Aircraft Design: Synthesis and Analysis - part 9 pot
Aircraft Design: Synthesis and Analysis - part 9 pot
... version, the DC-1 0-1 0. The
corresponding ¢/seat stat-mile is shown in the table of Fig. 12. Although the DC-l 0-1 0
and B747 benefit in ¢/seat-mile from technology improvement, a significant part of ... area and structure capable of much greater range than the DC-1 0-1 0. The
overwater DC-l 0-3 0 with a range comparable to the B747 would show about the same
¢/seat-mile as t...
Aircraft Design: Synthesis and Analysis - part 4 potx
... fitting a couple of popular airfoils of the time:
+- y = (t/0.2) * (. 296 9*x
0.5
- .126*x - .3537*x
2
+ .2843*x
3
- .1015*x
4
)
The camberline of 4-digit sections was defined as a parabola from ... trial and error. Some of the more successful
sections such as the Clark Y and Gottingen 398 were used as the basis for a family of sections tested by
the NACA in the early...
Aircraft Design: Synthesis and Analysis - part 6 pot
... "good-flying" and difficult-to-fly aircraft. New
aircraft designs can be simulated to determine whether they are acceptable. Such real-time, pilot-in-the-
loop simulations are expensive and ... to
turbo-prop nacelles, the value is usually much larger.
Airplane ytrack / fuse dia. (approx)
73 7-2 00 1. 39
74 7-2 00 1.67
75 7-2 00 1.85
76 7-3 00 1.67
E-3 Sentry 1.62
C...
Aircraft Design: Synthesis and Analysis - part 1 doc
... Thus the DC- 9- 1 0, a 77,000 lb, 80 passenger airplane grew into a DC- 9- 2 0,
then the -3 0, -4 0, -5 0, -8 0 then on to the MD-80 and MD -9 0 series. The MD -9 0 weighs as much as
172,000 lbs and can carry ... McGraw-Hill.
Raymer, D., Aircraft Design-A Conceptual Approach, AIAA, 199 2.
Roskam, J., Aircraft Design, Published by the author as an 8 volume set, 198 5-1...
Aircraft Design: Synthesis and Analysis - part 2 pptx
...
growth
(%)
IATA October 199 4 199 4 -
199 8
Intra North
America
Passengers
carried
3.1
Boeing May 199 5 199 5 -
2010
US domestic RPKs 4.0
Mc
Donnell
Douglas
November 199 4 199 3 -
2013
US domestic
Intra ... 561 178.7
198 6 36 163.6 125 208.3 431 178.8 622 198 .1
198 7 42 190 .9 151 251.7 4 59 190 .5 681 216 .9
198 8 48 218.2 180 300.0 475 197 .1 726 231.2
198 9 50 2...
Aircraft Design: Synthesis and Analysis - part 3 ppt
... component at zero-lift and a lift-dependent component but
includes only the increments due to Mach number (C
L
and Re are assumed to be constant.)
Zero-lift drag is the drag at M=0.5 and C
L
= 0. ... 717. Note the fuselage nose and tailcone shapes.
Two-Class 717 configuration with 8 first-class seats with 36" pitch and 98 coach seats with 32" pitch.
Single-class 717 co...
Aircraft Design: Synthesis and Analysis - part 5 pdf
... designed for efficient high-speed flight is often quite different from one designed solely for take-
off and landing. Take-off and landing distances are strongly influenced by aircraft stalling speed, ... deflection of 0 deg and
20 deg.
Airplane
S
wf
/ Sref
Flap Type
Flap Chord
Ratio
Sweep (deg)
DC-3S 0.575 Split 0.174 10
DC-4 0.560 Single Slot 0.257 0
DC-6 0.5 89 Double Slot 0.2...
Aircraft Design: Synthesis and Analysis - part 7 pps
... Sabreliner
CF/TF-34 92 00 0.35 49& quot; 103" 1670
Challenger 601/RJ,A-10
IHI (Japan)
F-3 3700 0.70 22" 79& quot; 458
Kawasaki T-4
TF-40 7300 0.74 30" 114" 1 690
Mitsubishi T-2, F-1
P&W/P&Wc/MTU
http://www.pwc.ca/
JT15D ... [Doc. No. 5066, 29 FR 18 291 , Dec. 24, 196 4, as amended by Amdt. 2 5-2 3, 35 FR
5672, Apr. 8, 197 0; Amdt. 2 5-5 4, 45 FR 60172, Se...
Aircraft Design: Synthesis and Analysis - part 8 docx
... airborne.
[Doc. No. 5066, 29 FR 18 291 , Dec. 24, 196 4, as amended by Amdt. 2 5-3 8, 41 FR
55466, Dec. 20, 197 6; Amdt. 2 5-4 2, 43 FR 2320, Jan. 16, 197 8]
R.S. Shevell, I. Kroo 4/20 /96
... percent of VMU in the all-
engines-operating condition and not less than 105 percent of VMU determined
at the thrust-to-weight ratio corresponding to the one-engine-inoperative
condition...
Aircraft Design: Synthesis and Analysis - part 10 doc
... 93 .6 92 .9
196 5 93 .6 93 .6 93 .7 94 .0 94 .2 94 .7 94 .8
94 .6 94 .8 94 .9 95.1 95 .4 94 .5
196 6 95 .4 96 .0 96 .3 96 .7 96 .8 97 .1 97 .4
97 .9 98.1 98 .5 98 .5 98 .6 97 .2
196 7 98 .6 98 .7 98 .9 99. 1 99 .4 99 .7 100.2
100.5 ... 89. 3 89. 3 89. 3 89. 4 89. 8
89. 7 89. 9 89. 9 89. 9 89. 9 89. 6
196 2 89. 9 90 .1 90 .3 90 .5 90 .5 90 .5 90 ....
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