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Search and list out the total weight of various types of aircrafts. Type MTOW [kg] MLW [tonnes] TOR [m] LR [m] ICAO category FAA category Antonov An-225 640,000 591.7 3500 Heavy Super Scaled Composites Model 351 Stratolaunch 589,670 3660 Heavy Super Airbus A380-800[1][2][3] 575,000 394 3100 1930 Super…
Satish M
updated on 23 Jan 2021
Type | MTOW [kg] | MLW [tonnes] | TOR [m] | LR [m] | ICAO category | FAA category |
---|---|---|---|---|---|---|
Antonov An-225 | 640,000 | 591.7 | 3500 | Heavy | Super | |
Scaled Composites Model 351 Stratolaunch | 589,670 | 3660 | Heavy | Super | ||
Airbus A380-800[1][2][3] | 575,000 | 394 | 3100 | 1930 | Super | Super |
Boeing 747-8F | 447,700 | 346.091 | 3100 | 1800 | Heavy | Heavy |
Boeing 747-8 | 443,613 | 306.175 | 3100 | Heavy | Heavy | |
Boeing 747-400ER | 412,770 | 295.742 | 3090 | Heavy | Heavy | |
Antonov An-124-100M | 405,060 | 330 | 2520 | 900 | Heavy | Heavy |
Boeing 747-400 | 396,900 | 295.742 | 3018 | 2179 | Heavy | Heavy |
Lockheed C-5 Galaxy[4][5][6] | 381,000 | 288.417 | 2530 | 1494 | Heavy | Heavy |
Boeing 747-200[7] | 377,840 | 285.700 | 3338 | 2109 | Heavy | Heavy |
Boeing 747-300[7] | 377,840 | 260.320 | 3222 | 1905 | Heavy | Heavy |
Airbus A340-500[8] | 371,950 | 240 | 3050 | 2010 | Heavy | Heavy |
Airbus A340-600[8] | 367,400 | 256 | 3100 | 2100 | Heavy | Heavy |
Boeing 777F | 347,800 | 260.816 | 2830 | Heavy | Heavy | |
Boeing 777-300ER | 351,800 | 251.29 | 3100 | Heavy | Heavy | |
Boeing 777-200LR | 347,450 | 223.168 | 3000 | Heavy | Heavy | |
Boeing 747-100[7] | 340,200 | 265.300 | Heavy | Heavy | ||
Airbus A350-1000 | 308,000 | 233.5 | Heavy | Heavy | ||
Boeing 777-300 | 299,370 | 237.683 | 3380 | Heavy | Heavy | |
Boeing 777-200ER | 297,550 | 213.00 | 3380 | 1550 | Heavy | Heavy |
Airbus A340-300[8][9] | 276,700 | 190 | 3000 | 1926 | Heavy | Heavy |
McDonnell Douglas MD-11 | 273,300 | 185 | 2990 | 1890 | Heavy | Heavy |
Airbus A350-900 | 270,000 | 175 | 2670 | 1860 | Heavy | Heavy |
Ilyushin Il-96M | 270,000 | 195.04 | 3115 | 2118 | Heavy | Heavy |
McDonnell Douglas DC-10 | 256,280 | 183 | 2990 | 1890 | Heavy | Heavy |
Boeing 787-9[10] | 254,000 | 192.777 | 2900 | Heavy | Heavy | |
Boeing 787-10[10] | 254,000 | 201.849 | Heavy | Heavy | ||
Airbus A340-200[8][11] | 253,500 | 181 | 2990 | Heavy | Heavy | |
Ilyushin IL-96-300 | 250,000 | 175 | 2600 | 1980 | Heavy | Heavy |
Airbus A330-300[12][13] | 242,000 | 185 | 2500 | 1750 | Heavy | Heavy |
Airbus A330-200[12][13] | 242,000 | 180 | 2220 | 1750 | Heavy | Heavy |
Lockheed L-1011-500 | 231,300 | 166.92 | 2636 | Heavy | Heavy | |
Boeing 787-8[10] | 228,000 | 172.365 | 3300 | 1695 | Heavy | Heavy |
Lockheed L-1011-200 | 211,400 | Heavy | Heavy | |||
Ilyushin IL-86 | 208,000 | 175 | Heavy | Heavy | ||
Boeing 767-400ER | 204,000 | 158.758 | 3414 | Heavy | Heavy | |
