“AZƏRBAYCAN HAVA YOLLARI” CJSC

NATIONAL AVIATION ACADEMY

Course Work

Subject: Constructions and systems of aircraft

Topic of course work: Embraer-190 aircraft inspection report. Analysis

of the construction and operation of the aircraft slat control system.

Teacher: E.Abdullayev Student: M.Mesteliyev

Date: 25.05.2024 Group: 2110i

Baku 2024
1
Chapter 1
1.1 Introduction 3

1.2 Selection of the engine of the designed aircraft 8

1.3 Finding the take off weight of the aircraft in the first approach 10

1.4 Finding the wing area in the second approach 12

1.5 Middle aerodynamic chord 14

1.6 Determination of parameters of Aileron and Wing mechanisms

16

1.7 Defining parameters of horizontal and vertical stabilizer 17

1.8 Aircraft mass report 21

1.9 Defining the weight of the wing 24

1.10 Finding the weight of fuselage 25

1.11 Determination of landing gear weight 27

1.12 Determination of the relative mass of the power plant 28

1.13 Determination of the relative mass of equipment and control 28

1.14 Determination of masses of systems and equipment 29

Chapter 2
2.1 Analysis of the construction and operation of the aircraft slat control system
33

2
 Chapter 1
1.1 Introduction

The Embraer E-Jet family is a series of four-abreast, narrow-body, short- to medium-range,

twin-engined jet airliners designed and produced by Brazilian aerospace manufacturer
Embraer.
The E-Jet was designed as a complement to the preceding ERJ family, Embraer's first jet-
powered regional jet. Designed to carry between 66 and 124 passengers, it was larger than any
prior aircraft built by the company.
The project's existence was revealed in early 1997 and was formally introduced at the Paris Air
Show two years later. On 19 February 2002, the first prototype E-Jet conducted its maiden
flight; later that year, quantity production of the type commenced. In early March 2004, the
first E170 deliveries were made to LOT Polish Airlines. Larger versions of the aircraft, the E190
and E195, debuted later in 2004, while a slightly stretched version of the E170 was introduced
in mid-2005 as the E175.
The E-Jet series has been a commercial success primarily due to its ability to efficiently serve
lower-demand routes while offering many of the same amenities and features of the larger jets.
Initial teething issues were quickly overcome and Embraer rapidly expanded product support
for better global coverage. The E-Jet family is commonly used by both mainline and regional
airlines around the world and has become particularly popular with regional airlines in the
United States. It has also served as the basis for the Embraer Lineage 1000 business jet. During
the 2010s, Embraer developed a second generation, the E-Jet E2 family, with more fuel-efficient
engines. However, as of 2023, the first generation E175 remains in production, to fulfill demand
from regional airlines in the United States, which cannot use the newer generation due to
scope clause restrictions.
The E190/195 models are larger stretches of the E170/175 models fitted with a new, larger
wing, a larger horizontal stabilizer, two emergency overwing exits, and a new engine. Both the
Embraer 190 and Embraer 195 are fitted with two underwing-mounted General Electric CF34-
10E turbofan engines, rated at 82.29 kN (18,500 lbf). The engines are equipped with full
authority digital engine control (FADEC). The fully redundant, computerized management
system continuously optimizes the engine performance resulting in reduced fuel consumption
and maintenance requirements. The aircraft carries 13,000 kg (29,000 lb) of fuel and is fitted
with a Parker Hannifin fuel system. Two slightly different versions of the E190 and the E195
exist: LR and AR.
The aircraft is equipped with a Hamilton Sundstrand auxiliary power unit and electrical system.
The GE CF34-10E, rated at 18,500 lb (82.30 kN), is the only powerplant offered for the aircraft.
These aircraft compete with

3
the Bombardier CRJ-1000 and Airbus A220-100, the Boeing 717, 737-500, and 737-600, and the
Airbus A318. It can carry up to 100 passengers in a two-class configuration or up to 124 in the
single-class highdensity configuration.
On 12 March 2004, the first flight of the E190 took place, while the first flight of the E195
occurred on 7 December of that year. The launch customer of the E190 was New York-based
low-cost carrier JetBlue with 100 orders options in 2003 and took its first delivery in 2005.
British low-cost carrier Flybe was the first operator of the E195, had 14 orders and 12 options,
and started E195 operations on 22 September 2006. Flybe have since decided that they would
remove the aircraft from their fleet in favour of the Dash 8 Q400 and Embraer 175, in an effort
to reduce costs, by 2020. Air Canada operated 45 E190 aircraft fitted with 9 business-class and
88 economy-class seats as part of its primary fleet. They were retired in May 2020. American
Airlines operated E190s until 2020. JetBlue and Georgian Airways operate the E190 as part of
their own fleet. Austrian Airlines have 17 E195 aircraft in their mainline fleet. By 2018, early
E190s were valued at under US$10 million and could be leased for less than US$100,000 per
month, while the most recent aircraft were worth US$30 million and could be leased for less
than US$200,000 per month.

