DESIGN OF SINGLE ENGINE FIGHTER AIRCRAFT

WITH DELTA WING

AEB4433 - AIRCRAFT DESIGN PROJECT – II REPORT

Submitted by

ARUNBAALAJI P (20101109)

SAI SHRUTHI S (20101105)

DARREN JENSEN S (20101116)

ERIC CHARLEMAGNE P (20101118)

In partial fulfilment for the award of the degree

of
BACHELOR OF TECHNOLOGY

in

AERONAUTICAL ENGINEERING

DEPARTMENT OF AERONAUTICAL ENGINEERING

NOVEMBER 2023
 BONAFIDE CERTIFICATE

Certified that this project report titled “Design of Single Engine Fighter Aircraft with
Delta Wing” is the Bonafide work of “Arunbaalaji P (20101109), Sai Shruthi S
(20101105), Eric Charlemagne P (20101118), Darren Jensen S (20101116)” 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.

HEAD OF DEPARTMENT Mr. J. JENSIN JOSHUA, AP (S.S)

Department of Aeronautical Engineering The Department of Aerospace Engineering

HITS Chennai HITS Chennai

Project Viva -Voice Examination is held on ____________

INTERNAL EXAMINER EXTERNAL EXAMINER

 ACKNOWLEDGEMENT

We would like to place on record our sincere thanks to all those who contributed to the
successful completion of our aircraft design project – II.

It is a matter of pride and privilege for us to express our deep gratitude to the
management of Hindustan Institute of Technology and Science for providing us with the
necessary facilities and support. We express our deep sense of gratitude to our respected
Chairperson Dr Elizabeth Verghese and Chancellor Dr Anand Jacob Verghese for
giving us an opportunity to do the project.

We would like to thank our Pro Chancellor Mr. Ashok Verghese and Vice Chancellor
Dr S. N. Sridhara for giving us moral support to complete this project. We would like
to express our grateful thanks to Dean (E&T) Dr Angelina Geetha and Registrar
Dr Muthukumar Subramanian for support and encouragement.

We extend our sincere thanks to our Dean of the Department Dr R. Asokan for inspiring
and motivating us to complete this project. We would like to thank our internal guide
Mr Jensin Joshua, for continually guiding and actively participating in our project,
giving valuable suggestion to complete our project.

We would like to thank all the faculty members of the School of Aeronautical Sciences,
who have directly or indirectly extended their support. Last, but not least, we are deeply
indebted to our parents who have been our greatest support while we worked day and
night for the project to make it a success.
 NOMENCLATURE

A.R. - Aspect Ratio

b - Wing Span (m)
C - Chord of the Airfoil (m)
Croot - Chord at Root (m)
Ctip - Chord at Tip (m)
C - Mean Aerodynamic Chord (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
L- Lift (N)
(L/D) loiter - Lift-to-drag ratio at loiter
(L/D) cruise - Lift-to-drag ratio at cruise
M- Mach number of aircraft
Mff - Mission fuel fraction
R- Range (km)
Re - Reynolds Number
S- Wing Area (m²)
T- Thrust (N)
Vcruise - Velocity at cruise (m/s)
Vstall - Velocity at stall (m/s)
Vt - Velocity at touch down (m/s)
Wcrew - Crew weight (kg)
Wempty - Empty weight of aircraft (kg)
Wfuel - Weight of fuel (kg)
Wpayload - Payload of aircraft (kg)
W0 - Overall weight of aircraft (kg)
W/S - Wing loading (kg/m²)
ρ- Density of air (kg/m³)
A stringer - Cross sectional area of stringers
A -Total cross-sectional area
Aspar - Cross sectional area of spar
at-Slope of the CL vs. α curve for a horizontal tail
a-Distance of the front spar from the nose of the aircraft
bw-Width of the web
bf-Width of the flange
Ixx - Second moment of area about X axis
Izz - Second moment of area about Z axis
K - Gust alleviation factor
n max - Maximum load factor
tw - Thickness of the web
tf - Thickness of the flange
T- Torque
U- Gust velocity
V cruise - Cruise velocity
Vs – Stalling velocity.
 TABLE OF CONTENT

