U7AEB36-AIRCRAFT DESIGN PROJECT-II

MULTIROLE FIGHTER AIRCRAFT

A PROJECT REPORT
Submitted By
COUTINHO VARNEY PLATO

13UEAE0018

K.ELUMALAI

13UEAE0021

S.GURUPRASAATH

13UEAE0026

D.DALJIT MAJIL

13UEAE0501

In partial fulfillment for the award of the degree

Of
BACHELOR OF TECHNOLOGY
IN
AERONAUTICAL ENGINEERING

VEL TECH DR.RR & DR.SR TECHNICAL UNIVERSITY

CHENNAI-6000062

DECEMBER 2016

Bonafide Certificate
This is to certify that the project work entitled Multirole Fighter Aircraft in partial fulfillment of the
requirement of the award of Degree of Bachelor of Technology in Aeronautical Engineering of Vel Tech Dr.
RR & Dr. SR Technical University, Chennai 600 062, is an authentic work carried out by Coutinho Varney
Plato (Reg. No. 13UEAE0018), K.Elumalai (Reg. No. 13UEAE0021), S.Guruprasaath (Reg. No.
13UEAE0026) and D.Daljit Majil (Reg. No 13UEAE0501) under our supervisions and guidance.
To the best of my knowledge, the matter embodied in the project report has not been submitted to any other
University/Institute for the award of any Degree or Diploma

R.Jaganraj

Kannan.G

Head of the Department,

Assistant Professor,

Dept of Aeronautical Engineering

Dept of Aeronautical Engineering

Vel Tech Dr RR & Dr SR

Vel Tech Dr RR & Dr SR

Technical University, Avadi,

Technical University, Avadi,

Chennai 600 062

Chennai 600 062

Certificate of Evaluation

University: Vel Tech Dr. RR & Dr.SR Technical University

Branch : Aeronautical Engineering
Semester: VII

S.No VTU NO

REG. NO

NAME

1.

4180

13UEAE0018

COUTINHO VARNEY PLATO

2.

4364

13UEAE0021

K.ELUMALAI

PROJECT TITLE

MULTIROLE
FIGHER

3.

4094

13UEAE0026

S.GURUPRASAATH

4.

5726

13UEAE0501

D.DALJIT MAJIL

AIRCARFT

PROJECT
GUIDE
G.KANNAN,
ASST.
PROFESSOR,
DEPT. OF
AERONAUTI
CAL ENGIG

The report of the project work submitted by the above student in partial fulfillment for the award
of Degree of Bachelor of Technology in Aeronautical Engineering of Vel Tech Dr. RR &
Dr. SR Technical University was evaluated and confirmed to be the report of the work done by
the above student.
This project report was submitted for VIVA VOICE held on . . . . . . . . . . . . . . . . ..
at VEL TECH Dr. RR & Dr. SR TECHNICAL UNIVERSITY, AVADI.

Internal Examiner

External examiner

Date

ACKNOWLEDGEMENT

First of all I would like to express my deepest gratitude to VEL TECH Dr. RR & Dr. SR
TECHNICAL UNIVERSITY for giving me this tremendous opportunity.
I would like to express gratitude to Founder- President Prof Dr R Rangarajan B.E (Elec.), B.E
(Mech.) M.S (Auto), D.Sc. for giving me the opportunity to be the part of this Institution.
I would like to acknowledge Founder-Vice President and our Chancellor Dr.Sagunthala
Rangarajan (MBBS) for her support. I would further like to express my gratitude to
Chairperson and Managing Trustee
Dr.Rangarajan Mahalakshmi K.B.E (IE) M.B.A (UK) Ph.D. I would also like to express my
deepest thanks to Vice President Mr. K.V.D Kishore Kumar.
I would further like to thank our Vice- Chancellor Dr.Beela Satynarayan B.E (Mech.),
M.E (MD), M.E (IE) M. Tech (CSE), Ph.D. (IIT Delhi)
I would like to express my gratitude to our Registrar Dr.E.Kannan M.E, Ph.D.,
PGDSM (Hons.)
I would like to thank Dr.A.T.Ravichandran Ph.D. Dean School of Mechanical for his
Constant support.
I would also like to express my deepest gratitude to Mr.R.JAGANRAJ Head of the
Department (Aeronautical Department) for his valuable suggestions.
Finally I would like to express my deepest gratitude to Mr.G.KANNAN Asst. Professor for
helping me throughout the project and sharing his valuable knowledge.

CONTENTS
INTRODUCTION
ABSTRACT
LIST OF SYMBOLS
LIST OF TABLES
LIST OF GRAPHS
LIST OF FIGURES
1. REQUIRED DATA FROM ADP-1
2. V-N DIAGRAM
2.1 INTODUCTION
2.2 LOAD FACTOR
3. GUST ENVELOPE
4. CRITICAL PERFORMANCE PARAMETERS
4.1 CRUISING FLIGHT PERFORMANCE
4.2 TAKEOFF PERFORMANCE
4.3 LANDING PERFORMANCE
4.4 GROUND ROLL
5. COMBINED V-N DIAGRAM (OR) FLIGHT ENVELOPE
6. WING LOAD DISTRIBUTION
6.1 WING DESCRIPTION
6.2 LINEAR LIFT DISTRIBUTION
6.3 ELLIPTIC LIFT DISTRIBUTION
6.4 SCHRENKS CURVE
6.5 LOAD ESTIMATION ON WINGS
6.6 FUEL WEIGHT
6.7 REACTION AND BENDING MOMENT CALCULATION
6.8 SHEAR FORCE
6.9 BENDING MOMENT
7. CG CALCULATION
8. MATERIAL SELECTION
8.1 DESCRIPTION
8.2 WOOD
8.3 ALUMINIUM ALLOY
8.4 EXTRUDED ALUMINIUM ALLOYS
8.5 STEEL
8.6 COMPOSITE MATERIALS
8.7 HEAVY AIRCRAFT RAW MATERIALS
9. WING DESIGN
9.1INTRODUCTION
9.2 AIRFOIL SELECTION
9.3 WING SLECTION
10. FUSELAGE DESIGN
11. DETAILED STRUCTURAL LAYOUT
11.1 FUNCTIONS OF THE STRUCTURE
11.2 WING STRUCTURAL LAYOUT
11.3 BASIC FUNCTIONS OF WING STRUCTURAL MEMBERS
11.4 FUSELAGE STRUCTURE
11.5 FUSELAGE LAYOUT CONCEPTS

1
3
3
5
6
10
10
12
13
14
15
16
16
16
18
20
21
23
25
26
27
29
31
31
31
32
32
32
33
33
34
34
34
39
42
46
46
46
47
48
48

12. THREE-VIEW DIAGRAM

13. CONCLUSION
REFERENCES

50
52

INTRODUCTION
Project Aim:Main Objective of the Project is to design a Multi role fighter Aircraft that can perform different roles in
combat. A term Multirole means for Aircraft designed for complete different tasks with same Airframe. Main
motivation of Multirole fighter is to reduce the cost by using a Common airframe for different tasks. Multirole
fighter aircraft will have tasks such as Aerial reconnaissance, Forward Air Control and Electronic Warfare
Aircraft. Attack missions include the subtypes air interdiction, suppression of enemy air defense (SEAD), and
close air support (CAS).It also have a capability of STOL(Short Range Takeoff and Landing) because of which
Aircraft needs Shorter length of Runway.

