Aircraft Design Projects Episode 10 doc

However, as the aircraft L /D ratio is lower than expected no change should be made to the engine until a more accurate estimation of aircraft drag is available... In fact, the high thru

TSFC (1/hr) and net thrust (lb) for M1.6

per engine (lb)

Fig 8.29 Engine performance at M1.6

where x = (H − 36089)/20806.7

H = altitude (ft)

For our aircraft, the reference area is 1430 sq ft (133 sq m)

As we are unaware of the fuel burnt in each segment at this stage in the design process,

it will be necessary to make some assumptions regarding the weight of the aircraft at

the start of each stage, as shown below:

(a) Outbound supercruise= 0.9 MTOW

(b) Outbound dash= 0.8 MTOW

(c) Return dash= 0.7 MTOM

(d) Return supercruise= 0.6 MTOW

And if the return stages follow the release of munitions:

(e) Return dash= 0.7 MTOM – 8000 lb

(f) Return supercruise= 0.6 MTOW – 8000 lb

where, from section 8.8.2, MTOM= 114 082 lb (51 739 kg)

The aircraft weight defines the CL which in turn defines the CDfrom which the aircraft

drag is calculated This is multiplied by the engine sfc to obtain the fuel used per hour

This procedure is easily performed using a spreadsheet method

The results are shown in Figure 8.30

This clearly shows an optimum altitude for each stage The optimum heights are

cross-plotted against aircraft weight in Figure 8.31 The associated fuel consumption

is also plotted on this graph

At this point it is possible to use the fuel consumption results to determine the

overall fuel burnt on the mission (assuming that the fuel consumption in each stage

is the average between the start and end values) The time spent on each stage is the

stage distance divided by the aircraft speed As the speed is constant (933.5 kt), the

(d) Return dash
= 0.7 (d) Less weapons

Fuel burn optimum altitude

Fig 8.31 Optimum cruise versus aircraft weight

supercruise stages of 1000 nm take 1.07 hr and the dash stages of 750 nm take 0.80 hr.The analysis is shown in Table 8.8

This is much larger than originally estimated due to the lower lift to drag ratio(4.87 compared to 5.56 assumed earlier) This would mean that the aircraft MTOW

Table 8.8

Fuel burn per hour

Thrust (single eng.) @ M0.9

Thrust (single eng.) @ M1.6

Aircraft drag (50%):

(a) 1st supercruise (b) 1st dash (c) 2nd dash (d) 2nd supercruise

a b c d

Fig 8.31 optimum

Fig 8.32 Engine thrust at M0.9 versus altitude

must be increased As the above mission assumed that only 8000 lb of weapon load

would be dropped and about 13 000 lb was used in the mass statement to account for

different missions, we could substitute 5000 lb into the fuel load This would mean

that the aircraft weight would need to be raised by 11 400 lb However, some of this

penalty could be set against potential improvements in engine design as mentioned in

section 8.8.5 (For example, if the sfc could be reduced from 1.2 to 1.1 the fuel load

would reduce by 6000 lb.)

The cruise analysis predicted the drag This can be compared to the available thrust

which has been extracted from the engine data and shown on Figure 8.32

The analysis shows that the engine needs to be slightly more powerful to fly at

optimum (minimum fuel burn) altitudes However, as the aircraft L /D ratio is lower

than expected no change should be made to the engine until a more accurate estimation

of aircraft drag is available

Assuming a 5 per cent reduction in engine sfc is possible from a new design, it issuggested that a fuel load of 68 000 lb (30 840 kg) should be provided in the nextreview of the aircraft mass The review should also reduce the weapons load to 9400 lb(4263 kg)

There are four operational issues to be investigated in this performance section:

1 Normal take-off distances to the point at which the aircraft achieves lift-off

2 Balanced field length and the decision speed, for single engine operation

3 Approach speed

4 Landing distances from aircraft touchdown

The calculations for each of the cases above require an analysis of the forces on theaircraft (weight, lift, drag, thrust and ground friction) Our previous estimations ofmass, aerodynamic and propulsion characteristics are sufficient to use as input tothe analysis The prediction of take-off and landing distances requires a step-by-stepcalculation which can be done using a spreadsheet application method

