Project-1: Powertrain for aircraft in runways

Part A:

1. Search and list out the total weight of various types of aircrafts.

2. Is there any difference between ground speed and air speed?

3. Why is it not recommended to use aircraft engine power to move it on the ground at Airport? 

4. How an aircraft is pushed to runway when its ready to take off?

5. Learn about take off power, tyre design, rolling resistance, tyre pressure, brake forces when landing.                                                                                

Part B:

6. A. With necessary assumptions, calculate the force and power required to push / pull an aircraft by a towing vehicle. 

    B. Develop the model for the calculated force and power using Simulink.

7. A. Design an electric powertrain with type of motor, it’s power rating, and energy requirement to fulfill aircraft towing application in Simulink. Estimate the duty cycle range to control the aircraft speed from zero to highest. Make all required assumptions. Prepare a table of assumed parameters. Draw a block diagram of powertrain. 

(Hint :DC7 Block)

    B. Also, Design the parameters in excel sheet.

 

 AIM : 

                   To list out the total weight of various type of aircrafts and difference ground and air speed engine power and runway to all module air crafts.

     PART A :

         1)  Search and list out the total weight of various types of aircrafts.       

               The aircarfts is some type based on the TFMS observed aircraft codes. there are 6 categores(A) heavy, (B) B757, (C) large jet, (D) large commuter,  (E) medium, (F) small, single, or twin engine aircraft weighing 12500lbs or less such as the beech 90.

 

             The air carfts it is has a maximum takeoff weight of about 80000 kg 175000 lbs. includes the weight of the plane wich is about 41000 kg 90000lbs and the fuel which is about of the plane18000 kg 40000 lbs. this leaves about 20000 kg 45000lbs for passengers, cargo,and crew.

            In most general terms, there are two types of classifications for aircraft.
One is lighter than the aircraft, known as aerostats, and the other is heavier than the aircraft, known the a aerodynes. Aerostats (lighter than air): Aerostats are much lighter in weight than or airplanes

    this is a list of large aircraft, including three types 1.fixed wing, rotary wing and airships.

 

Aircraft	First flight	MTOW	Number built	Note
Hughes XH-17	23 October 1952	23 t	1	Prototype heavy-lift helicopter, largest rotor at 39.6 m
Mil Mi-6	5 June 1957	44 t	926	Heavy transport helicopter, 35 m rotor
Fairey Rotodyne	6 November 1957	15 t	1	Largest gyrodyne. Prototype for 40 passengers
Boeing CH-47 Chinook	21 December 1961	23 t	1,200+	Tandem rotor
Mil V-12 or Mi-12	10 July 1968	105 t	2	Largest prototype helicopter, 2 × 35 m rotors
Sikorsky CH-53E Super Stallion	1 March 1974	33 t	234
Mil Mi-26	14 December 1977	56 t	316	Heaviest serial production helicopter
Bell Boeing V-22 Osprey	19 March 1989	21.5 t	400	First operational VTOL tiltrotor
Sikorsky CH-53K King Stallion	27 October 2015	38.4 t	18	CH-53E update, largest US helicopter
Piasecki H-16 Transporter	23 October 1953	23 t	2
Cierva W.11 Air Horse	7 December 1948	8 t	1	three rotor helicopter
Kamov Ka-22	15 August 1959	42.5 t	4	composite rotorcraft

