![]() ![]() Design of an aircraft is a complex process. These depend on many factors such as customer and manufacturer demand, safety protocols, physical and economic constraints etc. The aircraft design process is the engineering design process by which aircraft are designed. Key features include: demonstration of how the basic design process can be successfully applied to a wide range of aircraft highly illustrated case studies that provide a valuable teaching and learning tool, examining how others have approached particular design challenges and coverage of commercial, military, and concept aircraft design, plus award winning student projectsthat offer an insight into the conceptual design process from the student perspective. Armed with this knowledge, readers will be freer to concentrate on the innovative and analytical aspects of their own project work. based authors this is a unique resource that opens up the initial design process, explores the experience of others on similar projects, and clarifies the processes that are behind the equations and calculations used in aircraft design. Written for students of aeronautical engineering and based on a range of detailed aircraft design projects, this wide-ranging book draws together the elements of aircraft design and will support any aircraft design project. This simplified reference area is compensated with the complicated drag coefficient. The measurement of this area is easy and it usually includes the most important aerodynamic part of the aircraft. However, in an aircraft with a large wing, the top-view of wing planform area (in fact gross wing area) is often assumed to be the reference area. In an air vehicle with a small wing area (e.g., high-speed missile), the fuselage cross-sectional area (normal to the flow) is often considered as the reference area. Therefore, if we select a small reference area, the drag coefficient shall be large, but if we choose a large reference area, the drag coefficient shall be small. This unique drag comes from the fact that the drag coefficient is a function of the reference area. No matter what area is selected, the drag force must be the same. This area could be any area including tail area, wing area and fuselage cross sectional area (i.e., fuselage cross section), fuselage surface area, and even aircraft top-view area. An aircraft is a complicated three-dimensional vehicle, but for simplicity in calculation, we assume that the drag is a function a two-dimensional area and we call it the reference area. The configuration effect of aircraft drag is represented through the drag coefficient (CD), plus a reference area that relates to the aircraft. Each aircraft is designed with a unique configuration, thus, aircraft performance analysis must take into account this configuration. The drag is a function of aircraft speed, wing area, air density, and its configuration. This is not an easy task, since this force is a function of several parameters including aircraft configuration and components. One of the jobs of a performance engineer is to determine drag force produced by an aircraft at different altitudes, speeds and configurations. A prerequisite to aircraft performance analysis is the ability to calculate the aircraft drag at various flight conditions. One group of those forces is aerodynamic forces that split into two forces: Lift force or lift, and Drag force or drag. Drag is the enemy of flight and its cost. ![]()
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