Final Report -Aircraft Design

KENT STATE UNIVERSITY

AERN 45700/55700: AIRCRAFT DESIGN

INSTRUCTOR: D. BLAKE STRINGER, PH.D.

Spring 2015

The Flash by

Kent Aerospace, Inc.

Kayla Grass

Matthew Gazella Johathan Herman

Alexander Flock Steven Johns

Thomas Spisak Scott Konesky

Obed Asamoah Franklin Costa

Daniel Abbas Nicholas Brown

Guojie Wang Di Xu

Table of Contents

1. The Flash

1.1. Description

1.2. Summary of Key Parameters

1.3. Configuration Layout

2. Requirements Analysis

2.1. Requirements Summary

2.2. Mission Profile

2.3. Reference Design Concepts (Baselines)

3. Technical Design


3.2. Sizing Methodology

3.2.1. Design Space

3.3. Assumptions

3.3.1. Assumptions Used for Lift-to-Drag Ratio (L/D)

3.3.2. Assumptions Used for Initial Sizing

3.3.3. Assumptions Used for Thrust-to Weight Ratio (T/W)

3.3.4. Assumptions Used for Wing Loading (W/S)

3.3.5. Assumptions Used for Wing, Tail, and Fuselage Geometry

3.4. Wing and Tail Geometry

3.4.1. Airfoil Selection

3.4.2. Wing Geometry

3.4.3. Fuselage Geometry

3.4.4. Tail Geometry

3.5. Thrust-to-Weight Ratio

3.6. Introduction to Powerplant Data

3.6.1. Introduction to The Flash

3.6.2. Flash Performance

3.6.3. DGEN 380 Specifications and Performance

3.6.4. Static Takeoff Condition 0-15,000 Feet

3.6.5. Static Cruise Condition 10,000-23,000 Feet


3.6.7. Non-Static Cruise Condition

3.6.8. Non-Static Max Speed Condition

3.6.9. Wind Tunnel Data and L/D Curve

3.7. Wing Loading Data

3.7.1. Stall

3.7.2. Takeoff

3.7.3. Cruise

3.7.4. Discussion of the Wing Loading

3.8. Sizing Results and Design Selection

3.8.1. Sizing Variability and Optimization

3.9. Sizes and Capacities

3.9.1. Fuselage

3.9.2. Wing

3.9.3. Tail

3.9.4. Landing Gear

3.9.5. Fuel

3.9.6. Powerplant

3.10. Weight and Balance

3.11. Performance and Sub-System Designs

3.11.1. Flight Controls

3.11.2. Avionics

3.11.3. Electrical System

3.11.4. Landing Gear

3.11.5. Pressurization System

3.11.6. Fire Protection System

3.11.7. Fuel System

4. Manufacturing Plan

4.1. Manufacturing Readiness Levels

4.1.1. Defining Manufacturing Readiness

4.1.2. Manufacturing Readiness Levels

4.2. Industrial Base

4.2.1. Price Induction

4.2.2. Garmin

4.2.3. Rockwell Collins

4.2.4. Heroux-Devtek

5. Legal and Regulatory/Safety

5.1. FAA Certification Strategy

5.2. Risk Mitigation Strategy

5.3. Risk Identification

5.3.1. Risk Assessment

5.3.2. Risk Response Planning and Reevaluation

6. Program Management

6.1. Modification or New System

6.2. Unique Program Circumstances

6.3. Total Planned Production

6.4. Program Schedule

6.4.1. Basis for Delivery and Performance Period Requirements

6.4.2. Program Schedule

6.4.3. Activities Planned for Subsequent Phases

6.4.4. Criteria to Move into the Next Phase

6.5. Life Cycle Support

6.6. Program Management Staffing and Organization

7. Finance

7.1. Cost Estimate

7.2. Direct and Indirect Cost Estimates

7.3. Fuel Estimates

8. Value Proposition and Marketing Strategy

8.1. Competition Strategy

8.2. Sustainment Strategy

8.3. Sales and Distribution

9. Socio-Economic/Ethical Impacts

10. Conclusion

Appendices

References

The Flash

1. The Flash

1.1. Description

The Flash is considered to be a new class of aircraft; a light personal jet. The market for

this type of product is expanding and should yield high profits beginning in the third year of

production. The Flash will be marketed to small businesses, flight schools and the government,

to name a few. Its DGEN 380 Turbofan engines by Price Induction make this aircraft unique in

the sense of saving the consumer in fuel and maintenance costs as well as weight. The aircraft

was designed for the purpose of Price Induction creating a market for the sale of their engines.

The nominal cruising altitude is 18,000 feet PA and the aircraft is capable of carrying three

passengers in addition to the pilot. Its state of the art avionics package will attract many

customers and make the pilot’s job much easier.

1.2. Summary of Key Parameters

Wing Geometry

Performance Parameters

Basic Performance

Dimensions (L) 34' 5"

Engine Type DGEN380

Max Airspeed 250 kcas

Wing Span 37.34 ft

Static Thrust HP 580

Cruise Speed 230 kcas

Wing Chord 7.66 - 1.91 ft

Thrust at 18,000 ft 340

Service Ceiling 25,000 ft PA

Aspect Ratio 7.8

SFC 0.26

Range 800 NM

Wing Surface 178.76 ft²

MGWTO 4897 lbf

Endurance 3.16 hrs

Wing Loading 25 lb/ft²

1.3. Configuration layout

2. REQUIREMENTS ANALYSIS

2.1. Requirements Summary

Based upon current socio-economic drivers, the following requirements have been determined:

- The design will be 14 CFR Part 23 compliant.

- The design team will utilize Part 21 Certification procedures.

- The aircraft will utilize a fly-by-wire system to reduce weight.

- The DGEN 380 engine incorporates a FADEC system for reduced maintenance

costs as well as an electric starter for weight reduction.

- Multi-functional displays will be used in the cockpit for exceptional pilot

situational awareness.

- The aircraft will be capable of carrying 3 passengers in addition to the single pilot.

- The overall design will incorporate techniques to enable stable handling.

- Aircraft skin made of composites will further reduce weight.

- The aircraft will have a range of 800 nautical miles.

- The aircraft will be capable of short take-offs and landings.

2.2. Mission Profile

Above is the mission profile expected of the Flash with the associated fuel burns expected

for each leg, or mission segment. Leg 1. will include engine start, possible mission equipment

checks and take-off. Leg 2. includes the aircraft climbing to a cruising altitude of 18,000 feet PA,

however, it is capable of reaching 25,000 feet PA. Leg 3. is the cruise portion where with the

climb and descent and loiter portions will allow the aircraft to cover up to 800 nautical miles.

Leg 4. is the descent and loiter portion where the expected loiter time is 20 minutes. Finally, leg

5. is the landing, taxi and shutdown portion.


Eclipse 400 Dimensions _ Performance _ Powerplant PW610

length 29ft cruise speed 380mph max thrust 900lbs

wingspan 36ft range 1445mi bypass ratio 1.83

height 8ft 10in service ceiling 41000ft

empty weight 2480lbs

gross weight 4480lbs

Eclipse 500 Dimensions _ Performance _ Powerplant PW610 x2

length 33ft 1in cruise speed 380mph max thrust 1800lbs

wingspan 37ft 3in range 1295mi bypass ratio 1.83

height 11ft service ceiling 41000ft



Phenom 100 Dimensions _ Performance _ Powerplant PW617E-F x2


wingspan 40ft 4in range 1356mi bypass ratio 2.7




Cirrus Vision SF50 Dimensions _ Performance _ Powerplant FJ33-5A


wingspan 38ft 4in range 1266mi TSFC 0.486


empty weight 3700lbs gross weight 6000lbs

Diamond D-Jet Dimensions _ Performance _ Powerplant FJ33-4A


wingspan 37ft 9in range 1553mi TSFC 0.486

height 11ft 10in

service ceiling 25000ft

empty weight 3120lbs gross weight 5115lbs

3. TECHNICAL DESIGN


3.2. Sizing Methodology

We came upon the aircraft sizing for the wingspan, length, and height just by looking at

other aircraft of a similar category that have successfully flown and looking at what their

respective dimensions are. For the size of aircraft we are promoting in thi s project, a wingspan

from 37-40 feet seemed to be what all the successfully flown very-light personal jets have as

their wingspan. The length we came to was due to the inspirations mentioned eariler with an

average length of 35-40 ft being the most prevalent. Also the length was influenced by the

placement of the engines as we decided early on for the twin DGEN engines to be mounted to

the side of the rearward fuselage. The height was influenced by other aircraft of the same class

as before, with further influence by the seating arrangement. We needed to decide where the

passengers would sit and how tall an average person sitting in the type of seat we wanted would

equate to. The other sizing parameters such as weight and range were calculated by the class

individually and the chosen numbers taken from those that were deemed more accurate than

the rest.

3.2.1. Design Space

Since the aircraft was designed around the engines, we knew from the beginning what our

altitudes of operation would be. Price Induction had al ready determined the engines to be

operationally sound up to an altitude of 25,000 feet PA. Considering the power the DGEN 380

produces, a lighter jet was the only viable option.

3.3. Assumptions

Major assumptions affecting the design:

3.3.1. Assumptions Used for Lift-to-Drag Ratio (𝑳 𝑫⁄ )

𝐿

𝐷𝑚𝑎𝑥 estimation constant: 𝐾𝐿𝐷 = 15.5 for civil Jets

Wetted area ratio: 𝑆𝑤𝑒𝑡 𝑆𝑟𝑒𝑓⁄ = 4.1

Aspect Ratio: AR= 7.8 for General Aviation-twin engine

3.3.2. Assumptions Used for Initial Sizing

Range: R = 800 [𝑚𝑛𝑖]

Loiter Time-Endurance: E = 20 [𝑚𝑖𝑛]

Cruise Speed at FL180: 𝑀𝑐𝑟𝑢𝑖𝑠𝑒 = 𝑉𝑐𝑟𝑢𝑖𝑠𝑒 = 0.35 Mach

Constant in empty weight fraction equation: A= 1.51 for General aviation-twin engine

Constant in empty weight fraction equation: C= -0.10 for General aviation-twin engine

Variable swept constant: 𝐾𝑉𝑆 = 1.00 for fixed sweep

3.3.3. Assumptions Used for Thrust-to-Weight Ratio (𝑻 𝑾⁄ )

Maximum speed: 𝑀𝑚𝑎𝑥 = 1.2 𝑀𝑐𝑟𝑢𝑖𝑠𝑒

Constant in T/W statistical estimation equation: a= 0.267 for Jet Transport

Constant in T/W statistical estimation equation: C= 0.363 for Jet Transport

3.3.4. Assumptions Used for Wing Loading (𝑾 𝑺⁄ )

Take off distance: 𝑆𝑡 𝑜⁄ = 2500 [𝑓𝑡]

Take off Parameter: TOP = 120

Approach Speed: 𝑉𝐴𝑃𝐻 = 120 [𝑓𝑡]

Oswald Efficiency: e = 0.8

Zero-Left-Drag coefficient: 𝐶𝐷0 = 0.015 for Jets

3.3.5. Assumptions Used for Wing, Tail, and Fuselage Geometry

Taper Ratio of wing: 𝜆𝑤 = 0.25

Constant in Fuselage length equation: a = 0.67 for Jet transport

Constant in Fuselage length equation: c = 0.43 for Jet transport

Taper Ratio of tails: 𝜆ℎ= 𝜆𝑣= 𝜆𝑤 = 0.25

Aspect ratio of horizontal tail: 𝐴𝑅ℎ = 2 3⁄ 𝐴𝑅

Aspect ratio of vertical tail: 𝐴𝑅𝑣 = 1.5

Horizontal tail volume coefficient: 𝑐𝐻𝑇 = 0.90 for twin turboprop

Vertical tail volume coefficient: 𝑐𝑉𝑇 = 0.08 for twin turboprop

3.4. Wing and Tail Geometry

This section discusses the airfoil selection and parameters for geometry sizing of wings,

tails and fuselage.

3.4.1. Airfoil Selection

The selection of airfoil is one of the most critical phases in the conceptual design. The

characteristics of a specific airfoil will have a significant effect on the performance of wings. The

ideal selection is the airfoil which is capable of producing high lift and low drag. Airfoil selection

largely depends on the general considerations of the following factors:

- Airfoil geometry, such as camber and thickness;

- Aerodynamic characteristics, such as lift and drag characteristics;

- Stall characteristics;

- Other considerations, such as Reynolds number, structural layout, and different

components (Raymer, 2012).

A variety of airfoils have been developed by different institutions. In the selection of this

design, the consideration will only depend on the airfoils developed by NACA. Four ser ies of

airfoils developed by NACA are widely used in modern aircraft, the four-digit series, five-digit

series, the six-series airfoils, and seven-series airfoils. By comparing several airfoils from the

above factors, it is desirable to select the airfoil commensurate to the ideal one. However, there

are always some tradeoffs through the process of selecting.

3.4.2 Wing Geometry

Based on the TOGW determined at the initial sizing, the coefficient lift of the ideal airfoil

during cruise is determined with the ideal coefficient lift (𝐶𝑙𝑖𝑑𝑒𝑎𝑙) to be 0.18. The design lift of

coefficient is 1.11 which is the lift coefficient(𝐶𝑙𝑐𝑟𝑢𝑖𝑠𝑒) associated to the (𝐿 𝐷)𝑚𝑎𝑥⁄ . In addition,

other considerations should be included in the selection of tip airfoi l. The report Summary of

Airfoil Data published by the National Advisory Committee for Aeronautic (1945) states that it is

desirable for tip selection to have a high maximum lift coefficient ( 𝐶𝑙𝑚𝑎𝑥) and a large Critical

angle of attack (∝𝑠𝑡𝑎𝑙𝑙) in order to increase the stall performance (NACA, 1945). As for thickness,

the thicker the airfoil is, the more lift the airfoil will produce. Consequently, selecting the

thickest airfoil is advantageous.

Taking all above requirements into consideration, the criteria in response to the pivotal

factors for airfoil selections are listed below:

1. Maximum lift coefficient (𝐶𝑙𝑚𝑎𝑥) is the highest.

2. Critical angle of attack (∝𝑠𝑡𝑎𝑙𝑙) is the highest.

3. Coefficient of pitching moment (𝐶𝑚) is close to 0

4. Maximum lift-to-drag ratio (𝐶𝑙 𝐶𝑑⁄ 𝑚𝑎𝑥) at cruise is close to (𝐿 𝐷)𝑚𝑎𝑥⁄

5. Lift coefficient (𝐶𝑙) of maximum lift-to-drag ratio(𝐶𝑙 𝐶𝑑 𝑚𝑎𝑥⁄ ) at cruise is close to 𝐶𝑙𝑖𝑑𝑒𝑎𝑙

6. Minimum Drag coefficient (𝐶𝑑𝑚𝑖𝑛) is the lowest

7. Lift coefficient (𝐶𝑙) of minimum drag coefficient (𝐶𝑑𝑚𝑖𝑛) at cruise is close to 𝐶𝑙𝑐𝑟𝑢𝑖𝑠𝑒

8. Thickness ratio (𝑡 𝑐⁄ ) is highest

After comparing eleven airfoils listed in appendix 3-2, each airfoil is rated from the above

eight criteria. The airfoils with the highest rates are NACA 23012 and NACA 654-221. With

further considerations on the thickness for root and tip selections, the thickness of root section

is preferable to be thick to provide space for fuel and equipment (Abbott, Doenhoff & Stivers,

1945). According to Dr. Sadraey (2012) in his book Aircraft Design: A System Engineering

Approach, “As a guidance; the typical values for the airfoil maximum thickness -to-chord ratio

(𝑡 𝑐⁄ ) of majority of aircraft are about 6% to 18%.” (Sadraey, 2012). For different types of aircraft

in regard to speed, the maximum 𝑡 𝑐⁄ is between 9% to 12% for a high subsonic passenger

aircraft, and 15% to 18% for a low speed, high lift requiring aircraft (Sadraey, 2012). Therefore,

to optimize the airfoil to promote the performance of the designed aircraft, the airfoil NACA

23012 is selected for the tips of the wings with NACA 23015 for the roots. With the selection of

those two airfoil, the maximum coefficient of lift for wings ( 𝐶𝐿𝑚𝑎𝑥) is determined to be 1.55.

In addition to airfoil selection, there are other key factors regarding the aircraft

wings. Wing location, wing area, wingspan, and sweep angle have major effects on overall

aircraft performance.

For this aircraft, a low wing has been selected. While both high wing and low wing have

benefits, low wing is usually preferred for training purposes, and is also commonly found on

most jet aircraft. Low wing offers easier access to fueling. Low wing also allows easier access to

the engines for maintenance purposes, and allows the student to easier be able to monitor the

engine during flight. The easier access engines also help reduce maintenance costs in the long-

run, with shorter inspection times. Low wing also offers better visibility during turning and other

aerial maneuvers. Stowing landing gears is possible for both high wing and low wing aircraft, but

is much easier in low wing aircraft, as the structure is much more available to the gear.