4
 1 2 4
Characteristics Embraer-
S/N
names 190
1. Weight figures
1 Take-off weight, G , kg 95030
The weight of an empty
2 42600
G , kg
airplane, bos
The relative weight of an
3 0.56
K
empty plane bos
The weight of the empty
4 -
G , kg
device, b . q
Relative weight of empty
5 0.56
K
device, b . q
6 Full load weight,
Gt . y , kg -
Relative weight of full
7 -
K
load,, t . y
Commercial cargo weight,
8 -
Gk . y ,kg
Relative weight of
9 -
K
commercial cargo, k . y
Weight of passengers,
10 11250
Gser ,kg
11 Relative weight of -

5
 passengers,
K ser
24000-
12 Fuel weight, G Y , kg
27000
Relative weight of fuel,
13 -
Ky
Fuel-free weight of the
14 57000
aircraft , kg
15 Airframe weight,
G pl ,kg -
The relative weight of the
16 -
K
airframe, pl
Weight of power plants,
17 2495
G g.q , kg
Relative weight of power
18 -
K
plants, g. q
The weight of the wing,
19 -
Gq , kg

Followed by Table 1.1

1 2 4
2.
1
The length of the plane
LT , m 37.57

2 Wingspan l , m 35.8
3
The height of the plane
HT , m 11.76

4
Clearance
h k ,m -

5 Approach angle degree ϕ , dərəcə -

6 Year of manufacture 1989
7 Number of passengers n 150

6
 3. Flight figures
1 Max. Cruiser speed, 871
V kr km/saat
2 Economic speed, -
V ek km/saat
3
Flight height,
Hi m 12558

4 Practical ceiling, H km 12000

5
Landing speed,
V en km/saat 241

850
6
Flight speed,
V uc km/saat

7
Take-off speed
V y km/saat -

8
Landing,
Lqac . m 1500

9
Flight distance,
Luc . m 7800

10
Landing distance,
Len. m 250

11
Landing length,
Lenis . m -

12
Max. refueling distance,
LY km 10900

13
Max.commercial load,
Lk km 7800

14
Staff
n hey 4

15
Max. lifting factor,
c y . max -

16
Drag,
cx -

4. Wing
1
Area S , m2 124

2 35.8
Wingspan l , m
4 b 0 /b k -
7
 5 The relative thickness of the profile

2.1 Selection of the engine of the designed aircraft

During the design of the aircraft, the engine of the designed aircraft is not
specified on technical task . Therefore, the engine is first selected for the designed
aircraft and its thrust is calculated. This requires a report of a number of engine
parameters. It is not possible to calculate some of these parameters.

Therefore, these parameters are selected from the parameters of prototype

aircraft and engines.

So, to choose engines, let's calculate their thrust.

In horizontal flight mode, the drag force is equal to the thrust of the engines. So,
ρf . a⋅V 2cr
Pcr =C x⋅S⋅
2 the thurst is calculated by the expression..

Where
C x - the coefficient of drag force, determined according to statistics,,

n revers=2 - is the density of air at a given flight altitude;

S=185.25 m2 - wing area in the first approach (prototype plane);

Where B4=2.7+0.5√n=9.946 - the load per unit area of the wing;

m
Vcr=237.222 san - aircrzaft speed in cruiser mode;

Pcr= 189200 N - thrust of the prototype engine in cruiser mode;

8
 2 ∙ Pcr
Cx= 2
ρf . a ∙ V cr ∙ S

2 ∙189200
C x= 2
=1.06
0.0343 ∙237.222 ∙ 185.25
2
ρ f .a ⋅V cr
Pcr =C x ⋅S ⋅ =98000 N
2

0.0343 ⋅56,274.277284
Pcr =1.06 ⋅185.25 ⋅ =189,512.62 N
2

We find the thrust of the engine in the take-off mode according to the thrust
obtained in the cruiser mode.

P cr
Ptake . off =1. 2⋅
Δ 0. 5 =429,774.5 N

1.2∙ 189512.62
Ptake-off = =429,774.5 N
√ 0.28

Where Δ - is the ratio of air density at a given flight altitude to air density at
altitude H = 0.

ρf . a
Δ= =0 .28
ρ0

0.0343
∆= 0.12243 =0.28

kg
ρ0 =0 . 12243
Here m3 - is the density of air on the ground.

Given that the prototype aircraft has four engines

2 × Ptake . off =2 ×429,774.5=859549 N

9
 1.3 Finding the take off weight of the aircraft in the first approach

The take-off weight of the aircraft is found in three approaches. The take-off
weight of an aircraft is the weight of the aircraft in take-off mode . It is one of the most
important characteristics of the aircraft, and with its help the wing area, engine power,
weight of the main parts, etc are found.

Usually the customer gives the number of passengers and the length of the flight,
but the take-off weight is not given. The take-off weight of the aircraft is found with
this experssion

mtake.off =memp.eq +mfull .load =65980+56490=122470

where
memp.eq - empty weight of the equipped aircraft;

mf .l - is the weight of the full load of the aircraft.

The weight of the equipped empty plane, in turn, consists of the sum of the weights

of the aircraft
m pl , power plant m power . pl , supply msp , equipment meq

memp.eq =m pl +m power. pl +msp+meq

mfull .load =mfuel +mcom.crg =21600 + 29470 =67400

So

mqalx =mpl +mgüc . qur +mteh +mavad +m yan +mkom . yük we divide each side of the last

equation to
mqalx and we get ;

𝑚𝑝𝑙.𝑛𝑖𝑠𝑙 + 0,15 + 𝑚𝑡𝑒ℎ.𝑛𝑖𝑠 + 𝑚𝑎𝑣𝑎𝑑.𝑛𝑖𝑠 + 0,18 + 0,24 = 1

where

10
 m pl mgüc .qur
m pl . nis = mgüc .qur .nis=
mqalx ; mqalx =0.15

mteh mavad
mteh. nis= mavad .nis =
mqalx ; mqalx ;

m yan mkom. yük

m yan . nis = mkom. yük . nis=
mqalx =0.18 mqalx =0.24

If we add the relative calculations, we get.

k pl. nisl +k güc . qur. nis +k teh . nis +k avad. nis +k yan. nis +k kom. yük. nis =1

where

k pl =m pl. nis k güc .qur =mgüc .qur.nis

k teh=mteh. nis k avad=mavad. nis

k yan =m yan . nis k kom. yük =mkom. yük .nis

Given that the designed aircraft is a passenger aircraft, the commercial load found
according to the number of passengers, and the mass of fuel according to the length of
the flight.

