Phoenix PDF

hoen|x | Iaypee Un|vers|ty of Informat|on 1echno|ogy 1

List of Team Members

Akshat Saxena III Year (Electronics and Communication Engineering)
Ravish Jain III Year (Electronics and Communication Engineering)
Poonam Chauhan III Year (Electronics and Communication Engineering)
Nikhil Pandey II Year (Electronics and Communication Engineering)
Rahul Garg II Year (Electronics and Communication Engineering)

Guided By: Sr. Lecturer Vinay Kumar
Team Leader: Akshat Saxena



Index

1. Abstract 05

2. Introduction & Brief Review 06

3. Design & Efficiency 09
a. Design Considered.
b. Engine Specifications.
c. Variable Thrust Angle (VTA).
d. Advanced Noise Reduction Technology (ANRT).
e. Fuel Specifications.
f. Safety and Security Issues.

4. Materials Used 20

5. Comparative Analysis 23
a. Comparison with DC-3 and Advantages.
b. Environmental Impact.

6. Inference and Advancements 27
a. Inference.
b. Future Advancements.

7. References 29

8. List of Mailing Address of Students 31


Abstract

The long-term performance of various aircrafts was determined and the various aspects of
future Douglas were investigated in this work. This paper refers to our premium research in
the aircraft which enables you to make a better next generation Douglas. This research
aimed at making a Douglas which can be used to numerous operations, with lesser fuel
costs, time and much more easily.
Phoenixs all features and technology are designed taking under considerations the climate,
availability of Land and resources in the time of 2058. We assume that a few things which
are considered to be a big problem right now will find a solution till 2058.
Hydrogen was found to be truly competitive when the conventional fuel is being
substituted for the next generation efficient fuel. Variable Thrust Angle (VTA) gives
Phoenix an edge above other airplanes, with ability to land or take-off from runways with
lengths varying from very short to almost zero. Phoenix is fully loaded with all latest
technology which would prove to be the best in 2058.
This paper explains the technical terms of the layman which includes Flight design,
Aerodynamics, Stability, Feasibility and Mach number. Several challenges are overcome
by Phoenix and efforts are being taken to give the best. Paper examines the practical
application of aircraft for use in numerous fields. An analysis of the aircraft from a
historical and global perspective is being done.



1.1) The plane DC3 was not the part of the worlds biggest aeronautical and space
agency NASA but the higher and the better version would definitely be a part of
the most prestigious space agency in the world. The hunt started by the NASA
for the development of the next generation DC3 will definitely prove to be
fruitful by providing the world with the better and advanced version of the plane
which will continue the legacy of the earlier version.
Our design of Phoenix is a step towards the development of this
multipurpose landmark for the world. This is the plane having some of the
highly developed technologies which will prove to be the best in the year in
which this plane will commercialized that is 2058.
With some of the salient features which include very little space of take off
takes it far above from all the present technologies which are the stage of
development. This plane is a Multi-Purpose plane which can be utilized in all
the wings of aviation. One of the basic problems which would be faced in the
year 2058 would be the space for landing and take off. Due to the population
explosion and demand in the residential areas has drastically increased and there
would definitely be shortage for the vast land for airports so its angle take off
technology would really be helpful in the future as it requires very less space.
Another problem is Noise, which is being faced by all the people as present
planes make a lot of noise but our technology of sound reduction would reduce
the sound level by a greater percentage.
Our plane takes care of the entire problems which were faced by the legendary
plane in the history of aviation that is DC-3 and also tackles the predicted
problems which would be faced in the year of 2058 like global warming,
scarcity of land and the requirement of multi purpose plane.

1.2) In this report we will try to address the following points to our best efforts and
knowledge:
1.2.1) Availability of land for runway: As we know, by 2058, not much
Land could be spared for Runway building purposes. So its a crucial
need that an airplane should be able to take-off and land in as less as
possible land area. Phoenix poses the ability to do the same without any
much difficulty using VTA System.
Moreover, Phoenixs Landing System is equipped with All Terrain
Landing Gears (ATL Gears) which gives an edge above other planes
and is able to land and take-off in hard conditions.


