1.

Design Section
1.1. Statistical Designing of the Aircraft Shape Introduction, statement of a designing task
1.1.1. Development of technical task.
1.1.2. Gathering and processing of the statistical data, their analysis.
1.1.3. Aircraft tactical-technical requirements development.
1.1.4. Selection and justification of the aircraft layout.
1.1.5. Calculation of aircraft zero approximation take-off mass.
1.1.6. Calculation of structural mass of the main aircraft assemblies, power plant mass, fuel
mass, mass of the equipment and control.
1.1.7. Engine selection and its characteristics.
1.1.8. Determination of the basic geometrical parameters of the aircraft assemblies (wing,
fuselage, tail units, landing gear). Calculation of its center-of-gravity position. General view
development.
1.1.9. Selection, justification, development and reconciliation of aircraft load carrying structure.
1.1.10. Conclusions.
1.2. Aircraft Aerodynamic and Flight Performance Calculations
1.2.1. Aircraft polar and lift-to-drag ratio in take-off, landing and cruising configurations
calculations.
1.2.2. Wing geometrics influence on aircraft aerodynamic performance and aerodynamic center
position analysis. Longitudinal and lateral stability analysis.
1.2.3. Aircraft flight performance calculation by the thrust or power methods.
1.2.4. Flight envelope calculation.
1.2.5. Conclusions.
 1.1 Statistical Designing of the Aircraft Shape

Introduction
The aim of this project is to design a passenger aircraft with comparing the data and
specifications of present aircrafts in the same category and to calculate the performance
characteristics.
Aircraft design is essentially a branch of engineering design. Design is primarily an analytical
process which is usually accompanied by drawing/drafting. Design contains its own body of
knowledge, independent of the science-based analysis tools usually coupled with it. Design is a
more advanced version of a problem-solving technique that many people use routinely. Design is
exciting, challenging, satisfying, and rewarding. The general procedure for solving a
mathematical problem is straightforward.
A very basic and simplified model of a design process is shown schematically in figure down.

Interrelationship between synthesis, analysis, and evaluation

In general, a design process includes three major operations: analysis, synthesis, and evaluation.
Analysis is the process of predicting the performance or behavior of a design candidate.
Evaluation is the process of performance calculation and comparing the predicted performance
of each feasible design candidate to determine the deficiencies. The noun synthesis refers to a
combination of two or more entities that together form something new. In this text, synthesis is
employed interchangeably with design. Hence, synthesis is defined as the creative process of
putting known things together into new and more useful combinations. Synthesis is the vehicle
of the design, with evaluation being its compass.
A design operation often involves two activities: problem solving through mathematical
calculations and choosing a preferred one among alternatives.
 Two main groups of design activities in aircraft design

In general, aircraft design requires the participation of six fundamental disciplines: flight
dynamics, aerodynamics, propulsion, aero-structure, management skills, and engineering design.
The first four items are primary expertise areas of aeronautical engineering.

Aircraft design required tools and expertise

1.1.1. Development of technical task.

The base data for aircraft design include:

The requirements specification on the design containing the formalized data defining limitations
and problems of designs.
The systematized statistical data reflecting world level of achievements in the field of design of
aircraft of certain type.
Fundamentally, design products are developed and created to satisfy needs and wants and
provide utility to the customer. The customer’s needs have to be translated into design
requirements through goal and objectives. Design requirements mainly include customer
requirements plus engineering requirements. The customer requirements refer to objectives as
articulated by the customer or client. The engineering requirements refer to the design and
performance parameters that can contribute to achieving the customer requirements.
Development and optimization is carried out by following principles:
- Structure should save working capacity in case of failure of one of load-bearing members
or fractional damage of external structure elements, such as skin panel. The acceptable
residual strength, stiffness and slow propagation of a crack should be thus ensured.
- It is necessary to ensure simplicity of service and control of load-bearing members,
power plant and aircraft systems.
- It is necessary to aspire to ensuring principle of minimum mass.
 - Design durability should be set. Durability is set on the basis of flight hours and flight
cycles (number of flights/landings)
Table 1.1 – Initial Data

VH(MH) Vmax(Mmax) Vcr Km/h Hcr,km Lot,(km) L,km Npass Nscr,per

11.6 899 868 14.16 1.29 6018 10 2

1.1.2. Gathering and processing of the statistical data, their analysis.

I selected the following aircrafts to derive the data and statics need to design an aircraft of same
type:
- Bombardier Challenger 300
- Embraer Legacy 500
- Gulfstream G250
- Hawker 4000
- Cessna Citation X
- Learjet 45
The following design requirements and research studies are set for the project:
- Design an aircraft that will transport 10 passengers and their baggage over a design range
of 6018km at a cruise speed of about 868km/h
- To derive the tactical and technical requirements (TTR)
- To obtain flight-technical characteristics (FTC),
- To operate from regional and international airports
- To use advanced and state of the art technologies in order to reduce the operating costs
- To produce a commercial analysis of the aircraft project
Table 1.2 – Initial data
Name of Bombardie Embraye Gulfstrea Hawke Cessna Bombardie Designe
Airplane r r Legacy m G250 r 4000 Citatio r Learjet 45 d aircraft
s Challenger 500 nX
300
Type of Honeywell Honeywel Honeywell Pratt Rolls Honeywell HTF7000
engine HTF 7000 l HTF HTF and Royce TFE 731-40 family
7500E 7250G whitney AE3007 BR
PW C1
308A
FLIGHTS DATA
Vmax .K 870 842 926 906 993 861 899
M/H
Hmax .K 11.6 12.4 10 11.2 13.1 11.6
M
Vcr .KM/ 850 816 882 870 978 817 868
H
Hcr .KM 14.2 13.7 13.7 13.7 15.5 14.16
Range L 5741 5788 6667 6188 6020 5704 6018
.KM
Lto .KM 1.24 1.53 1.33 0.83 1.53 1.29
Ll .KM 0.64 0.8 0.88 0.81 0.73
MASS DATA
Mo 17622 17191 17026 17917 16195 16162 17018
max .KG
Ml .KG 15309 15479 14832 15195 14424 14708 14991
M empty 9105 10631 10954 10104 10038 5825 10166
MC .kg 1588 1270 1637 1043 1077 957 1262

DATA OF POWER PLANTS

Type of Honeywells Honeywells Hneywells Pratt and Rolls Honeywells Ayari
engine HTF 7000 HTF 7500E HTF Whitney Royce TFE731- companies
7250G PW308A AE 40BR
3007C1

