Jan 2021

ONE
The mission profile for a 4-engine jet aircraft consists of the following segments:
engine start and warm-up, taxi, take-off, climb to an altitude of 20000 ft followed by
a cruise distance of R1 nm at 350 kts, climb to an altitude of 35000 ft, followed by a
cruise distance of R2 hm at 450 kts descent to 10000ft followed by one hour loiter

and flight to an alternate airport at Ra nm distance both at 250 kts, descent to landing

D
approach condition followed by the final landing, taxi and shutdown. The total
distance during the cruise segments and flight to an alternate airport is restricted to
a maximum of 5100 nm. Based on the existing
manufacturers' data you may use the
information provided in Table QA-1.

L/D cruise at 20000 ft altitude 18

L/D cruise at 35000 ft altitude 20

16
L/D at 10000 ft altitude (loiter and flight to an alternate airport)

0.43
Cy: Specific Fuel Consumption at cruise segments
Ibs/hr/lbs

C, : Specific Fuel Consumption during loiter and flight to an 0.50

alternate airport Ibs/hr/lbs

Weight ratios

0.992
Engine Start and warm-up

Taxi 0.996

0.996
Take-off

0.992
Climb

0.996
Descent

0.992
Landing, taxi and shutdown

Table QA1-1

or any trapped oil and fuel. The aircraft

No provisions are made for the reserved fuel
carries 200 people (including pilots and the cabin crew) at 175 lbs each and 90 Ibs
the aircraft
baggage each. You are given that during the cruise segment at 20000 ft
weight has been reduced by 18903.6 lbs. The wing of the aircraft has an area of 3000
f12 with an aspect ratio of 10.0.
Additionally, the drag equation for the aircraft at its clean configuration is given as:

Ca = 0.0228 +
TeA

a) Please sketch the aircraft mission profile with clear annotations and numhering:

b) Determine the take-off weight of the aircraft;

c) Determine the cruise distances R1, R2 and R3.

d) This aircraft is to be sized based on the following FAR25 requirements:

1- Landing climb: OEI, CGR>0.025, landing gears down, approach flap at
V=1.5 Vsa . A safety margin of 0.3 should be applied to the lift coefficient. The
landing weight during the landing climb should be set at 85% of the take-off
weight on a standard day at sea level with a (Cumax)Landing =2.8. Also briefly
explain why a safety margin in the lift coefficient is required during the landing
phase of the flight. You answer should be limited to a maximum of 50-60
words.

2- Take-off field length of 4500 ft on a standard day and at sea-level, you may
assume (C.max)take-oft =2.20. In answering this part choose a reasonable
range for the wing loading.

3- Using your calculations based on the requirements in parts d)-1 and d)2
construct a performance chart using the graph paper supplied as
Supplementary 2. This chart must be submitted as part of your solution
document. Using your performance chart select and indicate on the chart the
aircraft design operating point stating thrust loading and wing loading. For
each requirement, please indicate on the chart the acceptable and non-
acceptable regions. In 50-60 words please explain the reasoning behind
your design point selection.

4- Based on your selected wing loading in part(3) determine the landing stall
speed
of the aircraft (i.e. VsL ) for a (CLmas)Landing =2.80 and the take-off thrust
per engine at its design operating point.
 202 1

e) For a jet aircraft the range parameter R, is defined as:

V L

C, D
Show that the speed at which the range parameter reaches its maximum value
can be expressed as

where K =
TAe

During the cruise condition you may assume that the specific fuel consumption
C; remains constant.
What are the corresponding expressions for the lift and drag coefficients? What
should be the lift to drag ratio during the cruise at 35000 ft in order achieve
For this segment of the flight you may assume that the Oswald

efficiency is equal to 0.85.

Provide a clear explanation and reasoning on the effects of negative and positive
sweep angle on the aerodynamic and structural characteristics of the wing. Also
compare the lift distribution between an after-swept wing with a forward-swept
wing. In answering this question, please use sketches with clear annotations to
200-250 words.
illustrate you answer. Your answer should not exceed more than
 Jan 2021
crise
Re at 450 knots

35000ft
⑰ ⑱

6 I
(a)
descent to

cruise Climb R 10000ft

R, at 350 knots 35000f7
20000 ft 10000ft at 250 knots
⑧ ⑤ - S

4 5
⑧
R ⑳
-
R3
.

W
Climb to
8 Ihr 9 10 final descent
.

20000 8t crise to
Start er later
other sport
taxi take off
warmu ⑳

8
· ⑳ ⑳.