To determine the total wing area required, it is necessary to use the following equation

(E.q.3.5.2-1). The calculated weight used in the equation is 4,897 pounds. The wing loading

calculation used is 27.3938. The resulting wing planform area comes out to be 178.76 square

feet.

𝑆 = 𝑊 / (𝑊 𝑆)⁄ ------------------------------E.q.3.5.2-1

A total wingspan of 37.34 feet has been calculated. In order to calculate wingspan, the

aspect ratio is assumed as7.8 for this calculation. The formula (E.q.3.5.2-2) explained is shown as

follows.

𝑏 = √𝐴 ∗ 𝑆 --------------------------------------3.5.2-1

Sweep angle is another important parameter regarding wing design. Changing the

sweep angle has many effects on performance, such as stability due to shifting the MAC of the

wing, or helping to avoid the onset of shock waves. From historical statistics (Raymer, 2012), a

sweep angle of approximately 2.0 degrees would be sufficient for the given aircraft.

3.4.3 Fuselage Geometry

The layout of a fuselage is generally dependent on the TOGW and the function of the

aircraft. The primary function of the designed aircraft is to carry passengers. Given the number

of passengers and crews, the length and diameter of the fuselage will eventually be determined.

However, since the proposed aircraft is also designed to undertake some other tasks more than

carrying passengers, other considerations should also be taken into account. From the historical

statistics, the following equation (Eq. 3.5.3-1) will be used to determine the length of the

fuselage:

𝐿𝑓𝑢𝑠𝑒𝑙𝑎𝑔𝑒 = 𝑎𝑊0𝐶---------------------------------------Eq. 3.5.3-1

The TOGW has been determined. Based on the major assumptions made in section 3.4.5,

the length of the fuselage is calculated to be 25.87 [𝑓𝑡]. The maximum fuselage diameter is

determined by the ratio between fuselage length and maximum fuselage diameter, which is

referred as fineness ratio. To minimize the drag produced by the fuselage, the fineness ratio is

around 3 (Raymer, 2012). As a result, the maximum diameter of the fuselage is set to be 8.62

[𝑓𝑡].

3.4.4 Tail Geometry

The major function of the horizontal tail is to create a nose up moment to counter

the nose-down moment created by the wings. When the elevator or rudder is not deployed, the

tail is expected to produce zero or little amount of lift or moment. To achieve these two

purposes, symmetric airfoils are suitable selections. To several general aviation aircraft, the

NACA 0012 and the NACA0009 are applied for tails. Additionally, out of the consideration for

compressibility effect, the tails’ thickness should be less than the thickness of the wings

(Sadraey, 2012). Given the reasons above, the tail airfoil for the new design is chosen to be

NACA 0009.

The configuration of a tail is influenced by trimming, stability, controllability,

operational requirements, airworthiness and some other limits. To properly apply the

configuration of a tail requires professional analysis on the above factors. Most GA aircraft and

airline aircraft use conventional tail because it provides some benefits such as light weight,

efficient, and performs at regular flight conditions (Raymer, 2012). With limited budgets and

manufacturing level, the conventional tail will be employed in the designed aircraft.

The geometry of a tail is determined by its primary function. The tail geometry is directly

related to the wing geometry. Besides, the tail size is also related to the length of the fuselage

and the position of the engines. The tail arm is about 50% to 55% of the fuselage length for an

aircraft with the engines on the wings, about 45% to50% for aft-mounted engines (Raymer,

2012). With respect to the drawing of the new design, the engines of proposed aircraft are

mounted on the side of aft-fuselage. Therefore, the arm lengths of horizontal tail (𝐿𝐻𝑇) and

vertical tail (𝐿𝑉𝑇) are decided to be 50% of the fuselage length (𝐿𝑓𝑢𝑠𝑒𝑙𝑎𝑔𝑒).

The method of calculating the parameters of tails is pertaining to the definition of tail

volume coefficient. The following two equations, Eq.3.5.4-1 and Eq. 3.5.4-2 define the horizontal

tail volume coefficient and the vertical tail volume coefficient respectively:

𝑐𝐻𝑇 =𝐿𝐻𝑇𝑆𝐻𝑇

𝐶𝑊𝑆𝑊----------------------------------Eq. 3.5.4-1

𝑐𝑉𝑇 =𝐿𝑉𝑇𝑆𝑉𝑇

𝑏𝑊𝑆𝑊-----------------------------------Eq.3.5.4-2

With the results of wing geometry calculations and assumptions made in section

3.4.5, the area of the horizontal tail is 59.55 [𝑓𝑡2] and the area of the vertical tail is 41.30 [𝑓𝑡2].

The method to calculate the other tail parameters, such as root chord, tip chord, span, length of

the MAC, and location of the AC is the same as the method used for wing geometry calculation.

Those parameters will be listed under section 3.11.3.

3.5. Thrust-to-Weight Ratio

The wings were primarily designed to support stabile handling and long endurance applications.

The thrust to weight ratio is calculated to be 25 lb/ft².

3.6. Introduction to Powerplant Data

Performance is one of the most sought after factors when developing a new aircraft. It does

not matter what kind of aircraft: helicopter, airplane, military, transport, or cargo. You will

always rely on the performance of the aircraft to complete the task at hand. The

mission/objective could be taking passengers from Chicago to New York, or a Military joint strike

fighter needing to take off from a carrier to drop a payload over a conflict zone in another

country. Each mission has its own set of established performance parameters that the aircraft

needs to meet in order to successfully complete the objective. When in the design phase, it is

necessary to list each mission the aircraft being designed needs to complete so you can start to

analyze what kind of performance will have to be met.

3.6.1. Introduction to The Flash

Our team of engineers and designers at Kent State had to immediately address the

performance factors for our aircraft. This is because we had to design the entire plane around a

DGEN 380 turbine engine. This turbofan engine has already been designed, developed, and has

begun testing to confirm its airworthiness. After it has been certified, it is then ready to move

onto the production phase. We are working with Price Induction to help design and develop a

light personal jet that will revolutionize the light jet industry. Price Induction has also developed

the Solutions Westt CS/BV DGEN 380 engine simulator. This piece of technology is a test engine

bench where the user can record and analyze different parameters occurring inside the engine

to gain a better understanding of its propulsion properties. This also gives the users the

possibility to design an entire airplane around this test engine bench. This gave our team at Kent

State an advantage because we were able to simulate what kind of performance parameters the

engines will be exposed to while the aircraft is completing its intended mission.

3.6.2. Flash Performance We are working together with Price Induction on this project of designing a new personal

light jet, so we already knew what kind of engines we would be using. Their engineers have

created a highly efficient engine that has a bypass ratio of 7.6, and is very lightweight coming in

at only 175 pounds. This engine utilizes a Full Authority Digital Engine Control or FADEC for its

power management. According to Price Induction, an all-electric concept has been validated,

such as an electric starter and ignition system. This is very critical because the onboard

generator is capable of producing 6 kw of power where 1.5 is needed for engine components

and 4.5 can be used for various airframe systems such as avionics, hydraulics etc. They have

created this engine to revolutionize the personal light jet market.

The turbofan engine was our biggest single limiting factor when designing the flash, as we

had to come up with an aircraft design that would perfectly fit these engine’s performance and

characteristics. When creating the charts and graphs of the performance we split it up into two

categories each with their own distinct parameters we set to cover a broad range of scenarios

that the Flash would be exposed to in a normal mission profile. For Static performance, we

simulated the engines to experience different altitudes with the corresponding standard

temperatures, however we did not measure the performances with the velocity of the airplane.

We calculated the static performance at both 100% throttle for a take-off condition, and also at

43% throttle for cruise conditions. Non-Static performances, again we simulated the engines

performance at the same altitudes, but included the velocity of the aircraft in the set of

parameters we were able to change on the test engine bench. For non-static we performed the

take-off, cruise and also max speed conditions.

There were also some discrepancies in our data research that we found. One of the

challenges we were faced with was dealing with a simulator that only recorded the data and

parameters using the metric system. Before we could start analyzing the data we collected, we

had to convert thrust, fuel consumption, specific fuel consumption and other parameters that

we collected to the English system. The biggest hurdle that came about was when we were

looking at the specific fuel consumption. After converting from kgFuel/kgThrust/hr to

lbFuel/lbThrust/hr. We then began to look at a calculated version of specific fuel consumption

using the equation Fuel consumption/Total thrust to see how this data compared. I found these

numbers to be completely different. We are still unsure of whether this is an issue with the

simulator or with the data we collected to input into that equation.

Within the past week, our team was able to complete a finished 3D model of the Flash and

was able to put it in Kent States wind tunnel. From the data we collected for drag forces, w e are

able to come up with an estimated thrust required curve that will be required for our aircraft at

different velocities and altitudes. Again, I would like to stress that this is just an estimate

because our model did not have the smoothest surface, which will add to the parasitic drag of

the 3D printed aircraft. Also because this is a scale model that has a scale of 1:58 inches it is very

hard to precisely calculate how the actual airplane will perform. There are many different

factors that go into each test for scale models and may not be the same factors or conditions

testing actual light jet aircraft. Another example of this could be that our 3D printed model has

fully covered engines that do not allow air to flow through them. This will greatly increase the

drag of the Aircraft.


Condition Thrust

Specific Fuel Consumption

Thrust At Take Off power (SLS, Mach: 0) 570 lbf 0.44

Thrust at Max Continuous (FL100, Mach: 0.338) 240 lbf 0.78

Thrust at Max Continuous (FL180, Mach: 0.4) 185 lbf 0.80

-Table 3.1

*These are performances for only one DGEN 380 Turbofan Engine.

Price Induction has come up with 2 standard applications for this engine listed below.

Standard Applications: 2 Seats (Single Engine) 4+1 Seats (Multi Engine)

Max Take off Weight: 1,980 lb 3,640 lb

Wing Loading: 25 lb/ft^2 25 lb/ft^2

Entire Surface area of A/c: 380 ft^2 700 ft^2

Max Cruise Airspeed: 247 mph 288 mph

Take Off Distance: 1,575 ft 1,900 ft

Fuel Onboard: 550 lb 1,050 lb

Range at Cruise (FL120) 615 Nm + 45 minutes 600 Nm + 45 min

Range at Cruise (FL220) 810 Nm + 45 minutes 800 Nm + 45 min

3.6.4. Static Takeoff Condition 0-15,000 Feet

3.6.5. Static Cruise Condition 10,000-23,000 Feet


3.6.7. Non-Static Cruise Condition

After analyzing the data for our cruise condition, we have come to a conclusion on why there is

a significant increase in both thrust and fuel consumption. We believe that this is because Price

Induction has designed this aircraft to be at optional performance at around 12,000-16,000 feet.

This characteristic is also prevalent in some of the other conditions the engine was exposed to.

3.6.8. Non-Static Max Speed Condition

9000

11000

13000

15000

17000

19000

21000

23000

25000

325 375 425 475

Alt

itu

de

(ft

)

Fuel Consumption (lbf/hr)

Fuel Consumption At Max Speed 100%

Fuel Consumption

(lbf/hr)

3.6.9. Wind Tunnel Data and L/D Curve

Creating a 3D printed model of the aircraft we designed gave us a much better understanding

of how our aircraft will actually perform in real life conditions. Various data was collected in

preparation to create a Lift/Drag curve more commonly known as the thrust required curve.

Further analysis was performed to calculate the coefficient of drag for the 3D model. This is just

an estimate, and may not be quite as high of a number on the real Flash after it is certified and

produced. These calculations were also performed at SLS conditions with the air density being

0.00237 slugs/ft3 . The higher Velocities created more accurate coefficients of drag, so the main

focus will be on those numbers.

This is our 3D printed model before it was sanded made smooth. Adam Zuckerman and

some members of our aircraft design team spent countless hours to perfect the surface of our

model in order to get it ready for the wind tunnel. This was done to lessen the parasitic drag

that will be produced from rough surfaces. As you will see below in table 3.4, our parasitic drag

was incredibly high. This led to a very high thrust-required needed to overcome this drag.

Wind Tunnel: Collected Drag Force Data

Velocity (fpm) Velocity (fps) Drag Force (lbs) Drag Force (grams)

600 10.0 0.0022 1

1150 19.2 0.00441 2

1350 22.5 0.00882 4

1500 25.0 0.01102 5

1600 26.7 0.01102 5

2090 34.8 0.01543 7

2400 40.0 0.01764 8

2600 43.3 0.01984 9

2800 46.6 0.02425 11

3000 50.0 0.02866 13

FD DragForce

AirDensity 0.00237(slugs/ ft3)

V Velocity V (Fps)

A PlanformArea 0.0523 ft2

CD 2 0.01102

0.00237 (26.72) 0.0523

CD 0.249

CD 2 0.01543

0.00237 (34.82) 0.0523

CD 0.205

CD 2 0.01764

0.00237 (402) 0.0523

CD 0.1779

CD 2 0.01984

0.00237 (43.32) 0.0523

CD 0.171

CD 2 0.02425

0.00237 (46.62) 0.0523

CD 0.1797

CD 2 0.02866

0.00237 (502) 0.0523

CD 0.185

The averages of these drag coefficients are what will be used when creating the thrust-required

curve for the 3D printed model. Again it is important to note that these characteristics will vary

for the actual aircraft since some estimation was involved in the process.

CD 2 FD

V 2 A

CDA 0.249 0.205 0.1779 0.171 0.1797 0.185

6

CDA 0.1946

From this average drag coefficient, we are now able to calculate the parasitic and

induced drag produced by our aircraft. This will then be used to calculate the thrust that is

required to overcome this drag in steady level flight.

Altitude

Density

(rho) S Weight

Oswald's

e

Aspect

Ratio K pi CD

MSL 0.00237 178.76

4897

lbf 0.8 7.8 0.05101108 3.1416 0.1946

From this calculated data, we can now create a thrust-required curve that our aircraft will need

to meet for steady level flight.

3.7. Wing Loading Data The wing loading, 𝑊 𝑆⁄ is the ratio of weight to the wing reference area. Certain

performances of an aircraft, as stall speed, rate of climb, takeoff and landing distance, lift

produced by wings, etc. are affected by wing loading. To determine the wing loading for

designed aircraft, the wing loading must be compared at some common conditions. The

following sections will present the discussion on the calculations of wing loading at three

different conditions, stall, takeoff, and cruise.

3.7.1. Stall

The stall speed of an aircraft is directly determined by the wing loading and maximum

lift coefficient. Stall speed is one of the major safety factors that need to be paid special

attention to in aviation. Several fatal accidents occur annually due to fail ure to maintain flying

speed. To determine the wing loading required to meet a certain stall speed, lift must equal

weight. Derived from the lift equation at stall condition ( E.q. 3.8.1-1), the wing loading

requirement can be determined.

𝑊 = 𝐿 = 𝑞𝑠𝑡𝑎𝑙𝑙𝑆𝐶𝐿𝑚𝑎𝑥=

1

2𝜌0𝑉𝑠𝑡𝑎𝑙𝑙

2 𝐶𝐿𝑚𝑎𝑥----------------E.q. 3.8.1-1

The formula for wing loading requirement for stall gives a result of 44.79 [𝑙𝑏𝑓 𝑓𝑡2]⁄ . This

calculation is also done with 𝐶𝐿𝑚𝑎𝑥 of 1.55, a stall velocity of 155.83 fps, and air density of

0.0024[𝑠𝑙𝑢𝑔 𝑓𝑡3]⁄ at sea level standard (SLS).

3.7.2. Takeoff

To determine the required wing loading to meet a given takeoff distance requirement,

the following expression (E.q.3.8.2-1) is used. In this calculation, the assumed takeoff distance is

2,500 feet. The takeoff parameter (TOP) can be found from fig 5.4 in the Raymer text, Aircraft

Design: A Conceptual Approach (Raymer, 2012).

𝑊 𝑆⁄ = (𝑇𝑂𝑃)𝜎𝐶𝐿𝑇/𝑂(𝑇 𝑊⁄ )𝑇/𝑂 --------------------E.q.3.8.2-1

The wing loading requirement for takeoff comes out to be 29.96[𝑙𝑏𝑓 𝑓𝑡2]⁄ . The calculated

𝐶𝐿𝑇/𝑂 is 1.281. Other variables used in the equation are the TOP which is assumed to be 120,

density ratio of 1, and (𝑇 𝑊⁄ )𝑇/𝑂 of 0.1949.

3.7.3. Cruise

Determining a wing loading for cruise is utmost important. The cruise condition is

typically the most designed around factor on an aircraft. Choosing a wing loading factor that

directly suits the cruise condition for a maximum range is problematic. The wing loading factor

for a maximum range is much higher than the wing loading factor required for stall and other

characteristics. It would be unsafe to fly with such a small wing, hence where understanding the

importance of trade-offs comes into play. To calculate the wing loading for maximum range, the

following equation (E.q.3.8.3-1) is to be used.

