.873 KN

20. DRAG ESTIMATION
Drag is the resolved component of the complete aerodynamic force which is parallel to the flight direction (or
relative oncoming airflow). It always acts to oppose the direction of motion. It is the undesirable component of the
aerodynamic force while lift is the desirable component.
CALCULATION
The general drag equation is given by,
D = (½) 𝜌 𝑉2 𝑆 CD
Drag at cruise = 30.992 KN
Drag at take-off = 17.7235 KN
Drag at Landing = 33.513 KN
Fig. Types of
drag

21. FUSELAGE AND LANDING GEAR SELECTION
FUSELAGE
The primary purpose of the fuselage is to
house the payload. In transport airplanes the
payload includes the passengers, their luggage
and cargo.
The selected fuselage is narrow body type fuselage.
LANDING GEAR
The purpose of landing gear is to move the
aircraft on ground. After take-off the landing gear is
retracted, before landing it is extended and locked into
position.
The selected landing gear is tricycle landing gear.

22. 3-VIEW DIAGRAM OF DESIGNED AIRCRAFT
TOP VIEW FRONT VIEW
SIDE VIEW

23. CONCLUSION
Design is a fine blend of science, presence of mind and the application of each one of them at the
appropriate time. Design of anything needs experience and an optimistic progress towards the ideal system.
The scientific society always look for the best product design .This involves a strong fundamental in science
and mathematics and their skill full application which is a tough job endowed upon the designer. We had put
enough hard work to the best of our knowledge for this design project. A design never gets completed in a
flutter sense but it is one further step towards the ideal system. But during the design of this passenger
aircraft we learnt about aeronautics and its implications when applied to an aircraft. Thus a conceptual
design of a 150seater passenger aircraft has been successfully done. The Aircraft is a twin engine
configuration. It uses two CFM56-5A1 engines which fulfills the power requirement. The wing is NACA
664-221 airfoil.

24. THANK YOU…