VAAYUSASTRA

AEROSPACE PVT.
LTD.,
CHENNAI.

GNANENDRA SENAPATHI (180101501)

IIIrd
AERONUATICAL ENGINEERING
2018-2022
 TRAINING & INTERNSHIP REPORT
A report submitted in partial fulfilment of the requirements for the award of
degree of
BACHELOR OF ENGINEERING
In
AERONAUTICAL ENGINEERING
By
GNANENDRA SENAPATHI
Register number: 180101501

Under the supervision of

Mr. JAGADEESH KANNA
CEO & FOUNDER
VAAYUSASTRA AEROSPACE PVT. LTD., Chennai.
(Duration: 21 November, 2019 to 7 December, 2019)

DEPARTMENT OF AERONAUTICAL ENGINEERING

RAJALAKSHMI ENGINEERING COLLEGE
(An Autonomous Institute)
Affiliated to ANNA UNIVERSITY, Chennai.
2018-2022

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 DEPARTMENT OF AERONAUTICAL ENGINEERING
RAJALAKSHMI ENGINEERING COLLEGE
(An Autonomous Institute)

CERTIFICATE
This is to certify that the “Training & Internship Report” submitted by

GNANENDRA SENAPATHI (Register number: 180101501) is work done

by him and submitted during 2020-2021 academic year, in partial fulfilment of

the requirements for the award of the degree of BACHELOR OF

ENGINEERING in AERONAUTICAL ENGINEERING at

VAAYUSASTRA AEROSPACE PVT. LTD., Chennai.

DR. YOGESH KUMAR SINHA Mr. VASTHADU VASU KANNA D L

Head of the Department Department Internship coordinator

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 Acknowledgement

First, I would like to thank Mr. Jagadeesh Kanna, CEO & founder of
Vaayusastra Aerospace Pvt. Ltd., Chennai for giving me the opportunity to do
an internship with his organization.

I also would like to thank all the people who worked along with me at
Vaayusastra Aerospace Pvt. Ltd., Chennai with their patience and openness they
created an enjoyable working environment.

It is indeed with a great sense of pleasure and immense sense of gratitude

that I acknowledge the help of these individuals.

I would like to thank my Head of the Department Dr. Yogesh Kumar

Sinha for permitting me to attend the internship at BAROLA
TECHNOLOGIES.

I would like to thank Mr. Vasthadu Vasu Kanna D L, department

internship coordinator for all the support and advises given by her to get an
internship in the organization.

And I am extremely grateful to my department staff members and friends

who helped me in the successful completion of this internship.

GNANENDRA SENAPATHI
(180101501)

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5|Page
6|Page
7|Page
 CONTENTS

1. ABSTRACT………………………………………………………..…. 09
2. MY RESPONSIBILITIES AS AN INTERN……………………..… 09
3. INTRODUCTION…………………………………………….…….... 10
4. COMPONENTS OF RC AIRCRAFT……………………………..…11
5. CATIA……………………………………………….…………………16
6. PILOTING RC AIRCRAFTS………………………………….……..24
7. DESIGNING RC AIRCRAFT………………………………….…….25
8. FABRICATION OF RC AIRCRAFT………………………….…….38
9. RC AIRCRAFT CONCLUSION……………………….…………….39
SIMULATION OF UHTC
10. INTRODUCTION………………………………………………...….40
11. THERMAL PROTECTION SYSTEMS………………………........40
12. RESEARECH PAPER…………………………………………….....52
13. SIMULATION SOFTWARES………………………………...…….58
13.1. THERMO CALC………………………………………………..58
13.2. COMSOL MULTIPHYSICS………………………………...…63
14. CONCLUSION……………………………………………………….67

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 1. ABSTRACT
The internship enables the student to balance what they learned in
class in reality in professional ground. As a partial fulfillment for the
award of a Bachelor’s degree at Rajalakshmi Engineering College, it is
very fundamental for any student in his/her learning period to undertake
practical training. I completed my internship at Vaayusastra Aerospace
Pvt. Ltd., Chennai from 1st June to 7th July, 2021 in online mode for 3
weeks due to this Covid pandemic and then I directly went to the
company to get practical and hands on knowledge. The internship report
includes the tasks completed at the above organization such as,
1. Introduction to RC Aircrafts.
2. Basics and Components of an RC Aircraft.
3. Fabrication of RC Airplane.
4. Research work done for Internship .

All. From these tasks have been completed successfully and the results were
according to expectations. The coding of the respective tasks is successfully
made to run in the Arduino software and the results are included below with the
needed pictorial representation.

2. MY RESPONSIBILITIES AS AN INTERN

My core responsibilities are:

 To learn the concepts and topics regarding the RC planes.

 To execute the learned concepts in the fabrication of RC aircrafts and to
obtain the results as expected.
 To carry out the fabrication of RC Aircraft.
 To study and give presentations about simulating UHTCs.

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 3. INTRODUCTION

A radio-controlled aircraft (often called RC aircraft or RC plane) is

a small flying machine that is controlled remotely by an operator on the
ground using a hand-held radio transmitter. The transmitter communicates
with a receiver within the craft that sends signals
to servomechanisms (servos) which move the control surfaces based on the
position of joysticks on the transmitter. The control surfaces, in turn, affect
the orientation of the plane.

Flying RC aircraft as a hobby grew substantially from the 2000s with

improvements in the cost, weight, performance and capabilities of
motors, batteries and electronics. A wide variety of models and styles is
available.

Scientific, government and military organizations are also using RC

aircraft for experiments, gathering weather readings, aerodynamic modeling
and testing. Distinct from recreational civilian aeromodeling
activities, Unmanned aerial vehicle (drones) or spy planes add video or
autonomous capabilities, are used for public service (firefighting, disaster
recovery, etc.) or commercial purposes, and if in the service of a nation's
military, may be armed.

i. History

The earliest examples of electronically guided model aircraft were

hydrogen-filled model airships of the late 19th century. They were flown as a
music hall act around theater auditoriums using a basic form of spark-emitted
radio signal.[3]

During World War II, the U.S. Army and Navy used radio controlled
planes called Radioplanes as artillery target drones.