Present Fighters:Fighter Aircrafts are the aircrafts used only for the defense purpose of the country. There are different
types of fighter aircrafts depending on the mission to accomplish some of them are Interceptor, Bomber,
Dogfight, reconnaissance etc. The present time fighters are of 4th, 4.5th and 5th generation fighter Aircrafts. The
Specialty of them is Stealth, Super cruise, STOL, Multirole etc. The fifth generation fighters are completely
stealth fighters capable of operating at different atmospheric condition. Even though there are no bombers in the
fifth generation the multirole fighters it acts as a bomber. The stealth Aircraft is an ideal Aircraft for
reconnaissance. Some of the Fifth generation planes are F-35 lightening, F-22 Raptor, Su-30 etc. F-35
lightening is a VTOL aircraft with stealthy body whereas F-22 Raptor is a STOL aircraft with both stealth body
and stealth coatings. The Stealth coating (radiation Absorbing paints makes the aircrafts Maintenance charge
more than anyone else of its kind.

Abstract
The Current scenario in Aerial Combat requires an Aircraft that can perform multirole tasks to
complete various missions with same airframe. The report summarizes the design of an aircraft
with its design parameters and design considerations. The design includes the blend wing
stealth technology which can perform multiple roles with greater flexibility. Aircraft is designed
with a capability of carrying payload up to 8000kg that includes missile ( Air to Air & Air to
ground), Bombs, Guns etc. The Huge amount of thrust allows the aircraft to attain STOL along
TVC and Reach the cruise altitude in minimum time. The design has fully variable inlet and
Nozzle for good performance of the engine at various speeds.

LIST OF SYMBOLS
AR

Aspect ratio

Span

Chord

CG

Centre of Gravity

CD

Coefficient of Drag

CL

Coefficient of Lift

Drag

Lift

Mach Number

Range

Surface are of wing

Thrust

Velocity

Weight

Sg

Takeoff Distance

Power

LIST OF TABLES
Table.1.1 Details weight from ADP-I

Table 1.2 Required Parameters from ADP-I

Table 2.1. Load factor for various types of aircraft

Table.6.1 Loads Simplified as Point loads

25

LIST OF GRAPHS
Graph.2.1 V-n Diagram

Graph 3.1 Gust Load

Grapph 5.1 Combined v-n diagram

15

Graph 6.1 Linear Variation of lift along wing semi span

17

Graph6.2 Elliptic Variation of lift along wing semi span

19

Graph.6.3 Load distribution on wing

20

Graph.6.4 Self weight distribution on wing

22

Graph6.5 Fuel Distribution

24

Graph 6.6 Overall Weight Distribution

25

Graph 6.7 Shear Force on Wing

27

Graph 6.8Bending Moment on Wing

28

LIST OF FIGURES
Fig 1.1 NACA 64A204 AIRFOIL

Fig 3.1 Gust in Aircraft

Fig.6.1 Slope of Fuel Weight

23

Fig 9.1 NACA 64A204 AIRFOIL

34

Fig.11.1 Structural components of Wing

46

1. REQUIRED DATA FROM ADP-I

This aircraft design project-2 is basically a continuation of aircraft design project-1. In design project-1 the
following were done,

Mission specifications
Weight estimation
Engine selection
Airfoil selection
Drag estimation
Performance analysis

In aircraft design project-2 taking the values obtained in design project-1 as input, the load factors during
various phases of flight is calculated and the V-n diagram is drawn, the load distribution on the wing and
the fuselage is found and the shear force diagram and the bending moment diagram for the wing and the
fuselage are drawn and the internal structure design is also done. The following values are taken from the
aircraft design project-1 and are used in the aircraft design project-2Retrived data from aircraft design project-1.

Weight
Empty Weight
Fuel Weight
Overall Weight
Weight of Crew
Payload weight

Unit(Kg)
6247.5
3421.25
18159.54
100
8300
Table.1.1 Details weight from ADP-I

Unit(N)
61287.97
33562.46
178145.08
981
81423

Estimation of critical performance measure:

S.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

MULTIROLE FIGHTER AIRCRAFT

Content
Values
Aspect ratio(AR)
2.81
Mach Angle()
28.73
Sweep angle ()
73.52
Leading Edge Sweep Angle (LE)
74.29
Sweep Angle at half of chord(c/4 )
71.45
Rolling Moment (Cl )
0.518
Wing Area (S)
53.38m2
(W/S)L
5554.46Kg/m2
(W/S)TO
6534.6Kg/m2
Wing Span(b)
12.26m
Root Chord (Croot)
6.803m
Tip Chord (Ctip)
1.90m
Equivalent Aspect Ratio (AReq)
2.12
Aerodynamic Chord (C)
4.35m
(t/C)root
0.06
(t/C)tip
0.3356
Thickness Distribution(Y)
2.81m
Centre of Gravity (X)
7.68m
Table 1.2 Required Parameters from ADP-I
Page 1

Airfoil Characteristics,
1.Maximum coefficient of Lift(CLmax)= 1.45
2. Maximum Coefficient of Lift Wing (CLmax)W= 1.52
3.Gross maximum Lift coefficient (CLmax)gross= 1.68(FLAP DOWN)
4.Net Maximum Lift Coefficient=1.72

Fig 1.1 NACA 64A204 AIRFOIL

MULTIROLE FIGHTER AIRCRAFT

Page 2

2. V-N DIAGRAM
2.1 Introduction
Flight regime of any aircraft includes all permissible combinations of speeds, altitudes, weights, centers
of gravity, and configurations. This regime is shaped by aerodynamics, propulsion, structure, and dynamics of
aircraft. The borders of this flight regime are called flight envelope or maneuvering envelope. The safety of
human onboard is guaranteed by aircraft designer and manufacturer. Pilots are always trained and warned
through flight instruction manual not to fly out of flight envelope, since the aircraft is not stable, or not
controllable or not structurally strong enough outside the boundaries of flight envelope. A mishap or crash is
expected, if an aircraft is flown outside flight envelope. The flight envelope has various types; each of which is
usually the allowable variations of one flight parameter versus another parameter. These envelopes are
calculated and plotted by flight mechanics engineers and employed by pilots and flight crews. For instance, the
loadmasters of a cargo aircraft must pay extra caution to the center of gravity location whenever they distribute
various loads on the aircraft. There are several crashes and mishaps that safety boards report indicated that
load master are responsible, since they deployed more loads than allowed, or misplaced the load before
take-off. Nose heavy and tail heavy are two flight concepts that pilots are familiar and experienced with,
and are trained to deal with them safely.
Pilots are using several graphs and charts in their flight operations. Four important envelopes are as follows:
1. Diagram of variations of aircraft lift coefficient versus Mach number (CL M)2. Diagram of variations of
airspeed versus altitude (V h)
3. Diagram of variations of center of gravity versus aircraft weight (Xcg W)
4. Diagram of variations of airspeed versus load factor (V n)
One of the most important diagrams is referred to as flight envelope. This envelope demonstrates the
variations of airspeed versus load factor (V n). In another word, it depicts the aircraft limit load factor as a
function of airspeed. One of the primary reasons that this diagram is highly important is that, the maximum
load factor; that is extracted from this graph; is a reference number in aircraft structural design. If the
maximum load factor is under-calculated, the aircraft cannot withstand flight load safely. For this reason,
it is recommended to structural engineers to recalculate the V-n diagram on their own as a safety factor.
In this section, details of the technique to plot the V- n diagram in introduced. Shows a typical V-n diagram for
a GA aircraft. This diagram is, in fact, a combination of two diagrams: 1. The V-n diagram without
consideration of gust, 2. The V-n diagram on the effect of gust. In this section, we first have another look
on the load factor and then present new concepts on load factor. Then the phenomena of gust and gust load are
described. At the end of this section, the technique to plot V n diagram is completely described.