Normal take-off distances

The take-off distance is the sum of the ground distance(sG) and the rotation distance (sR) The ground distance is that travelled along the runway up to the point at which

the rotation speed is reached The rotation distance is a nominal distance to accountfor the rotation of the aircraft to achieve the initial lift-off manoeuvre, prior to theclimb from the runway Take-off speed(VTO) is defined as that reached at the point

that the aircraft leaves the runway To avoid inadvertent instabilities in the initial climbphase, this speed must be faster than that related to the lift coefficient at rotation in thetake-off configuration The allowance above stall on conventional aircraft is typically

set at 15 to 20 per cent As we are well away from the max CLangle in our aircraft, wecan either no factor is applied or that the factor is small:

Take-off speed(VTO) = [WTO/(0.5ρSCLto)]0.5where for our aircraft:

WTO= 51 739 kg (114 082 lb)

ρ = ISA sea level air density

S= reference area = 130 sq m (1340 sq ft)

CLto= maximum lift coefficient∗

∗As the aircraft does not have any flaps, this is taken as the lift coefficient at themaximum aircraft tail-down attitude of 15◦ From Figure 8.22 this is seen to be 0.52.Using the values above gives:

VTO= 36.3 m/s (118 ft/s, 70 kt)

The numerical integration of the ground distance covered is calculated in steps of

aircraft speed from brake release (zero speed) to VTO Although the aircraft would

accelerate during the rotation phase, which would reduce the calculated distance, we

will concede this small advantage (inaccuracy) to make the calculation simpler The

formula to estimate ground distance is available in most textbooks and repeated below:

sG= 0.5



(1/a)d(V2)

where a = aircraft acceleration = [T − D − µ(W − L)]/M

T = take-off thrust As there is only a small variation of thrust

during the take-off speed change, we will assume that thethrust remains constant at the average energy speed

(i.e 0.707VTO) From engine data, this relates to a thrust of

32 950 lb per engine

D = drag in the take-off configuration This is calculated from the

zero-lift drag coefficient estimated as 0.01148 in section 8.5.7,and the induced drag coefficient at subsonic speeds is assumed

to be 0.15 With the wing at a 4◦angle of attack on the ground,the lift coefficient (from Figure 8.22) is 0.15 Hence the aircraftdrag coefficient is 0.01148+ (0.15 × 0.152) = 0.01486.

µ = the coefficient of ground friction without braking Design

textbooks suggest this is 0.04 for dry runways and 0.02for icy ones

(W − L) = the ground reaction force Where W is the aircraft take-off

weight (114 082 lb, 507.44 kN) and L is the lift generated with

the lift coefficient of 0.15 mentioned above

M = aircraft mass = W /g.

The ground distance, calculated by the step-by-step integration, is 583 ft for the dry

runway and 563 ft for the icy one In this case, the ice reduces ground friction and is

therefore not critical except that the aircraft may be less directionally stable (see further

comments in the landing section below)

The time spent in the rotation phase is assumed to be 3 seconds Hence, at the take-off

speed of 118 m/s, the distance covered during rotation(sR) = 354 ft.

For normal take-off, at maximum take-off weight, the max total take-off distance is

937 ft Even if the usual 1.15 factor to account for pilot and atmospheric variability is

applied to this figure, it is still within the 8000 ft specified in the design brief Therefore,

the all-engines take-off distance is shown to be not critical

Balanced field length

If an engine fails during the take-off run, the pilot must make a decision either to

continue the take-off with only one engine working, or to abort and bring the aircraft

to rest further down the runway If the failure occurs late in the take-off run he would

naturally continue and vice versa if it happened earlier The aircraft speed at which it

is better to continue the take-off is called the decision speed The pilot will be aware

of this speed from the aircraft flight manual before starting the take-off manoeuvre

To determine this speed, it is necessary to calculate separately (for each of the possible

speeds at which an engine might fail) the distances required to effect an ‘accelerate-go’

and an ‘accelerate-stop’ manoeuvre

For the accelerate-go case, the calculation includes 1 second of travel after the engine

failure to recognise the fault and to take the necessary actions After this period, the

failed engine is assumed to be shut down and a ‘normal’ take-off performed with only

the remaining engine producing thrust During this time, no changes to the aircraftconfiguration are allowed An increase in drag is applied to account for the drag fromthe failed engine and the trim forces from the control surfaces required to stabilise theasymmetric flight condition.