Po .kn 30.36 31.30 33.91 30.69 31.32 29.56 31.19

N engine 2 2 2 2 2 2 2

Geometrical data
Sw 48.5 44.85 46 48.96 28.95 43.45
(m2)
Lw (m) 19.46 19.25 19.2 18.82 19.39 14.56 18.44
λ 7.81 7.72 8 8.03 7.66 7.84
Lf (m) 20.92 19.69 20.3 21.03 22.04 17.56 20.25
Df (m) 2.4 2.83 2.82 2.83 2.7 2.56 2.7

Bombardier Challenger 300

The Challenger 300 is a 5,700 km range business jet made by Bombardier Aerospace.
Announced at the 1999 Paris Air Show, it made its maiden flight on 14 August 2001, received its
Canadian type approval on 31 May 2003 and was introduced on 8 January [Link] baseline
Challenger 300 was launched at the 1999 Paris Air Show as the Bombardier Continental. An
all-new design, it received Transport Canada type approval on 31 May 2003, followed on 4 June
by US FAR 25 certification and on 31 July by European JAR 25 [Link] in Wichita,
Kansas.
 Embraer Legacy 500

The Embraer Legacy 450/500 (EMB-545/EMB-550) are Brazilian mid-size business

jets launched by Embraer in April 2008, the first of their size with a flat-floor stand-up cabin
and fly-by-wire. The longer 500, which typically carries 4 passengers over 3,125 nmi (5,790 km)
with room for up to 12, first flew on November 27, 2012, and was certified on August 12, 2014.
The shorter 450 first flew on December 28, 2013, was certified on August 11, 2015, carries 4
passengers over 2,900 nmi (5,370 km) and can accommodate up to 9. Introduced in October
2018, the Praetor 500/600 are variants of the Legacy 450 and 500, respectively, with
more range.

Gulfstream G250
The G250 took its maiden flight on December 11, 2009 in Tel Aviv, Israel. In July 2011, the
G250 was renamed G280, as the company had "determined that G280 is a more amenable
number sequence [than G250] in certain cultures." In Mandarin, the number 250 can be
translated as "stupid" or "idiotic". The aerodynamic design of its wing and empennage, and
design of the interior were performed by Gulfstream; detailed design was performed by IAI to
Gulfstream's requirements. It is a Gulfstream designed aircraft under a new type certificate
 Hawker 4000

The Hawker 4000 is being certified to FAA FAR Part 25 standards, which places a five-year
time limit on certification of a new transport category aircraft. The 4000 completed Function and
Reliability Tests on May 25, 2006. During September 2005, a prototype underwent testing at the
McKinley Climatic Laboratory at Eglin Air Force Base, Florida. However, since the Part 25 five-
year window expired May 31, 2006, the company filed an extension request to head off the
possibility that the certification program would need to restart from the beginning. On November
21, 2006, the company announced that the 4000 had received its FAA type certification.
 Cessna Citation X

The Cessna Citation X is an American business jet produced by Cessna and part of the Citation
family. Announced at the October 1990 NBAA convention, the Model 750 made its maiden
flight on December 21, 1993, received its type certification on June 3, 1996 and was first
delivered in July 1996. The updated Citation X+ was offered from 2012 with a 14 in (360 mm)
cabin stretch and upgraded systems. Keeping the Citation III fuselage cross section, it has a new
37° swept wing with an area of 527 ft² (49 m2) for a fast Mach 0.935 MMo and a 36,600 lb (16.6
t) MTOW for a 3,460 nmi (6,408 km) range, a T-tail and two 7,034 lbf
(31.29 kN) AE3007 turbofans. After 338 deliveries, production end in 2018.

Learjet 45
The Learjet 45 (LJ45) aircraft is a mid-size business jet aircraft produced by the Learjet
Division of Bombardier Aerospace. The Model 45 was the first all-new design since the original
Learjet, and significantly altered the Learjet line. Through its four primary variants – the original
Model 45, the Model 45XR, Model 40 and Model 40XR – it was the Learjet Division's principal
product from the 1990s until the introduction of the Model 75 variant in 2012.
1.1.3. Aircraft tactical-technical requirements development.
Tactical and technical requirements (TTR) derived from the aircrafts selected above
A passenger plane for 10 passengers with a flight range of L=6018 km, of the cruising flight
Нcruise=14.16 km/h, cruising speed Vcruise=868 km/h.

VH(MH) Vmax(M Vcr Hcr,km Lto,(km) L,km Npass Nscr,per

max) Km/h

11.6 899 868 14.16 1.29 6018 10 2

Since it is a business jet two pilots must operate the aircraft and one flight attendant according to
costumer request.

1.1.4. Selection and justification of the aircraft layout.

Based on the tactical and technical requirements for the derived aircraft, and the analysis of
statistics:
A. Fuselage Configuration
The circular fuselage is fairly conventional, and would be the standard baseline fuselage
assumed on an aircraft. Its benefits include ease of manufacturing and weight savings. In
order to mitigate cost and increase comfort, a pure circular fuselage was chosen.
 B. Wing Configuration
Low wing configurations are typical in many of the business jets in this class size. There are
numerous benefits including landing gear length minimal interference with the passenger
cabin. Given these considerations, a low wing design was selected for this aircraft.
C. Landing Gear Configuration
A tricycle landing gear provides the necessary taxi maneuverability for this class of aircraft.
This design choice also has the greatest weight savings and structural benefits. For these
reasons, a tricycle gear was selected.
D. Engine Type
In this segment of aircraft, medium bypass turbofans are common. They provide lower cabin
noise and increased performance, especially speed, compared to turbo-prop aircraft.
Additionally, a turbo-jet cannot offer the same efficiency as a turbofan engine. Lastly, there
are numerous available engines that would provide the capability desired for this aircraft.
E. Engine Location
There were numerous options for the location of the engines. There were a number of
tradeoffs between noise reduction and structural benefit. Since this is a luxury business jet,
decreasing passenger noise would be extremely beneficial during long flights.
Locating the engines on top of the wings would provide more engine noise, as there would
be less structure shielding the cabin. Placing the engines either under the wing or in the rear
of the aircraft would provide increased sound attenuation. However, a low-wing design
would increase the difficulty of a below-wing engine due to landing gear height and FOD
concerns. As a result, the engines are mounted on the rear of the aircraft.
F. Engine Number
Most business jets have two engines. The number of engines is related to probability of
failure, fuel burn, and maintenance requirements. Thus, the two engine configuration was
selected for this aircraft.
F. Tail Configuration
T-tail configurations are common in many of the business jets currently on the market. This
configuration allows for the engines to be placed on the empennage. Additionally, the higher
Ttail helps the control surfaces to avoid wingtip vortices. So we select T-tail for the aircraft.
G. Configuration Results
The configuration selection process yielded an aircraft with a circular fuselage, low wing,
tricycle landing gear, two rear-mounted engines, and a T-tail.(as shown on the 3views draw)

1.1.5. Calculation of aircraft zero approximation take-off mass.

 - Calculation of aircraft zero approximation take-off mass.
Take-off mass of the airplane for zero approximation is determined by the formula mention
below. The necessary parameters are obtained from the statistical data.