CHAPTER PAGE
TITLE
NO NO
ABSTRACT 7
LIST OF TABLES 8
LIST OF FIGURES 9
01 SUMMARY OF DESIGN PROJECT-I 10
02 SCHRENK’S CURVE 20
03 LOAD ESTIMATION OF WING 26
04 DESIGN OF WING 28
05 ANALYSIS OF WING 30
06 LOAD ESTIMATION ON FUSELAGE 31
07 DESIGN OF FUSELAGE 33
08 ANALYSIS OF FUSELAGE 35
09 DESIGN OF LANDING GEAR 37
10 MATERIALS USED 38
11 3D DIAGRAM OF AIRCRAFT 42
12 SALIENT FEATURES 43
13 DESIGN SPECIFICATIONS 44
CONCLUSION 45
REFERENCES 46
 ABSTRACT

Aircraft design is the complex process used to design an aircraft balancing many
parameters of the aircraft and produce a strong, lightweight and a safe design. The design of an
aircraft varies with the mission profile of it that can range from commercial to military and
from transport to business jets. This report provides data for the preliminary and detailed design
of wing, fuselage, control surface and landing gears of a fighter Aircraft with the knowledge of
design data obtained from previous design project and different authorized journals. The aim
of this design project is to perform a detailed analysis of a fighter aircraft with the help of
structural analysis of its wing, fuselage, and also through fluent analysis of the aerofoil. The
design involves the complex design of the aircraft, which include the presence of stringers,
ribs, spars in the wing section and that of stringers, bulkhead, longerons in fuselage. The
complete analysis of individual parts will be performed that in turn help to limit the threshold
values for the design. The necessary graphs that monitor the performances of an aircraft are
plotted to obtain a performance analysis of the aircraft. The design has its own salient features
that are further reciprocated in different chapters and through its detailed structural and fluent
analysis of its components. Many existing analysis processes have been applied for gaining the
knowledge about the parameters of the design. The processes applied in this project are;
Schrenk’s curve, load estimation of wing, materials used in aircraft, design of wing, analysis
of wing, design of fuselage, analysis of fuselage, design of landing gear. These processes have
been implemented in this project and every study is applied by the methods and rules that have
been gathered from various existing journals.

i
 LIST OF TABLES

Table No Title Page no

1.1 Aircrafts 11
1.2 Parameters of Aircraft 12
1.3 General Parameters 13
1.4 Weight Parameters 14
1.5 Aircraft Wing Selection 15
1.6 Airfoil Data 16
1.7 Wing Parameters 17
1.8 Engine Data 17
1.9 Lift and drag 18
1.10 Performance parameters 18
1.11 Final Parameters 19
2.1 Linear Lift Distribution 21
2.2 Elliptical Lift Distribution 22
2.3 Schrenk’s Curve 23
2.4 Average lift distribution 24
2.5 Schrenk’s curve vs wing span distribution 25
3.1 Load estimation on wing 27
6.1 Fuselage weight distribution 31
10.1 Material Selection 38
13.1 Design Specification 44

ii
 LIST OF FIGURES
Fig No Title Pg no
1.1 Max Range v/s Max Cruise velocity 12

1.2 Mission Profile 14

2.1 Linear lift distribution 21
2.2 Elliptical lift distribution 22
2.3 Schrenk's curve 23
2.4 Schrenk’s curve with average lift distribution 24
2.5 Schrenk’s curve vs wing span 25
3.1 Weight distribution on wing 27
4.1 Wing section 28
4.2 Wing section Isometric View 28
4.3 Wing section with a spar 29
4.4 Wing with skin 29
5.1 Structural analysis of wing section 30
5.2 Max deflection for 300 N 30
6.1 Weight distribution 32
7.1 Fuselage body design 33
7.2 Blended wing design 34
8.1 Meshing of the fuselage 35
8.2 Smaller element meshing 35
8.3 Total deformation of the fuselage 36
9.1 Wheel with the connector 37
9.2 Wheel Design 37
10.1 Material Percentage 41
11.1 Front view of aircraft 42
11.2 Top view of aircraft 42

iii
 CHAPTER 1

SUMMARY OF DESIGN PROJECT-I

1.1 Introduction

The aircraft design process is a loosely defined method used to balance many competing and
demanding requirements to produce an aircraft that is strong, lightweight, economical and can
carry an adequate payload while being sufficiently reliable to safely fly for the design life of
the aircraft.

