POSSIBLE DESIGN FOR A BLENDED WING S/VTOL

BOMBER/TRANSPORT AIRCRAFT

ASB4341 - DESIGN PROJECT-2 REPORT

Submitted by

Vedant Rana (18103074)

In partial fulfilment for the award of the degree

Of
BACHELOR OF TECHNOLOGY
In

AEROSPACE ENGINEERING

SCHOOL OF AERONAUTICAL SCIENCES

HINDUSTAN INSTITUTE OF TECHNOLOGY AND SCIENCE
PADUR, CHENNAI - 603 103
October 2021

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 BONAFIDE CERTIFICATE

Certified that this project report titled “POSSIBLE DESIGN FOR A BLENDED WING
S/VTOL BOMBER/TRANSPORT AIRCRAFT” is the bonafide work of “Vedant Rana
(18103074)” who carried out the project work under my supervision. Certified further that to
the best of my knowledge the work reported here does not form part of any other project /
research work on the basis of which a degree or award was conferred on an earlier occasion
on this or any other candidate.

Dr. Vasantkumar. P Dr. Ravi Ranjan K

Senior Professor & Head of the Department Assistant Professor
School of Aeronautical Sciences School of Aeronautical Sciences
HITS, Chennai 603 103 HITS, Chennai 603 103

25/09/2021
The Project Viva-Voce Examination is held on _______________

INTERNAL EXAMINER EXTERNAL EXAMINER

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 ACKNOWLEDGEMENT

It’s my pleasure to thank our chairperson Dr. Mrs. Elizabeth Verghese and Management of
Hindustan Institute of Technology and Science, for providing me with good, pleasing and
safe environment in our college which helped me a lot to carry on with our project.

We have taken efforts in this project. However, it would not have been possible without the
kind support and help of many individuals and the institution. We would like to extend our
sincere thanks to all of them. We would extend our heart full and deepest thanks to Prof Dr.
Vasantkumar. P, HOD Aeronautical Department for giving us his kind and able support.

At this occasion we must emphasize that this “AIRCRAFT DESIGN PROJECT - II” would
have not been possible without the highly informative and valuable guidance by our faculty
Dr. Ravi Ranjan K, Mr. Pritam Gosh, Mr. Jensin Joshua, Dr. Raja Joseph. We thank
him for his guidance and correction of various documents and calculation with attention and
care. He has taken pain to go through the project and make necessary corrections when
needed. We have the great pleasure in expressing our sincere whole hearted thanks to him

Last but not least wish we avail ourselves of this opportunity, express a sense of gratitude,
appreciations and love to our friends, our classmates, our well-wisher and beloved parents for
their manual support, strength, help and for everything in developing the project an people
who have willingly helped us out with their abilities for their kind co operations to the
completion of our project work.

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 Table of Contents
CHAPTER
NO TITLE PAGE NO

ABSTRACT 5

LIST OF SYMBOLS AND ABBREVIATION 6-7

01. SUMMARY OF DESIGN PROJECT-1 8-24

02. SCHRENK’S CURVE 25-35

03. MATERIAL SELECTION 36-39

04. DESIGN OF WINGS 40-43

05. ANALYSIS OF WINGS 44-45

06. TYRE SELECTION 49-50

07. DESIGN OF LANDING GEAR 51-53

08. ANALYSIS OF LANDING GEAR 54-56

09. V-n DIAGRAM 57-58

10. SAILENT FEATURES OF AIRPLANE 59

11. 3-VIEW DIAGRAM 60-63

CONCLUSION 64

REFERENCE 65

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 ABSTRACT

The V/STOL aircraft are considered aircrafts of future generation which are capable of showing
great manoeuvring abilities with the help of advanced thrust vectoring technology and require
new aircraft design. Some use the tilt-rotor technology for taking off and landing vertically like
V-22 osprey while some use thrust vectoring technology like F-35 which uses the pratt and
witneys advanced propulsion system with 3bearing swivel duct nozzle (3-BSD) We designed
this bomber with excellent stealth capability without compromising in any aspect. This can
travel up to the speed Mach 2 and can be used as transport aircraft. Considering the drag, we
have selected and designed this bomber with blended wings that helps to minimize the drag and
increases the stealth efficiency. Research works are currently going on different V/STOL
aircraft which are classified into wide varieties as this is considered as advanced weapons
technology like rocket technology. The V/STOL technology is only limited to fighter or troop
transport. This report gives the estimated theoretical calculation of a possible blended wing
V/STOL bomber/transport aircraft for the military use and the designed aircraft based in the
calculation is rendered in solid works with pressure contour of the model using ANSYS.

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 SYMBOLS AND ABBREVIATION

• M - Mach number of aircraft

• MFF - Mission fuel fraction
• R - Range (km)
• Re - Reynolds number
• Vt - Velocity at touch down (m/s)
• A.R - Aspect Ratio • B - Wing span(m)
• C - Chord of the Aerofoil (m)
• CRoot - Chord at Root (m)
• Wempty - Empty weight of the aircraft (kg)
• WFuel - Weight of fuel (kg)
• WPayload - Payload of the aircraft (kg)
• W0 - Overall weight (kg)
• W/S - Wing loading (kg/m2)
• ρ - Density of air (kg/m3)
• μ - Dynamic viscosity (Ns/m2)
• CTip - Chord at Tip (m)
• Cd - Drag Co-efficient
• CD,0 - Zero lift Drag co-efficient
• CP - Specific fuel consumption (lbs / hp / hr)
• CL - Lift Co-efficient
• D - Drag(N)
• E - Endurance (hr)
• e - Oswald efficiency factor
• S - Wing area (m2)
• SRef - Reference surface area
• SWet - Wetted surface area
• Sa - Approach distance (m)
• Sf - Flare distance (m) 7
• Sfr - Freeroll distance (m)
• S.C - Service ceiling
• A.C - Absolute ceiling
• T - Thrust (N)
• TCruise - Thrust at cruise (N)
• TTake-off - Thrust at take-off (N)
• (T/W) Loiter - The thrust-to-weight ratio at Loiter
• (T/W) Cruise - The thrust-to-weight ratio at cruise
• (T/W) Take-off - The thrust-to-weight ratio at take-off
• VCruise - velocity at cruise (m/s)

