This document is an aircraft design project report for a twin engine business jet. It includes dimensions, weight configurations, and performance parameters for 20 existing medium business jets analyzed to determine ideal specifications for the new design. Weight estimation was conducted and various design elements were researched and selected, including a cantilever low wing with tapered airfoils. Performance calculations and graphs were included to analyze the 17-seater twin turbofan jet, which will have a maximum speed of 750mph. The report concludes with future work plans and references.
This is Part 4 (in work) of work for my Advanced Technology Demonstration Aircraft project, to inspire interest in aerospace engineering for the RAeS and AIAA.
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The Airbus airframe design process has considerably evolved since 20 years with the constant improvement of numerical simulation capability and the computational means capacity. Today the size of Finite Element Models for aircraft structural behaviour study is exceeding the boundary of airframe components (fuselage section, wing); for the A350, a very large scale non-linear model of more than 60 million degrees of freedom has been developed to secure the static test campaign. This communication will illustrate the partnership with Altair and the use of Altair products for the creation and verification of very large models at Airbus. It will deal with: - Geometry preparation - Meshing - Property assignment - Assembly - Checking More generally, numerical simulation will play more and more a major role in the aircraft process, from the development of new concepts / derivatives to the support of the in-service fleet. Then, this presentation will also state the coming needs regarding model creation tools to cope with Airbus strategy.
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Marion Touboul, Ingénieur en Simulation Numérique - Calcul Structure, Airbus Opérations SAS
This project gives an understanding on how an Aircraft is protected from Icy conditions during flight and while on ground. Hence also the systems and devices and fluid used.
This is Part 1 of 3 covering my work on my Future Deep Strike Aircraft project, to inspire interest in aerospace engineering for the RAeS, the A&SPA(UK) and AIAA.
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What is Blended Wing Body, History, Advantages And Disadvantages, Design and Structure, How airplanes Fly, Conventional airplanes vs. BWB, Future Scope And Challenges.
This is Part 4 (in work) of work for my Advanced Technology Demonstration Aircraft project, to inspire interest in aerospace engineering for the RAeS and AIAA.
Structural detailing of fuselage of aeroplane /aircraft.PriyankaKg4
This presentation is about the structural detailing of fuselage of aeroplane .The fuselage or body of the airplane, holds all the pieces together. The pilots sit in the cockpit at the front of the fuselage. Passengers and cargo are carried in the rear of the fuselage. Some aircraft carry fuel in the fuselage; others carry the fuel in the wings.
Aircraft Finite Element Modelling for structure analysis using Altair ProductsAltair
The Airbus airframe design process has considerably evolved since 20 years with the constant improvement of numerical simulation capability and the computational means capacity. Today the size of Finite Element Models for aircraft structural behaviour study is exceeding the boundary of airframe components (fuselage section, wing); for the A350, a very large scale non-linear model of more than 60 million degrees of freedom has been developed to secure the static test campaign. This communication will illustrate the partnership with Altair and the use of Altair products for the creation and verification of very large models at Airbus. It will deal with: - Geometry preparation - Meshing - Property assignment - Assembly - Checking More generally, numerical simulation will play more and more a major role in the aircraft process, from the development of new concepts / derivatives to the support of the in-service fleet. Then, this presentation will also state the coming needs regarding model creation tools to cope with Airbus strategy.
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Marion Touboul, Ingénieur en Simulation Numérique - Calcul Structure, Airbus Opérations SAS
This project gives an understanding on how an Aircraft is protected from Icy conditions during flight and while on ground. Hence also the systems and devices and fluid used.
This is Part 1 of 3 covering my work on my Future Deep Strike Aircraft project, to inspire interest in aerospace engineering for the RAeS, the A&SPA(UK) and AIAA.
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Beautiful 1981 Cessna Citation II. 8200.1 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, NewFlight Inc. increased gross weight, thrust reversers, and much more.
• Created a conceptual aircraft that can use wing in ground effect to fly at low altitude to achieve fuel efficiency and high payload carrying capacity.