1.2.2) Availability of fuel: By 2058, the state of Natural Non-renewable
Resources of energy would be very bad. With very high cost of fuels,
white petrol, gasoline, liquid Nitrogen and other fuels would prove to be
a costly affair. So there is a need to find the next generation Fuel which
could be used which is as cheap as possible yet productive. Phoenix
uses the next generation fuels which make it fast, cheap and best in its
segment.

1.2.3) Noise: Current Airliners create a lot of noise. So we propose the
Advanced Noise Reduction Technology, which takes care of noise
produced in sync with the other materials which are used to produce as
low as possible Noise.

1.2.4) Material that is light in weight and durable at high temp.:Key factor
of a Commercial Use Transport Airplane lies in what is the load
capacity of the plane and how much profit it can make with doing the
deliveries in as much as less possible time. Phoenix uses Carbon Fiber
and Titanium as key ingredients for its body, which lightens the Zero-
Load weight of the plane giving it ability to store more and yield more
profits. Also, makes Phoenix more efficient.



2.1 Design:
Phoenix is designed considering all the problems faced in 2058. It has a revolutionary
design, which can be used in varied situations for transportation purposes.
The design of phoenix is kept bulky, which provides enough space for storing,
processing of Hydrogen, passenger seating and cargo (meant to be transported).
For better efficiency and VTA, engines are embedded into the body of Phoenix; this
reduces the weight on wings as well as provides a better thrust in comparison to engines
fitted on wings.
Following image gives a good idea of Phoenixs design.

liq 2.1{o) - nond 5ketch of Phoenix { front view ).

As you can see from the figure above, Phoenixs built is quite bulky, huge wing area
gives Phoenix a good lift even at lower speeds in comparison to DC-3 with low wing
area. Wings are curved and appropriately fixed into the structure which provides
tremendous stability and control, even in bad weather conditions.
Rudders of the plane are kept above the level of engines, in sync with VTA so as to
provide more lift than DC-3.
As you can see, this design promises a good lift-drag ratio, as the wing surface is
quite large. For a subsonic plane, the lift-drag ratio keeps on increasing as the mach-
number is increased till M=0.9, after this the Lift-Drag Ratio Decreases.
The relation is shown using figure below,


liq 2.1{b) - Lift-uroq kotio vs. Moch number

Mach number for Phoenix is calculated using the equation below, derived from
Bernoullis Equation for M<1.

Where, = Mach number.
= Impact Pressure.
= Static Pressure.
= Ratio of Specific Heats.

liq. 2.1{c) - nond 5ketch of Phoenix, 1op view.

0
3
10
13
20
0 0.3 1 1.3
L
|
f
t
-
D
r
a
g

k
a
t
|
o

Mach Number


As a wing moves through air, the air is split and passes above and below the wing. The
wings upper surface is shaped so the air rushing over the top speeds up (around 1.2
Mach) and stretches out. This decreases the air pressure above the wing. Since high air
pressure always moves toward low air pressure, the air below the wing pushes upward
toward the air above the wing. The wing is in the middle, and the whole wing is
lifted. The faster an airplane moves, the more is the lift. And when the force of lift is
greater than the force of gravity, the airplane is able to fly.
The following image shows the Mach Contours developed on the different parts of a
wing.

Fig. 2.1 (d) Image showing Mach Contours developed on different parts of a Wing

The force exerted on a body moving in a medium like air or water depends in a complex
way upon the velocity of the body relative to the medium, the viscosity and density of
the medium, the shape of the body, and the roughness of its surface. The Drag Force for
Phoenix is calculated using the equation below,

Where, F
D
= Drag Force. SI unit: N
C
D
= Drag Coefficient. SI unit: Dimensionless
A = Cross-sectional Area perpendicular to the flow. SI unit: m
2