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• VStall - velocity at stall (m/s)
• L - Lift (N)
• (L/D) Loiter - Lift-to-drag ratio at loiter
• (L/D) Cruise - Lift-to-drag ratio at cruise
• WCrew - Crew weight (kg)

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 CHAPTER-1
SUMMARY OF DESIGN PROJECT-1

1.1 INTRODUCTION TO DESIGN

Design consists of a suitable arrangement of all items required for the efficient and trouble-
free functioning of the product as a whole. To achieve this goal, one must have noticeably
clear conception of the limitations of our knowledge as well as circumstances under which
the functioning of the product is envisaged. The arrangements of the components can be done
in many numbers of ways. The work involved in the various arrangements can differ a good
deal and a particular arrangement to be chosen depends invariably upon the time available for
the work.
One should have faculty of creative thinking if one wants to use unusual and unconventional
method. This can also be achieved to a large extent by systematic study. A good designer
must imagine a system where the working of components is mentally analysed and has to
determine the suitability of the system by logical thinking based on fundamental knowledge
of the subject. This includes theoretical and applied Aerodynamics, Structures, Performance,
Propulsion and Stability and Control.
The designer should have a clear idea of the requirements to be fulfilled in the design work.
Such requirements and regulations are laid down by governmental authorities, but they do not
suggest methods of achieving the results. These results must be learnt from past experiences
or investigations undertaken for the purpose by the designer. The designer must always be
concerned with the safety and he must continuously cop up with emergency situations when
normal systems fail. Such failures invariably occur, but the frequency of occurrence of
failures depends upon the excellence of the design when a good deal of thought and care has
been employed to the reliability of the functioning.
Apart from the bare functioning of the aero plane as a flying machine, there are many
secondary items and systems used and some knowledge of the nature.
Design is a pivotal part of any operation. Without a fixed idea or knowledge of required
aircraft, it is not possible to conceive the product. Airplane design is both an art and a science.
However, we can offer the following definition and then attempt to explain it. Airplane design
is the intellectual engineering process of creating on paper (or on a computer screen) a flying
machine to (1) meet certain specifications and requirements established by potential users (or
as perceived by the manufacturer) and/or (2) pioneer innovative, new ideas and technology.
The design process is indeed an intellectual activity, but a rather special one that is tempered
by good intuition developed via experience, by attention paid to successful airplane designs
that have been used in the past, and by (generally proprietary) design procedures and
databases (handbooks, etc.) that are a part of every airplane manufacturer.

8
Each aircraft is built for a specific task, and the design is worked around the requirement and
need of the aircraft. In case of Military aircrafts these are mission specific. The design is
modelled about the aircraft role and type and not the other way around. Therefore, airplanes
differ from each other and are conceptualized differently. Aircrafts that fall in the same
category may have similar specifications and performance parameters, albeit with a few
design changes.
Modern aircraft are a complex combination of aerodynamic performance, lightweight durable
structures, and advanced systems engineering. Aircraft design is a complex and laborious
undertaking with several factors and details that are required to be checked to obtain optimum
the final envisioned product. The design process begins from scratch and involves a few
calculations, logistic planning, design and real-world considerations, and a level head to meet
any hurdle head on.

PROPULSION
It is the action or process of pushing or pulling to drive an object forward. The term is derived
from two Latin words: pro, meaning before or forward; and pollera, meaning to drive. A
propulsion system consists of a source of mechanical power, and a propulsor. Propulsion is
the study of what kind of engine and power an airplane needs. An airplane needs to have the
right kind of engine for the kind of job that it has. Designers keep in mind the maneuver that
military aircrafts have to perform which may affect the engine air intake circumstances so
design of engines needs to be made accordingly. Another important concern is making the
exhaust cleaner and more environmentally friendly. Just like automobiles, airplane exhaust
contains chemicals that can damage the earth's environment.

AERODYNAMICS
It is the study of how gases interact with moving bodies. Because the gas that we encounter
most is air, aerodynamics is primarily concerned with the forces of drag and lift, which are
caused by air passing over and around solid bodies. In order for an airplane to fly at all, air
must flow over and under it’s every airplane goes through many changes in design before it
is finally built in a factory. The steps between the first ideas for an airplane and the time when
it is actually flown make up the design process. In aerodynamics, Wings of an aircraft plays
an important role in the generation of lift. If air can move around the airplane easier, the
airplane's engines have less work to do. This means the engines do not have to be as big or
eat up as much fuel which makes the airplane more lightweight and easier to fly. The more
aerodynamic, or streamlined the airplane is, the less resistance it has against the air. For
example, fighter jets maneuver and turn quickly and fly faster than sound (supersonic flight)
over short distances.

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STRUCTURES AND MATERIALS
It is the study of how strong the airplane is and what materials will be used to build it. It is
really important for an airplane to be as lightweight as possible. The less weight an airplane
has, the less work the engines have to do and the farther it can fly. It is tough designing an
airplane that is lightweight and strong at the same time. In the past, airplanes were usually
made out of lightweight metals like aluminium, but today a lot of engineers are thinking about
using composites in their designs. Composites look and feel like plastic but are stronger than
most metals. Engineers also need to make sure that airplanes not only fly well but are also
easy to build and maintain.

STABILITY AND CONTROL

It is the study of how an airplane handles and interacts to pilot input and feed. Pilots in the
cockpit have a lot of data to read from the airplane's computers or displays. Some of this
information could include the airplane's speed, altitude, direction, and fuel levels as well as
upcoming weather conditions and other instructions from ground control. The pilot needs to
be able to process the correct data quickly, to think about what kind of action needs to be
taken, and to react in an appropriate way. Meanwhile, the airplane should display information
to the pilot in an easy-to-read and easy-to-understand way. The controls in the cockpit should
be within easy reach and just where the pilot expects them to be. It is also important that the
airplane responds quickly and accurately to the pilot's instructions and maneuvers.