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It is now-a-days very important for the people to send or receive articles like imported furniture, electronic items, gifts, business goods and the like. People depend vastly on different transport systems which mostly use the manual way of receiving and delivering the articles. There is no way to track the articles till they are received and there is no way to let the customer know what happened in transit, once he booked some articles. In such a situation, we need a system which completely computerizes the cargo activities including time to time tracking of the articles sent. This need is fulfilled by Courier Management System software which is online software for the cargo management people that enables them to receive the goods from a source and send them to a required destination and track their status from time to time.
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When a customer search for a automobile, if the automobile is available, they will be taken to a page that shows the details of the automobile including automobile name, automobile ID, quantity, price etc. “Automobile Management System” is useful for maintaining automobiles, customers effectively and hence helps for establishing good relation between customer and automobile organization. It contains various customized modules for effectively maintaining automobiles and stock information accurately and safely.
When the automobile is sold to the customer, stock will be reduced automatically. When a new purchase is made, stock will be increased automatically. While selecting automobiles for sale, the proposed software will automatically check for total number of available stock of that particular item, if the total stock of that particular item is less than 5, software will notify the user to purchase the particular item.
Also when the user tries to sale items which are not in stock, the system will prompt the user that the stock is not enough. Customers of this system can search for a automobile; can purchase a automobile easily by selecting fast. On the other hand the stock of automobiles can be maintained perfectly by the automobile shop manager overcoming the drawbacks of existing system.
Water scarcity is the lack of fresh water resources to meet the standard water demand. There are two type of water scarcity. One is physical. The other is economic water scarcity.
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Presented at NUS: Fuzzing and Software Security Summer School 2024
This keynote talks about the democratization of fuzzing at scale, highlighting the collaboration between open source communities, academia, and industry to advance the field of fuzzing. It delves into the history of fuzzing, the development of scalable fuzzing platforms, and the empowerment of community-driven research. The talk will further discuss recent advancements leveraging AI/ML and offer insights into the future evolution of the fuzzing landscape.
About
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Technical Specifications
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
Key Features
Indigenized remote control interface card suitable for MAFI system CCR equipment. Compatible for IDM8000 CCR. Backplane mounted serial and TCP/Ethernet communication module for CCR remote access. IDM 8000 CCR remote control on serial and TCP protocol.
• Remote control: Parallel or serial interface
• Compatible with MAFI CCR system
• Copatiable with IDM8000 CCR
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
Application
• Remote control: Parallel or serial interface.
• Compatible with MAFI CCR system.
• Compatible with IDM8000 CCR.
• Compatible with Backplane mount serial communication.
• Compatible with commercial and Defence aviation CCR system.
• Remote control system for accessing CCR and allied system over serial or TCP.
• Indigenized local Support/presence in India.
• Easy in configuration using DIP switches.
Student information management system project report ii.pdfKamal Acharya
Our project explains about the student management. This project mainly explains the various actions related to student details. This project shows some ease in adding, editing and deleting the student details. It also provides a less time consuming process for viewing, adding, editing and deleting the marks of the students.
COLLEGE BUS MANAGEMENT SYSTEM PROJECT REPORT.pdfKamal Acharya
The College Bus Management system is completely developed by Visual Basic .NET Version. The application is connect with most secured database language MS SQL Server. The application is develop by using best combination of front-end and back-end languages. The application is totally design like flat user interface. This flat user interface is more attractive user interface in 2017. The application is gives more important to the system functionality. The application is to manage the student’s details, driver’s details, bus details, bus route details, bus fees details and more. The application has only one unit for admin. The admin can manage the entire application. The admin can login into the application by using username and password of the admin. The application is develop for big and small colleges. It is more user friendly for non-computer person. Even they can easily learn how to manage the application within hours. The application is more secure by the admin. The system will give an effective output for the VB.Net and SQL Server given as input to the system. The compiled java program given as input to the system, after scanning the program will generate different reports. The application generates the report for users. The admin can view and download the report of the data. The application deliver the excel format reports. Because, excel formatted reports is very easy to understand the income and expense of the college bus. This application is mainly develop for windows operating system users. In 2017, 73% of people enterprises are using windows operating system. So the application will easily install for all the windows operating system users. The application-developed size is very low. The application consumes very low space in disk. Therefore, the user can allocate very minimum local disk space for this application.