= Density of the medium. SI unit: kg/m
3

v = Velocity of the body relative to the medium. SI unit: m/s


2.2 Engine Specifications:
Engines are the most significant part of an airplane. A few points which should be kept
in mind before the selecting an engine for Phoenix were size, weight, Power, Mach
Number of Engine. So we selected pre-cooled type jet engine.
The idea of pre-cooled engine was originated by Robert P. Carmichael in 1955,
according to him, hydrogen fuelled engines could theoretically have much higher
performance than hydrocarbon fuelled engines if a heat exchanger were used to
cool the incoming air.
The low temperature allows lighter materials to be used, a higher mass-flow
through the engines, and permits combustors to inject more fuel without
overheating the engine. This reduces the need of Coolant, yet it is very necessary to
have a good coolant system in plane.
A pre-cooled jet engine features a cryogenic fuel-cooled heat exchanger between
the air intake and the compressor, to pre-cool the air entering the compressor.
After gaining heat and vaporizing in the heat exchanger, the fuel (H
2
) is burnt in
the combustor.
An advantage of using a pre-cooled engine is that it maximizes the Net Thrust at higher
speeds. Another advantage is that compressor and ducting after the inlet is subject to
much lower temperatures, and hence may be made of light alloys. This greatly reduces
the weight of the engine, which further improves the thrust/weight ratio. Also, this
engine has a very high thrust/weight ratios are possible (~14) together with good fuel
efficiency over a wide range of airspeeds.
Dependence of the engine efficiency with the exhaust speed/airplane speed ratio can be
given as,

Fig 2.2(a) Dependence of engine efficiency with (exhaust speed/airplane speed) ratio, c/v.

Hydrogen is used as fuel to run engines because liquid hydrogen is liquid at very
cryogenic temperatures, which has a very good calorific value and very less density.


2.3 Variable Thrust Angle (VTA):
Another major advancement in Transport Aviation is Variable Thrust Angle (VTA).
This system allows variant thrust angle for plane, i.e. plane can have thrust in various
angles. This can be done by directing the exhaust air in various directions. Phoenix
uses the same technology and has the ability to have thrust up to 120 degree, in 12 steps
with step size of 10 degree each. This design allows phoenix to have a very less runway
length and hence very appreciable for airports with very less runway length.
For this mechanism, a lot of power is required which is well delivered by a pre-cooled
engine.

liq. 2.l{o) - voriob/e 1hrust 4nq/e {v14).

This mechanism can be used in varied styles for various situations, for take off from a
runway; this mechanism is set to 0 degree angle in this position of exhaust nozzle, the
Phoenix moves forward with no angular force. And slowly, the angle is increased in
steps, which lifts the plane in upward direction which works in sync with the lift force
generated on wings due to attaining velocity. Figure below shows the ideal trajectory
attained if used on airports.
Suppose, H as the ground clearance of Phoenix.

liq. 2.l{b) - 1rojectory of Phoenix for 1oke off {usinq o kunwoy).


In the above fig 2.3(b), Time (0 - T
1
) is the time taken to accelerate to appropriate
velocity (included in the take-off procedure), Time (T
1
T
2
) is the time taken to attain
the desired altitude. Take-Off procedure extends from Time (0 T
2
).
For being used in Aircraft-carriers, this mechanism can be set to an angle before taking
off and then on switching the engines on, it will move upwards. Figure below shows the
ideal trajectory attained if used in Aircraft-carriers.

liq. 2.l{c) - 1rojectory of Phoenix whi/e 1oke-off from on 4ircroft-corrier.
In the above figure, Time (0 T
1
) is the time taken to attain the desired altitude from
rest position, using VTA system at some angle appropriate according to the altitude.
For landing purposes, angle can be set to 120 degree which will help in reducing the
velocity of plane and then the angle can be set to 90 and then the engine power can be
lowered so that the plane comes to stand on ground.

liq. 2.l{d) - 1rojectory of Phoenix whi/e Londinq.

In the above figure, Time (0 - T
3
) is the time for which Phoenix stays in air (not
included in landing procedure) and Time (T
3
- T
4
) is the time taken by it to touch the
ground surface.


2.4 Advanced Noise Reduction Technology (ANRT):
Noise in a plane is generated due to the Vibrations produced while being in operational
mode (like Engines and Wings). So to minimize the vibrations we fitted Phoenix with
extra shock absorbers which absorb the vibrations coming from the engines and various
part of plane structure.
Apart from this, Noise is also generated while being in process of decent. This
particularly happens when they have to deliver high power as the plane maneuvers near
to the ground. And, also the aerodynamic noise from the flaps on the trailing edge of the
wing, which also gets worse during maneuvers.