1 2 11 landing ,
taxi
12
and shutdown .

start 992
engine
->
to 0
=

Taxi . a a M87 = 0 .
992"x 0 996xx
.

he

cubto20000
= a

0 .
9568 x x x
x
WY

climb to 85000 ->

= 0 992
.

ss at so s a e Eater=Ihour
Thr later t 8 =
1 =

I x 16x in ma
at 10000 =

Osiznea
wise +

final descent -> = 0 .

996

landing ,
taxi , shutdown +a =
0 992.
-

Wit=292157 (from next

answer) Wi =

Wy-18903 . 6

w, =
0 . 992x292157 =

289819 . 744 W5
=
266302 1766 .

W2 =

0 996. x 289819 =
288660 465 .

W3 =
0 996
. x 288660 =
287505 8232 .

Wy =
0 . 992 x 287505 =

285205 7766 .

266302 1766 ->

M4 0 8657 x
05
0 9337 x
. =

.
.

.
7766

-
-
 C2
G Wo Cd =
0 0228
.
+
A
=

kpVs
I e

d
(b) Cd Go +

Boxt-t-> Swet
=

Go =

f -wo
f = (0 x S =
0 .
0228 x 3000 =
68 4 It
.
2
-
- .we -
Wi
f
Logio a
blog Swet where a -2 3012b 1
=
+

0 = =

Swet =
13679 .
055

Logic Swet =

c +
dLogio Wio , where c =0 0199.
-d =

0 7551 .

Wio = 292157 Ibs

Logic Wo =

A +

B Logic (CWo-4) where A =

0 .
0833 ~B =

1 . 0383 ~D =
(200 x 175) +
(90 x200) =
5500016s

1090 292157 =
0 0833
.
+
1 0383
.

(09 (2921579
,
-

53000)

292157 -

53000 =

152678 40 .

C =

0 704 .

No reserve fuel or trapped oil :.. C =

Mf =

070h 0 704
. =
0 8657
.
x
+

(C)

= ( Caris
a
R1 +

R2 +

Ry =
5100nm -
In ee

R, =
1005 I .
n
 R= = 5100-1005
R2 +
. 1 .

R2 +
R= < 1094 .
9 um

Ry =
B x 20x
In S
Re =
- x 16 x In t

0 .
zou-s02stewing x = 0 .
800 water =

1 .
2297

= Inea

R2 R3 +
= 20930 23 In .

- +
soook) ) =
4094 .
9 n

4094 .
9 =
20930 23 .
/n
(-) +
8000 in 1 2297-8000 In
. (i)

2440 74 .
=

(4)(20930 23-8000) .

In t =

0 . 1887621 ....

W = 0 . 828 :
=
0 .
9821

RR = 20930 .

2311528 R= =
8000 In 82

=3950 4nm
=

.
144 .
5 un

R, +

Re +

R3 =
1005 . 1 + 3950 .
4 + 144 . 5 =

5100nm

nee
 (d) OE1
,
CGR >0 . 025

velocity
-
correction

V =

&
1 .
5 Vsa
safety margin
:
0 3 .

Winding
=
0 .
85Wo
(Cmax)anding = 2 8 . (A =
(C) -
0 . 3)

Wi =

0 .
85 x 292157 =

248333 451bs .
.

Cr3
Cd Co (DC
d) roach + (Acpol
=

+ e
making 0 75
+

gear
=
.

# A &

i
=
3 14
. A = 10 , e 0 75
,
.
=

for
TAe #x 10x0 75= 13 5619 eaverage lauding flaps 0 725
=

cualquier
=

...

pero se prede usar

. .

for takeoff Hap 75 valor de e que este el

carrage = 0 .

el
carrage for approach fap
=
0 . 75 +
0 .
725
= 0 7375
.
rango .

-0
065+
0424C
.

G = 0 0228 .
+
0 020
.
+
0 .

(D =

0 0828 .
+ 0 . 0424 C C =

⑲
(Cmax) -

I
-0 .
3

correction

(amax) 3]2-03)
-0 .

.
velocity
(D =
0 0828 . + 0 . 0424 :

CD =

0 . 135145679

of engines
=
N n
be CGR>0 025
=

/T 025]
. .

= , ( +
coR] -> i = $0 .

- (- +
0 .

025]

> (89506 10/9

+
0 . 025
I
* 0 .

1466311) correction for Wi=0 85Wp .

=
(Yuli < 0 1246
.