For the accelerate-stop case, again a 1 second delay is applied before any action istaken After this time, a 3 second allowance is given to account for the application

of brakes and the deployment of other drag devices (e.g air brakes, reverse thrust,drag chutes) As our engine is relatively complex due to the reheat and vector thrustmechanisms, it is unlikely that thrust reversal will be available For reasons of stealthand aerodynamic efficiency, the smooth wing profiles will not be disturbed by theinstallation of air brakes Hence, the deployment of braking parachutes seems to be thepreferred method of providing extra retardation at high speeds Reference 12 provides avalue for the drag area of parachutes Using the figure of 1.4 times the canopy maximumarea gives aCDof 0.076 for two 2 m (7 ft) diameter drag chutes

The results of the calculation using the previous aircraft characteristics and the tional assumptions above for the accelerate-go and accelerate-stop cases, for dry andicy conditions, are shown in Figure 8.33

opera-The intersection of the lines for the go and stop cases define the decision speed andthe balanced field length These distances are again substantially less than the required

8000 ft specified In fact, the high thrust to weight ratio of the aircraft means that, ifnecessary, the take-off could be achieved with only one engine operating from the start(this is not a common feature on most aircraft)

Calculations show that single-engine take-off can be achieved in 1688 ft for a dryrunway and 1596 ft for the icy condition

Approach speed

The approach speed is dependent on the value of the maximum CLin the approachcondition and the maximum aircraft landing weight Using the high angle of attack

0 250

on approach as described in section 8.7 and the lift data in Figure 8.22 at an assumed

angle of attack of 30◦, provides a CLlandof 1.4 The maximum landing weight is set

by the operational requirements of the aircraft If it is necessary to allow for a landing

immediately following take-off (e.g emergency due to system or engine failure) the

landing weight could be up to 95 per cent of the take-off weight If it was possible to

burn or dump fuel before landing then a lower landing weight could be set To avoid

penalising the aircraft for the exceptional emergency case we will assume the more

conventional landing weight of MTOW less 50 per cent of fuel For our aircraft, this

definition makes the landing weight:

Wland= 114 082 − (0.5 × 55 000) = 86 582 lb (39 266 kg)

For many conventional aircraft, the minimum approach speed is set at 1.3 times stall

speed As our aircraft must be fully automated for landing (due to the poor pilot

visibility) and will have precision positioning systems we can assume this safety factor

to be reduced to 1.2 In this landing case (as compared to the take-off), the aircraft is

flying close to its maximum CLso a factor is still appropriate

Therefore:

Vland= 1.2[86 582/(0.5 × 0.002377 × 1340 × 1.4)]0.5

= 236.5 ft/s (72.1 m/s, 140 kts)

This seems reasonable compared to estimates of the approach speeds for similar

mil-itary aircraft(F-14 = 134, F-117 = 144, Su-33 = 194!, B-2 = 140, B-52 = 140 kts).

However, the analysis for our aircraft was based on assumptions for the landing weight

and CLmaxfor each aircraft which may be in error, so a sensitivity study was undertaken

The result is shown in Figure 8.34

90 000 10 0000 110 000 120 000 160

Landing distance

Landing distance is computed in a similar method to that for take-off except that thrust

is set to zero To stabilise the aircraft on the ground and to apply maximum braking, afree-roll on touchdown of 3 seconds is assumed In conventional landing procedures,the touch-down speed is lower than the approach speed due to the drag produced in theflare phase In our design the high angle of attack on approach will be reduced prior

to landing to avoid scraping the rear fuselage This may suggest that the touchdownspeed will be higher than the approach speed However, to simplify the calculation wewill assume that the touchdown speed is equal to the approach speed

The detailed landing calculation shows that, at the landing weight assumed above,the unfactored distance is 2535 ft (773 m) on a dry runway On an icy runway, thedistance increases to 9273 ft (2828 m) This is beyond the available runway length of

8000 ft specified in the project brief It will therefore be necessary to use brake chutes toreduce the distance Braking parachutes are particularly useful devices as they are mosteffective at higher speeds when the aircraft brakes are less powerful (due to the unwantedlift reducing the ground reaction force) Using the two 7 ft diameter chutes describedpreviously, the landing distance on an icy runway is reduced to 7047 ft (2150 m) Thisbrings the distance within the available length In fact the aircraft would be able to land

at 95 per cent MTOW within the 8000 ft allowance Figure 8.35 shows the variation ofunfactored landing distance against landing weight

