CARGO AIRCRAFT

BY - Deepa.S
- Divya .k
- Murugesan kokilavani
- Mythily.D
 DESIGN OF CARGO AIRCRAFT
A PROJECT REPORT

Submitted by
DEEPA 110816101001
DIVYA 110816101003
KOKILA VANI 110816101017
MYTHILY.D 110816101018

In partial fulfillment for the award of the degree

Of
BACHELOR OF ENGINEERING
In
AERONAUTICAL ENGINEERING
JAYA ENGINEERING COLLEGE
 INTRODUCTION

A cargo aircraft (also known as freight

aircraft, freighter, airlifter or cargo jet) is
a fixed-wing aircraft that is designed or
converted for the carriage of cargo rather than
passengers
 Mission requirements
Table 1.1 Results from aircraft Design Project I CONFIGURATION
Table 1.2 Results from aircraft
PARAMETERS VALUES
Design Project I
CREW 120

PARAMETERS SHAPES
ROLE Carry goods

FUSELAGE Conventional
ENDURANCE 4.7 hrs
WING Fixed wing
PAYLOAD 50234.85
TAIL V –Tail
TYPE OF PAYLOAD bombs, missiles,goods

LANDING GEAR Tricycle

ENGINE Turbo Fan Engine

 DESIGN POINT PARAMETERS VALUES
1.5 Overall Weight 566942.072
SPECIFICAT
ION OF Empty Weight 79659.176
DESIGNED Weight
AIRCRAFT Fuel Weight 294242.9354N

The calculated Payload Weight 50234.856Kg

values of our
desired Cruise speed 666km/h
aircrafts as
shown in table Performance
1.1 12510.333m
Range
Table 1.4
Results from Thrust Required 93.4kN
aircraft
Design Area 344.364
Project I Span 132.04m

Wing Root Chord 4.54m

Tip Chord 0.076m
Aerofoil 2421
1.4 PERFORMANCE CHARACTERISTICS
Table 1.3 Results from aircraft Design Project I

PARAMETERS VALUES

CRUISE SPEED 666.405km/h

SERVICE CEILING 10376.1333m

RATE OF CLIMB 40.89

Vn Diagram
Diagram of variations of airspeed versus load factor (V – n)
V-n diagram is an envelope that indicates the limits of load
factor and speed for a safe flight
 Vd ≥ 1.4Vc (Normal aircraft)
Vd ≥ 1.5 Vc (Utility aircraft)
Vd ≥ 1.55Vc (Acrobatic aircraft)
For cargo aircraft :
npos = 3to4
nneg = -1to-2
Dive Speed:
Vd = 1.4 Vc

Stall speed:
Vs = √( 2nw)
ρsClmax
Here n=1,
W=566942.072,
S= 344.364 m²,
Clmax=1.35
Vs = 78.67m/s
 Here n=4,
W=566942.072,
ρ = 0.394,
Clmax=1.35
Vb=151.35m/s²

For point F:
Vd = 1.4Vc
=1.4 x242.2
=339.109m/s
For point J:
n = L/W
n= 0.5 ρV²(-Clmax)
W
Here n = -2
Vj =111.69m/s²
Bottom curve:

n
Vk = 2 negW
ρSCnmax
nneg = 0.4 npos = 0.4 x 4=1.6
Cn max = 1.1
Clmax = 1.895
Vk = 84.54 m/s
Co-ordinates:
(0,0)
A (1,78.76)
B (4,157.35)
F (4,339.108)
J(-2,111.269)
K(-1.6,84.54)
Gust Load diagram
When an aircraft experiences a gust, the immediate effect is an increase
or decrease in the angle of attack
For cargo aircraft

AR = 8.510
m = 57792.26
C =3.026
ρ =1.225
S=344.364
a = 5.08499

µg = 2m
ρCaS
= 2x57792.62
1.225x3.02*5.0875*344.364
µg =17.798
Kg = 0.88 µg
5.32+ µg
= 0.88*17.798
5.32+17.798
Kg = 0.672
At Ve = Vc
n = 1± KgVgVeaρs
2W
n = 1±0.677x20.13x242.22x5.0875x1.225x314.34
2x566942.072
n = 1± 6.247
n = 7.247 , -5.427
At Ve = Vs
n = 1± 0.677x15.25x78.691x5.0877x1.225x344.38
2x566942.072
= 1± 1.542
n = 2.542, -0.542
At Ve=Vd
n = 1± 0.677x7.625x339.08x5.087x1.225x344.364
2x566942.072
= 1± 3.13
n = 4.313 , -2.313
 COMBINED GUST AND V-N
DIAGRAM
Aircraft designers must predict the gust load and add them to
the aircraft regular load (maneuver load), to have a safe and
strong structure in flight operations
 SCHRENK’S CURVE