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 The National Model Aviation Museum located in Muncie,
Indiana hosts the world's largest collection of RC aviation history. They
display models from every era of RC donated by the RC community around
the world. They also have kit plans (aircraft blueprints) that RC pilots can
purchase to build models from every era. The museum is located on the same
grounds that the Academy of Model Aeronautics main office is located.

ii. Types of RC Aircrafts

 Radio-control scale aircraft modeling
 Sailplanes and gliders
 Jets
 Sports planes
 3D planes
 Pylon racers
 Park flyers and micro planes
 Helicopters
 Flying bird models, or ornithopters.

4. COMPONENTS OF RC AIRCRAFT
 Li-Po Battery
 ESC(Electronic Speed Controller)
 Receiver
 Servo-Motors
 Brushless DC Motor
 Transmitter
4.1. Li-Po Battery

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 A lithium polymer battery, or more correctly lithium-ion polymer
battery (abbreviated as LiPo, LIP, Li-poly, lithium-poly and others), is
a rechargeable battery of lithium ion technology using a polymer
electrolyte instead of a liquid electrolyte. High conductivity semisolid
(gel) polymers form this electrolyte. These batteries provide
higher specific energy than other lithium battery types and are used in
applications where weight is a critical feature, such as mobile
devices, radio-controlled aircraft and some electric vehicles.

Figure 1

4.2. ESC(Electronic Speed Controller)

An electronic speed control (ESC) is an electronic circuit that

controls and regulates the speed of an electric motor. It may also
provide reversing of the motor and dynamic braking. Miniature
electronic speed controls are used in electrically powered radio
controlled models. Full-size electric vehicles also have systems to
control the speed of their drive motors.

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 Figure 2

4.3. Receiver

The receiver on a drone is an electronic device that uses built-in

antennas to receive radio signals from the drone controller. But the
receiver doesn’t just receive signals from the drone controller. It also
interprets the signals and converts them into alternating current pulses.
This information is then sent to the flight control board, or flight
controller, which puts the information into action by controlling the
drone as indicated by the original radio signals.

4.4. Servo Motor

A servomotor is a rotary actuator or linear actuator that allows for

precise control of angular or linear position, velocity and acceleration.
It consists of a suitable motor coupled to a sensor for position

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feedback. It also requires a relatively sophisticated controller, often a
dedicated module designed specifically for use with servomotors.

4.5. Brushless DC Motor

A Brushless DC electric motor (BLDC motor or BL motor),

also known as an electronically commutated motor (ECM or EC
motor) or synchronous DC motor, is a synchronous motor using
a direct current (DC) electric power supply. It uses an
electronic closed loop controller to switch DC currents to the
motor windings producing magnetic fields which effectively rotate in
space and which the permanent magnet rotor follows. The controller
adjusts the phase and amplitude of the DC current pulses to control
the speed and torque of the motor. This control system is an
alternative to the mechanical commutator (brushes) used in many
conventional electric motors.

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4.6. Transmitter

The transmitter enables control through radio waves and the receiver
activates the motors. When we press a button or move joystick on the
transmitter to make the RC plane go forward or backward or change
the direction, a pair of electrical contacts touch. Receiver identifies
signals, sends it to circuit.

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5. CATIA
a. INTRODUCTION
Computer Aided Three dimensional Interactive Application (CATIA)
is developed by the French company Dassault systems.
CATIA INTERFACE (GUI)

i. SPECIFICATION TREE
 The specification tree is displayed on the left side of the screen
while you are working.
 Provides access to the history of how a part was constructed, and
shows the product structure.
 Product entities can be selected from the specification tree.
 Click on + to open a tree branch.
 Solid parts are stored in the Part Body branch of the Part tree.

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 ii. MOUSE CONTROL
 PAN – press and hold the middle mouse button and move the
mouse to pan.
 ROTATE – press and hold the middle mouse button then the left
mouse button and move the mouse to rotate.
 ZOOM – press and hold the middle mouse button and click the left
mouse button then move the mouse to zoom in and out.
 Using the compass.

 Drag the axes or planes of the compass to dynamically rotate the

display.
 Multi-select entities by holding down the Shift key.
iii. VIEW TOOLBAR
 Display commands
 Fly through
 Fit view
 Layer control
 Pan
 Rotate
 Zoom
 Normal view
 Standard views
 Views types: shaded/hidden line/wireframe/user defined
 Hide/Show
 Hide
 Swap visible space

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  Properties
 Display characteristics for an object are set by selecting the
object are set by selecting the entity, then pressing the right
mouse button and selecting properties from the menu.

iv. COMMONLY USED TOOLBAR

 Copy/Paste
 Geometry entities can be copied and pasted from one part to
another.
 Paste special allows you to:
Paste a complete copy with history
Paste a linked copy
Paste the result without linking
 Undo/Redo
 Allows you to undo previous actions
 Redo repeats an action that has been undone
 Hide/Show
 Allows you to temporarily hide entities from the display
 Hidden entities can be recovered by clicking on the “Swap
visible space” icon, and then selecting the entity to make
visible
 Update – used to update the part after modifications
b. SKETCHER MODULE
The Sketcher workbench is a set of tools that helps you create and
constrain 2D geometries. Features (pads, pockets, shafts, etc.,.) may then
be created solids or modifications to solids using these 2D profiles.

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Sketcher can be accessed in many ways. Two simple ways are by using
top pull down menu (Start – Mechanical Design – Sketcher), or by
selecting the Sketcher icon. When you enter the sketcher, CATIA
requires that you choose a plane to sketch on. To exit the sketcher, select
the Exit Workbench icon.
The Sketcher workbench contains the following standard workbench
specific toolbars. 

 Profile toolbar: Simple geometries (rectangle, circle, line, etc.,.)

and more complex geometries (profile, spline, etc.,.) are created
using this toolbar.
 Operation toolbar: Operation toolbar has commands such as trim,
mirror, chamber, and other commands which are used to modify
the profile which are located in the operation toolbar.
 Constraint toolbar: Profiles may be constrained with dimensional
(distances, angles, etc.,.) or geometrical (tangent, parallel, etc.,.)
constraints using the commands located in the Constraint toolbar.
 Sketch tools toolbar: These commands in this toolbar allow us to
work in different modes which make sketching easier.  
 Entering the sketcher – click on the sketcher icon or select Start –
Mechanical design – sketcher.
 Exiting from the sketcher – click on the exit icon to leave the
sketcher and return to the 3D workspace.
 Geometry creation

 Geometry operations

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  Constraint creation

 Tools toolbar

 Snap to point
 Constructions geometry
 Constraint

c. PART DESIGN MODULE

Part design environment is used to create 3D models from the basic

2D sketches created in sketcher environment.