The weight of mail and cargo does not exceed 25-30% of the weight of the
passenger and his luggage. So

n=289 - number of passengers;

n ekip=2 - number of crew;

ntey . bel=6 - number of flight attendants;

mqida =( n+n ekip +ntey .bel ) ⋅0.8 kq=237.6 kg;

mqida=(289+2+6)∙ 0.8=237.6

msern=n ⋅75=289 ⋅75=21675 kg

11
 mekip=80⋅n ekip=160kq =80∙ 2=160 kg

mtey .bel=70 ⋅ ntey. bel=70∙6=420 kg

𝑚𝑘𝑜𝑚.𝑦ü𝑘 = 1.22 ⋅ (75 + 𝑀𝑔) ⋅ n = 3,349×104 𝑘g

mkom.yük=1.22∙ ¿25)∙ 289=3,349 ×10 4

We accept that in the first approach. In the following calculations, we will find the
exact commercial cargo by suming commercial cargo and additional carried cargo.

The take-off weight of the aircraft in the first approach is quite accurate as
follows (𝑚𝑘𝑜𝑚.𝑦ü𝑘.𝑛𝑖𝑠 = 0.239).

mkom . y ü k
m 1= =140125 kq
mkom . y ü k . nis

4
3,349× 10
m 1= =140125 kq
0.239

1.4 Finding the wing area in the second approach

The area, appearance and geometric parameters of the wing determine the
take-off and landing characteristics of the aircraft. Finding the wing area in the first
approach gives a very rough estimate and less accuracy. Therefore, it is necessary
to find wing area in the second approach too.

12
 With a little precision, the area of the wing can be found with the help of landing
speed.

2⋅motur
S2 =
μ 2⋅C y . otur⋅ρ 0⋅V 2otur

where μ - is the coefficient that takes into account the effect of the ground during
landing and the depends on wing scheme. If we accept μ for low plan aircraft as
follow , we get : μ=0. 9

Analyzing the static data in the landing position, let us assume the landing
speed and the take-off force coefficient as follows

km
V otur . gir =200
saat

If we know the entry speed to landing, we can find the landing speed

V otur =0.9⋅V otur.gir =0.9∙ 200=¿ 180

m
Let us find the landing speed with the help of the expression. V otur =50 ⋅ san

The landing weight of the aircraft is determined from the following expression.

If mqalxma =35 990 kq

motur =0.85 ⋅mqalxma =0.85 ∙35 990=30 591.5 kq

Then, the area of the wing in second approach

s2
C y .otur =1 ρ0 =(0 .124⋅kq⋅ 4 ) motur =30 591.5 kg
Where , m ,

2 ⋅motur 2
S2 = 2 2
=72m
μ ⋅C y . otur ⋅ ρ0 ⋅V otur

2 ⋅30591.5
S2 = 2 2
=72
0.9 ⋅1⋅ 0.124 ⋅180

13
 Based on the given data, let's assume that the wing extension of the designed
plane is λ=9

Then

l= √ λ ⋅ S=26 m

l= √9 ∙ 72=26

According to the static data , let's assume that the wing contraction (qanadın
1
daralması) is η= 0.28 =3.6

Then

2⋅S
b son = =1.21 m
l ⋅(1+ η)

2⋅72
b son = =1.21
26 ⋅(1+3.6)

Find the root chord

b k ö k =η ⋅b son =3.6 ⋅1.21=4.36 m

b k ö k +b son 2
S= ⋅l=72.41m
2

4.36+1.21
S= ⋅26=72.41
2

1.5 Middle aerodynamic chord

The formation of the general appearance of the aircraft (aerodynamic

structure), the location of the center of gravity is carried out according to the
middle aerodynamic chord (MAC). Therefore, we find the middle aerodynamic
14
chord. The wing of the designed plane is trapezoidal shape from above. According
to the front end of the wing the angle of arrow-shaped is zero, and according to the
back it is 10 degrees. The value and coordinates of the middle aerodynamic chord
can be determined analytically and geometrically.

The geometric finding of the middle aerodynamic chord is given on page 1 .

Now we find its value and coordinates mathematically. Assume that the wingspan
of central plan is equal to the distance between the engines. As in the case of
prototype aircraft, we determine the wingspan of the central plan by assuming a
distance between the engines of 0.28% of the wingspan. ( I =23 .56 m ).

Let's calculate the value of the middle aerodynamic chord of the trapezoidal part of
the wing.
2 2
2 ⋅(b k ö k +b k ö k ⋅ bson + bson )
b oav= =3.1 m
3 ⋅(b k ö k +b son )

2⋅(4.36 2+ 4.36 ⋅1.21+1.212)

boav= =3.1
3⋅(4.36+1.21)

We calculate the coordinates of the middle aerodynamic chord of the trapezoidal

part

I⋅tg( χ qab. xett ) bkök +2⋅b son

x oav = ⋅ =3 . 933 m
6 b kök + bson

23.56 ⋅0.42 4.36+ 2⋅1.21

= ⋅ =2 m
6 4.36+1.21

İ η+2
Z oav = ⋅ =4 . 687 m
6 η+1
23.56 3.6+2
Zoav= 6 ⋅ 3.6+1 =4.78

15
 1.6 Determination of parameters of Aileron and Wing mechanisms

After finding the parameters of the wing, let's determine the parameters of
the ailerons and the wing mechanism. For modern aircraft, the ratio of the area of
the aileron to the area of the wing is 0.06 .. 0.1

S eler
=(0. 06 . . 0. 1) Seler =0.082 ⋅ S=0.082⋅72=5.96 m2
S ;

According to thr given large dimensions of the designed aircraft, let's divide
the aileron into two parts along the length of the wing, internal and external..

