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DESIGN
PROJECT- I
7-15 SEATER
BUSINESS JET
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ABSTRACT
In this project we have designed a 7-15 seater
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Page no
Serial no Topic
1 Introduction 5
2 Classification of aircraft 9
3 The design 11
5 Weight design 31
6 Wing design 35
7 Airfoil selection 37
9 Performance calculations 53
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INTRODUCTION
Purpose and scope of airplane design
An airplane is designed to meet the functional,
operational and safety requirements set by or acceptable to the ultimate
user. The actual process of design is a complex and long drawn out
engineering task involving:
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final goal and is based on a more profound study of the various problems
involved. The three phases of aircraft design are
• Conceptual design
• Preliminary design
• detail
The first question is “can an affordable aircraft be built that meets the
requirements?” if not, the customer may wish to relax the requirements.
Conceptual design is a very fluid process. New ideas and problems emerge as
a design is investigated in increasing detail. Each time the latest design is analyzed
and sized, it must be redrawn to reflect the new gross weight, fuel weight, wing
size, and other changes. Early wind tunnel test often revel problems requiring some
changes to the configuration.
REQUIREMENTS
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PRELIMINARY DESIGN freeze the configuration
Develop lofting
FABRICATION
Preliminary design
Preliminary design can be said to begin when the major changes are
over. The big questions such as whether to use a canard or an aft tail have
been resolved. The configuration arrangement can be expected to remain
about as shown on current drawing, although minor revisions may occur. At
some point late in preliminary design, even minor changes are stopped when
a decision is made to freeze the configuration.
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The ultimate objective during preliminary design is to ready the company
for the detail design stage, also called full-scale development. Thus, the end
of preliminary design usually involves a full scale development proposal. In
today’s environment, this can result in a situation jokingly referred to as
“you-bet-your-company”. The possible loss on an overrun contrast o from
lack of sales can exceed the net worth of the company! Preliminary design
must establish confidence that the airplane can be built in time and at the
estimated cost.
Detailed design
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involved. In fact, most of the engineers who go to work for a major
aerospace company will work in preliminary on detail design.
• Ramjet engines
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1. At the root(DH Comet, Tu-104,Tu-16)
Classification by configuration:
• Type of fuselage
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• Cantilever high wing monoplane (An-22,Brequet 941
Fokker Friendship)
Type of fuselage
THE DESIGN
Design is a process of usage of creativity with the
knowledge of science where we try to get the most of the best things
available and to overcome the pitfalls the previous design has. It is an
iterative process to idealism toward with everyone is marching still.
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Here the preliminary design has been done of an
executive Transport Aircraft. The basic requirements are the safe,
comfortable and economic transport mode with reasonable time period of
flight. Here comfort and safety are given primary importance.
The modern day calls for the need of latest aircrafts for the use
of passenger transport which aims mainly at improving the aerodynamic
characteristics as well as the passenger comfort. This design project also
looks at the above aspects in a lot more closer way. Also the design project
has been classified into different stages in our design will be as follows.