1.2 DEFINING A NEW DESIGN

The design of an aircraft draws on a number of basic areas of aerospace engineering. These
include aerodynamics, propulsion, light-weight structures and control. Each of these areas
involves parameters that govern the size, shape, weight and performance of an aircraft.
Although we generally try to seek optimum in all these aspects, with an aircraft, this is
practically impossible to achieve. The reason is that in many cases, optimizing one
characteristic degrades another. There are many performance aspects that can be specified by
the mission requirements.
These include:

• The aircraft purpose or mission profile

• The type(s) and amount of payload
• The cruise and maximum speeds
• The normal cruise altitude
• The range or radius with normal payload
• The endurance
• The take-off distance at the maximum weight
• The purchase cost

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The main aim of design project 1 was to perform a comparative study of different types of
airplanes, their specification and performance details with reference to the design work
undertaken. The course outcome was to perform preliminary weight estimation, selection of
design parameters, power plant selection, aerofoil selection, fixing the geometry of wing, tail,
control surfaces and landing gear selection. The layout of the drawing was prepared and a
balanced three view diagram of the aircraft chosen was also constructed. For the further study,
drag estimation, performance calculations, stability analysis and V-n diagram were also
included.
Airplane design is both an art and a science. It’s the intellectual engineering process of
creating on paper (or on a computer screen) a flying machine to

Meet certain specifications and requirements established by potential users (or as perceived
by the manufacturer) and 2. Pioneer innovative, new ideas and technology.

1.3 PURPOSE AND SCOPE OF AIRCRAFT DESIGN

OBJECTIVES
To meet the FUNCTIONAL, OPERATIONAL AND SAFETY requirements set out OR
acceptable to the USER.

ACTUAL PROCESS OF DESIGN

• Selection of aircraft type and shape

• Determination of aircraft parameters
• Selection of Power Plant
• Structural design and analysis of various components
• Determination of aircraft flight and operational characteristics
• Solution to meet simulation requirements
• Very complex and long-term drawn-out process
• Meeting higher performance requirements than similar aircraft already in service
• Role of design, laboratories and R&D Institutions
• Trial and error, in an ingenious fashion.

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DISTINCT STAGES OF AIRCRAFT DESIGN

• Project Feasibility Study

• Preliminary Design
• Design Project

PROJECT FEASIBILITY STUDY

• Comprehensive Market Study

• Studies on operating condition forth airplane to be designed
• Studies on relevant design requirements
• Evaluation of similar existing design
• Studies on possibilities of introducing new concepts
• Collection of data on relevant power plants
• Laying down Preliminary Specifications

PRELIMINARY DESIGN

It consists of initial stages of design, resulting in the presentation of brochure containing

preliminary drawings and clearing stating the operational capabilities of the being design.

The steps involved are:

• Layout of main components

• Arrangements of airplane equipment and control systems
• Selection of power plant
• Aerodynamics and stability calculations
• Preliminary structural design of Major components
• Weight estimation and C.G travel
• Preliminary and Structural Testing
• Drafting the Preliminary 3-D Drawings

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DESIGN PROJECT

• Internal discussions
• Discussions with perspective customers
• Discussion with Certification Authorities
• Consultation with suppliers of power plant and major accessories
• Deciding upon Broad Outline to start the Actual Design which will consists
of Mock- up
• Structural layout of all the individual units and their stress analysis
• Drafting of detailed design drawings
• Structural and Functional Testing
• Nomenclature of parts
• Supplying key and essential diagrams
• Final power plant calculations
• Final weight estimation and C.G limits
• Final performance calculation

1.4 DESIGN MOTIVATION

Fundamentally, an aircraft is a structure. Aircraft designers design structures. The structures

are shaped to give them desired aerodynamic characteristics, and the materials and structures
of their engines are chosen and shaped so they can provide needed thrust. Even seats, control
sticks, and windows are structures, all of which must be designed for optimum performance.
Any excess structural weight often makes the aircraft cost more to build and almost always
makes it cost more to operate. As with small excesses of aircraft drag, a small percentage of
total aircraft weight used for structure instead of payload can make the difference between a
profitable airliner or successful tactical fighter and a failure.
Careful layout of the aircraft structure ensures structural components are placed within the
interior of the structure so they carry the required loads efficiently and do not interfere with
placement of other components and payload within the space. Designing aircraft structures
involves determining the loads on the structure, planning the general shape and layout,
choosing materials, and then shaping, sizing and optimizing its many components to give
every part just enough strength without excess weight. Since aircraft structures have relatively
low densities, much of their interiors are typically empty space which in the complete aircraft
is filled with equipment, payload, and fuel. Choice of materials for the structure can
profoundly influence weight, cost, and manufacturing difficulty. The extreme complexity of
modern aircraft structures makes optimal sizing of individual components particularly
challenging. An understanding of basic structural concepts and techniques for designing
efficient structures is essential to every aircraft design.

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1.5 DESIGN PROCESS

The process of designing an aircraft and taking it to the point of a flight test article consists of
a sequence of steps, as illustrated in the figure. It starts by identifying a need or capability for
a new aircraft that is brought about by (1) a perceived market potential and (2) technological
advances made through research and development. These are compiled in the form of a design
proposal that includes (1) the motivation for initiating a new design and (2) the “technology
readiness” of new technology for incorporation into a new design. The former will include a
market-share forecast, which attempts to examine factors that might impact future sales of a
new design.
These factors include the need for a new design of a specific size and performance, the number
of competing designs, and the commonality of features with existing aircraft. As a rule, a new
design with competitive performance and cost will have an equal share of new sales with
existing competitors. The conceptual design is driven by the mission requirements, which are
set in the design proposal. The needs and capabilities of a new aircraft that are determined in
a market survey go to define the mission requirements for a conceptual aircraft. It is essential
that the mission requirements be defined before the design can be started. Based on these, the
most important performance aspects or “design drivers” can be identified and optimized
above all others. Following the design proposal, the next step is to produce a conceptual
design.