Overview of the fundamental roles in Hydropower generation and the components involved in wider Electrical Engineering.
This paper presents the design and construction of hydroelectric dams from the hydrologist’s survey of the valley before construction, all aspects and involved disciplines, fluid dynamics, structural engineering, generation and mains frequency regulation to the very transmission of power through the network in the United Kingdom.
Author: Robbie Edward Sayers
Collaborators and co editors: Charlie Sims and Connor Healey.
(C) 2024 Robbie E. Sayers
1. (DEEMED TO BE UNIVERSITY)
SCHOOL OF AERONAUTICAL SCIENCE
DEPARTMENT OF AERONAUTICAL ENGINEERING
HINDUSTAN INSTITUTE OF TECHNOLOGY AND SCIENCE PADUR, CHENNAI 603 103
MAY 2020
2. DESIGN OF TWIN ENGINE BUSINESS JET AIRCRAFT
AEB336 AIRCRAFT DESIGN PROJECT REPORT-I
Submitted by
GANESH NAGENDRAN – 17101001
VENKATA MAHESH REDDY – 17101002
DEEPIKA KUMARI – 17101003
CHIRAG GOYAL - 17101030
Under the guidance of
Mr. Elumalai
In partial fulfilment for the award of the degree Of
BACHELOR OF TECHNOLOGY
In
AERONAUTICAL ENGINEERING
3. Contents:
• Acknowledgement Slide - 5
• Abstract Slide - 6
• Dimensions of Various Aircrafts Slide -7
• Weight Configuration of Various Aircrafts Slide - 8
• Performance of Various Aircrafts Slide - 9
• Engine Configuration of Various Aircrafts Slide - 10
• Dimension Graphs of Various Aircrafts Slide - 11
• Weight Configuration Graphs of Various Aircrafts Slide - 12
• Performance Graphs of Various Aircrafts Slide - 13
• Engine Configuration Graph of Various Aircrafts Slide - 14
5. ACKNOWLEDGEMENT
First and foremost, we would like to thank the Almighty Lord for His presence and immense blessings through the project
work.
We wish to express my heartfelt gratitude to Dr R Asokan, Head of Department, School of Aeronautical Science for much of
his valuable support encouragement in carrying out this work.
We would like to thank my internal guide Mr. Elumalai, for continually guiding and actively participating in my project, giving
valuable suggestions to complete the project work.
We would like to thank all the technical and teaching staff of the School of Aeronautical Science, who extended directly or
indirectly all support.
Last, but not the least, we are deeply indebted to my parents who have been the greatest support while we worked day and
night for the project to it a success.
6. ABSTRACT
The business jets have a premium space in the aviation market. They range from small four-seated aircraft to converted huge
jumbo jets such as B 747. They vary in size and capacity. This report is about the design evaluation of a mid-sized business
jet for short range travel.
The main aim is to make a business jet that is comfortable and cost-effective within the design parameters as well as
technically efficient. The unique features of the aircraft include a canard and a ballistic parachute. The canards provide good
stall characteristics whereas the ballistic parachute stands as a backup in-case of an engine or any other failure. Thus, it acts
as a full proof back-up.
The report focuses on the aircraft design and business jets at the beginning. It comprises of a literature survey of about 20
existing medium business jets. The performance, specification and other parameters that are similar are compared and
analysed to finalize the ideal parameters for the aircraft. Weight estimation has been done to analyse empty weight, fuel
weight and overall take-off weight. Various airfoils are researched and analysed thoroughly to find an ideal airfoil and its
important parameters are calculated. The wing selection is done later as per the design demands.
Finally, performance graphs of the aircraft are drawn. This business jet is a 17-seater with a twin turbo-fan engine with a
cruising speed of 750mph.