Although the results above look acceptable, it must be remembered that the landingmanoeuvre may not be as precise as we have assumed in the analysis For example, theapproach speed may be higher than expected or the aircraft may overshoot the runwaythreshold due to gust disturbance just prior to touchdown To guard against suchpossibilities it is common practice to apply a factor to the calculated landing distance.Typically, this is set at 1.67 Applying this to the dry distance of 2535 ft and the icydistance of 7074 ft increases them to 4233 ft and 11 768 ft The normal, dry runwaylanding is still acceptable but clearly the icy one is still much too long

2000

Dry MLW 60% Wet

Ice

Max factored distance

100 Weight (lb ×10 –3 )

110 MTOW 120 3000

4000 6000 8000

Fig 8.35 Landing distance versus aircraft weight

As military airfields are fully serviced, it is not unreasonable to expect that in icy

conditions the runway surface will be treated to dissolve the ice (as on highways)

Recalculating the landing distances using the accepted runway friction coefficient for

wet surfaces (0.3) over the last 60 per cent of the runway length, instead of that for ice

(0.1), reduces the landing distance to 4715 ft (unfactored) and 7874 ft (factored) This

is within the allowable runway length Treating the runway to avoid ice contamination

will also avoid potential directional instabilities and skidding problems

Estimating the costs of future aircraft has always been seen as an inexact science

Evidence from previous design programmes show that even the seasoned professionals

in industry do not have a good track record at making such estimates For students, and

even faculty, in an academic environment it is impossible to predict the absolute costs

associated with a new project Too many of the factors that are needed are only available

within a commercial organisation Such factors relate to the accountancy practices

used, the organisation of the company (or more likely the consortia of companies that

are formed to share the design and manufacturing tasks), the interrelationship between

government and industry, and many more non-technical issues

For military projects, the need to incorporate modern and advanced technologies is

paramount The timescales involved in the development of such technologies often

overlaps the aircraft development period This leads to uncertainties in the costs

incurred For our project there are at least six technological areas (e.g stealth,

propul-sion, aerodynamic design, structures and materials, and systems) which need to be

matured before an exact cost can be assumed Notwithstanding these difficulties, it is

often financial parameters that are used to choose between different design options

It is therefore essential to be able to determine relative costs to create a framework

for such decision making and to be able to compare our design with competitor

aircraft

Fortunately, historical data shows that many of the cost parameters are related to

aircraft design variables (e.g aircraft empty weight, installed engine thrust, number

of engines, aircraft operational speed, and the overall system complexity) Other

factors are related directly to manufacturing variables (e.g labour rates, number of

aircraft produced and the production rate) Due to the variability of the value of

a currency with time, it is always essential to ‘normalise’ the quoted cost numbers

to a specific date (year) This means that inflation rates for the currency must be

applied to any data used Cost estimates must always state the year to which they are

indexed

Several aircraft design textbooks provide details of cost estimation methods but in

this study the method published by the Society of Allied Weight Engineers (SAWE)13

is used This paper describes fully all the details required to estimate the significant

cost values at the preliminary design stage It also provides a spreadsheet method

and example The method is based on regression of historical data from aircraft of

specific types As new designs will be more technically complex than older aircraft it

is necessary to apply factors to account for the increase in costs associated with these

new features Our aircraft has many new technical features including new structural

materials and construction processes, a sophisticated flight and weapon control system,

vectoring engine nozzles, efficient high altitude and fast flight, and advanced stealth

features Each of the technical factors in the SAWE method will need to be set at high

Recurring flyaway cost per aircraft ($M) 178.0Recurring cost/lb empty weight ($) 3995.0

values to match these innovations Details of the factors used in the analysis are shownbelow:

Factor

1 Advanced technology features (ATF) 2.0

2 Flight test requirements to prove ATF 1.3

3 Application of advanced materials 1.5

4 Incorporation of stealth technologies 1.3

5 Cost burden of project security 1.3

Each of these factors is equal to, or higher than, the advanced fighter example used inthe report

Applying the method to our aircraft, with the factors above, and assuming a duction run of 200 aircraft, gives the following cost breakdown ($M, FY2000) (seeTable 8.9)

pro-Clearly, the recurrent flyaway cost exceeds the $150M mentioned in the design brief.There are several strategies that can be used to reduce the cost to the specified target:

• To accept a reduction in the capability of the design This is probably the worst of theoptions for the military to take It is unlikely to be acceptable unless the operationalrequirements placed on the Defence Department by the government are altered

• To reduce the number of aircraft to be produced to match the available budget Ifall the overhead costs could be held proportional, this would mean that only 168aircraft could be afforded