Fig 2.4(a) - This is ANRT, proposing a new method of landing for minimum noise.
So, for this Phoenix uses Advanced Noise Reduction Technology (ANRT), whose
purpose is to guide the plane towards such a Descend Cycle, that load on the engines
and aerodynamic noise are minimized for better operational results. This system is
divided into two parts, Communication Section and Descend Controller.
Communication Section comes into action as soon as it comes in the range of
destination airports Control Tower. It is responsible for being in constant contact with
the control tower and sends all the finalized data like, planes current altitude, speed,
descend angle etc time to time and receives the data.
Descend Controller, it is responsible for deciding the descend angle and vary speed of
the plane for the landing. Descend Angle is calculated using basic Heights and
Distances. This Descend Angle is further communicated to Control Tower, for
verification, which when confirmed is sent to Flap Mechanism, which provides the
appropriate descend calculated accordingly to ANRT with minimal corrections.


2.5 FUEL SPECIFICATIONS
Continuing to power the world from fossil fuels threatens our energy supply and puts
enormous strains on the environment. The world's demand for energy is projected to
double by 2058.The supply of fossil fuels is limited, with restrictive shortages
projected to occur within our lifetimes. Global oil and gas reserves are concentrated in
a few regions of the world, while demand is growing everywhere. Moreover, the use of
fossil fuels puts our own health at risk through the chemical and particulate pollution it
creates. Imagine a plane which can fly on a fuel, which is far better, cheap and has very
less environmental impact. Is this possible?
YES and that revolutionary fuel is Hydrogen. Following are the reasons for which
Phoenix chooses Hydrogen as its fuel:
1. Better Energy Storing Capacity: Hydrogen being owner of very high calorific value
(~150kJg
-1
), has more energy per gram stored in it than gasoline. It stores
approximately 2.6 times the energy per unit mass as gasoline.

2. No Pollution: There is no emission of Carbon-dioxide when burned; the by-product
of the fuel combustion is Water, which is further used as coolant in the Engine
chambers.

3. Availability: We all know that hydrogen is among the most abundant elements in
earths atmosphere. Still the cheapest method to obtain Hydrogen is, Steam Methane
Reforming. Another method to obtain Hydrogen is, by using Water. Following the
reaction,
2H
2
O + energy 2H
2
+ O
2

4. Storage and Safety: Although the Hydrogen Storage Vessel is large, Hydrogen burns
1.33 times more efficiently than gasoline. Hydrogen is safe even after having such
properties because of its advantage that if it leaks or spills, Hydrogen disperses and
evaporates much faster than gasoline, which minimizes the Explosion Hazard.

5. Maintenance: Fuel-cells used to burn Hydrogen, have no moving parts, so no need
for mechanical maintenance. Moreover, Fuel cells are lightweight not overly bulky or
heavy. Also they are compatible with cold weather.
Although in many ways hydrogen is an attractive replacement for fossil fuels, it
does not occur in nature as the fuel H
2
. Rather, compounds like water or
hydrocarbons that must be chemically transformed to yield H
2
. Steam reforming
does not reduce the use of fossil fuels; and it still releases carbon to the
environment in the form of CO
2
. Thus, ultimately produce hydrogen from
nonfossil resources, such as water, using a renewable energy source.


The energy to split water comes from the electronhole pairs excited in a semiconductor
by solar radiation, this process follows two steps: conversion of solar radiation to
electricity in photovoltaic cells followed by electrolysis of water in a separate cell. The
two processes, however, can be combined in a single nano-scale process: Photon
absorption creates a local electronhole pair that electrochemically splits a neighboring
water molecule. The efficiency of this integrated photochemical process can be much
higher, in principle, than the two sequential processes. The use of dyesensitized
photocells that accumulate energy from multiple lowenergy photons to inject
higherenergy electrons into the semiconductor is a promising direction for matching
the solar spectrum.
Storing hydrogen in a highenergydensity form that flexibly links its production and
eventual use is a key element of Phoenix.