15. • Estimated Maximum Take-off Weight = 39000 lb = 17000 kg
• Estimated Fuel Weight Wf = Wf used + Wreserved
= 9867 lb = 4475 kg
• % Error = % Error = [{(WE ACT - WE TENT)/WE ACT } * 100]
= 1.3%
WEIGHT ESTIMATION
16. WING SELECTION
Selection of Number of wings: There are three types of wings that exist based on the
number of wings of an aircraft.
Monoplane,
Biplane,
Triplane
Selected Type:
Monoplane. A monoplane is very efficient and less heavy than a biplane especially when the aircraft has higher cruise
speeds. The monoplane design eliminates lift induced drag and it also eliminates extra structural support mass needed to
support extra set of wings.
17. To support itself a wing has to be rigid and strong
and consequently may be heavy. By adding external
bracing, the weight can be greatly reduced. Two
types of wing support available: Cantilever and
semi-cantilever.
Selected Type:
Cantilever. The wings of most naval aircraft
are of all metal, full cantilever construction. The
wing can be fastened to the fuselage without the
use of external bracing, such as wires or struts. A
complete wing assembly consists of the surface
providing lift for the support of the aircraft.
Wing Support Wing Location
The wing may be mounted at various positions relative to the
fuselage:
Low wing
Mid wing
Shoulder wing
High wing
Parasol wing
Selected Type:
Low Wing. A low wing enhances take off performance of
an aircraft. It lowers the drag of the aircraft as it a low wing
design has a lower cross-sectional area than a high wing design.
Low wing design is also lighter as the wing need not to be as
structurally reinforced as in a high wing design, struts are also
eliminated. The landing gear can be housed inside the wing box
0allowing more cabin space which is essential for a light
business jet. A low wing design also gives the aircraft more a
premium look which customers of business jets expect.
18. Tapper wings/Tapered Wings
Not all wings are rectangular. Another way to reduce drag while increasing strength is with a
trapezoid-shaped wing. Another name for this wing is a tapered wing. "To taper" means to make
something gradually smaller at one end.
Selected Type:
Tapper Wing. The wing is tapered at the end to avoid creation of high
vortices which causes drag and reduce the efficiency of the wing.
Dihedral
Anhedral
Selected Type:
Dihedral. Dihedral improves lateral (roll) stability of the aircraft. The placement of
wings at lowers side decreases the lateral stability to a small extent, this is to be
compensated by dihedral and additional lateral stability is to be provided, as for a civil
aviation aircraft stability is a desired feature.
Selection of Angle
19. Chime
Canards
Levcons
Selected Type:
Canard. The aircraft uses canard for pitch control. A lifting canard is used which distributes the load
between the wing and canard. The canard helps in allowing the aircraft to have apt centre of gravity and main
advantage of canard is its favourable stall recovery characteristics. The canard is of same profile as the wing and
is set at slightly higher angle of incidence than the wing such that during onset of stall the canard stall drops the
nose down and helping in stall recovery. The canard is also efficient than a conventional tail as it do not produce
downward force.
Auxiliary Control Surfaces
20. Airfoil Selection
Selection Criteria
• High Cl max.
• Low Cd min.
• High (Cl/Cd)max.
• Low pitching coefficient Cm.
• Stall Quality (Curve must be gentle not sharp).
• Thickness of Aerofoil.
• t/c selection
15 % to 18 % for low speed aircraft.
9 % to 12 % for high speed aircraft.
3 % to 9 % for supersonic aircraft.
21. Wing Setting Angle :
For Fighter αset = 0° to 1°
For Commercial αset = 3° to 5°
For Business Jet αset = 2° to 4°
For our Business Jet, we set the value of αset as 3°.