Aircraft	Empty Weight	Max Fuel Weight	Max Cargo Weight	Max Gross Takeoff Weight
Antanov AN-225	628,000 lbs 285,000 kg	661,400 lbs 300,000 kg	417,000 lbs 190,000 kg	1,411,000 lbs 640,000 kg
Airbus A380-800	611,000 lbs 277,000 kg	560,000 lbs 254,000 kg	185,000 lbs 84,000 kg	1,268,000 lbs 575,000 kg
Boeing 747-800	485,300 lbs 220,100 kg	427,400 lbs 194,000 kg	295,000 lbs 134,000 kg	987,000 lbs 447,700 kg
Airbus A340-500	370,000 lbs 168,000 kg	386,300 lbs 175,000 kg	119,000 lbs 54,000 kg	820,000 lbs 372,000 kg
Boeing 777-300ER	370,000 lbs 168,000 kg	320,800 lbs 145,500 kg	148,000 lbs 67,100 kg	776,000 lbs 352,000 kg
Boeing 787-10	299,000 lbs 135,500 kg	223,500 lbs 101,500 kg	126,300 lbs 57,300 kg	560,000 lbs 254,000 kg
Boeing 737-900	98,500 lbs 44,700 kg	53,100 lbs 24,000 kg	44,600 lbs 20,200 kg	187,000 lbs 85,000 kg
Airbus A320-100	93,900 lbs 42,600 kg	48,700 lbs 22,100 kg	44,000 lbs 20,000 kg	150,000 lbs 68,000 kg
Embraer 190	63,500 lbs 28,800 kg	28,600 lbs 13,000 kg	28,800 lbs 13,100 kg	106,000 lbs 48,000 kg
Gulfstream G650	54,000 lbs 24,500 kg	48,200 lbs 21,900 kg	6,500 lbs 3,000 kg	100,000 lbs 45,200 kg
Bombardier CRJ900	48,160 lbs 21,850 kg	19,600 lbs 8,900 kg	6,075 lbs 2,760 kg	80,500 lbs 36,500 kg
Bombardier Q400	39,300 lbs 17,800 kg	11,700 lbs 5,300 kg	18,700 lbs 8,500 kg	62,000 lbs 28,000 kg
Learjet 75	13,900 lbs 6,300 kg	6,060 lbs 2,750 kg	2,900 lbs 1,300 kg	21,500 lbs 9,700 kg
Cessna Citation CJ4	10,300 lbs 4,700 kg	5,800 lbs 2,650 kg	2,200 lbs 1,000 kg	17,200 lbs 7,800 kg
Beechcraft King Air B100	7,100 lbs 3,200 kg	3,200 lbs 1,450 kg	4,150 lbs 1,900 kg	12,000 lbs 5,400 kg
Diamond DA50 RG	3,200 lbs 1,450 kg	340 lbs 155 lbs	1,250 lbs 560 kg	4,400 lbs 2,000 kg
Beechcraft Bonanza G36	2,500 lbs 1,150 kg	450 lbs 200 kg	850 lbs 385 kg	3,660 lbs 1,660 kg
Cessna 206H	2,200 lbs 990 kg	520 lbs 235 kg	1,150 lbs 520 kg	3,600 lbs 1,630 kg
Sirrus SR22	2,250 lbs 1,000 kg	485 lbs 220 kg	950 lbs 430 kg	3,600 lbs 1,630 kg
Cessna 172R	1,700 lbs 770 kg	380 lbs 170 kg	560 lbs 255 kg	2,425 lbs 1,100 kg

       

 

      the maximum taxi weight (MTW) it includes the weight of taxi and run up fuel for the engines and the APU (Auxillary or power unit). it is greater than the maximum take off weight of fule. maximum takeoff weight (MTOW) the maximum takeoff weight (also known as the maximum brake waight).

     

2. Is there any difference between ground speed and air speed?

         Airspeed is the vector differecnce between the ground speed and the wind speed. on a perfectly still day the airspeed is edual to the ground speed. the airspeed will be less than the ground speed.

     

               relative velocities is the wind speed vwry hig in the airsurface so Airspeed compare withe ground speed to the flying the aircraft ground reference to the airspeed is wind speed subrect ground speed to the Air speed. 

            Airspeed Vs Ground speed :

   As mentioned above, true airspeed is simply the speed at which an aircraft is moving relative to the air it is flying in. as such speed at wich the air is flowing around the aircraft's wings.

   Ground speed, on the other hand is the aircraft's speed relative to the ground. one thing that should be noted here is that it's tis horizontal rather than vertical speed an aircraft climbing  completely vertically would have a ground speed of zero.

      wind effict on ground speed :

      the relationship between airspeed and ground speed is fairly simple. ground speed is simply the sum of airspeed and wind speed.

   AS the explainer ground speed is how fast an airplane is traveling relative to a fixed point on the ground. think of it this awy ground speed is how fast an airplane's shadow would move across the land. if there's a strong wind pushing an aircrft, that reflection in the ground speed.

 

         3. Why is it not recommended to use aircraft engine power to move it on the ground at Airport? 

        high speed engine thrust during maintenance activity can casu considerable damage to airplanes ans other elements in the airport enviroment. an example of this problem occurred after an reach the destination to the airplaine landing entery to airpote to flight engine operation of the speed.

        aircraft move using their own engine power all the time on the airpote in apron and taxiways under their own power to go assigned gate.