Fig 2.5(a) - These are all those compounds which store hydrogen at higher density than the
liquid the compressed at 700bar.

The most effective storage media are located in the upperright quadrant of the figure,
where hydrogen is combined with light elements like lithium, nitrogen, and carbon. To
achieve high storage capacity at low weight requires strong chemical bonds between
hydrogen and lightatom host materials in stable compounds, such as Lithium
Borohydride (LiBH
4
). Hydrogen can be adsorbed in molecular or atomic form on
suitable surfaces.
Although fuel cells are more efficient, there are also good reasons for burning hydrogen
in heat engines for transportation. Jet engines and internal combustion engines can be
rather easily modified to run on hydrogen instead of hydrocarbons. Internal
combustion engines run as much as 25% more efficiently on hydrogen compared to
gasoline and produce no carbon emissions.
So, we use Liquid Hydrogen as the fuel for Phoenix which is produced in a very
eco-friendly manner described above.


2.6 Safety and Security Issues:
Safety is the most important part of any locomotive which is designed the same is
with our design too. The most important part of our plane is that it is very bulky and
thus once it has taken off properly it stabilizes itself very well. Due to its internally
fitted engines this plane doesnt have any problem in proper taking off and landing.
In particular there are all the precautionary measures which are the part of any plane
along with air bags so as to save passengers from any landing time jerk.
This plane also has a special feature of emergency exit as being a multipurpose plane it
has a very different cargo unloading technique. The very same technique is used in the
military planes. This technique helps the passenger to slide out of the plane as
parachutes would be provided to all the passengers. These parachutes would be
embedded in there seats itself.
In the case of any breakage in the body of plane the seat belt indication would
automatically get ON and seat belts would fasten as sudden change in pressure would be
detected by the previously installed Pressure Controlled Device. Automatic landing will
be initialized so as to prevent any further damage as the plane requires a very little space
for landing and its ability to land on all kind of terrains makes it the most safe plane on
earth under all kind of situations.
The plane is very secure as it can properly land in the night conditions as it has the night
vision fitted which help the pilots to land safely and properly. The GPS system helps the
plane to self navigate the path. This plane also has the weather device which updates the
pilot at regular interval thus giving him an idea of all type of climatic condition which
would be faced in the path, and helps him to choose any alternative path in case
required.
The seats are fitted on hydraulics so as to provide minimum jerk to the passengers and
the anti slip rubber which is used in the wheels of the plane so it can land and take off
safely from any kind of surface with 100 percent efficiency even in the rainy conditions.
Security measures are the most advanced in the plane as there are previously installed all
the present day modern anti terrorist appliances along with some of the technologies
which are under research and would be efficiently working by then. Under any situation
of any kind of terrorist intervention ATC could be easily informed by pressing a switch
placed by the side of pilot and co pilot. By pressing the switch automatic X-ray detection
will start in the plane and the direct result would be transmitted to the ATC so as to tell
them the no of terrorists (approximately).



In this section, we will discuss the materials used for construction of Phoenix
along with their capabilities and durability.
Composites are materials that are combinations of two or more organic or
inorganic components. One material serves as a "matrix," which is the material
that holds everything together, while the other material serves as reinforcement,
in the form of fibers embedded in the matrix.
Primary material used in Phoenix is Titanium. Titanium is a chemical element
which can be alloyed with iron, aluminum, vanadium, molybdenum, among other
elements, to produce strong lightweight alloys for aerospace.
Advantages:
1. One material that aircraft designers have in mind for the new technique is a
workhorse titanium-aluminum-vanadium alloy known as Ti-6Al-4V.
2. It wraps around the twin jet engines and ties them into the rest of the airframe.
In jetliners, the alloy is used in pylons that attach engines to wings and in
landing gear struts so that they can take a hard touchdown.
3. It has a very high strength-to-weight ratio, as well as resistance to fatigue, heat,
and corrosion.
4. Advantages of weight reduction due to the low density of the metal or by the
increased life of the component due to high corrosion resistance of the metal.
5. Titanium and its alloys are light weight and high strength, particularly at
elevated temperatures; render it a highly desirable material in aircraft
construction.
Another material used is Carbon Fiber (alternately called graphite fiber), is a
material consisting of extremely thin fibers about 0.0002-0.0004 inches (0.005-
0.010 mm) in diameter and composed mostly of carbon atoms.
A carbon fiber is a long, thin strand of material about 0.0002-0.0004 in (0.005-
0.010 mm) in diameter and composed mostly of carbon atoms. The carbon atoms
are bonded together in microscopic crystals that are more or less aligned parallel
to the long axis of the fiber. The crystal alignment makes the fiber incredibly
strong for its size. Several thousand carbon fibers are twisted together to form a
yarn, which may be used by itself or woven into a fabric. The yarn or fabric is
combined with epoxy and wound or molded into shape to form various composite
materials.


