PARISUTHAM INSTITUTE OF TECHNOLOGY AND SCIENCE,

THANJAVUR

DEPARTMENT OF AERONAUTICAL

“CONCEPTUAL DESIGN OF AGRICULTURAL AIRCRAFT”

FIRST REVIEW

SUBJECT CODE: AE6612

AIRCRAFT DESIGN PROJECT-2

REGNO: 821316101006 PRIYADHARSHINI.S

821316101004 PRADEEPA.K

PROJECT COORDINATOR: HEAD OF THE DEPARTMENT:

MR.N.VAIRAMUTHU M. Tech MR.T.ANBRASAN M .Tech

AP/AERO AP/AERO
 1. V-N DIAGRAM
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 load masters 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 board's 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 (X cg – 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-.

In this section, details of the technique to plot the V- n diagram in introduced. It 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.
 FIG: V-N DIAGRAM

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.
 2. WING LOAD DISTRIBUTION

AERODYNAMIC LOAD DISTRIBUTION:

Lift distribution over a wing in which the lift decreases progressively along the span from the
center of the plot of lift per unit length of span against distance along span against distance along span.
In order to find the lift distribution on wing, we use the shrenck’s method. The equation for the lift
distribution are formed by taking semi span on the X axis and the lift distribution along Y axis.

The shrenck’s curve is used to approximate the lift distribution along the span of the wing. In
obtaining the shrenck’s curve, we assuming that the actual lift distribution can be approximate by
considering the average of two types of distributions

 TRAPEZOIDAL LIFT DISTRIBUTION

 ELLIPTIC LIFT DISTRIBUTION

TRAPEZOIDAL LIFT DISTRIBUTION:

For trapezoidal lift distribution, the lift produced by the any section of wing is directly
professional to chord of the wing at that section. Lift produced by the any section is known as lift per
unit span of loading intensity.

Area under the curve, A= b (w1+w2)/4

From the above equation, 2W/b=w1+w2

We know that lift produced by any section of the wing is directly professional to the chord wing at that
section.

(W2/W1) = (Ct/Cr) = ʎ
 (
Where, W1-load intensity at root W2-Load at intensity at tip

)
Cr-chord at wing root

Ct-chord at wing tip

ʎ − taper ratio

BENDING MOMENT CALCULATION:

Me=0
M d=25.05*0.87=-21.7935
Mc=-21.7935*2.945-2.2 MN*1.07=-61.8278MN
)

Mb=-21.7835*3.895-2.2MN*3.025-61.8278KN*0.95=-6.96256855MN

Ma=-49.05*5.245-2.2MN*4.375-61.8278KN*2.3-5.3MN*1.35=-16.13525 227MN

FUSELAGE LOAD DISTRIBUTION:

 The fuselage can be considered to be supported at the location of center of lift of
main wing, the loads on the fuselage structure area then due to the shear force and
bending moment about that point.
 The loads come from a variety of fuselage components, for example the weight of
payloads, fuel, fuselage structure and tail control lift force.
 Note that the coordinates along the fuselage is denoted as X and the fuselage is L.
 The generic load arrangement is listed in below table.

TAIL LIFT CALCULATION:

Selected airfoil for vertical tail and horizontal tail is NACA 64-004.The
characteristics of above airfoil is,
CV t=0.07
LV t=40.00ft
CL max=0.8
ΛLE=63 deg
Cl α=0.11 1/deg t/c=0.04
λ=0.
3
AV
t=1.0
 Bending moment
0
m 0 1 2 3 4 5 6 7
b o -5000
e m
-10000
n e
d n
i t -15000
n
(

K -20000
g
N
-25000
WING DISTANCE (m)

FIG: BENDING MOMENT

GUST LOAD:

FIG: Upward gust

∆n =

...