Wing Area (S): S = Max. Take-off Weight / Wing
Load = 25.45 m2
Aspect Ratio A.R: AR = b2 / S = 6.5
Chord Length c : c = b / AR = 1.97 m
Root Chord croot : 1.97 m
Tip Chord ctip : ctip = l * croot = 0.985 m
Mean Aerodynamic Chord MAC (ĉ): ĉ = [{(2/3)*cr
* (1+ l + l 2)/(1+ l )}] = 1.532 m
Structural Weight Volume : WF / ρF = 1.774 m3
Chord Thickness Ratio (t/c) : 20% of wt. volume = (t/c) * ĉ *
(0.5 * cr) * (0.5 * b)*1.5 = 0.03658
Root Thickness tr: tr = (t/c) * croot = 0.072
Tip Thickness tt: tt = (t/c) * ctip = 0.036
Wing Lift Coefficient CL : CL = [(2*WTO*g)/(ρ*v2
cruise*S)] = 0.2
Selected Airfoil
NACA 23024 is selected for wing root.
NACA 23012 is selected for wing tip.
22. TAIL PLANE SELECTION
• Conventional-Tail:
• Cruciform-Tail:
• T-tail:
• V-Tail:
• Triple-Tail:
• Twin boom:
• H-Tail:
• Tailless:
• Y-Tail:
Selected Type:
T-tail. Since T-tails keep the stabilizers out of the engine wake,
and give better pitch control. T-tails have a good glide ratio, and
are more efficient on low speed aircrafts.
23. LANDING GEAR SELECTION
Types
1. Fixed
2. Retractable
Selected Type:
Retractable. The retractability adds to
overall efficiency of the aircraft. The
retractable gear produces lower drag than
fixed ones and also permit aircraft to
cruise at high speeds.
Landing Gear Configuration
Single wheel landing Gear
• Bicycle
• Tricycle
• Quadricycle
• Multi-bogey
Selected type:
Tricycle. The Tricycle landing gear gives the
aircraft more stability than a unicycle or
bicycle landing gear and it also more
comfortable for occupants than tail draggers.
The tricycle is such that main landing gear
takes almost most of the force of landing.
This configuration is also less complex and
cheaper than fixed ones and also permit
aircraft to cruise at higher speeds.
24. FUSELAGE CONSTRUCTION
Construction Type:
• Monocoque
• Semi-Monocoque
• Geodesic Truss Construction
Selected type:
Semi-Monocoque Structure. Semi-Monocoque structure
offers higher strength to weight ratio than other forms of aircraft
structure. It distributes the load between the skin and the
structure it is lighter than the Monocoque aircraft structure and
it is most preferred aircraft structure.
25. ENGINE SELECTION
Types of Engine:
• Reciprocating
• Turbofan
• Turbojet
• Turboprop
• Ramjet
• Scramjet
• Pulsejet
• Turboshaft
Selected Type:
Turbofan. Turbofan engines are most efficient
aircraft engines for high subsonic speeds. They
are fuel efficient and have lower emission than
other types of jet engines. They also have less
acoustic signature, well within the current airport
standards.
26. Location of Engine
• Nose mounted
• Wing mounted Below the wing
• Above the wing
• Close to Fuselage
• Centre of the Wing
1. Tail mounted
2. Engine mounted
Selected Type: Engine Mounted. The twin
turbofan engine is mounted at the rear of the
aircraft and is buried inside the fuselage. This
eliminates and need for a wing pylon or other
external engine mounting fitting or extensions.
This in turn reduces cross sections of the
aircraft and also reduced the drag. The inline
engine mounting also eliminates the need to
have a nonzero thrust angle which prevents loss
of power due to engine thrust angle offset.