Calculation:
Point A,
VS =

2(3337.30)1
0.136681.45

=183.51m/s

A(183.51)
MULTIROLE FIGHTER AIRCRAFT

Page 3

Point B,
VS =510.89m/s
Point C,
VS =952.41m/s

C(183.51)
Point F,
VS =

2(3337.30)(4.5)
0.136681.595

=371.2m/s

VS (371.2m/s,-4.5)
Point E,
N=-4.5

E(614.40,-4.5)
Point G,
N=-1
VS =

2(3337.30)30
0.136681.5

=175m/s

G(175,-1)

Graph.2.1 V-n Diagram

MULTIROLE FIGHTER AIRCRAFT

Page 4

2.2 Load Factor

The load to the aircraft on the ground is naturally produced by the gravity (i.e. 1 times g). But, there are other
sources of load to the aircraft during flight; one of which is the acceleration load. This load is usually
normalized through load factor (i.e. "n" times g). In another word, aircraft load is expressed as a multiple
of the standard acceleration due to gravity (g = 9.81 m/sec2 = 32.17 ft/sec2).
In some instances of flight such as turn and pull-up, the aircraft must generate a lift force such that it is more
than weight. For instance, load factor in a pull-up from equation 9.86 can be re-written as:

n=

+1

Where a is the centrifugal acceleration (V2/R). As this acceleration increases; i.e. airspeed increases or
radius of turn decreases; the load factor will increase too. For other flight operations, similar expressions can be
drawn. In some instances; especially for missiles; this load factor may get as high as 30. As the table 2.2
illustrates, a low load factor fighter may end up getting targeted by a high load factor missile.
S.No
1
2
3
4
5
6
7

AIRCRAFT TYPE

MAXIMUM POSITIVE
MAXIMUM NEGATIVE
LOAD FACTOR
LOAD FACTOR
Normal(non-acrobatic)
2.5-3.8
-1 to -1.5
Utility(Semi-acrobatic)
4.4
-1.8
Acrobatic
6
-3
Homebuilt
5
-2
Transport
3-4
-1 to -2
Highly maneuverable
6.4-12
-3 to -6
Bomber
2-4
-1to -2
Table 2.1. Load factor for various types of aircraft

MULTIROLE FIGHTER AIRCRAFT

Page 5

3. GUST ENVELOPE
3.1Description
Gust loads are unsteady aerodynamic loads that are produced by atmospheric turbulence. They represent
load factor that is added to the aerodynamic loads, which presented in the previous section.
The effect of a turbulent gust is to produce a short time change in the effective angle of attack. This
can be either positive or negative, thereby producing an increase or decrease in the wing lift and a change in the
load factor.
The fig. shoes the model for the effect of gust on the aircraft in level flight. The aircraft has a forward velocity v
the turbulent produce small velocity component in the aircraft and U
AT that instant, velocity component in the aircraft direction is +U.in level flight the mean velocity component
normal to the flight direction is U= 0
Therefore total normal velocity is u

Fig 3.1 Gust in Aircraft

Where,
K=Gust effictiveness
CLaw= Slope of the wing curve, CLaw =

4
21

W=18159.54Kg
2
S=53.38m

cr =0.136668 kg/m3
MULTIROLE FIGHTER AIRCRAFT

Page 6

The value of U is calculated by

U=Ku
Altitude range from(50000ft)
S.No

V (m/s)

U (ft/s)

(VA) HIGH ANGLE OF ATTACK

38

(VCR CRUSEVE VELOCITY)

25

(VD) DIVE VELOCITY

12.5

1.03

WHERE K=
(6.95+1.03)
SIMILARLY =

Cla=

2(w/s)
(57.3)

ao Cos

(1+

=73.52

2(3337.30)

(57.30.136682.199.814.35)

=9.11
K=

9.111.03
(6.95+(9.11)1.03)

K=0.58
a) U value for above 50,000 ft,
VA-36ft/s

Vcr-25ft/s

VD-12.5ft/s

UV=KU
MULTIROLE FIGHTER AIRCRAFT

Page 7

Uv=0.5811.57

Uv=6.7106 m/s

Velocity at high AOA,

From point B,
VA=510.89 m/s
57.30.1366686.7106510.892.19

n=

23337.30

n= 8.81
b) To find Gust Load to the VC (Cruise Velocity) for 25 ft

Uv=0.587.6175
Uv=4.418 m/s
Velocity at cruise
VC=614.46m/s
57.30.1366684.418614.462.19

n=

23337.30

n= 6.975
c) To find Gust Load corresponding to the VD( Dive Velocity)
U table is at 12.5ft=3.805m

Uv=0.58 3.805
Uv=2.209m/s
Velocity at dive condition
VD=952.413m/s

MULTIROLE FIGHTER AIRCRAFT

Page 8

57.30.1366682.209952.4132.19

n=

23337.30

n= 5.406

Graph 3.1 Gust Load

MULTIROLE FIGHTER AIRCRAFT

Page 9

4. CRITICAL PERFORMANCE PARAMETERS

4.1Cruising Flight Performance
4.1.1 Calculation of velocity at minimum thrust required:
2

) 0.5 ( ) 0.5}
0

VTR (min) = { (
Where,

= 0.1366 kg/m3
CDo = 0.054

= 340.19 kg/m3 at max.lift

K = 0.16
VTR (min) = {

0.16

(
) 0.5(340.19)0.5}
0.1366 0.054

VTR (min) = 92.57 m/s

4.1.2Calculation of Max. Lift to Drag ratio (L/D)max :
(L/D)max= {

1
4

}0.5

(L/D)max= 5.38
4.1.3Calculation of Velocity at Max. Lift to drag ratio V (L/D) max:
V (L/D) max= VTR (min)
V (L/D) max= 92.57m/s
4.1.4Thrust Required minimum Trmin:
Trmin=

Trmin=

( )

18159.54
5.58

9.81

Trmin= 33.11 kN
3.1.5Power Required minimum (Pr):
For level unaccelerated flight power =
MULTIROLE FIGHTER AIRCRAFT

= force

Page 10

=FV
Pr = Trmin V
= 33.11 614.46
Pr = 20.34 MNm/s
4.1.6Thrust Available:
TA = 196KN (From Engine selections)
4.1.7Power available:
PA = T A V
PA = 196 614.46
PA = 196 103 614.46
PA = 120.43 MNm/s
4.1.8Max Rate of Climb(R/C)max :

(R/C)max= {( ) }0.5{( )}3/2 {1 ( ) ( ( ) 2 ( ) 2))}0.5

3

Where R = 1 + {1 + (/)2 () 2}0.5

(L/D)max = 5.38
T/W = 1.02

= 1.225 Kg/m3
CDo = 0.054

( )TO = 6534.6 Kg/m3

Therefore,
Z = 1 + {1 + (

3
(5.38)2

(1.02)2}

Z = 2.05
(R/C)max= {(6534.6)

2.05
3

2.05

1.225 0.054}0.5{1.02}3/2 {1 (

) (2 (1.02)2 () 2.05)}

(R/C)max= 190.38m/s
MULTIROLE FIGHTER AIRCRAFT

Page 11

4.1.9Velocity at max.rate of climb:

V(R/C)max= {(( ) ( ) )/(3 )}0.5

={((1.02)(6534.6) 2.05)/(3 1.225 0.054)}0.5
V(R/C)max= 262.39 m/s
4.1.10 Level Turn:
2

Turn Radius: R = ((21)0.5

Where,

n=

1.65
18159.54

= 9.08

v = 614.46 m/s
R=

(614.46)2
(9.81((9.08)21)0.5

R= 4263.33m
4.1.11Turn Rate ():
((21)0.5

(9.81((9.08)21)0.5

614.46

= 0.144 rad

4.2Takeoff performance
4.2.1. Takeoff distance:

1.21 ( )

Sg =

( )

1.21 (6534.6)
9.811.225 1.45 1.04)