1.2 Types of Aircraft

Civil Aircrafts

Helicopters

Military Aircrafts

Business Jets

Cargo Planes

Amphibious Planes

Gliders

1.3 Aircraft Selection

We have selected Military aircraft. There are different types of military aircrafts which are
basically:

Fighters

Bombers

Attack

Electronic Warfare

Maritime Patrol

Multi - role

Military Transport

1
 Airborne Early Warning and Control

Reconnaissance and Surveillance

Experimental Airplanes

We have chosen to design a fighter aircraft for our design project. The primary role of
fighters is destroying enemy aircraft in air-to-air combat, as part of both offensive and
defensive counter air operations.

1.4 Aircrafts Selection

Nine existing military aircrafts have been chosen for comparisons and qualitative data for our
design. They are:

Table 1.1 Aircrafts

Boeing X-32
Chengdu J-10 Vigorous Dragon
Dassault Mirage 2000 5 Mk2
F-16C
HAL Tejas Mk 2
Saab AJ-37 Viggen
McDonnell F3H- 2
Mikoyan Gurevich MiG- 23
Mitsubishi F-2A
IAI Nammer

1.5 Comparative Data Sheet

We have collected the data and tabulated them accordingly with respect to general
characteristics, weight configuration and performance. We attached a data sheet of the
performance of the aircrafts.

2
 Table 1.2 Parameters of the Aircraft

Maximum
Maximum Maximum Rate of Wing
Cruise Range
Aircraft \ Data Speed Thrust climb area
Velocity (Km)
(mach) (kN) (m/s) (m²)
(Kmph)

BOEING X-32 2000 1.6 120 1574 86.3 54.8

Chengdu J-10 Vigorous

2335 2.2 89.17 1850 235.2 37
Dragon
Dassault Mirage 2000 5
2691 2.2 64.3 3335 304.8 41
Mk2

F-16C 929 2 79 2027 254 28

HAL Tejas Mk 2 1974 1.8 98 3500 164.8 44

McDonnell F3H 1401 1.92 65.6 1370 65 48.2

Mikoyan Gurevich MiG- 23 2498 2.02 83.6 2820 228.6 37.35

Mitsubishi F-2A 2124 2 76 3500 243.84 34.8

IAI Nammer 1382 2.2 90 1400 236.22 34.8

Saab AJ-37 Viggen 2232 1.8 72.1 1820 203.33 46

1.6 Comparative Graphs

We have plotted cruising speed in comparison with various parameters that are important in
determining the design of the aircraft.

6000
5000
4000
3000
2000
1000

500 1000 1500 2000 2500 3000

Fig 1.1 Max Range v/s Max Cruise velocity

3
1.7 Tentative Design Parameters

Based on the data comparisons and graph comparisons, we have given some tentative
parameters to design the aircraft.

Table 1.3 General Characteristics

Crew 1

Length 16 m

Height 4.5 m

Wing area 3 m2

Wing span 12 m

Wing chord 2.33 m

Aspect ratio 3.5

Cruising speed 1800 kmph

Empty weight 7000kg

Thrust to Weight ratio 0.35

Maximum speed 2 Mach

Maximum Thrust 80kN

Range 2400 km

Wing Area 42 m2

4
1.8 Flight Profile

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.

Fig. 1.2 mission profile

1.9 Weight Estimation

We have calculated estimated weight of our fighter at different phases of its flight.

Table 1.4 Weight Parameters

Parameters Estimated Weight (kg)

Payload Weight 0
Crew Weight 100
Take Off 18000
Climb 31,830.44
Cruise 30,251.65
Descent 30,251.65
Loiter 27,286.98
Landing And Taxiing 27,150.54
Weight of the Fuel 8700
Actual Weight 25,822.601

We got an error of 4.5% for the actual weight calculation.

5
1.10 Aerofoil and Wing Selection

Table 1.5 Aircraft Wing Selection

Parameter Selection Reason

No. Of Wings Monoplane • Monoplane is the

lighter.
• Manoeuvrability is
easier.
• Other wings might
cause hindrance to the
weapon systems of
fighter aircraft.
Wing Support Cantilever • Very rigid and produce
low drag.
• Give a smooth
appearance
Wing Planform Delta Wing • Provides large area
improving
manoeuvrability.
• Reduces wing loading.

• Works efficiently at
subsonic, supersonic
and transonic speeds.
Wing Angle Dihedral • Provides stability and
is a factor in
determining the
manoeuvrability of the
aircraft.

Accessories Winglets, Flaps, Aileron

6
1.11 Airfoil Selection

We collected information about few of the airfoils, tabulated and compared them. We have
selected NACA 64-206 Airfoil for our aircraft.