Schrenk’s curve defines this lift distribution over the wing span of an
aircraft, also called simply as Lift Distribution Curve. Schrenk’s Curve is given
by y = y1 + y2
2
Clroot = 4.54m , CLift at root

Lroot = ρV²ClCroot
2
= 1.225x242.22²x4.54
2
Lroot = 163148.07 N/m
Lift at tip
Ltip = ρV²ClCroot
2
= 1.225x242.22²x0.67
2
Ltip = 24076.918 N/m
5.3 ELLIPTIC LIFT DISTRIBUTION:
Twice the area under the curve or line will give the lift which will be
required to overcome weight
Considering an elliptic lift distribution we get

L=W=2
2 2

A = 𝜋ab1
4
Where b1- is Actual lift at root
And a- is wing semi span

Lift at tip
b1 = 4W = 4*566942.072 = 6015.442
2𝜋a 2*𝜋*66
EQUATION OF ELLIPTIC LIFT DISTRIBUTION
𝑦2 = 2b1 𝑎2 − 𝑥 2
a
𝑦2 = 2*6015.442√66²-0
66
𝑦2 = 12030.884
Table 5.1: Lift distribution table along semi span
X 𝑦1 𝑦2 Y
0 163148.07 12030.884 81634.47

3 156194.52 12014.84 84104.68

6 149240.7 11968.72 80604.84

.4 CONSTRUCTION OF SCHRENK’S CURVE:
9 142287.42 11894.53 77090.97
Schrenk’s Curve is given by
12 135333.87 11786.25 73560.06
y = y1 + y2
15 128380.32 11647.90 70014.11
2
18 121426.77 11475.45 66451.11

21 114473.22 11268.92 62811.07

y = 170101.62+12030.384
2 24 107519.67 11026.30 59272.98

y = 91066.002 27 100566.12 10743.57 56654.84

30 93612.57 10418.74 52015.65

33 86659.02 10045.78 48352.4

36 79705.47 9624.70 44665.08

39 72751.92 9141.46 40946.69

42 65798.37 8590.05 37194.21

45 58844.82 7956.42 33400.62

48 51891.27 7218.52 29554.9

51 44937.72 6336.26 25636.99

54 37984.17 5243.46 21613.815

57 31030.620 3755.64 17393.13

60 24077.07 0 12038.53
 LOAD ESTIMATION ON WING

LOADS ACTING ON WING:

. There are three primary loads acting on a wing structure in

transverse direction which can cause considerable shear forces
and bending moments on it.

 Lift force (given by Schrenk’s curve)

 Self-weight of the wing
 Weight of the power plant
Linear
distribution

Figure 6.2: Lift distribution (Elliptic)

Lift distribution (linear)
Assuming parabolic weight distribution
Wing semispan 𝑦3 = 7.782(x-a)²

0 33919.939
3 30660.13749
6 27810.53109
9 25099.8846
𝑦3 = k (x-a)² 12 22528.19829
15 20095.4718
𝑦3 = W (portwing) 18 17801.7054
21 15646.899
-560326.9511 = k ‫ 𝑥(׬‬− 66)² dx 24 13631.052
27 11754.1662
30 10016.239
K =7.782 33 8417.273
36 6957.267
𝑦3 = 7.782(x-66)² 39 5636.2208
42 4454.1342
45 3411.00788
48 2506.841
51 1741.635
54 1115.3886
57 663.1460
60 0
 6.3.4 POWER PLANT WEIGHT:
There is no power plant located
at a distance of 12m from the
wing root .
Each pair of wing weighs about
1247923.246N
6.3.5 FUEL WEIGHT:
This design has fuel in the wing
so we have to consider the
weight of the fuel in one the
wing.
Figure 6.3: Self weight of wing
Wfuelwing = W fuel
2
=
58209.3342
 Curve / Area enclosed / Centroid (from
component structural wing root)
weight (N)

3084214.81 33
𝑦1
311818.1285 28.011
𝑦2

WING LOAD DISTRIBUTION

373108.329 16.5
3500000
𝑦3
3000000

2500000 Power plant 38808.622 12

2000000
fuel 58209.33 18
1500000

1000000

500000

0
0 10 20 30 40 50 60 70

Series1 Series2 Series3 Series4

REACTION FORCE AND BENDING MOMENT CALCULATIONS:
The wing is fixed at one end and free at other end.