 Base features – pad, pocket, shaft, slot, hole, groove.

 Reference elements – point, line, plane.

 Dress-up features – fillets, chamfer, draft shell, thickness.

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  Transformation features – translation, rotation, mirror, pattern,
scale.

Some of the commands in workbench explained below

PAD command

In most CAD software, the equivalent of this is called EXTRUDE, but in

CATIA we call it PAD. This command adds material in the third direction, a
direction other than the sketch.

POCKET command

The POCKET commands somehow the opposite of PAD command. It

simply helps remove geometry belonging to an already create part. On the
figure below the POCKET command is helping to create the cylinder hole in the
middle of the cube.

SHAFT command

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 It is like revolve command in other CAD software, the shaft command is
mostly used to make shaft like parts. It requires an axis, around which the
sketch will be revolved.

RIB command

This command which is usually known as SWEEP is called RIB in

CATIA. It adds material along a guide curve. RIB is used to make components
like strings, pipes etc.,.

SLOT command

SLOT removes the material along a guide curve. Here is an example of

slot. While using SLOT, I have used the same guide curve that was used for
RIB. This endures that the cross section will be uniform throughout.

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d. ASSEMBLY MODULE

Assembly environment is used to provide mating to two or more part

models to from complete assembly.

We have two approaches in assembly,

 Top-down approach
 Bottom-up approach

Entire design structure will be created in product environment in Top-

down approaches whereas in bottom-up parts will be created separately
and will be mated using mating or constraint tools.

e. DRAFTING MODULE

Drafting is a process of generating 2D machine drawing for the 3D

part models to send it to the manufacturers. CATIA drafting is of two
parts,

 Interactive drafting
 Generative drafting

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6. Piloting RC aircrafts
For piloting RC Aircrafts one must learn how to fly it through
computer simulation in order to avoid crashing and causing damage. The
most simple and best way to configure and simulate an RC Aircrafts is
Ardupilot.
ArduPilot is an open source, unmanned vehicle Autopilot Software
Suite, capable of controlling autonomous: Multirotor drones. Fixed-wing
and VTOL aircraft. Helicopters.
The following are the steps to be followed for configuring and simulating
the flight of any desired/designed RC aircraft (UAV).

 Setup- Installing: hardware, software, and firmware.

Plugging in: Sensors, radios, batteries, motors, etc.
 Configuration- Establish telemetry and control
between: robot, ground-station, and RC-control transmitter. Set up
flight modes, program failsafe behavior, calibrate sensors and motor-
controllers, verify correct motor rotation and prop orientation.
 Tuning- Verify performance and behavior, adjusting
parameters to suit
 Mission planning - Programming missions.
 Flying- Safe-skillful piloting and rules of the air,
weather and location considerations, pre-flight checks, emergency
procedures, operation examples.

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7. Designing RC
Basic RC Parts:

Design Parameters to be considered while designing an RC

 .Chord Length is the width of the Wing.
 The Length of the Wing is referred to as the Wingspan.
 The Wing edge on the nose side is the leading edge of the Wing.
 The Wing edge on the tail side is the trailing edge of the wing.
 The control surfaces of the Wing are called as the Ailerons.
 This is the Fuselage.
 This is the horizontal stabilizer.
 The control surface of the Stabilizer is called as the Elevator.
 This is the Vertical stabilizer.

RC Plane Designing Calculation:

Chord Length:
While designing an RC plane, we usually start by fixing the Chord
length or the Wingspan. Let’s start by fixing the chord length. So,

Chord length “C” = 28 cm

Airfoil Thickness, Flat bottom type:
Airfoil thickness should be 12 to 15% of the chord length. So,

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Airfoil thickness = 12% X 28 cm = 3.36

Airfoil thickness = 3.36 cm

Wingspan:
There are a few thumb rules which are used in aero modeling. So,
according to these rules the Wingspan should be 5 to 6 times of the chord
length. As, our chord length is 28 cm. So

Wingspan = 28 x 5 = 140 cm

Wing Length = Wingspan = 140 cm

Total Wing Area for Rectangular type Wing:

As we are using a rectangular type wing, so its area can be
calculated by multiplying the wingspan with the chord length.

Wing Area = Wingspan X chord length = 140 X 28 = 3920 square cm

Wing Area = 3920 square cm

Aspect Ratio:
The Aspect ratio determines the gliding performance of the RC
plane. Wingspan is directly proportional to the aspect ratio. So, as the
wingspan increases your aspect ratio also increases. That is as the
wingspan increases the gliding performance of your wing increases. So,
for this particular RC plane the Aspect ratio is 5.

Aspect Ratio = (Wingspan) 2 / Wing area

Aspect Ratio = (Wingspan X Wingspan) / (Wingspan X Chord length)

Aspect Ratio = Wingspan / chord length

Aspect Ratio = 140 cm / 28 cm

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Aspect Ratio = 5

Fuselage Length:
Fuselage should be 75% of the Wingspan. So,

Fuselage Length = 75% X 140 = 105

Fuselage Length = 105 cm

The fuselage is further divided into three parts F1, F2, and F3. F1
is from the start to the leading edge of the wing. F1 should be 20% of the
fuselage length, this is called the nose length. And F2 which is the tail
length from wing trailing edge to leading edge of the horizontal stabilizer
and it should be 40% of the fuselage length. F3 is the remaining length of
the fuselage and this is the width of the horizontal Stabilizer.

F1 = Nose Length:
F1 = 20% X 55 cm = 21 cm

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Nose length = F1 = 21 cm

F2=Tail length:
Tail length = F2 = 40% X 105 = 42cm

Tail length = F2 = 42 cm

So fuselage total length = 21 cm nose length + 28 cm chord length + 42

cm trailing edge to the stabilizer leading edge =  91 cm

While the calculated value was 30 inches.  So 105 – 91 = 14 cm

So, these 14 cm is the Stabilizer width.