• It is a supercritical airfoil.

• It provides our aircraft with higher drag-divergence Mach number.

• It will also reduce shock induced boundary layer separation.

Table 1.6 Airfoil Data

NACA 20612

Thickness % 12%

Camber % 1.9%

α max 6.75

(L/D) max 46.1

(Cl/Cd) max 65

Stall quality good

Efficiency 43

7
1.12 Wing Specifications

Table 1.7 Wing Parameters

Name Parameters
Wing setting angle 30
Aspect Ratio 3.5
Wing Area 38 m2
Wing Span 11.53 m

1.13 Tail Selection

We have selected Twin tail for our aircraft.

• It gives better pitch control; smoother and faster airflow over elevators.

• It has high aerodynamic performance and effective glider ratio.

1.14 Fuselage Selection

We have a selected a semi-monocoque structure for the aircraft.

• It weighs less than truss structures.

The fuselage of our aircraft will be blended in with the wing.

1.15 Landing Gear Selection

We have implemented a retractable, tricycle landing gear for the aircraft.

• The drag will be reduced during cruise as it is retracted.

• Tricycle gear enables higher landing speeds.

1.16 Engine Selection

Table 1.8 Engine Data
Engine Type Turbofan

Thrust 95.1 kN
Bypass ratio 0..36
Weight 696 kg

8
The twin turbofan engine is located at aft of the fuselage.

• It reduces drag, usage of rudder and noise within the cabin.

• It gives us the freedom to develop complicated wing designs.

• It is easy maintenance access.

1.17 Lift and Drag Estimation

Table 1.9 Lift and Drag

Conditions Lift (kN) Drag (kN)

Cruise 1047 20466

Take-off 106 86

Landing 1083 68

1.18 Performance Estimation

Table 1.10 Performance Parameters

Data Parameters

Rate of Climb 250 m/s

Gliding Angle 54.740

Take-Off 653.72 m
Distance
Landing 752.05m
Performance

9
1.19 Final Design Parameters

Table 1.11 Final Parameters

Main Parameters Optimum value

Crew 1

Length 16m

Height 4.5m

Wing Span(b) 11.53m

Wing area(s) 12m2

Aspect ratio 3.5

Cruising Speed 2000kmph

1.20 Conclusion
We have designed a conceptual design for a fighter jet that will be subjected to change with
time and new design implementations.

• This design consists of two major advantage factors; it has a supercritical aerofoil
which accounts for high lift characteristics and very good take-off and landing
performances.
• The other advantage is that it is a long-range fighter aircraft that can carry sufficient
armaments to infiltrate enemy lines.

10
 CHAPTER 02

SCHRENK'S CURVE

Schrenk's curve gives us the lift distribution per unit span over the entire span of the
wing. It is given by:

Y=(Y1+Y2) ÷ 2

Where

Y1-Linear Lift Distribution and Y2- Elliptical Lift Distribution

2.1 Linear Lift Distribution:

The equation for the linear lift distribution is y=mx+c, where m is given by,

m= (𝐿𝑡𝑖𝑝 − 𝐿𝑟𝑜𝑜𝑡)/(b/2)

Ltip = lift at the tip.

Lroot = lift at the root.

where Lroot and Ltip are given by;

L'root = ½* ρ* 𝑣2 *c1, croot

L’tip= ½* ρ * 𝑣2 *c1, ctip

Lroot = lift per span at root L’tip = lift per span at tip

ρ = density Croot = root chord length

Ctip = tip chord length C1 = coefficient of lift

V = velocity
So,
L'root = 1/2*1.225*(500)2*1.09*0.2 = 33381 N
L'tip = 1/2*1.225*(500)2*0.32*0.2 = 9800
And in the eq. y = mx + c, c = L'root.
M = (9800 – 33381.25) / 6
m = - 3930.2

11
C = 33381
So, the equation is given by,
Y1 = - 3930.2 x1 + 33,381
TABLE 2.1 Linear lift distribution

Semi span wing Lift

coordinates distribution
(X1) (y1)
0 33381.25
1 29451.05
2 25520.55
3 21290.65
4 17660.45
5 13730.25
6 9800.05

Lift distribution (y1)

