Los Rios Aerospace - Open

[Mikoyan-Guryevich]

Company Information...
Los Rios Aerospace is a specialist division of the work-reknown Los Rios Group dealing specifically with corporate and commercial aircraft. Los Rios Aerospace was founded in 2009 under guidance from Los Rios in order to give the multinational corporation a greater reach and stronger footing within the cut-throat aviation market.

Los Rios Group itself is one of the largest providers of infrastructure and mechanical engineering anywhere within the world. The Mikoyan-Guryevich based company originally began producing locomotives and railway units before expanding into a wider array of markets to become the leading producer of mass transit equipment globally as well as one of the largest civillian manufacturing corporations globally. With the strong buying power and stability of Los Rios Group, customers can be certain that they will only receive the best value on the best equipment available in the market backed up by the knowledge that Los Rios Group will be able to provide lasting support for many years to come.

Los Rios Aerospace is based in Espada, a city within Mikoyan-Guryevich, and one of the world's hubs of aerospace engineering. Other prolific companies to have set up shop in Espada include Gemballa Avionic Development, one of the leading producers of military aviation equipment and aircraft. Los Rios Aerospace draws strongly on the latest and best technologies to set our aircraft ahead of the rest, cost is never an issue because quality knows no price. If it isn't produced by Los Rios Aerospace, it is simply out of date.

With our years of experience in dealing with transport related issues, competive and lengthy warranties, mantinence assistence, crew instruction courses and 24/7 support available, airlines who purchase from Los Rios Aerospace are not simply customers, but clients.

Product Catalogue

• M545 Orbea - The M545 Orbea is a small 100 seat aircraft with a capacity to take off and land from even the shortest runways. One of the only turbojet aircraft in it's class, the M545 proves that regional jets don't have to be slow, old and noisy.
• M555 Invictus - The M555 Invictus is a narrow body 150 seat airliner designed to operate on short to medium routes. With the versatility of a small airliner, the M555 is capable of performing on any busy route and sets itself ahead of the class with it's superb fuel economy, low mantinence airframe and amazingly competent flight computers.
• M585 Ultima - The M585 Ultima is a wide body 250 seat airliner designed to operate on short to medium routes. Capable of seating a large amount of passengers with the enourmous fuselage space which a wide body can offer, the cutting edge M585 should be a choice for any airline looking to haul bulk loads of passengers or freight over shorter range routes.
• M565 Aspire - The M565 Aspire is a wide body 350 seat airliner designed to operate on long range routes. In a range class dominated by heavy four engined jets, the twin engined M565 can reduce fuel bills by up to 40% while carrying an impressive 350 passengers. For long routes which don't attract the patronage which mandates a twin deck, the fuel efficient and clever Aspire is the only choice.
• M575 Esperanza - The M575 Esperanza is a wide body twin deck 500 seat airliner designed to carry the maximum amount of passengers over some of the longest routes. One of the largest aircraft in the world and fast becoming one of the most distinctive, the capacious M575 makes full use of it's advanced airframe and powerful electronic suite to set it well apart from the rest of the pack.
• MR-SST - The MR-SST is a supersonic aircraft designed by Los Rios Aerospace. Seating only 250 occupants in a private but professional and sobre interior, the MR-SST is the chosen weapon for business travel when time is of the essence. With a cruise speed of Mach 2.6, three times the speed of the average airliner, it speaks for itself.

Options
Few, if no, airlines ever intend to keep their operation at a constant size. The ever growing list of available destinations in the world means that airlines always need to be keeping in mind the need for expantion to maintain their place within the world market. Los Rios Group understands this, and thus we created our competive Option Order System which offers airlines yet another incentive to stick with Los Rios Aerospace for their next purchase with no nasty suprises.

When you place an order for any of our airliners, you are entitled to request an Option to Purchase. An Option to Purchase entitles the client to essentially have the option to purchase a set amount of aircraft types for a price agreed on by both parties. Simply request an Option to Purchase where you specify the number and types of aircraft involved and we will organize a competitive price which will remain unchanged.

Unlike other airlines, you are not binded to an Option to Purchase and there is no time limit for you to exercise your option.

Interior Design
Airlines are a reflection of their host country's culture, therefore clients of Los Rios Aerospace are not tied to a pre-designed and pre-packaged interior which was decided by a small team from a foreign country.

The modular interior design of all Los Rios Aerospace airliners mean that the interiors within can be customized to the airlines liking. Wider seats can be ordered for that extra degree of comfort, or than can be narrowed to get that extra fare. Legroom can be extended to allow room for the taller passenger, or it can be cropped to fit an extra row. Entertainment systems of all different kinds can be considered, or discarded. Wireless internet can be optioned, or ethernet ports for a faster and more secure connection.

You aren't just tied to the drab and plain interior of many other airliners either, clients can decorate the cabins as they wish with smatterings of wood panels, plastics, brushed aluminium, glass and even ceramics available for use in the cabin. Seats can be made out of cloth, or leather. Carpet can be chosen from one of 1000 different patterns, as can the interior paint selection although it may be selected from over 7000 different shades and tones.

This level of service offered by Los Rios guarantees that your new airliner won't just be one of a crowd, but a perfect representation of an individual airline.

Contact Us
Excited about the prospect to purchase from Los Rios Aerospace? Something on your mind that we just haven't answered? Post your request here!

Whether you are looking to finalize a purchase or seek more information to weigh up the deal, our team will answer you quickly and professionally. Just how a client should expect to be treated.

[Mikoyan-Guryevich]

M545 Orbea medium range light Jet

The M545 Orbea (pronounced or-BAY-ah) is the fourth jet released by Los Rios, fitting in below the M555 and designed to compete with the likes of the DASH-8 and ATR-72. The M545 is one of the few jet aircraft in its class, and is one of the larger aircraft. Despite its sizeable proportions and capacious interior, the M545 weighs roughly the same as other turboprops in its class and has a very short take off and landing run, making the M545 ideal for landing at small regional airports and completing short, low haulage routes.

The M545 is a light jet, designed soley for low volume regional use. When surveyed, 95% of regional aircraft passengers indicated they preferred to fly on turbofan aircraft, as opposed to turboprops. Reasons given were the lower cabin noise, higher speeds and a relatively smoother flight, as turbofans are much quieter and, unlike turboprops, can sufficiently operate above speeds of 700km/h, where turboprops begin to struggle. One of the main areas where jets were inferior to turboprops for regional flights was fuel consumption, something the M545 strove to rectify.

As with almost all of the aircraft produced by Los Rios, signature curves and winglets are clearly visible on the M545. This helps the M545 eliminate drag induced by turbulence, both wake and vortex, to help minimze the force of air resisitence acting upon the airliner, meaning it takes less power to move the M545 at the same speed as a rival airliner. Better fuel economy and slightly higher cruise speeds are just some of the many bonuses that a clean airframe can provide.

The wings are made from two materials, the first being Aluminium-Lithuium alloy and the second being Crabon Fibre reinforced epoxy, both of which are explained below. The wings have a sharply dihedral curve which has been done to improve the stability of the aircraft by influencing the dihedral effect.

Dihedral angle is the upward angle from horizontal of the wings of a fixed-wing aircraft, or of any paired nominally-horizontal surfaces on any aircraft. The term can also apply to the wings of a bird. Dihedral angle is also used in some types of kites such as box kites. Wings with more than one angle change along the full span are said to be polyhedral.

Dihedral angle has important stabilizing effects on flying bodies because it has a strong influence on the dihedral effect.

Dihedral effect of an aircraft is a rolling moment resulting from the vehicle having a non-zero angle of sideslip. Increasing the dihedral angle of an aircraft increases the dihedral effect on it. However, many other aircraft parameters also have a strong influence on dihedral effect. Some of these important factors are: wing sweep, vertical center of gravity, and the height and size of anything on an aircraft that changes its sidewards force as sideslip changes.

During the design of a fixed-wing aircraft (or any aircraft with horizontal surfaces), changing dihedral angle is usually a relatively simple way to adjust the overall dihedral effect. This is to compensate for other design elements' influence on the dihedral effect. These other elements (such as wing sweep, vertical mount point of the wing, etc.) may be more difficult to change than the dihedral angle. As a result, differing amounts of dihedral angle can be found on different types of fixed-wing aircraft. For example, the dihedral angle is usually greater on low-wing aircraft than on otherwise-similar high-wing aircraft. This is because "highness" of a wing (or "lowness" of vertical center of gravity compared to the wing) naturally creates more dihedral effect itself. This makes it so less dihedral angle is needed to get the amount of dihedral effect needed.

However, sweeping the wings too greatly increases the dihedral effect too much which can cause the aircraft to "dutch roll." Therefore, the sweepback of the wings of the aircraft is a relatively conservative 35 degrees.

Unlike other larger Los Rios aircraft, the M545 does not feature raked wing tips but instead retains winglets. This is because raked wingtips prove ineffective on smaller, shorter range aircraft. The upward angle of the winglet, its inward or outward angle, as well as its size and shape are critical for correct performance and are unique in each application. The wingtip vortex, which rotates around from below the wing, strikes the cambered surface of the winglet, generating a force that angles inward and slightly forward, analogous to a sailboat sailing close hauled. The winglet converts some of the otherwise-wasted energy in the wingtip vortex to an apparent thrust.

This small contribution can be worthwhile over the aircraft's lifetime, provided the benefit offsets the cost of installing and maintaining the winglets. Another potential benefit of winglets is that they reduce the strength of wingtip vortices, which trail behind the plane. When other aircraft pass through these vortices, the turbulent air can cause loss of control, possibly resulting in an accident. This possibility is greatest near airports and the minimum spacing requirements between aircraft operations at airports is largely due to these factors.

The airframe is made mostly from metal alloy, in this case Aluminium Lithium alloy. Al-Li alloy is a very light yet very strong material which poses great breakthroughs for the aviation community. Rather than build the airframe out of conventional Magnesium Alloy which is commonly seen on modern airliners, Los Rios opted for a much lighter metal alloy for use on the M545 in the form of Aluminium-Lithium alloy, a very light yet very strong material well suited for use on aircraft.

Lithium is the least dense elemental metal, much less dense than alumiunium which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resisitant to strain. Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immense shearing forces which are also experienced at high speeds.

The outer skin of the fuselage is a Carbon Fibre Reinforced Plastic or CFRP. CFRPs are a composite material which takes a plastic, in this case epoxy, and reinforces it with fibres, in this case fibres of carbon, in order to increase its strength. CFRPs are very light materials but are immensly strong, hence their use in this aircraft. Because of their great expense, however, only 20% of the airframe is contructed from CFRP's.



Thrust is provided by two Azzuri TR210 augmented high bypass turbofan engines. The thrust rating of a single engine is approximately 28,000lbf and the engine itself only weighs 6,500 pounds with lightweight materials techology. The advanced direct fuel spray system, which sprays fuel into the section of the turbine which will create the most efficient combustion, and lightweight turbine technologies which give the TR210 a much higher power to weight ratio, allow the TR210 to use much less fuel than the similarly powerful engine on a rival commercial airliner. A TOGA (Take-Off, Go-Around) power function is also fitted, giving 120% thrust for 5 minutes with 10 minute rest periods in between.

The TR210 is essentially a downsized version of the TR family, employing a smaller turbine for lesser thrust, but greater responsiveness. A smaller turbine spools up much faster than a larger one, therefore the TR210 can always provide thrust quickly and smoothly during an emergency, whether that be an aborted landing or an extraordinarily short take off.

The turbine itself and the compressor fan are made from a carbon-ceramic blend, which is enourmously strong and able to resist the extremely high temperatures inside the engine. Other parts of the engine are made from Aermet 100 which is a steel blend designed to cope with high temperatures and offer a high compressive and tensile strength. Exterior covering of the engine are made from Al-Li alloy, a very light weight metal.

Each engine is mounted below the wing and can be operated independently of each other. These engines do not have thrust vectoring capabilities or exhaust suppresion, as these features are not necessary for an aircraft performing these roles.

