The aircraft design process is the engineering design process by which aircraft are designed. These depend on many factors such as customer and manufacturer demand, safety protocols, physical and economic constraints etc. For some types of aircraft the design process is regulated by national airworthiness authorities. This article deals with powered aircraft such as airplanes and helicopter designs.
Aircraft design is a compromise between many competing factors and constraints and accounts for existing designs and market requirements to produce the best aircraft.
1 Design constraints
o 1.1 Purpose o 1.2 Aircraft
o 1.3 Financial
factors and market
o 1.5 Safety 2 Design optimization 3 Computer-aided
design of aircraft 4 Design aspects
o 4.1 Wing design o 4.2 Fuselage
o 4.3 Propulsion o 4.4 Weight o 4.5 Structure
5 Design process and simulation
o 5.1 Conceptual Design
o 5.2 Preliminary design phase
o 5.3 Detail design phase
The design process starts with the aircraft's intended purpose. Commercial airliners are designed for carrying a passenger or cargo payload, long range and greater fuel efficiency where as fighter jets are designed to perform high speed maneuvers and provide close support to ground troops. Some aircraft have specific missions, for instance, amphibious airplanes have a unique design that allows them to operate from both land and water, some fighters, like the Harrier Jump Jet, have VTOL (Vertical Take-off and Landing) ability, helicopters have the ability to hover over an area for a period of time.
The purpose may be to fit a specific requirement, e.g. as in the historical case of a British Air Ministry specification, or fill a perceived "gap in the market"; that is, a class or design of aircraft which does not yet exist, but for which there would be significant demand.
Another important factor that influences the design of the aircraft are the regulations put forth by national aviation airworthiness authorities.
Airports may also impose limits on aircraft, for instance, the maximum wingspan allowed for a conventional aircraft is 80 m to prevent collisions between aircraft while taxiing.
Financial factors and market
Budget limitations, market requirements and competition set constraints on the design process and comprise the non-technical influences on aircraft design along with environmental factors. Competition leads to companies striving for better efficiency in the design without
compromising performance and incorporating new techniques and technology.
An increase in the number of aircraft also means greater carbon emissions. Environmental scientists have voiced concern over the main kinds of pollution associated with aircraft, mainly noise and emissions. Aircraft engines have been historically notorious for creating noise
design also influence airfield design as well, for instance, the recent introduction of new large aircraft (NLAs) such as the superjumbo Airbus A380, have led to airports worldwide redesigning their facilities to accommodate its large size and service requirements.
The high speeds, fuel tanks, atmospheric conditions at cruise altitudes, natural hazards
(thunderstorms, hail and bird strikes) and human error are some of the many hazards that pose a threat to air travel.
Airworthiness is the standard by which aircraft are determined fit to fly. The responsibility for airworthiness lies with national aviation regulatory bodies, manufacturers, as well as owners and operators.
The International Civil Aviation Organization sets international standards and recommended practices for national authorities to base their regulations on  The national regulatory authorities set standards for airworthiness, issue certificates to manufacturers and operators and the standards of personnel training. Every country has its own regulatory body such as the
Federal Aviation Authority in USA, DGCA (Directorate General of Civil Aviation) in India, etc.
The aircraft manufacturer makes sure that the aircraft meets existing design standards, defines the operating limitations and maintenance schedules and provides support and maintenance throughout the operational life of the aircraft. The aviation operators include the passenger and cargo airliners, air forces and owners of private aircraft. They agree to comply with the
regulations set by the regulatory bodies, understand the limitations of the aircraft as specified by the manufacturer, report defects and assist the manufacturers in keeping up the airworthiness standards.
Aircraft designers normally rough-out the initial design with consideration of all the constraints on their design. Historically design teams used to be small, usually headed by a Chief Designer who knows all the design requirements and objectives and coordinated the team accordingly. As time progressed, the complexity of military and airline aircraft also grew. Modern military and airline design projects are of such a large scale that, every design aspect is tackled by different teams and then brought together. In general aviation a large number of light aircraft are designed and built by amateur hobbyists and enthusiasts.
Computer-aided design of aircraft
The external surfaces of an aircraft modelled in MATLAB
In the early years of aircraft design, designers generally used analytical theory to do the various engineering calculations that go into the design process along with a lot of experimentation. These calculations were labour-intensive and time consuming. In the 1940s, several engineers started looking for ways to automate and simplify the calculation process and many relations and semi-empirical formulas were developed. Even after simplification, the calculations continued to be extensive. With the invention of the computer, engineers realized that a majority of the calculations could be automated, but the lack of design visualization and the huge amount of experimentation involved kept the field of aircraft design stagnant. With the rise of programming languages, engineers could now write programs that were tailored to design an aircraft.