40000

35000

30000

25000

20000

15000

10000

5000

0
0 1 2 3 4 5 6 7

Fig 2.1 Linear lift distribution

12
2.2 ELLIPTICAL LIFT DISTRIBUTION:
The elliptical eq is given by:
x2/a2 + y2/b2 =1
Upon rearranging we get,
Y2=b/a√𝑎2 − 𝑥2, where b = Lroot - Ltip and a=b/2=12/2= 6m
Then, Y2 = 214068.75/6
Y2 = 5563.53 * 6 − √ 𝑥 2
TABLE 2.2 Elliptical Lift Distribution

Semi span wing Lift

coordinates distribution
(X1) (y1)
0 33381.24
1 32914.10
2 31472.13
3 28909.03
4 24889.18
5 18452.18
6 0

Eliptical Lift distribution (y1)

40000

35000

30000

25000

20000

15000

10000

5000

0
0 1 2 3 4 5 6 7

Fig 2.2 Elliptical lift distribution

13
2.3 SCHRENK’S CURVE:
The lift distribution curve is given by:
Y= Y1 + Y2 / 2
Upon substituting the Y1 and Y2 values we get the final equation to be;
Y= -196.1 * x + 16690.62 + 2781.77 (√ 36 – x^2)

TABLE 2.3 Schrenk’s curve

Semi span wing Lift
coordinates distribution
(X1) (y1)
0 33381.24
1 31182.69
2 28566.28
3 25249.82
4 21270.67
5 16266.70
6 4900.01

Schrenks curve)
40000

35000

30000

25000

20000

15000

10000

5000

0
0 1 2 3 4 5 6 7

Fig 2.3 Schrenk’s curve

14
2.4 AVERAGE LIFT DISTRIBUTION:
TABLE 2.4: AVERAGE LIFT DISTRIBUTION
SEMI SPAN LINEAR ELLIPTICAL SCHRENK’S
WING LIFT LIFT CURVE LIFT
COORDINAT DISTRIBUTI DISTRIBUTI DISTRIBUTI
E ON ON ON
0 33381.25 33381.24 33381.24
1 29451.05 32914.10 31182.69
2 25520.55 31472.13 28566.28
3 21290.65 28909.03 25249.82
4 17660.45 24889.18 21270.67
5 13730.25 18452.18 16266.70
6 9800.05 0 4900.01

Combined chart
40000
35000
30000
25000
20000
15000
10000
5000
0
0 1 2 3 4 5 6

LINEAR LIFT DISTRIBUTION

ELLIPTICAL LIFT DISTRIBUTION
SCHRENK’S CURVE LIFT DISTRIBUTION

Fig 2.4 Schrenk’s curve with average lift distribution

15
2.5 SCHRENK’S CURVE VS WING SPAN COORDINATES:
Semi wing span = b/2
Where as, b= 24.9/2= 12.45
Schrenk’s curve vs wing span coordinates that is [-b/2] and [b/2]. Upon substituting the
Y1 and Y2 values we get the final equation to be:
Y= -196.1 * x + 16690.62 + 2781.77 (√ 36 – x^2)

TABLE 2.5: Schrenk’s curve vs wing span distribution

WING SPAN COORDINATE LIFT DISTRIBUTION

-6 52085.32
-5 48242.43
-4 44610.64
-3 41246.6
-2 38214.27
-1 35576.56
0 33381.24
1 31182.69
2 28566.28
3 25249.82
4 21270.67
5 16266.70
6 4900.01

LIFT DISTRIBUTION
60000

50000

40000

30000

20000

10000

0
-8 -6 -4 -2 0 2 4 6 8

Fig 2.5 Schrenk’s curve vs wing span coordinates

Schrenk’s curve is used to estimate the lift distribution along the span of wing.

16
 CHAPTER 03
LOAD ESTIMATION OF WING

The weight of the wing in an aircraft is due to the following factors:

• Lift force
• Self-weight of the wing
• Weight of the fuel
• Weight of the powerplant
• Weight of the accessories

3.1 LOAD ESTIMATION:

Weight of wing/Total take-off weight = 7.5%

W wing = 0.75*W TO
W wing =0.75*18500 kg
W wing =13875 kg

Integrate equation with respect to x from 0 to b/2. (b/2 = 6)

Y = [ kx3 /3 + kxb2 /4 - bx2 /2]6

13875 = k (72) + k (216) - 216
72k = 13875
K = 192.7

Y0 = 192.7(x-6)2

17
 TABLE 3.1 Load estimation on wing
SEMI-SPAN WING WEIGHT DISTRIBUTION
COORDINATES
0 6937.2
1 4817.5
2 3083.2
3 1734.3
4 770.8
5 192.7
6 0

WEIGHT DISTRIBUTION
8000

7000

6000

5000

4000

3000

2000

1000

0
0 1 2 3 4 5 6 7

Fig 3.1 Weight distribution on wing

The weight distribution of the wing is obtained by calculating the load at different span
of wing and plotting a graph.