 

 

      the airport environment : engine thrust hazards in the boeing commercial airplanes are equipped with engine rated frome 18000 to nearly 100000 ib of thrust. such thrust levels provide for saft takeoff, flight, and landing over a wide range of the temperatures, altitudes, gross weights, and payload condition.

      power hazard areas :  when modern jet engine are operated at rate thrust levels, the exhaust weak can exceed 375mi/h (325kn or 603 km/h) Exhaust velocity components are attenuated with increasing distance from the engine exhaust nozzle. 

       maintenance activity :   high engine thrust during maintence activity can cause cosiderable damage to airplaine anand other elements in the airport enveronment.

     foreign object damage : foreing object damage (FOD) by high engine thrust can affect airport operations as it relates to some types  (1) Airplaine strucure.  (2) Flight controle  (3) Equipment and personnel.

      

 

                 

               

    

         4. How an aircraft is pushed to runway when its ready to take off?

        A so called pushback truck reverses the aircraft into taxiing pushing it with a towbar attched to the nose wheel strut. the modern version by actually lifing the wheel. the speed up coupling and decoupling. the aircrft taxis to the runway to depart at agreed time.

    ready for take off in ten steps: cabin crew prepare for landing your flight is approching schiphol and preparing to land on a runway assigned by air traffic control. the wheels hit the ground and passengers applaud as the ground aircraft taxis briskly towarades the gate.

     1) the pilot parks the aircraft in exactly the right place. usually with the help of an automatic system, but occasionally guided by  a marshaller waving two paddles

     2) as soon as the aircraft is stationary and the engines are switched off the first priority is to disembark the passengers as quickly as possible.

     3) the caterer loads new meals and takes away the food waste and used cutlery and crockery.

     4) A specialist team or sometimes the crew themselves cleans the cabin so that new passengers board a pristine aircraft.

   take off : 

           the discussion in the chapter is centered on airplanes with tricycle landing gear (nose wheel). procedures for conventinal gear airplane  tail wheel are discussed in performation relevant to takeoffs. The manufacturer’s recommended procedures pertaining to airplane configuration, airspeeds, and other information relevant to takeoffs and departure climbs in a specific make and model airplane are contained in the Federal Aviation Administration (FAA) approved Airplane Flight Manual and/or Pilot’s Operating Handbook (AFM/POH) for that airplane. the AFM/POH the airplane manufactture's recommendation take precedence.

   prior to takeoff :

    before going to the airplane, the pilot should check the POH/AFM performance charts to dermine the predicted performance and decide if the airplane is capable of a safe takeoff and climb for the conditions and location. high density altitudes reduce engine and propeller performance, increase takeoff rolls and decrease clime performance.

       

      normal takeoff :

         A normal takeoff is one in which the airplane is headed into the wind there are times that a takeoff with a tail wind is necessary. there are two resons for making a takeoff as nearky into the wind as possible.

       lift off :

         since a good takeoff depends on the proper takeoff attitude, it is important to know this attitude appears and how it is attained. Vy speed shold be demonstrated by the instruction and that initially the student. pilot may have a tendency to hold excessive back elevation pressure just after lift off resulting in an abrupt pitch up

                                

         

           initial climb :

         upon lift off the airplane should be fling approximately the pitch attitude that allows it to accelerate Vy. this is   the speed at which the airplane gains the most altitude in the shoetest period of time.

        crosswind takeoff :

           while it is usually preferable to take off directly into the wind whenever possible or practical, there are many instances when circumstances or judgment indicate otherwise.

       ground effect on takeoff :   

      Ground effect is a condition of improved performance encountered when the airplane is operating very close to the ground. Ground effect can be detected and normally occursup to an altitude equal to one wingspan above the surface.   

  

 

         5. Learn about take off power, tyre design, rolling resistance, tyre pressure, brake forces when landing.     

               takeoff power and tyer design and rolling resistance and  tyre pressuer and brake forces when landing. to all the learning  aircraft calculation 

      take off power :

      power  requirement : total energy of an aircraft flying in the wings of the plane are requirsd to provide

          E = 1/2 m v2+ mgh

          P = (dh/dt) mg   

     v = velocity 

     g = acceleration 

     h = moving aircraft is height 

     tyer design :

          aircraft tier design is a withstand extremely heavy loade for  short durations. the number of tyer is required for aircraft of the airplane needs to be distrinbuted to facilitate stability tire tread pattners are designed more evenly. aircraft tire facilitate stability an crosswibd condition to channel water away to prevent hydroplaning and for braking effect.