Originally this was done with mainframe computers and used low-level programming languages that required the user to be fluent in the language and know the architecture of the computer. With the introduction of personal computers, design programs began employing a more user-friendly approach.[not in citation given]
The main aspects of aircraft design are:
The wings of a fixed wing aircraft provide the necessary lift for take-off and cruise flight. Wing geometry affects every aspect of an aircraft’s flight. The wing area will usually be dictated by aircraft performance requirements (e.g. field length) but the overall shape of the planform and other detail aspects may be influenced by wing layout factors. The wing can be mounted to the fuselage in high, low and middle positions. The wing design depends on many parameters such as selection of aspect ratio, taper ratio, sweepback angle, thickness ratio, section profile, washout and dihedral. The cross-sectional shape of the wing is its airfoil. The construction of the wing starts with the rib which defines the airfoil shape. Ribs can be made of wood, metal, plastic or even composites.
Main article: Fuselage
The fuselage is the part of the aircraft that contains the cockpit, passenger cabin or cargo hold.
Main article: Aircraft engine
Aircraft propulsion may be achieved by specially designed aircraft engines, adapted auto, motorcycle or snowmobile engines, electric engines or even human muscle power. The main parameters of engine design are:
Maximum engine thrust available
Main article: Aircraft gross weight
The weight of the aircraft is the common factor that links all aspects of aircraft design such as aerodynamics, structure, and propulsion together. An aircraft's weight is derived from various factors such as empty weight, payload, useful load, etc. The various weights are used to then calculate the center of mass of the entire aircraft. The center of mass must fit within the established limits set by the manufacturer.
The aircraft structure focuses not only on strength, stiffness, durability (fatigue), fracture toughness, stability, but also on fail-safety, corrosion resistance, maintainability and ease of manufacturing. The structure must be able to withstand the stresses caused by cabin
pressurization, if fitted, turbulence and engine or rotor vibrations.
Design process and simulation
The design of any aircraft starts out in three phases
Conceptual design of a Breguet 673
The first design step, involves sketching a variety of possible aircraft configurations that meet the required design specifications. By drawing a set of configurations, designers seek to reach the design configuration that satisfactorily meets all requirements as well as go hand in hand with factors such as aerodynamics, propulsion, flight performance, structural and control systems. This is called design optimization. Fundamental aspects such as fuselage shape, wing
The design configuration arrived at in the conceptual design phase is then tweaked and
remodeled to fit into the design parameters. In this phase, wind tunnel testing and computational fluid dynamic calculations of the flow field around the aircraft are done. Major structural and control analysis is also carried out in this phase. Aerodynamic flaws and structural instabilities if any are corrected and the final design is drawn and finalized. Then after the finalization of the design lies the key decision with the manufacturer or individual designing it whether to actually go ahead with the production of the aircraft. At this point several designs, though perfectly capable of flight and performance, might have been opted out of production due to their being economically nonviable.
Detail design phase
This phase simply deals with the fabrication aspect of the aircraft to be manufactured. It
determines the number, design and location of ribs, spars, sections and other structural elements.  All aerodynamic, structural, propulsion, control and performance aspects have already been
covered in the preliminary design phase and only the manufacturing remains. Flight simulators for aircraft are also developed at this stage.
"Hovering". Flight maneuvers. www.dynamicflight.com. Retrieved 2011-10-10. "Airworthiness - Transport Canada". Airworthiness Directives. Transport Canada.
"Airworthiness - CASA". Airworthiness Directives. CASA - Australian Government.
"ICAO Aerodrome Standards" (PDF). ICAO Regulations. ICAO. Retrieved 5 October 2011.
Lloyd R. Jenkinson; Paul Simpkin; Darren Rhodes (1999). "Aircraft Market". Civil Jet Aircraft Design. Great Britain: Arnold Publishers. p. 10. ISBN 0-340-74152-X. "Travel(Air) - Aircraft Noise". Mobility and Transport. European Commission. 2010-10-30. Retrieved 7 October 2011.
"Annex 16 - Environmental Protection" (PDF). Convention on International Civil Aviation. ICAO. p. 29. Archived from the original(PDF) on October 5, 2011. Retrieved 8 October 2011.
William Wilshire. "Airframe Noise Reduction". NASA Aeronautics. NASA. Retrieved 7 October 2011.
Neal Nijhawan. "Environment: Aircraft Noise Reduction". NASA Aeronautics. NASA. Retrieved 7 October 2011.
"Safeguarding our atmosphere". Fact Sheet. NASA - Glenn Research Center. Retrieved 7 October 2011.
(PDF) on December 14, 2013. Retrieved 7 October 2011.(see
http://www.icao.int/environmental-protection/Documents/Publications/FINAL.Doc %209889.1st%20Edition.alltext.en.pdf for updated manual.
"Biofuel Flight Demonstration". Environment. Virgin Atlantic. 2008. Retrieved 7 October 2011.
"Aircraft Recycling : Life and times of an aircraft". Pressroom - Airlines International. IATA. Retrieved 7 October 2011.