𝑊 𝑆⁄ = 𝑞 √𝜋𝐴𝑒𝐶𝐷0/3 ---------------------------E.q. 3.8.3-1

The dynamic press at the cruise condition is determine by the air density at cruise

altitude (FLl80) and the cruise speed. For jet aircraft, the Oswald efficiency (e) and the zero-lift

drag coefficient (𝐶𝐷0) are statistically assumed to be 0.8 and 0.015 respectively. After taking all

the variants into the above formula, the wing loading at the cruise condition is calculated to be

27.39[𝑙𝑏𝑓 𝑓𝑡2]⁄ .

3.7.4. Discussion of the Wing Loading

To determine the end wing loading requirement, all different flight operations must be

considered, such as stall, landing, takeoff, and cruise. To pick the exact wing loading that will be

used for the design process, the lowest calculated from all of the flight conditions is to be used.

After the comparing the results of the above calculation, the required wing loading is

27.39[𝑙𝑏𝑓 𝑓𝑡2]⁄ . Selecting the lowest wing loading implies that the aircraft has enough lift being

produced by the wing, for the given weight.

3.8. Sizing Results and Design Selection

3.8.1. Sizing Variability and Optimization Vary the wing loading by plus/minus 20% and the aspect ratio by plus/minus 20% to

determine the optimum combination using the carpet plot method of Chap.19.

3.9. Sizes and Capacities

3.9.1. Fuselage

Fuselage Length: 25.86 [𝑓𝑡]

Fuselage maximum diameter: 8.62 [𝑓𝑡]

3.9.2. Wing

Wingspan: 37.34 [𝑓𝑡] Root chord: 7.66 [𝑓𝑡]

Surface area: 178.76 [𝑓𝑡2] Root chord thickness ratio: 15%

Wetted area: 732.92 [𝑓𝑡2] Tip chord: 1.91 [𝑓𝑡]

Taper ratio: 0.25 Tip chord thickness ratio: 12%

LE Sweep angle: 2 [degree] MAC length: 5.36 [𝑓𝑡]

Aspect ratio: 7.8 MAC location: 7.47 [𝑓𝑡]

3.9.3. Tail

- Horizontal Tail

Root chord: 5.41[𝑓𝑡] Aspect ratio: 5.2

Tip chord: 1.35 [𝑓𝑡] Arm length: 12.93 [𝑓𝑡]

Span: 17.60 [𝑓𝑡] Taper Ratio: 2.5

Area: 59.55 [𝑓𝑡2]

- Vertical Tail

Root chord: 8.39 [𝑓𝑡] Area: 41.29 [𝑓𝑡2]

Tip chord: 2.10 [𝑓𝑡] Aspect ratio: 1.5

Span: 7.87 [𝑓𝑡] Arm length: 12.93 [𝑓𝑡]

Taper ratio 0.25

3.9.4. Landing Gear

The landing gear are designed to have a total added height of 16 inches to the aircraft.

With a tricycle type gear configuration, each strut will have a single Type III (low pressure)

wheel. More detail will be given in a later discussion.

3.9.5. Fuel

The fuel system is capable of holding 986 lbf of Jet-A fuel or 147 gallons. More detail will

be given in a later discussion.

3.9.6. Power Plant

The Flash features two DGEN 380 engines mounted aft of the wings. Each engine weighs

175 lbf and is 4 feet, 5 inches in length. More detail will be given in a later discussion.

3.10. Weight and Balance

The weight and balance of an aircraft is of upmost importance. It is important from the

very beginning of the flight until the aircraft is back on the ground. Proper weight and balance

ensures the safety of the flight and allows ease of maneuverability. The operator of a light

aircraft such as the Flash will need to closely monitor the weight and balance throughout the

flight’s entirety as the limits can be easily exceeded and thus have detrimental effects. The

following derivations are based upon statistics and chapter 15 of the Raymer text. Note: For the

most accurate information, the aircraft must be built and weighed for a proper weight and

balance to be derived.

With the diagram above, the following table was formulated as a statistical model of the

expected weight and balance of the Flash.

Weight lbs

Loc ft

Moment ft-lbs

Weight

lbs Loc ft

Moment ft-lbs

Structures 2296.9 35037.5 Equipment 466.84 7460.72

Wing 1109 14.5 16080.5 Flight controls 105 15 1575

Horizontal tail 130.5 30 3915 Hydraulics 15 0

Vertical tail 78 30.5 2379 Pneumatics 7 11 77

Fuselage 787 13 10231 Electrical 180 23 4140 Main landing gear 130 16 2080 Avionics 45 4 180 Nose landing gear 40 6 240 Furnishings 80 12 960

Firewall 22.4 5 112 Air conditioning 39.84 8 318.72

Empty weight allowance 10 21 210

Propulsion 566 13135 Total weight empty 3329.74 16.69 55633.22

Engines - installed 448 25.5 11424 Fuel system/tanks 118 14.5 1711 Useful load 1568 20918

Crew 150 9 1350

Fuel - usable 946 14.5 13717

Fuel - trapped 10 14.5 145

Oil 12 25.5 306

Passengers 450 12 5400

Takeoff gross weight 4897.74 15.63 76551.22

3.11. Performance and Sub-System Designs The design of each of the subsystems are in accordance with §23 of Federal Aviation

Regulations for Aviation Maintenance Technicians (FAR AMT). This is only a general overview of

the equipment and system operation of the major subsystems and is not all inclusive. That is to

say this section does not outline all of the requirements laid forth in the FAR AMT.

3.11.1. Flight Controls

Flight controls are essential to control the aircraft in all aspects of flight. The flight

controls modify the aerodynamic surface of the wing and in turn change the lift and drag

produced by the surface it affects. The result rotates the aircraft around one of three, or a

combination of the three, axes to change the flight path of the aircraft. The three axes and the

corresponding flight controls are the lateral axis, longitudinal axis and vertical axis

corresponding to the pitch, roll and yaw controls respectively. Pitch control utilizes the

horizontal stabilizer (horizontal tail surface), roll control utilizes the ailerons (control surface

hinged on the trailing edge of the wings), and yaw control utilizes the vertical stabilizer (vertical

control surface attached to the trailing edge of the vertical tail).

The Flash will feature the most current and pilot friendly control surfaces that will create

the ease and comfort of flight. The Flash will be using differential pressure ailerons, where one

aileron goes up than the other aileron will deflect down. This will create a more significant

change in lift and drag and a stronger roll over the longitudinal axis. The ailerons will also be

slotted, in order to add additional energy to the boundary layer. At the trailing edge of the

ailerons will be trim tabs, also controlled by the command of the pilot in the cockpit. These are

small movable portions of the control surface that alter the camber of the wing so that the

change in the deflection will hold the aircraft in an aerodynamic force. There will be balance

tabs located on the same control surface as the trim tabs; the ailerons. This tab aids in the

movement of this surface. The flaps wil l be a fowler flap. The fowler flap is a type of slotted

flap. This flap will change the camber of the wing and also increases the wing area by sliding the

flap backwards on tracks. The Flash will use a fully movable horizontal stabilizer with anti -servo

tabs. The anti-servo tab is installed on the trailing edge of the control surface and assists in

holding the control surface in its new position rather than helping it move. This will decrease

the need for additional actuators. There will be a conventional hinged rudder located on the

trailing edge of the vertical stabilizer. These control surfaces are operated through physical

commands from the cockpit controls made by the pilot. These commands are relayed to the

flight control surface through several different possible means including mechanical, hydraulic

and fly-by-wire.

The Flash will be using a fly-by-wire system. Fly-by-wire, in terms of our application is

an electrical primary flight control system (EPFCS) which is defined by the United State s Air

Force as, “a flight control system mechanization wherein the pilot’s control commands are

transmitted to the moment or force producer only via electrical

wires.” The key features that are associated with fly-by-wire systems are the replacement of

heavy hydraulic systems with electrical wires and computer assisted auto stabilizers. The fly -by-

wire system reduces the fuel costs, increase passenger capacity, has lower maintenance costs,

improves flight efficiency and reduces the fatigue of the pilot. All flight and trim controls go

through a transducer, where it will roll or pitch, and physical commands become encoded. The

encoded information is sent to the control computer which deciphers the information and sends

out commands to the surface actuators. The control computer also contains aircraft motion

sensors, which is also taken into account and makes adjustments so the pilot does not have to

conduct extra work to fulfill the flight path he wants. The command output from the control

computer also goes through servo valves attached to the actuator. The EPFCS fly-by-wire

system can contain multiple layers of redundancy to increase its reliability, without the tradeoff

weight, cost and maintenance.

The fly-by-wire system will contain built in test equipment, which will quickly detect and

isolate failures in the system. This places an added layer of safety and also decreases the

amount of maintenance man hours by directing the mechanic to the source of the failure. North

American Rockwell Corporation estimates that a fly-by-wire system will decrease the downtime

of an aircraft by at least 3% and a reduction in control system and maintenance man hours can

be reduced by as much as 80% or more. With a fly-by-wire system, the control computer can

improve aircraft handling qualities by adjusting the stick feel to the pilots preference for all flight

conditions. This is due to the control and stability augmentation. Control augmentation is

referenced to the removal of the mechanical link from the pilot to the series of servos for the

fly-by-wire operations. Pilot input is sent to the command model and data from the aircraft

motion sensors are then compiled and sent to the servo amplifier. The series servo receives

information from both the servo amplifier and the friction hysteresis before sending the

compiled instructions to the surface actuator. The stability augmentation is often referred to

the damper. Aircraft motion sensors send data to a servo amplifier which is then sent to a series

servo. The pilot input is sent to the friction hysteresis and is also sent to the series servo before

all the information is sent to the surface actuator. Both forms of augmentation are through the

same fly-by-wire system. In the fly-by-wire system, the series servo is protected by a valve from

the aircraft motion sensors and the surface actuator is also protected by a valve so as to not

cause structural damage to the mechanism.

The primary flight control computer is the PFCC-4100 from RockWell Collins, Inc. It will

be located in the nose of the aircraft. It offers very high integrity command outputs to the

actuation system. It will have stable augmentation and envelope protection. It coordinates

flight control system maintenance to ensure the quality of the flight control system. This flight

control computer is multi-channeled to evaluate many inputs, which allows one computer to

operate many redundant systems. This will ensure the safety of the flight control system. The

actuators will be from Moog. The primary flight controls will be customized fly-by-wire that will

come in dual redundant designs. All redundant systems will be ran through the primary flight

control computer. All information that goes through the flight control computer originates from

the commands generated in the cockpit and from the cockpit control. These controls include

the control column, side stick and pedals.

The design of a fly-by-wire cockpit layout is determined on the intended use of the

aircraft. Depending on purpose the customer may choose the control column or side stick as

part of their options and the panel design depends on their needs. The control column is

suggested for training purposes while the side stick is recommended for experienced pilots. The

control column style is recommended for the trainer design. There are control actuators that

provide realistic feedback to the pilot so they may experience maneuvers. This configuration

does increase weight and require more room than the side stick configuration. However, for

trainer purposes it is recommended to teach new pilots feedback from traditional control

columns. The side stick style is recommended for experienced pilots for its ease of use and

reduced weight. The side stick is adapted for emergency situations and prevents the pilot from

performing maneuvers outside of the aircraft’s capabilities. Due to its position and small size,

the side stick is more comfortable and provides an unobstructed view of the control panel.

Cockpit panels are arranged depending on use and need of the pilot. The location of the

controls takes into account each systems’ importance, the frequency of a system’s operation,

the ease that the controls can be reached and the shape of the control.

3.11.2. Avionics

The Avionics package in The Flash is primarily supplied by the Garmin G1000. The G1000 is

the premiere glass cockpit and the industry leader in crew resource management and reliable

operation. When selecting the avionics package, Garmin presents the most robust out of box

solution, which includes built in redundancies, an efficient user interface, and the modular

ability to include a wide variety of auxiliary units, called Line Replaceable Units (LRUs). In

addition to these built in redundancies, our avionics package will also include a third layer of

redundancy, in a small trio of traditional mechanical gauges operating on a completely separate

subsystem.

Image: GDU 1040

The G1000 displays all of its information through its two 10.4 inch displays, one of which

is a Primary Flight Display (PFD), and the other is designated the Multi-Function Display (MFD).

They are both the same unit, GDU 1040, and they are designated based upon their physical

location in the cockpit. The PFD is the unit directly in front of the pilot position, and the MFD is

in front of the copilot position. They are both fully customizable as to what can be displayed on

either screen, and are redundant to each other. In the event of failure all pertinent informat ion

be displayed on any single screen. These displays present information such as the artificial

horizon, heading, VOR heading, wind speed, and engine outputs, among other information.

Image: GRS 77 AHRS

The first level of information processing is the GRS 77 Atitude, Heading, and Reference

Unit (AHRS). It receives input from the GMU 44 Magnetometer, as well as it's built in tilt sensors,

accelerometers, and rate sensors. The AHRS is the primary source for aircraft attitude and flight

characteristics information.

Image: GDC 740 ADC

The primary computing center of the system is the GDC 740 Air Data

Computer(ADC). The ADC receives the input from the Pitot-Static probe, the GTP 59 OAT Probe,

as well as the AHRS and Integrated Avionics Units. The ADC determines seven primary

parameters: Total Air Temperature, Pressure Altitude, Indicated Airspeed, Calibrated Airspeed,

Vertical Speed(Rate of Climb), and Mach.

The GEA 71 Engine/Airframe Unit(EAU) provides the system with connection to the

engines FADEC and airframe sensors, such as fire sensors. It communicates with the system by

RS-485 digital communication lines.

Image: GIA 630 IAU

The heart of the system are the two GIA 630 Integrated Avionics Units(IAUs). The IAUs

provide the displays with their functionality, as well as contain the GPS receiver, NAV radio

receiver, and communications transceiver. The two units provide each other with redundancy. If

one unit fails, the other senses this failure, and all tasks are handled by the functioning unit until

the failed unit is replaced. This redundancy covers all functions with the exception of GPS, which

requires both units to achieve the required accuracy.

The IAUs communicate with the other components through a variety of

communication lines. The displays communicate to each other, as well as the IAUs through

standard Ethernet. The IAUs communicate to all of the other components through ARINC 429, as

well as RS-232. The use of two communication styles provides automatic error correction

through comparison.

The primary audio interface for the G1000 is the GMA 13470 Audio Panel. It controls

all audio controls, including intercom radios, NAV radio, communications radios, and optional

XM radio. It is mounted between the displays, and communicates only with the IAUs across RS-

232.

The GTX 330 Transponder is a Mode-S transponder which provides modes A, C, and S

ATC communication. It is controlled by the IAUs through the display.

There are many optional LRUs which can be incorporated into the G1000, which can add

a variety of features and provide more robust functionality based upon the customer's needs.

Additional features include XM Radio, Weather systems, and any number of different displays.

The basic configuration of the G1000 provides the necessary functionality to fully equip an

aircraft for flight, and represents the cutting edge of modern glass cockpit.

Images: Artificial Horizon, Indicated Air Speed, Pressure Altitude

In addition to the G1000, the aircraft will also be equipped with a completely separate set

of traditional units. These units include Artificial Horizon, Indicated Air Speed, and Altitude

displays. They are included in our avionics package to create a third layer of redundancy, which

will protect the aircraft in the event of a full G1000 system failure.

3.11.3. Electrical System

The electrical system on The Flash is a parallel-type bus system operating at 400 Hz 115

Volts Alternating Current, in one of three phases, and 28 Volts Direct Current. The parallel bus

arrangement allows for immediate failure detection and prevents the aircraft from losing full

power in the event of incidents such as single engine failure. It consists of two parallel

subsystems, named Left and Right, which is named based upon the engine powering the

subsystem, as viewed from the pilot's perspective. The Left and Right systems are connected at

two points, the first is the Main AC Bus, and the second is the Main DC Bus. The system also

allows for the input of a ground power cart or truck, which is a separate AC subsystem.

In the event of an engine or component failure in any one AC subsystem, the

functioning subsystem can automatically and quickly transfer its power into a secondary

subsystem. The secondary subsystems contain many of the same components as the main

subsystem, but feed completely separate buses. These buses, while separate, can power all of

the essential components to the aircraft.

The engine's primary electrical output control is it's incorporated Full Authority

Digital Engine Control (FADEC) software. The first component which physically begins generating

electricity is the Integrated Drive Generator (IDG), mounted onto the engine, and controlled by

the FADEC. The engine produces electricity based on its current operating conditions, and the

it's the responsibility of the FADEC to control the IDG in order to prevent potentially harmful

situations from concurring. The IDG utilizes the Generator Control Current Transformer (GCCT),

communicating through a load controller, to condition the AC power into the acceptable range.

The GCCT transforms the Alternating Current (AC) power directly from the generator

into 400 Hz 115 Volts AC (VAC), and into the appropriate phase with the rest of the system. The

initial phase is determined by the first power source operating during that run cycle, and all

other AC systems conform to it for the duration of the run cycle.

The Generator Breaker (GB) is the first breaker in line from the generator. Its primary

function is to prevent common failures from affecting any components which are still operating.

The GB also provides the connection between the Main AC Bus, the IDG, and the secondary AC

bus.

The Bus Tie Breaker (BTB) provides the cutoff point for the main AC sub system, and

closes the circuit in case of failure. The BTB, GB, and IDG all communicate with the GCU, which

monitors the current flow in the subsystem and can determine failure.

The Differential Protection Current Transformer (DPCT) is a comparative transformer

which uses the method of differential protection to monitor the current flowing through both

the primary and secondary subsystems, as well as the IDG output. While the GCCT monitors the

system as a whole, and communicates with the Load Controller and GCU, the DPCT monitors the

miscellaneous feeder wires for shorted and open conditions. The purpose of the DPCT is not

necessarily to transform the engine output, but it regulates the components drawing from the

system.

Completely separate from either of the IDG powered lines is the Ground Power

subsystem. This line allows for the use of a cart or truck to supply the aircraft with power, when

it is available. There are many advantages for utilizing the ground power availability, primarily

the ability to start the aircraft's engines without the need to draw energy from the battery. The

subsystem contains two DPCTs for line protection, and an Engine Pressure Ratio(EPR) sensor,

which is provided the current engine output. This EPR sensor closes the subsystem when the

engines have reached a self-sustaining operation, which protects the ground cart from damage

due to substantial back loads.

The Direct Current(DC) subsystem is again divided into three further subsystems,

based upon where their power is rectified from. The primary DC subsystem begins at the

Transformer/Rectifier Unit(T/R U) main, which draws directly from the Main AC Bus. Similarly,

the T/R U Left and Right draw their power from the corresponding AC Buses. Al l power

conditioning for the DC subsystems is handled by the T/R Us, which convert the AC power into

24 V DC power.

Surge protection in the DC subsystems is primarily provided by semiconductor

diodes. These diodes prevent DC power from traveling in a reverse path of the intended flow, as

well as protect the system from excessive voltages. Fuses

From the T/R U power is routed into the Essential DC Bus, which powers components

such as the Battery Bus, and the avionics. It's placement before the Main DC Bus creates a

possibility for protection from failure which may occur in the Main DC Bus. This arrangement is

an attempt to limit the effect of, say, light failure, from affecting flight essential components

such as the avionics.

The Battery Bus provides power from the battery into the Essential DC Bus when

there is need for it. The most common need for battery power is when there is no ground cart in

place for the system before and during engine start. Battery power is also a final backup for

flight in the event of dual engine failure, and according to FAA regulations the battery must be

able to provide power for the aircraft for 30 minutes. The aircraft will contain two 12 V Lithium-

Ion batteries connected in series to fulfill this requirement.

While Lithium-Ion (Li-Ion) batteries are still relatively new in aviation, their use has

become more accepted. Companies such as EaglePicher have fully developed FAA registered Li -

Ion batteries and chargers, which provide a substantial increase over traditional Lead-Acid

batteries in the areas of weight, cycle variability, and discharge duration.

The battery bus also houses the battery charger, which receives power from the AC

subsystems. While physically separate from the DC subsystem, the battery charger converts AC

power into DC power in order to charge the batteries, which then powers the DC system as

described in the conditions above. While the batteries store 24 V of power, the battery charger

provides 28 V of power to charge the batteries.

Image: Electrical System Diagram

3.11.4. Landing Gear

The Flash utilizes a tricycle type landing gear system with a single wheel per strut. This

type of gear will allow the cockpit to remain at a level attitude during taxi and takeoff as well as

allow the pilot good visibility and controllability. The landing gear is capable of withstanding up

to 90% of its max takeoff gross weight in the event of an emergency landing needing to be

performed shortly after takeoff. The landing gear will be retractable to reduce the effects of

drag and allow a smoother, faster flight. The landing gear utilizes a 12 VDC bi -directional

electro-hydraulic power pack and pump to place the gear into the desired position. The landing

gear will be produced and assembled by Heroux-Devtek Incorporation and shipped to us for

final installation onto the aircraft.

The wheel and tire selections are based upon tables, charts and equations listed in

chapter 11 of the Raymer text. The landing gear will weigh 130 lbf. The nose gear will have a 7 ̊

forward displacement to counter act any tendency for the gear to retract upon a hard landing.

Both the nose and main landing gear will utilize the same size tires and wheels. The tire will be

type III, low pressure, and can support a maximum speed if 120 mph, or 104 knots. The tires are

capable of supporting 4400 lbf, 90% of the takeoff weight. The area footprint of the tire is 90

in². The tires will have an overall diameter of 25.65 inches and a width of 8.7 inches. The tires

will be capable of holding a maximum of 55 psi. During landings, a centering cam will ensure the

nose gear is in the straight ahead position since it is the only gear capable of swiveling.

Additionally, a drag strut and side brace link will be utilized on the main gear for safety concerns

in the event of a high crab landing. Air-oleo type shock absorbers are utilized on each strut and

can be serviced via an air valve at the top of each strut. The use of an air-oleo versus a spring-

oleo allows for conservation of weight while still cushioning landings and taxiing over rough

surfaces.

When the pilot selects the landing gear to move into either the extended or position, an

electric motor is energized and rotates a cam plate that opens the landing gear stowage doors,

positions the gear, and closes the doors. Once the gear is in the selected position, a microswitch

breaks the circuit to the motor and causes the appropriate gear indication to be displayed on

the multi-functional displays. The gear will retract to stow in a fuselage-podded configuration.

For the purpose of enhanced safety, a landing-gear-position indicator system is utilized. Squat

switches allow the system to determine when the aircraft is on the ground, disallowing the gear

to be retracted accidently. A warning horn will sound when the throttle is reduced below 100

knots and the landing gear is not in the down position. In the event of a complete electrical

failure, a backup CO2 accumulator will use its charge to place the landing gear in the landing

configuration, referred to as an emergency gear up release valve blow down system.

The brakes are a single disk type and are operated via a brake-by-wire system. When

the pilot presses the brakes, an electrical signal is sent from the brake pedal transducers and the

Garmin 1000 system to actuate electrical brake actuators. This system utilizes no hydraulic

fluid, allowing for weight conservation. The brake actuators provide braking power to either

one or all wheels, at the pilot’s discretion, via pressure applied to the individual foot pedals.

Disks are rigidly bolted to the wheel and a brake housing is attached. The pistons in the brake

housing have linings on them which must be replaced when worn below tolerances, much like

the brakes of a car.

3.11.5. Pressurization System

Environmental system is typically including air conditioning system and pressurization

system. They are working together to create a comfortable atmosphere for passengers and

crews in the cabin.

For personal light jet and/or very light jet, cabin pressure differential is generally up to

6.7±0.1 psi. The preset pressure differential value is 6.8psi. This allows a sea level cabin

altitude up to 12,000 feet. And our maximum cruise altitude is 25,000 feet, so the cabin

altitude would be 5,000 feet.

The basic components include an avionics linked digital controller and two outflow

valves mounted in the aft pressure bulkhead. The MFD displays all pressurization

parameters and the PFDs provide pilot interface for entry of landing field elevation. In thi s

design, no bleeding air system is applied instead of conventional bleeding air system

coordinated with pneumatic system. Firstly, cabin air will be vented directly from the

outside through dedicated inlets on each side of the plane's belly and will not pass through

the engines. And then electrically driven compressor compresses the ram low-density air.

After that it is transported via ducts to the air conditioning packs. Within the A/C unit, the

desired temperature is achieved by regulating the adjustable speed motor compressors at

the required pressure without significant energy waste. And the regulated air distributes

through outlets in the cockpit and overhead vents in the cabin, respectively. The system

may be operated anytime in flight, or on the ground when ground power is connected or

either engine is running. A fresh air vent with a blower and a check valve is located beneath

the nose baggage compartment to provide outside air to the cockpit whenever the cabin is

not pressurized.

This approach is significantly more efficient than the traditional bleed system because it

avoids excessive energy extraction from engines with the associated energy waste by

precoolers and modulating valves. That results in significant improvements in engine fuel

consumption.

3.11.6. Fire Protection System

Fire is one of the most dangerous threats to an aircraft. Fire protection systems is very

important for every aircraft. It is installed in an aircraft to detect and protect against an

outbreak of fire. For the fire zones for our aircraft “The Flash” it will be divided into three

sections. This include the engine section, the nose compartment and the main cabin. For the

engine section, it will be divided into two zones namely zone A and zone B. Zone A is going to

cover the core section of the engine and it is also going to be provided with fire detection and

extinguishing. Zone B will cover the exhaust pipe and pylon section. One extinguisher is going to

be paced on each engine with Halon 3301 and one is going to be placed in the cockpit.

For the air cooled radial engines, the power section and all portions of the exhaust system must

be isolated from the engine accessory compartment by a diaphragm that meets the firewall

requirements of part 23.1191. The design of the fire protection for this aircraft will be in

compliance with the requirement which include:

(a) Each engine, power units and all other combustion equipment will be

isolated from the aircraft by firewalls.

(b) The firewall will be constructed so that no hazardous quantity of liquids,

gas, or flame can pass from the compartment created by the firewall.

(c) Each opening in the firewall will be sealed with close fitting, fireproof

grommets, bushing, or firewall fittings. Our firewall will be made up of composite

material. The firewall for this aircraft will be protected against corrosion and also will

be a fireproof and this is going to protect it from any danger of fire and as a result,

passengers and crew doesn’t get electrocuted when they inside of the cabin. For

example the material that will be used which requires firewall materials and fittings

must resist flame penetration for at least 15 minutes. For the design for this aircraft,

the following material will be used

1. Stainless steel sheet, 0.015 inch thick

2. Mild steel sheet (coated with aluminum or otherwise

protected against corrosion) 0.018 inch thick

3. Monel metal, 0.018 inch thick

4. Steel or cooper base alloy firewall fittings

5. Titanium sheet, 0.016 inch thick

All aircraft have an extinguishing system. The kind of extinguisher that is going to be used on this

aircraft will be the class B which is more effective with flammable liquids and with chemicals

that include monoammonium phosphate and sodium bicarbonate. The next type of extinguisher

that will be used is class C which is suitable for fire in electrical equipment with chemicals that

include monoammonium phosphate and sodium bicarbonate.

Image: Fire Suppression Bottles for Engines

3.11.7. Fuel System

All powered aircraft require fuel on board to operate the engines throughout the phases of

flight. A fuel system consists of storage tanks, pumps, valves, filters, fuel lines, monitoring

devices, and metering devices. Each system must provide an uninterrupted flow of contaminant

free fuel regardless of the aircraft’s attitude or flight condition. Varying fuel loads and shifts in

weight during maneuvers must not negatively affect control of the aircraft in flight. In general,

fuel systems must be constructed and arranged to ensure fuel flow at a rate and pressure

established for proper engine functioning under each likely operating condition. It also must be

designed and arranged to prevent the ignition of fuel vapor within the system by direct lightning

strikes.

For multiengine aircraft, each fuel system must be arranged so that, in at least one system

configuration, the failure of any one component does not result in the loss of power of more than

one engine. If two fuel tanks interconnected to function as a single fuel tank, there must be

independent tank outlets for each engine, and each incorporating a shut-off valve. The shutoff

valves may serve as firewall shutoff valves. Lines from each tank outlet to each engine must be

completely independent of each other. The fuel tank must have at least two vents arranged to

minimize the probability of both vents becoming obstructed simultaneously. In addition, aircraft

fuel tanks must be designed to retain fuel in the event of a gear-up landing. In case of sever

emergency situations, there must be a means to allow flight crew members to rapidly shut off the

fuel to each engine individually in flight.

The Flash has two fuel tanks that can carry a combined 147 U.S Gallons of Jet A fuel,

consisting of one tank per wing. Each wing has fuel receptacle that is located above the wing root

behind a spring loaded cover flap. Each receptacle then consists of a fueling nozzle adapter and

sealing cap. From the receptacle a fuel line runs downward into each respective fuel tank. There

are two primary fuel pumps in each tank located at opposite sides of the respective tank to allow

for continuous supply of fuel to the engine during maneuvers when the aircraft’s attitude is not

level. These two fuel pumps flow into one singular fuel line at a T-joint with one-way valves

preventing backflow returning to the fuel tank. Secondary or backup fuel pumps are located

adjacent to the primary fuel pumps; one secondary pump for each primary fuel pump. They use

most of the same fuel lines as their adjacent primary pump. The secondary pumps are on standby

until activated by the pilot, or if fuel pressure drops below a certain amount, they will be

automatically switched on. A collector box in the wing root keeps the electrical pumps inlets

submerged. To prevent pump cavitation, a pump and flaps valves ensure enough fuel in the

collector box at all times.

A single fuel line connects each tank with a crossfeed valve located along the centerline of

the fuselage. An air valve located above the fuel pump allows air to be vented outside for priming

the crossfeed line at engine startup, and allows for air to be pumped into the crossfeed line at

engine shutdown to prevent unwanted expansion of fuel during times of engine inactivity. There

is also a fuel vent system with vent tanks located at the wing tips which prevent damage to the

wings due to excessive buildup of positive or negative pressures inside the fuel tanks and to

provide ram air pressure within the tanks. For fuel indication within the cockpit, four fuel sensors

are installed inside each tank, and are equally spaced across the full length of the tank. measure

fuel levels at each sensor’s location and send the information to a computer that constantly

calculates the overall fuel level of the tank. For manual measurement, there are direct measuring

sticks located on the wings.

4. MANUFACTURING PLAN

4.1 Manufacturing Readiness Levels

Matters of manufacturing readiness and producibility are as important to the successful

development of a system as those of readiness and capabilities of the technologies intended for

the system. Their importance has long been recognized in the Department of Defense (DoD)

acquisition, and are reflected in current DoD acquisition policies. For an aerospace company, it is

very beneficial to follow the DoD standards and practices.

4.1.1 Defining Manufacturing Readiness

According to the DoD, Manufacturing Readiness is the ability to harness the

manufacturing, production, quality assurance, and industrial functions to achieve an operational

capability that satisfies mission needs in the quantity and quality needed by the aircraft to

perform as it is designed to at the "best value." Best value refers to increased performance as

well as reduced cost for developing, producing, acquiring, and ope rating systems throughout

their life cycle. Timeliness also is important. Our aircraft, "The Flash" must maintain a

technological advantage over our competitor's aircraft. This requires efficient development and

acquisition cycles for advancing technologies.

Manufacturing Readiness begins before, and continues during the development of an

aircraft's systems, and continues even after a system has been in the field for a number of years.

The ability to transition technology smoothly and efficiently from development, production, and

deployment into the field is a critical enabler for evolutionary acquisition.

Manufacturing Readiness Levels (MRLs) are designed to be measures used to assess the

maturity of a given technology from a manufacturing prospective. The purpose of MRLs are to

provide decision makers with a common understanding of the relative maturity, and attendant

risks associated with manufacturing technologies, products, and processes being considered to

meet DoD requirements.

4.1.2 Manufacturing Readiness Levels

There are ten MRLs that are correlated to nine Technology Readiness Levels (TRLs) in use.

The ten MRLs are described in detail below. In regards to production of the aircraft, at MRL 8,

low rate initial production can begin. At MRL 9, there is the capabili ty to go into full rate

production. By MRL 10, full rate production is demonstrated and lean practices for efficient

production are in place.

According to the National Aeronautics and Space Administration (NASA), TRLs are a type

of measurement system used to assess the maturity level of a particular technology. Each

technology project is evaluated against the parameters for each technology level and is then

assigned a TRL rating based on the projects progress. There are a total of nine technology

readiness levels. TRL 1 is the lowest and TRL 9 is the highest.

MRL 1: Basic Manufacturing Implications Identified

This is the lowest level of manufacturing readiness. The focus is to address

manufacturing shortfalls and opportunities needed to achieve program objectives. Basic

research begins in the form of studies.

MRL 2: Manufacturing Concepts Identified

This level is characterized by describing the application of new manufacturing concepts.

Applied research translates basic research into solutions for broadly defined needs. Typically this

level of readiness in the Science and Technology (S&T) environment includes identification,

paper studies and analysis of material and process approaches. An understanding of

manufacturing feasibility and risk is emerging.

MRL 3: Manufacturing Proof of Concept Developed

This level begins the validation of the manufacturing concepts through analytical or

laboratory experiments. This level of readiness is typical of technologies in categories of

research, development, and materials processes have been characterized for manufacturability

and availability, but further evaluation and demonstration is required. Experimental hardware

models have been developed in a laboratory environment that may possess limited

functionality.

MRL 4: Capability to produce the technology in a laboratory environment

In this level, technologies should have matured to at least TRL 4. This level indicates that

the technologies are ready for the development phase of acquisition. At this point, required

investments, such as manufacturing technology development, have been identified. Processes

to ensure manufacturability, producibility, and quality are in place and are sufficient to produce

technology demonstrators. Manufacturing risks have been identified for building prototypes and

mitigation plans are in place. Target cost objectives have been established and manufacturing

cost drivers have been identified. Producibility assessments of design concepts have been

completed. Key design performance parameters have been identified as well as any special

tooling, facilities, material handling and skills required.

MRL 5: Capability to produce prototype components in a production relevant environment

This level of maturity is typical of the mid-point in the development phase of acquisition.

Technologies should have matured to at least TRL 5. The industrial base has been assessed to

identify potential manufacturing sources. A manufacturing strategy has been refined and

integrated with the risk management plan. Identification of enabling critical technologies and

components is complete. Prototype materials, tooling and test equipment, as well as personnel

skills have been demonstrated on components in a production relevant environment, but many

manufacturing processes and procedures are still in development. Manufacturing technology

development efforts have been initiated or are ongoing. Producibility assessments of key

technologies and components are ongoing. A cost model has been constructed to assess

projected manufacturing cost.

MRL 6: Capability to produce a prototype system or subsystem in a production relevant

environment

For MRL 6, technologies should have matured to at least TRL 6. It is normally seen as the

level of manufacturing readiness that denotes completion of S&T development and acceptance

into a preliminary system design. An initial manufacturing approach has been developed. The

majority of manufacturing processes have been defined and characterized, but there are still

significant engineering and/or design changes in the system itself. However, preliminary design

of critical components has been completed and producibility assessments of key technologies

are complete. Prototype materials, tooling and test equipment, as well as personnel skills have

been demonstrated on systems and/or subsystems in a production relevant environment. A cost

analysis has been performed to assess projected manufacturing cost versus target cost

objectives and the program has in place appropriate risk reduction to achieve cost requirements

or establish a new baseline. This analysis should include design trades. Producibility

considerations have shaped system development plans. Long-lead and key supply chain

elements have been identified.

MRL 7: Capability to produce systems, subsystems, or components in a production

representative environment

At this level, technologies should be on a path to achieve TRL 7. System detailed design

activity is underway. Material specifications have been approved and materials are available to

meet the planned pilot line build schedule. Manufacturing processes and procedures have been

demonstrated in a production representative environment. Detailed producibility trade studies

and risk assessments are underway. The cost model has been updated with de tailed designs,

rolled up to system level, and tracked against allocated targets. Unit cost reduction efforts have

been prioritized and are underway. The supply chain and supplier quality assurance have been

assessed and long-lead procurement plans are in place. Production tooling and test equipment

design and development have been initiated.

MRL 8: Pilot line capability demonstrated; Ready to begin Low Rate Initial Production

This level is entering into Low Rate Initial Production (LRIP) of the aircraft. Technologies

should have matured to at least TRL 7. Detailed system design is essentially complete and

sufficiently stable to enter low rate production. All materials are available to meet the planned

low rate production schedule. Manufacturing and quality processes and procedures have been

proven in a pilot line environment and are under control and ready for low rate production.

Known producibility risks pose no significant challenges for low rate production. The engineering

cost model is driven by detailed design and has been validated with actual data.

MRL 9: Low rate production demonstrated; Capability in place to begin Full Rate Production

At this level, the system, component or item has been previously produced, is in

production, or has successfully achieved low rate initial production. Technologies should have

matured to TRL 9. This level of readiness is normally associated with readiness for entry into Full

Rate Production (FRP). All systems engineering design requirements should have been met such

that there are minimal system changes. Major system design features are stable and have been

proven in test and evaluation. Materials are available to meet planned rate production

schedules. Manufacturing process capability in a low rate production environment is at an

appropriate quality level to meet design key characteristic tolerances. Production risk

monitoring is ongoing. LRIP cost targets have been met, and learning curves have been analyzed

with actual data. The cost model has been developed for FRP environment and reflects the

impact of continuous improvement.

MRL 10: Full Rate Production demonstrated and lean production practices in place

This is the highest level of production readiness. Technologies should have matured to

TRL 9. Engineering design changes are minimal, and generally limited to quality and cost

improvements. Systems, components or items are in full rate production and meet all

engineering, performance, quality and reliability requirements. Manufacturing process

capability is at the appropriate quality level. All materials, tooling, inspection and test

equipment, facilities and manpower are in place and have met full rate production

requirements. Rate production unit costs meet goals, and funding is sufficient for production at

required rates. Lean practices are well established and continuous process improvements are

ongoing.

Although the MRLs are numbered, the numbers themselves are unimportant. The

numbers represent a non-linear ordinal scale that identifies what maturity should be as a

function of where a program is in the acquisition life cycle.

Level Definition DoD MRL Description

1 Basic Manufacturing Implications Identified

Basic research expands scientific principles that may have manufacturing implications. The focus is on a high level assessment of manufacturing opportunities. The research is unfettered.

2 Manufacturing Concepts Identified

This level is characterized by describing the application of new manufacturing concepts. Applied research translates basic research into solutions for broadly defined military needs.

3 Manufacturing Proof of Concept Developed

This level begins the validation of the manufacturing concepts through analytical or laboratory experiments. Experimental hardware models have been developed in a laboratory environment that may possess limited functionality.

4

Capability to produce the technology in a laboratory environment

This level of readiness acts as an exit criterion for the MSA Phase approaching a Milestone Decision. Technologies should have matured to at least TRL 4. This level indicates that the technologies are ready for the Technology Development Phase of acquisition. Producibility assessments of design concepts have been completed. Key design performance parameters have been identified as well as any special tooling, facilities, material handling and skills required.

5

Capability to produce prototype components in a production relevant environment

Mfg. strategy refined and integrated with Risk Management Plan. Identification of enabling/critical technologies and components is complete. Prototype materials, tooling and test equipment, as well as personnel skills have been demonstrated on components in a production relevant environment, but many manufacturing processes and procedures are still in development.

6

Capability to produce a prototype system or subsystem in a production relevant environment

This MRL is associated with readiness for a Milestone B decision to initiate an acquisition program by entering into the EMD Phase of acquisition. Technologies should have matured to at least TRL 6. The majority of manufacturing processes have been defined and characterized, but there are still significant engineering and/or design changes in the system itself.

8

Pilot line capability demonstrated; Ready to begin Low Rate Initial Production

The system, component or item has been previously produced, is in production, or has successfully achieved low rate initial production. Technologies should have matured to TRL 9. This level of readiness is normally associated with readiness for entry into Full Rate Production (FRP). All systems engineering/design requirements should have been met such that there are minimal system changes. Major system design features are stable and have been proven in test and evaluation.

9

Low rate production demonstrated; Capability in place to begin Full Rate Production

The system, component or item has been previously produced, is in production, or has successfully achieved low rate initial production. Technologies should have matured to TRL 9. This level of readiness is normally associated with readiness for entry into Full Rate Production (FRP). All systems engineering/design requirements should have been met such that there are minimal system changes.

10

Full Rate Production demonstrated and lean production practices in place

Technologies should have matured to TRL 9. This level of manufacturing is normally associated with the Production or Sustainment phases of the acquisition life cycle. Engineering/design changes are few and generally limited to quality and cost improvements. System, components or items are in full rate production and meet all engineering, performance, quality and reliability requirements. Manufacturing process capabil ity is at the appropriate quality level.

According to NASA, the following are the Technology Readiness Levels mentioned above are

displayed below.

4.2 Industrial Base

At this stage, our Manufacturing Readiness Level is currently at Level 2, and then will be

proceeding into Level 3.

2 Manufacturing

Concepts Identified

This level is characterized by describing the application of new

manufacturing concepts. Applied research translates basic

research into solutions for broadly defined military needs.

3 Manufacturing Proof of

Concept Developed

This level begins the validation of the manufacturing concepts

through analytical or laboratory experiments. Experimental

hardware models have been developed in a laboratory

environment that may possess limited functionality.

Setup will take approximately 12-24 months.

Suppliers:

5 Price Induction (2 DGEN 380 engines)

6 Garmin (Avionics)

7 Rockwell (Flight Controls)

8 Héroux-Devtek (Landing Gear)

4.2.1 Price Induction

Price induction is one of the few companies to have developed a modern aeronautical

gas turbine in the past decade. Its state-of-the-art product is the DGEN 380 engine, the world’s

smallest turbofan intended for 4-5 seat Personal Light Jets. This high bypass ratio geared

turbofan was designed from a blank sheet to allow for the advent of a new class of aircrafts on

the general aviation market. After fifteen years of development, the engine is recognized as a

technical success and has now to enter the certification and industrialization phase.

Price Induction’s adventure began in 1997, when Bernard Etcheparre, a French

entrepreneur, decided to launch the DGEN program to contribute to the innovation in the

general aviation market. Launched as a venture project, with a team of young engineers, the

program quickly gained the support of French aerospace laboratories, major French

aeronautical companies and institutional investment funds.

On October 31st 2006, the first DGEN 380 engine was successfully ignited with the test

benches. In 2011, the DGEN 380 completed its first 150-hour endurance block test. From 2010

onwards, in order to leverage its know-how, the company diversified its activities: the first

WESTT SOLUTIONS test bench was installed in 2011 and the first R&T project was signed in

2012. Since then, the DGEN program has undergone more than 2,000 cycles, 1,500 hours of

operations and two successful 150-hour endurance block tests. DGEN engines are regularly

produced for both the development of the program and the WESTT SOLUTIONS product family.

DGEN 380 Engine Cutaway 1

4.2.2. Garmin

Garmin's mission is to be an enduring company by creating superior products for

automotive, aviation, marine, outdoor, and sports that are an essential part of our customers’

lives. Garmin's vision is to be the global leader in every market, and the products will be sought

after for their compelling design, superior quality, and best value. The foundation of Garmin's

culture is honesty, integrity, and respect for associates, customers, and business partners. These

3 words "Build to Last" describe the products, company, culture and the future. As a leading

worldwide provider of navigation, Garmin is committed to making superior products for

automotive, aviation, marine, outdoor and fitness markets that are an essential part of our

customers’ lives.

Garmin's vertical integration business model keeps all design, manufacturing, marketing

and warehouse processes in-house, giving them more control over timelines, quality and

service. Their user-friendly products are not only sought after for their compelling design,

superior quality and best value, but they also have innovative features that enhance the lives of

the customers.

DGEN 380 Flow Visualization 1

Garmin G1000®

The Standard in Glass Flight Deck Capability

Certified on a broad range of aircraft models

Integrates virtually all avionics

See clearly even in IFR conditions with SVT™

GFC 700 digital autopilot integration

The G1000 is an all-glass avionics suite designed for OEM or custom retrofit installation on a

range of business aircraft. It is a seamlessly integrated package that makes flight information

easier to scan and process. Its revolutionary design brings new levels of situational awareness,

simplicity and safety to the cockpit.

The G1000 puts a wealth of flight-critical data at a pilot's fingertips. Its glass flight deck

presents flight instrumentation, navigation, weather, terrain, traffic and engine data on large-

format, high-resolution displays. It features a flexible design, G1000 adapts to a broad range of

aircraft models. It can be configured as a 2-display or 3-display system, with a choice of 10" or

12" flat-panel LCDs interchangeable for use as either a primary flight display (PFD) or multi-

function display (MFD). An optional 15" screen is also available for even larger format MFD

configurations.

The G1000 replaces traditional mechanical gyroscopic flight instruments with super-

reliable GRS77 Attitude and Heading Reference System (AHRS). AHRS provides accurate, digital

output and referencing of your aircraft position, rate, vector and acceleration data. It’s even

able to restart and properly reference itself while your aircraft is moving. The G1000 also

includes the GFC 700, the first entirely new autopilot designed and certified for the 21st century.

The GFC 700 is capable of using all data available to G1000 to navigate, including the ability to

maintain airspeed references and optimize performance over the entire airspeed envelope.

4.2.3. Rockwell Collins

Rockwell Collins is a pioneer in the design, production and support of innovative

solutions for their customers in aerospace and defense. Rockwell's expertise in flight-deck

avionics, cabin electronics, mission communications, information management and simulation

and training is strengthened by their global service and support network spanning 150

countries. Working together, their global team of nearly 20,000 employees shares a vision to

create the most trusted source of communication and aviation electronics solutions.

Rockwell's aviation electronics systems and products are installed in the flight decks of

nearly every air transport aircraft in the world. Their communication systems transmit nearly 70

percent of U.S. and allied military airborne communications. Whether developing new

technology to enable network-centric operations for the military, delivering integrated

electronic solutions for new commercial aircraft or providing a level of service and support that

increases reliability and lowers operational costs for our customers throughout the world,

deliver on their commitments.

Rockwell Collins is a leading provider of flight control and navigation solutions for

commercial, military and Unmanned Aircraft Systems (UAS). Their flight control systems

expertise includes autopilot, actuation, fly-by-wire, pilot controls, and engine controllers. The

flight control products exemplify our capabilities in systems engineering, precision machining,

fabrication, and assembly of close-tolerance flight critical parts to meet design and certification

requirements. Regardless of a system’s complexity, their flight controls ensure the stability and

safety of flight operation.

Fly-by-wire systems reduce weight, improve reliability, and increase aircraft fuel

efficiency. Rockwell's fly-by-wire systems help create a familiar environment for pilots by

combining computer software and hardware to emulate the look and feel of mechanical pilot

control systems. Movements of the column, wheel, and pedals are converted to electronic

signals and transmitted electronically by wires to the control surfaces.

4.2.4. Heroux-Devtek

Héroux-Devtek Inc. is a Canadian company specializing in the design, development,

manufacture, integration, testing and repair and overhaul of landing gear and actuation systems

and components for the Aerospace market. The Corporation is the third largest landing gear

company worldwide, supplying both the commercial and military sectors of the Aerospace

market. The Corporation also manufactures hydraulic systems, fluid filtration systems, electronic

enclosures, heat exchangers and cabinets for suppliers of airborne radar, electro-optic systems

and aircraft controls. The Corporation’s emphasis on Research & Development, its systems

integration accomplishments, and its engineering prowess are increasingly making Héroux-

Devtek a preferred partner for the design, qualification and manufacture of comple te landing

gear systems

5. LEGAL and REGULATORY / SAFETY

5.1. FAA Certification Strategy

This section will give a very brief overview of the aircraft and component certification

process. By no means is this to be utilized as the sole direction for the process, but a generality

for the purpose of understanding the process.

In general, there are several phases according to the FAA for the entire aircraft approval

process. The first phase is to develop the conceptual design. The conceptual design will consist

of the overall generalities of the aircraft; no specifics.

Next, the requirements need to be identified. The product definition, identification of

associated risks and a mutual commitment to move forward with those identified by both the

FAA and the applicant are completed in this phase. Many meetings take place during this phase

and a preliminary certification board meeting is held. This is where the proposed schedule for

the entire certification process is made.

Next, the aircraft will need to be designed in accordance with proper compliances.

Specific project planning is done and a Project Specific Certification Plan (PSCP) is made. This is

the FAA’s specific compliances for what type of aircraft it is. For our purposes, we designed in

accordance with CFR §23, Airworthiness Standards for Normal, Utility, Acrobatic and Commuter

Category Airplanes. This subchapter of the Federal Aviation Regulations for Aviation

Maintenance Technicians defines requirements of each subsystem and what kind of testing they

must undergo. Other parts may be specific to larger subcomponents, however. An example

would be §33 talks about the airworthiness standards of aircraft engines.

The implementation process is where you begin to see results. The applicant must

demonstrate their compliance with the FAR AMT subsections for the particular systems, show

compliance and comformance to the previously identified requirements, and have a final

certification board meeting. This is when the aircraft will be inspected and safety analysis will

be performed.

The final phase is post-certification. This phase primarily deals with processes to ensure

continued airworthiness standards are met. This includes certificate management for the

remainder of the product’s life cycle.

To begin the process, the applicant will turn in FAA Form 8110-12 to the nearest

Certification Office, which is located in Chicago, IL. Initially, this form will be filled out

requesting a type certification.

The following is a general outline of the entire process:

• Within 2 weeks after application:

• Acknowledgement of application issued

• FAA Certrification Project Notification (CPN) issued

• Within 1 month after application:

• Project team identified (FAA and Applicant)

• Preliminary Type Certification Board Meeting (PTCBM) scheduled

• Within 1-3 months after PTCBM:

• Proposed Certification Basis G-1 issue paper prepared and processing begins (stage

1)

• PSCP drafted


• Final Certification Basis G-1 issue paper closed

• PSCP agreed and signed, including the mutually agreed project schedule


• All issue papers closed

• One month prior to scheduled TC/STC/Production Approval issuance:

Compliance documentation submittals should be scheduled over the course of a

project to be completed by this point in time. More than on month may be needed

in some cases, especially when submittals are not FAA Designee approved or

recommended for approval

The following is identification of the key players throughout the process and their primary roles:

FAA and Applicant’s Management – Provides a commitment to the Partnership for a

Safety Plan as well as provides leadership and resources

FAA and Applicant’s Project Managers – Jointly orchestrates the project and applies the

Partnership for Safety Plan agreements

FAA Standards Staff Project Officers – Provides a timely, standardized policy and

guidance

FAA and Applicant’s Engineers and Designees – Apply regulations and policy to find

compliance including the determination of the adequacy of type design and

substantiation data

FAA and Applicant’s Inspectors and Designees – Determines conformity and

airworthiness

FAA and Applicant’s Flight Test Pilots and Designees – Conducts FAA flight tests

FAA Chief Scientific and Technical Advisors (CSTA) – Provides expert advice and technical

assistance

FAA Aircraft Evaluation Group – Evaluates conformance to operations and maintenance

requirements

Below is an example of the PSCP process:

5.2. Risk Mitigation Strategy

Risk is a function of likelihood multiplied by the severity. As long as one of the variables

in the function is rated to be high, the project will be considered to be risky. The risk

management approach includes four phases, risk identification, risk assessment, risk response

planning, and risk evaluation.

5.3. Risk Identification

In the first stage of risk management, it is crucial to pinpoint the risks and focus on

the risks that are highly likely to cause the project to fail. Risks can be found internally and

externally. The internal risks include market risk, assumption risks, and technical risks. The

project, like designing a new aircraft involves a series of high risks in the market and technical

aspects.

With the DGEN 380 engine, the new design is classified as a VLJ or PLJ. The market

for these types of aircraft is not completely exploited. With the freshness of the market, the

definition of the market remains ambiguous. In addition, when the project is delegated by the

Price Induction, the requirements from the customer need to be fully defined and include the

details to the most extent. Failure to define the market or the customer’s requirements clearly

could result in the risks of misleading the direction of the project. With the market research

made by the project team, there are three models currently on the market sold by three

different companies, but using the engines produced by the same company Pratt & Whitney

(Pratt & Whitney, n. d. ). However, a variety of aircraft in the same class are either under flying

test or in the phrase of undergoing development. Being unable to keep track of the newly

introduced products and modifying the new design could bane the competitiveness of the new

design.

Another major risks existing internally in the project is from technical aspect

including four essential features: maturity, complexity, quality, and concurrency of the project.

As a newly formed team that hasn’t dabbled in the aircraft designing for a long time, lack of

experience and knowledge could lead to the more time consuming and more expensive. With

the newly developed engine, the innovation and creativity in the project can also increase the

risks. Besides, the complexity of a project like aircraft designing can also affect the likelihood

and severity of the risks. The procedures in aircraft designed are highly related and involve

numerous interrelations. The calculations and estimations on the TOGW dictates the

calculations of the rest parameters mostly. The estimation of TOGW can be influenced by

various industrial and economic factors besides the technical factors, such as the customer’s

requirement, budget of the project, manufacturing process, and etc. Like all of the other design

projects, the end-item of aircraft design is to produce the aircraft designed by the team. In the

process of the design, the end-item cannot be completely produced or fully tested.

Consequently, the extent of testability and producibility also have effects on the risks of the

project. Last but not least, from the Gantt chart of the project, due to the time constrain on the

project, several sequential activities overlap each other and most of the activities are dependent

on the other activities.

As for external risks, the project is limited to the following factors: government

regulations, customer needs and market conditions, material or labor resources, and physical

environment. As a highly regulated industry, the project of designing a new aircraft has to be

complied with the FAA certifications and testing standards. The amount of demands and the

conditions of the market for the new product can also affect the success of the project. Lack of

materials, resources, labor forces, and terrain can also have an influence on the risks of the

project.

5.3.1. Risk Assessment

There are plenty of methods of assessing the levels of risks. Since risk is a function of

two variables, likelihood and severity. The equation (Eq. 5.2.2-1) below presents the risk

function:

Risk = Likelihood × Severity--------------------- Eq. 5.2.2-1

The method of risk matrix will be used for this project to evaluate the risks identified in section

5.2.1. The likelihood of a risk can be assessed from five levels, very unlikely, unlikely, possible,

likely, and very likely. Likewise, the severity of a risk can also be divided into five levels, low,

minor, moderate, significant, and high. The matrix below present the result of a risk considering

from both likelihood and severity:

Severity Likelihood

Low Minor Moderate Significant High

Very Unlikely Low Low Med Low Medium Medium

Unlikely Low Med Low Med Low Medium Med High

Possible Low Med Low Medium Med High Med High

Likely Low Med Low Medium Med High High

Very Likely Med Low Medium Med High High High

After evaluating each risk identified in the first phrase, risks are rated as medium high and high

will be the ones to be focused to deal with. Those risks are from the conflicts among market

conditions, product demands, and the technical concerns.

5.3.2. Risk Response Planning and Reevaluation

Five things can be arranged to manage risks, transferring, avoiding, reducing,

accepting risks, and contingency planning. Risks can be transferred by purchasing insurance and

by specifying the responsibilities and risks of each group. The groups involved in highly risky

activities should be constantly monitored by the risk management team or higher authority.

The third method of managing risk is to avoid risk. However, avoiding risks in a highly perplex

project like aircraft designing could potentially increase the complicity of the project, which

contributes to more risks. Therefore, avoiding the risk is not recommended for this project.

Instead of avoiding risks, the risks can be reduced or mitigated by reducing the

likelihood and severity of technical risks. Before putting the design into production, models and

simulations should be formed and tested to improve the performance of the design.

Additionally, the project team should always conduct a parallel development on the highly risky

tasks and assess the performance of those tasks before proceeding to the next related activities.

After the calculation on the TOGW, the project team should carefully consider a series of

conditions to refine the sizing result before using the result for further decision made on other

parameters. To critically evaluate the project before proceeding to the next one, the project

team should hire some outside consultants to assess the project. Multiple contingency plans

should also be proposed based on the scenarios brainstormed by the project team. Throughout

the whole process of the project, the risks should also be monitored. In case of new risks rising

up, the team should install the contingency plan as soon as the early symptoms of a risk show

up. Lastly, while estimating the budget of the project, the financial team should reserve a part of

budget for project delaying, cost overrun, and risk management.

6. PROGRAM MANAGEMENT

Program management is the process of managing multiple related projects at once.

Where project management is often used to describe one project, program management

involves multiple projects that are all related and working toward the same goal or result . For

the Kent Aero company, there are many advantages of using program management to manage

the separate projects that go in to completing an entire aircraft, although it can be challenging

to pull off well. Issues like governance and risk can be managed more successfully if a single

team is coordinating efforts.

Changes can be managed much more effectively as well. Completing all the related projects

within a program while staying on budget and on schedule is far more likely with good program

management than without it. The three factors that drive projects such as this are performance,

schedule, and cost.

6.1. Modification or New System

Currently, there are no active plans to modify the aircraft, add any new systems or

components. However, the option is always open as we proceed into the future. There is a

possible option in the future for entities, such as the government to purchase this aircraft, and

have it converted to suit their needs. In this case, the rear passenger seats can be removed, and

special equipment could be loaded and installed onboard.

6.2. Unique Program Circumstances

The unique circumstance for this aircraft is the fact that we are building and the design the

airframe around two Price Induction DGEN 380 turbofan engines, which are very efficient high

bypass turbofan engines, but they are still in the experimental stage, and are not fully certified

yet. The Flash must also go through a detailed FAA certification process, which was described in

the previous sections.

6.3. Total Planned Production

The Kent Aero company plans on producing an average of 2-3 aircraft per month, which

would translate to 24-36 per year. We are aiming to produce around 156 aircraft within the next

five years.

6.4. Program Schedule

Event/Process Date

Kickoff Meeting (1/16/15)

Requirements Definition (1/19/15 – 2/6/15)

Conceptual Design (1/20/15 - 2/25/15)

Preliminary Design (2/12/15 – 3/6/15)

Preliminary Design Review (3/10/15)

Detail Design (3/12/15 – 4/27/15)

Final Design Review (4/28/15)

Final Report Completion (5/5/15)

6.4.1 Basis for Delivery and Performance Period Requirements

The following are requirements for the supplier delivery of products for the aircraft, and

the resulting period requirements and guidelines. In this case, the following agreement pertains

to all suppliers of the Kent Aero Inc. company. The Buyer(s) and Supplier(s) in scenario are as

follows:

Buyer(s):

Kent Aero. Inc.

Supplier(s):

Price Induction (2 DGEN 380 engines)

Garmin (Avionics)

Rockwell (Flight Controls)

Héroux-Devtek (Landing Gear)

Complete Agreement

This Purchase Order, which includes any supplementary sheets, schedules,

exhibits, and attachments annexed hereto by Buyer (Kent Aero Inc. legal entity placing

the Purchase Order), contains the complete and entire agreement between the parties with

respect to the subject matter of this order, when accepted by acknowledgement or

commencement of performance. It supersedes any other communications, representations

or agreements whether verbal or written. The order may be accepted only on all the terms

and conditions herein stated. Additional or different terms proposed by the Supplier shall

not be applicable, unless accepted in writing by an authorized employee of the Buyer and

made a part of this order. No acceptance by Buyer of or payment for goods ordered

hereunder shall be deemed a waiver of the foregoing or an acceptance of any additional

or different terms contained in any acknowledgement, invoice or other form sent or

delivered by Supplier to Buyer. No usage or trade or course of dealing shall serve to alter

or supplement the terms and conditions herein stated.

Changes

The Buyer shall have the right to make, from time to time, changes as to packing,

testing, and destination, specifications, designs, quantity and delivery schedule of goods

covered by this order. Supplier shall promptly notify Buyer when such changes affect

price or other terms and shall request Buyer's written authorization to modify this order

accordingly. Claims for adjustments under this clause must be asserted within thirty (30)

days from the date of receipt of notification of the change(s).

Price

The price of goods covered by this order shall be as set forth on the face hereof

and shall not be subject to increase without Buyer's prior written consent.

Notwithstanding the above, the Supplier agrees that the price of such goods shall not be

less favorable than that extended to any other customer of Supplier for same or like goods

in equal quantities, and that if the price of such same or like goods is reduced prior to the

delivery of goods hereunder, the price hereunder shall be reduced correspondingly.

Unless otherwise set forth on the face hereof, the price of goods covered by this order

shall include all extra charges, including charges for packing, containers, insurance and

transportation. All taxes based upon and measured by the sales, use or manufacture and

imposed on this sale shall be shown separately on Supplier's invoice.

Delivery

Time of delivery as set forth on the face hereof is of the essence. If the Supplier

for any reason does not complete delivery of all goods covered by this order within the

time set forth on the face hereof, Buyer may, at its option, either approve the revised

delivery schedule, reduce the total quantity of goods covered by this order by the amount

of omitted shipments, reduce the price pro rata, or terminate this order by notice to

Supplier as to stated items not yet shipped or services not yet rendered and purchase

substitute items or services elsewhere and charge Supplier with any loss sustained,

without incurring any liability whatsoever for any such revision, reduction or termination.

Deliveries of goods covered by this order in advance of the time set forth on the face

hereof are prohibited without Buyer's prior written consent.

Shipping

Title to and risk of loss on all goods shipped by Supplier to Buyer hereunder shall

pass to the Buyer upon Buyer's inspection and acceptance of such goods at Buyer's plant.

All delivered goods shall be packed and shipped in accordance with instructions or

specifications of this order. In the absence of any such instructions, Supplier shall comply

with best commercial practice to ensure safe arrival at destination at the lowest

transportation cost. If in order to comply with Buyer's required delivery date it becomes

necessary for Supplier to ship by a more expensive method than specified in this order,

Supplier shall pay any increased transportation costs, unless the necessity for such

rerouting or expedited handling is due to the fault of Buyer. Numbered packing slips,

bearing the order number, must be placed in each container. Supplier must list the

packing slip number on its invoice.

Kent Aero. Inc. Requirements for Shipping and Transportation

Supplier agrees to abide by the Buyer's Shipping and Transportation

Requirements. Failure to comply with these Requirements will result in the Supplier

being responsible for the transportation costs for the above order.

Documentation Requirements for Importation

Supplier shall provide all Documentation Requirements for Importation to any

Buyer location, or shipping on our behalf. Supplier shall be responsible for any penalties

assessed by U.S. Customs on the Buyer due to non-compliant documentation.

Warranties

Supplier expressly warrants that all goods or services provided under this order

shall: (i) be wholly new and contain entirely new components and parts; (ii) be

merchantable; (iii) be free from defects in material, workmanship and packaging; (iv) be

fit and sufficient for the purpose for which they are intended; (v) conform to all

applicable specifications and appropriate standards; (vi) be equivalent in materials,

quality, fit finish, workmanship, performance and design to any samples submitted to and

approved by Buyer; and (vii) have been produced in compliance with all applicable

federal, state and local laws, orders, rules and regulations.

Supplier further warrants that it has good warrantable title to the goods, and that it

owns all patents, trademarks, trade names, trade dress, copyrights, trade secrets and other

proprietary rights (other than proprietary rights owned by Buyer) used by Supplier in

connection with the goods and services or has been properly authorized by the owner of

such proprietary rights. Supplier shall indemnify and hold Buyer harmless for all

damages arising out of any breach of these warranties. Supplier shall extend all

warranties it receives from its vendors and suppliers to Buyer, and to Buyer's customers,

and Supplier's warranties herein shall survive the delivery of goods to Buyer and any

resale of goods by Buyer. Breach of these warranties, or any other term of this order,

shall entitle Buyer to all available remedies, including those under applicable law.

Quality

Supplier shall meet all requirements in the Buyer's Supplier Quality Manual in

addition to any quality requirements detailed on the face of this order.

Inspection

All goods covered by this order shall be subject to Buyer's inspection and

acceptance at Buyer's plant or at any other place that Buyer may reasonably designate.

Buyer expressly reserves the right, without any liability hereunder or otherwise, to reject

and refuse acceptance of goods covered by this order that do not conform in all respects

to any instructions of Buyer contained on the face hereof or Buyer's specifications,

drawings, blueprints and data. Neither Buyer's payment of nor its inspection of goods

covered by this order prior to their delivery to Buyer's plant shall in any way waive

Buyer's right to make final inspection and acceptance of such goods at its plant.

Rejection

In case any goods delivered hereunder are defective in material or workmanship

or otherwise not in conformity with the drawings, specifications, samples, and/or other

descriptions or the order, such goods shall be returned to Supplier for credit or refund and

shall not be replaced or repaired by Supplier except upon written instructions from Buyer,

excepting however, those goods which Buyer and Supplier agree in writing shall be

repaired by Buyer at Supplier's expense. Any return goods shall be shipped transportation

collect (declared at full value, unless Supplier advises otherwise), and Supplier shall have

all risk of loss from and after the time of shipment. The inspection rights set forth herein

are in addition to and not in limitation of any other rights and remedies under applicable

law and the failure by Buyer to exercise its right to reject any goods shall not by

implication or otherwise cause a waiver of any such rights or remedies. Any goods

returned to Supplier for credit or refund, not repaired by Supplier, pursuant to written

instructions, shall be destroyed and not resold or disposed of to any other party or parties.

Termination

Buyer may terminate all or any part of this order at any time or times, for

convenience, by written notice to the Supplier. Supplier shall submit its termination claim

to Buyer within thirty (30) days from the effective date of termination. The provisions of

this paragraph shall not limit or affect the right of the Buyer to terminate this order for

default. Buyer shall have the right to terminate this order or any part thereof without

further cost or liability to Buyer in the event of the happening of any of the following:

filing of a voluntary petition in bankruptcy by Supplier; filing of an involuntary petition

to have Supplier declared bankrupt, if such petition is not vacated within thirty (30) days

from the date of filing; the appointment of a receiver or trustee for Supplier, if such

appointment is not vacated within thirty (30) days from the date thereof; the execution by

Supplier of an assignment of the benefit of creditors; Supplier's failure to make or delay

in making deliveries hereunder or any other failure of Supplier to perform in accordance

with this order, without excluding any other remedies available to Buyer.

In the event Buyer terminates this order, in whole or in part as provided in this

paragraph, Buyer may procure, upon such terms and in such manner as Buyer may deem

appropriate, supplies and services similar to those so terminated, and Supplier shall be

liable to Buyer for any excess costs for such similar suppliers and services. Supplier must

furnish Buyer with written notice of any cause of failure which is beyond its control and

without fault or negligence, within five (5) days of the occurrence. Upon any default or

breach of this order by Supplier, Buyer in addition to other remedies, may at its option,

require Supplier to immediately transfer to Buyer all materials, work in process,

completed goods, tooling, plans, and specifications allocable to the canceled portion of

this order.

Payment

Unless otherwise set forth on the face hereof, net invoices relating to goods

purchased hereunder shall be paid within ninety (90) days after the date of invoice or

ninety (90) days after the date of acceptance of such goods, whichever is later. Payment

for goods and/or services covered by this order will be made in the currency set forth on

the face of this order. Upon reasonable notification to Supplier, Buyer may withhold and

deduct from any part of the purchase price due under this order all or any part of the

damages including consequential damages, resulting from any breach of terms and

conditions contained herein, or any other amount which Supplier owes Buyer or any of

Buyer's associated companies.