• To produce more aircraft than is needed for the US military by supplying aircraft tofriendly (NATO) countries This may not be feasible for political and national secur-ity reasons However, many modern military programmes (including the Eurofighterand the JSF aircraft) are produced by international consortia To investigate theeffect on costs of increasing the production volume, the cost method used above wasapplied to the production of 500 and 1000 aircraft As the development overhead is

200 100

110 120 130 140 150 160 170 180

Number of aircraft produced

500

430 aircraft required

Target price

1000

Fig 8.36 Aircraft recurrent cost versus production run

shared by the increased number of aircraft produced the flyaway cost is substantially

reduced, providing that additional costs due to the collaboration can be avoided

Figure 8.36 shows the results of the investigation From this graph, it would be

possible to reach the recurrent unit cost target of $150M if 430 or more aircraft are

manufactured (and sold!)

In an attempt to judge the accuracy of the cost method, details of the F-22 aircraft

were input and analysed This showed that, at FY2000 prices, the aircraft would cost

about $141M Investigating published data from the US National Audit Office and

other government reports suggests that the aircraft actual unit cost is about $94M

This suggests that the published figures have been misinterpreted, the costs may have

been inaccurately extrapolated to FY2000, or that part of the development cost could

have being transferred to a different accounting record Alternatively, the method may

simply overestimate the cost of the F-22 aircraft The price does seem to be high relative

to our aircraft which is larger and more capable than the F-22 This leaves the accuracy

of the method under suspicion but does provide us with a ‘ballpark’ figure to use in

subsequent trade-off studies The value of weight saving ($/lb), as defined in reference

13 and shown above, reduces to 3221 for 500 and 2784 for 1000 aircraft This type of

data will be very useful in subsequent trade-off work as it links cost changes to aircraft

weight

Estimation of aircraft life cycle costs (LCC) for the aircraft are considered to be

much too speculative at this stage in the design process, so this calculation has not been

attempted

As we now have developed all the necessary techniques to analyse the aircraft

con-figuration, we can investigate if the aircraft characteristics are the best choice for our

purposes This is done by sequentially making small changes to the aircraft meters and comparing the results to the baseline values These investigations are called

para-‘trade-off studies’ They may take different forms depending on the purpose of theinvestigation For example, to determine the best choice of wing and thrust loading, toidentify any constraint that is imposing a critical design penalty on the aircraft, to testthe sensitivity of assumptions that have had to be made to complete the performanceanalysis, and to make a more informed selection of geometric and other characteristics

In some reports and textbooks, such investigations may be referred to as ‘parametricstudies’ or ‘sensitivity analyses’ Examples of such studies are given in references 4and 14

The list of possible trade-off studies that can be undertaken on a project is obviouslylarge The selection of which to choose is dependent on the type of aircraft and thepurpose of the study Here are some suggestions relating to our aircraft:

• To review the selection of aircraft wing loading and associated thrust loading Thischoice was made previously in the constraint analysis using very crude assumptions

• To understand, with more accurate analysis, the influence of each of the designconstraints and to recommend changes to these if appropriate

• To investigate the trade-offs between aircraft parameters (e.g wing aspect ratio,thickness, sweepback, etc.) and aircraft weight or performance These parameterswere previously chosen to be similar to existing layouts This type of trade-off willprovide a more rational basis for the values selected and provide a more efficientconfiguration

• Test the sensitivity of the assumptions made in the aerodynamic and propulsionanalyses (e.g drag and lift assessments, engine performance) These results will allow

us to focus subsequent work on improving the estimation of those characteristics thatare seen to be most critical to the design

• To investigate the influence of known critical design drivers For example, in ourdesign the engine specific fuel consumption translates to the fuel mass and then

to the aircraft performance Making changes to the engine design to improve sfcwill affect several other design parameters (e.g drag and weight) There must be anoptimum choice of engine configuration to minimise aircraft weight and cost

As the aircraft system and weapon cost are fixed by the design specification, the mainvariables contributing to aircraft cost are the aircraft empty weight and engine size(thrust) The cost estimation has provided a value for the value of weight saving ($ perpound) and the price of engines It is therefore possible to translate changes in aircraftweight and thrust directly to aircraft cost