• 3-view diagram
• Balance diagram
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COMPARATIVE DATA SHEET
The datas has been collected for various sites in the internet
for 7-15 seater BUSINESS JET design
• Cruise Velocity
• Range
• Wing area
• Wing loading
• Aspect ratio
• Sweep angle
• Cruise altitude
• Thrust/weight ratio
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Bombardier Britten-Norman
Parameters Cessna 421
global express Islander
Maximum take off
44,500 2,994 3,103
Weight (kg)
Design pay
805 n/a n/a
load(kg)
Design fuel
19663 n/a n/a
load(kg)
Quarter chord
35 n/a n/a
Sweep(degrees)
Max wing
468 99.14 166.8
loading(kg\m2)
Cruise
950 n/a 420
velocity(km\hr)
Altitude(m)
15,500 4,024 5,230
Capacity 8 to 19 9 8
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Cessna citation
Parameters Cessna citation cj3
excel
Cessna citation X
Area(m2) 27 34.35 50
Quarter chord
0 0 37
Sweep(degrees)
Max wing
230 264.1 334.45
loading(kg\m2)
Cruise
773 848 1004
velocity(km\hr)
Altitude(m)
13,716 15,517 15,545
Capacity 9 10 8 to 12
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Parameters Gulf stream G100 Gulf stream G200 Hawker 400
Design pay
363 1905 289
load(kg)
Design fuel
3942 6804 2228
load(kg)
Quarter chord
34 34 20
Sweep(degrees)
Max wing
380.3 469.1 329.67
loading(kg\m2)
Length\span ratio
1.01 1.07 1.11
Cruise
850 880 778
velocity(km\hr)
Altitude(m)
12497 13715 13243
Capacity
9 8 8
Learjet 25
Parameters Hawker 800 Dassault Falcon 50
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Maximum take off
12701 18007 6803
Weight(kg)
Design pay
1000 1710 n/a
load(kg)
Design fuel
4536 7040 n/a
load(kg)
Quarter chord
20 29 n/a
Sweep(degrees)
Max wing
365.5 384.5 315.9
loading(kg\m2)
Length\span ratio
0.99 0.98 1.3376
Cruise
793 850 n/a
velocity(km\hr)
Altitude(m)
11887 12497 13720
Capacity 14 9 8
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Empty weight(kg) 5797 7892 3992
Design pay
1030 726 370
load(kg)
Design fuel
2750 4921 2204
load(kg)
Quarter chord
13 12 10
Sweep(degrees)
Max wing
322.3 283.9 223.8
loading(kg\m2)
Length\span ratio
1.22 1.005 0.9
Cruise
846 850 744
velocity(km\hr)
Altitude(m)
15545 13105 8458
Capacity 9 12 10
Learjet 35
Parameters IAI WEST WIND GAF N22 NOMAD
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Design pay
n/a n/a n/a
load(kg)
Design fuel
n/a n/a n/a
load(kg)
Quarter chord
n/a n/a n/a
Sweep(degrees)
Max wing
353.19 328.322 128.07
loading(kg\m2)
Length\span ratio
1.23 1.16 0.76
Cruise
852 870 311
velocity(km\hr)
Altitude(m)
13716 13716 6400
Capacity 8 10 12
RAYTHON
BEECHCRAFT KING Cessna citation
Parameters AIR
Learjet 23
mustang
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Design pay
n/a n/a 281
load(kg)
Design fuel
n/a n/a 1460
load(kg)
Quarter chord
n/a n/a n/a
Sweep(degrees)
Max wing
225.18 317 215.6
loading(kg\m2)
Length\span ratio
0.8 0.82246 1
Cruise
583 n/a 630
velocity(km\hr)
Altitude(m)
N\A 13715 12500
15
Capacity 6 4 to 5
Design pay
n/a n/a n/a
load(kg)
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Design fuel
n/a 1271 n/a
load(kg)
Quarter chord
n/a 1 n/a
Sweep(degrees)
Max wing
253.6 327.4 401.3
loading(kg\m2)
Length\span ratio
0.9889 1.026 1.109
Cruise
n/a 644 823
velocity(km\hr)
Altitude(m)
n/a 12500 13135
Capacity 4 to 5 9 8to 10
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Dassault falcon 7X
Parameters Learjet 60 Learjet 55
Quarter chord
n/a n/a 34
Sweep(degrees)
Max wing
433 387.66 435
loading(kg\m2)
Cruise
782 744 685
velocity(km\hr)
Altitude(m)
15545 15545 15,500
Capacity 8 to 10 7 19
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s.n Design
Values
o characteristics
5 Sweep angle 31
Thrust /weight
6 .33
ratio
9 Wing area 30
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Weight Estimation
The weight of the aircraft (W) is the key factor in
almost aircraft performance problems. The gross weight is
distributed in the following manner:
Here,
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• As for the aircraft to be designed, the Number of
passengers will be 15 with a 5 member crew.