Prototip təyyarənin eleronun göstəricilərindən Seler .daxili=6.85 m2 və

Seler .xarici=8.33m2 olduğu məlumdur. It is known from the aileron indicators of the
2 2
prototype plane that Seler .daxili=6.85 m and Seler .xarici=8.33m . Then
2
Seler =2 ⋅ ( Seler .daxili + Seler . xarici ) ≈ 2 ⋅ ( 6.85+8.33 )=30.36 m

beler
=(0 .2 . .0 . 25 ) b =0 . 27⋅b
b ; eler

But after finding the wingnspan of the elerons, the following condition must be
met.

2⋅leler =8.574 m ;

0.25⋅l 0.25 ⋅34.3

l eler = = =4.287 m
2 2

After finding the parameters of aileron, find the parameters of the trimmer.

S trimm
=0. 04 . . 0. 06 2
If S eler , then Strimm =0 . 05⋅S eler=0 . 511m accepted.

16
 Find the parameters of flap. For opened flap

bq
=0 . 3. . 0. 35
b

b q .k ö k =0.3 ⋅bk ö k =0.3 ⋅4.36=1.758 m

b q .son =0.3 ⋅b son =0.3 ⋅1.5=0.422m

be . m
=0 . 25
the area of the trimmers is found in this expression b

We choose the type of wing mechanization. To do this, we calculate the degree of

mechanization of the wing.

C y. max.ot =2.5 C y. prof =1. 42 C or=0 . 15

C y . max . ot 1 .2+C or
Z mex = − =0 . 669
C y . prof⋅cos ( χ ) λ
2+0 .1⋅
1 η
+
cos ( χ ) λ

2.5 1.2+ 0.15

− =0.669
1.42⋅0.77 9
Zmex= 1
2+0.1⋅
4.06
+
0.77 9

According to the recommendations, we choose a wing mechanism with two-way

flaps. There is another relationship between the ease of wing mechanization and the
wing span.

l mex
=0 . 3÷0. 8 l mex =l ⋅0.5=34.3⋅ 0.5=17.15 m
l

1.7 Defining parameters of horizontal and vertical stabilizer

The following parameters should be found when designing the stabilizer.

Area of the horizontal stabilizer:

17
 A üf . s⋅b oav . q
Süf . s = ⋅S
Lüf . s

Area of the vertical stabilizer:

A ş . s⋅l
S ş. s = ⋅S
Lş . s

Where
Aüf . s and A ş.s are the static moment coefficients of the vertical and
horizontal stabilizer.

These coefficients are taken in the range 0.65 .. 0.8 and 0.08 .. 0.12 based on
static data according to the numerical values. Accordingly, let's accept the
following values.

Aüf . s=0.75 A ş.s =0.064

The static analysis of the prototype aircraft shows that,

Lüf . s Lş . s
= =0. 33
b oav b oav

From this ratio, we find the arms of the horizontal and vertical stabilizers
(the distance of their center of pressure to the center of gravity of the aircraft).
Lü f . s=2.7 ⋅ boav =2.7 ⋅3.1=8.37 m

Lş . s=Lü f .s =8.37 m

Find the areas of the horizontal and vertical stabilizers.

A ü f . s ⋅ boav . q 2
Sü f .s = ⋅ S=20.2 m
Lü f .s

0.75 ⋅2.7
Sü f .s = ⋅72=20.2
8.37

A ş .s ⋅l 2
S ş. s= ⋅ S=15.9 m
Lş . s

18
 0.064 ⋅34.3
S ş. s= ⋅72=121
8.37

Give the extension of horizontal and vertical stabilizers

λ ü f . s=4.46; λ ş . s=1.76;

χ üf . s=15 ; χ ş. s =32 qəbul edək.

By selecting the axial angle of horizontal and vertical stabilizers from static data

accept the
χ üf . s=15 χ ş. s =32

In addition, give a narrowing of these stabilizers. As we know, the numerical

value of the narrowing of the horizontal stabilizer for heavy transport aircraft is
between 2 .. 3, and the numerical value of the narrowing of the vertical stabilizer is
between 1 ..3, 5.

So, accept ηüf . s=3.03 and η ş .s =2.85

Find the ease of the horizontal and vertical stabilizers: l ü f . s= √ λ ü f . s ⋅ S ü f . s=14.847 m

l ü f . s= √ 4.46 ⋅20.2=14.847

l ş . s=√ λ ş .s ⋅ S ş. s=8.186 m

l ş . s=√ 1.76 ⋅121=8.186

Find the root and end chords of the horizontal and vertical stabilizers:

2 ⋅ Sü f .s
b son. ü f . s= =1.605 m
(η ü f . s+ 1)⋅l ü f . s

2 ⋅20.2
b son. ü f . s= =1.605
(3.03+1)⋅14.847

b k ö k .ü f .s =ηü f . s ⋅b son.ü f .s =4.863 m

b k ö k .ü f .s =3.03⋅1.605=4.863

19
 2 ⋅S ş . s
b son. ş . s= =2.726 m
(η ş .s +1)⋅l ş .s

2 ⋅121
b son. ş . s= =2.726
(2.85+1)⋅ 8.186

b k ö k .ş . s=ηş . s ⋅b son. ş . s=7.7691 m

b k ö k .ş . s=2.85 ⋅2.726=7.7691

Calculation of geometric parameters of height and direction steering

Sh . sük =(0 .2÷0 . 4 )⋅S üf . s = 14,4081 m2

Sist . sük =(0 . 21÷0 .35 )⋅S ş. s = 11,59947 m2

If
Sh . sük =0 . 22⋅Süf . s and Sist . sük =0. 35⋅S ş . s accepted, then we will get

Height and direction steering stabilizers areas:

Sh.sük =14,4081 m2; Sist.sük =11,59947 m2

Root and end chords of height and direction steering:

b h .s ü k . k ö k =0.3 ⋅b k ö k .ü f .s =1.458 m

b h .s ü k . k ö k =0.3 ⋅4.863=1.458

b h .s ü k . son=0.3⋅ bson .ü f .s =0.4815 m

b h .s ü k . son=0.3⋅ 1.605=0.4815

b ist . s ü k .k ö k =0.3 ⋅bk ö k. ş . s=2.3307 m

b ist . s ü k .k ö k =0.3 ⋅7.7691=2.3307

b ist . s ü k .son =0.3 ⋅b son .ş . s=0.817 m

b ist . s ü k .son =0.3 ⋅2.726=0.817

Eases of height and direcion steering:

20
 l h . sü k =2⋅ √ λ ü f . s ⋅S h .s ü k =16.2644

l h . sü k =2⋅ √ 4.46 ⋅14,4081=16.2644

l ist .s ü k = √ λ ş . s ⋅ S ist . s ü k =4.25384 m

l ist .s ü k = √ 1.76 ⋅11,59947=4.25384

1.8 Aircraft mass report

It is necessary to calculate the mass parameters of the aircraft; the masses of

the individual parts, systems, equipment, effective load and etc., for its centering
and construction.

mekipaj =80 ⋅2=160 kq mg ö y. beledcileri=4 ⋅70=700 kq

msened .ve . alet =100 kq mqeza . xil .avad =150 kq

msu .kim . maye =50 kq m ya ğ .i ş ci . maye =50 kq

mserni ş∈¿=180⋅75=¿13500 kq ¿ msern . y ü k ü=23 kq

Calculation of the amount of fuel for given distance

The total fuel reserve for any area of the flight is equal to the sum of the amounts
of fuel required for each mode. Divide flight modes into six main parts:

m yan .i ş esalma - till the start, the amount of fuel required for start-up and inspection;

m yan . qalx - the amount of fuel required for the aircraft to take off and gain altitude;

m yan .ü f .ucu ş - the amount of fuel required for horizontal flight;

m yan . enme - the amount of fuel required for descent mode;

m yan . otur - the amount of fuel required for landing;

maero .nav . eh t - the amount of aeronautical reserve fuel, (in the case of unforeseen events

(flight to the reserve airfield and etc).

21
 The mass of fuel required for engine start-up, test and taxiing is not included
in the take-off mass of the aircraft. This is due to the fact that this mass of fuel is
used up on the ground. But in the report we take into account that;

m yan .i ş esalma=100 kq ;

moturma=100 kq ;

m
V kr =236.1 ; accepting that they are
san

Pqal =1.898 ×1 0 N - is the thrust of 1 engine in take-off mode;

5

kq
c y . qalx =0.15 ⋅ - is the specific fuel consumption in take-off mode;
N ⋅h r

t qalx =0.083 h ours - is take-off time;

m yan . qalx=Pqal ⋅ c y. qalx ⋅t qalx =2363.01 kq

5
m yan . qalx=1.898 ×1 0 ⋅ 0.15 ⋅0.083=2363.01 kq

Here t qalx=5mins. is taken.

2) The amount of fuel required to gain flight altitude;

Pnom=0.85 ⋅ Pqal =0.85 ⋅1.898 ×1 0 =1.6133× 1 0 N - is the thrust of 1 engine in altitude

5 5

gaining mode;

kq
c y . nom=0.05⋅ - is the specific fuel consumption in altitude gaining mode;
N ⋅h r

t h . yı ğ=0.25 - is the altitude gaining time;

m yan . hün . yı ğ=P nom ⋅c y .nom ⋅t h . yı ğ =2016.625 kg

5
m yan . hün . yı ğ=1.6133 × 10 ⋅0.05 ⋅0.25=2016.625

3) The sum of the amount of fuel required for horizontal flight and aeronautics
reserve

22
Lü f . ucu ş=6295 km- is the horizontal flight length;

Pkr =8.74 × 1 0 N - is the thrust of 1 engine in the horizontal flight mode;

4

t aero =0.5 ⋅saat - is the horizontal flight time;

kq
c y . kr=0.045⋅ - is the specific fuel consumption in the horizontal flight mode;
N ⋅saat

Lü f . ucu ş 4
m y .ü f .ucu ş =Pkr ⋅c y . kr ⋅( + t aero )=3.1093 ×1 0 kg
V kr

4 6295 3 4
m y .ü f .ucu ş =8.74 ×1 0 ⋅ 0.045⋅( +1.8 ×1 0 )=3.1093 ×1 0
236.1

where t aero =1.8× 1 03 san is the aeronautics reserve time.