The most notable contribution to efficiency is the new electrical architecture, which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems. Both engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.

An active gust alleviation system improves ride quality during turbulence. This works by using the control surfaces to automatically offset any movement of the cabin during strong and sudden gusts of wind which can cause discomfort to passengers inside the aircraft. This also controls the engines, and can either increase or reduce power to the engines automatically depending on the direction and speed of the wind being encountered.

Los Rios also employes several quieting mechanisms to make the aircraft more friendly to residents living below flight paths. These include redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air.

The M545 runs a very simplified glass cockpit, displaying all primary instruments on individual main screens, while other instruments, and and other controls are displayed on a central touch screen monitor. Heads up display are also fitted to both pilot seats. All non-essential technologies are accessed via the central touch screen, while essential technologies, (flaps, landing gear, transponder) are all accesed via normal switches. The glass cockpit draws power directly from the engines, however in the event of a dual engine failure, the cockpit is operated from a powerful Lithium-Ion battery with a four hour life, theoretically more than triple the maximum glide length of a M545.



Due to the nature of short range journeys, seating is available in two configurations, first and economy. First has rows of four seats with a centre aisle between seats 2 and 3. Economy has rows of 5 with an aisle between seats 3 and four. Airlines can have optional television screens fitted at a cost, however a basic multimedia interface is fitted standard

Because of the nature of airlines, Los Rios also offers personalized interior options where airlines can pick and choose the exact layout of their aircraft, selecting from which seats to use and where, to possible in-flight entertainment systems and even the general fit and finish of the cabin. Los Rios also offers several pre-designed models for airlines who aren't quite sure of what exactly they would like.

The M545 is available in both long and short fuselage designs offering differing amounts of fuselage space and is also available in freighter guise, either with or without a dividing decking mounted in the fuselage.

Model	Cost per Unit
M545 Economy	35,000,000
M545 2 Class Configuration	37,500,000
M545-LR Economy	40,000,000
M545-LR Two Class Configuration	44,000,000
M545-LR Freighter	$38,000,000

Specification	M545	M545-LR
Cockpit Crew	Two
Seating Capacity 1/2 Class	130/80	130/80
Length	34m	35m
Wingspan	26m	26m
Tail height	9.55m	9.55m
Cabin Width	3.90m
Fuselage Width	4.25m
Maximum Cargo Capacity	55 cu m	70 cu m
Empty Weight	18,000 kg	21,000 kg
Maximum Landing Weight	45,000 kg	47,000 kg
Maximum Take Off Weight	57,000 kg	60,000 kg
Typical Cruise Speed	885 kmh	885kmh
Maximum Cruise Speed	915 kmh	915 kmh
Never Exceed Speed	1005 kmh
Maximium Range	5,000 km	6,500 km
Take-Off run	1250m	1350m
Maxiumum Fuel Capacity	25,000 L	30,000 L
Service Ceiling	12,000 m	12,000 m
Engine (x2)	Azzuri TR210
Thrust (x2)	25,000 lbf	27,000 lbf

[Mikoyan-Guryevich]

M555 Invictus (Short-Medium Range Jet Airliner)



The M555, or the triple 5 as it was christened by its design team, a short-mid range single aisle jet airliner designed for short routes carrying a relatively large number of passengers for its compact size. The size of the 555 has many advantages in terms of fuel consumption, and the 555 can reduce fuel consumption over a Boeing 747 by an astonishing 65%. For short range routes, the 555 makes perfect sense and its durability, low fuel consumption and low mantinence makes it perfect for the 555 to complete several flights per day. Why pay more on a bigger aircraft when you only need the capacity and range the 555 can offer?



The 555 was born as a follow up program to the initial MRZ001 program which resulted in the M565 Aspire. The Aspire, being much larger and able to fly much further, was accepted as a donor aircraft for technology and flight control systems. The new program was given the go ahead even before the 565 entered production and was promptly christened MRZ002. While the Aspire was the donor for technology systems, the MRZ002 design team, who also designed the MRZ001, based the exterior concept heavily on the MRZ001, giving the MRZ002 the same clean and slippery airframe as its larger sibling

Airframe

As with the MRZ001, signature curves and winglets are clearly visible on the MRZ002. This helps the MRZ002 eliminate drag induced by turbulence, both wake and vortex, to help minimze the force of air resisitence acting upon the airliner, meaning it takes less power to move the M555 at the same speed as a rival airliner. Better fuel economy and slightly higher cruise speeds are just some of the many bonuses that a clean airframe can provide.

The wings are made from two materials, the first being Aluminium-Lithuium alloy and the second being Crabon Fibre reinforced epoxy, both of which are explained below. The wings have a sharply dihedral curve which has been done to improve the stability of the aircraft by influencing the dihedral effect.

Dihedral angle is the upward angle from horizontal of the wings of a fixed-wing aircraft, or of any paired nominally-horizontal surfaces on any aircraft. The term can also apply to the wings of a bird. Dihedral angle is also used in some types of kites such as box kites. Wings with more than one angle change along the full span are said to be polyhedral.

Dihedral angle has important stabilizing effects on flying bodies because it has a strong influence on the dihedral effect.

Dihedral effect of an aircraft is a rolling moment resulting from the vehicle having a non-zero angle of sideslip. Increasing the dihedral angle of an aircraft increases the dihedral effect on it. However, many other aircraft parameters also have a strong influence on dihedral effect. Some of these important factors are: wing sweep, vertical center of gravity, and the height and size of anything on an aircraft that changes its sidewards force as sideslip changes.

During the design of a fixed-wing aircraft (or any aircraft with horizontal surfaces), changing dihedral angle is usually a relatively simple way to adjust the overall dihedral effect. This is to compensate for other design elements' influence on the dihedral effect. These other elements (such as wing sweep, vertical mount point of the wing, etc.) may be more difficult to change than the dihedral angle. As a result, differing amounts of dihedral angle can be found on different types of fixed-wing aircraft. For example, the dihedral angle is usually greater on low-wing aircraft than on otherwise-similar high-wing aircraft. This is because "highness" of a wing (or "lowness" of vertical center of gravity compared to the wing) naturally creates more dihedral effect itself. This makes it so less dihedral angle is needed to get the amount of dihedral effect needed.

However, sweeping the wings too greatly increases the dihedral effect too much which can cause the aircraft to "dutch roll." Therefore, the sweepback of the wings of the aircraft is a relatively conservative 35 degrees.

Unlike other larger Los Rios aircraft, the M555 does not feature raked wing tips but instead retains winglets. This is because raked wingtips prove ineffective on smaller, shorter range aircraft. The upward angle of the winglet, its inward or outward angle, as well as its size and shape are critical for correct performance and are unique in each application. The wingtip vortex, which rotates around from below the wing, strikes the cambered surface of the winglet, generating a force that angles inward and slightly forward, analogous to a sailboat sailing close hauled. The winglet converts some of the otherwise-wasted energy in the wingtip vortex to an apparent thrust.

This small contribution can be worthwhile over the aircraft's lifetime, provided the benefit offsets the cost of installing and maintaining the winglets. Another potential benefit of winglets is that they reduce the strength of wingtip vortices, which trail behind the plane. When other aircraft pass through these vortices, the turbulent air can cause loss of control, possibly resulting in an accident. This possibility is greatest near airports and the minimum spacing requirements between aircraft operations at airports is largely due to these factors.



The airframe is made mostly from metal alloy, in this case Aluminium Lithium alloy. Al-Li alloy is a very light yet very strong material which poses great breakthroughs for the aviation community. Rather than build the airframe out of conventional Magnesium Alloy which is commonly seen on modern airliners, Los Rios opted for a much lighter metal alloy for use on the M555 in the form of Aluminium-Lithium alloy, a very light yet very strong material well suited for use on aircraft. However, due to the sourcing of stronger materials for use on the M555, the Al-Li alloy was retained soley for the frame of the aircraft itself while the skin was to be made out of a composite material.

Lithium is the least dense elemental metal, much less dense than alumiunium which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resisitant to strain. Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immense shearing forces which are also experienced at high speeds.

The outer skin of the fuselage is a Carbon Fibre Reinforced Plastic or CFRP. CFRPs are a composite material which takes a plastic, in this case epoxy, and reinforces it with fibres, in this case fibres of carbon, in order to increase its strength. CFRPs are very light materials but are immensly strong, hence their use in this aircraft. Because of their great expense, however, only 50% of the airframe is contructed from CFRP's and only the outer skin.

Because composites do not display stress fractures as easily as conventional metals, they are coated with an exterior layer of Al-Li, just 2mm thick, which can display any cracks which may occur as the Al-Li will split with the composites below. In addition to this, the presence of Al-Li mitigates almost all of the risks involving composites in aviation, including electroconductivity concerns.

As previously mentioned, a lot of the technology from the MRZ001 was used in the production of the MRZ002. The flightdeck of the MRZ002 was conceived as being a fully glass cockpit, without using conventional instruments. Using four large displays infront of the pilots, as well as several other LED displays around it, pilots are consistently kept up to date with what is happening to the aircraft both inside and out. On a pilots outside screen, Airspeed Indicator, Altimeter, Turn co-odinator, Vertical Speed indcator and Artificial Horizon are all displayed. On the inside screen, the exact location of the plane and its waypoints and destination are displayed also, along with the planned route. As with the M565 the M555 also features pretensioner seatbelts, Whiplash reduction seats and booth airbags to save the lives of pilots if the worst happens.

Thrust is provided by two Azzuri TR350 augmented high bypass turbofan engines. The thrust rating of a single engine is approximately 28,000lbf and the engine itself only weighs 6,500 pounds with lightweight materials techology. The advanced direct fuel spray system, which sprays fuel into the section of the turbine which will create the most efficient combustion, and lightweight turbine technologies which give the TR350 a much higher power to weight ratio, allow the TR350 to use much less fuel than the similarly powerful engine on a rival commercial airliner. A TOGA (Take-Off, Go-Around) power function is also fitted, giving 120% thrust for 5 minutes with 10 minute rest periods in between.

The turbine for the TR350 had to be large enough to be sufficiently powerful to lift off the M555 from short runways, yet if they were too large the TR350 wouldn't be able to spool up in time in the case of an aborted landing. Acknowledging this dilemma, Los Rios opted to go for the middle ground by selecting a relatively small turbofan which relied on advanced turbine materials to run faster and hotter, thus producing more power, and superior aerodynamics to match similarly sized aircraft for power.

The turbine itself and the compressor fan are made from a carbon-ceramic blend, which is enourmously strong and able to resist the extremely high temperatures inside the engine. Other parts of the engine are made from Aermet 100 which is a steel blend designed to cope with high temperatures and offer a high compressive and tensile strength. Exterior covering of the engine are made from Al-Li alloy, a very light weight metal.

Each engine is mounted below the wing and can be operated independently of each other. These engines do not have thrust vectoring capabilities or exhaust suppresion, as these features are not necessary for an aircraft performing these roles.

The most notable contribution to efficiency is the new electrical architecture, which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems. Both engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.

An active gust alleviation system improves ride quality during turbulence. This works by using the control surfaces to automatically offset any movement of the cabin during strong and sudden gusts of wind which can cause discomfort to passengers inside the aircraft. This also controls the engines, and can either increase or reduce power to the engines automatically depending on the direction and speed of the wind being encountered.

Los Rios also employes several quieting mechanisms to make the aircraft more friendly to residents living below flight paths. These include redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air.



The single aisle cabin of the M555 can comfortably seat 210 people in singe economy spec, or can seat 180 with a first class section towards the front of the plane. In economy class, there are rows of six seats with the centre aisle running between seats 3 and 4. TV screens can be fitted at the airlines discretion and passengers can choose from a range of films they wish to watch, however internet accesss and sattelite TV are not available.

In first class, the seats are slightly wider and there are only 4 seats per row, with the aisle between seats 2 and 3. TV screens are fitted standard with the same range of films available as with economy passengers, however internet access is enabled.

Because of the nature of airlines, Los Rios also offers personalized interior options where airlines can pick and choose the exact layout of their aircraft, selecting from which seats to use and where, to possible in-flight entertainment systems and even the general fit and finish of the cabin. Los Rios also offers several pre-designed models for airlines who aren't quite sure of what exactly they would like.



Los Rios is also able to offer a freighter version of the M555 which is capable of performing medium range and medium weight freight duties. Despite the M555 being a narrowbody airliner, the M555 can easily accommodate objects four metres wide and two metres tall, or vice versa, within its fuselage, or can carry eight pallets of cargo.

Pricing

Model	Cost per Unit
M555 Economy	85,000,000
M555 2 Class Configuration	87,500,000
M555-LR Economy	90,000,000
M555-LR Two Class Configuration	94,000,000
M555-LR Freighter	88,000,000

Specification	M555	M555-LR
Cockpit Crew	Two
Seating Capacity 1/2 Class	220/140	230/145
Length	45m	47m
Wingspan	34m	35m
Tail height	12.75m	12.85m
Cabin Width	4.10m
Fuselage Width	4.35m
Maximum Cargo Capacity	75 cu m	120 cu m
Empty Weight	35,000 kg	37,000 kg
Maximum Landing Weight	70,000 kg	75,000 kg
Maximum Take Off Weight	85,000 kg	90,000 kg
Typical Cruise Speed	875 kmh	875kmh
Maximum Cruise Speed	905 kmh	905 kmh
Never Exceed Speed	1025 kmh
Maximium Range	5,750 km	7,500 km
Take-Off run	1750m	1950m
Maxiumum Fuel Capacity	30,000 L	40,000 L
Service Ceiling	14,000 m	14,000 m
Engine (x2)	Azzuri TR330
Thrust (x2)	55,000 lbf	72,000 lbf

[Mikoyan-Guryevich]

M585 Ultima (Medium Sized Long Range Widebody Jet)



The M585 Ultima is a long-to-medium range widebody jet capable of seating up to 360 people at a time, or seat up to 250 in a three class configuration. The M585 Ultima is the latest product from Los Rios Aerospace division. After seeking many demands from airlines around the globe for an aircraft that could carry a reaonable amount of passengers over a medium-range distance without wanting the extra expense of the M565. Thus, the M585 is a niche aircraft designed to operate on medium length yet high haulage routes without straining the budget of it's operator.



The M565 features a sophisticated digital fly-by-wire system. The computers "read" position and force inputs from the pilot's controls and aircraft sensors. They solve differential equations to determine the appropriate command signals that move the flight controls in order to carry out the intentions of the pilot.

The programming of the digital computers enable flight envelope protection. In this aircraft designers precisely tailor an aircraft's handling characteristics, to stay within the overall limits of what is possible given the aerodynamics and structure of the aircraft. For example, the computer in flight envelope protection mode can try to prevent the aircraft from being handled dangerously by preventing pilots from exceeding preset limits on the aircraft's flight-control envelope, such as those that prevent stalls and spins, and which limit airspeeds and g forces on the airplane. Software can also be included that stabilize the flight-control inputs in order to avoid pilot-induced oscillations.

Since the flight-control computers continuously "fly" the aircraft, pilot's workloads can be reduced to a minimum while in transit. Stalling, spinning and other undesirable performances are prevented automatically by the computers.

The M585 was always designed as a true pilots aircraft therefore pilot comfort and control has been at the top of the design priorities list through its conception. The M585 uses several advanced autopilot technologies to assure the plane is on the right course, without solely relying on the aircrafts instruments, and can predict when the plane isn't doing what the pilots wants. Several aircraft have problems with aircraft listing to the one side after several flights, something the M585 rectified with its breakthrough technology. If the M585 is thrown forward into a dive, its on board computers will keep it from overspeeding and causing the aircraft stress. If the aircraft is too close to the ground without being near an airport, the M585 will take evasive action to climb to a safe height using its advanced Radar Ground Proximity system, which effectively detects where the ground is and what makes up the landscape.

The exterior of the M585 was designed to minimize parasite and induced drag in all forms, allowing it a much higher cruise speed and glide speed. This also drops fuel consumption by 25% over a Boeing 767, and when teamed with the new Azzuri TR410 augmented turbofan engine, this number is increased to 35%.

The wings, engines and empennage are flat bolted on with magnetic coverings to prevent friction from the joints. This greatly reduces parasite drag. The smooth upward sweep of the wings and the aerodynamic body further seek to reduce induced drag by allowing the air to pass more smoothly and avoid creating turbulence and vortexes at the wingtips or tailplane.

As with almost all of the aircraft produced by Los Rios, signature curves and winglets are clearly visible on the M585. This helps the M585 eliminate drag induced by turbulence, both wake and vortex, to help minimze the force of air resisitence acting upon the airliner, meaning it takes less power to move the M585 at the same speed as a rival airliner. Better fuel economy and slightly higher cruise speeds are just some of the many bonuses that a clean airframe can provide.

The wings are made from two materials, the first being Aluminium-Lithuium alloy and the second being Crabon Fibre reinforced epoxy, both of which are explained below. The wings have a sharply dihedral curve which has been done to improve the stability of the aircraft by influencing the dihedral effect.

Dihedral angle is the upward angle from horizontal of the wings of a fixed-wing aircraft, or of any paired nominally-horizontal surfaces on any aircraft. The term can also apply to the wings of a bird. Dihedral angle is also used in some types of kites such as box kites. Wings with more than one angle change along the full span are said to be polyhedral.

Dihedral angle has important stabilizing effects on flying bodies because it has a strong influence on the dihedral effect.

Dihedral effect of an aircraft is a rolling moment resulting from the vehicle having a non-zero angle of sideslip. Increasing the dihedral angle of an aircraft increases the dihedral effect on it. However, many other aircraft parameters also have a strong influence on dihedral effect. Some of these important factors are: wing sweep, vertical center of gravity, and the height and size of anything on an aircraft that changes its sidewards force as sideslip changes.

During the design of a fixed-wing aircraft (or any aircraft with horizontal surfaces), changing dihedral angle is usually a relatively simple way to adjust the overall dihedral effect. This is to compensate for other design elements' influence on the dihedral effect. These other elements (such as wing sweep, vertical mount point of the wing, etc.) may be more difficult to change than the dihedral angle. As a result, differing amounts of dihedral angle can be found on different types of fixed-wing aircraft. For example, the dihedral angle is usually greater on low-wing aircraft than on otherwise-similar high-wing aircraft. This is because "highness" of a wing (or "lowness" of vertical center of gravity compared to the wing) naturally creates more dihedral effect itself. This makes it so less dihedral angle is needed to get the amount of dihedral effect needed.

However, sweeping the wings too greatly increases the dihedral effect too much which can cause the aircraft to "dutch roll." Therefore, the sweepback of the wings of the aircraft is a relatively conservative 35 degrees.

The M565 also makes use of raked wingtips, a relatively new design feature seldom seen on commercial airliners so far, but tipped to become a staple feature on many large and long range aircraft. Raked wingtips are where the tip of the wing has a higher degree of sweep than the rest of the wing. The stated purpose of this additional feature is to improve fuel efficiency and climb performance, and to shorten takeoff field length. It does this in much the same way that winglets do, by increasing the effective aspect ratio of the wing and interrupting harmful wingtip vortices. This decreases the amount of lift-induced drag experienced by the aircraft. In testing, raked wingtips have been shown to reduce drag by as much as 5.5%, as opposed to improvements of 3.5% to 4.5% from conventional winglets.

While an equivalent increase in wingspan would be more effective than a winglet of the same length, the bending force becomes a greater factor. A one-foot increase in span has the same bending force as a three-foot winglet, which has the same performance gain as a two-foot wing extension.

The airframe is made mostly from metal alloy, in this case Aluminium Lithium alloy. Al-Li alloy is a very light yet very strong material which poses great breakthroughs for the aviation community. Rather than build the airframe out of conventional Magnesium Alloy which is commonly seen on modern airliners, Los Rios opted for a much lighter metal alloy for use on the M565 in the form of Aluminium-Lithium alloy, a very light yet very strong material well suited for use on aircraft.

Lithium is the least dense elemental metal, much less dense than alumiunium which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resisitant to strain. Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immense shearing forces which are also experienced at high speeds.

The outer skin of the fuselage is a Carbon Fibre Reinforced Plastic or CFRP. CFRPs are a composite material which takes a plastic, in this case epoxy, and reinforces it with fibres, in this case fibres of carbon, in order to increase its strength. CFRPs are very light materials but are immensly strong, hence their use in this aircraft. Because of their great expense, however, only 20% of the airframe is contructed from CFRP's.

Because composites do not display stress fractures as easily as conventional metals, they are coated with an exterior layer of Al-Li, just 2mm thick, which can display any cracks which may occur as the Al-Li will split with the composites below. In addition to this, the presence of Al-Li mitigates almost all of the risks involving composites in aviation, including electroconductivity concerns.

Thrust is provided by two Azzuri TR410 augmented high bypass turbofan engines. The thrust rating of a single engine is approximately 102,000lbf and the engine itself only weighs 12,500 pounds with lightweight materials techology. The advanced direct fuel spray system, which sprays fuel into the section of the turbine which will create the most efficient combustion, and lightweight turbine technologies which give the TR410 a much higher power to weight ratio, allow the TR410 to use much less fuel than the similarly powerful engine on a rival commercial airliner. A TOGA (Take-Off, Go-Around) power function is also fitted, giving 120% thrust for 5 minutes with 10 minute rest periods in between.

The turbine of the TR410 is large enough to be able to provide sufficient power to propel the M585 to cruise speeds of over Mach 0.85, yet is still small enough to spool up fast enough in case of an aborted landing or similar emergency. The TR410 also maintains power by trading size for advanced materials which help boost power.

The turbine itself and the compressor fan are made from a carbon-ceramic blend, which is enourmously strong and able to resist the extremely high temperatures inside the engine. Other parts of the engine are made from Aermet 100 which is a steel blend designed to cope with high temperatures and offer a high compressive and tensile strength. Exterior covering of the engine are made from Al-Li alloy, a very light weight metal.

Each engine is mounted below the wing and can be operated independently of each other. These engines do not have thrust vectoring capabilities or exhaust suppresion, as these features are not necessary for an aircraft performing these roles.

The most notable contribution to efficiency is the new electrical architecture, which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems. Both engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.

An active gust alleviation system improves ride quality during turbulence. This works by using the control surfaces to automatically offset any movement of the cabin during strong and sudden gusts of wind which can cause discomfort to passengers inside the aircraft. This also controls the engines, and can either increase or reduce power to the engines automatically depending on the direction and speed of the wind being encountered.

Los Rios also employes several quieting mechanisms to make the aircraft more friendly to residents living below flight paths. These include redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air.

The interior has been cleverly packaged to allow several different configurations. The M585-R can carry an astonishing 375 people in one class configuration or 270 in the typical Economy, Business, First class arrangement. 6 restrooms are provided (2 toward the flightdeck, 2 in the wing section, 2 toward the tailplane) allowing for maximum passenger comfort. The slightly smaller M585-S can carry 350 people in one class configuration.



In economy spec, the M585 can use rows of 10, using the 3-4-3 configuration, in business spec, the seats become slightly wider and rows of 8 are possible, using the 3-2-3 set up. In First class spec, there are rows of 6, using a 2-2-2 set up. All seats have options for touchscreen monitors to be installed, 12" in Economy, and 16" in Business and First class. Passengers can select from a range of sattelite channels or from over 1000 movies and television series installed into the planes central hard drive. Passengers can also browse the internet whilst on the aircraft.

The M585 is also able to be outfitted into a freighter. The naturally large widebody of the M585 and huge range makes it a perfect candidate for freight companies seeking to carry bulky cargo. The M585 can carry up to 24 pallets of cargo, or 8 pallets and 120 passengers in a 'combi' variant.

Pricing

Model	Cost per Unit
M585-S Economy	$175,000,000
M585-S 2 Class Configuration	$177,500,000
M585-S 3 Class Configuration	$180,000,000
M585-R Economy	$185,000,000
M585-R 2 Class Configuration	$187,500,000
M585-R 3 Class Configuration	$188,000,000

Specification	M585-S	M585-R
Cockpit Crew	Two
Seating Capacity 1/2/3 Class	350/300/250	375/320/270
Length	55m	65m
Wingspan	50m	54m
Tail height	16.75m	16.85m
Cabin Width	5.90m
Fuselage Width	6.15m
Maximum Cargo Capacity	137 cu m	175 cu m
Empty Weight	125,000 kg	140,000 kg
Maximum Landing Weight	210,000 kg	230,000 kg
Maximum Take Off Weight	310,000 kg	325,000 kg
Typical Cruise Speed	940 kmh	940kmh
Maximum Cruise Speed	1005 kmh	1005 kmh
Never Exceed Speed	1125 kmh
Maximium Range	10,000 km	11,500 km
Take-Off run	1950m	2150m
Maxiumum Fuel Capacity	100,000 L	110,000 L
Service Ceiling	16,000 m	16,000 m
Engine (x2)	Azzuri TR410
Thrust (x2)	95,000 lbf	102,000 lbf

[Mikoyan-Guryevich]

M565 Aspire (Large Sized Long Range Widebody Jet)



The M565 is a twin engined long ranged widebody jet aircraft designed to fulfill long haulage routes for the minimum cost to the airliner. The M565 has one of the longest ranges of any aircraft produced today and can seat over 500 people in a single class configuration. The twin engine layout means the M565 can reduce its fuel bills by nearly a third over a similar four engined aircraft.

The M565 has been in development since 2004 when it started its life as the MRZ001. The MRZ001 was first brought to life in computer generated images and scaled down clay models before a full exterior and avionic design was released in 2007, taking to the skies for the first time just two weeks later. It has been nearly 3 years since its first successful flight, any we can assure every airline that it is well worth the wait.

The MRZ001 was always designed as a true pilots aircraft therefore pilot comfort and control has been at the top of the design priorities list through its conception. The MRZ001 uses several advanced autopilot technologies to assure the plane is on the right course, without solely relying on the aircrafts instruments, and can predict when the plane isn't doing what the pilots wants. Several aircraft have problems with aircraft listing to the one side after several flights, something the MRZ001 rectified with its breakthrough technology. If the MRZ001 is thrown forward into a dive, its on board computers will keep it from overspeeding and causing the aircraft stress. If the aircraft is too close to the ground without being near an airport, the MRZ001 will take evasive action to climb to a safe height using its advanced Radar Ground Proximity system, which effectively detects where the ground is and what makes up the landscape.



The M565 features a sophisticated digital fly-by-wire system. The computers "read" position and force inputs from the pilot's controls and aircraft sensors. They solve differential equations to determine the appropriate command signals that move the flight controls in order to carry out the intentions of the pilot.

The programming of the digital computers enable flight envelope protection. In this aircraft designers precisely tailor an aircraft's handling characteristics, to stay within the overall limits of what is possible given the aerodynamics and structure of the aircraft. For example, the computer in flight envelope protection mode can try to prevent the aircraft from being handled dangerously by preventing pilots from exceeding preset limits on the aircraft's flight-control envelope, such as those that prevent stalls and spins, and which limit airspeeds and g forces on the airplane. Software can also be included that stabilize the flight-control inputs in order to avoid pilot-induced oscillations.

Since the flight-control computers continuously "fly" the aircraft, pilot's workloads can be reduced to a minimum while in transit. Stalling, spinning and other undesirable performances are prevented automatically by the computers.

The exterior of the MRZ001 was designed to minimize parasite and induced drag in all forms, allowing it a much higher cruise speed and glide speed. This also drops fuel consumption by 25% over a Boeing 777, and when teamed with the new Azzuri TR450 augmented turbofan engine, this number is increased to 45%.



The wings, engines and empennage are flat bolted on with magnetic coverings to prevent friction from the joints. This greatly reduces parasite drag. The smooth upward sweep of the wings and the aerodynamic body further seek to reduce induced drag by allowing the air to pass more smoothly and avoid creating turbulence and vortexes at the wingtips or tailplane.

As with almost all of the aircraft produced by Los Rios, signature curves and winglets are clearly visible on the M545. This helps the M545 eliminate drag induced by turbulence, both wake and vortex, to help minimze the force of air resisitence acting upon the airliner, meaning it takes less power to move the M545 at the same speed as a rival airliner. Better fuel economy and slightly higher cruise speeds are just some of the many bonuses that a clean airframe can provide.

The wings are made from two materials, the first being Aluminium-Lithuium alloy and the second being Crabon Fibre reinforced epoxy, both of which are explained below. The wings have a sharply dihedral curve which has been done to improve the stability of the aircraft by influencing the dihedral effect.

Dihedral angle is the upward angle from horizontal of the wings of a fixed-wing aircraft, or of any paired nominally-horizontal surfaces on any aircraft. The term can also apply to the wings of a bird. Dihedral angle is also used in some types of kites such as box kites. Wings with more than one angle change along the full span are said to be polyhedral.

Dihedral angle has important stabilizing effects on flying bodies because it has a strong influence on the dihedral effect.

Dihedral effect of an aircraft is a rolling moment resulting from the vehicle having a non-zero angle of sideslip. Increasing the dihedral angle of an aircraft increases the dihedral effect on it. However, many other aircraft parameters also have a strong influence on dihedral effect. Some of these important factors are: wing sweep, vertical center of gravity, and the height and size of anything on an aircraft that changes its sidewards force as sideslip changes.

During the design of a fixed-wing aircraft (or any aircraft with horizontal surfaces), changing dihedral angle is usually a relatively simple way to adjust the overall dihedral effect. This is to compensate for other design elements' influence on the dihedral effect. These other elements (such as wing sweep, vertical mount point of the wing, etc.) may be more difficult to change than the dihedral angle. As a result, differing amounts of dihedral angle can be found on different types of fixed-wing aircraft. For example, the dihedral angle is usually greater on low-wing aircraft than on otherwise-similar high-wing aircraft. This is because "highness" of a wing (or "lowness" of vertical center of gravity compared to the wing) naturally creates more dihedral effect itself. This makes it so less dihedral angle is needed to get the amount of dihedral effect needed.

However, sweeping the wings too greatly increases the dihedral effect too much which can cause the aircraft to "dutch roll." Therefore, the sweepback of the wings of the aircraft is a relatively conservative 35 degrees.

The M565 also makes use of raked wingtips, a relatively new design feature seldom seen on commercial airliners so far, but tipped to become a staple feature on many large and long range aircraft. Raked wingtips are where the tip of the wing has a higher degree of sweep than the rest of the wing. The stated purpose of this additional feature is to improve fuel efficiency and climb performance, and to shorten takeoff field length. It does this in much the same way that winglets do, by increasing the effective aspect ratio of the wing and interrupting harmful wingtip vortices. This decreases the amount of lift-induced drag experienced by the aircraft. In testing, raked wingtips have been shown to reduce drag by as much as 5.5%, as opposed to improvements of 3.5% to 4.5% from conventional winglets.

While an equivalent increase in wingspan would be more effective than a winglet of the same length, the bending force becomes a greater factor. A one-foot increase in span has the same bending force as a three-foot winglet, which has the same performance gain as a two-foot wing extension.

The airframe is made mostly from metal alloy, in this case Aluminium Lithium alloy. Al-Li alloy is a very light yet very strong material which poses great breakthroughs for the aviation community. Rather than build the airframe out of conventional Magnesium Alloy which is commonly seen on modern airliners, Los Rios opted for a much lighter metal alloy for use on the M565 in the form of Aluminium-Lithium alloy, a very light yet very strong material well suited for use on aircraft.

Lithium is the least dense elemental metal, much less dense than alumiunium which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resisitant to strain. Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immense shearing forces which are also experienced at high speeds.

The outer skin of the fuselage is a Carbon Fibre Reinforced Plastic or CFRP. CFRPs are a composite material which takes a plastic, in this case epoxy, and reinforces it with fibres, in this case fibres of carbon, in order to increase its strength. CFRPs are very light materials but are immensly strong, hence their use in this aircraft. Because of their great expense, however, only 20% of the airframe is contructed from CFRP's.

Because composites do not display stress fractures as easily as conventional metals, they are coated with an exterior layer of Al-Li, just 2mm thick, which can display any cracks which may occur as the Al-Li will split with the composites below. In addition to this, the presence of Al-Li mitigates almost all of the risks involving composites in aviation, including electroconductivity concerns.

Thrust is provided by two Azzuri TR450 augmented high bypass turbofan engines. The thrust rating of a single engine is approximately 132,000lbf and the engine itself only weighs 12,500 pounds with lightweight materials techology. The advanced direct fuel spray system, which sprays fuel into the section of the turbine which will create the most efficient combustion, and lightweight turbine technologies which give the TR450 a much higher power to weight ratio, allow the TR350 to use much less fuel than the similarly powerful engine on a rival commercial airliner. A TOGA (Take-Off, Go-Around) power function is also fitted, giving 120% thrust for 5 minutes with 10 minute rest periods in between.

The turbine itself and the compressor fan are made from a carbon-ceramic blend, which is enourmously strong and able to resist the extremely high temperatures inside the engine. Other parts of the engine are made from Aermet 100 which is a steel blend designed to cope with high temperatures and offer a high compressive and tensile strength. Exterior covering of the engine are made from Al-Li alloy, a very light weight metal.

Each engine is mounted below the wing and can be operated independently of each other. These engines do not have thrust vectoring capabilities or exhaust suppresion, as these features are not necessary for an aircraft performing these roles.

The most notable contribution to efficiency is the new electrical architecture, which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems. Both engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.

An active gust alleviation system improves ride quality during turbulence. This works by using the control surfaces to automatically offset any movement of the cabin during strong and sudden gusts of wind which can cause discomfort to passengers inside the aircraft. This also controls the engines, and can either increase or reduce power to the engines automatically depending on the direction and speed of the wind being encountered.

Los Rios also employes several quieting mechanisms to make the aircraft more friendly to residents living below flight paths. These include redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air.

The interior has been cleverly packaged to allow several different configurations. The M565-R can carry an astonishing 550 people in one class configuration or 370 in the typical Economy, Business, First class arrangement. 6 restrooms are provided (2 toward the flightdeck, 2 in the wing section, 2 toward the tailplane) allowing for maximum passenger comfort. The slightly smaller M565-S can carry 500 people in one class configuration.



In economy spec, the M565 can use rows of 10, using the 3-4-3 configuration, in business spec, the seats become slightly wider and rows of 8 are possible, using the 2-4-2 set up. In First class spec, there are rows of 6, using a 2-2-2 set up. All seats have options for touchscreen monitors to be installed, 12" in Economy, and 16" in Business and First class. Passengers can select from a range of sattelite channels or from over 1000 movies and television series installed into the planes central hard drive. Passengers can also browse the internet whilst on the aircraft.

The extremely versatile airframe of the venerable M565 has also been adapted for many military uses by the military aviation company, Gemballa Avionic Development. These include a tanker/transport and a specialized A/WACs aircraft.

The M565 is also able to be outfitted into a freighter. The naturally large widebody of the M565 and huge range makes it a perfect candidate for freight companies. The M565 can carry up to 32 pallets of cargo, or 16 pallets and 220 passengers in a 'combi' variant.

Pricing

Model	Cost per Unit
M565-S Economy	$205,000,000
M565-S 2 Class Configuration	$207,500,000
M565-S 3 Class Configuration	$210,000,000
M565-R Economy	$215,000,000
M565-R 2 Class Configuration	$217,500,000
M565-R 3 Class Configuration	$220,000,000

Specification	M565-S	M565-R
Cockpit Crew	Two
Seating Capacity 1/2/3 Class	500/400/325	550/440/370
Length	65m	75m
Wingspan	60m	64m
Tail height	18.75m	18.85m
Cabin Width	6.10m
Fuselage Width	6.35m
Maximum Cargo Capacity	175 cu m	220 cu m
Empty Weight	145,000 kg	170,000 kg
Maximum Landing Weight	230,000 kg	260,000 kg
Maximum Take Off Weight	350,000 kg	365,000 kg
Typical Cruise Speed	940 kmh	940kmh
Maximum Cruise Speed	1005 kmh	1005 kmh
Never Exceed Speed	1125 kmh
Maximium Range	20,000 km	21,500 km
Take-Off run	2250m	2750m
Maxiumum Fuel Capacity	200,000 L	210,000 L
Service Ceiling	16,000 m	16,000 m
Engine (x2)	Azzuri TR450
Thrust (x2)	115,000 lbf	132,000 lbf

[Mikoyan-Guryevich]

M575 Esperanza (Large Widebody Long Range Jet)

The M575 Esperanza, or the FiveSeven as it is more commonly known as by the design team, is a Long Range Widebody Double deck airliner, enourmous by any standards. Comfortably seating up to 975 people is absolute comfort, the FiveSeven is perfect for long or medium distance flights with heavy traffic. While four engined Jumbo jets aren't generally reknowned for their efficiency, the FiveSeven consumes on average 30% less fuel than a Boeing 747-8, while seating many more passengers. Teamed with its efficieny, the legendary endurance of the FiveSeven is surpassed only by that of the 565, making it a primary choice for long range flights.

The FiveSeven started life as project HJ001, which shows that the program was entirely different to the MRZ project. HJ stands for Heavy Jet and thats exactly what the FiveSeven is. The goal of the project was simple, move maximum passengers, while using minimum fuel resulting in vast savings for airlines. And fortunately, the FiveSeven achieved just that. The FiveSeven is also easy to control and very fast, making it an easier flight for pilots. It will also require less mantience than many other aircraft, giving the mechanics a break too.



A close look at the airframe will show striking similarities to the 555 and the 565. As with almost all of the aircraft produced by Los Rios, signature curves and winglets are clearly visible on the M575. This helps the M575 eliminate drag induced by turbulence, both wake and vortex, to help minimze the force of air resisitence acting upon the airliner, meaning it takes less power to move the M575 at the same speed as a rival airliner. Better fuel economy and slightly higher cruise speeds are just some of the many bonuses that a clean airframe can provide.

The wings are made from two materials, the first being Aluminium-Lithuium alloy and the second being Crabon Fibre reinforced epoxy, both of which are explained below. The wings have a sharply dihedral curve which has been done to improve the stability of the aircraft by influencing the dihedral effect.

Dihedral angle is the upward angle from horizontal of the wings of a fixed-wing aircraft, or of any paired nominally-horizontal surfaces on any aircraft. The term can also apply to the wings of a bird. Dihedral angle is also used in some types of kites such as box kites. Wings with more than one angle change along the full span are said to be polyhedral.

Dihedral angle has important stabilizing effects on flying bodies because it has a strong influence on the dihedral effect.

Dihedral effect of an aircraft is a rolling moment resulting from the vehicle having a non-zero angle of sideslip. Increasing the dihedral angle of an aircraft increases the dihedral effect on it. However, many other aircraft parameters also have a strong influence on dihedral effect. Some of these important factors are: wing sweep, vertical center of gravity, and the height and size of anything on an aircraft that changes its sidewards force as sideslip changes.

During the design of a fixed-wing aircraft (or any aircraft with horizontal surfaces), changing dihedral angle is usually a relatively simple way to adjust the overall dihedral effect. This is to compensate for other design elements' influence on the dihedral effect. These other elements (such as wing sweep, vertical mount point of the wing, etc.) may be more difficult to change than the dihedral angle. As a result, differing amounts of dihedral angle can be found on different types of fixed-wing aircraft. For example, the dihedral angle is usually greater on low-wing aircraft than on otherwise-similar high-wing aircraft. This is because "highness" of a wing (or "lowness" of vertical center of gravity compared to the wing) naturally creates more dihedral effect itself. This makes it so less dihedral angle is needed to get the amount of dihedral effect needed.

However, sweeping the wings too greatly increases the dihedral effect too much which can cause the aircraft to "dutch roll." Therefore, the sweepback of the wings of the aircraft is a relatively conservative 35 degrees.

The M575 also makes use of raked wingtips, a relatively new design feature seldom seen on commercial airliners so far, but tipped to become a staple feature on many large and long range aircraft. Raked wingtips are where the tip of the wing has a higher degree of sweep than the rest of the wing. The stated purpose of this additional feature is to improve fuel efficiency and climb performance, and to shorten takeoff field length. It does this in much the same way that winglets do, by increasing the effective aspect ratio of the wing and interrupting harmful wingtip vortices. This decreases the amount of lift-induced drag experienced by the aircraft. In testing, raked wingtips have been shown to reduce drag by as much as 5.5%, as opposed to improvements of 3.5% to 4.5% from conventional winglets.

While an equivalent increase in wingspan would be more effective than a winglet of the same length, the bending force becomes a greater factor. A one-foot increase in span has the same bending force as a three-foot winglet, which has the same performance gain as a two-foot wing extension.


The airframe is made mostly from metal alloy, in this case Aluminium Lithium alloy. Al-Li alloy is a very light yet very strong material which poses great breakthroughs for the aviation community. Rather than build the airframe out of conventional Magnesium Alloy which is commonly seen on modern airliners, Los Rios opted for a much lighter metal alloy for use on the M575 in the form of Aluminium-Lithium alloy, a very light yet very strong material well suited for use on aircraft.

Lithium is the least dense elemental metal, much less dense than alumiunium which is in itself less dense than most other metals, therefore when the two are alloyed together, the density and weight of the resulting material is less than that of the alloy while being stiffer at the same time and more resisitant to strain. Al-Li alloy was also used on the wings which are acted upon by not only horizontal but also vertical forces unlike the fuselage and thus need to have the compressive and tensile strength required to outlast these forces, as well as resist the immense shearing forces which are also experienced at high speeds.

The outer skin of the fuselage is a Carbon Fibre Reinforced Plastic or CFRP. CFRPs are a composite material which takes a plastic, in this case epoxy, and reinforces it with fibres, in this case fibres of carbon, in order to increase its strength. CFRPs are very light materials but are immensly strong, hence their use in this aircraft. Because of their great expense, however, only 20% of the airframe is contructed from CFRP's.

Because composites do not display stress fractures as easily as conventional metals, they are coated with an exterior layer of Al-Li, just 2mm thick, which can display any cracks which may occur as the Al-Li will split with the composites below. In addition to this, the presence of Al-Li mitigates almost all of the risks involving composites in aviation, including electroconductivity concerns.

The HJ001 was designed as a four engined aircraft. Thrust is provided by four Azzuri TR450 augmented high bypass turbofan engines. The thrust rating of a single engine is approximately 128,000lbf and the engine itself only weighs 6,500 pounds with lightweight materials techology. The advanced direct fuel spray system, which sprays fuel into the section of the turbine which will create the most efficient combustion, and lightweight turbine technologies which give the TR450 a much higher power to weight ratio, allow the TR450 to use much less fuel than the similarly powerful engine on a rival commercial airliner. A TOGA (Take-Off, Go-Around) power function is also fitted, giving 120% thrust for 5 minutes with 10 minute rest periods in between.

The turbine itself and the compressor fan are made from a carbon-ceramic blend, which is enourmously strong and able to resist the extremely high temperatures inside the engine. Other parts of the engine are made from Aermet 100 which is a steel blend designed to cope with high temperatures and offer a high compressive and tensile strength. Exterior covering of the engine are made from Al-Li alloy, a very light weight metal.

Each engine is mounted below the wing and can be operated independently of each other. These engines do not have thrust vectoring capabilities or exhaust suppresion, as these features are not necessary for an aircraft performing these roles.

The most notable contribution to efficiency is the new electrical architecture, which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems. Both engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.

An active gust alleviation system improves ride quality during turbulence. This works by using the control surfaces to automatically offset any movement of the cabin during strong and sudden gusts of wind which can cause discomfort to passengers inside the aircraft. This also controls the engines, and can either increase or reduce power to the engines automatically depending on the direction and speed of the wind being encountered.

Los Rios also employes several quieting mechanisms to make the aircraft more friendly to residents living below flight paths. These include redesigned air inlet containing sound-absorbing materials and redesigned exhaust duct covers whose rims are tipped in a toothed pattern to allow for quieter mixing of exhaust and outside air.

The cockpit of the HJ001 was set out not unlike the MRZ001. Using four large displays infront of the pilots, as well as several other LED displays around it, pilots are consistently kept up to date with what is happening to the aircraft both inside and out. On a pilots outside screen, Airspeed Indicator, Altimeter, Turn co-odinator, Vertical Speed indcator and Artificial Horizon are all displayed. On the inside screen, the exact location of the plane and its waypoints and destination are displayed also, along with the planned route. As with the 555 and 565, the seats are fitted with whiplash reduction measures and pretentioner seatbelts.

The M575 features a sophisticated digital fly-by-wire system. The computers "read" position and force inputs from the pilot's controls and aircraft sensors. They solve differential equations to determine the appropriate command signals that move the flight controls in order to carry out the intentions of the pilot.

The programming of the digital computers enable flight envelope protection. In this aircraft designers precisely tailor an aircraft's handling characteristics, to stay within the overall limits of what is possible given the aerodynamics and structure of the aircraft. For example, the computer in flight envelope protection mode can try to prevent the aircraft from being handled dangerously by preventing pilots from exceeding preset limits on the aircraft's flight-control envelope, such as those that prevent stalls and spins, and which limit airspeeds and g forces on the airplane. Software can also be included that stabilize the flight-control inputs in order to avoid pilot-induced oscillations.

Since the flight-control computers continuously "fly" the aircraft, pilot's workloads can be reduced to a minimum while in transit. Stalling, spinning and other undesirable performances are prevented automatically by the computers.



Of course the most impressive feature about this aircraft is its passenger capacity. Seating up to 975 people in single economy specification, the FiveSeven is unmatched in passenger capacity and comfort. While the FiveSeven may not be as cheap to run as the 565, the 565 will need to make two flights to haul the same number of passengers as the FiveSeven.

In economy spec, the M575 can use rows of 10, using the 3-4-3 configuration, in business spec, the seats become slightly wider and rows of 8 are possible, using the 2-4-2 set up. In First class spec, there are rows of 6, using a 2-2-2 set up. All seats have options for touchscreen monitors to be installed, 12" in Economy, and 16" in Business and First class. Passengers can select from a range of sattelite channels or from over 1000 movies and television series installed into the planes central hard drive. Passengers can also browse the internet whilst on the aircraft.



The immense fuselage of the M575 promises enourmous potential for any freight companies seeking an airliner with maximum haulage capacity which is still capable of taking off and landing on regular airport runways rather than specialized long distance runways which most strategic airlifters require.

The capacious M575 can move fourty pallets of cargo at a time, or up to twenty in a 'combi' layout, also offering seating space for up to 350 passengers.

Pricing

Model	Cost per Unit
M575-S Economy	$290,000,000
M575-S 2 Class Configuration	$297,000,000
M575-S 3 Class Configuration	$307,000,000
M575-R Economy	$310,000,000
M575-R 2 Class Configuration	$315,000,000
M575-R 3 Class Configuration	$320,000,000

Specification	M575	M575-R
Cockpit Crew	Two
Seating Capacity 1/2/3 Class	950/750/500	975/750/520
Length	78m	81m
Wingspan	67m	67m
Tail height	21.75m	21.85m
Cabin Width	6.25m
Fuselage Width	6.45m
Maximum Cargo Capacity	575 cu m	720 cu m
Empty Weight	195,000 kg	215,000 kg
Maximum Landing Weight	330,000 kg	360,000 kg
Maximum Take Off Weight	450,000 kg	465,000 kg
Typical Cruise Speed	925 kmh	925kmh
Maximum Cruise Speed	1000 kmh	1000 kmh
Never Exceed Speed	1125 kmh
Maximium Range	19,000 km	20,750 km
Take-Off run	2750m	2850m
Maxiumum Fuel Capacity	290,000 L	310,000 L
Service Ceiling	16,000 m	16,000 m
Engine (x4)	Azzuri TR450
Thrust (x4)	110,000 lbf	115,000 lbf

[Mikoyan-Guryevich]

MR-SST Supersonic Airliner



The MR-SST is a supersonic passenger airliner capable of cruising at speeds of Mach 2.6. It is one of the largest and fastest supersonic aircraft anywhere in the world and can accommodate 250 passengers in a luxurious and comfortable setting, or can be configured to become a flying palace travelling over twice the speed of sound. While it is the most expensive to buy and operate of all the Los Rios aircraft, it is definately an icon in the aviation industry.

Airframe

The wings, engines and empennage are flat bolted on with magnetic coverings to prevent friction from the joints. This greatly reduces parasite drag. The thin laminar flow wings and the aerodynamic body further seek to reduce induced drag by allowing the air to pass more smoothly and avoid creating turbulence and vortexes at the wingtips or tailplane. The great reduction in drag allows the plane to reach cruise speeds many conventional airliners would disintegrate at without putting any additional stress on the airframe.



The MR-SST generates lift via a delta wing arrangement, with an optimum sweep angle for high speed flight at high altitude. At first, a variable geometry design was considered, but then discarded in favour of the larger fixed wing, due to fuel capacity and weight concerns. The wing is a very thin laminar flow wing aimed to reduce induced drag at high speeds which is a major factor in the MR-SST reaching its Mach 2.6 cruise speed.

The wing of the MR-SST is a half-cranked arrow design, where the leading edge of the wing varies in sweep while the trailing edge is swept forward. Thus, the inner part of the wing has a very high sweepback, while the outer part has less sweepback, to create the high-lift vortex in a more controlled fashion, reduce the drag and thereby allow for landing the delta at acceptably slow speed. Without the cranked arrow wing, landing the MR-SST would prove very difficult indeed.

The airframe is constructed soley of titanium alloy. Titanium was selected as the material to use because of its lightweight and impressive durability. This allows the airframe to cope with severe stresses associated with supersonic flight, including drag, pressurization and skin temperature, while keeping the weight to a bare minimum.

Thrust

The MR-SST uses the incredible Azzuri R-R4000 to create enough thrust to be able to move at over Mach 2.6. The R-R4000 is a variable cycle engine which functions as both a turbojet and a fan-assisted ramjet, allowing the MR-SST to take off on a conventional turbojet engine and use ramjet efficiency at high altitude without having to worry about two different engines. At Mach 2.6, 75% of the engine's thrust comes from the ramjet , with the turbojet providing the remaining 25%. At lower speeds, the engine relies soley on the turbojet for thrust.

The R-R4000 is an engine specifically designed to power aircraft cruising in excess of Mach 2.5 and can also be seen on the supersonic RM-30 San Real Bomber aircraft.





The R-R4000 is essentially a turbojet engine inside a fan-assisted ramjet engine. This was required because turbojets are inefficient at high speeds but ramjets cannot operate at low speeds. To resolve this, the airflow path through the engine varied, depending on whether ramjet or turbojet operation was more efficient, thus the term variable cycle. To create this effect, at speeds over 1500 mph the nose cone of the engine was pushed about 2 inches forward to improve the air flow in the ramjet cycle.

Air is initially compressed and heated by the shock wave cones, and then enters 4 stages of compressors, and then the airflow is split: some of the air enters the compressor fans (core-flow air), while the remaining flow bypasses the core to enter the afterburner. The air continuing through the compressor is further compressed before entering the combustor, where it is mixed with fuel and ignited. The flow temperature reaches its maximum in the combustor, just below the temperature where the turbine blades would soften. The air then cools as it passes through the turbine and rejoins the bypass air before entering the afterburner.

At around Mach 2.7, the initial shock-cone compression greatly heats the air, which means that the turbojet portion of the engine must reduce the fuel/air ratio in the combustion chamber so as not to melt the turbine blades immediately downstream. The turbojet components of the engine thus provide far less thrust, and the MR-SST flies with 75% of its thrust generated by the air that bypassed the majority of the turbomachinery undergoing combustion in the afterburner portion and generating thrust as it expands out through the nozzle and from the compression of the air acting on the rear surfaces of the spikes.

The turbojets are constructed from a blend of materials which are used in tandem as well as in isolation from one another. A Turbine engine produces exhaust and internal temperatures far beyond that of a piston engine therefore new materials had to be developed in order to resist these temperatures. Composite materials were selected on the premise that they not only had the heat resistance to withstand temperatures at which steel would bend, but they are also much lighter than metals and would improve the power to weight ratio of the engine itself.

Components of the turbojet aft of the compressor fans, including the internal turbines of the turbofan as well as the turbine shaft, are constructed out of a composite ceramic material to resist against the extreme temperatures of the propulsion system. A ceramic is an inorganic, non-metallic solid prepared by the action of heat and subsequent cooling, this results in a crystalline substance. The ceramic material used within the turbine is silicon carbide, or a carbon ceramic material. Silicon Carbide is exceedingly hard, synthetically produced crystalline compound of silicon and carbon. The modern method of manufacturing silicon carbide for the abrasives, metallurgical, and refractories industries is basically the same as that developed by Acheson. A mixture of pure silica sand and carbon in the form of finely ground coke is built up around a carbon conductor within a brick electrical resistance-type furnace. Electric current is passed through the conductor, bringing about a chemical reaction in which the carbon in the coke and silicon in the sand combine to form SiC and carbon monoxide gas. A furnace run can last several days, during which temperatures vary from 2,200° to 2,700° C (4,000° to 4,900° F) in the core to about 1,400° C (2,500° F) at the outer edge. The energy consumption exceeds 100,000 kilowatt-hours per run. At the completion of the run, the product consists of a core of green to black SiC crystals loosely knitted together, surrounded by partially or entirely unconverted raw material. The lump aggregate is crushed, ground, and screened into various sizes appropriate to the end use.

Components of the turbine fore of the compression chamber and also components outside of the turbine itself are constructed from Aermet. Aermet is an ultra-high strength type of alloy steel where the main alloying elements are cobalt and nickel, but chromium, molybdenum, and carbon are also added. Aermet 100 was selected over Aermet 310 and Aermet 340 because of the greater fracture toughness that the 100 variant offers over Aermet 310 and Aermet 340, fracture resistance being paramount on the blades of the pair of compressor fans.

Each engine is mounted below the wing and can be operated independently of each other. These engines do not have thrust vectoring capabilities or exhaust suppresion, as these features are not necessary for an aircraft performing these roles.

The most notable contribution to efficiency is the new electrical architecture, which replaces bleed air and hydraulic power sources with electrically powered compressors and pumps, as well as completely eliminating pneumatics and hydraulics from some subsystems. Both engines use all-electrical bleedless systems, eliminating the superheated air conduits normally used for aircraft power, de-icing, and other functions. Another new system is a wing ice protection system that uses electro-thermal heater mats on the wing slats instead of hot bleed air that has been traditionally used.

An active gust alleviation system improves ride quality during turbulence. This works by using the control surfaces to automatically offset any movement of the cabin during strong and sudden gusts of wind which can cause discomfort to passengers inside the aircraft. This also controls the engines, and can either increase or reduce power to the engines automatically depending on the direction and speed of the wind being encountered.




Cockpit

To assist with visibility, the nose of the MR-SST is able to be dropped and lowered during take off and landings to help pilots see past the extraordinarily long and sharp nose. When the aircraft is cruising, the nose of the aircraft is set to its usual position however when the aircraft is landing, the nose and windshield visor is dropped down so as not to impede visibility. The nose of the aircraft itself is made hollow so as not to place a huge strain on the electrical motors which move it.

The MR-SST features a sophisticated digital fly-by-wire system. The computers "read" position and force inputs from the pilot's controls and aircraft sensors. They solve differential equations to determine the appropriate command signals that move the flight controls in order to carry out the intentions of the pilot.

The programming of the digital computers enable flight envelope protection. In this aircraft designers precisely tailor an aircraft's handling characteristics, to stay within the overall limits of what is possible given the aerodynamics and structure of the aircraft. For example, the computer in flight envelope protection mode can try to prevent the aircraft from being handled dangerously by preventing pilots from exceeding preset limits on the aircraft's flight-control envelope, such as those that prevent stalls and spins, and which limit airspeeds and g forces on the airplane. Software can also be included that stabilize the flight-control inputs in order to avoid pilot-induced oscillations.

Since the flight-control computers continuously "fly" the aircraft, pilot's workloads can be reduced to a minimum while in transit. Stalling, spinning and other undesirable performances are prevented automatically by the computers.

The MR-SST was always designed as a true pilots aircraft therefore pilot comfort and control has been at the top of the design priorities list through its conception. The MR-SST uses several advanced autopilot technologies to assure the plane is on the right course, without solely relying on the aircrafts instruments, and can predict when the plane isn't doing what the pilots wants. Several aircraft have problems with aircraft listing to the one side after several flights, something the MR-SST rectified with its breakthrough technology. If the MR-SST is thrown forward into a dive, its on board computers will keep it from overspeeding and causing the aircraft stress. If the aircraft is too close to the ground without being near an airport, the MR-SST will take evasive action to climb to a safe height using its advanced Radar Ground Proximity system, which effectively detects where the ground is and what makes up the landscape



The flightdeck of the MR-SST was conceived as being a fully glass cockpit, without using conventional instruments. Using four large displays infront of the pilots, as well as several other LED displays around it, pilots are consistently kept up to date with what is happening to the aircraft both inside and out. On a pilots outside screen, Airspeed Indicator, Altimeter, Turn co-odinator, Vertical Speed indcator and Artificial Horizon are all displayed. On the inside screen, the exact location of the plane and its waypoints and destination are displayed also, along with the planned route. The MR-SST features Whiplash protection and pilot airbags along with the rest of the Los Rios Airline fleet.

Interior

The MR-SST was designed from the outset as a luxury jet, a jet for those who prefer a more comfortable way to travel. The MR-SST can seat a maximum of 252 passengers in a one class setting, which offers all the benefits of first class service, albeit in a slightly smaller seat. The seating of the MR-SST is still generous enough to warrant a first class fare, and occupants can enjoy a wealth of technology including an inbuilt LCD Television screen (16") into the back of the headrest, which can access a library of movies, TV shows and even allow passengers to quietly listen to music, which can be selected from a standard library. The screen is only partially connected to the seat infront, thus when the passenger reclines their seat, the screen will stay at the same level and will not angle.
Wireless internet is provided throughout the plane, however a standard ethernet port is available for those passengers not wishing to experiment with wireless technology or who require superior connection speeds.

Each passenger controls their own climate with individual air vents throughout the aircraft. Passengers can select a temperature between 22 and 28 degrees. The airline of purchase can choose to fit the aircraft with electric heated seats for an extra cost.



The fore-half of the plane is slightly wider, therefore a seating is in a 3-3 configuration. Towards the rear, the fuselage becomes more narrow, with a 2-2 configuration of seating. Restrooms are provided towards the front, rear and tail of the jet, with two facilites at each position. Each facility accommodates a basin, toilet and a 240Vrms power socket with a range of adapters for different counties requirements.

Private specification is designed for Heads of State and/or private jet owners. The entire cabin can be modified into a range of rooms. Rooms are designed, decorated and furnished according to the request of the purchaser.