Advantages:
1. In particular, carbon- carbon composite materials that are useful as friction
components, for instance in aircraft landing system brake assemblies.
2. Also, a desirable property of a carbon- carbon friction material is a low wear rate.
3. Has a very stable friction performance.
4. It has been discovered that titanium carbide, when uniformly distributed into carbon-
carbon composite pre-forms in the form of particles of particular particle size, provides
the pre-forms with beneficially modified friction and wear properties.
5. One benefit of using CMCs is that they allow higher operating temperatures and thus
greater combustion efficiency leading to reduced fuel consumption.

Materials
Yield Stress
(MPa)
UTS
(MPa)
DENSITY
(kgm
-3
)

ELASTIC
MODULUS
Carbon Fiber 2400-3000 2400-3000 2250 6.9
Steel Alloys 280-1600 340-1900 7850 190-210
Aluminum Alloys 35-500 70 2710 70-79
Titanium Alloys 900-970 900-970 4500 110-120
1ab|e 3.1(a) - Compar|son between d|fferent Mater|a|s

The yield stress and density are the two most important factors here. The yield stress is
more relevant than the ultimate tensile strength since clearly the material should not be
put under a stress greater than that. The figures clearly show that the carbon fiber is very
much stronger and lighter than all the other materials making it a clear candidate for
applications where weight is critical.
Carbon Fiber and Titanium are very light and durable. They are also resistant to all the
climatic and natural wear and tear. These materials have high melting point which helps
them not to melt or experience any kind of fatigue during the flight. These materials are
now commonly used and thus are easily available.
These materials also help the plane to have an edge over all the other counterparts of the
time as due to there resistant nature they help the plane to sustain its property of landing
and on all kind of terrains.
Thus, use of these materials is an additive advantage as they over all support the
feasibility and durability of the plane, and also helps the same to perform better
and give its best under drastic conditions. The materials which are being used are
the best under all the conditions which will prevail in the future that is 2058.



4.1 Compar|son w|th DC-3:
uC-3 belng an old Lechnology plane, posed many dlfflculLles and Lechnlcal problems yeL
lL was able Lo serve ln Lhe avlaLlon lndusLry for so long. ln Lhls secLlon, we wlll compare
hoenlx wlLh uC-3 and pln polnL Lhe varlous aspecLs whlch make hoenlx a perfecL
replacemenL for uC-3.
Descr|b|ng DC-3:
Genera| Character|st|cs
1. Crew: 2.
2. Capacity: 21-32 passengers.
3. Length: 64 ft 5 in (19.7 m).
4. Wingspan: 95 ft 0 in (29.0 m).
5. Height: 16 ft 11 in (5.16 m).
6. Wing area: 987 ft (91.7 m).
7. Empty weight: 18,300 lb (8,300 kg).
8. Loaded weight: 25,200 lb (25,346 with deicing boots, 26,900 in some freight
versions) (11,400 kg).
9. Power plant: 2 Wright Cyclone 9 R-1820 series (earliest aircraft) or Pratt &
Whitney Twin Wasp S1C3G in the C-47 and later civilian aircraft , 1,100 or
1,200 hp (890 kW) max rating, depending upon engine and model (895 kW) each.
10. Propellers: 3-bladed Hamilton Standard 23E50 series hydraulically controlled
constant speed, feathering.
erformance
1. Maximum speed: 237 mph (206 knots, 381 km/h).
2. Cruise speed: 150 mph (130 knots, 240 km/h).
3. Range: 1,025 mi (890 nm, 1,650 km).
4. Service ceiling: 24,000 ft (7,300 m).
5. Rate of climb: 1,130 ft/min (5.73 m/s) initial.
6. Wing loading: 25.5 lb/ft (125 kg/m).
7. Power/mass: 0.0952 hp/lb (157 W/kg).