Sg= 436.3 m
4.2.2. Flight path radius:
R=

6.96()2

MULTIROLE FIGHTER AIRCRAFT

Page 12

6.96(61.3)2
9.81

R = 2666m

4.2.3 Flight path Angle:

OB = Cos-1 (1-

15.285

OB = Cos-1 (1-

2666

OB = 6.129
4.2.4 Airborne Distance:
Sa= RSin OB
= 2666 Sin6.129= 284m
4.2.5 Total takeoff distance:
Takeoff distance = Sg + Sa
= 436.3 + 284.6
Takeoff distance = 720.9m

4.3 Landing Performance

4.3.1 Flare Velocity:
Vf = 1.15 Vstall
= 1.15 Vstall
Vf = 70.49 m/s
4.3.2 Flare Height:
Hf= R(1- Cos a)
Where,
R = 4263.33 m
a =Sin-1[
a =Sin-1[

( )( )

]
]

(5.38)(1.02)

MULTIROLE FIGHTER AIRCRAFT

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a = -56.52
Hf= 4263.33(1- Cos (-56.52))
Hf= 1911.48 m
4.3.3 Approach Distance:
Approach distance to clear the 50 feet distance is
Sa =

(50)

Sub. All value in above equation,

Sa =

(501911.48)
tan(56.52)

Sa = 1231.1m
4.3.4 Flare Distance:
Sf = R Sina
Sf = 4263.33 Sin(56.52)
Sf = -3555.95m

4.4Ground Roll
2

Sg = jN

2( )

18159.54

(1.1)2(5554.46)

Sg =1. 1 31.225 53.38 1.45 +

9.811.2250.9880.40.779.69
Sg = 82 m
Total Landing Distance,
Ld = Sa + Sg +Sf
Ld = 1231.1 + 82 + (-3555.95)
Ld = -2242.85m
-ve sign indicates the direction of landing ( Fighter return)
Ld= 2242.85m

MULTIROLE FIGHTER AIRCRAFT

Page 14

5. COMBINED V-N DIAGRAM (OR) FLIGHT ENVELOPE

Grapph 5.1 Combined v-n diagram

MULTIROLE FIGHTER AIRCRAFT

Page 15

6. WING LOAD DISTRIBUTION

6.1 WING DESCRIPTION
Lift varies along the wing span due to the variation in chord length, angle of attack and Sweep along the
span. Schrenks curve defines this lift distribution over the wing span of an Aircraft, also called simply
as Lift Distribution Curve.
Schrenks Curve is given by
Y=

Where
y1 is Linear Variation of lift along semi wing span also named as L1
y2 is Elliptic Lift Distribution along the wing span also named as L2
6.2 LINEAR LIFT DISTRIBUTION
By Schrenks Curve,
Lift at Root,

Lroot =

0.13668(614.46)21.456.803
2

Lroot = 254487.8935N/m
Lift at Tip,

Ltip =

2
2

0.13668(614.46)21.451.90
2

Ltip = 71075.55N/m

MULTIROLE FIGHTER AIRCRAFT

Page 16

a=
=

2
12.26
2 73.52

a = 21.60m
Equation of linear lift distribution for starboard wing
Y1 = -mx + c
Y1 = -(3289.19)x + 254487.8935
Equation of linear lift distribution for port wing
Y1 = (3289.19)x + 254487.8935
For Half of the wing We Get,
Y1/2 = -(1644.595)x + 127243.945

Graph 6.1 Linear Variation of lift along wing semi span

Coordinates for plotting the above is,
X
0
1
2
3
4
5
6
7
MULTIROLE FIGHTER AIRCRAFT

L1
127243.9
125599.4
123954.8
122310.2
120665.6
119021
117376.4
115731.8

L2
5250.42
5244.79
5227.865
5199.533
5159.607
5107.815
5043.792
4967.064

L
132494.4
130844.1
129182.6
127509.7
125825.2
124128.8
122420.2
120698.8
Page 17

8
9
10
11
12
13
14
15
16
17
18
19
20
21
21.6

114087.2
112442.6
110798
109153.4
107508.8
105864.2
104219.6
102575
100930.4
99285.83
97641.24
95996.64
94352.05
92707.45
91720.69

4877.032
4772.943
4653.855
4518.581
4365.616
4193.026
3998.27
3777.92
3527.185
3239.014
2902.279
2497.411
1983.111
1228.912
0

118964.2
117215.5
115451.8
113672
111874.4
110057.2
108217.9
106352.9
104457.6
102524.8
100543.5
98494.05
96335.16
93936.36
91720.69

6.3 ELLIPTIC LIFT DISTRIBUTION:

Twice the area under the curve or line will give the lift which will be required to overcome weight
Considering an elliptic lift distribution we get,

= =

A=

Where b1-is Actual lift at root

And a- is wing semi span
Lift at tip

b1 =

b1 =

(.).
.

b1 = 5250.49N/m

Y2 =
MULTIROLE FIGHTER AIRCRAFT

Page 18

Y2 =

.
.

()

= . .

Graph6.2 Elliptic Variation of lift along wing semi span

Coordinates for plotting the above is,
X
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
MULTIROLE FIGHTER AIRCRAFT

L1
127243.9
125599.4
123954.8
122310.2
120665.6
119021
117376.4
115731.8
114087.2
112442.6
110798
109153.4
107508.8
105864.2
104219.6
102575
100930.4
99285.83

L2
5250.42
5244.79
5227.865
5199.533
5159.607
5107.815
5043.792
4967.064
4877.032
4772.943
4653.855
4518.581
4365.616
4193.026
3998.27
3777.92
3527.185
3239.014

L
132494.4
130844.1
129182.6
127509.7
125825.2
124128.8
122420.2
120698.8
118964.2
117215.5
115451.8
113672
111874.4
110057.2
108217.9
106352.9
104457.6
102524.8
Page 19

18
19
20
21
21.6

97641.24
95996.64
94352.05
92707.45
91720.69

2902.279
2497.411
1983.111
1228.912
0

100543.5
98494.05
96335.16
93936.36
91720.69

6.4 SCHRENKS CURVE

S=

Y=-1644.595x+127243.945+243.075.

Graph.6.3 Load distribution on wing

Coordinates for plotting the above is,

x
-21.6
-21
-20
-19
-18
-17
-16
-15
-14
-13
-12
-11
MULTIROLE FIGHTER AIRCRAFT

L
91720.7
93936.4
96335.2
98494.1
100544
102525
104458
106353
108218
110057
111874
113672
Page 20

-10
-9
-8
-7
-6
-5
-4
-3
-2
-1
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
21.6

115452
117216
118964
120699
122420
124129
125825
127510
129183
130844.1402
132494.365
130844.1402
129182.6196
127509.6928
125825.1719
124128.785
122420.1666
120698.8438
118964.217
117215.5334
115451.8498
113671.9805
111874.4212
110057.2361
108217.8847
106352.9404
104457.6099
102524.8443
100543.5139
98494.0508
96335.15567
93936.36181
91720.693

6.5 Load Estimation on Wings

Self-Weight,

= 0.25

Wwing = 18159.54 9.81

= 44536.27N
MULTIROLE FIGHTER AIRCRAFT

Page 21

Wport wing = 22268.135N

WStarboard wing = -22268.135N
Assuming Parabolic Weight Distribution,
Y3 = K (x-(b/2))2
Y3 = K (x-(21.60/2))2
21.06

21.06 3(21.06)3

3 =K 0

(21.06)3(21.60)3
0(21.60)3
= K[(
)(
)]
3
3

Y3 =

K=

(21.60)3
3

33

10077.69

Y3 = -6.6289(x-21.60)2

Graph.6.4 Self weight distribution on wing

Coordinates for plotting the above is,

X
0
1
2
3
MULTIROLE FIGHTER AIRCRAFT

Y3
-1557.5172
-1416.64098
-1282.44132
-1154.91826
Page 22

4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
21.6

-1034.07180
-919.901948
-812.408688
-711.592028
-617.451968
-529.988508
-449.201648
-375.091388
-307.657728
-246.900668
-192.820208
-145.416348
-104.689088
-70.638428
-43.264368
-22.566908
-8.546048
-1.201788
0