Stabilizer Width = F3 = 14 cm
Fuselage Height:

The fuselage height should be 10 to 15% of the fuselage length. So,

Fuselage Height = 10% X 105 = 10.5 cm

Fuselage Height = 10.5 cm

Sizing of the Control Surface, Ailerons:

Next on the list is the sizing of the control surface Ailerons. It should be
(1/8) X chord length. This is for the strip type ailerons. So,

Aileron size = (1/8) x 28 = 3.5 cm

Aileron size: 3.5 cm

Horizontal Stabilizer Area:

The horizontal stabilizer area should be 15 to 20% of the Wing Area.

Our calculated wing area was 3920 square cm, So

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Wing Area = 3920 square cm

Horizontal Stabilizer area = 3920 X 15% = 588 square cm

Horizontal Stabilizer Length:

We know the Horizontal stabilizer width and area, so now we can easily
calculate the Horizontal stabilizer length which is 42 cm.

Horizontal Stabilizer width = F3 = 14 cm

Horizontal Stabilizer Area = 588 square cm

So, for the rectangular type stabilizer

Stabilizer area = width X length

588 = 14 X length

Length = 588/14

Stabilizer Length = 42 cm

Elevator Sizing:
The Elevator area should be 20 to 30% of the horizontal stabilizer area.
While we assume the elevator length is the same as the stabilizer length.

Elevator length = stabilizer length = 42 cm

Elevator area = 588 X 20% = 117.6 square cm

As, Elevator area = width X length, so, we can find the width of the
elevator

117.6 = width X 42

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Elevator width = 2.8 cm

Vertical Stabilizer:
Area of the vertical stabilizer should be 33% of the Horizontal stabilizer
area. So

Vertical Stabilizer area = 33% X 588 square cm = 194.04 square cm

Vertical Stabilizer area = 194.04 square cm

Let’s keep the width same as the horizontal stabilizer width, so

Vertical Stabilizer width = 14 cm

Vertical stabilizer is as tall as its width

So

Vertical Stabilizer Height = 14 cm

Rudder Area:
Rudder area should be ½ X vertical stabilizer area. So, the rudder area is
97.02 square cm.

Rudder area = ( 1/ 2 ) X  194.04

Rudder area = 97.02 square cm

Length of the Rudder is same as the vertical stabilizer height

Height of Rudder = 14 cm

We know

Rudder area = height x width

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 So,

97.02 = 14 x Width

Rudder Width = 6.93 cm

Center of Gravity “CG”:

CG should be set at 25% to 33% of the Chord length from the leading
edge of the Wing. Our chord length is 28 cm So, our CG is at 2 inches
from the leading edge.

CG = 25% X chord length

CG = 25% X 28 cm

CG = 7 cm

Angle of Attack:
Angle of attack should be 3 to 4 degrees. For now, I didn’t add any angle
of attack; because I want to check how this affects the flight.

Dihedral:
Dihedral if you want should be 2 to 3 degrees

Another example for calculations

Chord Length:
While designing an RC plane, we usually start by fixing the Chord
length or the Wingspan. Let’s start by fixing the chord length. So,

Chord length “C” = 11 cm

Airfoil Thickness, Flat bottom type:
Airfoil thickness should be 12 to 15% of the chord length. So,

Airfoil thickness = 12% X 28 cm = 1.32

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Airfoil thickness = 1.32 cm

Wingspan:
There are a few thumb rules which are used in aero modeling. So,
according to these rules the Wingspan should be 5 to 6 times of the chord
length. As, our chord length is 11 cm. So

Wingspan = 11 x 5 = 55 cm

Wing Length = Wingspan = 55 cm

Total Wing Area for Rectangular type Wing:
As we are using a rectangular type wing, so its area can be
calculated by multiplying the wingspan with the chord length.

Wing Area = Wingspan X chord length = 55 X 11 = 605 square cm

Wing Area = 605 square cm

Aspect Ratio:
The Aspect ratio determines the gliding performance of the RC
plane. Wingspan is directly proportional to the aspect ratio. So, as the
wingspan increases your aspect ratio also increases. That is as the
wingspan increases the gliding performance of your wing increases. So,
for this particular RC plane the Aspect ratio is 5.

Aspect Ratio = (Wingspan) 2 / Wing area

Aspect Ratio = (Wingspan X Wingspan) / (Wingspan X Chord length)

Aspect Ratio = Wingspan / chord length

Aspect Ratio = 55 cm / 11 cm

Aspect Ratio = 5

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Fuselage Length:
Fuselage should be 75% of the Wingspan. So,

Fuselage Length = 75% X 55 = 41.25

Fuselage Length = 41.25 cm

The fuselage is further divided into three parts F1, F2, and F3. F1
is from the start to the leading edge of the wing. F1 should be 20% of the
fuselage length, this is called the nose length. And F2 which is the tail
length from wing trailing edge to leading edge of the horizontal stabilizer
and it should be 40% of the fuselage length. F3 is the remaining length of
the fuselage and this is the width of the horizontal Stabilizer.

F1 = Nose Length:
F1 = 20% X 41.25 cm = 8.25 cm

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Nose length = F1 = 8.25 cm

F2=Tail length:
Tail length = F2 = 40% X 41.25 = 16.5 cm

Tail length = F2 = 16.5 cm

So fuselage total length = 8.25 cm nose length + 11 cm chord length +

16.25 cm trailing edge to the stabilizer leading edge =  35.75 cm

While the calculated value was 30 inches.  So 41.25 – 35.75 = 5.5 cm

So, these 5.5 cm is the Stabilizer width.

Stabilizer Width = F3 = 5.5 cm

Fuselage Height:

The fuselage height should be 10 to 15% of the fuselage length. So,

Fuselage Height = 10% X 41.25 = 4.125 cm

Fuselage Height = 4.125 cm

Sizing of the Control Surface, Ailerons:

Next on the list is the sizing of the control surface Ailerons. It should be
(1/8) X chord length. This is for the strip type ailerons. So,

Aileron size = (1/8) x 11 = 1.375 cm

Aileron size: 1.375 cm

Horizontal Stabilizer Area:

The horizontal stabilizer area should be 15 to 20% of the Wing Area.

Our calculated wing area was 605 square cm, So

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Wing Area = 605 square cm

Horizontal Stabilizer area = 605 X 15% = 90.75 square cm

Horizontal Stabilizer Length:

We know the Horizontal stabilizer width and area, so now we can easily
calculate the Horizontal stabilizer length which is 42 cm.