18
 CHAPTER 4
DESIGN OF WING
4.1 Introduction
The design is made up of 13 aerofoil sections with a scale factor of 0.92 for each successive
airfoil.

Section 4.1 Wing Section

Fig 4.1 Wing

The above figure shows the wing section of the aircraft

Section 4.2 Isometric view of Wing:

Fig 4.2 Wing section Isometric View

The above figure shows the isometric view of the aircraft wing.

19
4.3 Wing internal structure:

Fig 4.3 Wing section with a spar

The figure shows the sample internal structure of the wing with ribs and spar.

4.4 Wing skin:

Fig 4.4 Wing With the skin

• The wing is a thin one, with just a loft of 2m on either side of the wing from the ribs.

• Wing skin is made up of carbon fiber.

20
 CHAPTER 5
ANALYSIS OF WING
5.1 Introduction:

The materials selected are as follows: Skin: Carbon fibre (290 GPa) Ribs : Aluminium Alloy

5.2 Total deformation of wing with load of 500N:

Fig 5.1 Structural analysis of Wing Section

• The root is a fixed support and a load of 500 N is applied at the tip.
• The maximum deflection obtained was 1.9549 mm and average deflection 0.60962
mm.

5.3 Total deformation of Wing with load of 300N:

Fig 5.2 Max deflection for 300 N

• The root acts as a fixed support and a load of 300 N was applied at the tip of the
airfoil.
• The maximum deflection obtained was 5.8779 mm and the average deflection on the
wing was 1.6982 mm.

21
 CHAPTER 6
LOAD ESTIMATION OF FUSELAGE

Fuselage Estimation:

Total takeoff weight:

WWing / WTO = 0.75

Where,
WTO = 18500 Kg.
WWing = 0.75 * WTO
= 0.75 * 18500
= 13875 Kg
Fuselage Length: 16m
Y = K (x – a)2 + h
a = Fuselage length / 2
Y = [ kx3 /3 + kxb2 /4 - kbx2 /2]8
Y = 170.66 k + 512 k – 512
K = 81.3
Y0 = 81.3 * (x – 8)3
The following Equation is used to plot the graph.

Table 6.1 Fuselage weight Distribution

Fuselage centroid Weight Distribution

-8 20812.8

-7 18292.5

-6 15934.5

-5 13739.7

-4 11707.2

22
 -3 9837.3

-2 8130

-1 6585.3

0 5203.2

1 3983.7

2 2926.8

3 2320.5

4 1300.8

5 731.7

6 325.2

7 81.3

8 0

Weight Distribution
25000

20000

15000

10000

5000

0
-10 -5 0 5 10

Fig. 6.1 Weight Distribution

The above graph shows the load distribution along the fuselage and is plotted using the
coordinates obtained from calculation.

23
 CHAPTER 7
DESIGN OF FUSELAGE

7.1 Introduction:

• The fuselage of the design is a blended body design.

• The design was done and simulated in ANSYS.

• The static structural analysis was done on the design.

7.2 Cross section view of Fuselage:

Fig 7.1 Fuselage Body Design

Initially, required sketches of fuselage are created in the Solidworks and then by sing
surface Loft command, the half section of the fuselage is modelled. The other half is
created by Mirror command. To convert the surface body to solid body, Knit command
is used.

24
7.3 Isometric view of Wing:

Fig 7.2 Blended Wing Design

• Design of the fuselage is blended wing body.

• The engine is also attached at aft of the fuselage.

• Fuselage is made up of Titanium alloys.

• \Wing is made up of carbon fibre.

25
 CHAPTER 8

ANALYSIS OF FUSELAGE

8.1 Introduction:

The structural analysis of the fuselage has been done in ANSYS. The mesh is generated with
the element size kept at 0.5m.