VA = F + y3 + P - y2 -y1
Then
VA +3084214.81+311818.1285-58209.33-
373108.329.38808.022=0

VA = -2925906.658 N
ΣMA ,
Then,
MA – (3084214.81x33) - (311818.1285) + (58209.33 x 18)
+ (373108.329 x 16.5) +
( 38808.612 x 12)

MA = -10284366.76 Nm
 Now we know VA and MA, using this we can find out shear force and Bending moment.
SHEAR FORCE:

𝑺𝑭 𝑨 = 0 𝑺𝑭 𝑨 = 0
𝑺𝑭 𝑩 = -2925906.658 𝑺𝑭 𝑩 = 38808.622
𝑺𝑭 𝑪 = 158308.152 𝑺𝑭 𝑪 = 41196.951
𝑺𝑭 𝑫 = 470126.2805 𝑺𝑭 𝑫 = 470126.281
𝑺𝑭 𝑬 = 411916.9505 𝑺𝑭 𝑬 = 158308.1525
𝑺𝑭 𝑭 = 38808.622 𝑺𝑭 𝑭 = -2925906.618
𝑺𝑭 𝑮 = 0 𝑺𝑭 𝑮 = 0

By using the corresponding values of x in

appropriate equations we get the plot of shear force.
6.6 BENDING MOMENT
BMA = 0
BMB = 0
BMC = -3084214.81 x 4.989 = -1387147.69
BMD= -3084214.81 x 15 – 311818.1285 x 10.011 = -
49384838.43
BME = -3084214.81 x 16.5 – 311818.1285 x 11.511 +
58209.33 x 1.5 = -5532496.62
BMF = -3084214.81 x 21 – 311818.1285 x 16.01 +
58209.33 x 6 + 373108.329 x 4.5
= -7732745.79 Y
BMG = -308214.81 x 33 -311818.1285 x 28.01 + 10000000
58209.33 x 18 + 373108.329 x 16
+ 38808.622 x 12 = -10284335.57 0
-80 -60 -40 -20 0 20 40 60 80
Similiarly the bending moment for another semispan -10000000
wing was calculated
-20000000
BENDING MOMENT OF THE WING
-30000000

-40000000

-50000000

-60000000

-70000000

-80000000
 DETAILED STRUCTURAL LAYOUTS

A wing layout will conventionally compromise:

 Span wise members (known as spars or booms)
 Chord wise members(ribs)
 A covering skin
 FUSELAGE LAYOUT CONCEPTS:
There are two main categories of layout concept in common use;
 Mass boom and longeron layout
 Semi-monocoque layout
8.5.1 MASS BOOM & LONGERON LAYOUT
This is fundamentally very similar to the mass-boom wing-box concept discussed
in previous section. It is used when the overall structural loading is relatively low
or when there are extensive cut-outs in the shell

SEMI-MONOCOQUE LAYOUT
The semi-monocoque is the most often used construction for modern, high-
performance aircraft. Semi-monocoqueliterally means half a single shell. Here,
internal braces as well as the skin itself carry the stress. The vertical structural
members are referred to as bulkheads, frames, and formers.
 WOOD:
MATERIAL SELECTION
. They have to be tall and straight and their
wood must be strong and light. The dark bands
(late wood) contain many fibers, whereas the
light bands (early wood) contain much more
"resin". Thus the wider the dark bands, the
stronger and heavier the wood

EXTRUDED ALUMINIUM ALLOYS:

Due to the manufacturing process for Aluminum we get a
unidirectional material quite a bit stronger in the lengthwise
direction than across. And even better, it is not only strong in
tension but also in compression
ALUMINIUM ALLOYS

since wood may not be as available as it was before, we look at another

material which is strong, light and easily available at a reasonable price

HEAVY AIRCRAFT RAW MATERIALS:

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

LANDING GEAR TYPES :

During landing and take-off, the undercarriage supports
the total weight of the airplane. Undercarriage is of three
types
 Bicycle type
 Tricycle type
 Tricycle tail wheel type
 From the above list of landing gear types, the
tricycle type is chosen which is the most suitable
configuration for the current design.