Number of Engines: Twin Engine
Thrust Value:
T = {Total Thrust (from graph) +10% of Total Thrust}/No. of Engines
T = (24000+24000*10/100)/2
T = 13200 Newton per engine
Total Thrust = 13200 * 2 = 26400 Newton
Selection of Engines
S.No Engines Maximum Thrust Weight
Specific Fuel
Consuption Length Diameter
KN Kg Kg/Kn/h m m
1 WILLIAMS FJ44-3A 26.6 243 91.39 1.22 0.58
2 PWJT15D 18.6 223.5 72.85 1.53 0.68
3 GE J610-6 27.6 211 98.91 1.3 0.45
Selected Type:
WILLIAMS FJ44-3A
28. LIFT AND DRAG CALCULATION
1. Lift calculation:
Lift during Takeoff L = (ρ*v2*s*CLmax)/2 = 6.82 KN
Lift during cruise L = 1/2 * ρ * v2 * s * Clmax =84.56 KN
Lift during Landing L =1/2 * ρ * v2 * s * Clmax =6.834 KN
2. Drag Calculation:
Drag during Take-off D = 1/2 * ρ * v2 * s * CD = 0.746 KN
Drag during cruise D = 1/2 * ρ * v2 * s * CD = 3.076 KN
Drag during Landing D = 1/2 * ρ * v2 * s * CD = 0.828 KN
PERFORMANCE CALCULATION
Rate of climb R/C = [(Pa - Pr)/W] = 57.07 m/s
Rate of sink R/S = [(2*W/ρ)1/2 * (CD/CL)3/2] = 7.6 m/s
Take-off distance sLO = [(1.21 * WTO) / (g * ρ *s * CLmax
* (T/W))] = 21678.41 m.
Landing distance sL =
[{(1.69*W2)/(g*ρ*S*CLmax*(D+µr(W-L)))}] = 521.5 m
29. CONCLUSION AND FUTURE WORKS
The preliminary design of twin engine business jet aircraft is done and the various design considerations and performance parameters
required are calculated and found out. The obtained design values are not necessarily a define reflection of the airplane’s true and
conceptualized design, but the basic outlay development has been obtained.
The final design stays true to the desired considerations of the business jet aircraft that can provide high performance and considerable
reduction in run-way distance. Also, it has a considerable value of TSFC as well. This is no ideal design and is highly subjected to
improvisations and innovations to make the design as ideal as possible.
During the onset of our work we faced various phases of the project that made us understand how challenging the process of designing is so
as to make a perfect design. A lot of efforts have been put into this project and as much as we have learnt at the same time.
In the future the design elements will be put into more of tests. The structure of the aircraft will be more refined. Analysis of various
components of the aircraft will be performed. A finite element analysis (FEA) on aircrafts structure is to be done and various structural
materials and components will be undertaken to find ideal elements and material for aircrafts performance.
Computational fluid simulations will be conducted on the wings and the whole aircraft as well to further refine the design. The next step
would be wind tunnel testing of the aircraft at various flight regimes. Then the final structure and specification of the aircraft will be
finalized which will be ideal first prototype.
We will also be continuing the structural analysis in the next year in aircraft design project 2
30. REFERENCES
1. Aviation Week & Space Technology, First Flight for Production Honda Jet, 7 July 2014
2. Fred George (Dec 21, 2016). "Operators Survey: Cessna Citation Mustang". Business & Commercial Aviation, Aviation Week.
3. Taylor.J, (2004) “Jane’s All the World’s Aircraft”, Jane’s, London, UK.
4. Ball, R.E (2003)” The fundamentals of aircraft combat survivability analysis and design”, second edition AIAA Educational series.
5. Anderson, John D. Jr., (2001) “Introduction to Flight”, McGraw-Hill, New York.
6. Anderson, John D. Jr., (1999) “Aircraft Performance and Design”, McGraw-Hill, New York.
7. Anderson, John D. Jr., (1999) “Fundamentals of Aerodynamics”, McGraw-Hill, New York.
8. Raymer, Daniel P. (1992) “Aircraft Design: A Conceptual Approach”, AIAA Education Series, Washington, DC.
9. Roskam, J. (1985) “Airplane Design”, Roskam Aviation and Engineering Corp. Ottawa, Kansas.
10. Green W. (compiler) (1981) “The observer’s book of aircraft” Fredrick Warne.
11. Barton M.V. (1948) “Fundamentals of aircraft structures” Prentice-Hall, New York.
12. www.airfoiltools.com
13. www.aerotoolbox.net
14. www.airliners.com
15. www.wikipedia.org