Pricing
[/tr]

Model	Cost per Unit
MR-SST	$607,000,000
MR-SST Private Spec	$650,000,000

Specification	MR-SST	MR-SST Lux
Cockpit Crew	Two
Seating Capacity	250	-
Length	94.6m	94.6m
Wingspan	45m	45m
Tail height	14.75m	14.75m
Cabin Width	4.25m
Fuselage Width	4.5m
Maximum Cargo Capacity	250 cu m	280 cu m
Empty Weight	95,000 kg	95,000 kg
Maximum Landing Weight	175,000 kg	175,000 kg
Maximum Take Off Weight	220,000 kg	220,000 kg
Cruise Speed	2770 kmh (Mach 2.6)	2770 kmh (Mach 2.6)
Maxiumum Service Speed	3000 kmh (Mach 2.8 )	3000 kmh (Mach 2.8 )
Never Exceed Speed	3200 kmh (Mach 3.0)
Maximium Range	7,000 km	7,000 km
Take-Off run	1750m	1750m
Maxiumum Fuel Capacity	160,000 L	160,000 L
Service Ceiling	23,000 m	23,000 m
Engine (x4)	Azzuri R-R4000
Max Thrust (x4)	50,000 lbf	50,000 lbf

[Mikoyan-Guryevich]

Commissioning Variants
Due to the modular design of the Los Rios M-Liner fleet, every aircraft in our line up excluding the MR-SST is available to be re-fitted to serve as a freighter. Information on freighter capacity is given with each individual model. If the freighter capabilities of our aircraft isn't quite enough for your company or government, we would like to redirect you to Gemballa Avionic Development to view a range of specially developed transport aircraft.

Tanker/Transport and AWAC/S variants of the M565 aircraft are also available through Gemballa Avionic Development. Should you require a different airframe to the M565, other airliners including the M555, M585 and the M575 can be refitted to fulfill these roles. For information on the relative strengths and weaknesses of these aircraft in these particular roles, simply post an enquiry to either Los Rios Aerospace or Gemballa Avionic Development to learn of the potential of your selected airframe.

Frequently asked questions

Q. Is it possible for you to develop a tanker for me?
A. Fortunately though our partnership with Gemballa, it is possible for civillian airliners to be transformed into military support aircraft. Conversions to tankers, transports and AWAC/S aircraft are all possible. Check out the Gemballa Avionic Development storefront to view some existing M-Liner variants.

Q. Can I commission one of these as a VIP transport?
A. You certainly may. Los Rios understands that VIP transport is a very personal nature therefore we require the customer to paint us a picture of exactly what they would like before we can set about designing a personal transport aircraft for yourself or your government.

Q. Can I acquire an option-to-purchase when I place this order?
A. Of course. Los Rios will gladly offer you a discounted price with the promise that you will return to purchase should you request this with your order.

Q. Can I have a discount?
A. Discounts are offered to Los Rios to parties who will otherwise struggle to afford the bill, or as a reward for frequent customers. Asking for a discount will not guarantee you get one, but letting us know of any situations which will hamper your ability to pay will improve these chances.

Q. What are the operational parameters of this aircraft?
A. MTOW, Runway length and maximum range are all listed for each aircraft. Please view the specifications for the model you intend to purchase.

Q. Can you make a unique airframe for me?
A. Unfortunately no. Los Rios believes we already offer a range to cater for the needs of every airline. Please rethink your demands and consider other aircraft in our line up.

Q. Can you mount extra engines for me?
A. Mounting extra engines will not make your aircraft go any faster and will only sap your fuel economy. Feel free to fit them yourself, however this will void the warranty provided by Los Rios.

[Mikoyan-Guryevich]

Los Rios Aerospace is now officially open for trade

[Southwest 2Fort]

Fortress Aviation will be interested in purchasing 4 M545-LR two Class for 176 million and 1 M656-S 3 class for 210 Million, total of 386 Million $$$$

[Mikoyan-Guryevich]

From: Los Rios Group
To: Fortress Aviation

Thank you for your purchase of aircraft from Los Rios Aerospace. Please rest assured knowing that throughout the service life of your aircraft, your represented entity will have access to any form of support required or able to be given from Los Rios Aerospace.

Several pilots and instructors from your represented entity will have access to complete an all expenses paid course help by Los Rios in order to receive qualification to fly and instruct on the specific aircraft. Flights to and from Mikoyan-Guryevich will be entirely paid for by Los Rios Group.

With regards to your order, your five ordered aircraft will be delivered within a time frame of six months. The total cost of this order comes to $386,000,000 which is able to be paid immediately in full but is due within the next ten years. Should this total be insurmountable, a line of credit may be extended.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

[Mikoyan-Guryevich]

Our sixth product, the M585 Ultima, has been released

The M585 Ultima is a wide body 250 seat airliner designed to operate on short to medium routes. Capable of seating a large amount of passengers with the enourmous fuselage space which a wide body can offer, the cutting edge M585 should be a choice for any airline looking to haul bulk loads of passengers or freight over shorter range routes.

[Southern Cynocephali]

TO: Sales Division, Los Rios Aerospace
FROM: C.J. Gallen, CEO, SC Airways
___________________________________________________________________________________________________________
We are interested in acquiring long term support from an aviation supplier as we continue to grow our business. We currently operate a small fleet of locally modified versions of (4x) 777-300ER and (6x) 340B+ aircraft.

We are looking to immediately upgrade the fleet and would like to discuss a potential exclusive supply deal, ensuring Los Rios Aerospace as the only commercial aircraft supplier to SC Airways.

Dependent on negotiated prices, we would be interested in acquiring on an Option to Purchase;

10 x M545 Orbea - 2 for immediate delivery, 8 on option
6 x M585 Ultima - 2 for immediate delivery, 4 on option
4 x M565 Aspire - 1 for immediate delivery, 3 on option

We would like these in similar configurations to the current SC Airways aircraft configurations:

SC Airways offers a 2-class service on its Boeing 777-300ER aircraft: International Business Class, and International Economy Class. Both classes feature ambient Mood Lighting relative to the time of day or night.
International Business Class has a 2-2-2 configuration with fully horizontal flat beds that are 191 cm (6'3") long and seat pitch of 80". There is a personal workstation with laptop power, USB slot and reading light. Business Class In-Flight entertainment has a 13.1" touchscreen PTV with AVOD on every seat.
International Economy Class has a 3-3-3 configuration. Economy seats have a 33" seat pitch, 19" seat width and seat recline up to 8". USB slots are available to power laptops and other personal devices (MP3 Players etc.). Economy class In-Flight entertainment has a 10" touchscreen PTV with AVOD on every seat.

I look forward to your response.

C.J. Gallen
CEO
SC Airways
Indica International Airport

[Mikoyan-Guryevich]

From: Los Rios Group
To: C.J. Gallen, CEO, SC Airways

Thank you for your purchase of aircraft from Los Rios Aerospace. Please rest assured knowing that throughout the service life of your aircraft, your represented entity will have access to any form of support required or able to be given from Los Rios Aerospace.

Several pilots and instructors from your represented entity will have access to complete an all expenses paid course help by Los Rios in order to receive qualification to fly and instruct on the specific aircraft. Flights to and from Mikoyan-Guryevich will be entirely paid for by Los Rios Group.

To address the prospect of a possible deal, Los Rios Aerospace would be willing to offer SC Airways a blanket 20% discount across our entire range of aircraft and provide additional training to SC Airways flight and ground crew free of charge provided Los Rios Aerospace retains preference for orders from SC Airways. We would like to set this deal to last for a decade initially with the prospect to lengthen it at the end of the period.

With regards to your order, your five ordered aircraft will be delivered within a time frame of six months. The total cost of this order comes to $510,000,000 which is able to be paid immediately in full but is due within the next ten years. Should this total be insurmountable, a line of credit may be extended.

For options, we can offer the additional M545's for a price of $30,000,000 each, additional M585's for $140,000,000 each and additional M565's for $175,000,000.

The M585 and M565 have similar width fuselages to the Boeing 777-300R and 2-2-2 business class seating is already available. The 200cm long flat-folding seat available as one of our choices comes complete with a fold-down desk and one drawer. 12V sockets are provided in the aircraft with transformers available pertaining to the departure or destination's power socket standard. 13.1" inch screens are not available, albeit 12" and 14" are. We are able to install the 14" for no extra cost over the existing 13.1" screen.

Economy seating in the two afforementioned aircraft is 3-4-3, however we are able to widen seats and/or isles to take advantage of a 3-3-3 layout. 10" touch screens, requested seats and USB ports are all available, sockets are as above.

The M545 is a very narrow bodied aircraft and with a 55cm wide seat, only a 3-2 configuration is possible. For a 65cm business class seat, a 2-2 configuration is available. Touchscreens, USB ports and standard economy and business seats are available for fitting.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

[Globexanter]

---

Globexian Resources
Currently owned by Joris Lloriaux
The United Kingdom of Globexanter

---

To: Las Rios Aerospace. Whoever it concerns.
From: The Globexian Resources Administrative Board.
Local Time & Date: 9:24 A.M., 3rd of May 2011.
Subject: Purchase.

---

Greetings.

---

Dear Sir/Ma'am.

After having examined many Aerospace companies, we believe that we have finally found an aircraft which can be used as a cargo freighter with all the aspects of a long rage widebody jet.
That is why we wish to purchase one M565-S, Economy class. This would cost $205,000,000 U.S.D., we believe.
If possible, we would like to request that the plane is stripped of all Passenger chairs. If this is possible, we would be quite happy to pay for the price of doing this. This would be due to the fact that, arriving in Globexanter, the plane would be stripped of it's Passengers seats anyway in order to be able to carry Cargo. And as Globexian Resources does not deal with the sale of aircraft, we would probably scrap each Passenger seat which we believe your Company could however put back to use somehow (future orders, etc...).
We hope to hear from you soon.

---

Thank-you.

---

Joris Lloriaux
Owner of Globexian Resources

[Southern Cynocephali]

From: Los Rios Group
To: C.J. Gallen, CEO, SC Airways

Thank you for your purchase of aircraft from Los Rios Aerospace. Please rest assured knowing that throughout the service life of your aircraft, your represented entity will have access to any form of support required or able to be given from Los Rios Aerospace.

Several pilots and instructors from your represented entity will have access to complete an all expenses paid course help by Los Rios in order to receive qualification to fly and instruct on the specific aircraft. Flights to and from Mikoyan-Guryevich will be entirely paid for by Los Rios Group.

To address the prospect of a possible deal, Los Rios Aerospace would be willing to offer SC Airways a blanket 20% discount across our entire range of aircraft and provide additional training to SC Airways flight and ground crew free of charge provided Los Rios Aerospace retains preference for orders from SC Airways. We would like to set this deal to last for a decade initially with the prospect to lengthen it at the end of the period.

With regards to your order, your five ordered aircraft will be delivered within a time frame of six months. The total cost of this order comes to $510,000,000 which is able to be paid immediately in full but is due within the next ten years. Should this total be insurmountable, a line of credit may be extended.

For options, we can offer the additional M545's for a price of $30,000,000 each, additional M585's for $140,000,000 each and additional M565's for $175,000,000.

The M585 and M565 have similar width fuselages to the Boeing 777-300R and 2-2-2 business class seating is already available. The 200cm long flat-folding seat available as one of our choices comes complete with a fold-down desk and one drawer. 12V sockets are provided in the aircraft with transformers available pertaining to the departure or destination's power socket standard. 13.1" inch screens are not available, albeit 12" and 14" are. We are able to install the 14" for no extra cost over the existing 13.1" screen.

Economy seating in the two afforementioned aircraft is 3-4-3, however we are able to widen seats and/or isles to take advantage of a 3-3-3 layout. 10" touch screens, requested seats and USB ports are all available, sockets are as above.

The M545 is a very narrow bodied aircraft and with a 55cm wide seat, only a 3-2 configuration is possible. For a 65cm business class seat, a 2-2 configuration is available. Touchscreens, USB ports and standard economy and business seats are available for fitting.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

TO: M. Stahl, Sales Manager, Los Rios Aerospace
FROM: C.J. Gallen, CEO, SC Airways
___________________________________________________________________________________________________________

I thank you for the positive response.

