The aim of this project is to design and conceptualize a small passenger aircraft that
can cater to a wide range of clientele ranging from business conglomerates to private
organizations and individual parties. It is a term describing a type of aircraft for
transporting passengers and air cargo. Such aircraft are most often operated by
airlines. It is a aircraft usually of smaller size, designed for transporting groups of
business people or wealthy individuals. The project involves the design of a airliner
that can accommodate about 20 passengers at full seating layout, with level of
comfort that an airliner is expected to provide while incorporating the design
specifications and performance parameters of a short range commercial airliner. The
aircraft allows for short range transport with better efficiency and reduced fuel
consumption and noise levels owing to a state of the art engine and design features.
TABLE OF CONTENTS
INTRODUCTION TO DESIGN
2. INTRODUCTION TO AIRLINERS
5. COMPARATIVE GRAPHS
6. WEIGHT ESTIMATION
7. AIRFOIL SELECTION
8. DRAG ESTIMATION
9. POWERPLANT SELECTION
INTRODUCTION TO DESIGN
Aerodynamics is the study of how air flows around an airplane. In order for an
airplane to fly at all, air must flow over and under its wings. The more aerodynamic,
or streamlined the airplane is, the less resistance it has against the air. If air can
move around the airplane easier, the airplane's engines have less 2
Work to do. This means the engines do not have to be as big or eat up as much fuel
which makes the airplane more lightweight and easier to fly. Engineers have to think
about what type of airplane they are designing because certain airplanes need to be
aerodynamic in certain ways. For example, fighter jets maneuver and turn quickly
and fly faster than sound (supersonic flight) over short distances. Most passenger
airplanes, on the other hand, fly below the speed of sound (subsonic flight) for long
periods of time.
Propulsion is the study of what kind of engine and power an airplane needs. An
airplane needs to have the right kind of engine for the kind of job that it has. A
passenger jet carries many passengers and a lot of heavy cargo over long distances
so its engines need to use fuel very efficiently. Engineers are also trying to make
airplane engines quieter so they do not bother the passengers onboard or the
neighborhoods they are flying over. Another important concern is making the
exhaust cleaner and more environmentally friendly. Just like automobiles, airplane
exhaust contains chemicals that can damage the earth's environment.
Structures and Materials is the study of how strong the airplane is and what
materials will be used to build it. It is really important for an airplane to be as
lightweight as possible. The less weight an airplane has, the less work the engines
have to do and the farther it can fly. It is tough designing an airplane that is
lightweight and strong at the same time. In the past, airplanes were 3
Usually made out of lightweight metals like aluminum, but today a lot of engineers
are thinking about using composites in their designs. Composites look and feel like
plastic, but are stronger than most metals. Engineers also need to make sure that
airplanes not only fly well, but are also easy to build and maintain.
Stability and Control is the study of how an airplane handles and interacts to pilot
input and feed. Pilots in the cockpit have a lot of data to read from the airplane's
computers or displays. Some of this information could include the airplane's speed,
altitude, direction, and fuel levels as well as upcoming weather conditions and other
instructions from ground control. The pilot needs to be able to process the correct
data quickly, to think about what kind of action needs to be taken, and to react in an
appropriate way. Meanwhile, the airplane should display information to the pilot in
an easy-to-read and easy-to-understand way. The controls in the cockpit should be
within easy reach and just where the pilot expects them to be. It is also important
that the airplane responds quickly and accurately to the pilot's instructions and
maneuvers.
“A beautiful aircraft is the expression of the genius of a great engineer who is also
a great artist.”
When you look at aircraft, it is easy to observe that they have a number of common
features: wings, a tail with vertical and horizontal wing sections, engines to propel
them through the air, and a fuselage to carry passengers or cargo. If, however, you
take a more critical look beyond the gross features, you also can see subtle, and
sometimes not so subtle, differences. This is where design comes into play. Each and
every aircraft is built for a specific task, and the design is worked around the
requirement and need of the aircraft. The design is modeled about the aircraft role
and type and not the other way around. Thus, this is why airplanes differ from each
other and are conceptualized differently. Aircrafts that fall in the same category may
have similar specifications and performance parameters, albeit with a few design
changes.