Horizontal Stabilizer width = F3 = 5.5 cm

Horizontal Stabilizer Area = 90.75 square cm

So, for the rectangular type stabilizer

Stabilizer area = width X length

90.75 = 5.5 X length

Length = 90.75/5.5

Stabilizer Length = 16.5 cm

Elevator Sizing:
The Elevator area should be 20 to 30% of the horizontal stabilizer area.
While we assume the elevator length is the same as the stabilizer length.

Elevator length = stabilizer length = 16.5 cm

Elevator area = 90.75 X 20% = 18.15 square cm

As, Elevator area = width X length, so, we can find the width of the
elevator

18.15 = width X 16.5

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Elevator width = 1.12 cm

Vertical Stabilizer:
Area of the vertical stabilizer should be 33% of the Horizontal stabilizer
area. So

Vertical Stabilizer area = 33% X 90.75 square cm = 29.95 square cm

Vertical Stabilizer area = 29.95 square cm

Let’s keep the width same as the horizontal stabilizer width, so

Vertical Stabilizer width = 5.5 cm

Vertical stabilizer is as tall as its width

So

Vertical Stabilizer Height = 5.5 cm

Rudder Area:
Rudder area should be ½ X vertical stabilizer area. So, the rudder area is
97.02 square cm.

Rudder area = ( 1/ 2 ) X  29.95

Rudder area = 14.97 square cm

Length of the Rudder is same as the vertical stabilizer height

Height of Rudder = 5.5 cm

We know

Rudder area = height x width

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So,

14.97 = 5.5 x Width

Rudder Width = 2.7225 cm

Center of Gravity “CG”:

CG should be set at 25% to 33% of the Chord length from the leading
edge of the Wing. Our chord length is 11 cm So, our CG is at 2.75 inches
from the leading edge.

CG = 25% X chord length

CG = 25% X 11 cm

CG = 2.75 cm

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8. Fabrication of RC Aircraft

Fabrication is nothing but selecting the material and cutting them

into desired shapes with calculated measurements and assembling all the
parts. In RC Aircraft fabrication different types of materials are used
some of them are:

 Balsa Wood
 Monokote
 Styrofoam
 Polypropylene
 Coroplast

In my Aircraft we have used coroplast sheet. On the sheet we have

drawn the design and cut them in to small parts and assembled them as a
single aircraft. Then the electronics (Motor with propeller, Servo motors,
battery, receiver, connecting wires) were fitted on to the aircraft with glue
and screws wherever needed. The wire connections must be given
appropriately in order to get accurate change in the flight attitude which is
being controlled by Transmitter.

After the mounting of all the electronics we should check the CG

(Center of Gravity) and if any changes occurs in CG we can place the
battery in a position on the Aircraft where we can obtain Correct CG.

All the electronics should be arrested to the aircraft properly in

order to avoid moving of parts during the flight which causes change in
CG or dropping parts from high altitudes and damage.

Then the Aircraft should be subjected to a Test run and check the
attitude of Aircraft. If the Aircraft does not perform according to the
design as planned then the required rectifications must be done and again
it should reassessed until the aircraft performs according to the design.

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9. RC Aircraft Conclusion

RC Aircrafts are small unmanned aerial vehicles which are

controlled by Radio frequencies. They can be used for many purposes
like surveillance for military without having big attention, it can also be
used as a small model of the actual aircrafts and study them at a small
scale. Throughout this training we have learned a lot about RC Aircrafts
and I have used all that knowledge in fabricating our own RC plane and
successfully made it to fly.

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 SIMULATION ON ULTRA-HIGH
TEMPERATURE CERAMICS
(UHTC)
10. Introduction
Hypersonic vehicles represent future trends of military equipment’s
and play an important role in future war. Thermal protection materials
and structures, which relate to the safety of hypersonic vehicles, are one
of the most key techniques in design and manufacture of hypersonic
vehicles. Among these materials and structures, such as metallic
temperature protection structure, the temperature ceramics and
carbon/carbon composites are usually adopted in design. Thermal
Protection Systems (TPS) are being developed to help meet the ambitious
goals of future reusable launch vehicles. TPS panels were subjected to
thermal vacuum, acoustic, and hot gas flow testing. Experimental and
analytical tools are being developed to characterize and improve internal
insulations. Masses of metallic TPS and advanced ceramic tile and
blanket TPS concepts are compared for a wide range of parameters. The
progresses of research and application of ultra-high temperature materials
in preparation, with experimental testing and simulation, mechanical and
physical characterization are summarized.
11. Thermal Protection Systems
The Thermal Protection system (TPS) for the Reusable Launch
Vehicle (RLV) must protect the structure and cryogenic fuel tanks from
extremely high temperatures during launch and re-entry. To meet the
requirements of an RLV, the TPS must be readily producible,
lightweight, operable, and reusable with a minimum lifetime of 100
missions. The TPS for the RLV must have an adverse weather capability
with 95 percent availability. The TPS must also exhibit an order of
magnitude reduction in maintenance and inspection requirements.
Thermal protection system is playing more and more important
role in aircrafts’ safety. Thus, research of thermal protection structures
and materials of hypersonic vehicles has been becoming more and more
important.

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LIGHT-TPS will develop a new super-light Thermal Protection System
(TPS) for various space applications, above all for Reusable Space
Systems (RSS), capable of operating within the entire range of working
temperatures. The main disadvantage of existing TPS based on metallic
frames is the significant weight and insufficient lifetime, due to the
degradation and corrosion of the metal. A class of materials, commonly
referred to as ultra-high temperature ceramics (UHTC) possesses a
unique combination of physio-chemical properties that makes them
specifically suited for application in aerospace sector. The UHTC-based
coating that will be developed will provide superior oxidation protection
to metal alloys, as well as to light constructions made of C/SiC and C/C
materials.
The main challenge is to develop a super-light, corrosion and oxidation
resistant TPS by combining the advantages of metallic and ceramic
materials in a single system. This will be achieved by joining a novel
metallic frame with non-metallic materials (for example C/SiC and C/C),
construction elements made of UHTC (system ZrB2-SiC) and new high-
temperature alloys coated with UHTC composites. Particularly, the 3
directions of works are envisaged:
1) development of new powder alloys on the base of Ni/Cr and Nb for the
frame of TPS;
2) development of reusable light weight multilayer metallic TPS
sandwiches;
3) investigation of erosion-resistant UHTC bulk materials in the ZrB2-
SiC system and coating of metallic and non-metallic materials with the
most suitable UHTC compositions.
The developed TPS will be significantly lighter than any existing
TPS (under 10 kg/m2) thus reducing the cost of delivering a payload to
orbit and volume of emission, guarantee reliable thermal protection in the
entire range of working temperatures, possess improved mechanical and
durability properties.