Airbus A300-600R[14] | 192,000 | 140 | 2385 | 1555 | Heavy | Heavy |
Boeing 767-300ER | 187,000 | 136.08 | 2713 | 1676 | Heavy | Heavy |
Concorde | 185,000 | 111.1 | 3440 | 2220 | Heavy | Heavy |
Airbus A300-600[14] | 163,000 | 138 | 2324 | 1536 | Heavy | Heavy |
Boeing 767-300 | 159,000 | 136.078 | 2713 | 1676 | Heavy | Heavy |
Airbus A310-300[14] | 157,000 | 124 | 2290 | 1490 | Heavy | Heavy |
Vickers VC10 | 152,000 | 151.9 | Heavy | Heavy | ||
Boeing 707-320B[15] | 151,000 | 97.5 | Heavy | Heavy | ||
Boeing 707-320C[15] | 151,000 | 112.1 | Heavy | Heavy | ||
Douglas DC-8-61 | 147,000 | Heavy | Heavy | |||
Airbus A310-200[14] | 142,000 | 123 | 1860 | 1480 | Heavy | Heavy |
Airbus A400M | 141,000 | 122 | 980 | 770 | Heavy | Heavy |
Douglas DC-8-32 | 140,000 | Heavy | Heavy | |||
Douglas DC-8-51 | 125,000 | Medium | Large | |||
Boeing 757-300 | 124,000 | 101.6 | 2550 | 1750 | Medium | Large |
Boeing 707-120B[15] | 117,000 | 86.3 | Medium | Large | ||
Boeing 757-200 | 116,000 | 89.9 | 2347 | 1555 | Medium | Large |
Boeing 720B[16] | 106,000 | 79.5 | Medium | Large | ||
Boeing 720[16] | 104,000 | 79.5 | Medium | Large | ||
Tupolev Tu-154M | 104,000 | 80 | Medium | Large | ||
Tupolev Tu-204SM | 104,000 | 87.5 | 2250 | Medium | Large | |
Convair 880 | 87,500 | Medium | Large | |||
Boeing 737-900 | 85,000 | 66.36 | 2500 | 1704 | Medium | Large |
Boeing 737-900ER | 85,000 | 71.35 | 2804 | 1829 | Medium | Large |
Boeing 727-200 Advanced[17] | 84,000 | 70.1 | Medium | Large | ||
Airbus A321-100[18] | 83,000 | 77.8 | 2200 | 1540 | Medium | Large |
Boeing 737-800 | 79,000 | 65.32 | 2308 | 1634 | Medium | Large |
Boeing 727-200[17] | 78,000 | 68.1 | Medium | Large | ||
McDonnell-Douglas MD-83 | 73,000 | 63.28 | Medium | Large | ||
Boeing 727-100[17] | 72,500 | 62.4 | Medium | Large | ||
Boeing 727-100C[17] | 72,500 | 62.4 | Medium | Large | ||
McDonnell-Douglas MD-90-30 | 71,000 | 64.41 | 2165 | 1520 | Medium | Large |
de Havilland Comet 4 | 70,700 | Medium | Large | |||
Boeing 737-700 | 70,000 | 58.06 | 1921 | 1415 | Medium | Large |
Airbus A320-100[18] | 68,000 | 66 | 1955 | 1490 | Medium | Large |
Boeing 737-400 | 68,000 | 54.9 | 2540 | 1540 | Medium | Large |
de Havilland Comet 3 | 68,000 | Medium | Large | |||
Boeing 377 | 67,000 | Medium | Large | |||
Boeing 737-600 | 66,000 | 54.66 | 1796 | 1340 | Medium | Large |
Airbus A220-300 | 65,000 | 57.61 | 1890 | 1494 | Medium | Large |
Hawker Siddeley Trident 2E | 65,000 | Medium | Large | |||
Airbus A319[18] | 64,000 | 62.5 | 1850 | 1470 | Medium | Large |
Boeing 737-300 | 63,000 | 51.7 | 1939 | 1396 | Medium | Large |
Boeing 737-500 | 60,000 | 49.9 | 1832 | 1360 | Medium | Large |
Airbus A220-100 | 59,000 | 50.80 | 1463 | 1356 | Medium | Large |
Airbus A318[18] | 59,000 | 57.5 | 1375 | 1340 | Medium | Large |
Boeing 717-200HGW | 55,000 | 47.174 | 1950 | Medium | Large | |
Douglas DC-7 | 55,000 | Medium | Large | |||