Design is a pivotal part of any operation. Without a fixed idea or knowledge of
required aircraft, it is not possible to conceive the end product. Airplane design is
both an art and a science. In that respect it is difficult to learn by reading a book;
rather, it must be experienced and practiced. However, we can offer the following
definition and then attempt to explain it. Airplane design is the intellectual
engineering process of creating on paper (or on a computer screen) a flying machine
to (1) meet certain specifications and requirements established by potential users (or
as perceived by the manufacturer) and/or (2) pioneer innovative, new ideas and
technology. An example of the former is the design of most commercial transports,
starting at least with the Douglas DC-1 in 1932, 5
The endurance
The starting point of any new aircraft is to clearly identify its purpose. With this, it is
often possible to place a design into a general category. Such categories include
combat aircraft, passenger or cargo transports, and general aviation aircraft. These
may also be further refined into subcategories based on particular design objectives
such as range (short or long), take-off or landing distances, maximum speed, etc.
The process of categorizing is useful in identifying any existing aircraft that might
be used in making comparisons to a proposed design. With modern military aircraft,
the purpose for a new aircraft generally comes from a military program office. For
example, the mission specifications for the X-29 pictured in figure 1.1 came from a
1977 request for proposals from the U.S. Air Force Flight Dynamics Laboratory in
which they were seeking a research aircraft that would explore the forward swept
wing 7
Concept and validate studies that indicated such a design could provide better
control and lift qualities in extreme maneuvers. With modern commercial aircraft, a
proposal for a new design usually comes as the response to internal studies that aim
to project future market needs. For example, the specifications for the Boeing
commercial aircraft (B-777) were based on the interest of commercial airlines to
have a twin-engine aircraft with a payload and range in between those of the existing
B-767 and B-747 aircraft. Since it is not usually possible to optimize all of the
performance aspects in an aircraft, defining the purpose leads the way in setting
which of these aspects will be the “design drivers.” For example, with the B-777,
two of the prominent design drivers were range and payload.
Allow the aircraft to meet all its design requirements, but which weighs no more
than necessary. Any excess structural weight often makes the aircraft cost more to
build and almost always makes it cost more to operate. As with small excesses of
aircraft drag, a small percentage of total aircraft weight used for structure instead of
payload can make the difference between a profitable airliner or successful tactical
fighter and a failure. Designing aircraft structures involves determining the loads on
the structure, planning the general shape and layout, choosing materials, and then
shaping, sizing and optimizing its many components to give every part just enough
strength without excess weight. Since aircraft structures have relatively low
densities, much of their interiors are typically empty space which in the complete
aircraft is filled with equipment, payload, and fuel. Careful layout of the aircraft
structure ensures structural components are placed within the interior of the structure
so they carry the required loads efficiently and do not interfere with placement of
other components and payload within the space. Choice of materials for the structure
can profoundly influence weight, cost, and manufacturing difficulty. The extreme
complexity of modern aircraft structures makes optimal sizing of individual
components particularly challenging. An understanding of basic structural concepts
and techniques for designing efficient structures is essential to every aircraft
designer.
1.3 Design Process
The process of designing an aircraft and taking it to the point of a flight test article
consists of a sequence of steps, as illustrated in the figure. It starts by identifying a
need or capability for a new aircraft that is brought about by (1) a perceived market
potential and (2) technological advances made through research and development.
The former will include a market-share forecast, which attempts to examine factors
that might impact future sales of a new design. These factors include the need for a
new design of a specific size and performance, the number of competing designs,
and the commonality of features with existing aircraft. As a rule, a new design with
competitive performance and cost will have an equal share of new sales with
existing competitors. The needs and capabilities of a new aircraft that are determined
in a market survey go to define the mission requirements for a conceptual aircraft.
These are compiled in the form of a design proposal that includes (1) the motivation
for initiating a new design and (2) the “technology readiness” of new technology for
incorporation into a new design. It is essential that the mission requirements be
defined before the design can be started. Based on these, the most important
performance aspects or “design drivers” can be identified and optimized above all
others. Following the design proposal, the next step is to produce a conceptual
design. The conceptual design develops the first general size and configuration for a
new aircraft. It involves the estimates of the weights and the choice of aerodynamics
characteristics that will best suited to the mission requirements stated in the design
proposal.
The conceptual design is driven by the mission requirements, which are set in the
design proposal. In some cases, these may not be attainable so that the requirement
may need to be relaxed in one or more areas. This is shown in the iterative loop in
the flow chart. When the mission requirements are satisfied, the design moves to the
next phase, which is the preliminary design.