During the
landing
and approach ,
the approach an should be
slightly lower than the
design (Cmax) -
(winds ,
to avoid stall doe to unpredicted weather condition side winds ..

)
.
This would make sure the

a is x % .

(in this case 30 % less than the [Cmax)

design ·
neare

45008
(2) STOFL, 37 5 .
TOP25 Stor
=

PP25= 450 1
=
120

toP25=(*)to (*(10 . = 120 o =

1
, (Crax) to =
2 20.

-(C-max) to

(5) () (tr =
-

tr
= 120 x 2 2
.

((to (*) ir (lto

20 13 2 .
0 08 .

from previous question , (4) t

=

0 . 1246

40 6 6 . 0 15 .

60 4 4 .
0 . 23 (i =

8 0256
. ...

80 3 3 .
0 30 .
(5) =

-56 =
32 89
.

100 1 . 64 0 38 .

120 2 2 . 0 45 .

the should selected for total thrust

design point be a
given weight to require the minimum

Therefore , (i)to =
0 . 1246
corresponing to
(t
=

32 89
. is the selected
operating point
 SUPPLEMENTARY-2
Student Number Desk Number

s
acceptableq
a

/!
⑧

↓ not acceptable
design
point
.

u
4(w) < 0 1264
y///
acceptable to .

/,
-11 !1 N
an
not acceptable

(to = 0 . 1246 (5) to =

32 89
.
 (4)
(WIs) :
Vs =

29 5 =
32 89
.

(max) 2 8
(max)
=

1
.

&

vs =
29 x 1x 2 8
.
=
99 39
.

fos

vs2 = 99 39 . x 0 . 3048 =

30 29 KtS
.

(n)to =
0 1246 .

T =
0 .
1246 x 292157 =
36402 76 .
N

(e) Rp =

5. = s

a
=
=
ran where Kite

Pp =

! -
x2

2W 2w

E
Ous
Rp =
-

clic -> R =

CC0 + 4kw2C :
-252v4

2W

Rp c!v
=

4kw2C;
-25224
x, =

2NpS= - 24
C
WpS vs
Rp -24 + C
;
/
4kW2C;
Ejop22
Xs =

Xa =

Rp =

as

"(x2V x3) 4x2V3(x v3)

RD
3x , +
-

e
D
,
= 0
(x2v4 +

xz)2
G
..
 3x
,
x2V3 +
3x , x3V2 -

4x2Vx , =
0

x , xzV6 =
3x , x3
V

3
· U =
= 12kW2Cj
ciGopS
=

>v2 W
W3 Eq 1
3 kx
.

(C) best range -

s
equation 1 (C) bestrange =]
of
applying
-

(C) bestrange =

Got e
=

Co+ KC =

Cpo + K
.

(D =

4Do
=
·

(ii) 4 CDO
3

9CDo
(5)
3
=
= - where k =

16 Co 48kDo 16 KCD0 e

34 x 10 0 85

(5)
x .

= =

16 x 0 . 0228

((apt = 14 81
.
If) Increasing sweep angle decreases the effective approach velocity to the wing and hence

decreasing the slope of the (C-x) curve

vert forward swept

after-swept V
b

-- (ae (a)
I

-excuniax inceasing
the sweep a e

this will increase the critical angle of attack .

For swept back wing the flow has a component towards the tip /spanwise

flow towards the tip) ,

causing the thickening of the BL .
This increases the chances

of flow separation close to the tip . Decreasing the angle of attack from root to

tip (wing thrust) could reduce the excessive tip

loading

* For a given Cmax Usually a larger area should be chosen in cast

,

of an increase in sweep angle .

&
For both after
swept/forward swept wings the effective Mach number

Will be less and hence at high speeds the wave drag will be reduced
,
.

*
A typical distribution for after forward can be
lift swept and swept

shown as :

tip stalls
M first

X CL N
CL . . . . . .
-
-
-

. . . . . Cmax

-
-

-
M
I
root
stalls first .

I
- - -
half
Spir does half spi
Stalls no f all
The atrodynamic of the swept-forward wings are generally

better than after-swept wings - Some of the advantages are :

better lift distribution

->

->
the problem of BL drift towards the tip which encourages tip

stall IS less

the boundary layer tends to thicken towards the

-

root rather

than the tip with lesser wing loading and hence less possibility at stall .

the main problem with the swept forward wing is the increase in the

lift at the tip with increased deflection -

which could result in

progressively increasing twist (or divergence) ,

and this could result

also a nose-up Pitch ,

thus increasing the angle of attack over

the whole wing with the increase in wing loading and possible

stall .