Where mO – take-off mass of the airplane in zero approximation; mc – mass off cargo or
payload; mcr- mass of crew; mk – mass ratio of the airplane structure; mpp- mass ratio of the
power-plant; meq – mass ratio of the equipment; mf – mass ratio of fuel.

Mass cargo mc is determined provided that the mass of one passenger with luggage is 90kg.
Therefore, mass of cargo for our airplane is determined by such equation:
Mc= 90* number of passengers
Mc= 90*10= 900 kg

Mass of crew is determined provided mass of each crew member to be 80 kg, and is calculated
by the equation:
Mcr=80nCR = 80*2=160 kg
Where nCR- number of crew members (pilots and stewards) is established on the basis of
processing statistical data or mentioned above recommendations.

Value of mass ratio of fuel mF is determined by the formula:

MF = a +b*(L/VCR) = 0.05+0.04*(6018/868) = 0.33
Where L- flight range, km
VCR – cruising speed of flight, km/h
Factors a and b have values for airplane with turbojet engines; a = 0.05, b= 0.04
Mass ratio of structure m K, power-plant mpp, equipment mEQ for the projected airplanes are
obtained from table. 4 as flow:
- MK = 0.30
- MPP= 0.12
 - MEQ=0.12
- MF= 0.33
After calculation mass of passenger and crew, mass ratio of fuel on the basis of data of Table
mass ratio of structure, power-plant and equipment are chosen.

Then take-off mass of the airplane in zero approximation is calculated by formula of m 0.

M0 = MCR + MC / 1-(MK + MPP + MEQ + MF) =8153.85 kg

1.1.6. Calculation of structural mass of the main aircraft assemblies, power

plant mass, fuel mass, mass of the equipment and control.

Mass of wing, fuselage, tail-unit, landinggear is determined with these statistical data.
According to this table mass ratio of the airplane units is shown in share of total structure mass
mK,
- Mass of structure
Mk= MK×m0 = 0.30×17018= 5105.4 kg
- Mass of power-plant
Mpp = mpp×m0 =0.12×17018= 2042.16 kg
- Mass of equipment
MEQ = meq × m0 = 0.12 ×17018=2042.16kg
- Mass of fuel
MF = mF× m0 = 0.33 ×17018=5615.94 kg
For wing, fuselage tail unit and landing gear masses we are multiplying the ratio to structure
mass of the aircraft to the structure mass.

Chosen mass ratio of the aircraft units

- Mass ratio of wing MW = 0.393
- Mass ratio of fuselage ass ratio of fuselage Mfus = 0.357
- Mass ratio of tail-unit Mtu =0.066
- Mass ratio of landing gear Mlg = 0.184
 Thus, the respective masses are calculated accordingly:
- Mass of wing mw = MW× mk = 0.393 × 5105.4= 2006.42 kg
- Mass of fuselage mFUS = Mfus × mk = 0.357× 5105.4=1822.63 kg
- Mass of tail-unit mTU = Mtu × mk =0.066 × 5105.4=336.96 kg
- Mass of landing gear mLG = Mlg × mk = 0.184 ×5105.4= 939.39kg
masses of the airplane parts and units
M0 Mc mcr Mf mpp meq mkkg
kg kg kg kg kg kg Mw Mfus Mtu Mlg
kg kg kg kg

8153.85 900 160 5615.94 2042 2042.16 2006 1822. 336.9 939.3
.16 .42 63 6 9

5105.4

1.1.7. Engine selection and its characteristics.

It is necessary to determine starting thrust of the engine. It is determined on the basis of the
collected statistical values of starting thrust to weight ratio t0.
P 0 = t0 m0 g
P0 =0.75*8153.85*9.8*10-3= 59.93 kn

- Thrust of one engine

P01= p0/n
P01=59.93/2=29.9 (KN)
From the equation we can know that one engine has to provide 29.9 KN. From these statics we
are choosing the appropriate engine for the airplane engine for this designed airplane.
We select an engine able to produce a thrust more than 29.9 KN. the engine HTF 7000 produced
by HONEY WELLS is able to produce form 30.36 Kn.
The Honeywell HTF7000 family of engines has set a new standard for business jet propulsion
systems. With more than 1.7 million flight hours, the engine has exceeded all expectations for
reliability, durability and maintainability providing business jet operators with outstanding
performance and industry-leading fuel efficiency at a lower cost of ownership.
The HTF7000 family is all about availability, reliability and performance. Maintenance is quick
and easy. Key line-replaceable units can be replaced in 20 minutes or less with minimal tools
common to every toolbox. The remarkable design of the engine has simplified access to the
engine and significantly decreased maintenance time.