1.6 DESIGN SEQUENCE PROCESS BREAKDOWN

1. Define the Mission

2. Compare the part Design
3. Parametric Selection

• Geometry
• Shape
4. Weight Estimation
5. Aerodynamics
• Wing
• Speed
• Altitude
• Drag
6.Propulsive Device
• Engine Selection
• Location
7.Performance

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 • Fuel Weight
• Take-off
Distance
• Landing Distance
• Climb
• Descent
• Loiter
• Cruise

8. Configuration
• Convectional
• Preliminary Detailed Design
• Stability and Control
• Tail
• Flaps
• Control Surfaces

9. Structure

• Primary
• Secondary
• Tertiary

10. Construction

• Truss
• Semi-monocoque
• Monocoque

11. Manufacturing Models

• Mock up Model
• Training Model
• Scale in/out
• Fake Model
• Test Model
• Prototype Model
• Flying Model

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1.9 V/STOL (Vertical and/or short take-off and landing)

A vertical and/or short take-off and landing (V/STOL) aircraft is an airplane able to take-off
or land vertically or on short runways. Vertical take-off and landing (VTOL) aircraft are a
subset of V/STOL craft that do not require runways at all. Generally, a V/STOL aircraft needs
to be able to hover. Helicopters are not considered under the V/STOL classification as the
classification is only used for aeroplanes, aircraft that achieve lift (force) in forward flight by
planning the air, thereby achieving speed and fuel efficiency that is typically greater than the
capability of helicopters.

Most V/STOL aircraft types were experiments or outright failures from the 1950s to 1970s.
V/STOL aircraft types that have been produced in large numbers include the F-35B Lightning
II, Harrier, Yak-38 Forger and V-22 Osprey.

A rolling take-off, sometimes with a ramp (ski-jump), reduces the amount of thrust required
to lift an aircraft from the ground (compared with vertical take-off), and hence increases the
payload and range that can be achieved for a given thrust. For instance, the Harrier is incapable
of taking off vertically with full weapons and fuel load. Hence V/STOL aircraft generally use
a runway if it is available i.e. short take off and vertical landing (STOVL) or conventional
take- off and landing (CTOL) operation is preferred to VTOL operation.
V/STOL was developed to allow fast jets to be operated from clearings in forests, from very
short runways, and from small aircraft carriers that would previously only have been able to
carry helicopters.

AIRCRAFT SELECTED

We have chosen to design a blended wing military bomber which is a 2seater aircraft with
jet engine. We have also studied similar aircrafts in order to collect data in the following
chapters.

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 The following are the aircrafts chosen for study,

1 NORTHROP GRUMMAN B-2 SPIRIT

2 NORTHROP GRUMMAN YB-49

3 TUPOLEV TU-160

4 ROCKWELL B-1 LANCER

BOEING B-52 STRATOFORTRESS

5

The tentative parameters and general characteristics for the design were as follows:

1. Crew: 2
2. Length: 50 m

3. Height: 5 m

4. Wing area: 3850 m2

5. Wing span: 140 m

6. Main body chord: 50 m

7. Wing chord: 32.5 m 7. Aspect ratio: 5.09

8. Cruising speed: 0.8 Mach (at 20,000m)

The tentative parameters for the weight configuration for the design are listed as follows:

1. Empty weight: 73,000 kg

2. Take-Off weight: 160,000 kg

3. Loaded Weight: 140,000 kg

4. Thrust to Weight ratio: 0.35

The tentative parameters for the performance for the design are listed as follows:

1. Maximum speed: 1.2 Mach

2. Maximum Altitude: 20,000 m
3. Range: 12,000 km

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 Flight profile can be defined as the trajectory of flight or the flight plan which consists of
the altitude, speed, distance of flight and the manoeuvres to be performed and the number
of stops etc. A flight plan plays a very important role as it helps us to be prepared in
advance. The following is the flight profile of our aircraft.

Fig.(a) Flight Profile

The weight estimation for the aircraft has been calculated and all the values can be observed
from the above steps. The weight estimation has been done with an error percentage of
0.0024%

Take-off weight 352739.619 lbs

Fuel weight 163758.8104 lbs
Actual Weight 161528.8124 lbs

AEROFOIL SELECTION
Further chapters mainly focus on wing and airfoil selection which is done sequentially. Firstly,
the airfoil used for the model design is NACA 6 series airfoil whose aerodynamic
characteristics are taken from a study of NACA research memorandum. The airfoil used is
NACA 63-212 airfoil. The 6 series airfoil shows better aerodynamic characteristics at high
speed

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 NACA 63-212

Min. Pressure
Coefficient 0.3

Thickness % 12

C/Designed 0.2

αmax 11.5

Cl max 1.014

Stall angle 9.5

(Cl/ Cd) max 33.5

Fig.(b) Airfoil
WING SELECTION

A blended wing body (BWB), also known as blended body or hybrid wing body (HWB), is a fixed-
wing aircraft having no clear dividing line between the wings and the main body of the craft. The
aircraft has distinct wing and body structures, which are smoothly blended together with no clear
dividing line. This contrasts with a flying wing, which has no distinct fuselage, and a lifting body,
which has no distinct wings. A BWB design may or may not be tailless.

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LANDING GEAR SELECTION

The landing gear or undercarriage of the aircraft is an important part of the aircraft that is used
for take-off or landing. Generally, it is used for both take-off and landing in case of an aircraft.
Basically, landing gears for aircrafts are classified as either fixed or retractable landing gears.
Based on gear set up landing gears are classified as conventional, bicycle, tricycle and
quadricycle. The type of landing gear selected for the design of the aircraft is

1. Retractable landing gear would be a better option for an aircraft whose specifications are
as large as the ones we chose in order to decrease the aerodynamic forces experienced by
the gears as the gears would be retracted and to achieve higher cruise speeds and altitudes.

Engine Length 559 cm

Diameter 117 cm (max)

109 cm (Fan inlet)

Dry Weight 1701 kg

Bypass ratio 0.57:1

Thrust 128 KN (Dry)

191 KN (Wet)

Pressure Ratio 28:1

Inlet Turbine 19800C

Temperature

Thrust to Weight ratio 7.47:1 (Dry)

11.47:1 (Wet)

2. In case of type of gear arrangement, a tricycle type landing gear would be preferable
because it allows forceful application of the brakes without nosing over when braking,
which enables higher landing speeds and clear visuals to the pilot.