8.2 Mesh of the fuselage:

Fig 8.1 Meshing of the fuselage

Fig 8.2 Smaller element Meshing

26
The materials chosen for the components are:

• Carbon Fiber for the Wing Skin

• Structural Steel for the ribs

• Aluminium Alloy for fuselage

8.3 Static analysis of fuselage:

Fig 8.3 Total deformation of the fuselage

• Load taken by the center part of the fuselage and in wing is minimum.

• Maximum deflection is occurred at the Nose region.

27
 CHAPTER 9
DESIGN OF LANDING GEAR
9.1 Introduction:

The landing gear is designed using ANSYS, the landing gear is designed with two wheels.
The wheels are connected with an axle and shock absorbers are also designed for the
landing gear. The materials selected are: Rubber for tyres

• Titanium alloy for the struts

9.2 Wheel with connecting rod:

Fig 9.1 Wheel with the connector

9.3 Design of individual wheel:

Fig 9.2 Wheel Design

28
 CHAPTER 10
MATERIALS SELECTION

Table 10.1 Material selection

General
Parts of the Selected
Components Materials Used Reason
component Materials
of Aircraft
Titanium is hard
Ribs Titanium and Titanium and material that
Stringers Aluminium Alloys Aluminium provides strength.

Spars Stainless Steel alloys Aluminium makes

the aircraft lighter.
Carbon Fiber
Durable
Wing Reinforced
Skin CFRP Stronger
Composite
Lighter
Fiber Composites
Good Ductility
Aluminium Alloys High Strength
Control Surfaces 7075 Al Alloy
and Composites Good resistance to
fatigue

Titanium It has low density

Fuselage Bulkheads Titanium alloy 64AL-4V combined with
alloy high strength.

29
 Vertical Stabilizer Titanium and High Titanium It has low density
strength Aluminium 64AL-4V combined with
Empennage Horizontal
Alloys high strength.
Stabilizer

Wheel Rubber Rubber Tyres are

generally made up
of rubbers that
can withstand
high temperatures
caused due to the
Landing
friction.
Gear Struts Titanium alloys Heavy Steel Strength and

Aluminium Alloys Durability

Make up as good
Steel Alloys
supporting
structures.
Moisture and
Weather Resistant
Combustion Nickel And Titanium Titanium They have high
Chamber Alloys Alloy heat resistance
and are stronger
than the Titanium
metal itself.
Compressor Titanium Alloys Titanium These blades
Powerplants
Alloys improve the
efficiency of the
compressor.
They are also
corrosion
resistance.

30
 Turbine Nickel Alloys Titanium Improves the

Titanium Alloys Alloys with turbine size and

ceramic are corrosion
Ceramic Coating
coating resistant.
Ceramic coating
helps them to cope
with the heat.
Nozzle Nickel alloys Inconel Highly resistant to

Titanium extreme
temperatures, both
Stainless Steel
hot and cold.
Afterburner Carbon nanotubes Carbon They possess high

Composite coating Nanotube thermal and

electrical
conductivity. Have
a low thermal
expansion
coefficient.
Extras Cockpit Natural materials, A mixture of Every material
these helps in providing
Polymers, Glass
materials strength to the
cockpit.
Glass dome Acrylic Plastics Poly Has 250 times

Polycarbonate carbonate greater durability

than glass.
Light weight.

UV protection.

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Seats Natural Materials Natural The seating

Ceramics materials structure is made

and metal up of iron alloys
Foam rubber cushions
alloys that provide
rigidity and seats
are made up of
natural materials
for comfortable
seating.

Fig 10.1 Materials Percentage

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 CHAPTER 11
3D -VIEW DIAGRAM OF AIRCAFT

The aircraft model is made with the help of solidworks and consists of the following
components
Fuselage
Wing
Empenage
Flaps
Slats

Fig 11.1 Front view of aircraft

The front view of a 3D model of a fighter jet with a delta wing configuration
typically showcases the distinctive features of its design.
The front part of the aircraft, known as the nose cone or radome, is usually pointed and
streamlined to reduce aerodynamic drag.
The cockpit, where the pilot sits, is situated just behind the nose cone. It typically has a
large bubble canopy for maximum visibility and situational awareness.
The wings of the fighter jet form a triangular shape, characteristic of a delta wing design.
The leading edges of the wings are straight and converge towards the nose.