4) The amount of fuel required for descent

During descent, the engines operate in a low gas mode, producing almost no
m
thrust. In this case, the vertical velocity V y is about (8. ..10) san .

In this mode it is a maximum of 40% of the thrust generated by the engines;

5 4
Penme =0.4 ⋅ P qal =0.4 ⋅1.898 ×1 0 =7.592 ×1 0 N

The specific fuel consumption is higher than in the take-off mode

kq
c y . qalx =0.03 ⋅
N ⋅ saat

−6 s
c y . enme=1.1 ⋅c y . qalx =1.1⋅ 0.03=9.167 × 1 0
m

next
So we can find the time of descent.
h 12000 3
t enme = = =1.359 ×1 0 san
V y 8.83

Then the amount of fuel used during the descent will be

m yan . enme=P enme ⋅c y .enme ⋅ t enme =945.807 kg
4 −6 3
m yan . enme=7.592 ×1 0 ⋅ 9.167 ×1 0 ⋅1.359 ×1 0 =945.807

23
Calculate the sum of fuel reserves for four engines together.
m yan=2⋅ ( m yan. i ş esalmaa +m yan . qalx + m y. ü f . u çu ş + m yan. enme + moturma+m yan . hü n. yı ğ ) =73234.81 kg

m yan=2⋅(100+2363.01+31093+945.807 +100+2016.625)=73234.81

kq
c y . kr=0.015⋅
N ⋅saat
m yan . aero=P kr ⋅c y .kr ⋅ t aero =655.5 kg
4 3
m yan . aero=8.74 ×1 0 ⋅0.015 ⋅1.8 ×1 0 =655.5

mi ş ledilen . yan=m yan−m yan. aero =73234.81−655.5=72579.31 kg

1.9 Defining the weight of the wing

Calculate the relative weight of the wing
1
34⋅k 1⋅k t⋅λ1. 5⋅(1+ )
η 0 . 07⋅Z 2 k 2 + 2⋅S nisbi⋅√ P0
mqan. nis = 5 + +
10⋅√ P 0⋅C orta . nisbi⋅cos ( χ )2 P 0⋅cos ( χ ) 100
P0 =3 .56 kPa - is the unit area load of the wing;

C orta . nisbi=0 . 146 - is the average relative thickness of the wing profile;

λ=9 . 44 - is the extension of the wing.

Z mex =0 .62 - the degree of the wing mechanization

π⋅15
χ= =0. 262
180 - sweep angle according to the front line;

3. 14⋅15
χ qab . x ett= =0 . 698
180

k 1=0 . 98 - when the engines suspended from the wing;

m yan
m yan . nisbi= =0. 327
mqalxma - is the relative weight of the fuel;

For turbojet and domestic airline aircraft a=1 .6 b=1 if:

k t =√ a−b⋅m yan . nisbi=1 .135

24
 kt=√ 1.6−1 ⋅0.327 =1.135

k 2=0 . 85 - is a weight of the wingspan caused by operational-technological joints

and when the wing is divided into three parts, the numerical value is 0.85.

η=4 . 831 - is the narrowing of the wing. P0 =3 .56 Snisbi =0

1
34⋅k 1⋅k t⋅λ1. 5⋅(1+ ) 0 . 07⋅Z 2mex k 2 +2⋅S nisbi⋅√ P 0
η
m qan. nis= 5 + + =0 . 068
10 ⋅√ P0⋅C orta. nisbi⋅cos( χ )2 P0⋅cos( χ ) 100

1.5 1
34 ⋅0.98 ⋅1.135 ⋅9.44 ⋅(1+ )
0.85+ 2⋅ 0⋅ √ 3560
2
mqan.nis= 4.831 0.07 ⋅0.62
+ + =0.068
10 ⋅ √ 3560 ⋅0.146 ⋅ cos ⁡(0.262)
5 2
3560 ⋅cos ⁡(0.262) 100

mqan =(mqan. nis⋅mqalxma )=5 . 292×103 kq

mqan=(0.068⋅77823)=5.292×10 3

1.10 Finding the weight of fuselage

Find the relative weight of fuselage.

B2
mf . nisbi=
mqalxma⋅j

kq
B2 =k 1⋅ 2⋅( 1+ k 2 + k 3 + k 4 )⋅λ f⋅D 2fwz
Here m

k 2=0 . 08 - when main landing gears are located in the fuselage;

k 3=0. 04 - when there are cuts in the fuselage for main landing gears;

k 4 =0 . 03 - when baggage is carried on the container;

coefficient k 1 depends on the diameter of the fuselage and the assembly of the
powerplant.

25
When the engines are hung from the fuselage and
D füz <5 m

k 1=3 . 63−0 . 333 Dfuz ;

Knowing D füz =3 .95 m , because the engines are hanging from the fuselage and
D füz <5 m