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ENGINE SELECTION
An aircraft engine or an aero engine is an integral part of the aircraft propulsion system.
Aircraft engines can be broadly classified as reciprocating engines, turbojet engines,
turboprop engines, turboshaft engines, turbofan engines, ramjet engines, scramjet engines and
pulsejet engines. A turbofan engine would be most suitable for an aircraft which has
parameters like we chose.
Based on the above calculations the Engines installed are buried type which are inside the
body of the aircraft to reduce the drag and radar cross section of the aircraft. The aircraft will
be consisting 4 Pratt & Whitney F135 PW-600 version engine which are used in F-35 for
vertical take-off versions producing 27,000 lbs of dry thrust each.

1. Used to power the two-shaft driven fan each on one wing.

2. Fan housed on each side of the wing will be used for vertical take-off and landing.

PERFORMANCE CALCULATION

Data Parameters

Rate of Climb 8.0994 m/s

Gliding Angle 5.855450

Take-Off Distance 1844.271 m

Landing Performance 152.3125 m

VTOL PERFORMANCE

Hovering
1569600 N
Thrust by fans
Velocity
191.092 m/s
Generated by fans

Power
Required by 74.9845 MW
Fans

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MATERIAL SELECTION

The material used in aircraft should simultaneously have high strength and light weight. Light
weighting design is an extensively explored and utilized concept in many industries,
especially in aerospace applications, and is associated with the green aviation concept. The
less weight an airplane has, the less work the engines have to do and the farther it can fly.
High strength composites are mostly coming into picture because of their light weight and
high strength. Composites look and feel like plastic, but are stronger than most metals.
Components used:

• Aluminium Alloys
• Composite Materials
• Polymers
• Ceramics and Glasses
• Advanced Materials

22
 CHAPTER -2
SCHRENKS’S CURVE

SCHRENK’S CURVE
Schrenk’s Curve is used to obtain the Lift distribution along the span of an Aircraft wing. For
designing an aircraft and its parts, it is necessary to study the loads and its distribution over the
surface of the aircraft. Especially for the structural design of a wing, it is important to study the
distribution of its main load, the lift distribution along its span. Hence the lift distribution over
the span of the wing is obtained by Schrenk’s curve is an average of Trapezoidal Lift
Distribution and Elliptic Lift Distribution. Schrenk’s Curve is given by-:

𝒀𝟏 + 𝒀𝟐
𝒀=
𝟐

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
2.1.2. Linear lift distribution:

LIFT AT ROOT
𝜌 ∗ 𝑉 2 ∗ 𝐶𝐿 ∗ 𝐶𝑟𝑜𝑜𝑡
𝐿𝑟𝑜𝑜𝑡 =
2
1
𝐿𝑟𝑜𝑜𝑡 = ∗ 0.08891 ∗ 236.082 ∗ 0.16454 ∗ 32.5
2

𝐋𝐫𝐨𝐨𝐭 = 𝟏𝟑𝟐𝟒𝟗. 𝟑𝟐𝟖𝟑 𝐍/𝐦

23
LIFT AT TIP

ρ ∗ V 2 ∗ CL ∗ Ctip
𝐋tip =
2
1
Ltip = 0.08891 ∗ 236.08@ ∗ 5
2
𝐋𝐭𝐢𝐩 = 𝟐𝟎𝟑𝟖. 𝟑𝟓𝟖𝟐 𝑵/𝒎

By representing this lift at sections of root and tip we can get the equation for the wing.
Equation of linear lift distribution for starboard wing
Y1 = mx + c
(Ltip − Lroot)
𝑚=
2
𝑚 = −160.152
𝑌1 = −160.152𝑥 + 13249.3283

Equation of linear lift distribution for port wing we have to replace x by –x in general,

Wing Span (m) Lift (N)

0 13249.33
1 13089.17
2 12929.01
3 12768.86
4 12608.7
5 12448.54
6 12288.39
7 12128.23
8 11968.07
9 11807.92

24
10 11647.76
11 11487.6
12 11327.45
13 11167.29
14 11007.13
15 10846.98
16 10686.82
17 10526.66
18 10366.51
19 10206.35
20 10046.19
21 9886.038
22 9725.881
23 9565.724
24 9405.568
25 9245.411
26 9085.254
27 8925.097
28 8764.941
29 8604.784
30 8444.627
31 8284.471
32 8124.314
33 7964.157
34 7804.001
35 7643.844
36 7483.687
37 7323.53
38 7163.374
39 7003.217
40 6843.06
41 6682.904
42 6522.747
43 6362.59

25
44 6202.434
45 6042.277
46 5882.12
47 5721.963
48 5561.807
49 5401.65
50 5241.493
51 5081.337
52 4921.18
53 4761.023
54 4600.867
55 4440.71
56 4280.553
57 4120.396
58 3960.24
59 3800.083
60 3639.926
61 3479.77
62 3319.613
63 3159.456
64 2999.3
65 2839.143
66 2678.986
67 2518.829
68 2358.673
69 2198.516
70 2038.359

26
 Fig. 1 Linear Lift Distribution

ELLIPTICAL 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
𝐿 𝑊 𝜋𝑎𝑏1
= =
2 2 4
Where, b1 - is Actual lift at root
a - is wing semi span
4𝑊
𝑏=
2𝜋𝑎
𝑏 = 352739.619 𝑙𝑏𝑠 (1569063.992 N)

4 ∗ 1569063.992
𝑏=
2 ∗ 𝜋 ∗ 70

𝑏 = 14269.95 𝑁/𝑚
2𝑏
𝑌2 = √𝑎2 − 𝑥 2
𝑎
2 ∗ 14269.95
𝑌2 = √702 − 𝑥^2)
70

x Y2

0 28539.9

1 28539.92

27
2 28537.01
3 28528.27
4 28513.7
5 28493.28
6 28467.02
7 28434.88
8 28396.86
9 28352.92
10 28303.04
11 28247.19
12 28185.33
13 28117.43
14 28043.43
15 27963.29
16 27876.96
17 27784.38
18 27685.49
19 27580.22
20 27468.49
21 27350.23
22 27225.35
23 27093.76
24 26955.36
25 26810.04
26 26657.7
27 26498.22
28 26331.45
29 26157.27
30 25975.52
31 25786.04
32 25588.67
33 25383.21
34 25169.47

