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Payload (lbs) 3.0 Comparison to Competition 80000 70000 60000 50000 40000 30000 20000 10000 The Ascian Ray’s payload capabilities may be marginally lower than the 737 for shorter mission distances, it makes up for it. For all ranges approximately greater than the design range (3,000 nm) the Ascian Ray has a higher payload capability than the 737. TOGW/(PaxNmi) Lbs/PaxNmi 0 1.400 1.200 1.000 0.800 0.600 0.400 0.200 0.000 Competing Aircraft Payload-Range Comparison 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 Range (nm) Commercial Transport, TOGW per passenger mile Historical Trends 2001/02 AWST Data 1st Generation, Narrow Body TurboJets Narrow Body Turbofans Wide Body Turbofans Supersonic Concorde M=2.0 Âscian Ray 0 2,000 4,000 6,000 8,000 10,000 12,000 Still Air Range (nmi) Âscian Ray Max Full Occupancy Range 737-900ER w/ winglets 737-700 767-200 MD-90-30/-30ER 757-200 The Ascian Ray also far outperforms other medium range airliners in weight efficiency. P a g e | 4
4.0 Configuration Description & Justification The Acian Ray is a turbofan powered monoplane with wing mounted engines and a conventional aft tail. The fuselage and wing structures take advantage of recent advances in composite materials which reduces aircraft’s weight without sacrificing payload. The Ascian Ray’s low MTOGW benefits L/D efficiency during flight and results in a lower cruise thrust required. This translates to a reduced engine weight and size, further improving fuel economy. Two high bypass ratio turbofans are mounted to the rear edge of the wing struts slightly inboard of the engine nacelles, each offering 32,000 lbs of SLST. The wings themselves are swept aft at 28 degrees, to minimize structural weight, while still offering superior cruise drag performance. The control surfaces on each wing consist of one inboard and one outboard aileron, running 30% of the chord. High CL is achieved with one inboard and one outboard single segment flap, and leading edge slats, also running 30% of the chord. The vertical stabilizer takes advantage of a low mounted, double-hinged rudder to provide sufficient yaw control for engine-out situations. The horizontal stabilizer is mounted further aft to provide clearance from the vertical stabilizer’s structural spar and to avoid negatives due to drag divergence. Both the horizontal and the vertical stabilizer are swept further than the wing to reduce drag and prevent control reversal during high Mach dive situations. The aircraft interior is divided into coach and business class, and offers a maximum capacity of 209 passengers. The business class section takes advantage of a slightly unorthodox 2 by 2 by 1 seating arrangement to avoid wasted space while still adhering to aisle width guidelines. Coach seating features a 2 by 3 by 2 seating arrangement with two aisles for efficient navigation of the cabin by the potential 7 person crew. A twin aisle arrangement also provides for more efficient emergency egress through the six exit doors. Two 42’’x72’’ exits are located at the forward galley and an additional two are located at the aft galley. Ahead of the wings are two supplementary 24”x54” exits. The nose of the plane was designed to elevate the pilots to a position where they have sufficient viewing angles according to Mil-Std 850 guidelines for transport and cargo aircraft. This is accomplished with a 10” step up to the cockpit floor level. P a g e | 5
Page 1 and 2: 2010 DAR-20 Áscian Ray Douglas A.
Page 3: TOFL (ft) 14,000 12,000 10,000 8,00
Page 7 and 8: 5.0 Trade Studies Cost/ton-nm ($) T
Page 9 and 10: Cost/ton-nm ($) TOGW (lbs) 0.6500 0
Page 11 and 12: C_L Buffet L/D 18.000 16.000 14.000
Page 13 and 14: 8.0 Interior Arrangement Diagram P
Page 15 and 16: 10.0 Jetsizer Configuration Page Co
Page 17: 12.0 Aircraft Systems Drawing P a g

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