1
k 1=3 . 63−0 . 333⋅ Dfüz =2. 315
m

1
k1=3.63-0.333⋅ 0.095 ⋅3.95=2.315

λ f =10 . 24 - extension of the fuselage

3
√ 1
D f = ( D füz⋅ )2=2. 405 m
m

Df=√3 ¿ ¿=2.405

j=0 .765−0 . 01⋅Df =0. 741

j=0.765-0.01⋅2.405=0.741

kq 2
B2=k 1 ⋅ 2
⋅(1+ k 2+ k 3 +k 4)⋅ λ f ⋅ Df ü z=367.417 kq
m

kq 2
B2=2.315 ⋅ 2
⋅(1+0.08+ 0.04+0.03)⋅10.24 ⋅3.95 =367.417 kq
m

Knowing that mqalxma =95000 kq ,

B2
mf .nisbi= =0.095
mqalxma j ⋅kq

367.417
m f .nisbi = =0.095
95000 ⋅0.741 ⋅1

3
mf ü z=( mf . nisbi ⋅mqalxma ) =( 0.095 ⋅95000 )=9.025 ×1 0 kq

1.11 Determination of landing gear weight

26
Relative weight of landing gear mşassi.nisbi=0.02 ⋅k t ⋅ k 1 ⋅ k 2 ⋅ k 3

k 1=1.82 - for aircraft which main gears are attached to the fuselage

k 2=1 - when the aircraft has two main gears

k 3=1 - for domestic airplanes

k 3=0.85 … 0.88 - for long-haul aircraft

Therefore for long-haul aircraft

k 1=1.05; k 2=1; k 3=0.87 ; k t=1.135

mşassi.nisbi=0.02 ⋅k t ⋅ k 1 ⋅ k 2 ⋅ k 3=0.021 since the relative weight of the landing gear

Therefore weight of the landing gear

3
mşassi=mşassi .nisbi ⋅ mqalxma=0.021 ⋅95000=1.618 ×10 N

About 8-12% of the aircraft's mass is supported by the front landing gear, the rest is supported by the
main landing gear. Thus, the front landing gear receives a certain part of the weight of the landing gear,
that is 10-20%. Thereby;

mşassi . qab=mşassi ⋅0.18=291.27 kg

3
mşassi . əsas=mşassi ⋅ 0.82=1.327 ×10 kg

1.12 Determination of the relative mass of the power plant

To determine the total weight of the power plant for turbojet engines, the following sequence must first
be performed. Let's use the main features of the CFM56-5C3 engine, which is a prototype engine:

π k =32.6 - is the degree of air compression in the engine compressor;

m z=5.7 - is the engine bypass ratio:

2
−3 1 (5.7+ 4.5)
γ =3 × 10 + + =0.149
2⋅3.48 513

27
nm=2 is the number of engines.

Pqal=1.198 ×105 N - is the engine's lifting force during take-off mode;

2 ⋅ Pqal 2 ⋅1.198 ×105

R0 = = =3.072
mqalxma 95000

Kcx=4.5 and nrevers=2 knowing that;

mg üc .qur . nisbi =
K cx
9.81 (
⋅ 1+ 0.11⋅
n revers
nm )
⋅ ( 0.2+ 1.7 ⋅γ ) ⋅ R 0+
2 k t ⋅nm
133

m g üc .qur . nisbi =
4.5
9.81 ( 2
2 )
⋅ 1+ 0.11⋅ ⋅ ( 0.2+1.7 ⋅ 0.149 ) ⋅3.072+
2 1.135 ⋅2
133
=0.39

3
mg üc .qur =( mg üc. qur .nisbi ⋅mqalxma )=0.39⋅ 95000=3.042 ×10 kg

1.13 Determination of the relative mass of equipment and control

First let us find the relative weight of the equipment

B1 B2 B1
m av . id .nisbi = + + + B5 ¿(1+B 6 ¿ mqalxma )
mqalxma
m
2
3 √ mqalxma
qalxma

3
Here B1 =8⋅n+ 250=1 .338×10 =8⋅136+250

B4 =2.7+0.5 √ n=2.7+0.5 √ 136=8.531

B5 =0 .06
B6 =−3 .2⋅10−6

For passenger aircraft B3 =0 .224⋅n=30 . 464

B1 B2 B1
mav .id .nisbi = + + + B5 ⋅(1+ B6 ⋅ mqalxma )=0.109 kq
mqalxma
m
2
3 √mqalxma
qalxma

3 3
1.138 ×10 367.417 1.138 ×10
m av .id .nisbi = + + +0.06 ⋅¿
95000 2
3 √ 95000
95000

28
 3
mav .id . sist=mav.id . nisbi ⋅ mqalxma =10.355 ×1 0 kq

3
mav .id . sist=0.109⋅ 95000=10.355 ×1 0 kq

1.14 Determination of masses of systems and equipment

1) The mass of the high altitude equipment and anti ice system

md .e.h .q=0.5⋅√(nekipaj +nsernişin )⋅mqalxma

mkon . sistem=300 kq

nekipaj=6 - is the number of crew and nsərnişin=289 is the number of passengers.

md . e. h .q =0.5 ⋅ √ ¿ ¿

md . e. h .q =0.5 ⋅ √ (6+ 289) ⋅95000=2.08 ×1 0 kq

3

The mass of household and passenger equipment of the decorative cover

md . ö .m . s . av=4 ⋅¿

1
3 3
m d . ö .m . s . av=4 ⋅(6+289)+0.2 ⋅(6 +289)⋅ 95000 =1.891× 1 0 kq

The mass of the decorative cover, sound and heat insulation

md . ö . s .i .i=1.28 ⋅ π ⋅ λ f ⋅¿

md . ö . s .i .i=1.28 ⋅3.14 ⋅10.24 ⋅¿

the mass of the passenger equipment

8⋅(n ekipaj +n serni . şin )

m ser . qur =
k

where

k for long-haul aircraft k = 1, for domestic aircraft k = 1.15

As the designed plane is a passenger plane k =1

29
 mser .qur =8 ⋅¿ ¿

8 ⋅(6 +289)
mser .qur = =1.104 ×1 03 kq
1

- mass of household appliances

3
mmei . ş et =md . ö .m . s .av +mser . qur + md .ö . s .i . i=3.408 ×1 0 kq

3 3 3
mmei . ş et =1.891× 10 + 1.104 ×1 0 +642.472=3.408 × 10

mass of control system and hydraulic system

mid .h id =2.7+0.3 ⋅¿

mid .h id =2.7+0.3 ⋅¿

a) the mass of the control system

mid =(0.35 ...0.4)⋅mid .h id;