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42 | P a g e
What is TPS
The material used to protect a spacecraft from the heat encountered
when entering an atmosphere.
 Most well-known example is Space Shuttle tiles, which are
reusable.
 Any spacecraft entering an atmosphere requires TPS to survive
the aerodynamic Heating while re-entry.
 Temperatures can get up to 2300° F for the Space Shuttle
 The atmospheric re-entry is the important and dangerous part in
a mission. The fundamental aspect of the re-entry phase of
spacecraft is that it has to dissipate the energy of the spacecraft
that is travelling at higher speeds (MACH 25). There are many
challenges involved. The re-entry module will be carried by the
crew from the lift off till the re-entry phase, so it has to
withstand both low temperature as well as high temperatures.
 During re-entry, the Thermal Protection System materials
protects the Orbiter’s outer skin from exceeding temperatures of
176 °C (350 °F). In addition, they are reusable for 100 missions

with refurbishment and maintenance.

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 Figure 1: This picture represents the space shuttle tiles

Requirements:

 Tight fabrication and assembly tolerances

 Adaptable to various abort scenarios
 To resist pyrotechnic shock loads
 Reusable
 Lightweight

Types:

• Thermal blankets-satellites
• Ablative heat shields-early spacecrafts

Forms of Thermal Protection Systems

 Rigid – fabricated in a rigid form and usually applied in a tiled

configuration to a rigid substructure.
 Conformable – fabricated in a flexible form and shaped to a
rigid substructure; final form may be rigid or compliant.
 Flexible – fabricated and used in a flexible form, where
flexibility is an essential component of the heatshield, e.g.,
deployable systems.

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 Classification of Thermal Protection Systems

Thermal
Protection
System

Passive Semi-Passive Active

Heat Pipe Transpiration

Heat sink Cooling

Hot Structure Ablation Film

Cooling
Insulated Structure
Convective
Cooling

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Passive Thermal Protection Systems

Passive thermal control is a means of controlling spacecraft and its

component temperatures without using equipment such as fluid loops
or other active components. Thermal protection focuses primarily on
high temperature, high heating type environments often found during

ascent and atmospheric re-entry.

In the above given figure: a-shows the schematic of a heat sink

(top) which was used for the GE Mk II re-entry vehicle
(bottom).

In the figure: b demonstrates a schematic of a hot structure (top)

which was used in the wings of X-15 made from Inconel X.

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 Finally, figure-c represents a schematic of an insulated surface
(top) which was used on the elevon of the Space Shuttle Orbiter

(bottom) 
Semi-Passive Methods
This figure shows the schematic of a heat pipe.
Heat pipes:

Heat pipes are devices used in thermal management for efficient

heat dissipation through a phase change process.
A heat pipe generally consists of a working fluid which
transports the heat from a region of intense heat to another
region which is cooler.

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Ablation:
The method of ablation as a TPS was developed whereby the
ablative material could absorb energy through latent heat, during
melting or evaporation and through sensible heat with
temperature rise. It also had the great benefit of thickening the
thermal boundary layer which resulted in reducing the incident
heat flux on the surface of the vehicle. Among all the proposed
concepts, ablation was the most promising technique and has
continued to be used till today.

Active Methods

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Convective cooling
Convective cooling includes pumping a coolant fluid underneath the
surface of the TPS to provide adequate cooling for the vehicle.

Transpiration cooling,
In transpiration cooling, the coolant fluid ejects through a porous
surface

Film cooling
Film cooling is used in hypersonic vehicles by injecting the coolant at
a discreet location on the surface of the vehicle. The fluid then forms
a thin cool insulating blanket on the surface of the structure to be
cooled.

Reusable TSP Tile Types

• reinforced carbon-carbon (RCC),

• low temperature reusable surface insulation tiles (LRSI),
• high temperature reusable surface insulation tiles (HRSI)
and
• felt reusable surface insulation blankets (FRSI).

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High-temperature reusable surface insulation Tiles
(HRSI):
Silica tiles made of low density, high purity, 99.8% amorphous fiber
landing gear doors, external tank umbilical connection doors, and the
rest of the orbiter under surfaces. They were also used in areas on the
upper forward fuselage, vertical stabilizer leading edge, elevon
trailing edges, and upper body flap surface.
Fibrous Refractory Composite Insulation Tiles

(FRCI):

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The FRCI tiles provided improved durability, resistance to coating
cracking and weight reduction.

Low-temperature reusable surface insulation

(LRSI):
These white coloured tiles cover the upper wing near the leading
edge. They were also used in selected areas of the forward, mid, and
aft fuselage, vertical tail. These tiles protected areas where re-entry
temperatures are not high. The LRSI tiles were manufactured in the
same manner as the HRSI tiles square and had a white RCG coating
made of silica compounds with shiny aluminium oxide.
Flexible Insulation Blankets/Advanced Flexible
Reusable Insulation (FIB):
This white low-density fibrous silica batting material had a quilt-like
appearance, and replaced the vast majority of the LRSI tiles. They
required much less maintenance than LRSI tiles yet had about the
same thermal properties.
Reinforced Carbon-Carbon (RCC):
RCC was a laminated composite material made from carbon
fibres impregnated with a phenolic resin and to provide oxidation
resistance for reuse capability, the outer layers of the RCC were
coated with silicon carbide.

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To Effectively serve as reusable TPS the selected
materials must have
i) high temperature capability
ii) high temperature shock resistance
iii) stable properties over numerous flights
iv) high emissivity
v) low thermal expansion
vi) low thermal conductivity, and minimum weight among other properties. 