------------------------------------------
----------------
Cruise velocity
Wfuel = 3385.43 kg
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W = 0.425W + 3261.97 + 3385.43
Hence W = 10821.57 kg
Engine selection:
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Wpower plant = 0.055 Wg = 652 kg
Wfuel = 3385.43 kg
Wtotal = 11460 kg
Parameters :-
MTOW (N) 112435.6
Sigma 0.26
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Cruise SFC (lb/hr/lbt) 0.65
Wing selection
Λ can be approx reasonably with more simply constructed
trapezoidal using with a taper ratio of
λ=0.5(assuming)
S=30m2
A= (b2/S)
A=7.5= (b2/S)
b= = 15m
Cr=2b/ (A (1+λ))
=2 / (7.5(1+0.5)) =2.67m
=2 x 2.67(1+0.5+0.52)/ (3 1.5)
C=2.08m
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(Y/b)= (1+1)/ (6 1.5) =0.222m
Mcruise =800/1188=0.673
ΛLE=31⁰
Cr =2.67m
b=15m
λ=0.5
Λc/4=29.5⁰
AIRFOIL SELECTION
During steady level flight, lift is equal to weight and
hence
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L = W = 0.5 ×density × V2stall × S×CLmax
S = 30 m2 (from graph)
W = 11460kg
CLmax = 1.98
Airfoil selection:
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All airfoils listed below are from NACA series
6%
Airfoil CLmax CDomin L/D
63006 0.9 0.004 225
64006 0.86 0.00375 229.3333
64206 1.1 0.0038 289.4737
65006 0.95 0.0034 279.4118
65206 1.1 0.0035 314.2857
= 2.666m
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Ct = 0.5 × Cr
= 1.333 m
C r + Ct
Cm =
2
=2m
t/c 15 % 10 % 6%
Clmax 1.6 1.625 1.1
Cdomin 0.004 0.00425 0.0035
= 1.68m3
= 4.21 m3
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Flap selection:
V2-VL2=2 a S
VL = 95.25 m/s.
= 0.95
CLmaxavailable = 0.95
CLrequired = 1.98
∆ CLreq = 1.03
The flap on the wing of the aircraft does not run along the
entire span. As a convention we can approximately take the flap
is provided for quarter span of the wing i.e. flap span is b/4.
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Length = 50% of Semi span
Cf = 0.25 C
Split Flap:
0 0 0 0 0
10 0.22 0.018 0.11 0.009
20 0.42 0.048 0.21 0.024
30 0.6 0.09 0.3 0.045
40 0.65 0.136 0.325 0.068
50 0.79 0.18 0.395 0.09
60 0.825 0.22 0.4125 0.11
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main wheels towards the front of the aircraft and a single, much
smaller, wheel or skid at the rear; or tricycle undercarriage where
there are two main wheels (or wheel assemblies) under the wings
and a third smaller wheel in the nose. Most modern aircraft have
tricycle undercarriages. Tail draggers are considered harder to
land and take off, and usually require special pilot training.
Sometimes a small tail wheel or skid is added to aircraft with
tricycle undercarriage, in case of tail strikes during take-off. The
Concorde, for instance, had a retractable tail “bumper” wheel (as
delta winged aircraft need a high angle when taking off). Some
aircraft with retractable conventional landing gear have a fixed
tail wheel, which generate minimal drag and even improve yaw
stability in some cases.
Retractable gear
To decrease drag in flight some undercarriages retract
into the wings and/or fuselage with wheels flush against the
surface or concealed behind doors; this is called retractable gear.
A design for retractable landing gear was first seen in
1876 in plans for an amphibious monoplane designed by
Frenchmen Alphonse Pénaud and Paul Gauchot. Aircraft with at
least partially retractable landing gear did not appear until 1917,
and it was not until the late 1920s and early 1930s that such
aircraft became common. By then, aircraft performance was
improved to the point where the aerodynamic advantage of a
retractable undercarriage justified the added complexity and
weight. An alternate method of reducing the aerodynamic penalty
imposed by fixed undercarriage is to attach aerodynamic fairings
(often called "spats" or "pants") on the undercarriage, with only
the bottoms of the wheels exposed.
Large aircraft
As aircraft grow larger, they employ more wheels to cope
with the increasing weights. The Airbus A340-500/-600 has an
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additional four-wheel undercarriage bogie on the fuselage
centerline. The Boeing 747 has five sets of wheels, a nose-wheel
assembly and four sets of four-wheel bogies. A set is located
under each wing, and two inner sets are located in the fuselage, a
little rearward of the outer bogies.