This article deals with the steps involved in the conceptual design of an aircraft. It is
broken down in to several elements, which are followed in order. These consist of:
1. Literature survey
2. Preliminary data acquisition
3. Estimation of aircraft weight
5. Engine
6. Performance curves
7. 3 View diagrams
Conceptual Design
Competing concepts
evaluated. What Drives the design?
Performance goals established.
Preferred concept selected. Will it work/meet requirement?
Designs examined
data/establish parameters. Make actual cost estimate.
Detail Design
An airliner is a type of aircraft for transporting passengers and air cargo. Such
aircraft are most often operated by airliners. Although the definition of an airliner
can vary from country to country, an airliner is typically defined as an aircraft
intended for carrying multiple passengers or cargo in commercial service.
The largest airliners are wide body jets. These aircraft are frequently called twin
aisle aircraft because they generally have two separate aisles running from the front
to the back of the passenger cabin. These aircraft are usually used for long haul
flights between airline hub and major cities with many passengers.
A smaller, more common class of airliners is the narrow body or single aisle aircraft.
These smaller airliners are generally used for short to medium-distance flights with
fewer passengers than their wide-body counterparts.
Regional airliners typically seat fewer than 100 passengers and may be powered
by turboprop or turbofan. These airliners are the non-mainline counterparts to the
larger aircraft operated by the major carriers, legacy carriers, and flag carriers and
are used to feed traffic into the large airline hubs. These regional routes then form
the spokes of a hub-and-spoke air transport model.
The lightest (light aircraft) of short haul regional feeder airliner type aircraft that
carry 19 or fewer passenger seats are called commuter aircraft, commuterliners,
feederliners, and air taxis, depending on their size, engines, how they are marketed,
region of the world, and seating configurations. The Beechcraft 1900, for example,
has only 19 seats.
1. AIRLINER AIRCRAFT
PERFORMANCE:
PERFORMANCE;
PERFORMANCE:
Maximum Speed : Mach 0.79 (462 kn, 531 mph, 855 km/h)
Cruise speed : Mach 0.77 (450 kn, 518 mph, 833 km/h)
Range: 2,400 nmi (2,760 mi, 4,440 km) with a 263,200 lb (119,400 kg) payload
Service ceiling : 35,700 ft. (10,600 m) at 615,000 lb (279,000 kg) gross weight
Rate of climb : 1,800 ft./min (9.14 m/s)
Wing Loading : 120 lb./ft2 (610 kg/m2)
Thrust/weight : 0.22
Takeoff roll: 8,400 ft. (2,600 m)
Landing roll: 3,600 ft. (1,100 m)
Fuel capacity: 51,150 US gal (193,600 L)
5. AIRAMBULANCE AIRCRAFT: It is a specially outfitted fixed wing aircraft
that transports injured or sick people in a medical emergency or over distance or
terrain impractical for a conventional ground ambulance.
Crew: one
Capacity: one
Length: 6.6 m (21 ft. 8 in)
Wingspan: 9.6 m (31 ft. 6 in)
Height: 2.1 m (6 ft. 11 in)
Wing area: 13 m2 (140 sq. ft.)
Airfoil : NACA 120213
Empty weight: 368 kg (811 lb.)
Max takeoff weight: 706 kg (1,556 lb.) with auxiliary tank full, 34 kg (75 lb.)
and extra 21 kg (46 lb.) luggage
Fuel capacity: 41 l (11 US gal; 9.0 imp gal)
Powerplant: 1 × Blackburn Cirrus Minor II 4-cyl. inverted air-cooled in-line
piston engine, 75 kW (100 hp)
Propellers: 2-bladed Weybridge, 1.9 m (6 ft. 3 in) diameter wooden fixed pitch
propeller.
Performance:
Maximum speed: 185 km/h (115 mph; 100 kn) at sea level
Cruise speed: 170 km/h (106 mph; 92 kn) at 2,200 rpm
Range: 500 km (311 mi; 270 nmi)
Ferry range: 805 km (500 mi; 435 nmi)
Service ceiling: 4,115 m (13,501 ft.)
