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Quest for Performance: The Evolution
of Modern Aircraft
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- Part II: THE JET AGE
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- Chapter 14: Business Jet
Aircraft
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- Configuration
Features
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- [464] Most business
Jet aircraft are of low-wing design and have engines mounted at
the aft end of the fuselage. Except for one three-engine and one
four-engine design, all are powered with two engines. Both pure
jets and turbofan engines are used. Most of the modern aircraft
produced today have turbofan engines; some, of these are repowered
versions of aircraft that originally appeared with turbojet
engines. The wings of most of the aircraft have a modest amount of
sweepback, although one business jet described below has a
sweptforward wing.
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- Like any aircraft, the size and
performance of business jets vary with the function for which the
aircraft has been designed. Aircraft are available that vary in
gross weight from about 11 000 to 65 000 pounds. Cruising speeds
lie in the range from 0.7 to 0.85 Mach number. Ranges vary from
intercontinental values to as low as 1150 miles. Many of the new
aircraft being produced have at least nonstop transcontinental
capability. The number of passengers that can be accommodated,
even on aircraft of the same design, varies widely depending on
the interior cabin arrangements. Aircraft can be found with the
capability of carrying from 5 to 19 passengers.
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- Most corporate aircraft are expected to
operate from a wide variety of airports. The landing and takeoff
field lengths they require are accordingly shorter than those for
the larger transport aircraft. The desired landing and takeoff
field lengths of business jets, as compared with transports, are
usually obtained through a combination of low wing loading and
high thrust-to-weight ratio, together with a relatively simple
high-lift system. A simple slotted trailing-edge flap frequently
constitutes the entire high-lift system.
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- The small size of many business jets
imposes certain design constraints not encountered in large
transport aircraft. One dimension that cannot be scaled as the
size of an aircraft is reduced is the size of the human body that
occupies the cabin. This essentially invariant dimension is
usually a predominant factor in determining the fuselage diameter.
A small fuselage diameter is desirable in order to reduce weight
and to maintain as low a value of the ratio of wetted area to wing
area as possible. Accordingly, only the very large business jets
have a cabin diameter sufficiently large to accommodate a person
standing in an upright position. Figure 14.1 shows the cabin size
of three business aircraft relative to a 6-foot-tall person. Some
of the smaller aircraft are essentially sit-down vehicles in much
the same sense as an automobile. Some feature a cabin diameter
that permits limited mobility in a....
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- [465] Figure 14.1 - Cabin interior of three business jet
aircraft.
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- ....stooped posture. A cabin floor free of
obstructions is a desirable feature intended to reduce the
possibility of a passenger tripping or falling. Such a floor
design requires that the wing carry-through structure be either
beneath or behind the cabin. There are disadvantages to both
arrangements. An increase in fuselage diameter results from
passing the wing structure entirely beneath the floor; whereas,
placing the wing behind the cabin may result in a center of
gravity that is farther forward than desired. Placement of the
wing carry-through structure behind the cabin combined with the
use of a sweptforward wing offers a means for overcoming the
disadvantages of the other two methods of [466] achieving an
unobstructed cabin floor. The German Hansa jet described below
utilized this design concept.
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- Two other size-related design factors are
worth mentioning. The short distance between the ground and the
bottom of the wing precludes the use of the under-wing- engine
mounting and is largely responsible for the aft-engine location
employed on all current business jet aircraft. Two alternative
arrangements suggest themselves: (1) a high wing location with
engines mounted beneath the wing or (2) a low wing configuration
in which the engines are mounted on top of the wing. So far,
neither of these arrangements has been utilized on a business jet,
although one small transport aircraft (the VFW Fokker 614) has
been produced that employs the over-wing-engine arrangement. In
most cases, the aft-engine arrangement used on business jets
forces the horizontal tail to the tip or part way up the vertical
tail. Possible problems associated with a high horizontal-tail
location are discussed in chapter 10. Finally, the small size of the business jet
results in a Reynolds number1 that is much lower than the Reynolds number
characteristic of transport aircraft. That portion of the drag
coefficient attributable to skin friction is accordingly higher
for the small aircraft. For example, if all the dimensions of a
small business jet are assumed to be one-fifth those of a large
jumbo jet, the skin-friction drag coefficient of the small
aircraft will be about 30 percent higher than that of the jumbo
aircraft. For this reason and because the ratio of wetted area to
wing area may be higher than that of many larger aircraft, the
maximum lift-drag ratios characteristic of business jet aircraft
tend to be lower than those of the large transports.
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1 The Reynolds
number is a nondimensional quantity expressing the ratio of
inertia to viscous forces in the fluid flow. Reductions in
aircraft size and speed as well as increases in flight altitude
cause a reduction in Reynolds number. In most practical cases, a
reduction in Reynolds number causes an increase in skin-friction
drag.
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