We have arranged several personnel for your kind offer of training. We have selected some of our most senior pilots as whilst we will agree and utilise your offer of future training for pilots on your aircraft systems, SC governmental regulations require that all flight testing of flight crew be conducted by local pilots, so we do require the ability to conduct limited training inhouse.
The pilots attending are:
Capt. William Cooper - Check Captain SC Airways
Capt. Nicholas Conrado - Head Captain
Capt. Samantha Morris-Smith - Head Flight Instructor
Capt. Phillippe J. Fontainverte - Captain
They are ready to be sent for training at short notice.

We are happy to agree to the proposal for a 20% discount with Los Rios Aerospace confirmed as our exclusive aircraft supplier for a period of at least ten years (with the exception of if LRA is unable or unwilling to provide a solution to fulfill an order). Assuming you have no objections, I will be happy for the above to suffice as confirmation for the deal to proceed.

We will organise partial payment of the $510,000,000 to be paid shortly. Initial payment will be for $255,000,000, with the other half to be paid upon delivery of the aircraft (require capital to become liquid for payment).

I apologise for my lack of clarity in specifying the layouts. With the 545 we would actually like the business class set up throughout the aircraft - i.e. seating of 2-2. With the 565 and 585, the 14' screen in business class would be excellent, and we would appreciate if economy could retain our existing 3-3-3 set up with wider seats to take advantage of the extra fuselage space.

I look forward to a fruitful relationship with Los Rios Aerospace.

C.J. Gallen
CEO
SC Airways
Indica International Airport

[Vitaphone Racing]

From: Los Rios Group
To: The Globexian Resources Administrative Board

Thank you for your purchase of aircraft from Los Rios Aerospace. Please rest assured knowing that throughout the service life of your aircraft, your represented entity will have access to any form of support required or able to be given from Los Rios Aerospace.

Several pilots and instructors from your represented entity will have access to complete an all expenses paid course help by Los Rios in order to receive qualification to fly and instruct on the specific aircraft. Flights to and from Mikoyan-Guryevich will be entirely paid for by Los Rios Group.

With regards to your order, freighter versions of the M565 are already available, although these are solely available for the Long Range model and not the S or 'Short' version. For your information, the cost of an M565 Freighter is slightly more expensive than the M565-S, but we will cover the difference.

Your single ordered aircraft will be delivered within a time frame of six months. The total cost of this order comes to $205,000,000 which is able to be paid immediately in full but is due within the next ten years. Should this total be insurmountable, a line of credit may be extended.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

[Vitaphone Racing]

TO: M. Stahl, Sales Manager, Los Rios Aerospace
FROM: C.J. Gallen, CEO, SC Airways
___________________________________________________________________________________________________________

I thank you for the positive response.

We have arranged several personnel for your kind offer of training. We have selected some of our most senior pilots as whilst we will agree and utilise your offer of future training for pilots on your aircraft systems, SC governmental regulations require that all flight testing of flight crew be conducted by local pilots, so we do require the ability to conduct limited training inhouse.
The pilots attending are:
Capt. William Cooper - Check Captain SC Airways
Capt. Nicholas Conrado - Head Captain
Capt. Samantha Morris-Smith - Head Flight Instructor
Capt. Phillippe J. Fontainverte - Captain
They are ready to be sent for training at short notice.

We are happy to agree to the proposal for a 20% discount with Los Rios Aerospace confirmed as our exclusive aircraft supplier for a period of at least ten years (with the exception of if LRA is unable or unwilling to provide a solution to fulfill an order). Assuming you have no objections, I will be happy for the above to suffice as confirmation for the deal to proceed.

We will organise partial payment of the $510,000,000 to be paid shortly. Initial payment will be for $255,000,000, with the other half to be paid upon delivery of the aircraft (require capital to become liquid for payment).

I apologise for my lack of clarity in specifying the layouts. With the 545 we would actually like the business class set up throughout the aircraft - i.e. seating of 2-2. With the 565 and 585, the 14' screen in business class would be excellent, and we would appreciate if economy could retain our existing 3-3-3 set up with wider seats to take advantage of the extra fuselage space.

I look forward to a fruitful relationship with Los Rios Aerospace.

C.J. Gallen
CEO
SC Airways
Indica International Airport
(Image)

OOC: I haven't responded to this because MG is already negotiating terms with you. He should post a response in roughly twelve hours, apologies for a long wait.

[Globexanter]

(Image)

From: Los Rios Group
To: The Globexian Resources Administrative Board

Thank you for your purchase of aircraft from Los Rios Aerospace. Please rest assured knowing that throughout the service life of your aircraft, your represented entity will have access to any form of support required or able to be given from Los Rios Aerospace.

Several pilots and instructors from your represented entity will have access to complete an all expenses paid course help by Los Rios in order to receive qualification to fly and instruct on the specific aircraft. Flights to and from Mikoyan-Guryevich will be entirely paid for by Los Rios Group.

With regards to your order, freighter versions of the M565 are already available, although these are solely available for the Long Range model and not the S or 'Short' version. For your information, the cost of an M565 Freighter is slightly more expensive than the M565-S, but we will cover the difference.

Your single ordered aircraft will be delivered within a time frame of six months. The total cost of this order comes to $205,000,000 which is able to be paid immediately in full but is due within the next ten years. Should this total be insurmountable, a line of credit may be extended.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

---

Globexian Resources
Currently owned by Joris Lloriaux
The United Kingdom of Globexanter

---

To: Los Rios Group. Whoever it concerns.
From: The Globexian Resources Administrative Board.
Local Time & Date: 12:30 P.M., 4th of May 2011.
Subject: Re:Re: Purchase.

---

Greetings.

---

Dear sir/ma'am.

Firstly we wish to thank you for correcting our error, we did indeed want a Long Range model. We are not afraid of any extra costs this error may have produced, Globexian Resources is receiving money to fund this aircraft project by Governmental Donations.
As permitted, we shall be requesting that three pilots and two instructors may have permission to enter one of the paid courses by Los Rios for the qualification on the specific aircraft, we dearly thank you for offering this for free.
Unless Los Rios Group wishes to slightly take the request payment up (Long Range aircraft), we would request that we would be permitted to cover the payment of $205,000,000 U.S.D. in payments of $10,000,000 U.S.D. per week, the $5,000,000 U.S.D. part shall be delivered in a last payment. We hope that this request is acceptable.

---

Thank-you.

---

Joris Lloriaux
Owner of Globexian Resources

[Mikoyan-Guryevich]

From: Los Rios Group
To: C.J. Gallen, CEO, SC Airways

The re-configuration of the M545 shouldn't pose a problem, please note that the maximum capacity of the M545 now stands at 70 passengers, single business class. The 3-3-3 configuration of the ordered wide-body jets will not pose a problem either.

Los Rios Aerospace accepts your confirmation of the deal, and likewise, we look forward to a very strong relationship between your airline and our company, hopefully to last many years to come.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

[Vitaphone Racing]

From: Los Rios Group
To: The Globexian Resources Administrative Board

Your payment plan is perfectly acceptable and Los Rios Aerospace has no issues with selling aircraft to the Globexian Resources Administrative Board for a discounted cost.

Kind Regards

Michael Stahl
Sales Manager
Los Rios Group

[Tutlingburg]

Tutlingburg Airlines
Purchasing Department(Equipment)
Office 443, 1 Central Park Plaza
Creek Bay, Juno Provincial Territory
465-744

Greetings,

Tutlingburg Airlines is the major carrier of the Allied States of Tutlingburg. With over 1500 flights a day you can understand our need for good-quality, low-maintenance aircraft. Unfortunately our fleet is aging and this is causing some delays on our most productive routes. It is with great anticipation that we ask you, to become our airline supplier in what will be our largest purchase ever. We have enclosed our order and we eagerly await your reply.

15 M555-LR Two Class Configuration - 5 for immediate delivery, 10 on option
25 M565-R Three Class Configuration- 10 for immediate delivery, 15 on option
2 MR-SST- 1 for immediate delivery - 1 on option

As for extras, we assume that all aircraft will have no issues operating in a winter environment, as our northern winters can be vicious. The heated seats on the MR-SST are an option we want as well.

Thank You,

Julie R. Murphy
Head of Purchasing(Equipment)
Tutlingburg Airlines

[Vitaphone Racing]

From: Los Rios Group
To: Purchasing Department(Equipment); Tutlingburg Airlines

Thank you for your purchase of aircraft from Los Rios Aerospace. Please rest assured knowing that throughout the service life of your aircraft, your represented entity will have access to any form of support required or able to be given from Los Rios Aerospace.

Several pilots and instructors from your represented entity will have access to complete an all expenses paid course help by Los Rios in order to receive qualification to fly and instruct on the specific aircraft. Flights to and from Mikoyan-Guryevich will be entirely paid for by Los Rios Group.

With regards to your order, your sixteen ordered aircraft will be delivered within a time frame of six months. The total cost of this order comes to $3,000,000,000, including slight discount, which is able to be paid immediately in full but is due within the next ten years. Should this total be insurmountable, a line of credit may be extended.

For options, we can offer the additional M555's for a price of $90,000,000 each, additional M565's for $190,000,000 each and additional MR-SST's for $575,000,000.

If there is anything else, or if you would like to further negotiate option terms please do not hesitate to contact us.

Best Regards.

Michael Stahl
Sales Manager
Los Rios Group

[Mikoyan-Guryevich]

Our sixth product, the M585 Ultima, has been released

The M585 Ultima is a wide body 250 seat airliner designed to operate on short to medium routes. Capable of seating a large amount of passengers with the enourmous fuselage space which a wide body can offer, the cutting edge M585 should be a choice for any airline looking to haul bulk loads of passengers or freight over shorter range routes.

[Southern Cynocephali]

TO: Michael Stahl, Los Rios Aerospace (LRA)
FROM: C.J. Gallen, CEO, SC Airways

---

Following successful expansion of our airline, including ownership acquisition of a foreign airport, we would like to exercise our option on our agreement.

8 x M545 Orbea @ 30,000,000 each
4 x M585 Ultima @ 140,000,000 each
3 x M565 Aspire @175,000,000 each

For options, we can offer the additional M545's for a price of $30,000,000 each, additional M585's for $140,000,000 each and additional M565's for $175,000,000.

We would like to order additional aircraft beyond this and trust the same pricing can apply. The new order would then be:

23 x M545 Orbea @ 30,000,000 each
13 x M585 Ultima @ 140,000,000 each
9 x M565 Aspire @175,000,000 each
--------------------------------------------------------
Total: $4,085,000,000
---------------------------------------------------------
NOTE: this is the total order and includes the aircraft on option listed at the start of this communique.

---

We would like these in the same configuration as our previous order.

Funds have been allocated into the operating budget and will be provided in 4 installments over the next financial year, with three payments of $1,000,000,000 at each quarter, with the remaining $1,085,000,000 to be paid at the end of the financial year.

Due to our intention to continue our arrangement with your company we request that a discount of $85,000,000 be applied to the order. This discount would be used to create a permanent area at Indica International Airport for a SC Airways - Los Rios Aerospace Training and Development Centre. This would enable us to facilitate training, for all aircraft staff, at a local level without losing the experience and expertise of Los Rios Aerospace. The facility would include 4 simulators for pilot training, areas for theoretical instruction, and limited space for R&D. Please advise if you are able to construct these simulators using exact Los Rios Aerospace systems and cockpit designs, and the cost for four (2 x 545, 2x 585/565 - same cockpit layout/systems?).
We would pay for the construction and ongoing operations of the facility (wages etc.) but will require some experienced personnel from Los Rios Aerospace. The personnel we would require would be 3 x LAMEs (mechanics), 4 x Instructors, 1 x Senior Instructor/Checking Officer, 1 x Aeronautical Engineers. Wage incentives will be provided to compensate personnel who transfer to the facility. All other staff will be provided by SC Airways.

We kindly request the delivery of all aircraft as soon as possible, and look forward to hearing from you on the above proposal.

Yours Sincerely,
C.J. Gallen
CEO
SC Airways
Indica International Airport