This figure represents the placement of space shuttle tile

Insulative/Reusable TPS

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Energy management through storage and re-radiation — material unchanged
When exposed to atmospheric entry heating conditions, surface
material will heat up and reject heat in the following ways:
• Re-radiation from the surface and internal storage during high
heating condition
• Re-radiation and convective cooling under post-flight conditions

Ablative TPS
Energy management through material consumption
When exposed to atmospheric entry heating conditions, material will
pyrolyze (char), and reject heat in the following ways:
•Endothermic decomposition of polymer

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•Blowing of ablation products into the boundary layer reduces
convective heating. Formation of char layer and re-radiation
Material property requirements for analysis and
Paper Name design of UHTC components in hypersonic
applications

Authors Thomas H. Squire, Jochen Marschall

DOI No https://doi.org/10.1016/j.jeurceramsoc.2010.01.026

Analytical modelling of thermal and mechanical

response is a fundamental step in the design
Objective process for ultra-high-temperature ceramic
components, such as nose tips and wing leading
edges for hypersonic applications.

Material Used HfB2 and ZrB2

Density (kg/m3) 9520

CTE (K−1) 5.96×10−6
Specific heat (J/ (kg K)) 270 (295 K) to 500 (2000
K)
Properties Thermal conductivity (W/ (m K)) 130 (295 K) to
71 (2000 K) Tensile modulus (GPa) 530 (295 K)
to 180 (2000 K)
Poisson’s ratio 0.14
Emissivity 0.9

Methodology FEM and CFD simulations

The design and analysis of UHTC components in

hypersonic applications requires a complete set of
Conclusion accurate material properties, along with associated
uncertainties and supporting information.

We simulate the wing model with real

Comments environmental conditions at hypersonic speeds and
find out the results

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12. Research paper
Material property requirements for analysis and
design of UHTC components in hypersonic
applications

Certain characteristics of ultra-high-temperature ceramic (UHTC)

materials containing transition metal borides and carbides give them a
potential advantage over more traditional materials for use in
hypersonic applications. In particular, hafnium and zirconium
diborides and carbides, as well as their oxides, hafnia and zirconia,
have extremely high melting points, all in excess of 2500◦C (4530◦F).
While HfC and ZrC have higher melting points than HfB2 and ZrB2,
the diborides have substantially higher thermal conductivities than the
carbides. This combination of high-temperature capability and high
thermal conductivity makes HfB2 and ZrB2 particularly attractive for
use in sharp wing leading edges (WLEs) and nose tips. In practice, the
high-temperature oxidation resistance of pure diboride materials is not
sufficient for aerothermal flight environments. The best oxidation
performance is found for monolithic materials hot-pressed from
mixtures of ceramic powders containing a silica former as a minor
component. The most common compositions typically contain 10–30
vol. % SiC, although other silica formers like MoSi2 and TaSi2 have
also been investigated.

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 Material Properties

Methodology

Predicting the aerothermal conditions and material thermal response

of a UHTC component in a hypersonic vehicle design usually requires
the application of numerical computations. Even for simple sphere–
cone geometries, the flow conditions and thermal response are too
complex to evaluate with direct analytical methods. In a real
aerothermal flight environment, the thermal conditions at the material

surface and the boundary layer conditions are interdependent.

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However, for dimensionally stable (non-ablating, non-pyrolyzing)
thermal protection systems, this interaction is often weak, when
compared to the effect that the free-stream flow conditions and
vehicle shape have on the boundary layer. Under these conditions, it
is preferable to perform design computations in which the numerical
analyses of the flow conditions and the material thermal response are
performed independently—and in which the interface between the
fluid and solid regions is treated as a boundary condition in each of
the independent analyses. NASA uses computational fluid dynamics
programs, such as the Data Parallel Line Relaxation (DPLR) program
or the Langley Aerothermodynamic Upwind Relaxation Algorithm
(LAURA), to predict the flow conditions around a vehicle traveling a
particular flight trajectory through the atmosphere. These programs
solve the Navier–Stokes’s equations and can predict the dynamic,
thermodynamic, and chemical conditions in the shock layer and
boundary layer, as well as provide the surface heat flux as a boundary
condition to the materials response model. Material response analyses
employ finite-difference, finite-volume, or finite-element methods to
perform computations as a function of transient heating. NASA Ames
Research Centre uses the commercial finite-element MSC. Marc
package to predict the transient surface and in-depth thermal response
of UHTC nose tip and WLE components. Other researchers have used
the commercial codes ABAQUS, COMOS/M, COSTAR, and
ANSYS to model UHTC thermal and mechanical response. The
complexity associated with the prediction of material response along a
flight trajectory is highly dependent on the level of coupling between
the flow field and material analyses. Decoupled solutions are obtained
by setting surface temperatures to either cold-wall or radiative
equilibrium values in the CFD analyses and then using the computed
transient convective heating profile as a boundary condition to a
material response model. In this approach, no material properties are
required for the flow field analysis, if the surface temperature is set to
an arbitrary cold-wall value, and only the surface emissivity is
required if the radiative equilibrium temperature assumption is used.
Although the radiation equilibrium temperature generally over
predicts the actual surface temperature, the estimate is usually much
closer than assuming a cold-wall.

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Results

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59 | P a g e
 Conclusions
The design and analysis of UHTC components in hypersonic
applications requires a complete set of accurate material properties,
along with associated uncertainties and supporting information. Some
key aspects that make UHTC property measurements more useful for
analysts and designers are summarized below:
• The temperature dependence of material properties is always
desired, but is especially critical for thermal conductivity, specific
heat, emissivity, tensile modulus and thermal expansion coefficient
(CTE).
• Measurement techniques should be referenced to standard tests,
whenever possible.
• Measurements should always be reported with well-defined errors
(that is, an explicit statement of what the error represents: technique,
repeat measurements, sample-to-sample variability, and so forth).
• Isotropy and homogeneity of UHTC materials should be confirmed;
failing that, the orientation of test specimens relative to the
manufacturing process should be stated.
Material developers should strive to work closely with the application
developers to deliver the best material property information possible.
High fidelity material properties, together with well-defined
uncertainties, statistically significant data sets, and supporting
information, lead to more accurate performance predictions and a
tighter design space.

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13. Simulation Software’s

13.1. Thermo calc software

Thermo Calc is used by:
Thermo-Calc, is used by materials scientists and engineers to generate
material properties data, gain insights about materials, understand a
specific observation, and answer direct questions related to a specific
material and its processing. Used in conjunction with suitable
databases, Thermo-Calc can be used for a wide variety of
applications.