Honeywell HTF7000

Main characteristics of HTF7000

- Type: Turbofan.
- Length: 92.4 in (234.7 cm)
- Diameter: 34.2 in (87 cm) fan.
- Dry weight: 1,514–1,534 lb (687–696 kg)

1.1.8. Determination of the basic geometrical parameters of the aircraft

assemblies (wing, fuselage, tail units, landing gear). Calculation of its
center-of-gravity position. General view development.
Geometric parameters for designed aircraft are calculating by the specific equations and rest
we are taking the data from static table. After calculating the geometrical parameters, we are
drawing the theoretical draw.
Calculation is further divided into 4 sections:
 1. Wing paramètre
2. Fuselage paramètres
3. Tail unit paramètres
4. Determination of position of center of mass of the airplane

- Wing parameter
In most cases the main lifting surface is a single wing. The design of the wing consists of
selecting the airfoil cross-section shape, the average chord length, the maximum thickness-to-
chord, the aspect ratio, taper ratio and sweep angle which is defined for the landing edge as well
as the maximum thickness line.
- Gross wing area (S)
S= m0 g/P0 =8153.85 *9.8/2860=49m^2
- Wing span (L)
L=√ λ ⋅ S=19.61m
- Wing chord (b)
B root=b0=S/L*(2η /η +1)=205/40*(1.8*2/1.8+1)=3.411 m
B tip=b/η =2.961/1.8=0,706m
- Quarter chord sweep angle of the wing ( χ )
χ =25degree
- Landing edge sweep angle of the wing ( χ )
η−1
tg χ +( )=tg25+(1.8-1/9.68(1.8+1))=0.515
λ ( η+1 )
χ 0 =arc tan (0.515) =25 degree
- Mean aerodynamic chord of the wing (MAC)
The main aerodynamic chord of the wing is the chord of imaginary airfoil which has the same
aerodynamic characteristics as the actual airfoil.
2
η❑ + η+1
bA =⅔*b0( )=1.98 m
η¿¿
- Vertical distance between horizontal central line to MAC
zA =L/6*(η+2)/(η+1) =0.43 m
 - Horizontal distance between wing root tip to MAC root
xA =L/6* (η+2)/(η+1) tg χ =0.7 m
- Fuselage parameters
The size and shape of subsonic commercial aircraft are generally determined by the number of
passengers setting arrangements and cargo requirements.
1. Df=dimeter of the fuselage
2. Lf=overall fuselage length
3. Ln=fuselage length
4. Lt=fuselage tail length
. λ N. . λ T .. λ F .= Aspect ratio of the fuselage, nose , and rear part respectively.
. λ N.=1,18 . λ T =2,48 . λ F.=2,69
- Diameter of the fuselage
(choosing according to the static table 1, and moreover it is depending on the passenger
accommodation and comfort. so for this construction we are choosing the diameter fuselage
2.7m
- Lengths of the fuselage parts
LN .= λ N.*Df.=1.18*2,7=3,2m
LT .= λ T.*Df.=2,48*2,7=6,7m
- Total length of the fuselage
LF .= λ F.*Df.=2,69*2,7=7,26m
- Determination of the tail units’ parameters
The size and position of mean aerodynamic chord of horizontal and vertical tail units relative to
nose of their root chords are finding by the equation which we used for wing previously.

Distance from the vertical tail unit center of pressure up to the airplane center of mass first
approximation may be considered such which is equal to the distance of horizontal tail units Lvc.
= LHS.
- Horizontal tail unit :
Area of horizontal tail unit , SHS .= SHS.*S= m^2
- Length of the horizontal tail unit:
 LHS .=√ λsh∗Shs .=¿ ¿ 3.1m

- Chord of the horizontal tail unit

broot .=b0hs.= SHS ./ LHS .*(η∗2)/(η+1)=(39.4/7.7)*(3*2/3+1)=1.61m
Btip HS .=b0hs./η h s=4.22/3 = 0.63m
- Quarter chord line sweep angle of the horizontal tail unit ( χ 0.25 h s ¿.
χ 0.25 h s = 28degree
- Maine aerodynamic cord of the horizontal tail ( [Link] ).
2
η + η+1
[Link] =2/6*b0ht.* =2/6*4.22*(32+3+1/3*(3+1))= 1.52m
η∗(η+1)
- Vertical distance between horizontal central line to MAC ([Link]).
η+2
[Link] =LHS /6* =(14/6)*(3+2/3+1)=2.91m
(η+1)
- Horizontal distance between wing root tip to MAC root ([Link])
η+2
[Link] =LHS /6* *tgx0 =(14/6)*(3+2/3+1)*tg27.3 =1.50m
(η+1)
- Vertical tail unit
SVS .= SVS.*S=0.12*197=23.64m
- Height of the vertical tail unit
LvS .=√ λsv∗Svs .=¿ √ 3∗23.64=¿ ¿ 8.42m
- Chords of the vertical tail unit
Broot vs .=b0vs.= SVS ./ LVS .*(η∗2)/(η+1)=(23.64/8.42)*(2.5*2/2.5+1)
=4m
Btip VS .=b0vs./ηvs =4/2.5=1.6m
- Mean aerodynamic cord of the vertical tail ([Link]
2
η + η+1
[Link]= 2/6*b0sv.* =(2/)*4*(2.52+2.5+1/2.5*(2.5+1))=1.48m
η∗(η+1)
- Vertical distance between horizontal central line MAC ([Link]
 η+2
[Link]=LVS /3* =(8.42/3)*(2.5+2/2.5+1)=3.60m
(η+1)
- Horizontal distance between wing root tip MAC root ([Link])
η+2
[Link]=LVS /3* *tgx0=(8.42/3)*(3+2/3+1)*tg(27.3)=1.86m
(η+1)

1.2. Aircraft Aerodynamic and Flight Performance Calculations

Aerodynamics is a fundamental subject investigating the interaction of the (atmospheric) gases

with objects moving in them. This is a basic science that explains how to develop flying objects
(aircraft) with minimum drag, maximum lift, and acceptable and controllable side force and
moments. Aerodynamics deals with the theory of aerodynamic force and moment generation and
the description of force and moment components appearing on aerofoils, wings, rotating wings,
circular bodies at low, moderate, subsonic, supersonic, and hypersonic speeds and developing the
models and methods of calculating the aerodynamic forces and moments. The theoretical and
practical methods of evaluation and estimation of the aerodynamic forces and moments are
synthetized in aircraft aerodynamic design, i.e., finding the best aerodynamic shape of the
aircraft with maximum lift and minimum drag (ratio of which is called as aerodynamic
goodness) and controllable other force moments. The aerodynamic characteristics are applied in
aircraft motion description, namely for estimating the flight performance, determining the
stability conditions and stability, flight dynamics and control.