Maximum glide ratio: 1:8 (flaps up); 1:5 flaps down
Rate of climb: 3.6 m/s (700 ft./min)
Wing loading: 48.83 kg/m2 (10.00 lb./sq. ft.)
Power/mass : 9.72 kg/kW (16 lb./hp)
6. PASSENGER AIRCRAFT: It is a type of aircraft for transporting passenger and
air cargo. Such aircraft are mostly operated by airliners.
Crew: 1
Length: 11.78 m (38 ft. 8 in)
Wingspan: 10 m (32 ft. 10 in)
Height: 4.92 m (16 ft. 2 in)
Wing area: 48 m2 (520 sq. ft.)
Empty weight: 3,300 kg (7,275 lb.)
Gross weight: 4,800 kg (10,582 lb.)
Powerplant: 1 × Rolls –Royce Derwent V Turbojet , 16.02 kN (3,600 lbf) thrust
Performance
Performance
Crew = Two
Wingspan = 9.20m(30ft. 2 inch)
Powerplant = 1xRenard 200 radial,180Kw
PERFORMANCE:
Crew: 9-11
Length: 77 ft. 10 in (23.72 m)
Wingspan : 100 ft. 0 in (30.48 m)
Height: 28 ft. 4 in (8.56 m)
Wing area: 1,000 ft² (92.9 m²)
Empty Weight : 34,875 lb (15,819 kg)
Max. Takeoff Weight : 64,100 lb. (29,076 kg)
Powerplant : 2 ×Wright R-3350 -26W Cyclone-18 Radial engine,
3,200 hp (2,386 kW) wet each
Propellers: 4 bladed propeller, 1 per engine
Performance
Wing 247kg/m3
Loading
Crew 3 2 2
1. Number of passengers = 20
2. V(cruise) = 340km/hr
3. Safe Range = 1960kms
4. Service Ceiling = 6500m or 6.5km
5. Balanced field length for take off = 0.5m
Gross Weight, Wo
1. Weight of payload plus Weight of crew
2. Fuel Fraction
3. We/Wo(Empty weight fraction)
4. Solve : W0 = Wcrew + Wpayload / [1 – (Wf/W0) – (We/W0)]
(L/D)Max. Calculation
Cd = Cdo + K𝐶𝑙 2
1
𝐶𝐷 = 𝐶𝐷0 + 𝐶𝑙 2
𝜋𝑒𝐴
𝑆𝑤𝑒𝑡
𝐶𝐷𝑜 = 𝐶𝐹𝑒 +
𝐵
𝐶𝐹𝑒 = 0.003
2 1
𝑆𝑤𝑒𝑡 = π𝑑𝑓 𝑙𝑓 (1 − ) 2⁄3 (1 + )
3 𝜆 𝑓
𝑑𝑓 = 1.8m
𝑙𝑓 = 9.55m
9.55
𝜆𝑓 = = 5.968≈6
1.6
= 37.61𝑚2
37.61
𝐶𝑑𝑜 = 𝐶𝑓𝑒 +
23.10
= 0.0038
1
e= ; Q = Inviscid Drag (Wake) , P = Viscid drag(skin friction &
𝑄+𝑃𝜋𝐴
pressure)
1
e=
1.05+0.007×𝜋×23.10
1
=
1.6899
= 0.59≈0.60
1
K=
𝜋𝑒AR
1
= = 0.065
𝜋×0.6×8.1
𝐶𝐷 = 𝐶𝑑𝑜 + K𝑐𝑙2
= 0.0038 + 0.065𝑐𝑙2
𝐿 1
( ) Max. =
𝐷 2√𝐾𝐶𝐷𝑜
= 31.8
= 0.97
(D) Loiter
2𝑊3
V=√
𝜌𝑆𝐶𝑙
𝑊1 𝑊2 𝑊3
W3 = ( )( )( )Wo
𝑊𝑜 𝑊1 𝑊2
= 1.04Wo
= 0.866 ×31.8
= 27.5
= 1.0019 ≈ 1.002
𝑊5 𝑊1 𝑊2 𝑊3 𝑊4 𝑊5
= × × × ×
𝑊𝑜 𝑊𝑜 𝑊1 𝑊2 𝑊3 𝑊4
=0.9173≈0.92
= 1.06(1 – 0.92)
= 0.0848
𝑊𝑒
III) =A
𝑊𝑜
𝑊𝑒
= A𝑊𝑜𝑐
𝑊𝑜
= 0.92 𝑊𝑜−0.05
IV) 𝑊𝑜 = Wp + Wc/1-Wf/Wo-We/Wo
= 2400 /1-0.0848-0.92𝑊𝑜−0.05
𝑊𝑜 (Guessed 𝑊𝑒 𝑊𝑜 (IV)
(III)
𝑊𝑜
8000 0.58 7312
7312 0.58 7371
7321 0.58 7366
7366 0.58 7366
Wo (Gross Weight) = 7366Kgf
Stall:
= 30.78/ 1.3
Vstall = 23.68 m/s
= 1.56
Landing:
(W/S) = S (σCLmax )/ 80
= (259.70x 0.82 x 1.56) / 80
CDo = 0.0038
e= .6
ρ = .660 kg/m2
q0 = ℓ V2 / 2
= 296.07 kg/m2
= 41.173 kg/m2
Wing Loading
60
50
40
30
Wing Loading
20
10
0
sea level take off cruise landing
6. AIRFOIL SELECTION
AIRFOIL GEOMETRY
An airfoil is a surface designed to obtain a desirable reaction from the air through
which it moves.