3
mid =0.35 ⋅ mid . hid =0.35 ⋅1.943 ×1 0 =680.005 kq ;

b) the mass of the hydraulic system

3 3
mh id . sistem=mid .h id −mid . sistem=1.943 ×1 0 −680.005=1.263 × 10 kq

- the mass of electroradio devices

−6
mel . rad .ci h=0.06⋅(1−3.2⋅1 0 ⋅mqalxma ) ⋅mqalxma

−6
mel . rad .ci h=0.06⋅(1−3.2⋅1 0 ⋅95000) ⋅95000

3
a) the mass of electrical equipment mel . rad .cih =3 .512×10 kq

mel =(0.46 ..0.55)⋅mel .rad . ci h;

3 3
mel =0.48 ⋅mel .rad . ci h=0.48 ⋅3.512 ×10 =1.686 ×1 0 kq;

30
b) the mass of the location equipment

mlokasiya=(0.09 ..0.11)⋅ mel .rad .ci h;

mlokasiya=0.09 ⋅ mel .rad .ci h =0.09 ⋅3.512× 10 =316.068 . kq ;

3

c) the mass of the navigation system

mnav . sist =(0.1..0.13)⋅mel .rad . ci h;

mnav . sist =0.1 ⋅mel .rad . ci h=0.1 ⋅3.512 ×10 =351.187 kq;
3

e) the mass of the device equipment

mci h . qur ğ=(0.16 ..0.18)⋅ mel .rad ;

3
mci h . qur ğ=0.17 ⋅ mel .rad .ci h=0.17 ⋅3.512 ×10 =597.018 kq

31
 Chapter 2
Analysis of the construction and operation of the aircraft slat control system

The Embraer 190, a cornerstone of regional aviation, boasts a sophisticated slat

control system that optimizes aerodynamic performance across diverse flight

phases. This comprehensive exploration delves into the intricacies of the Embraer

190's slat control system, elucidating its design principles, operational

functionalities, and pivotal role in ensuring flight safety and efficiency.

Design and Components

At the core of the Embraer 190's slat control system lies a meticulously engineered

ensemble of components. Actuators, sensors, hydraulic mechanisms, and control

units synergize to facilitate precise manipulation of leading-edge slats. Actuators,

powered by hydraulic or electric systems, enact swift adjustments to slat position,

tailored to aerodynamic exigencies. Sensors, meanwhile, provide real-time

32
feedback on airflow and flight parameters, enabling adaptive responses to dynamic

flight conditions. Complementing these elements, hydraulic systems furnish the

requisite force for slat actuation, ensuring seamless integration with the aircraft's

hydraulic infrastructure.

Functionality and Operation

The operational dynamics of the Embraer 190's slat control system epitomize a

harmonious interplay between man and machine. During takeoff and landing, the

system orchestrates the extension of slats, augmenting lift and fortifying the

aircraft's stability at lower speeds. This augmentation is instrumental in enhancing

controllability and mitigating stall risks, particularly in confined airfields or

adverse weather conditions. As the aircraft ascends to cruising altitude, the system

orchestrates the retraction of slats, minimizing drag and optimizing fuel efficiency.

Throughout the flight envelope, the system remains vigilant, dynamically adjusting

slat position to synchronize with pilot inputs and atmospheric dynamics.

Importance for Flight Safety

Flight safety stands as the cornerstone of aviation, and the Embraer 190's slat

control system emerges as a linchpin in this regard. By augmenting lift and

refining aerodynamic performance, particularly during critical phases of flight, the

system extends the aircraft's operational margins, fostering safer operations across

diverse operating conditions. Moreover, its responsiveness and adaptability fortify

the aircraft's resilience against adverse phenomena, enhancing overall flight

stability and control. Regular maintenance, stringent testing protocols, and robust

quality assurance measures underscore the industry's steadfast commitment to

33
upholding the integrity and reliability of slat control systems, safeguarding every

flight with an impenetrable shield of safety.

Future Perspectives and Technological Advancements

The horizon of aviation innovation beckons towards a future replete with

possibilities for the evolution of slat control systems. Embraer, renowned for its

spirit of innovation and excellence, continues to chart new frontiers in aeronautical

engineering. Future developments may witness the integration of advanced

materials, such as carbon composites or shape-memory alloys, to enhance

structural integrity and reduce weight. Enhanced automation, powered by artificial

intelligence and machine learning algorithms, promises to imbue slat control

systems with heightened responsiveness and adaptability, fostering symbiotic

collaboration between man and machine. Moreover, the pursuit of sustainable

aviation solutions may catalyze the adoption of electric actuators, renewable

energy sources, and eco-friendly materials, heralding a new era of environmentally

conscious aviation. In conclusion, the Embraer 190's slat control system epitomizes

the epitome of aerospace engineering ingenuity, harmonizing precision,

performance, and safety in a symphony of aerodynamic excellence. Its indelible

impact on the landscape of modern aviation underscores its indispensability as a

linchpin of flight operations, guiding aircraft through the boundless expanse of the

skies with unwavering poise and assurance. As aviation embarks on a trajectory of

perpetual innovation and advancement, the Embraer 190's slat control system

stands as a beacon of inspiration, illuminating the path towards safer, more

efficient, and sustainable skies for generations to come.

34
35