Advancement |n hoen|x over DC-3:
1. Ab|||ty to |and on any k|nd of |and surface. AnLl sklddlng Lyres make sure LhaL plane
doesn'L crash whlle landlng ln bad weaLher condlLlons.

2. Var|ab|e thrust ang|e prov|des scope for shorter runway |ength. 1hls makes sure
LhaL hoenlx wlll fly even when oLher planes would have Lo come Lo halL due Lo
scarclLy of runway lengLh.

3. Very |ess we|ght of un|oaded a|rcraft yet b|g s|ze, th|s resu|ts |n |ncreased cargo
stor|ng capab|||t|es. 1hls ls because Lhe alrcrafL bulldlng maLerlals are Carbon llber
and 1lLanlum whlch provlde durablllLy and sLlll welgh very less. ln overall, Lhe alrcrafL
remalns very llghL ln comparlson Lo any oLher plane and hence can carry more and
more cargo.

4. Decreased Lng|ne we|ght and Very |ess heat produced |n eng|nes. 8elng a
re-cooled [eL englne, very less heaL ls generaLed ln Lhe englne whlch ls Lo be
dlsslpaLed, conslderlng Lhls facL, Lhey may be made of llghL alloys. 1hls greaLly reduces Lhe
welghL of Lhe englne, whlch furLher lmproves Lhe LhrusL/welghL raLlo.

S. nydrogen used as fue|, Lhls means beLLer fuel efflclency and lower fuel cosLs.
Pydrogen has very hlgh calorlflc value, also lL ls a very safe fuel as lL geLs easlly
evaporaLed or dlsslpaLed lf spllled. Secondly, Llquld hydrogen ls very llghL ln naLure.
So Lhls makes Lhe sLrucLure a blL bulky yeL very llghL.

6. Advanced No|se keduct|on 1echno|ogy makes sure that |esser no|se |s produced.
1hls aspecL ls supposed Lo be a revoluLlon ln avlaLlon lndusLry as lL wlll deflnlLely cuL
down Lhe nolse levels of planes.

7. Advanced Safety and Secur|ty Measures f|tted. SafeLy belng Lhe prlor lssue ln an alr-
plane, we've kepL lL far much safer Lhen uC-3, by flLLlng varlous auLomaLlc and
manual operaLlons whlch ensure safe Lravel.

8. Mu|t|-purpose capab|||t|es make hoen|x a dependab|e a|rcraft, lL can be used as a
cargo plane, lL can be used as a passenger plane, and also lL can be used Lo LransporL
Lroops and weapons durlng war Llmes, and also ln rellef operaLlons.


4.2 Environmental Impact:
Next very special aspect of a good aircraft is How eco-friendly it is. Phoenix is
designed to be very safe and environmental friendly.
Friendly Aspects of Phoenix:
1. Phoenix is designed and fitted with latest technology which makes it very silent
in comparison to other aircrafts, so no such loud noise is produced.
2. Hydrogen is used as fuel for Phoenix, on combustion; Water is produced as a
by-product, which is later used as coolant.
3. There are no harmful emissions coming from exhaust nozzle. Hence there is no
pollution.
4. The building materials used for the Phoenix are very much eco-friendly than the
other commercially used Aircrafts.
5. Due to its ability to land in a very small area reduce the requirement of so much
clear land for runway and airport.