28
35 24947.25
36 24716.29
37 24476.37
38 24227.22
39 23968.54
40 23700.02
41 23421.34
42 23132.11
43 22831.93
44 22520.38
45 22196.97
46 21861.18
47 21512.42
48 21150.06
49 20773.37
50 20381.58
51 19973.78
52 19548.98
53 19106.05
54 18643.68
55 18160.4
56 17654.5
57 17123.95
58 16566.4
59 15979.03
60 15358.4
61 14700.31
62 13999.47
63 13249.11
64 12440.26
65 11560.66
66 10592.7
67 9509.422

29
 68 8265.623
69 6773.439
70 4806.867

Fig.2 Elliptical Lift Distribution

Construction of schrenk’s curve: Schrenk’s Curve is given by,

𝑌1 + 𝑌2
𝑌=
2
2 ∗ 14269.95
𝑌 = (−160.152𝑥 + 13249.3283) + √702 − 𝑥^2)
70

x Linear Elliptical Schrenk’s

0 13249.33 28539.92 20894.62
1 13089.17 28539.92 20813.09
2 12929.01 28537.01 20728.64
3 12768.86 28528.27 20641.28
4 12608.7 28513.7 20550.99
5 12448.54 28493.28 20457.78
6 12288.39 28467.02 20361.64
7 12128.23 28434.88 20262.55
8 11968.07 28396.86 20160.5

30
 9 11807.92 28352.92 20055.48
10 11647.76 28303.04 19947.48
11 11487.6 28247.19 19836.47
12 11327.45 28185.33 19722.44
13 11167.29 28117.43 19605.36
14 11007.13 28043.43 19485.21
15 10846.98 27963.29 19361.97
16 10686.82 27876.96 19235.6
17 10526.66 27784.38 19106.08
18 10366.51 27685.49 18973.36
19 10206.35 27580.22 18837.42
20 10046.19 27468.49 18698.21
21 9886.038 27350.23 18555.69
22 9725.881 27225.35 18409.82
23 9565.724 27093.76 18260.54
24 9405.568 26955.36 18107.81
25 9245.411 26810.04 17951.56
26 9085.254 26657.7 17791.74
27 8925.097 26498.22 17628.27
28 8764.941 26331.45 17461.1
29 8604.784 26157.27 17290.15
30 8444.627 25975.52 17115.33
31 8284.471 25786.04 16936.57
32 8124.314 25588.67 16753.76
33 7964.157 25383.21 16566.82
34 7804.001 25169.47 16375.62
35 7643.844 24947.25 16180.07
36 7483.687 24716.29 15980.03
37 7323.53 24476.37 15775.37
38 7163.374 24227.22 15565.96
39 7003.217 23968.54 15351.62
40 6843.06 23700.02 15132.2
41 6682.904 23421.34 14907.5
42 6522.747 23132.11 14677.34
43 6362.59 22831.93 14441.49
44 6202.434 22520.38 14199.7
45 6042.277 22196.97 13951.73
46 5882.12 21861.18 13697.27
47 5721.963 21512.42 13436.01
48 5561.807 21150.06 13167.59
49 5401.65 20773.37 12891.61

31
 50 5241.493 20381.58 12607.64
51 5081.337 19973.78 12315.16
52 4921.18 19548.98 12013.61
53 4761.023 19106.05 11702.35
54 4600.867 18643.68 11380.64
55 4440.71 18160.4 11047.6
56 4280.553 17654.5 10702.25
57 4120.396 17123.95 10343.4
58 3960.24 16566.4 9969.633
59 3800.083 15979.03 9579.24
60 3639.926 15358.4 9170.116
61 3479.77 14700.31 8739.62
62 3319.613 13999.47 8284.36
63 3159.456 13249.11 7799.859
64 2999.3 12440.26 7279.981
65 2839.143 11560.66 6715.92
66 2678.986 10592.7 6094.204
67 2518.829 9509.422 5392.226
68 2358.673 8265.623 4566.056
69 2198.516 6773.439 3502.691
70 2038.359 4806.867 1019.18

Construction of Schrenk’s curve: Schrenk’s Curve is given by,

𝑌1 + 𝑌2
𝑌=
2
2 ∗ 14269.95
𝑌 = (−160.152𝑥 + 13249.3283) + √702 − 𝑥^2)
70

Fig.3 Schrenk’s Curve

32
 CHAPTER -3
MATERIAL SELECTION

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 fibres 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 fibres 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 fibres 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 fibres together and enabling them to take the required
compression loads. This is a very good structural material.

Components used:

• Aluminium Alloys
• Composite Materials
• Polymers
• Ceramics and Glasses
• Advanced Materials

33
Aluminium Alloys

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 aluminium’s 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 24 thumb, aluminium is three times heavier, but also three times stronger than wood.
Steel is again three times heavier and stronger than aluminium.\

Fig.4 Material Components in Aircraft

34
 Fig.5 Schematic Diagram of Design

Composite Materials
The designer of composite aircraft simply uses fibres in the desired direction exactly where
and in the amount required. The fibres 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 fibres 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 fibres
(glass, nylon, Kevlar, carbon, whiskers or single crystal fibres 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-orbi-directional
fibers are held apart by a lightweight core (foam or "honeycomb"). This allows the designer
to achieve the required inertia or stiffness.
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

35
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.