Discounts

Cash discount period shall be computed either from date of acceptance of goods

purchased hereunder, or date of receipt of correct and proper invoices relating to such

goods, whichever date is later. Buyer shall be deemed to have paid for goods purchased

hereunder on the date on which payment is mailed to Supplier.

Intellectual Property Indemnity

Supplier warrants the goods purchased hereunder and the use of such goods by

Buyer or its customers shall not infringe or misappropriate any intellectual property

rights, including, without limitation, any copyright, trademark, trade secret, patent, or

other intellectual property right. Supplier shall defend, indemnify, and hold Buyer and its

customers harmless from any liability, or claim of liability, for such infringement or

misappropriation, including damages, costs, expense, attorney's fees and lost profits

arising from any claim or suit brought against Buyer or its customer alleging such

infringement or misappropriation, provided, however, that Supplier is notified of such

suit. In the event an injunction shall issue against Buyer in any such suit which prohibits

or limits Buyer's use of goods purchased hereunder, Supplier shall, at no cost to Buyer, at

Buyer's request, furnish Buyer with non-infringing and/or non-misappropriated

replacement goods of a similar kind and quantity or procure for Buyer the right to

continue using the original goods.

Indemnification

Supplier assumes entire responsibility and liability for any breach by Supplier of

its obligations under this Agreement and for all damage and/or injury of any kind or

nature whatsoever, (including death resulting there from) to all persons, and to all

property caused by, resulting from, arising out of or occurring in connection with

Supplier's goods sold hereunder. Except to the extent, if any, expressly prohibited by

statute, should any claims, actions and/or lawsuits for such damage, injury and/or death

be made or asserted, Supplier agrees to defend, indemnify, save and keep harmless

Buyer, its officers, agents, customers, directors, employees and affiliated companies from

and against any and all such claims, actions and/or lawsuits and further from and against

any and all loss, cost, expense, judgment, settlement liability, damage or injury, including

legal fees and disbursements, that Buyer, its officers, agents, customers, directors,

employees and affiliated companies may directly or indirectly sustain, suffer or incur as a

result thereof and the defense of any action at law which may be brought against Buyer,

its officers, agents, customers, directors, employees and affiliated companies upon or by

reason of any such claim, actions, and/or lawsuits and to pay on behalf of Buyer, its

officers, agents, directors, employees and affiliated companies upon demand, the amount

of any judgment and/or settlement that may be entered against Buyer, its officers, agents,

directors, employees and affiliated companies in any such claim, action and/or lawsuit.

Inspection of Records

Supplier agrees that all reasonable records pertaining to this order by Supplier,

shall at all reasonable times be subject to audit and inspection by any authorized

representative of the Buyer. The Supplier agrees to allow the Buyer or his representative

to inspect Supplier's facilities as required to insure order compliance.

Insurance

During the delivery of goods and during the two (2) year period following such

delivery, and during the period of any work to be performed by Supplier on Buyer's

premises, Supplier shall maintain and pay for liability insurance relating to such goods in

amounts no less than the following: (a) with respect to bodily injury liability, One Million

Dollars ($1,000,000) for each occurrence and Five Million Dollars ($5,000,000)

aggregate per policy per year; (b) with respect to property damage liability, One Million

Dollars ($1,000,000) for each occurrence and Five Million Dollars ($5,000,000)

aggregate per policy per year. The insurance shall (a) be extended to include "Vendor's

Coverage", (b) name Buyer as an additional insured and loss payee with respect to such "

Vendor's Coverage"; and (c) be written with insurance companies and contain such

provisions as shall be satisfactory to Buyer. Supplier shall furnish Buyer with certificates

of insurance confirming the existence of such insurance. All such policies shall provide

that the coverage thereunder shall not be terminated without at least thirty (30) days prior

written notice to Buyer.

Buyer's Property and other Special Tooling

Unless otherwise provided in writing or herein agreed, property of every

description, including all tooling, dies, jigs, fixtures, patterns, or other equipment and

materials furnished or made available to Supplier, or prepared by Supplier specifically in

connection with the manufacturing of goods ordered hereby, title to which is with Buyer,

and any replacement thereof, shall be and remain the property of Buyer. Property other

than materials shall not be modified without the written consent of the Buyer. Such

property shall be plainly marked or otherwise adequately identified by Supplier as

property of Buyer (by name) and shall be safely stored separately and apart from

Supplier's property. Supplier shall not use such property except for performance of work

hereunder or as authorized in writing by Buyer. Such property while in Supplier's

possession or control shall be kept in good condition, shall be held at Supplier's risk, and

shall be kept insured by Supplier, at its expense, in an amount equal to the replacement

cost with loss payable to Buyer. To the extent such property is not materially consumed

in the performance of the order, it shall be subject to inspection and removal by Buyer

and Buyer shall have the right of entry for such purposes without any additional liability

whatsoever to Supplier. As and when directed by Buyer, Supplier shall disclose the

location of such property and/or prepare it for shipment and ship freight collect on the

buyer's account.

Unless otherwise herein agreed, special tools, dies, jigs, fixtures, patterns, gauges,

molds and test equipment (hereinafter collectively referred to as "Special Tooling") to be

used in the manufacture of goods ordered hereby, furnished by and at the expense of

Supplier, shall be kept in good condition and, when necessary, shall be replaced by

Supplier, without expense to Buyer. Supplier shall at its own expense maintain such

Special Tooling and special equipment in proper working order and shall be responsible

for all loss thereof or damage thereto while in its possession and shall use the same

facilities, equipment or Special Tooling. Unless specifically provided to the contrary in

this order, Supplier warrants that the price set forth herein does not include any amount

representing rent for the use of Government-owned facilities, equipment or Special

Tooling.

Confidentiality - Information and Materials

All information and materials including, without limitation, drawings, artwork,

data, customers' names, or the like furnished by Buyer in connection with this order, shall

remain property of the Buyer and shall be used by Supplier only for work being done for

Buyer and shall be held in strict confidence by Supplier. Any knowledge or information

which the Supplier shall have disclosed or may hereafter disclose to the Buyer related to

the placing and filing of this order shall not, unless otherwise specifically agreed upon in

writing by the Buyer, be deemed to be confidential or proprietary information, and

accordingly shall be acquired free from any restrictions.

Compliance with Laws, Regulations and Supplier Code of Conduct

Supplier agrees that it will comply with all federal, state and local laws and

regulations applicable to the goods, sale and delivery of the goods or the furnishing of

any labor or services called for by the order and any provisions required thereby to be

included herein shall be deemed to be incorporated herein by reference. In addition,

Supplier agrees that it will comply in all respects of the Kent Aero Inc. Supplier Code of

Conduct. Such Code of Conduct may be amended from time to time and Supplier is

advised to review Buyer's website from time to time when it receives a new purchase

order from Buyer.

Counterfeit Parts

Supplier shall not deliver any Products to Buyer that contains any "Counterfeit

Parts" or "Suspect Parts." Such procedure may be amended from time to time. Supplier

shall indemnify and hold harmless Buyer and its officers, directors and affiliated

companies from any and all losses, damages, claims, costs and expenses for Supplier's

failure to comply with the Kent Aero. Inc. Supplier Counterfeit Material Avoidance

Procedure.

Export Laws

Supplier acknowledges that the goods and any technical data related thereto is or

may be subject to United States (U.S.), European Union (EU), or national export control

laws, regulations or the like, and agrees that it will not transfer, export or re-export the

goods or any technical data, including without limitation any documentation, or

information that incorporates, is derived from or otherwise reveals such, without

complying with all applicable U.S., EU, or national export control laws, regulations and

the like.

Manufacturer's Affidavit and Certificate of Origin

Buyer requires that Supplier complete a Manufacturer's Affidavit and

Certificate of Origin to have on file for Customs compliance matters. The

Manufacturer's Affidavit is to be filled out by Supplier's party knowledgeable of the

manufacturing of the products, or who can access the manufacturing records.

Business Continuity

Supplier acknowledges that single points of failure exist within the supply chain

and agrees to take commercially reasonable efforts to mitigate the risk of business

interruption. Efforts include, but are not limited to, the creation and implementation of a

comprehensive disaster recovery plan, periodic testing to ensure plan remains valid and

executable, and supply chain/supply base analysis and programs to eliminate exposure to

single points of failure including tooling, materials, and any other elements critical to the

manufacturing of products.

Assignment

Supplier shall not assign this order or any contract resulting here from, or any

rights hereunder, without first obtaining the written consent of Buyer. Any such

assignment without the written consent of Buyer shall, at Buyer's option, be void.

Waiver

No course of dealing between Buyer and Supplier or any delay on the part of

Buyer in exercising any rights hereunder or under any contract resulting here from shall

operate as a waiver of any of Buyer's rights, except to the extent expressly waived in

writing by Buyer.

Subcontracting

Supplier shall not subcontract any work or any goods to be supplied under this

order without the prior written approval of Buyer.

Government Subcontract

If a government contract number appears on the face of this order, Supplier agrees

to comply with all terms and conditions of that government contract.

Independent Contractor

Supplier shall perform the work necessary for performance of this contract with

Supplier's employees and agents under the control of Supplier.

Set-Off

Buyer shall be entitled at all times to set-off any amount owing at any time from

Supplier to Buyer.

Use of Buyer's Name

Supplier shall not, without first obtaining prior written consent from Buyer, in any

manner publish the fact that Supplier has furnished or contracted to furnish Buyer the

goods herein mentioned, or use the name of Buyer or any of its customers, in Supplier's

advertising or other publication. If the goods specified in the order are peculiar to Buyer's

design, either as an assembly or component part of an assembly, or if the material bears

Buyer's trademark and/or any other identifying mark, it shall not bear the trademark or

other designation of the maker or Supplier and similar material shall not be sold or

otherwise disposed of to anyone other than Buyer.

Force Majeure

Neither Buyer nor Supplier shall be liable for delay or failure of performance due

to changes in government priorities or control of materials or other necessary compliance

with changes in government regulations, or strikes, fires, accidents, acts of God, or other

causes beyond such party's control and affecting its operations. Notwithstanding the

foregoing, Buyer may terminate all or any portion of this order without liability to

Supplier if such delay or failure to perform by Supplier or on the part of Supplier extends

beyond thirty (30) days after Buyer's requested delivery date. Whenever an actual or

potential labor dispute is delaying or threatens to delay the timely performance of this

order, Supplier shall immediately give notice thereof to Buyer.

Process Control

Supplier shall make no change in material or supply chain used, construction or

fabrication techniques, test methods used without prior written approval of Buyer. Any

such changes desired by the Supplier shall be requested in writing indicating reason for

such change and including effect on cost and performance.

Severability

If any one or more of the conditions of this order shall be invalid, illegal, or

unenforceable in any respect under any applicable law, the validity, legality and

enforceability of the remaining conditions contained herein shall not be affected or

impaired in any way.

Remedies

Nothing is this order shall be claimed or deemed to limit or exclude those

remedies otherwise available to Buyer at law or in equity, and no disclaimers or

modifications or attempted disclaimers or modifications of any express or implied

warranties relating to the goods by Supplier shall be valid or effective.

*The agreement above is based off of the Kollmorgen Supplier Terms & Conditions .

6.4.2 Program Schedule

Schedule Analysis is the process of evaluating schedule results and assessing the

magnitude, impact, and significance of actual and forecast variations to the baseline and/or

current operating schedules. To date, everything has gone according to the original planned

schedule, and all current set dates have been achieved. Overall performance has been at a high

level, and all activities have been completed in an efficient and timely manner. There have been

little to no setbacks in the design process. The aircraft is in the later design phase, and will soon

proceed into the testing and production phase. During this phase, problems may arise early on,

but we are confident that our design will perform as designed, and there should be little to no

issues during that stage of testing.

6.4.3. Activities Planned for Subsequent Phases

In addition to the continued design, test, and production of the aircraft, other events

have to occur coincidently. Contracts with the supplies have to be composed and agreed upon

by both parties. Major components being installed on the aircraft have to be tested, and

validated either prior or upon arrival from the supplies. As mentioned above, Price Induction

and their DGEN 380 engines have to obtain the proper certification(s) and be considered

airworthy. §33 & §34 will have to be completed by Price Induction. The aircraft itself will have to

go through the rigorous FAA certification process. Such requirements are shown below.

FAA Certification Requirements:

o §21 Certification procedures

o §23 Airworthiness standards: Normal, utility, acrobatic and commuter category

airplanes

o §33 Airworthiness standards: Aircraft engines

o §34 Fuel venting and exhaust emission requirements for turbine engine

powered airplanes

o §36 Noise standards: Aircraft type and airworthiness certification

Shown below is the typical product certification process norms that will be occurring alongside

the major phases of aircraft design, testing and production. The product certification process

was described in detail within the Legal & Regulatory / Safety section.

6.4.4. Criteria to Move into the Next Phase

The Flash is currently near the end of the design phase, and will be proceeding into testing, and

the early stages of production. As stated previously in this report, the aircraft is currently in MRL

2, and will be proceeding into MRL 3. MRL 2 describes the application of new manufacturing

concepts. Fundamental research turns into general solutions for defined requirements.

Manufacturing producibility and overall risk is emerging. MRL 3 consists of the validation of the

concepts through analytical and lab research. Processes for manufacturability has been

characterized, but further evaluation is required. Where models have been developed for

research, and can provide some data.

The next major stage for this aircraft program is obtaining MRL 4, in which the aircraft

must be at least at TRL 4. Required investments, such as manufacturing technology

development, have been identified. Processes to ensure manufacturability, producibility, and

quality are in place and are sufficient to produce technology demonstrators. Manufacturing risks

have been identified for building prototypes and mitigation plans are in place. Target cost

objectives have been established and manufacturing cost drivers have been identified.

Producibility assessments of design concepts have been completed. Near the last phase of the

program, the aircraft will be at MRL 9-10, and will be in full production.

6.5. Life Cycle Support

A major concern for most aircraft operators is how to maintain operational capabilities

while at the same time improving availability and cost-effectiveness. One way of addressing

such a challenge is to choose Kent Aero Inc. as your support solution provider since the Flash is a

direct product of the Kent Aero Company.

With our fully integrated life cycle-based support concept we can guarantee support

solutions that will increase aircraft availability, reduce costs, and help you counter stronger

competition and greater challenges. Our commitment is long-term and includes solutions for the

entire supply chain, from factory support all the way to the airfield. With the purchase of the

Flash comes a full 2 year or 800 flight hour warranty. In addition, many components on the

aircraft require fairly low maintenance. The Price Induction DGEN 380 engines are made of parts

that can be removed per section and fairly easy, which cuts maintenance time and labor costs.

The flight controls consist of a Rockwell Collins fly-by-wire electronic control system, which

requires less maintenance than traditional hydraulic fl ight control systems. This aircraft is

designed to require less maintenance compared to similar aircraft in its class.

6.6. Program Management Staffing and Organization

Position / Area of Concentration Name

Product Lead Kayla

Requirement Analysis Kayla

Technical Design Design Team

Preliminary CAD Drawing Scott

Engine Performance Alex / Matt

Weight Performance Jon

Manufacturing Matt / Frank / Tom

Legal & Regulatory / Safety Kayla / Jasper

Program Management Matt

Finance Steven / Frank

Value Proposition Steven

Sales & Distribution Nick / Dan

Socioeconomic and Ethical Concerns / Impacts Obed / Di

7. FINANCE

7.1. Cost Estimate

The following costs of the Flash’s production are estimates based on a 5 year, 136

aircraft production line

- Engineering Costs: $124 million

-Tooling Costs: $75.5 million

-Manufacturing Costs: $185.85 million

-Quality Control Costs: $27.25 million

-Development Support Costs (Nonrecurring): $36 million

-Flight Test Costs: $11.35 million

-Manufacturing Materials Costs: $62.74 million

-Engines Costs: $108.8 million

-Avionics Costs: $6.8 million

-RDT&E+ Flyaway Total Costs: $638,440,838

7.2. Direct and Indirect Cost Estimates

-Engineering costs include airframe design and analysis, test engineering, configuration

control, and system engineering.

-Tooling costs embrace all of the preparation for production: design and fabrication of

tools and fixtures, preparation of molds and dies, programming for numerically

controlled manufacturing, and development and fabrication of production test

apparatus.

-Manufacturing Costs is the direct labor to fabricate the aircraft, including forming,

machining, fastening, subassembly fabrication, final assembly, routing, and purchased

part instillation.

-Quality control costs includes receiving inspection, production inspection, and final

inspection.

-Development support costs are the nonrecurring costs of manufacturing support

including fabrication of mockups, iron-bird subsystem simulators, structural test articles,

and various other test items used during Research, Development, Test & Evaluation

(RDT&E).

-Flight-test costs include planning, instrumentation, flight operations, data reduction,

and engineering and manufacturing support of flight testing.

-Manufacturing materials is the raw materials and purchased hardware and equipment

from which the aircraft is built.

