Well here is some more info: This is a "high wing" design, that uses a double Delta wing with a 22 deg sweep Laminar Flow wing with sharp forward strakes from the leading edge to the trailing edge of the Canard. The Canard is ~ 18-24" above the main wing as to reduce wash out. The cockpit stands up above the main wing (see the pic of the XB-70). The engines are below and in the wing as not to break up the Laminar Flow on the upper surface. The Canard is controllable in pitch (same as the Veri-Vigen a Swedish fighter). We still are arguing over three different tails (a) single vertical stabilizer with wing tips, (b) two vertical stabilizers above each engine nacelle canted outward ~15 deg. or (c)tip sails. We are hoping for a range of 1000 miles at 350 mph but anything over 250/275 is gravy! Or L.A. to NYC in 8 hours (or less), with one fuel stop.

LATE BRAKING NEWS 9/2002!!! What came first the chicken or the egg??? Take a look at the Boeing Sonic Cruiser

The power plant will be one of the following: FORD 3.0V6, FORD DOCH 6.0V8 or CHEVY 350 V8. The power plant will be fuel injected and turbo charged. The engines run on a computer, derived from a FORD car module but that has been greatly enhanced. Each one of the fuel computers can handle both engines and has automatic fail over. This system works as we have a FORD 3.0V6 running on a test stand for about 1 year. The fuel injectors are opto-isolated from the computers for added reliability. Since this is automotive power it will also require a coolant system with radiators. The radiators will be center mounted with NCA scoops in the strakes exiting rearward (ala the P-51 Mustang). This airflow will also cool the electronics bay.

Digital Fly By Wire: The flight control system is a triple redundant, SPARC Engine, VME computer system. They are tided together across the VME P2 connectors. The original spec called for a dual passive fiber optic network, but this has been replaced by 10/100 ethernet is also tied to both of the engine computers near each engine. The network also goes to the cockpit computers. In the cockpit there are glass displays (Multifunction in the center, and combination ADI, speed, altitude), a side stick on the right and dual throttle quadrant on the left. In case of total cockpit failure a laptop on a 10/100 ethernet link could fly the plane.

We are no longer using a Fiber Optic Network: The network utilizes standard 10BT-FL technology (Hardware). Instead we are using dual 10/100 ethernet, that is each of the three flight computers have two (2) 10/100 ports. Lets call them A and B, so A or B has five cables one from each flight computer, one from each engine control computer, and one more from the cockpit group. The two engine computers also talk to each other over their own link. The cockpit ties into the three groups( A, B, Engine) . Please see our new Visio Drawing 1  Visio Drawing 2 of the flight system. To see the Drawings please download this file from Microsoft. We are using CAN for self testing

LATE BRAKING NEWS 7/2005We are updating our FbW system to the newest data transmission system it is AFDX (Avionics Full DupleX) Switched Ethernet.. It makes my life nicer. Check out this white paper.

Electrical System: It will have a dual redundant electrical system, with an 100 amp  alternator on each engine. The electronics bay (flight control computers) will have its own dual redundant regulated system, and is capable of running off ether the alternator bus, or the ground power. The ground power jack is for starts and long term cycling of the batteries.

basic texts that we used

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