Fig.6 Different Materials Used

36
 CHAPTER -4
DESIGN OF WING

The wings are the main component to provide lift to the aircraft. The position, size and shape
of the wing varies with respect to various aircraft. Each of the various designs provide the
aircraft with different results which are the required aircraft performances. The wing positions
can be high or low depending upon the designer. The number of wings on the plane can also
be varied. Those with 1 set of wings are called monoplanes. Those with two sets of wings are
called biplanes. High wing airplanes mostly have external braces and struts that transmit the
loads from the wing to the fuselage. Some high wing and low wing are in the cantilever
position without the help of external braces. Those have internal support called ribs, spars and
stringers.
The different cross-sectional spars are of five types:

• Solid
• Box shaped
• Partly hollow
• I- section

A blended wing body (BWB), also known as blended body or hybrid wing body (HWB), is a fixed-
wing aircraft having no clear dividing line between the wings and the main body of the craft. The
aircraft has distinct wing and body structures, which are smoothly blended together with no clear
dividing line. This contrasts with a flying wing, which has no distinct fuselage, and a lifting body,
which has no distinct wings. A BWB design may or may not be tailless
The main advantage of the BWB is to reduce wetted area and the accompanying form drag
associated with a conventional wing-body junction. It may also be given a wide air foil-shaped
body, allowing the entire craft to generate lift and thus reducing the size and drag of the wings.

BWB DESIGN CONSTRAINS

As an integrated airplane configuration, the BWB must satisfy a unique set of design
requirements. Included are the following:

A. Volume
Passengers, cargo, and systems must be packaged within the wing itself. This leads to a
requirement for the maximum thickness-to chord ratio on the order of 17%, a value that is much
higher than is typically associated with transonic air foils.

37
B. Cruise Deck Angle
Because the passenger cabin is packaged within the centre body, the centre body airfoils must be
designed to generate the necessary lift at an angle of attack consistent with cabin deck angle
requirements (typically less than 3 degree). Taken by itself, this requirement suggests the use of
positive aft camber on the centre body airfoils.

C. Trim
A BWB configuration is considered trimmed (at the nominal cruise condition) when the
aerodynamic center of pressure is coincident with the center of gravity, and all of the trailing-
edge control surfaces are faired. Positive static stability requires that the nose- down pitching
moment be minimized. This limits the use of positive aft camber and conflicts with the preceding
deck angle requirement.

D. Landing Approach Speed and Attitude

BWB trailing-edge control surfaces cannot be used as faps be- cause the airplane has no tail to
trim the resulting pitching moments. Trailing-edge surface deflection is set by trim requirements,
rather than maximum lift. Therefore, the maximum lift coefficient of a BWB will be lower than
that of a conventional configuration, and, hence, the wing loading of a BWB will be lower. Also,
because there are no flaps, the BWB’s maximum lift coefficient will occur at a relatively large
angle of attack, and the flight attitude during approach is correspondingly high.

E. Buffet and Stall

The BWB planform causes the outboard wing to be highly loaded. This puts pressure on the wing
designer to increase both the outboard wing chord and washout, which degrades cruise
performance. A leading-edge slat is required outboard for low-speed stall protection. These issues
apply to a conventional configuration, but they are exacerbated by the BWB planform.

F. Power for Control Surface Actuation

Tailless configurations have short moment arms for pitch and directional control, and, therefore,
multiple, large, rapidly moving control surfaces are required. Trailing-edge devices and winglet
rudders are called on to perform a host of duties, including basic trim, control, pitch stability
augmentation, and wing load alleviation. Because some of the control surfaces can perform
multiple functions (e.g., outboard elevon/drag rudder offers pitch, roll, and yaw authority), control
surface allocation becomes a critical issue.
Hinge moments are related to the scale of the control surface as follows: The area increases as the
square of the scale, and, in turn, the moment increases with the cube of the scale. Once the
hydraulic system is sized to meet the maxi- mum hinge moment, the power requirement becomes
a function of rate at which a control surface is moved. If the BWB is designed with a negative

38
static margin (unstable), it will require active flight control with a high bandwidth, and the control
system power required may be prohibitive.

Fig. 7 Design of Wing in SolidWorks

Alternatively, designing the airplane to be stable at cruise requires front-loaded airfoils, washout,
and limited (if any) aft camber. This implies a higher angle of attack, which, in turn, threatens
the deck angle constraint.

Fig. 8 Design of wing in solid works

Figure shows the internal structure of the wing section with a lift fan being integrated in the
structure. Wing contains ribs, beam, struts and stringer

39
 CHAPTER -5
ANALYSIS OF WING

Fig.9 Design of wing in Ansys

Fig shows the wing model imported in the Ansys for simulation showing all the internal structural
components of the wing with integrated lift fan. The stringers and ribs can be seen in the figure
with the lift fan.

Fig.10 Deformation of wing

Figure shows the Isometric view of the fuselage model rendered in fusion 360. Red lines show
the Column location on the fuselage which takes the tensile and compressive load of the
fuselage.

40
 CHAPTER -6
TYRE SELECTION

Total Gross Weight: 160000 Kg

Weight of main landing gear (Ww): 90% of total gross weight
: 0.9 * 160000
(Ww): 144000 Kg

MAIN WHEEL CONFIGURATION:

Main Wheel Diameter: A(Ww)B

Where, Ww: Weight of main landing gear

A: Diameter
B: Width
: 1.63(144000)0.315

: 68.718

Width of main landing gear: A(Ww)B

: 0.1043(144000)0.480

: 31.2103

NOSE WHEEL CONFIGURATION:

Nose Wheel Diameter: A(Ww)B
: 80% of main wheel diameter
: 0.8* 68.718
: 54.9744 in

Nose Wheel Width: A(Ww)B

: 50% of main wheel width

: 0.5*31.2103

43
 : 15.60 in

RESULT:

Diameter (in) Width (in)

Main Wheel 68.718 31.2103

Nose Wheel 54.974 15.60

44
 CHAPTER -7
DESIGN OF LANDING GEAR

The landing gear, also called the undercarriage of the aircraft is used while both take-off and landing.
The landing gear supports the load of the aircraft when it is at the ground and allows it to take-off,
land and taxi. There are many types of landing gear. Most of the landing gear uses wheels, but it can
also use skids, skis and floats, depending on the type of the terrain.
TYPES OF LANDING GEARS:
The landing gear normally comes in two types:
1.Fixed type:
Fixed landing gear hangs underneath an aircraft during flight, whereas retractable landing gear is
stowed inside an aircraft during flight. Each arrangement and design is intended for a specific
purpose and/or desired performance.
2. Retractable type:
At higher speeds the landing gear generates a large amount of drag and the means to retract the
landing gear to overcome the parasite drag becomes necessary, in spite of the weight of the
mechanism. Retractable landing gear stow in fuselage or wing compartments while in flight. Once
in these wheel wells, gear is out of the slipstream and do not cause parasite drag.