Many of the choices made in the trade-off studies require a definition of the objective(or goal) In some cases, this may be stated simple as ‘minimum wing weight’, ‘minimumfuel used’, ‘minimum aircraft price’ Sometimes a combination of parameters is used(e.g weight and size, or structure weight and fuel weight) The ability to use the costtrade-off value in such cases will be very useful

The difficulty of using trade-off studies lies in the assumptions used in their analysis Itwould be very time consuming to have to individually analyse the various combinations

of configurations in the detail that has been used to study the baseline design in theprevious sections of this chapter Trade-off studies at this point in the design process

do not make substantial changes in the basic aircraft layout They concentrate onrelatively small modifications (e.g 5, 10, of 20 per cent variations), therefore some of theaircraft parameters may not change significantly in the pursuit of the overall answers.Recognising such parameters allows us to hold them constant, or make them change

relative to some other variable, and thereby reduce the amount of work (For example,

the aircraft wetted area that is used in the drag calculation can be somehow related to

changes in wing area.) Choosing the assumptions to make at the start of the trade-off

studies is the most difficult part of the process

As trade-off work involves the repeated calculation of similar types of analysis, it

is appropriate to use some form of computer assistance This may be in the form of

specifically written computer programs or the use of spreadsheet application software

In this way, and by making suitable assumptions as mentioned above, small variations

in aircraft parameters can be quickly assessed and graphs produced to illustrate the

trends The use of such methods must be tailored to the specific aircraft configuration

and the type of study to be followed Unless one is fully conversant in the use of

commercial programs and aware of their limitations (i.e their validity to the problem),

it is unwise to simply ‘turn the handle’ to get results to specific types of study

It is not possible within the limits of this chapter to perform any trade studies in

sufficient detail However, there are plenty of opportunities for students who have

fol-lowed the development of the aircraft this far to continue with their own investigations

The question that is still unanswered in this chapter is ‘what is the best (not optimum)

configuration for this aircraft?’ This leaves plenty of scope for coursework!

From the analysis above, we have shown that the aircraft meets all of the design

require-ments apart from the specified range As the aircraft will be analysed in more depth

with respect to aerodynamic (drag) and propulsion (sfc) characteristics in the following

phases of the design process, it would be unwise to make any substantial changes to the

configuration at this time The suggestion to increase the aircraft length by extending

the engine nozzles made previously will reduce wave drag and this may rectify the range

deficiency

It is now appropriate to redraw the aircraft general arrangement to include the minor

alterations suggested in the previous design process This drawing together with a more

detailed internal arrangement drawing and an initial specification of the structural

framework can be seen in Figures 8.37, 8.38 and 8.39

At this stage in the design process, it is advisable to compile a detailed description

of the aircraft so that the work that follows (often by different specialists) will have

a common basis The section below is typical of the detail that should be included in

Design features: Mid-wing, diamond planform, blended body, tailless,

twin-engine layout All weapons stored internally in a centralbomb bay below the engine and equipment compartments

Side-by-side, high mounted, low-bypass engines with 2Dvariable geometry, under-wing intakes positioned close to the

Fig 8.37 Final baseline aircraft GA

Sensors

Cockpit Equipmt Intake

Engine Main u/c

A/burner

Vectored nozzles

Wing fuel tank

Avionics and nose u/c

Fuel

Turbofan engine

Munitions bays

Thrust vectors Avionics

and nose u/c

Frames Longeron

Stifnr Spar R15

Longerons

L.E structure (cooled)

Integral fuel tanks Moveable T.E.

control surface

Cockpit sloping bulkhd

Doors

X165 X95

Ground line

Section Y20

Intake structure not shown

Fig 8.39 Final baseline aircraft structural framework

wing leading edge Afterburning and vectoring rectangularnozzle positioned to the rear of the wing trailing edge

Mid-fuselage, side-by-side, twin pilot cockpit with limitedexternal view Access to the cockpit is through the forward bombbay bulkhead Artificial pilot vision and automatic flight controlsystem Cockpit capsule-escape system Conventional tricycleretractable landing gear

Stealth features: Very low radar cross-sectional area, achieved by the blended

profile with aligned external geometry and structure, and theapplication of radar absorbent materials and structure Structurecooling to reduce kinetic heating Shielded and intercooled engineexhaust flow Polymer coatings to reduce infrared signature, andsound-profiling to reduce the sonic boom

Structure: Integrated wing and body internal and profiled structural

framework Extensive use of composite structural materialswith RAM and RAS applied to reduce observable signature

+7/−3g, VD= M2.0 and max dynamic