1.2.1. Aircraft polar and lift-to-drag ratio in take-off, landing and cruising
configurations calculations.
Basic aerodynamic characteristic is usually represented in form of particular coefficient,
aerodynamic characteristic of the selected aircraft were obtained from home work in course of
aerodynamic, and this characteristic is represented in table down

Table of Aerodynamic characteristics:

M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2

Cxa0 0.02398 0.02336 0.02296 0.02268 0.02245 0.02225 0.02206 0.34096

α
Cya 4.30190 4.36954 4.47121 4.61590 4.81925 5.11040 5.55116 5.42483

A 0.06087 0.06083 0.06078 0.06070 0.06059 0.06043 0.06020 0.18435

 Kmax 12.688 12.819 12.885 12.918 12.930 12.929 12.919 1.994

XF 0.8168 0.8157 0.8138 0.8108 0.8060 0.7979 0.7840 0.9418

Cyamax 1.17427 1.13036 1.08717 1.04472 1.00300 0.96200 0.92174 -

Aircraft polar:
Aircraft polar Cxa=f(Cya, M):
M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2
Cya=0 0.02398 0.02336 0.02296 0.02245 0.02245 0.02225 0.02206 0.34096

Cya=0.2 0.02646 0.02585 0.02546 0.02517 0.02495 0.02475 0.02457 0.34833

Cya=0.4 0.03412 0.03354 0.03320 0.03296 0.03279 0.03266 0.03254 0.37045
Cya=0.6 0.04730 0.04684 0.04664 0.04657 0.04660 0.04669 0.04684 0.40732
Cya=0.8 0.06656 0.06644 0.06663 0.06706 0.06771 0.06863 0.06991 0.458944
Cya=1.0 0.09339 0.09440 0.09629 0.9969 0.11074 - - 0.52530
Cya=1.2 0.14791 0.14109 0.13480 0.12893 0.12340 0.11818 0.13279 -
Cya=max 0.14791 0.14109 0.13480 0.12893 0.12340 0.11818 0.13279 -

Building of flight polar :

Determination of head pressure:
We need to find the head pressure for altitude 9 km using the formula: q=0.7×ph×M2
- q=0.7×30800.7×0.41062=3634.9
- q=0.7×30800.7×0.52=5390.12
- q=0.7×30800.7×0.62=7761.8
- q=0.7×30800.7×0.72=10564.64
- q=0.7×30800.7×0.82=13798.7
- q=0.7×30800.7×1.22=31047.1
Determination of head pressure q=f (m):
M 0. 0. 0.410 0.5 0.6 0.7 0.8 1.2
2 3 6
 H - - 3634. 5390.1 7761. 10564.6 13798. 31047.
= 9 2 8 4 7 1

And now we will determine the necessary lift force coefficient for steady horizontal flight, we
know that when we have a steady horizontal flight, we will get
Ya=G→0.7Cya×Ph×M2×S=mg, then we can express our Cya which is equal to Cya=
mcal × g
2
0.7 × Ph × M × S
49858.2× 9.8
- Cya= 2
=¿1.019
0.7 ×30800.7 × 0.4106 × 131.9
49858.2× 9.8
- Cya= 2
=0.687
0.7 ×30800.7 × 0.5 × 131.9
49585.2× 9.8
- Cya= 2
=0.477
0.7 ×30800.7 × 0.6 × 131.9
49585.2× 9.8
- Cya= 2
=0.350
0.7 ×30800.7 × 0.7 × 131.9
49585.2× 9.8
- Cya= 2
=0.268
0.7 ×30800.7 × 0.8 × 131.9
49585.2× 9.8
- Cya= 2
=0.119
0.7 ×30800.7 ×1.2 ×131.9

Determination of Cya:=f(H, M)
H/M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2
- - 1.0827 0.7205 0.5003 0.3676 0.2814 0.1251

Now we are going to calculate Cya permitted using the formula Cyaperm=0.8×Cya
- Cyaperm=0.8×1.0827=0.8661
- Cyaperm=0.8×0.7205=0.5764
- Cyaperm=0.8×0.5003=0.4002
- Cyaperm=0.8×0.3676=0.2940
- Cyaperm=0.8×0.2814=0.2251
 - Cyaperm=0.8×0.1251=0.1
Determine drag force coefficeint 𝑪𝒙𝒂, which corresponds to 𝑪𝒚𝒂𝑯𝒇 for all Mach numbers
M=0.4…….0.8, 1.2
Now we need to determine Cxa, which correspond to Cya HF using the formula
Cya HF=Cxao+ACya2 HF
- Cxa HF=0.02296+0.06078×1.08272 =0.094
- Cxa HF=0.02268+0.06070×0.72052=0.054
- Cxa HF=0.02245+0.06059×0.50032=0.038
- Cxa HF=0.02225+0.06043×0.36762=0.030
- Cxa HF=0.02206+0.06020×0.28142=0.022
- Cxa HF=0.34096+0.18435×0.12512=0.343

Determination of Cxa HF:

H/M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2
- - 0.1342 0.0589 0.0397 0.0314 0.0278 0.3456

Now we need to determine the stalling velocity using the formula M=

√ mcal × g
0.7× C yamax × Sw × P H

√
M=
49585.2 ×9.8
0.7× 1.17427 ×131.9 ×30800.7
=0.381

determination of Ms:
H, km 0 3 6 9 11
Cya max 1.1623 1.1408 1.1160 1.0827 1.0503
Ms 0.2271 0.2762 0.3332 0.4106 0.4516

Take-off and landing polar:

The mechanization is used to decrease landing velocity or take-off landing distance by changing
the aerodynamic characteristics of the wing, and the types of mechanization can be deflectable
(Flap) or extendable (slat) and these types blow away the boundary layer.
Release of landing gear leads significant increasing of drag force coefficient C xao.
To begin performing our calculation we need first to determine Cyaα and Cxao for H=9, M=0.4
o In H=9 and M=0.4, Cyaα =4.47121 and Cxao=0.02296
C yamech
From the equation ΔCyamech=Cyaα×Δα we need to calculate Δα0= α and to get the results in
C ya
1
degree we will dived it by 57.3
rad

FOR TAKE OFF

- Δα0=0.25\4.30190 =0.058
- Δα0=0.25\4.36954=0.057
- Δα0=0.25\4.47121=0.056
- Δα0=0.25\4.61590=0.054
- Δα0=0.25\4.81925=0.052
- Δα0=0.25\5.11040=0.049
- Δα0=0.25\5.55116=0.045
- Δα0=0.25\5.42483=0.046
FOR LANDING
- Δα0=0.45\4.30190 =0.105
- •Δα0=0.45\4.36954=0.103
- •Δα0=0.45\4.47121=0.101
- •Δα0=0.45\4.61590=0.097
- •Δα0=0.45\4.81925=0.093
- •Δα0=0.45\5.11040=0.088
- •Δα0=0.45\5.55116=0.081
- •Δα0=0.45\5.42483=0.083
The plot of the dependency Cya=f(x) is given separately in military paper.
we have to determine the magnitude of coefficients of take-off and landing configuration.
For take-off ΔCxalg=ΔCxao×0.6 ΔCxamech=Cxao×0.5 ΔCyamech=0.25
For Landing ΔCxalg=ΔCxao×0.6 ΔCxamech=Cxao×1.4 ΔCyamech=0.45