6.6 Fuel Weight:

Wfuel per wing = 33562.46Kg
For 2 Wings= 67124.92 Kg

Fig.6.1 Slope of Fuel Weight

Using general formula for straight,
Line y=mx+c
dy = 1.5325 m
Dy= 5250.42 1.5325 m
MULTIROLE FIGHTER AIRCRAFT

Page 23

m=

(5250.421.5325)
3.678

m = 1427.1 N/m2
yf = 1427.10x-5250.42
Area of Ellipse,

=
3

4(21.60)
3

X= 9.167
Trapezoidal,

=
3

2.7585
3

= 0.9195 =0.9195 + 0.4195

= 1.839 m

Graph6.5 Fuel Distribution

MULTIROLE FIGHTER AIRCRAFT

Page 24

Graph 6.6 Overall Weight Distribution

Curve/Component

Area enclosed/ Structural Weight(N)

Centroid (From Wing root)

Y1/2

2364817572

7.2m

Y2/2

89064.1517

9.167m

Wing

22268.135

8.1m

Fuel

33562.46

1.839m

Table.6.1 Loads Simplified as Point loads

6.7 Reaction Force and Bending Moment Calculations:

The wing is fixed at one end free at other end

Fig.4 Fighter Aircraft Wing as Cantilever Beam

V,
VA = 3364817.572 + 89064.1517 22268.135 33562.46
MULTIROLE FIGHTER AIRCRAFT

Page 25

VA =238051.129 N

M,
MA -17026686.52 816451.0786 + 180371.8935 + 61721.36394
MA = 17601044.34 N/m
Now we know VA and MA, using this we can find out shear force and Bending moment.
6.8 Shear Force:

SFBC = (

12
2

3)

(5983.653)+37952.46532+1153.135(32.572)

SFBC = (

177.231(

5.7073)2) 73254.43666
SFBC = -822.2975(x2) + 127243.9468 + [x466.56 2) + 466.56 sin-1(x/6.13)] +
3

6.6289[ -6.13x2+466.56x]-2398051.129
3

SFCD = SFBC + dx
= SFBC +(1427.10 5250.42)
SFCD =SFBC + (713.55 x2 5250.42x)
SFDE = SFCD + (713.55x2 -5250.42x) + 33562.46

MULTIROLE FIGHTER AIRCRAFT

Page 26

Graph 6.7 Shear Force on Wing

6.9 Bending Moment

1+2

BMBC = {(

3) } dx2 +MA

BMBC = -2398051.129x 1096.3966x3 + 127243.9468 x2 +

121.5375[x(x466.56 3) + 466.56 sin-1(x/6.13) +2.21(466.56-x2)1,5
6.6289[(x4/12)+233.28x2-2.043x3]+`17601044.34

BMCD= BMBC + dx

BMBC +4757x3- 2625.21x2

BMDE= BMCD + 475.7 3-2625.21x

MULTIROLE FIGHTER AIRCRAFT

Page 27

BMEA= BMDE-[4757x3-2625.21x2] + 33562.46 x

Graph 6.8Bending Moment on Wing

MULTIROLE FIGHTER AIRCRAFT

Page 28

7. CG CALCULATION

MULTIROLE FIGHTER AIRCRAFT

Page 29

MULTIROLE FIGHTER AIRCRAFT

Page 30

8. MATERIAL SELECTION
8.1 Description:
Aircraft structures are basically unidirectional. This means that one dimension, the length, is much larger
than the others - width or height. For example, the span of the wing and tail spars is much longer than their
width and depth; the ribs have a much larger chord length than height and/or width; a whole wing has a span
that is larger than its chords or thickness; and the fuselage is much longer than it is wide or high. Even a
propeller has a diameter much larger than its blade width and thickness, etc.... For this simple reason, a
designer chooses to use unidirectional material when designing for an efficient strength to weight structure.
Unidirectional materials are basically composed of thin, relatively flexible, long fibers which are very
strong in tension (like a thread, a rope, a stranded steel wire cable, etc.). An aircraft structure is also
very close to a symmetrical structure. Those mean the up and down loads are almost equal to each other. The
tail loads may be down or up depending on the pilot raising or dipping the nose of the aircraft by pulling or
pushing the pitch control; the rudder may be deflected to the right as well as to the left (side loads on the
fuselage). The gusts hitting the wing may be positive or negative, giving the up or down loads which the
occupant experiences by being pushed down in the seat or hanging in the belt. Because of these factors, the
designer has to use a structural material that can withstand both tension and compression. Unidirectional fibers
may be excellent in tension, but due to their small cross section, they have very little inertia (we will explain
inertia another time) and cannot
take much compression. They will escape the load by bucking away. As in the illustration, you cannot load a
string, or wire, or chain in compression. In order to make thin fibers strong in compression, they are "glued
together" with some kind of an "embedding". In this way we can take advantage of their tension strength and
are no longer penalized by their individual compression weakness because, as a whole, they become
compression resistant as they help each other to not buckle away. The embedding is usually a lighter, softer
"resin" holding the fibers together and enabling them to take the required compression loads. This is a
very good structural material.

8.2 Wood:
Historically, wood has been used as the first unidirectional structural raw material. They have to be tall and
straight and their wood must be strong and light. The dark bands (late wood) contain many fibers, whereas the
light bands (early wood) contain much more "resin". Thus the wider the dark bands, the stronger and heavier the
wood. If the dark bands are very narrow and the light bands quite wide, the wood is light but not very
strong. To get the most efficient strength to weight ratio for wood we need a definite numbers of bands per
inch.
Some of our aircraft structures are two-dimensional (length and width are large with respect to
thickness). Plywood is often used for such structures. Several thin boards (foils) are glued together so that the
fibers of the various layers cross over at different angles (usually 90 degrees today years back you could get
them at 30 and 45 degrees as well). Plywood makes excellent "shear webs" if the designer knows how to
use plywood efficiently. (We will learn the basis of stress analysis sometime later.)

MULTIROLE FIGHTER AIRCRAFT

Page 31

Today good aircraft wood is very hard to come by. Instead of using one good board for our spars, we have to
use laminations because large pieces of wood are practically unavailable, and we no longer can trust the wood
quality. From an availability point of view, we simply need a substitute for what nature has supplied us with
until now.

8.3 Aluminium alloys:

So, since wood may not be as available as it was before, we look at another material which is strong,
light and easily available at a reasonable price (there's no point in discussing Titanium - it's simply too
expensive). Aluminum alloys are certainly one answer. We will discuss the properties of those alloys
which are used in light plane construction in more detail later. For the time being we will look at Aluminum as a
construction material.

8.4 Extruded aluminium alloys:

Due to the manufacturing process for Aluminum we get a unidirectional material quite a bit stronger in the
lengthwise direction than across. And even better, it is not only strong in tension but also in
compression. Comparing extrusions to wood, the tension and compression characteristics are practically
the same for aluminum alloys so that the linear stress analysis applies. Wood, on the other hand, has a
tensile strength about twice as great as its compression strength; accordingly, special stress analysis methods
must be used and a good understanding of wood under stress is essential if stress concentrations are to be
avoided!
Aluminium alloys, in thin sheets (.016 to .125 of an inch) provide an excellent two dimensional
material used extensively as shear webs - with or without stiffeners - and also as tension/compression
members when suitably formed (bent).It is worthwhile to remember that aluminium is an artificial
metal. There is no aluminium ore in nature. Aluminium is manufactured by applying electric power to
bauxite (aluminium oxide) to obtain the metal, which is then mixed with various strength-giving additives.
(In a later article, we will see which additives are used, and why and how we can increase aluminums
strength by cold work hardening or by tempering.) All the commonly used aluminium alloys are
available from the shelf of dealers. When requested with the purchase, you can obtain a "mill test
report" that guarantees the chemical and physical properties as tested to accepted specifications. As a rule of
thumb, aluminium is three times heavier, but also three times stronger than wood. Steel is again three times
heavier and stronger than aluminium.