5.1 Inference
The research work conducted established protocol for performing data collection
for newly made vehicle. These data were used to analyze the dynamic stability
behavior Flight design, Aerodynamics, Stability of the aircraft. Following the
data collection phase of the project, a new aircraft was designed and built for
more effective integration of the data logger. The biggest challenge was to
develop and design a plane which continues the legacy of the earlier version.
Another challenge which was faced during the development was that the
design must be practically feasible that is the laws of physics support the
basic design and construction of the plane.
There is need for the work to be done on the materials used which are being
cheap, more efficient which are being employed in the aircrafts.

5.2 Future advancements
While the data collected was reasonable for a cursory determination of the said
behavior, additional sensory items such as angular acceleration sensors and
position sensors are needed for a more thorough analysis.
The eventual accomplishment of the project would be to design a vehicle which
would be successful in terms of efficiency and feasibility after 50 years under the
given conditions.
Fuel has increased although hydrogen is one of those still some other newly
developed fuel may prove to be of greater efficiency.
Security is the biggest concern in todays world although fully loaded with all the
modern security measures the danger still remains as new advancements are
being made in the field terrorism. So we must keep on updating the plane security
system so as to be more secure than ever before.
Still there is a need to work over a few sectors such as the VTA yet already
proven but still leaves a scope of further advancement.



References:

1. Olson, Wayne M. (2002). "AFFTC-TIH-99-02, Aircraft Performance Flight Testing.".
Air Force Flight Test Center, Edwards AFB, CA, United States Air Force.

2. M. I. Hoffert et al., Nature 395, 891 (1998); Energy Information Administration,
International Energy Outlook 2004, rep. no. DOE/EIA0484 (2004).

3. J. A. Turner, Science 285, 687 (1999) [INSPEC]; Special Report: Toward a Hydrogen
Economy, Science 305, 957 (2004).

4. US Department of Energy, Office of Basic Energy Sciences, Basic Research Needs for
the Hydrogen Economy, US DOE, Washington, DC (2004).

5. Gradidge, Jennifer M. The Douglas DC-1/DC-2/DC-3. The First Seventy Years
Volumes One and Two. Air-Britain, London, 2006. ISBN 0-85130-332-3.

6. Efficiency of Hydrogen PEFC, Diesel-SOFC-Hybrid and Battery Electric Vehicles
(July 15, 2003). Retrieved on 2007-05-23.

7. Fuel Cell Vehicles: Status 2007 (March 20, 2007). Retrieved on 2007-05-23

8. Bodie, Warren M., The Lockheed P-38 Lightning, Widewing Publications ISBN 0-
9629359-0-5.

9. Van Arkel, A. E.; de Boer, J. H. (1925). "Preparation of pure titanium, zirconium,
hafnium and thorium metal". Z. Anorg. Allg. Chem. 148: 345 50.

10. Matthew J. Donachie, Jr. (1988). TITANIUM: A Technical Guide. Metals Park,OH:
ASM International, p.13,. ISBN 0871703092.

11. Francillon, Ren (1979). McDonnell Douglas Aircraft since 1920: Volume I. London:
Putnam. ISBN 0-87021-428-4.


List of Mailing Addresses for Certificates/Review Results

Akshat Saxena
Sector 11, house no. 138
Vikas Nagar, Lucknow.
Contact: +91-9318751802
+91-9415958423
Email: kshtsaxena@yahoo.co.in

Ravish Jain
Flat no. 3, Sanskrit Nagar Society
Sector 14, Rohini,
Delhi-110085
Contact: +91-9816326476
+91-9871196001
+91-11-27863362
E-mail: ravish9687@gmail.com

Poonam Chauhan
1
ST
Floor Aanchal Sadan,
Ishan Bhawan, Cemetery Road, Sanjauli,
Shimla, Himachal Pradesh 171006
Contact: +91-9817136414
+91-177-2640328
E-mail: poonam.chauhan19@gmail.com


Nikhil Pandey
B-124, Second Floor, Swasthya Vihar,
Delhi 110092.
Contact: +91-9318810543
+91-9911143433
+91-11-42440405
E-mail: nikhilpandey88@hotmail.com

Rahul Garg
J-274, Phase II, Shivalik Nagar
BHEL, Haridwar
Uttarakhand-249403
Contact: +91-9816830306
+91-1334-231334
E-mail: rahulgarg.juit@gmail.com

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