de Havilland Comet 2 | 54,000 | Medium | Large | |||
Boeing 717-200BGW | 50,000 | 46.265 | 1950 | Medium | Large | |
de Havilland Comet 1 | 50,000 | Medium | Large | |||
Douglas DC-6A | 48,600 | Medium | Large | |||
Douglas DC-6B | 48,500 | Medium | Large | |||
Embraer 190[19] | 48,000 | 43 | 2056 | 1323 | Medium | Large |
Caravelle III | 46,000 | Medium | Large | |||
Fokker 100 | 46,000 | 39.95 | 1621 | 1350 | Medium | Large |
Douglas DC-6 | 44,000 | Medium | Large | |||
Avro RJ-85 | 42,000 | 36.74 | Medium | Large | ||
Handley Page Hermes | 39,000 | Medium | Large | |||
Embraer 175[20] | 37,500 | 32.8 | 2244 | 1304 | Medium | Large |
Bombardier CRJ900[21] | 36,500 | 33.345 | 1778 | 1596 | Medium | Large |
Embraer 170[22] | 36,000 | 32.8 | 1644 | 1274 | Medium | Large |
Bombardier CRJ700 | 33,000 | 30.39 | 1564 | 1478 | Medium | Large |
Douglas DC-4 | 33,000 | Medium | Large | |||
Vickers Viscount 800 | 30,400 | Medium | Large | |||
Bombardier Q400 | 28,000 | 28.01 | 1219 | 1295 | Medium | Large |
Bombardier CRJ200 | 23,000 | 21.319 | 1918 | 1479 | Medium | Large |
ATR 72-600 | 22,800 | 22.35 | 1333 | 914 | Medium | Large |
Saab 2000 | 22,800 | 21.5 | 1300 | Medium | Large | |
Embraer ERJ 145 | 22,000 | 19.3 | 2270 | 1380 | Medium | Large |
ATR 42-500 | 18,600 | 18.3 | 1165 | 1126 | Medium | Small |
Saab 340 | 13,150 | 12.930 | 1300 | 1030 | Medium | Small |
Embraer 120 Brasilia | 11,500 | 11.25 | 1560 | 1380 | Medium | Small |
BAe Jetstream 41 | 10,890 | 10.570 | 1493 | 826 | Medium | Small |
Learjet 75[23] | 9,752 | 8.709 | 1353 | 811 | Medium | Small |
Pilatus PC-24[24] | 8,300 | 7.665 | 893 | 724 | Medium | Small |
Embraer Phenom 300[25] | 8,150 | 7.65 | 956 | 677 | Medium | Small |
Beechcraft 1900D | 7,765 | 7.605 | 1036 | 853 | Medium | Small |
Cessna Citation CJ4[26] | 7,761 | 7.103 | 1039 | 896 | Medium | Small |
de Havilland Hercules | 7,000 | Medium | Small | |||
Embraer Phenom 100 | 4,800 | 4.43 | 975 | 741 | Light | Small |
Fig: refernce from https://www.grc.nasa.gov/
Ground Speed
For a reference point picked on the ground, the aircraft moves relative to the reference point at the ground speed. Ground speed is also a vector quantity so a comparison of the ground speed to the wind speed must be done according to rules for vector comparisons.
Airspeed
The important quantity in the generation of lift is the relative velocity between the object and the air, which is called the airspeed. Airspeed cannot be directly measured from a ground position, but must be computed from the ground speed and the wind speed. Airspeed is the vector difference between the ground speed and the wind speed.
Airspeed = Ground Speed - Wind Speed
On a perfectly still day, the airspeed is equal to the ground speed. But if the wind is blowing in the same direction that the aircraft is moving, the airspeed will be less than the ground speed.