8.5 Steel:
The next material to be considered for aircraft structure will thus be steel, which has the same weight-tostrength ratio of wood or aluminium. Apart from mild steel which is used for brackets needing little strength,
we are mainly using a chrome-molybdenum alloy called AISI 413ON or 4140. The common raw
materials available are tubes and sheet metal. Steel, due to its high density, is not used as shear webs like
aluminium sheets or plywood. Where we would need, say.100" plywood, a .032 inch aluminium sheet would be
required, but only a .010 steel sheet would be required, which is just too thin to handle with any hope of a nice
finish. That is why a steel fuselage uses tubes also as diagonals to carry the shear in compression or tension

MULTIROLE FIGHTER AIRCRAFT

Page 32

and the whole structure is then covered with fabric (light weight) to give it the required aerodynamic shape
or desired look. It must be noted that this method involves two techniques: steel work and fabric covering.

8.6 Composite Materials:

The designer of composite aircraft simply uses fibers in the desired direction exactly where and in the
amount required. The fibers are embedded in resin to hold them in place and provide the required support
against buckling. Instead of plywood or sheet metal which allows single curvature only, the composite
designer uses cloth where the fibers are laid in two directions .(the woven thread and weft) also embedded
in resin.
This has the advantage of freedom of shape in double curvature as required by optimum aerodynamic
shapes and for very appealing look (importance of aesthetics). Today's fibers (glass, nylon, Kevlar, carbon,
whiskers or single crystal fibers of various chemical compositions) are very strong, thus the structure becomes
very light. The drawback is very little stiffness. The structure needs stiffening which is achieved either by the
usual discreet stiffeners, -or more elegantly with a sandwich structure: two layers of thin uni- or bi-directional
fibers are held apart by a lightweight core (foam or "honeycomb"). This allows the designer to achieve the
required inertia or stiffness. From an engineering standpoint, this method is very attractive and supported
by many authorities because it allows new developments which are required in case of war. But this
method also has its drawbacks for homebuilding: A mold is needed, and very strict quality control is a
must for the right amount of fibers and resin and for good adhesion between both to prevent too "dry" or
"wet" a structure. Also the curing of the resin is quite sensitive to temperature, humidity and pressure.
Finally, the resins are active chemicals which will not only produce the well-known allergies but also the
chemicals that attack our body (especially the eyes and lungs) and they have the unfortunate property of being
cumulatively damaging and the result (in particular deterioration of the eye) shows up only years after initial
contact. Another disadvantage of the resins is their limited shelf life, i.e., if the resin is not used within the
specified time lapse after manufacturing, the results may be unsatisfactory and unsafe.

8.7 Heavy Aircraft Raw Materials:

MAGNESIUM: An expensive material. Castings are the only readily available forms. Special precaution
must be taken when machining magnesium because this metal burns when hot.
TITANIUM: A very expensive material. Very tough material and difficult to machine.
CARBON FIBERS: Still very expensive materials.
KEVLAR FIBERS: Very expensive and also critical to work with because it is hard to "soak" in the resin.

MULTIROLE FIGHTER AIRCRAFT

Page 33

9. WING DESIGN
9.1 INTRODUCTION:Wing is an important component in any Aircraft because of which Aerodynamic Lift force is generated
that makes an aircraft to fly. And also it provides Stability for an aircraft. As we know that Airfoils is a cross
section of wing. Selection airfoil should meet requirements with following calculations,

9.2 AIRFOIL SELECTION:Family

Advantag
es
4-Digit
1.Goodstallcharacteristics
2.Smallcenterofpressuremovement
acrosslargespeedrange

Disadvantages
1.Lowmaximumliftcoefficient

Applications
1.Generalaviation
2.Horizontaltails

2.Relativelyhighdrag
Symmetrical:
3.Highpitchingmoment

3.Roughnesshaslittleeffect

5-Digit

1.Highermaximumliftcoefficient

1.Poorstallbehavior

2.Lowpitchingmoment

2.Relativelyhighdrag

3.Roughnesshaslittleeffect
16-Series 1.Avoidslowpressurepeaks

6-Series

2.Lowdragathighspeed
1.Highmaximumliftcoefficient
2.Verylowdragoverasmallrangeof
operatingconditions

1.Relativelylowlift

1.Highdragoutsideofthe
optimumrangeofoperatin
g conditions

3.Supersonicjets
4.Helicopterblades
5.Shrouds
6.Missile/rocketfins
1.Generalaviation
2.Pistonpoweredbombers,
transports
3.Commuters
4.Businessjets
1.Aircraftpropellers
2.Shippropellers
1.Piston-poweredfighters
2.Businessjets
3.Jettrainers
4.Supersonicjets

2.Highpitchingmoment
3.Optimizedforhighspeed
3.Poorstallbehavior
7-Series

1.Verylowdragoverasmallrangeof
operatingconditions

1.Reducedmaximumlif
4.Verysusceptibletoroughness
t coefficient

2.Lowpitchingmoment

2.Highdragoutsideofthe
optimumrangeofoperatin
g conditions

Seldomused

3.Poorstallbehavior
8-Series

Unknown

Unknown
4.Verysusceptibletoroughness

Veryseldomused

Airfoil will be selected by following calculations, NACA 64A204

Fig 9.1
MULTIROLE FIGHTER AIRCRAFT

Page 34

VApproach=1.3 Vstall
VApproach=155knots
Vstall=

155
(Knots)
1.3

79.73
(m/s)
1.3

Vstall =61.3 m/s

CLmax=

2
()2

2178145.08

=(61.3)21.22553.40
CLmax=1.45
CLmax (wing) =

CLmax

CLmax (gross) =

0.95

=1.52

CLmax
0.9

1.52
0.9

=1.68

Selection of high lift devices:

MULTIROLE FIGHTER AIRCRAFT

Page 35

CLmax (net) =CLmax (gross) Cl(HLD)

=1.68-0.48=1.2
1

= (Vstall)

CLmax

= (61.3) 1.451.225
2

= 3337.29 N/m2

=340.19Kg/m2
1

(TO)= (VTO) CLmax (gross)

2

1
= (79.69)2 1.68 1.225
2

(TO)=6534.6

(Landing)

Kg/m2

= 0.85 (

(Landing) =

(TO))

5554.46 Kg/m2

Wing Area
S=

(/)

18159.54
340.19

= 53.38m2

MULTIROLE FIGHTER AIRCRAFT

Page 36

Wing Span
b= (AR S)0.5
b=(2.8175 53.38)0.5

b = 12.26 m
Root Chord
CRoot =

2
(1+)

253.38

12.26(1+0.28)

CRoot = 6.803m
Tip Chord
CTip= CRoot
= 0.28 6.803
CTip= 1.90m
Equivalent Aspect ratio
Areq = A(Mmax)C
Where, A=2.34
C= -0.13
Speed of sound at 56,025ft is 295.070m/s
Mmax=

614.463
295.070

= 2.08

Areq= 2.34(2.08)-0.13
Areq= 2.12
Wing Aerodynamic Chord (C)
2

(1)+

1+

C = CRoot

MULTIROLE FIGHTER AIRCRAFT

Page 37

(OR)

C=
C=

12.26
2.8158

C= 4.35
Volume of the fuel in the wing

=
=

()

3421.25

0.667 1000

= 5.12m3
Thickness ratio (t/C)