Unusual types of gear
Some planes use wheels only for take off and drop
them afterwards to gain the improved streamlining without the
complexity, weight and space requirements of a retraction
mechanism. In this case, landing is achieved on skids or similar
simple devices. Historical examples include the Messerschmitt Me
163 and the Messerschmitt Me 321. A related contemporary
example are the wingtip support wheels ("Pogos") on the U-2
reconnaissance aircraft, which fall away after take-off; the aircraft
then relies on titanium skids on the wingtips for landing. Landing
gear on an Airbus A310 an unusual undercarriage configuration is
found on the Hawker Siddeley Harrier, which has two main wheels
in line astern under the fuselage (called a bicycle or tandem
layout) and a smaller wheel near the tip of each wing. On second
generation Harriers, the wing is extended past the outrigger
wheels to allow greater war loads to be carried.
A multiple tandem layout was used on some military jet
aircraft during the 1950s such as the Lockheed U-2, Myasishchev
M-4, Yakovlev Yak-25, Yak-28 and the Boeing B-47 because it
allows room for a large internal bay between the main wheels. A
variation of the multi tandem layout is also used on the B-52
Stratofortress which has four main wheel bogies underneath the
fuselage and a small outrigger wheel supporting each wing-tip.
The B-52's landing gear is also unique in that all four pairs of main
wheels can be steered. This allows the landing gear to line up
with the runway and thus makes crosswind landings easier (using
a technique called crab landing).For light airplanes, a landing gear
which is economical to produce is a simple wooden arch
laminated from ash, as used on some homebuilt aircraft. A recent
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addition to this type of gear is the fixed-gear RJ.03 IBIS canard
homebuilt aircraft.
Steering
The steering mechanism used on the ground with wheeled
landing gear varies by aircraft, but there are several general
types of steering. Tail dragger aircraft may be steered by rudder
alone (depending upon the prop wash produced by the aircraft to
turn it) with a freely-pivoting tail wheel, or by a steering linkage
with the tail wheel, or by differential braking (the use of
independent brakes on opposite sides of the aircraft to turn the
aircraft by slowing one side more sharply than the other). Aircraft
with tricycle landing gear usually have a steering linkage with the
nose wheel (especially in large aircraft), but some allow the nose
wheel to pivot freely and use differential braking and/or the
rudder to steer the aircraft.
Rudder steering
When an aircraft is steered on the ground exclusively using the
rudder, turning the plane requires that a substantial airflow be
moving past the rudder, which can be generated either by the
forward motion of the aircraft or by thrust provided by the
engines. Rudder steering requires considerable practice to use
effectively. Although it requires air movement, it has the
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advantage of being independent of the landing gear, which makes
it useful for aircraft equipped with fixed floats or skis.
Direct steering
Some aircraft link the yoke, control stick, or rudder directly to the
wheel used for steering. Manipulating these controls turns the
steering wheel (the nose wheel for tricycle landing gear, and the
tail wheel for tail draggers). The connection may be a firm one in
which any movement of the controls turns the steering wheel
(and vice versa), or it may be a soft one in which a spring-like
mechanism twists the steering wheel but does not force it to turn.
The former provide positive steering but make it easier to skid the
steering wheel; the latter provide softer steering (making it easy
to over control) but reduce the probability of skidding the wheel
used for steering. Aircraft with retractable gear may disable the
steering mechanism wholly or partially when the gear is
retracted.
Differential braking
Differential braking depends on asymmetric application of the
brakes on the main gear wheels to turn the aircraft. For this, the
aircraft must be equipped with separate controls for the right and
left brakes (usually on the rudder pedals). The nose or tail wheel
usually is not equipped with brakes. Differential braking requires
considerable skill. In aircraft with several methods of steering that
include differential braking, differential braking may be avoided
because of the wear it puts on the braking mechanisms.
Differential braking has the advantage of being largely
independent of any movement or skidding of the nose or tail
wheel.
Tiller steering
A tiller in an aircraft is a small wheel or lever, sometimes
accessible to one pilot and sometimes duplicated for both pilots,
that controls the steering of the aircraft while it is on the ground.
The tiller may or may not be designed to work in combination
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with other controls such as the rudder or yoke. In large airliners,
for example, the tiller is often used as the sole means of steering
during taxi, and then the rudder is used to steer during take-off
and landing, so that both aerodynamic control surfaces and the
landing gear can be controlled simultaneously when the aircraft is
moving at aerodynamic rates of speed.