FOR TAKE OFF

 - ΔCxalg=ΔCxao×0.6=0.02296×0.6=0.01377
- ΔCyamech =ΔCxao×0.5=0.02296×0.5=0.01148
FOR LANDING
- ΔCxalg=ΔCxao×0.6=0.02296×0.6=0.01377
- ΔCyamech =ΔCxao×1.4=0.02296×1.4=0.0321

Then, the drag coefficient will be presented by:

Cxa=Cxao+Cxai=Cxao+ACya2=Cxao+ΔCxao+A(Cyamech+ΔCyaech)2
Cxa= Cxao+Cxalg+Cxamech+ A(Cya+ΔCyamech)2

FOR TAKE OFF

- Cxa=0.02296+0.01377+0.01148+0.06070(0+0.25)2=0.052
- Cxa=0.02296+0.01377+0.01148+0.06070(0.2+0.25)2=0.060
FOR LANDING
- Cxa=0.02296+0.01377+0.0321+0.01148(0+0.45)2=028281
The plot of the dependency Cya and Cxa for landing gear and mechanizations for both
landing and take-off are given separately in military papers.

1.2.2. Wing geometrics influence on aircraft aerodynamic performance and

aerodynamic center position analysis. Longitudinal and lateral
stability analysis.

Their main purpose is to allow the plane to fly at a higher angle compared to the relative wind;
slats act to shift the oncoming air over the top surface of the wing.
The wingspan: is the distance from one wingtip to the other wingtip.
The chord: is the imaginary straight line joining the leading edge and trailing edge of an airfoil.
Average chord: is the average chord length of a tapered, swept wing.
Wing thickness: is basically the distance between the upper and lower surface of the wing.

Geometric characteristics of the Wing:

 # Parameter Designation Unit Value
1 Root chord b0 m 7.57
2 Tip chord bt m 1.57
3 Total span L m 28.88
4 Mean chord bm m 3.41
5 Sweepback ∘ 25
6 Aspect ratio AR m 9.16
7 Side chord bs m 6.735
8 Taper T m 0.240
2
9 Relative area s m 105.4
2
10 Gross wing s m 103.229
area
11 Position of p m 0.25
Airfoil
thickness
12 Airfoil c m 0.2
thickness in
side cross-
section
13 Airfoil t m 0.2
thickness in
tip cross-
section

We calculate aerodynamic characteristics with the help of software of the Department of

Aero-Hydrodynamics.

Geometrical parameters and aerodynamic characteristics of the ISOLATED WING

B0= 7.570 Bs= 6.735 Bt= 1.570 Ba= 4.152 L= 28.880 Lp=12.430 Fiwt= 0.00
Bmac= 4.688 Xmac= 1.149 (w/o Extent.)
Sp=103.229 Srl=0.7821 Lm= 5.987 Et= 4.290 (w/o Extent.)
Xi00= 25.0 Xi05= 14.5 Xi10= 2.9 Xic= 19.9 Xi25= 19.9 (w/o Extent.)
----------------------------------------------------------------------------------
Type of airfoil - supercritical Kp= 2.1 m= 0.275
Сs= 0.180 Сt= 0.120 С= 0.169 Xc= 0.250 f= 0.010 Xf= 0.300 M*=0.787
----------------------------------------------------------------------------------
XB0=11.210 XBs=12.147 Fi= 2.000 distance from fuselage nose and setting angle
X14=13.831 D14= 4.020 X12=15.515 D14= 4.020
----------------------------------------------------------------------------------
Position - wing + circular fuselage Kint= 0.448
Df= 4.020 H=-1.210 Sig=0.139
Tip elements - absent
----------------------------------------------------------------------------------
Deceleration flow coefficient before a wing
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20
H= 0.0 1.00000 1.00000 1.00000 1.00000 1.00000 1.00000 1.00000 0.95320
H=11.0 1.00000 1.00000 1.00000 1.00000 1.00000 1.00000 1.00000 0.95320
----------------------------------------------------------------------------------
Profile drag of the isolated wing
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20
Xt 0.25091 0.23051 0.21916 0.21217 0.20762 0.20458 0.20252 0.00000
H= 0.0 0.00612 0.00585 0.00566 0.00551 0.00538 0.00526 0.00515 0.00672
H=11.0 0.00699 0.00673 0.00655 0.00640 0.00626 0.00613 0.00601 0.00792
----------------------------------------------------------------------------------
Wave drag of the isolated wing M*=0.787
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20
0.23547
----------------------------------------------------------------------------------
Derivative dCy/dAl of the isolated wing Alfa0= -0.66
 M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20
3.7857 3.8547 3.9588 4.1076 4.3185 4.6235 5.0920 5.2839
----------------------------------------------------------------------------------
Location aerodynamic center Xac isolated wing from nose of side chord
M=0.20 M=0.30 M=0.40 M=0.50 M=0.60 M=0.70 M=0.80 M=1.20
0.4884 0.4884 0.4884 0.4884 0.4884 0.4884 0.4885 0.6865
Aircraft flight performance calculation by the thrust.
Approach of thrust by Zhukovsky and power base on the comparison of thrust and power that are
required for providing straight horizontal steady [Link] comparisons of required thrust and
power is performed for each altitude and defined Mach number.
Thrust approach is used for the calculation of flight characteristic of an aircraft with turbofan
approach of power is used for calculation of flight characteristics of an aircraft with propeller,
these approaches give the possibility to determine the following flight characteristics:
- Range of altitudes and velocities for straight horizontal flight.
- Characteristics or distinctive velocities which is exactly max velocity, min
theoretical velocity, min acceptable velocity, optimal velocity for economic
flight, cruising velocity.
- Max static ceiling altitude.
- Rate of climb.
- Fuel consumption per kilometer or per hour.
- Time or duration of flight.
- Flight distance.
Calculation of required thrusts:
Using one of the given equations for required thrust is possible for determining and building
dependency Preq(V) and Preq(M) for different altitudes.
Magnitudes of available thrusts according to the velocity and flight altitude are taken from the
engine’s characteristics, let’s consider the combined plot of required and available thrust for one
constant altitude and defined aircraft mass. For subsonic aircraft, these dependencies are built as
functions of velocity, for supersonic it is built as functions of M number, because it is always
possible to recalculate velocity from M to V, this difference will not be mentioned anymore.
Here is the formula which we will use in order to find the value of required thrusts:
G× X aHF G mcal × g × C xaHor
Preq= = →Preq=
Y aHF K max C yaHor