Volume of Fuel = C 0.5 C 0.5b 0.75 2

5.12 = 4.35 0.5 4.35 0.5b 0.75 2

= 0.06

(root)

(tip)

= 0.3356

Thickness distribution

Y=( )

12.26
4.35

Y= 2.81m

MULTIROLE FIGHTER AIRCRAFT

Page 38

9.3 Wing Selection:POSITION OF WING

The location of the wing in the fuselage (along the vertical axis) is very important. Each
configuration (Low, High and mid) has its own advantages but in this design, the mid wing
Mid Wing
In general, features of the mid-wing configuration (Figure 5.3-b, and Figure 5.4-4) stand
Some what between features of high-wing configuration and features of low-wing configuration. The
major difference lies in the necessity to cut the wing spar in two half in order to save the space inside the
fuselage. However, another alternative is not to cut the wing spar and letting it to pass through the fuselage
;which leads to an occupied space of the fuselage. Both alternatives carry a few disadvantages. Other than
those features that can be easily derived from two previous sections, some new features of amid-wing
configuration are as follows:
1. The aircraft structure is heavier ,due to then ecessity of reinforcing wing root at the intersection with
the fuselage.
2. The mid wing is more expensive compared with high and low-wing configurations.
3. The mid wing is more attractive compared with two other configurations.
4. The mid wing is aerodynamically streamliner compared with two other configurations.
5. The strut is usually not used to reinforce the wing structure.
6. The pilot can get into the cockpit using the wing as a step in a small GA aircraft.
7. The mid-wing has less interference drag than low-wing and high-wing.

As per the requirement of multirole fighter aircraft design, Swept Back Wing selected by following calculation,
SWEEP-BACK WING:

Sweep Angle
Consider the top view of an aircraft .The angle between a constant percentage chord lines along.These
misspend of the wing and the lateral axis perpendicular to the fuselage center line (y-axis) is called leading
edges weep (LE).The angle between the wing leading edge and they -axis of the aircraft is called leading
edge sweep (LE). Similarly, the angle between the wing trailing edge and the longitudinal axis (y-axis)of
the aircraft is called trailing edge sweep(TE).In the same fashion, the angle between the wing quarter chord
line
and
they-axis
of
the
aircraft
is
called
quarter
chord
sweep(C/4).Andfinally,theanglebetweenthewing50percentchordlineandthey-axis of the aircraft is
50percentchordsweep(C/2).

MULTIROLE FIGHTER AIRCRAFT

Page 39

Basically, a wing is being swept for the following five design goals:
1. Improving the wing aerodynamic features (lift, drag ,pitching moment)at transonic, supersonic and
hypersonic speeds by delaying the compressibility effects.
2. Adjusting the aircraft center of gravity.
3. Improving static lateral stability.
4. Impacting longitudinal and directional stability.
5. Increasing pilot view(especially for fighter pilots.
1) Mach angle, = Sin-1[

1
.

Where,
Mach No. = 2.08

= Sin-1[
MULTIROLE FIGHTER AIRCRAFT

1
2.08

]
Page 40

 = 28.73
Swept Angle () = 1.2 (90-28.73)
Swept back wing angle is ()= 73.52
2) Effective Chord length of Swept wing,
Ceff =

1

1
(73.52)

Ceff = 3.52 m
3) Leading edge Swept Back (LE)
= Tan-1[tan() + (

(1/)(1)
(1+)

= Tan-1[tan(73.52) + (

(1/2.815)(10.28)
(1+0.28)

LE = 74.39
4) Sweep angle at a reference or half of the chord
c/4 = Tan-1[tan() + (

(2/)(1)
(1+)

c/4 = Tan-1[tan(73.52) + (

(2/2.815)(10.28)
(1+0.28)

c/4 = 71.45
5) The rolling moment due to aft sweep is proportional to the sine of twice the leading edge sweep
angle.
Cl Sin (LE)
Cl 0.518
Oswald Span efficiency, = 0.7

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10. FUSELAGE DESIGN

FUSELAGE DESIGN:
The fuselage (/fjuzl/; from the French fusel "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
Mono coque shell

In this method, the exterior surface of the fuselage is also the primary structure. A typical early form of this (see
the Lockheed Vega) was built using molded plywood, where the layers of plywood are formed over a "plug" or
within a mold. A later form of this structure uses fiberglass cloth impregnated with polyester or epoxy resin,
instead of plywood, as the skin. A simple form of this used in some amateur-built aircraft uses rigid expanded
foam plastic as the core, with a fiberglass covering, eliminating the necessity of fabricating molds, but requiring
more effort in finishing (see the Rutan VariEze). An example of a larger molded plywood aircraft is the de
Havilland Mosquito fighter/light bomber of World War II. No plywood-skin fuselage is truly monocoque, since
stiffening elements are incorporated into the structure to carry concentrated loads that would otherwise buckle
the thin skin. The use of molded fiberglass using negative ("female") molds (which give a nearly finished
product) is prevalent in the series production of many modern sailplanes. The use of molded composites for
fuselage structures is being extended to large passenger aircraft such as the Boeing 787 Dreamliner (using
pressure-molding on female molds).
Semi-monocoque[edit]

This is the preferred method of constructing an all-aluminum fuselage. First, a series of frames in the shape of
the fuselage cross sections are held in position on a rigid fixture. These frames are then joined with lightweight
longitudinal elements called stringers. These are in turn covered with a skin of sheet aluminum, attached by
riveting or by bonding with special adhesives. The fixture is then disassembled and removed from the
completed fuselage shell, which is then fitted out with wiring, controls, and interior equipment such as seats and
luggage bins. Most modern large aircraft are built using this technique, but use several large sections
constructed in this fashion which are then joined with fasteners to form the complete fuselage. As the accuracy
of the final product is determined largely by the costly fixture, this form is suitable for series production, where
a large number of identical aircraft are to be produced. Early examples of this type include the Douglas Aircraft
DC-2 and DC-3 civil aircraft and the Boeing B-17 Flying Fortress. Most metal light aircraft are constructed
using this process.
Both monocoque and semi-monocoque are referred to as "stressed skin" structures as all or a portion of the
external load (i.e. from wings and empennage, and from discrete masses such as the engine) is taken by the
surface covering. In addition, all the load from internal pressurization is carried (as skin tension) by the external
skin.
The proportioning of loads between the components is a design choice dictated largely by the dimensions,
strength, and elasticity of the components available for construction and whether or not a design is intended to
be "self jigging", not requiring a complete fixture for alignment.
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Design calculation:
Nsa=0.451
=0.45
Width of the seat 21 inch
Internal fuselage diameter =dfi
Dfi= 21in+0+2in
Gap between seat and side wall
2inch+2inch=4inch
Dfi=width of the seat + gap between seat and side wall
=21 inch+4inch
=25 inches
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=25*0.0254m
=0.635m
Fuselage wall thickness(left and right )
d= dfouter-dfinner
= 0.084m+(0.045*0.635)
=0.1126m
Outer fuselage diameter
df=dfi+d
=0.635+0.1126
=0.7476
In fighter aircrafts there will be no cabins
Fuselage length:
lf= lcockpit+l tail
=3.5+(1.6*0.7476)
=4.69616
=4.7m

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11. DETAILED STRUCTURAL LAYOUT

11.1 Function Of The Structure:
The primary functions of an aircrafts structure can be basically broken down into the following:
To transmit and resist applied loads.
To provide and maintain aerodynamic shape.
To protect its crew, passenger, payload, systems, etc.
For the vast majority of aircraft, this leads to use of a semi-monocoque design (i.e. a thin, stressed outer shell
with additional stiffening members) for the wing, fuselage & empennage. These notes will discuss the
structural layout possibilities for each of these main areas, i.e. wing, fuselage & empennage.