Maximum take off weight (from data sheet) = 10821.57 N=
25165 lbs
Tricycle-wheel arrangement
Nose- 1L/G
- 2 wheels
Main – 2 L/G
- 8 wheels
Weight taken by main landing gear, Wm = 0.9 ×W/8
= 12.6 KN/wheel =
2831 lbs/wheel
= 5600 N/wheel =
1258.25 lbs/wheel
Tyre sizing:
1. Bicycle type
2. Tricycle type
3. Tricycle tail wheel type.
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due care since depending on this criterion, wheels and tires are
selected.
Wheel configurations:
A B
Wheel diameter 1.51 0.349
Wheel width 0.715 0.312
Main wheels:
B 0.349
Wheel diameter = A (Wm\2) = 1.51× (2831\2)
Nose wheels:
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Wheel width = A (Wn)B = 0.715 × (1258.25)0.312
FUSELAGE SELECTION
HORIZONTAL TAILPLANE
Sht/s=0.15 S=30m2
Sht=4.5m2
bht=
bht=4.24m
Crt=1.415m
Ctt=0.5Crt=0.7m
Svt=2.4m
bvt=
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bvt=1.879m
Ctt=Crt0.5=0.84m
Horizontal Tail:
VHT = 0.7
ARht = 4
SHT = 4.5 m2
bht = 4.24 m
Cr = 1.415 m
Cmht = 1.1 m
Ct = 0.7 m
Yht = 0.94 m
Vertical Tail:
VVT = 0.04
ARvt = 1.5
SVT = 2.4 m2
bvt = 1.897 m
Crvt = 1.68 m
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Cmvt = 1.3 m
Ctvt = 0.84 m
Yvt = 0.843 m
Performance
Take off performance
L= 0.5 × ρ×V2×S×CL
= 0.5×1.2256×55.5552×30×1.61
L= 91.35 KN
Hence T=36419.6 N
Assuming L/D = 15
D=91350/15 = 6090 N
Thrust required = 40 KN
Therefore
Sto = 0.745 km
Landing performance:
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The landing distance is given by
Therefore
SLo = 2.1 km
Climbing flight:
R/c = V sin γ
= V (T-D)/W
= (PA-PR)/W
68.28= V sin γ
γ = 17°53°
Horizontal turn:
Bank angle is Ø
Turn angle is θ
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L cos Ø = W
Sec Ø = nmax
Ø = sec-1(4.95)
Ømax = 78°30°
Hence Ø = 70°31°
Endurance:
E = 9.59 hours.
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5 Turn radius 1038.43 m
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20 Range (km) 3825
21 Cruise Velocity (kmph) 800
22 Time of cruise (hrs) 10
23 Power plant chosen CF700-202
24 Dry weight (kg) 349
25 Net engine weight (N) 3423.7
26 Thrust per engine (kN) 20
27 Net Thrust (kN) 40
28 Cruise SFC (lb/hr/lbt) 0.65
29 Calculated W fuel (N) 3375
30 Aspect Ratio(AR) 7.5
31 Area(S) 30M2
32 Span(b) 15M
33 Cr 3.053M
34 Ct 0.947M
35 λ 0.31
36 Λc/4 29.5˚
AIRFOIL SELECTION
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parameter root mean Tip
Chord (m) 2.666 2.0 1.333
t/c 15 % 10 % 6%
Clmax 1.6 1.625 1.1
Cdomin 0.004 0.00425 0.0035
1.74M
16M ZZZZZZZZZZZZZZZZZZZZZZZZZ
ZZZ
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30 M2
15 M
Conclusion
The aircraft is designed and the
parameters like cruise velocity, wing
loading, span etc have been selected for
our aircraft. The weight estimation had
been done to estimate the weight of our
aircraft. The wings, airfoil, landing gear
have been selected for our aircraft. The
performance calculations were also made
to estimate the performance. The aircraft
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parameters are in the optimum range and
design characteristics have been found to
be satisfactory
BIBILOGRAPHY
1. “AIRCAFT PERFORMANCE AND
DESIGN” by
John D.Anderson, Jr
2. “AIRCRAFT DESIGN” by Daniel P.
Ramer
3. “ALL THE WORLD’S AIRCRAFT “ by
janes
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4. Web source: www.wikipedia.com
www.airliners.com
www.geae.com
www.pdas.com