3.Fixed type landing gear:

The fixed landing gear is mostly used in single engine light weight aircrafts. This means the gear is
attached to the airframe and remains exposed to the slipstream as the aircraft is flown. Mechanisms
to retract and stow the landing gear to eliminate parasite drag add weight to the aircraft. On slow
aircraft, the penalty of this added weight in the reduction of drag, so fixed gear is used.
4.Tricycle-Type Landing Gear:
The most commonly used landing gear arrangement is the tricycle comprised of main gear and nose
gear. The number and location of wheels on the main gear vary. Many main gears have two or more
wheels. On light aircraft, the nose gear is directed through mechanical linkage to the rudder pedals.
The main gear on a tricycle wing structure or fuselage structure.

45
Fig.15 Design of Rear Landing Gear

Fig.16 Design of Rear Landing Gear

46
Fig.17 Design of Nose Landing Gear

Fig.18 Design of Nose Landing Gear

47
 CHAPTER -8
ANALYSIS OF LANDING GEAR

The model of landing gear is prepared in Solid works and the analysis of the landing gear has
been done in Ansys. For the landing gear one shock strut and one brace strut has been used. The
bottom end of the landing gear has been taken as a fixed support and the top part of the shock
strut and brace strut has been made to take loads The contours for the total deformation and the
stress analysis has been obtained.

Fig.19 Mesh of Landing Gear

This figure shows the meshed part of the nose landing gear with triangular mesh being
used of 5mm element size

48
 Fig.20 Total Deformation
This figure shows the total deformation of the landing gear when load was applied at the base
of the landing gear. The Maximum deformation can be seen as 0.00047512mm and minimum
is 0mm.

Fig.21 Normal Elastic Strain

Figure shows the Normal Elastic strain of the landing gear. The maximum Elastic strain is
4.2095e7 and minimum strain is -4.2233e-7.

49
 Fig.22 Normal Stress

Figure shows the normal stress of the landing gear when the load was applied to it. The
maximum stress can be seen as 0.051036 MPa and the minimum stress is 0.13195 MPa.

50
 CHAPTER -9
V-n DIAGRAM

Fig.23 MATLAB program for V-n diagram

This V-n diagram was made using the MATLAB application by giving input as the details of the
aircraft and the load factor was limited to 2 to -1.
The values were input in the left top side and the v-n diagram was given as output on the right
side

51
 Fig.24 V-n diagram using MATLAB application

This figure shows the V-N diagram plotted using MATLAB and the cruising velocity as
well as stall velocity can be seen.

52
 CHAPTER- 10
SALIENT FEATUURE OF AIRPLANE

The following are the Salient feature for this aircraft

• V/STOL capabilities can take off and land vertically and also standard. Useful for
instant deployment during war.

• Next generation Stealth capabilities make it hard to detect by the ground based and
airborne radar systems as the body is coated with radio wave absorbing material.

• High altitude flight making it harder for ground based anti-aircraft systems to lock on
to the aircraft.

• Can go up to Mach 1.2 making is useful for reaching the destination faster

• Bombs can be deployed from high as 20,000ft altitude and the aircraft can be used as a
troop and cargo transport aircraft making it useful for cross border infiltration and troop
deployment behind enemy lines.

• Next gen avionics makes the aircraft easy to fly and radar systems can detect incoming
aircrafts as far as beyond visual range with 2800 Radar detection and imaging
capabilities.

• Engine are integrated inside the fuselage of the aircraft and are placed at the top of it to
reduce the thermal footprint and radar detection by ground based radar systems.
SOFTWARE USED

1. MATLAB

2. Solid works

3. Ansys CFX

53
 CHAPTER -13
3D View Diagrams

Fig.25 Top View of ModelRendered in Solid Works

Fig.26 Side View of Model Rendered in Solid Works

54
Fig.27 Isometric view of Model rendered in solid works

Fig.28 Schematics of top view of the aircraft made

using SolidWorks draft

55
Fig.29 Schematics of lift fan right view as a section of wing

Fig.30 Schematics of the top view of the lift fan

56
Fig.31 Close display of the blades used in lift fan

Fig.32 Section view of model

57
 CONCLUSION

We have Developed the Preliminary Design of the blended wing Zephyr-2 S/VTOL
Bomber/Transport Aircraft Based on Systematic Calculation and Appropriate References.
It’s a Completely Conceptual Design and may not fulfil all the requirements needed for an
actual aircraft. The Design can be subjected to changes and implementation as required
based on the requirements. This design depends on the works of Boeing blended wing body
and concept of a future S/VTOL aircrafts.
We have obtained all the Required parameters for this design of aircraft through all the
calculations. This design consists of two major advantage factors; it has a 63-series NACA
aerofoil which accounts for high lift characteristics and being a blended wing body, it
provides a very good takeoff and landing performances. This enables us to reduce the effort
taken during take-off, thus being more effective. The other advantage is that of having a
buried type engine installation which greatly reduces the drag generated by pod type
engines and is capable of long-range strategic missions.

The preliminary design of a blended wing S/VTOL bomber/transport aircraft has been
developed based on systematic calculations and appropriate references. The design may not
fulfil the requirements of an actual aircraft, it is completely a conceptual design. The design
is always subjected to changes and implementation. This design depends on the works of
boeing blended wing body and concept of a future S/VTOL aircrafts. All the parameters for
the design of aircraft are completely obtained out of calculations. This design consists of two
major advantage factors; it has a 63-series NACA aerofoil which accounts for high lift
characteristics and being a blended wing body a very good take-off and landing
performances. This enables us to reduce the effort taken during take-off; thus being more
effective. The other advantage is that of having a buried type engine installation which
greatly reduces the drag generated by pod type engines and is capable of long-range strategic
missions.

58
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