11.2 Wing Structural Layout:

The specified structural roles of the wing (or main plane) are:
To transmit:
wing lift to the root via the main span wise beam
Inertia loads from the power plants, undercarriage, etc., to the main beam.
Aerodynamic loads generated on the aerofoil, control surfaces & flaps to the main beam.
To react against:
Landing loads at attachment points
Loads from pylons/stores
Wing drag and thrust loads
To provide:
Fuel tank age space
Torsional rigidity to satisfy stiffness and aero-elastic requirements.
To fulfill these specific roles, a wing layout will conventionally compromise:
Span wise members (known as spars or booms)
Chord wise members(ribs)
A covering skin
Stringers

Fig.11.1 Structural components of Wing

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11.3 Basic Functions Of Wing Structural Members

The structural functions of each of these types of members may be considered independently as:
11.3.1 SPARS

Form the main span wise beam

Transmit bending and torsional loads
Produce a closed-cell structure to provide resistance to torsion, shear and tension loads.

In particular:

Webs resist shear and torsional loads and help to stabilize the skin.
Flanges - resist the compressive loads caused by wing bending.

11.3.2SKIN:

To form impermeable aerodynamics surface

Transmit aerodynamic forces to ribs & stringers
Resist shear torsion loads (with spar webs).
React axial bending loads (with stringers).

11.3.3 STRINGERS:

Increase skin panel buckling strength by dividing into smaller length sections.
React axial bending loads

11.3.4 RIBS:

Maintain the aerodynamic shape

Act along with the skin to resist the distributed aerodynamic pressure loads
Distribute concentrated loads into the structure & redistribute stress around any discontinuities
Increase the column buckling strength of the stringers through end restraint
Increase the skin panel buckling strength.

11.3.5 SPARS:
These usually comprise thin aluminum alloy webs and flanges, sometimes with separate vertical stiffeners
riveted on to the webs.
Types of spars:
In the case of a two or three spar box beam layout, the front spar should be located as far forward as possible to
maximize the wing box size, though this is subject to there being:

Adequate wing depth for reacting vertical shear loads.

Adequate nose space for LE devices, de-icing equipment, etc.

This generally results in the front spar being located at 12% to 18% of the chord length. For a single spar Dnose layout, the spar will usually located at the maximum thickness position of the aerofoil section (typically
between 30% & 40% along the chord length).
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For the standard box beam layout, the rear spar will be located as for aft as possible, once again to maximize
the wing box size, but positioning will be limited by various space requirements for flaps, control
surfaces, spoilers etc. This usually results in a location somewhere between about 55%and 70% of the chord
length. If any intermediate spars are used, they would tend to be spaced uniformly unless there are specific pickup point requirements.
11.4 Fuselage Structure:
The fundamental purpose of the fuselage structure is to provide an envelope to support the payload, crew,
equipment, systems and (possibly) the power-plant. Furthermore, it must react against the in-flight maneuver,
pressurization and gust loads; also the landing gear and possibly any power-plant loads. It must be also be able
to transmit control and trimming loads from the stability and control surfaces throughout the rest of the structure
Fuselage contributes very little to lift and produces more drag but it is an important structural
member/component. It is the connecting member to all load producing components such as wing,
horizontal tail, vertical tail, landing gear etc. and thus redistributes the load. It also serves the purpose of
housing or accommodating practically all equipment, accessories and systems in addition to carrying the
payload. Because of large amount of equipment inside the fuselage, it is necessary to provide sufficient
number of cutouts in the fuselage for access and inspection purposes. These cutouts and discontinuities
result in fuselage design being more complicated, less precise and often less efficient in design.
As a common member to which other components are attached, thereby transmitting the loads, fuselage can be
considered as a long hollow beam. The reactions produced by the wing, tail or landing gear may be considered
as concentrated loads at the respective attachment points. The balancing reactions are provided by the
inertia forces contributed by the weight of the fuselage structure and the various components inside the
fuselage. These reaction forces are distributed all along the length of the fuselage, though need not be
uniformly. Unlike the wing, which is subjected to mainly unsymmetrical load, the fuselage is much
simpler for structural analysis due to its symmetrical cross-section and symmetrical loading. The main load in
the case of fuselage is the shear load because the load acting on the wing is transferred to the fuselage skin in
the form of shear only. The structural design of both wing and fuselage begin with shear force and bending
moment diagrams for the respective members. The maximum bending stress produced in each of them is
checked to be less than the yield stress of the material chosen for the respective member..

11.5 Fuselage Layout Concepts:

There are two main categories of layout concept in common use;

Mass boom and longeron layout

Semi-monocoque layout

11.5.1 MASS BOOM & LONGERON LAYOUT

This is fundamentally very similar to the mass-boom wing-box concept discussed in previous section. It
is used when the overall structural loading is relatively low or when there are extensive cut-outs in the shell.
The concept comprises four or more continuous heavy booms (longeron), reacting against any direct
stresses caused by applied vertical and lateral bending loads. Frames or solid section
11.5.2 SEMI-MONOCOQUE LAYOUT
The semi-monocoque is the most often used construction for modern, high-performance aircraft. Semimonocoqueliterally means half a single shell. Here, internal braces as well as the skin itself carry the stress. The
vertical structural members are referred to as bulkheads, frames, and formers. The heavier vertical members
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are located at intervals to allow for concentrated loads. These members are also found at points where
fittings are used to attach other units, such as the wings and stabilizers. Primary bending loads are taken by the
longerons, which usually extend across several points of support. The longerons are supplemented by
other longitudinal members known as stringers. Stringers are more numerous and lightweight than longerons.
The stringers are smaller and lighter than longerons and serve as fill-ins. They have some rigidity but are chiefly
used for giving shape and for attachment of skin. The strong, heavy longerons hold the bulkheads and formers.
The bulkheads and formers hold the stringers. All of these join together to form a rigid fuselage
framework. Stringers and longerons prevent tension and compression stresses from bending the fuselage.
The skin is attached to the longerons, bulkheads, and other structural members and carries part of the load.

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12. THREE-VIEW DIAGRAM

12.1 Top View

Fig 12.1

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12.2 Front View

Fig 12.2

12.3 Side View

Fig 12.3

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13. CONCLUSION
Hence multi role Aircraft has been designed with various performance and aerodynamic parameters calculation,
which can carry up to payload of 8000kg i.e. armaments (Missiles, bombs, Guns etc.) It can also perform
multirole tasks with the capability of STOL (Short range Takeoff and Landing).This Aircraft can fly at higher
altitudes with maximum cruising speed without caught in RADAR, because it is stealth which is invisible to
RADAR. The Aircraft is installed with General Electric F414- GE400 which is a low by pass turbo fan engine
that can produce sufficient thrust to reach Supersonic speed at altitude. Since the Engine will be equipped with
Afterburner and Thrust Vectoring so it can escape from combat field quickly and highly maneuverability.
Airfoil has been selected with various considerations and calculations. NACA 64A204 airfoil has been selected
as per requirement. Since it is STOL with TVC so it does not need long range take off distance. It can have
more combat radius because it have more fuel capacity with Drop tanks.

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References
1. Aircraft performance and design, John D. Anderson, Jr. University of Maryland
2. Aircraft design A conceptual approach, Daniel P. Raymer president Conceptual Research Cooperation,
Sylmar California
3. An example of airplane preliminary design procedure Jet Transport, E.
G. Tulapurkara, A. Venkattraman, V. Ganesh
4. Aircraft Design A Systems Engineering Approach, Mohammad H. Satrapy, Daniel Webster College, New
Hampshire, USA
5. Design of Aircraft, Thomas C. Corke, University of
6.

Notre Dame

NPTEL Airplane Design (Aerodynamic), professor E.G. Tulapurkara. REFRENCES

7. Prof. Dieter Shoclz notes on Aircraft Design

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