Chord line: Straight line connecting leading edge and trailing edge.
Thickness: Measured perpendicular to chord line as a % of it.
Camber: Curvature of section – perpendicular distance of section mid-points from
chord line as a % of it.
ANGLE OF ATTACK ( )
Angle of attack ( ) is the angle between the free stream and the chord line.
Aerofoil Selection is based on the factors of Geometry & definitions,
design/selection, families/types, design lift coefficient, thickness/chord ratio, lift
curve slope, characteristic curves.
The following are airfoil categories:
Early on, airfoil selection was based on trial & error.
NACA 4 digit was introduced during the 1930’s.
NACA 5-digit is aimed at pushing position of max camber forwards for increased
Clmax.
NACA 6-digit is designed for lower drag by increasing region of laminar flow.
The modern airfoil is mainly based upon need for improved aerodynamic
characteristics at speeds just below speed of sound.
NACA 4 Digit:
– 1st digit: maximum camber (as % of chord).
– 2nd digit (x10): location of maximum camber (as % of chord from leading edge
(LE)).
NACA 5 Digit:
– 1st digit (x0.15): design lift coefficient.
– 2nd & 3rd digits (x0.5): location of maximum camber (as % of chord from LE).
– 4th & 5th digits: maximum section thickness (as % of chord).
NACA 6 Digit:
– 1st digit: identifies series type.
– 2nd digit (x10): location of minimum pressure (as % of chord from leading edge
(LE)).
– 3rd digit: indicates acceptable range of CL above/below design value for
satisfactory low drag performance (as tenths of CL).
– 4th digit (x0.1): design CL.
– 5th & 6th digits: maximum section thickness (%c)
It becomes necessary to use high speed airfoils, i.e., the 6x series, which have been
designed to suit high subsonic cruise Mach numbers.
Design 𝐶𝑙 = 0.3
Design 𝐶𝑙 = 0.3
𝐶𝑙 max. = 1.56
2𝑤/𝑠
𝐶𝐿 cruise = 2
𝜌𝑉𝑐𝑟𝑢𝑖𝑠𝑒
= 0.31
S = 29.10𝑚2
b = 15.33m
2𝑆
= 𝑐𝑅 (Root chord)
𝑏(1+𝜆)
2 ×29.10
=
15.33 ×(1+0.25)
= 3.04m
= 0.76m
2 1+0.25+0.252
= ⌊( )⌋ = 2.128
3 1+0.25
7 Powerplant Selection
Engine Selection
Power Loading
P/w = 3.5
Pmax = 274.65Kw
Strengths :
1. Dependability
2. Versatility4
3. Reduced green house gas emission
4. Increased maintenance intervals
5. Ease of Opeation
The PT6A is in service with both the U.S>Air force(MC -12W) and theU.S.Army
(C-12) . The MC-12W and C-12 are military special mission aircraft and mainly
provide intelligence , surveillance , and reconnaissance (ISR). The C-12 is powered
by the two PT6A-6 engine with 1050shp each.
Also , the PT6A is used on the T-6 Texan II military trainer aircraft , which provides
undergraduate pilot training for the U.S Air force and U.S.Navy . The T-6 Texan II
is powered by a single PT6A – 68 engine woth 1100 shp.