Examples
Suppose we had an airplane that could take off on a windless day at 100 mph (liftoff airspeed is 100 mph). We are at an airport with an east-west runway that is 1 mile long. The wind is blowing 20 mph towards the west and the airplane takes off going east. The wind is blowing towards the aircraft which we call a headwind. Since we have defined a positive velocity to be in the direction of the aircraft's motion, a headwind is a negative velocity. While the plane is sitting still on the runway, it has a ground speed of 0 and an airspeed of 20 mph:
Airspeed = Ground Speed (0) - Wind Speed (-20) = 20 mph
The airplane starts its take off roll and has a constant acceleration a. From Newton's second law of motion, the ground speed V at any time t is:
V = a * t
and the distance d down the runway at any time is:
d = 1/2 * a * t^2
For a fixed length runway, this specifies the time to be used in the velocity equation. Let's assume that at 5000 feet down the runway, the velocity is 80 mph. Then the airspeed is given by
Airspeed = Ground Speed (80) - Wind Speed (-20) = 100 mph
and the airplane begins to fly. Now another pilot, with exactly the same airplane decides to take off to the west. The wind is now in the same direction as the motion and this is called a tailwind. The sign on the wind speed is now positive, not negative as with the headwind. The acceleration along the ground is the same, so at 5000 feet down the runway, the ground speed is again 80 mph. The airspeed is then given by:
Airspeed = Ground Speed (80) - Wind Speed (20) = 60 mph
This airplane doesn't have enough airspeed to fly. It runs off the end of the runway!
3.Why is it not recommended to use aircraft engine power to move it on the ground at Airport?
"Taxiing" refers to the aircraft movement while on the ground under its own power. This term excludes the accelerating run before take-off and the decelerating run after landing.
To move an aircraft you need torque, lots of torque. A conventional car (even a Jeep) would be ultra underpowered to deliver so much amount of torque as needed to move a heavy jet. And that job is done by heavy vehicles having a high side wall ratio.
The jet engine used is generally not preferred as the primary thrust for taxiing because a large amount of fuel is wasted while the aircraft is still on the ground which could have been used for flying. Since the cost of fuel is one of the biggest expenses in the airline business, many companies are planning to switch to electric taxiing to save fuel and reduce emissions.There are 2 more important reasons,
i) If the high mounted engines are powered there is a huge risk of the jet blast which may affect the surrounding building and the environment.
ii) In case of low mounted engines are turned on there is a higher possibility of any gravel or other impurities lying in the ground may enter the engine and damage it.
Here is where Pushback trucks &Electric taxiing systems use electric motors fitted inside the wheels of the aircraft’s landing gear. Electric power is supplied to these motors by an on-board Auxiliary Power Unit (APU). This innovative new approach enables airplanes to move backward and forward solely under electric power. This way, aircraft can avoid reliance on main engines for traversing the airport taxiways while burning fuel unnecessarily.
5.Learn about take off power, tyre design, rolling resistance, tyre pressure, brake forces when landing.
Take off power: Take off is the phase of flight that aircraft leaves the ground and become airborne. The power required to change the phase of aircraft is called take off power.
Stages of Power: During take-off condition the pilots first increase the engine power to 40–60% N1, low-pressure compressor RPM on Boeing
aircraft, and 50% N1 on Airbus aircraft. After setting the engine stability, the pilots then either press the TO/GA switch, causing the thrust levers to automatically advance themselves to the appropriate power setting on Boeings or manually advance the thrust levers to the TO/GA detent on Airbuses and the engine speeds then increase to provide the computed takeoff power. The advantage of having such a system is the ability to reduce wear and tear on the engines by using only as much power as is actually required to ensure the aircraft reaches safe take-off speed.
Tyre Design:
An aircraft tire or tyre is designed to withstand extremely heavy loads for short durations. The number of tires required for aircraft increases with the weight of the aircraft, as the weight of the airplane needs to be distributed more evenly. Aircraft tire tread patterns are designed to facilitate stability in high crosswind conditions, to channel water away to prevent hydroplaning, and for braking effect.