7.3. Fuel Estimates

The Flash’s fuel consumption averages between 340-380 lbf/hr. The following fuel costs

are estimated at $4.50 per gallon as of 2015.

Fuel Costs:

-Trainer: $648,000/year

-Business Jet: $1,620,000/year

8. VALUE PROPOSITION and MARKETING STRATEGY

8.1. Competition Strategy

With the identification of the competition, we can more accurately identify our

weaknesses. We can identify the strongest market and target them. The competition will likely

change as time progresses, therefore, this will be an ongoing task for the finance and research

departments.

8.2. Sustainment Strategy

With the standing-up of the Kent Aero, Incorporation, the facility will be completely

tooled for self-sustainment. Aside from the identified products that are outsourced to be made

and assembled elsewhere, the aircraft will undergo all assembly, testing and sales at the facility.

With the ongoing research of the competition, our budget will remain fluid to ensure

the company does not fall into a deficit. This will allow longer sustainment of the company.

Additionally, over time, total costs are expected to reduce as the market expands to demand

efficiency. This will increase sales, causing a need for a larger facility.

8.3. Sales and Distribution

The Flash is designed to be affordable to a larger market and has the efficiency to justify

its cost. Potential buyers include government departments (including military application),

universities, flight schools, corporations, and independent consumers. All sales will be directed

through a chief sales consultant, whose information will be located on the corporate website

and forms of advertising that we may pursue. The marketing strategy will consist of multiple

phases to insure target exposure and rapid sales growth. We cannot target all of our potential

buyers do to such a wide spread of potential buyers, therefore we will focus our marketing on

regionally located corporations. In phase one, we will focus our marketing efforts at regionally

located corporations headquartered in Ohio, which include Kroger, Mejier, Limited Brands and

Nationwide, ect. Companies like Nationwide and Limited Brands are national brands, but

operate in regional markets, therefore by targeting them within the North Eastern Region can

lead our aircraft being sold to one company multiple times for multiple regions. Our strategy is

to expose ourselves to our target consumer. We will attend the National Business Aviation

Association Exposition and any other business aviation exposition where our target audience

will be in attendance. We will also focus our advertising in key magazines like Columbus CEO,

Chief Executive Magazine, The CEO Magazine, and others. We intend to use $500,000 in

advertising and general marketing the first year of operations. We will also utilize a discount and

endorsement strategy to begin the process of selling aircraft rapidly. For the first fifteen,

possibly more, corporations or chief executive who purchase our aircraft will receive a fifteen

percent discount if they post a public video endorsement on all forms of their social mediums. In

phase one we intend on exposing our aircraft and company to the corporate world.

We intend to sell this aircraft for its cost efficiency at the time of purchase and for its

cost efficiency over its lifetime. It’s also environmentally friendly due to its low emissions,

therefore there will be low image impact from consistent use of this aircraft. Corporations will

be able to send their executives to smaller airport for travel saving them time and money. The

executives who need to fly out for a morning meeting will be able to do so without any hassle

that comes with a larger airport and will be able to return the same day for another corporate

meeting. Our sales will be primarily from corporations initially, but our sales department will be

open to any and all sales. We do expect orders from executives who have flown in our aircraft

through their company to order one of our aircraft for their own private use. All of our aircraft

will be fitted to accompany applications for scientific equipment and transportation operations,

but it all depends on what configuration that is requested at time of purchase. The first phase of

the marketing strategy will last three to five years, depending if we keep make our target sales

goals. Phase two, will be determined during year three, but will more than likely be targeting

private flight schools and all training facilities.

9. SOCIO-ECONOMIC / ETHICAL IMPACTS

One of the main cause of environmental impact of aviation is caused by aircraft

engines which release heat, noise and gases in to atmosphere which contribute to climate

change and global dimming. Our aircraft is going to be part of the evolution of newer and

more fuel efficient engine. DGEN380 engine has been developed and improve technology

with a better fuel efficiency and reduced emissions. Low emissions from aircraft engine will

means less pollution into the atmosphere and this is what the industry and the environment

need. DGEN380 is a high by-pass ratio designed to power 4 to 5 seat light jets and can

provide up to 230 lbs. of thrust.

This engine is constructed in a sense that it use high performance materials which

allows the weight to be optimized from both a structural and a functional point of view. Air

pollution and noise go hand in hand because they both come from aircraft. Noise is

considered to be the most immediate impact of aircraft. Aircraft noise has always been a

problem for the people that work around it or the passengers that travel with it. However,

not only can DGEN380 help reduce pollution, but it can also offer low noise. The innovation

of the engine with the integration of FADEC around the engine with its high bypass ratio,

can offer a low noise and low fuel consumption. With that said, it will end up providing

efficiency for aircraft with great safety of use and comfort, low maintenance, low pollution

and a reasonable running cost. In addition, it can be used as a training aid and this can help

enhance learning experience.

However, this can be another source of bringing more businesses to the area. If

businesses can be brought from this, then this can be a way of providing more jobs in the

area of Kent, Ohio.

10. CONCLUSION

The Flash, though only a light personal jet, has many qualities that would be attractive to

our identified consumers. The overall process of designing an aircraft from the ground up is

demanding and rewarding, both. The Flash has only been designed to a readiness l evel 2,

meaning there is much more to the process yet to come until the final product is complete.

In conclusion, this overall experience has been a terrific learning experience for the entire

class. We have learned the dynamics of the collective team effort and the collaboration that

goes with. The Flash is a great concept model of what the innovative mind can accomplish with

a bit of direction. The 3-D model allowed us to determine more accurate performance

measures and to see first-hand how well our design worked out. Great futures are on the

horizon for this class.

Appendix 3-1 List of Symbols

AC Aerodynamic center

𝐴𝑅ℎ Aspect ratio of horizontal tail

𝐴𝑅𝑣 Aspect ratio of vertical tail

𝐴 Aspect ratio of wing

∝ Angle of attack

𝑏𝑤 Wing span

𝑏𝐻𝑇 Horizontal tail span

𝑏𝑉𝑇 Vertical tail span

𝐶𝐷0 Zero-Left-Drag coefficient

𝐶𝐿 Lift coefficient of wing

𝐶𝐷 Drag coefficient of wing

𝐶𝑙 Lift coefficient of airfoil

𝐶𝑑 Drag coefficient of airfoil

𝐶𝑚 Moment coefficient of airfoil

𝑐𝑤 Wing chord length

𝑐𝑡 Tip chord length

𝑐𝑟 Root chord length

𝑐𝐻𝑇 Horizontal tail volume

coefficient

𝑐𝑉𝑇 Vertical tail volume coefficient

𝐸 Endurance

𝑒 Oswald Efficiency

𝐾𝐿𝐷 Constant in 𝐿

𝐷𝑚𝑎𝑥

𝐾𝑉𝑆 Variable swept constant

𝐿 𝐷⁄ Lift-to-Drag ratio

𝐿𝐻𝑇 Horizontal tail arm

𝐿𝑉𝑇 Vertical tail arm

𝐿𝑓𝑢𝑠𝑒𝑙𝑎𝑔𝑒 Fuselage length

MAC Mean aerodynamic chord

𝑀 Mach number

R Range

𝛾̅ Location of MAC

𝑆𝑡 𝑜⁄ Take off distance

𝑆𝑟𝑒𝑓 Wing Reference area

𝑆𝑤𝑒𝑡 Wetted area

𝑇 𝑊⁄ Thrust-to-Weight ratio

𝑡 𝑐⁄ Thickness-to-chord ratio

𝑡 Airfoil thickness

TOGW Takeoff gross weight

TOP Take off Parameter

𝑉𝐴𝑃𝐻 Approach Speed

𝑉𝑐𝑟𝑢𝑖𝑠𝑒 Cruise speed

𝑊 𝑆⁄ Wing loading

𝑊0 Takeoff gross weight

𝜆ℎ Taper Ratio of horizontal tail

𝜆𝑣 Taper ration of vertical tail

𝜆𝑤 Taper Ratio of wing

Appendix 3-2 Table of Airfoil Selection Comparisons

The Reynolds number for data below: 𝑅𝑒 = 3 × 106

NACA

Airfoil

Highest Highest Closer

to 0

Cruise

16.9

Cruise

1.11

Cruise

0.16

Lowest Highest

0009 1.25 13 0 112 0.8 0 0.0052 9 1

4415 1.42 13 -0.1 119 0.85 0.5 0.0075 15 0

4412 1.5 13 -0.09 125 0.85 0.4 0.006 12 0

2415 1.4 14 -0.05 122 0.82 0.3 0.0065 15 0

23012 1.6 16 -0.013 120 1 0.3 0.006 12 3

23015 1.5 15 -0.008 118 1 0.1 0.0063 15 1

631-212 1.55 14 -0.004 100 0.58 0.2 0.0045 12 1

632-015 1.4 14 0 101 0.8 0 0.005 15 1

633-218 1.3 14 -0.03 103 0.85 0.2 0.005 18 1

64-210 1.4 12 -0.042 97 0.45 0.2 0.004 10 2

654-221 1.1 16 -0.025 120 0.75 0.2 0.0048 21 3

Note: The shaded areas are the highest rates for each column.

𝑪𝒍𝒎𝒂𝒙 ∝𝒔𝒕𝒂𝒍𝒍 𝑪𝒎 𝑪𝒍 𝑪𝒅⁄

max

𝑪𝒍 of

(𝑳

𝑫)𝒎𝒂𝒙

𝑪𝒍of 𝑪𝒅𝒎𝒊𝒏

𝑪𝒅𝒎𝒊𝒏

𝒕 𝒄⁄

max

Total

rate

Appendix 5-1 FAA Certification Strategy Terms

AEG – Aircraft Evaluation Group

CFR – Code of Federal Regulations

CPI – Certification Process Improvement

CPN – Certification Project Notification

CSTA – Chief Scientific and Technical Advisor

DER – Designated Engineering Representative

FMEA – Failure Modes and Effects Analysis

FSDO – Flight Standards District Office

GAMA – General Aviation Manufacturer’s Association

JAA – Joint Airworthiness Authorities

MOPS – Minimum Operational Performance Standard

PM – Project Manager

PSCP – Project Specific Certification Plan

PSP – Partnership for Safety Plan

TC – Type Certification or Type Certificate

TSO – Technical Standard Order

REFERENCES

Abbott, I., Doenhoff, A., & Stivers, L. National Advisory Committee for Aeronautics,

(1945). Summary of airfoil data (Report NO.824)

MOOG, INC. (2013). Flight Control Actuation. 3

Nicholas, J., & Steyn, H. (2012). Project management for engineering, business and

technology (4th ed.). New York, NY: Routledge.

Raymer, D. (2012). Aircraft Design: A Conceptual Approach (5th ed.). Reston, VA: American

Institute of Aeronautics and Astronautics, Inc.

Remer, Dale. D. (1996). Aircraft Systems For Pilots. Englewood, Co: Jeppesen 3

Sanderson Training Products.

Sadraey, M. (2012). Aircraft Design: A Systems Engineering Approach. N.p.: Wiley Publications

Turbofan Engine: PW600. (n.d.). In Pratt & Whitney Canada. Retrieved March 29, 2015, from

http://www.pwc.ca/en/engines/

AcqNotes. (2015). Manufacturing Readiness Level (MRL) - AcqNotes. Retrieved from

http://acqnotes.com/acqnote/careerfields/manufacturing-readiness-levelmanufact

Airbus. [Graph Image]. Retrieved from

http://www.airbus.com/uploads/pics/Material_andLogistics_intro_section__1_.png

Cornell University Law School. (n.d.). 48 CFR 7.105 - Contents of written acquisition plans. |

LII / Legal Information Institute. Retrieved April 14, 2015, from

https://www.law.cornell.edu/cfr/text/48/7.105

DoD Manufacturing Readiness References and Links. (n.d.). Retrieved from http://www.dodmrl.com/

Garmin. (n.d.). About Us | Garmin | United States. Retrieved from http://www.garmin.com/en-

US/company/about/

Garmin. (n.d.). G1000 | Garmin. Retrieved from https://buy.garmin.com/en-US/US/in-the-air/flight-

decks/g1000-/prod6420.html

Heroux-Devtek Inc. (2010). Corporate Profile - Heroux-Devtek Designer, Developer and Manufacturer of

Aerospace & Industrial Products. Retrieved from

http://www.herouxdevtek.com/company/corporate-profile

Kollmorgen. (n.d.). Supplier Terms & Conditions | Kollmorgen. Retrieved from

http://www.kollmorgen.com/en-us/service-and-support/partners/supplier-terms-

conditions/

Majerowicz, W., & The Boeing Company. (2001, November). Schedule Analysis Techniques

[PDF]. Retrieved from http://www.evmlibrary.org/library/TP-

16%20Schedule%20Analysis%20Techniques,%20Majerowicz.pdf

National Aeronautics and Space Administration. (2014, February 3). Technology Readiness Level | NASA.

Retrieved from https://www.nasa.gov/content/technology-readiness-level/#.VTnRPSFViko

OR-AS. PM Knowledge Center. (n.d.). Schedule Risk Analysis: How to measure your baseline

schedule?s sensitivity? | PM Knowledge Center. Retrieved from

http://www.pmknowledgecenter.com/dynamic_scheduling/risk/schedule-risk-analysis-

how-measure-your-baseline-schedule%E2%80%99s-sensitivity

Pcubed. (2015). Definition: What is Program Management. Retrieved from

http://www.pcubed.com/services/glossary.program

Price Induction. (n.d.). About Us | Price Induction. Retrieved from http://www.price-

induction.com/about-us/who-we-are/

Rockwell Collins. (2015). Flight Controls. Retrieved from

https://www.rockwellcollins.com/Products_and_Systems/Controls.aspx

Rockwell Collins. (2015). Fly-by wire. Retrieved from

https://www.rockwellcollins.com/Products_and_Systems/Controls/Fly_by_wire.aspx

Rockwell Collins. (2015). Our Company. Retrieved from http://rockwellcollins.com/Our_Company.aspx

Saab. (n.d.). Aircraft Support Solutions. Retrieved from http://saab.com/commercial-

aeronautics/aircraft-support-solutions/

The FAA and Industry Guide to Product Certification, Second Edition (2004). AIA, GAMA and

the FAA Aircraft Certification Service. Retrieved from

https://www.faa.gov/aircraft/air_cert/design_approvals/media/CPI_guide_II.pdf.

WebFinance, Inc. (n.d.). What is program management? definition and meaning.

Retrieved April 29, 2015, from http://www.businessdictionary.com/definition/program-

management.html

Aircraft Pressurization Systems. (n.d.). Retrieved April 6, 2015, from

http://www.tpub.com/ase2/75.htm


http://aviation-africa.eu/sites/default/files/events/105%20SIASA%20-

%20Introduction%20Fly%20By%20Wire%20Aircraft%20and%20New%20Technology.pdf

http://rockwellcollins.com/Our_Company.aspx


http://saab.com/commercial-aeronautics/aircraft-support-solutions/


http://www.businessdictionary.com/definition/program-management.html

http://www.davi.ws/avionics/TheAvionicsHandbook_Cap_11.pdf

http://www.dodmrl.com/



https://www.faa.gov/aircraft/air_cert/design_approvals/media/CPI_guide_II.pdf



http://www.tpub.com/ase2/75.htm







http://www.dodmrl.com/

http://www.evmlibrary.org/library/TP-16%20Schedule%20Analysis%20Techniques,%20Majerowicz.pdf

http://www.garmin.com/en-US/company/about/




http://www.kollmorgen.com/en-us/service-and-support/partners/supplier-terms-conditions/

http://www.moog.com/products/actuators-servoactuators/aircraft/flight-control/


http://www.pmknowledgecenter.com/dynamic_scheduling/risk/schedule-risk-analysis-how-measure-

your-baseline-schedule%E2%80%99s-sensitivity

http://www.price-induction.com/about-us/who-we-are/


https://buy.garmin.com/en-US/US/in-the-air/flight-decks/g1000-/prod6420.html



https://www.nasa.gov/content/technology-readiness-level/#.VTnRPSFViko





Rockwell Collins. (2015). PFCC-4100 Primary Flight Control Computers.

http://www.rockwellcollins.com/Data/Products/Controls/Fly-by-

wire/Primary_Flight_Control_Computers.aspx

http://www.evmlibrary.org/library/TP-16%20Schedule%20Analysis%20Techniques,%20Majerowicz.pdf





http://www.kollmorgen.com/en-us/service-and-support/partners/supplier-terms-conditions/


http://www.pmknowledgecenter.com/dynamic_scheduling/risk/schedule-risk-analysis-how-measure-your-baseline-schedule%E2%80%99s-sensitivity

http://www.pmknowledgecenter.com/dynamic_scheduling/risk/schedule-risk-analysis-how-measure-your-baseline-schedule%E2%80%99s-sensitivity






https://www.nasa.gov/content/technology-readiness-level/#.VTnRPSFViko





Documents

Final Report -Aircraft Design