Thermo-Calc allows you to calculate the state for a given

thermodynamic system to obtain insights such as:

 Amounts and compositions of phases

 Transformation temperatures
 Solubility limits
 Driving forces for phase formation
 Activities and chemical potentials
 Phase diagrams, Potential diagrams, and Pourbaix diagrams

Thermo-Calc includes several built-in calculators that come standard

with all licenses and allow for a broad range of calculations of
thermodynamic significance, including:

 Equilibrium Calculator
 Scheil Solidification Simulations
 Property Model Calculator
 Pourbaix Diagram Module
 Data Optimization Module (PARROT)

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Material Used:
• Steel and Fe based alloy
• Nickel-based alloy
• Aluminium
• Magnesium
• Copper
• Silicon Based alloy
• Noble alloy
• Titanium and TiAI
• Solder alloy
• Oxides and Slag

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• Zirconium based alloy

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Properties

Easy Export of Data

Results in Thermo-Calc are presented in the form of tables and
calculated diagrams (plots). Users can easily export both types of
results in a variety of common formats. Plots can be saved with high
resolution in common file formats such as JPG, SVG, and PNG. The
tables can be exported as TXT, HTML, and XLS formats.

Application
Thermo-Calc has many applications to heat treatment. Below are two
such examples.

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Carbide Formation During Carburization Heat Treatments
Carburization is a surface-hardening technique in which carbon is
added to the surface of steel at temperatures generally between 850 °C
and 950 °C. The case depth of carburized steel is a function of
carburizing time and the available carbon potential at the surface.
When prolonged carburizing times are used for deep case depths, a
high carbon potential produces a high carbon content at the surface,
which may result in excessive retained austenite and/or the
precipitation of carbides. Both of these have adverse effects on the
distribution of residual stress in the case-hardened part. Consequently,
a high carbon potential may be suitable for short carburizing times,
but not for prolonged carburizing.
The Add-On Diffusion Module (DICTRA) can be used to predict: (i)
the carbon profile and case depth as a function of chemistry, time and
distance, and (ii) the formation of precipitate carbides, as illustrated in
this figure for a martensitic stainless steel.

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A plot showing fraction of carbides vs distance from part surface
during carburization of a martensitic stainless steel.
Precipitation of Cr-rich Carbides in Stainless Steels
Stainless steels can be susceptible to an intergranular corrosion
phenomenon known as sensitization. Sensitization occurs when Cr
rich M23C6 carbides precipitate at the grain boundaries. This reduces
the local Cr concentration in the matrix adjacent to the precipitate,

reducing the corrosion resistance locally. Time-Temperature-

Precipitation (TTP) diagrams are useful for both alloy and process
selection, to avoid extensive precipitation of M23C6.

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A Time Temperature Precipitation diagram for M23C6 carbides in
316L stainless steel. This figure shows a calculated TTP diagram for
316L, calculated using the Precipitation Module (TC-PRISMA) in
Thermo-Calc. At the nose of the curve, M23C6 needs at least a few
minutes to form. This indicates reasonable resistance to sensitization,
as a weld or a solution heat treatment could be cooled fast enough to
avoid M23C6 precipitation.

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 13.2. COMSOL MULTIPHYSICS
 COMSOL Multiphysics is a finite element analysis, solver and
simulation software / FEA software package for various physics
and engineering applications, especially coupled phenomena, or
Multiphysics.
 The package is cross-platform (Windows, Mac, Linux). In
addition to conventional physics-based user interfaces,
COMSOL Multiphysics also allows entering coupled systems of
partial differential equations (PDEs).
 The PDEs can be entered directly or using the so-called weak
form. Since version 5.0 (2014), COMSOL Multiphysics is also
used for creating physics-based apps. These apps can be run
with a regular COMSOL Multiphysics license but also with a
COMSOL Server license. An early version (before 2005) of
COMSOL Multiphysics was called FEMLAB
 The main product is COMSOL Desktop which is an integrated
user interface environment designed for cross disciplinary
product development with a unified workflow for electrical,
mechanical, fluid, and chemical applications.

COMSOL Multiphysics Model Workflow

Set up the model environment.

Create geometrical objects.
Specify material properties.
Define physics boundary conditions.
Create the mesh.
Run the simulation.
Postprocess the results.

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What is COMSOL software used for?
COMSOL provides an IDE and unified workflow for electrical,
mechanical, fluid, acoustics, and chemical applications. Beside
the classical problems that can be addressed with application
modules, the core Multiphysics package can be used to solve
PDEs in weak form.

CFD Module
• Turbulent Mixing – The user interfaces for Transport of Diluted
Species and Transport of Concentrated Species feature a new
Turbulent Mixing sub-feature. The sub-feature models the additional
mixing caused by turbulence by adding turbulent diffusivity to the
molecular diffusivity.
• Updated Vacuum Pump boundary condition – Now a separate
boundary condition with enhanced graphical support which shows the
intended flow direction during physics set up.

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• Time-dependent rotational speed for Rotating Machinery: 𝜔 = 𝜔(𝑡).
• Updated turbulent drift in the Mixture Model A baffled turbulent
mixer interface increases both accuracy and simulation using the new
Turbulent Mixing user interface. stability.

Heat Transfer Module

• Automatic computation of solar position based on astronomical data.
• Interior thin-walls for non-isothermal and conjugate heat transfer
flow simulations.
• Enthalpy and internal energy are now calculated using state
integrals. This gives increased accuracy for heat and energy balances.
This improvement is included in all heat transfer interfaces in all
modules.

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Results
• Report Generator News – The report generator now outputs to
Microsoft Word file format, in addition to the previous HTML The
report generator now format. Office 2007 and 2010 are outputs to
Microsoft Word format, in addition to the supported. previous HTML
format. – The report generator now adapts to local languages.
• New plot types – 3D and 2D far field plots for RF and acoustics
applications – Comet tail plot for particle tracing – 2D histograms –
Sector symmetry data set and plots A particle tracing simulation of a
mixer visualized
with the new comet tail
plot.

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14. Conclusion
Finally by working at Vaayusastra Aerospace Pvt. Ltd., Chennai
during this Training and Internship Period I have gained knowledge
about:
 RC Aircrafts
 TPS systems
 UHTC materials
 Simulating softwares

And this program helped me to learn how we should socialize

and the projects are being carried out phase by phase in a Corporate
Environment.

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