Carcass plies are used to form the tire. They are sometimes called casing plies. An aircraft tyre is constructed for the purpose it serves.
Unlike an automobile or truck tyre, it does not have to carry a load for a long period of continuous operation. However, an aircraft tyre absorbs the high impact loads of landing, and also it’s operating at high speeds for a short time when required.
Retreading – Retreading is methods of restoring a worn tyre by renewing the tread area or by renewing the tread area plus one or both sidewalls. Repairs are included in the tyre retreading process.
Ply Rating – Ply Rating is used to identify the maximum recommended load rating and inflation pressure for a specified tyre. It is an index of tyre strength.
Speed Rating – The speed rating is the maximum takeoff speed to which the tyre has been tested.
Skid Depth – Skid depth is the distance between the tread surface and the deepest groove as measured in the mould.
Aircraft tyres must have an approved speed and load rating and have sufficient clearance when retracted through landing gear to allow for tyre growth. Tyre growth is the increase in the size of the tyre due to centrifugal forces at high speed.
All commercial aircraft tyres approved under FAA Requirement Technical Standard Order (TSO) C62. A TSO is a minimum performance standard for specified materials, parts, and appliances used on civil aircraft.
Rolling Resistance: Rolling resistance, sometimes called rolling friction or rolling drag, is the force resisting the motion when a
body rolls on a surface. The primary cause of pneumatic tire rolling resistance is hysteresis: A characteristic of a deformable
material such that the energy of deformation is greater than the energy of recovery. The rubber compound in a tire exhibits
hysteresis.
The force that resists the motion of a body rolling on a surface is called the rolling resistance or the rolling friction.
The rolling resistance can be expressed as
Fr = cW………………………………. (1)
where
Fr = rolling resistance or rolling friction (N, lbf)
c = rolling resistance coefficient - dimensionless (coefficient of rolling friction - CRF)
W = mag
= normal force - or weight - of the body (N, lbf)
m = mass of body (kg, lb)
ag = acceleration of gravity (9.81 m/s2, 32.174 ft/s2)
The rolling resistance can alternatively be expressed as
Fr = clW / r…………………………. (2)
where
cl = rolling resistance coefficient - dimension length (coefficient of rolling friction) (mm, in)
r = radius of wheel (mm, in)
Tyre Pressure: Tyre Pressure is generally defined as the amount of air inside a tire An aircraft tyre is designed to withstand
extremely heavy loads for short durations. The number of tires required for aircraft increases with the weight of the aircraft, as
the weight of the aeroplane needs to be distributed more evenly. Aircraft tire tread patterns are designed to facilitate stability in
high crosswind conditions, to channel water away to prevent hydroplaning, and for braking effect.
Each of the twelve Boeing 777-300ER main tires is inflated to 220 psi (15 bar), weighs 120 kg (260 lb), has a diameter of 134 cm
(53 in) and is changed every 300 cycles while the brakes are changed every 2000 cycles.
Aircraft tires generally operate at high pressures, up to 200 psi (14 bar) for airliners, and even higher for business jets. The main
landing gear on the Concorde was typically inflated to 232 psi (16.0 bar), whilst its tail bumper gear tires were as high as 294 psi
(20.3 bar). The high pressure and weight load on the Concorde tyres were a significant factor in the loss of Air France Flight
4590.
Brake Forces Landing: The brake unit is powered by the hydraulic system because stopping a 200-tonne aircraft landing at 180 mph (289.682 Kmph) requires a lot of braking force. During braking condition, an electrical signal is sent from the flight deck to hydraulic actuators near the main landing gear. Here, hydraulic fluid at 3,000 pounds per square inch is used to force the brake unit against the wheel, thus slowing it down.
The Figure shows the towing vehicle with aircraft. The forces acting in the towing vehicle during landing of aircraft is
F=Frr+Fad
where Frr : Rolling resistance force
Fad: Aerodrag force.
P=F*V. watts.