   

 

Tests of airliner aircraft tires have shown that they are able to sustain pressures
of maximum 800 psi (55 bar; 5,500 kPa) before bursting. During the
tests the tires have to be filled with water, to prevent the test room being blown
apart by the energy that would be released by a gas when the tire bursts.
Aircraft tires are usually inflated with nitrogen to minimize expansion and
contraction from extreme changes in ambient temperature and pressure experienced during flight.
nitrogen expands at the same rate as other dry atmospheric gases (normal air is about 80% nitrogen),
but common compressed air sources may contain moisture, which increases the expansion rate with temperature.

      

 

      

    understanding of the tire basic aircraft tire consider the construction and maintenanc aircraft tires can esily be take for granted. their simplistic appearance lead some to a false feeling of complacency. many technicians are not awre of the critical critical design factors that go into every aircraft tire in use today.

      Tire Design in bias ply tire construction :

    A cutaway of a typical basic play in ply tire are popular choices for aircraft thies because of their durability and retradebility. the tire construction consists of the folliwing components

    tread, sidewell, tread reinforcing ply, buff line cushion, breakers, casing plies, wire beads, apex strip, flippers, ply turnups, chafer, liner, overlay, belt plies, casing plies, casing plies, chippers, tire inspection, A - normal, B - excessive, C - overinflation, D - underinflation, sidewell damage, bulges, fabric fraying/groove cracking, flat spots, radial tire side sidewall indentation, beads, tire clearance.

       the tread is made of rubber mixed with other additives to obtain the desired level of toughness, durability and resistance to wear.

       the sidewall is a protective layer of rubber that covers the outer casting ply. it extends from the tread edge to the bead area

      breakers are reinforcing plies of rubber coated fabric placed under the buffline cushion to protect casing plies and strengthen and stabilize the tread area.

      in tubeless tire the liner is a layer of low permeability rubber that acts a built in tube and restricts gas from diffusing into the casing plies.

      Rolling resistance : 

    Identification of rolling resistance coefficients for aircraft tires on unsurfaced airfields The paper describes four test methods for determining the rolling resistance of aircraft tires on unsurfaced airfields. Evaluations of a flight-test method, an instrumented-vehicle method, a soil stress-deformation method, and a tow-test method were performed on a grassy airfield. The test results showed that rolling resistance is more dependent upon surface roughness than on grass length. The benefits and usefulness of each method are also presented.

       

                  

            the rolleing resistance is pressure and cofficient total mass of the aircraft talking off from a runway covered with slush standing water or snow the reqired take off ground run distance will be longer than a dry rumway.

        F = μ*mg

    μ = the aircraft rolling resistance cofficent,

    m = aircraft total mass,

     g = accelaratuion.

 

         The total rolling resistance of an aircraft rolling along asnow-covered

runway is given by:Drolling = Dr+Dc+Dd the rolling resistance to the break and pressuer in the air of the wind speed.

 

       Tyre pressure :

            the tyer pressure is high flying rubber is typically inflated to 200psi, roughly six times what you put in an automobile tire, and the tire on pumped to 320 psi it's really pressurized air that's so strong.

aircraft tires generally operate at high pressures, up to 200 psi(14 bar; 1400 kpa) for airliners, and even higher for business jects.

        tire pressure important :

         the tire prussure is one part of an assembly which can only use as intended when the parts are usede as defined by the airframe and component manufactring. under inflating the tire or allowing the tire to operate when it is under inflated will prevent the parts working togerher as intended.

         tyres inflated with :

      Aircraft tires indeed are filled with nitrogen to mitigate temperature fluctuations, but not because nitrogen has any special heat-absorbing qualities

          Aircraft tyres use nitrogen :

      When landing, the strong friction of the runway and thebrakes creates a very high temperature in the aircraft tires. Even at the start, the material load is enormous due to a higher starting weight (amount of kerosene) and a higher speed. The tires are filled with nitrogen to prevent fires from the extreme hea.

      tire have air and plane tires don't explode on landing :

           the smoke is the result of a wheel is not turning in flight making contact with a stationary runway. the wheel must accelerate to the landing.

     planes land without landing gear and farthest without a plane can fly

          A belly landing or gear up landind occurs when an aircraft lands without its landing gear fully extended and uses its underside or belly as its primary landing device

 

 

      brake forces when landing :

       An electrical signal is sent from the flight deck to hydraulic actuators near the main landing gear. here, hydraulic fluid at 3000 pound per square inch is used to force the brake  uinte against the wheel 

 

    development of aircraft brakes:

    aircrafts didn't have brakes and therefore relied on slow speeds, rigid landing strips and the friction created between the ground and wheels to come to a stop. during world war i, the need for a more advanced aircraft became apparant. with the introduction of smoother landing surfaces and planes becoming significantly fastes were now essential. planes such as the hurricane, spitfire and the zero were key examples of this where the manufactring countries including america, germany and japan had develop these brakes an essential part of winning the war.