The PT6A engine is one of the most popular and proven power plants in its class.
Over the years, new aerodynamics technologies have enabled the PT6A engine to
gain more power without significantly increasing its size, or weight. Other
innovations have reduced greenhouse gas emissions, increased maintenance
intervals , and enhanced the ease of operation.
PT6A engines are currently in service with more then 6500 aircraft operators in over
170 countries.
Since the PT6A family entered service in the 1960s , more than 41,000 engines have
been produced. To date, the PT6A has accumulated 335 million flying hours and is
therefore a highly proven and durable engine.
Engine Specifications:
FADEC: No
Platforms:
Drag Polar
2
𝐶𝑑 = 𝐶𝑑𝑜 + K𝐾𝐶𝑙
Where K = 1 / πAe
e = Oswald efficiency factor
K = 0.065
(L/D)max. = 31.8
Cdo = 0.0038
ESTIMATION OF K:
Oswald efficiency factor,
1/e = 1/ewing + 1/efuselage + 0.05
ewing = 0.6
ewing(Sweept Angle) = ewing(Sweep Angle) =0 cos (Sweep-5)
= 0.563
1/efuselage = 0.1
1/e = 1.776 + 0.1+ 0.05
Therefore, e = 1.9276
e = 0.518
K = 1 / πAe
= 1 / 13.815
= 0.0758
(L/D)max = 1 / 2Sweep angle (CD0 K)
CD0 = 1 / 4K (L/D)2max
= 1 / 4 x 0.0476 x 18.562
= 0.03
Cfe = 0.003 / 1.29
= 0.002
Takeoff:
𝜌 = 1.225 kg/m3
V = 1.15 Vstall
= 1.15 (23.57)
= 27.22 m/s
S =29.10 m2
Drag, D = 0.5 x 1.225 x 27.222 x 29.10𝑐𝑑
Dtakeoff = 99.04N
Landing:
𝜌 = 1.225 kg/m3
V = 1.3 Vstall
= 0.771m/s
DLanding = 126.29N
Cruise:
𝜌= 0.466 (at 10 km altitude)
V = 94.72 m/s
S = 29.10 m2
T/W = 0.0622
8 PERFROMANCE CHARACTERITCS
TAKEOFF PERFORMANCE:
Distance from rest to clearance of obstacle in flight path and usually considered in
two parts:
- Ground roll - rest to lift-off (SLO)
= 112.26
CLIMBING:
Sin 𝛾 = T –D /W
LEVEL TURN:
In steady condition: T = D
Force balance gives:
W = Lcos 𝜃
Fr = mV2 / r = Lsin𝜃
tan𝜃 = V2 / Rg
So for given speed and turn radius there is only one correct bank angle for a co-
ordinate (no sideslip) turn.
= V/R = g√𝑛2−1 /v
R = 𝑉 2 / g√𝑛2−1
Let 𝜃 = 600
n = 𝐿/𝑊 = 2
R = 94.72/ 9.81√4 − 1
R = 5.57 m
𝜔 = V/R
𝜔 = 0.058 rad/s
GLIDING:
∅= tan-1 [ 1 / 31.8]
LANDING PERFORMANCE:
- Flare - transitional maneuver with airspeed reduced from about 1.3Vstall down to
touch speed.
9 Centre Of grvatiy
The weight of an airplane changes in the flight due to consumption of fuel and
dropping off / release of armament or supplies. Further, the payload and the amount
of fuel carried by the airplane may vary from flight to flight.
These factors lead to change in the location of the Centre of gravity (c.g.) of the
airplane. The shift in the c.g location affects the stability and controllability of the
airplane.
The weight of entire airplane can be sub divided into empty weight and useful
Load. The empty weight can be further subdivided into:
(i) structures group
(ii) Propulsion group and
(iii) Equipment group.
The structures group consists of the following components:
- Wing
- Horizontal tail /canard
- Vertical tail
- Fuselage
- Landing gear - main and nose/tail wheel
- Nacelle, engine pod and air intake
b = 15.33 m
cR = 3.04m
cT = 0.76 m
mac 2.128 m
Hence, the location of the c.g. of wing from the leading edge of the root chord is,
0.85 + 0.4 x 2.128 = 1.70 m