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 Fig 11.2 Top view of aircraft

This top view provides a sense of the aerodynamic and functional features that
contribute to the performance of a delta-winged fighter jet. The wings have a noticeable
sweep angle, which contributes to the aircraft's high-speed performance and
maneuverability. The leading edge of the wings is swept backward.
The design is likely to exhibit a high degree of symmetry, with the wings, fuselage, and
other components balanced on either side of the aircraft's centre line.
Depending on the aircraft's mission capabilities, you might see weapon hardpoints on
the wings or fuselage, indicating the potential for carrying missiles, bombs, or other
ordnance.

34
 CHAPTER 12
SALIENT FEATURES
Single-engine fighter aircraft with a delta wing configuration often exhibit
distinctive features that contribute to their performance and operational capabilities.
Here are some salient features commonly associated with such aircraft:
Delta Wing Design:
The delta wing shape is characterized by a triangular planform, with a leading edge that
forms a straight line. This design provides good agility, high maneuverability, and high
angle-of-attack capabilities, making it suitable for air-to-air combat.
High Maneuverability:
The delta wing design allows for a high degree of maneuverability, enabling the aircraft
to execute tight turns and quick changes in direction, which is crucial in dogfighting
scenarios.
Simplified Wing Structure:
Delta wings often have a simpler structure compared to other wing configurations,
contributing to reduced weight and improved performance.
Supersonic Capabilities:
Delta-winged fighters are often designed for supersonic flight, allowing them to operate
at high speeds, especially useful in intercepting and engaging fast-moving targets.
Reduced Radar Cross Section (RCS):
Certain designs may incorporate features to reduce the radar cross-section of the aircraft,
improving its stealth characteristics and making it more difficult for enemy radar
systems to detect.
Versatility:
Single-engine delta-wing fighters are often versatile, capable of performing a variety of
missions such as air superiority, ground attack, and reconnaissance.
Intuitive Cockpit Layout:
Cockpit layouts are typically designed to provide the pilot with easy access to critical
controls and information, allowing for quick decision-making during combat situations.
Afterburner Capability:
Many single-engine delta-wing fighters are equipped with afterburners, which allow for
a temporary increase in thrust and speed, particularly useful in combat situations or
during rapid acceleration.

35
High Thrust-to-Weight Ratio:
Single-engine delta-wing fighters are often designed to have a high thrust-to-weight
ratio, providing quick acceleration and superior climb rates.
Striking Appearance:
Delta-winged fighters often have a distinctive and aggressive appearance, contributing
to their iconic status in the realm of military aviation.
It's important to note that specific aircraft models may have variations in design
and features, and technological advancements can introduce new elements over time

36
 CHAPTER 13
DESIGN SPECIFICATIONS
Table 13.1 Design Specification

Parameters Values

12 m
Span

Planform area 12 m2

Aspect ratio
3.5

Empty weight 7000 kg

Maximum take-off weight 18000 kg

Chord at root 1.0909 m

Chord at tip 0.3272m

Taper ratio
3.33

Rate of climb 251 m/s

Range 2400 km

Landing distance 752.05 m

Take off distance 653.72m

37
 CONCLUSION

The preliminary design of a single-engine fighter aircraft jet has been developed
based on systematic calculations and appropriate references. The design has the
approximate theoretical values requirements of an actual aircraft, it is completely a
conceptual design. The design is always subjected to changes and implementation. 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 supercritical
aerofoil which accounts for high lift characteristics and 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 it is a long-range fighter aircraft that can carry
sufficient armaments to infiltrate enemy lines. With its structure and engine, we are hopeful
to achieve a stealthier aircraft that can achieve minimum traceability.
The detailed individual analysis of each component of the aircraft has been
performed and solidifies our Design project-I conclusions practically as well. The
materials selected make sure that the aircraft is rigid, lightweight and military capable,
that can carry sufficient armaments and have longer range and endurance.

38
 REFERENCE
1. Jan Roskam, Aircraft Design, 8 Vol, 1985

2. John D Anderson, Introduction to flight, 2nd Edition. ISBN: 9780073380247

3. Daniel P Raymer, Aircraft Design: A conceptual approach. 4th Edition, ISBN:

101600869114
4. http://www.airfoiltools.com

5. T Triantafyllou, T Nikolaidis, P Pilidis; Numerical Simulation of the Airflow Over a

Military Aircraft with Active Intake; SAGE; 10.1777/0954410016651294; Issue 8; pg-
1369-1390; 2016
6. Manish Sharma. T. Ratna Reddy, Ch. Indira; Flow Analysis over an F-16 Aircraft Using
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39