FOR H=0
mcal × g × C xaHor 49585.2× 9.8 ×0.1461
Preq0.2= = =¿61081.56
C yaHor 1.1623
mcal × g × C xaHor 49585.2× 9.8 ×0.0477
Preq0.3= = =¿38098.45
C yaHor 0.6084
 mcal × g × C xaHor 49585.2× 9.8 ×0.0310
Preq0.4= = =¿44020.99
C yaHor 0.3422
mcal × g × C xaHor 49585.2× 9.8 ×0.0259
Preq0.5= = =¿57469.02
C yaHor 0.2190
mcal × g × C xaHor 49585.2× 9.8 ×0.0244
Preq0.6= = =¿77954.06
C yaHor 0.1521
mcal × g × C xaHor 49585.24 × 9.8 ×0.0236
Preq0.7= = =¿ 102668.44
C yaHor 0.1117
mcal × g × C xaHor 49585.2× 9.8 ×0.0231
Preq0.8= = =¿131134.32
C yaHor 0.0856
mcal × g × C xaHor 49585.2× 9.8 ×0.3424
Preq1.2= = =¿4378529.74
C yaHor 0.0380

FOR H=3
mcal × g × C xaHor 49585.2× 9.8 ×0.1427
Preq0.2= = =¿60784.46
C yaHor 1.1408
mcal × g × C xaHor 49585.2× 9.8 ×0.0442
Preq0.3= = =¿24432.17
C yaHor 0.8791
mcal × g × C xaHor 49585.2× 9.8 ×0.0395
Preq0.4= = =¿38815.84
C yaHor 0.4945
mcal × g × C xaHor 49585.2× 9.8 ×0.0297
Preq0.5= = =¿45599.58
C yaHor 0.3165
mcal × g × C xaHor 49585.2× 9.8 ×0.0257
Preq0.6= = =¿56817.69
C yaHor 0.2198
mcal × g × C xaHor 49585.2× 9.8 ×0.0243
Preq0.7= = =¿73115.91
C yaHor 0.1615
mcal × g × C xaHor 49585.2× 9.8 ×0.0236
Preq0.8= = =¿92783.7
C yaHor 0.1236
mcal × g × C xaHor 49585.2× 9.8 ×0.3430
Preq1.2= = =¿3035987.09
C yaHor 0.0549
FOR H=6
mcal × g × C xaHor 49585.2× 9.8 ×0.1390
Preq0.3= = =¿60524.16
C yaHor 1.1160
mcal × g × C xaHor 49585.2× 9.8 ×0.0601
Preq0.4= = =¿39772.15
C yaHor 0.7343
mcal × g × C xaHor 49585.2× 9.8 ×0.0377
Preq0.5= = =¿38978.19
C yaHor 0.4700
mcal × g × C xaHor 49585.2× 9.8 ×0.0299
Preq0.6= = =¿44514.26
C yaHor 0.3264
mcal × g × C xaHor 49585.2× 9.8 ×0.0263
Preq0.7= = =¿53294.78
C yaHor 0.2398
mcal × g × C xaHor 49585.2× 9.8 ×0.0244
Preq0.8= = =¿64579.59
C yaHor 0.1836
mcal × g × C xaHor 49585.2× 9.8 ×0.3440
Preq1.2= = =2048549.34
C yaHor 0.0816

FOR H=9
mcal × g × C xaHor 49585.2× 9.8 ×0.1342
Preq0.4= = =¿60231.34
C yaHor 1.0827
mcal × g × C xaHor 49585.2× 9.8 ×0.0589
Preq0.5= = =¿39724.6
C yaHor 0.7205
mcal × g × C xaHor 49585.2× 9.8 ×0.0397
Preq0.6= = =¿38560.1
C yaHor 0.5003
mcal × g × C xaHor 49585.2× 9.8 ×0.0314
Preq0.7= = =¿41508.05
C yaHor 0.3676
mcal × g × C xaHor 49585.2× 9.8 ×0.0278
Preq0.8= = =¿48006.37
C yaHor 0.2814
mcal × g × C xaHor 49585.2× 9.8 ×0.3456
Preq1.2= = =¿1342439.02
C yaHor 0.1251

FOR H=11
 mcal × g × C xaHor 49585.2× 9.8 ×0.1318
Preq0.4= = =¿1273284.84
C yaHor 1.0503
mcal × g × C xaHor 49585.2× 9.8 ×0.0576
Preq0.5= = =¿28631.19
C yaHor 0.9776
mcal × g × C xaHor 49585.2× 9.8 ×0.0453
Preq0.6= = =32424.3
C yaHor 0.6789
mcal × g × C xaHor 49585.2× 9.8 ×0.0346
Preq0.7= = =¿33707.6
C yaHor 0.4988
mcal × g × C xaHor 49585.2× 9.8 ×0.0296
Preq0.8= = =37663.46
C yaHor 0.3819
mcal × g × C xaHor 49585.2× 9.8 ×0.3463
Preq1.2= = =¿991628.03
C yaHor 0.1697

Determination of Preq :
M 0.2 0.3 0.4 0.5 0.6 0.7 0.8 1.2

CxaH - 0.1342 0.0589 0.0397 0.0314 0.0278 0.3456 -

CyaH - 1.0827 0.7205 0.5003 0.3676 0.3614 0.1251 -

P - 63529 41916 40693 43758 50663 4146218 -

Detalization of plot of required thrust:

In order to determine the plot of required thrust we need first to find some coefficients.
Cyaperm=0.8×Cymax
- In H=0; Cyaperm=0.8×1.1623 =0.9298
- In H=3: Cyaperm=0.8× 1.1408 =0.9126
- In H=6 Cyaperm=0.8× 1.116 =0.8928
- In H=9; Cyaperm=0.8× 1.0827 =0.8661
- In H=11; Cyaperm=0.8× 1.0503 =0.8402
Cxaaccp=Cxao+A×Cya2perm
 - In H=0: Cxaperm=0.02296+0.06078×0.92982=0.0755
- In H=3: Cxaperm=0.02296+0.06078×0.91262=0.0735
- In H=6: Cxaperm=0.02296+0.06078×0.89282 =0.0714
- In H=9: Cxaperm=0.02296+0.06078×0.86612=0.0685
- In H=11: Cxaperm=0.02296+0.06078×0.84022=0.0658

1
Cxa3=Cxa2+ ×(Cxa2-Cxa1)
3
1
- In H=0; Cxa3= 0.1461+ (0.1461 -0.0755)=0.1696
3
1
- In H=3; Cxa3= 0.1427+ (0.1472-0.0735)=0.1717
3
1
- In H=6; Cxa3=0.1373 + (0.1373 -0.0714)=0.1592
3
1
- In H=9; Cxa3=0.1342+ (0.1342-0.0685)=0.1561
3
1
- In H=11; Cxa3=0.1297+ (0.1297-0.0658)=0.151
3
C yaHF C yaperm 1
K1= =
C xaHF C xaperm 1
0.9298
- In H=0; K1= =12.31
0.0755
0.9126
- In H=3; K1= =12.418
0.0735
0.8928
- In H=6; K1= =12.5
0.0714
0.8661
- In H=9; K1= =12.64
0.0685
0.8402
- In H=11; K1= =12.76
0.0658

C yamax
K2=
C xamax
 1.1623
- In H=0; K2= =7.955
0.1461
1.1408
- In H=3; K2= =7.994
0.1427
1.116
- In H=6; K2= =8.028
0.1390
1.0827
- In H=9; K2= =8.773
0.1324
1.0503
- In H=11; K2= =8.097
0.1297

C yaperm
K3=
C xa
0.9298
- In H=0; K3= =5.482
0.1696
0.9126
- In H=3; K3= =5.315
0.1717
0.8928
- In H=6; K3= =5.608
0.1592
0.8661
- In H=9; K3= =5.548
0.1561
0.8402
- In H=11; K3= =5.564
0.151

M1=
√ G
0.7× C yaperm × P H ×S

- In H=0; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×101325 ×0.9298
=0.236

- In H=3; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×70121.2 ×0.9126
=0.286

- In H=6; M1=
√ 49585.2 × 9.81
0.7× 131.9 ×47217.6 × 0.8928
=0.353

- In H=9; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×30800.7 × 0.8661
=0.508
 - In H=11; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×22700 ×0.8402
=¿ 0.525

M2=
√ G
0.7× C yamax × P H × S

- In H=0; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×101325 ×1.1623
=¿ 0.211

- In H=3; M1=
√ 49585.2× 9.81
0.7× 131.9 ×70121.2 ×1.1408
=0.256

- In H=6; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×47217.6 × 1.116
=0.316

- In H=9; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×30800.7 ×1.0827
=0.397

- In H=11; M1=
√ 49585.2 ×9.81
0.7× 131.9 ×22700 ×1.0503
=¿ 0.47

mcal × g
Preq1=
K1
49585.2 ×9.81
- In H=0; Preq1= =¿ 39732.65
12.31
49585.2 ×9.81
- In H=3; Preq1= =39412.48
12.41
49858.2 ×9.81
- In H=6; Preq1= =39128.71
12.5
49858.2 ×9.81
- In H=9; Preq1= =38695.32
12.64
49858.2 ×9.81
- In H=11; Preq1= =38331.42
12.76

mcal × g
Preq2=
K2
49858.2 ×9.81
- In H=0; Preq2= =61484.46
7.955
 49858.2 ×9.81
- In H=3; Preq2= =61184.50
7.994
49858.2 ×9.81
- In H=6; Preq2= = 60925.37
8.028
49858.2 ×9.81
- In H=9; Preq2= =55751.61
8.773
49858.2 ×9.81
- In H=11; Preq2= =60406.19
8.097

mcal × g
Preq3=
K3
49858.2 ×9.81
- In H=0; Preq3= =89220.89
5.482
49858.2 ×9.81
- In H=3; Preq3= =92024.26
5.315
49858.2 ×9.81
- In H=6; Preq3= =87216.28
5.608
49858.2 ×9.81
- In H=9; Preq3= =88159.5
5.548
49858.2 ×9.81
- In H=11; Preq3= =87905.99
5.564

determination of required thrusts:

P1 P2 P3 P1 P2 P3 P1 P2 P3 P1 P2 P3 P1 P2 P3
H Cya Cyamax Cya Cxa Cxamax Cxa K1 K2 K3 M1 M2 M3 Preq1 Preq2 Preq3
perm perm perm

0 0.929 1.162 0.929 0.075 0.146 0.169 12.3 7.99 5.48 0.23 0.21 0.23 39732.6 61484.4 89220.9
8 3 8 5 1 6 1 5 2 6 1 6 5 6
3 0.912 1.140 0.912 0.073 0.142 0.171 12.4 7.99 5.31 0.28 0.25 0.28 39412.4 61184.5 92024.2
6 8 6 5 7 7 1 4 5 6 6 6 8 6
6 0.892 1.116 0.892 0.071 0.139 0.159 12.5 8.02 5.60 0.35 0.31 0.35 39128.7 60925.3 87216.2
8 8 4 0 2 8 8 3 6 3 1 7 8
9 0.866 1.082 0.866 0.068 0.132 0.156 12.6 8.77 5.54 0.50 0.39 0.50 38695.3 55751.6 88159.5
 1 7 1 5 4 1 4 3 8 8 7 8 2 1
1 0.840 1.050 0.840 0.065 0.129 0.151 12.7 8.09 5.56 0.52 0.47 0.52 38331.4 60406.1 87905.9
1 2 3 2 8 7 6 7 4 5 5 2 9 9

CONCLUSION:
Aerodynamics always have been and will continue to be essential for the commercial success of
any aircraft design.
Aerodynamic design is one of those disciplines involved in the very early stages of aircraft
design and must consequently provide mature technologies and use methods which assure
sufficiently exact prediction of aerodynamic efficiency.
This aircraft was studied in condition when flight was performed with particular amount of fuel
on altitude of 9km.
During the investigation, polar and kinematic flight characteristics where investigated. Polar is
the relationship between lift coefficient and drag coefficient.