Engineering Principles of Aircraft Brakes :

       Pascal's principle :

 

    this principle essentially states that fluids are incompressible when at and this allows small forces to have a greater impact on larer forces meaning minor forces allow greater ones to be transferred.

     Bernoulli's principle :

         

      this essentially demonstrates that the pressure and force applied to a travelling fluid will affect how quickly it travels frome point A  to B and hecnce function within the hydraulic system.

       the reverse thrusters causes resistance to the pushing force of the plane to slow down the spinning wheels, disc brake are utilised to cause that final stop.

   deceleration frome simple kinematics acceleration = velocity^2/ft = (100 ft/s)^2 /500ft=20ft/s^2=931.6 lbf

and decelaration force = 931.6lbf.

     Advantages and disadvantages of the aircraft carbon braking system :

   1) shorter cooling time,

   2) lighter in weight,

   3) less maintenance.

        

1) more costly,

2) unable to be altered,

 

                                                  Part B:

6. A. With necessary assumptions, calculate the force and power required to push / pull an aircraft by a towing vehicle. 

        the force to move an airplane on an absolute flat runway with at iow sppped is equal to rolling resistance between the plane and tarmac.the rolling resistance forthe air plane can be calculate as => Fr = cmrag

      Fr = rolling resistannce N, lbf

      c  = rolling resistance cofficient 

      mr = rolling mass (kg, lbm)

      ag = acceleration of gravity (9.81 m/s^2)

   Fr = 0.02(40000 kg)

        =7848 N

 this force can delivered by a pulling truck or as occasionall seen by a number of pepole.

       Ff = μW

           = μ mf ag

reruired mass for pulling truck :

       when person participates in aircraft between the persons shoes and the tarmac must be equal or larger than the air plane rolling resistance.

       mf = (7848 N)/(0.9(9.81 m/s^2))

       mf = W/ag

             = 1386kg

n= (1386 kg)(80 kg/person)

  =18

 to find the torque of the vechile 

       torque (T) = fte * R

                        =39106.394 *0.5715

                   T = 22349.30 N-m

 the powe and torque of vechile force is to the spped of 20kmph

 power = 217.431 KW

 toeque = 22822.03 N-m

 B. Develop the model for the calculated force and power using Simulink

   

    simuling outuput of plote :

     power value is the aircraft 

          torque = force * radiuse/ gear ratio.

    coffiectent of rolling resitance to value to simuling output of torque to power in force radies in the speed to power.

7. A. Design an electric powertrain with type of motor, it’s power rating, and energy requirement to fulfill aircraft towing application in Simulink. Estimate the duty cycle range to control the aircraft speed from zero to highest. Make all required assumptions. Prepare a table of assumed parameters. Draw a block diagram of powertrain. (Hint :DC7 Block)

          electric powertrainwith type of motor , it's power rating and energy requirement to fulfill aircraft towing application is the 18.3kW minimum amount of power rationg required in the motor.

         T = Fr/G$\frac{{\eta }_g}{}$

          T = 101.96Nm

  power rating and torque and max rotational speed and voltage.

    

     Pi = Po/$\frac{{\mathrm{\eta m}}^{}}{}$

$\frac{{\mathrm{Pi\; =\; 18307.76/0.9\; =\; 20,341.96W}}^{}}{}$

$\frac{{\mathrm{full\; load\; current\; Ii\; =\; Pi/\surd 3\cdot Vmrated\cdot PF}}^{}}{}$

         Ii = 28.12 A

   voltage of the battery Vbat = Pi/Ii = 723.40 V   

       E = 20341.96.60 = 1220517.6J

                      

         B. Also, Design the parameters in excel sheet.

        all the parameters in eccel sheet working in the values to the mass of towing vechile and mass of aircraft and front area of aircraft(A) and all the parametr use excel calculator.

      

 

      conculation :

          to conculute the all the aircraft runwaya and takeoff and landine and simuling module of  Powertrain for aircraft in runways to completed.