Aircraft details:
Kerb Weight (Kg) = 57600
Payload (Kg) (Only for Boeing 737 Passenger + Bags) = 10400
Total Weight (Kg) (Boeing 737) = 68000
Coefficient of rolling resistance (μrr) = 0.007
Gravitational Force g = (m s-2) = 9.81
Air Drag Calculation Data:
Air Density (Kg/m3) (rho) = 1.25
Width (m) = 4.01
Height (m) = 3.76
Frontal Area a (m2) = 15.0776
Drag Coefficient (cd) = 0.026
Speed Kmph = 8
Towing Vehicle details:
Kerb Weight (Kg) = 569
Payload (Kg) (Only Driver) = 55
Total Weight (Kg) (AP8360) = 624
Coefficient of rolling resistance (μrr) = 0.001
Gravitational Force g = (m s-2) = 9.81
Air Drag Calculation Data:
Air Density (Kg/m3) (rho) = 1.25
Width (m) = 0.8255
Height (m) = 1.26365
Frontal Area a (m2) = 1.043143075
Drag Coefficient (cd) = 0.96
Speed Kmph = 8
Forces required to pull an aircraft by a towing vehicle
The rolling resistance for the aircraft can be calculated as
Fr = c mr ag
where
Fr = rolling resistance (N, lbf)
c = rolling resistance coefficient
mr = rolling mass (kg, lbm)
ag = acceleration of gravity (9.81 m/s2)
The friction force for the towing machine can be calculated to
Ff = μ W
= μ mf ag
where
Ff = frictional force (N, lb)
μ = friction coefficient
W = weight (N, lbf)
mf = friction mass (kg)
excel calulcator for that
S.No | Parameters | Aircraft | Towing vehicle |
1 | Total weight | 68000 | 624 |
2 | Rolling resistance coefficient | 0.007 | 0.001 |
3 | gravitational constant | 9.81 | 9.81 |
4 | Rolling resistance Force | 4669.56 | 6.12144 |
5 | Total Rolling resistance Force | 4675.68144 | |
6 | Air drag Force | ||
7 | Air Density (Kg/m3) (rho) | 1.25 | 1.25 |
8 | Frontal Area a (m2) | 15.0776 | 1.043143075 |
9 | Drag Coefficient (cd) = 0.026 | 0.026 | 0.96 |
10 | Speed Kmph | 8 | 8 |
11 | Speed conversion to m/s | 2.222 | 2.22 |
12 | Aerodynamic Drag | 1.20968889 | 3.084615798 |
13 | Total Aerodrag | 4.294304689 | |
14 | Total Force | 4679.975745 | |
15 | Total Power | 10398.9061 |
7.Design an electric powertrain with type of motor, it’s power rating, and energy requirement to fulfill aircraft towing application. 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.
For calculation,
Change the velocity to 8 kmph or 4.97097 mph
Also enter motor input = 720 RPM
Drive Cycle Source block — FTP75 (2474 seconds)
From the above Graph, we get the following details for the aircraft towing application based on assumption data.
Motor Torque: 3.714 N-m
Motor Speed: 3.086 /s
Battery SOC (%): 2.853 / ks
Battery Current (A): 2.13e-46 A/s
Assumed data,
Boeing 737 data as an assumed parameter
Total Weight (Kg) (Boeing 737) = 68000
Payload (Kg) (Only for Boeing 737 Passenger + Bags) = 10400
Total Weight (Kg) (AP8360) = 624
Width (m) = 01
Height (m) = 76
Towing Speed Kmph = 8 at towing
Total Tractive Force (N) = 769931
Total Power at given speed (kW) = 37948874 kW
Motor rated RPM for towing machine = 720
Rolling Resistance Force (N) = 56
Air Drag Force (N) = 209930864
Drag Coefficient (cd) = 026
For Duty cycle calculation
If the assumed consider losses will be 75 % (0.75) for the duty cycle at voltage armature 750
Then,
Motor voltage = Armature voltage x Duty cycle
= 750 x 0.75
= 562.5 V
Therefore at 75% (0.75) duty cycle the voltage of motor terminal will be 562.5 V and here I used Boost Converter for plotting
Duty cycle by using assumed data.
Thus,
Input voltage amplitude is (Vin) = 562.5 V
Duty cycle (D) = 75% (0.75)
Voltage output (Vout)
128.849 / ms at 250.00 Hz
Slew Rate = 954.692 / ms
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