Alexandre Gomes de Barros; Sumedha Chandana Wirasinghe (1997). "New Aircraft Characteristics Related To Airport Planning" (PDF). First ATRG Conference, Vancouver, Canada. Air Transport Research Group of the WCTR Society. Retrieved 7 October 2011.
Sandra Arnoult (2005-02-28). "Airports prepare for the A380". Airline Finance/Data. ATW (Air Transport World). Retrieved 7 October 2011.
"Bird hazards". Hazards. www.airsafe.com. Retrieved 12 October 2011. "The human component in air accidents". Air Safety. www.pilotfriend.com. Retrieved 12 October 2011.
"Aviation Weather Hazards" (PDF). LAKP Prairies. www.navcanada.ca. Retrieved 12 October 2011.
"Airworthiness". Dictionary. The Free online Dictionary. Retrieved 2011-10-10. "ICAO regulations". ICAO. Retrieved May 5, 2012.
"Annex 8 - ICAO" (PDF) (Press release). ICAO. Retrieved May 5, 2012. L. Jenkinson; P. Simpkin; D. Rhodes (1999). Civil Jet Aircraft Design. Great Britain: Arnold Publishers. p. 55. ISBN 0-340-74152-X.
D. L. Greer; J. S. Breeden; T. L. Heid (1965-11-18). "Crashworthy Design Principles" (PDF). Technical Report. Defense Technical Information Center (DTIC). Retrieved 9 October 2011.
Dennis F. Shanahan. "Basic Principles of Crashworthiness" (PDF). NATO. "Airbus A330-A340 Overhead Panel" (PDF). Data. www.smartcockpit.com. Retrieved 9 October 2011.[dead link]
"Amateur Built Aircraft". General Aviation and Recreational Aircraft. FAA. Retrieved 2011-10-10.
"Aircraft Design Software". Computer Technology. NASA. Archived from the original on 24 August 1999. Retrieved 29 December 2014.
"Techniques for Aircraft Configuration Optimization". Aircraft Design : Synthesis and Analysis. Stanford University. Retrieved 2011-09-20.
Civil jet aircraft design. p. 105. ISBN 0-340-74152-X. Civil Jet Aircraft design. ISBN0-340-74152-X.
John Cutler; Jeremy Liber. Understanding aircraft structures. ISBN 1-4051-2032-0.
Hugh Nelson (1938). Aero Engineering Vol II Part I. George Newnes. "Fuselage Layout". Stanford University. Retrieved 2011-09-18.
"Beginner's Guide to Propulsion". Beginner's Guide. NASA. Retrieved 2011-10-10.
"Aircraft weight and balance". Pilot friend - Flight training. www.pilotfriend.com. T.H.G Megson. Aircraft Structures (4th ed.). Elsevier Ltd. p. 353. ISBN 978-1-85617-932-4.
John D. Anderson (1999). Aircraft Performance and design. McGraw-Hill. pp. 382–386. ISBN 0-07-001971-1.
40. John D. Anderson (1999). Aircraft performance and Design. Mc Graw Hill. ISBN0-07-001971-1.
Aircraft Design : Synthesis and Analysis
Basic principles of Crashworthiness Basic Construction of Aircraft
A typical study
A typical design and analysis task is described here under. It is obvious that the OAD may achieve in its entirety or partially, depending on customer needs.
Initial discussion with the customer to understand his needs and expectations
Definition of the general configuration of the aircraft to meet the initial specifications Analysis of the preliminary cost (market price)
Adjustment of the specifications to minimize the costs Analysis of the market & the competitor
Design of the optimal configuration (iterative process)
o Total wetted area
o Propulsion, (definition of the propeller characteristics : diameter, pitch anle, …) o Sizing the lifting surfaces (airfoil selection)
o Sizing the high lift devices o Sizing the landing gear o Weight analysis
o Longitudinal stability analysis, lateral and directional analysis o Calculation of the stability derivatives
o Calculation of the CG position o Calculation of the CG range o Sizing the control surfaces
o Calculation of the performances (cruise, best range and endurance, stall, climb,
takeoff and landing) for different wing loading.
o Check the accordance with the selected airworthiness requirements o Calculation of the moment of inertia for different flight weights o Calculation of the dynamic stability
Design and integration of the different systems
o Electrical system o Hydraulic system o Control system o Fuel system o Instruments o Pressurization o Furnishing
Validation by comparison with existing aircraft and virtual flight on a flight simulator Detailed analysis of the manufacturing process
Detailed cost analysis, design, manufacturing and operational. Generating a 3D Model of the aircraft
Load analysis according to the selected airworthiness requirement Load analysis & structural design
Wind tunnel testing Load testing
Detailed drawings Prototype manufacturing Flight test program
Optimization of the flight characteristics of the airplane Accompanying during the certification process
Tooling design and manufacturing
Thanks to our extensive network of partners, OAD can offer a high quality comprehensive service. We can help with the whole project, from defining the specifications to the flight tests for the prototype: