▪ Contents

▪ LIST OF FIGURES ................................................................................................................. v

EXECUTIVE SUMMARY .............................................................................................................. 1
MANAGEMENT SUMMARY ....................................................................................................... 1
TEAM ORGANIZATION .............................................................................................................. 2
CHAPTER 1 ................................................................................................................................ 2
1.1 CONCEPTUAL DESIGN ..................................................................................................... 2
1.1.1 MISSION 1: Without Payload ................................................................................... 3
1.1.2 MISSION 2: With Internal Payload ........................................................................... 4
1.1.3 MISSION 3:Payload Drop Challenge ........................................................................ 4
1.2 CONSTRAINTS ................................................................................................................ 5
1.3 DESIGN CONSIDERATIONS ............................................................................................ 5
1.3.1 Aircraft Configurations: ............................................................................................ 5
.......................................................................................................................................... 6
1.4 Engine Configuration: ..................................................................................................... 7
1.4.1 On Tail: ..................................................................................................................... 7
1.4.2 On Wings: ................................................................................................................. 7
.......................................................................................................................................... 7
1.5 Wing Configuration: ........................................................................................................ 8
1.5.1 Monoplane: .............................................................................................................. 8
1.5.2 Blended Wing: .......................................................................................................... 8
1.5.3 Biplane: .................................................................................................................... 8
1.6 Boom Configuration: ....................................................................................................... 9
1.6.1 Single Boom: ............................................................................................................ 9
.......................................................................................................................................... 9
1.6.2 Twin Boom: .............................................................................................................. 9
1.7 Position of Wing: ........................................................................................................... 10
1.7.1 High Wing: .............................................................................................................. 10
1.7.2 Mid Wing:............................................................................................................... 10
1.7.3 Low Wing: .............................................................................................................. 11
........................................................................................................................................ 11

i
 ........................................................................................................................................ 11
1.7.4 Parasol Wing: ......................................................................................................... 11
1.8 Types of aircraft wings: ................................................................................................. 12
1.8.1 Rectangular Wing: .................................................................................................. 12
1.8.2 Elliptical Wing:........................................................................................................ 12
1.8.3 Tapered Wing:........................................................................................................ 13
1.9 Tail Configuration:......................................................................................................... 13
1.9.1 Conventional: ......................................................................................................... 13
1.9.2 T-Tail:...................................................................................................................... 14
1.9.4 Dual Tail: ................................................................................................................ 14
1.10 Landing Gear Configuration: ....................................................................................... 15
1.10.1 Tricycle: ................................................................................................................ 15
1.10.2 Bicycle: ................................................................................................................. 15
1.10.3 Tail Dragger: ......................................................................................................... 16
1.11 Fuselage: ..................................................................................................................... 16
1.11.1 Cylindrical Shape: ................................................................................................. 16
1.11.2 Lifting Body: ......................................................................................................... 16
1.11.3 Rectangular Shape: .............................................................................................. 17
CHAPTER 2 ............................................................................................................................... 17
2.1 DESIGN JUSTIFICATION................................................................................................... 17
2.2 DESIGN CONSIDERATION ............................................................................................ 17
2.2.1 Final Selected Configuration: ................................................................................. 18
2.3 Final Design Sketch: ...................................................................................................... 19
2.4 Preliminary Design: ....................................................................................................... 19
CHAPTER 3. ............................................................................................................................. 20
3.1 DESIGN METHODOLOGY ............................................................................................... 20
3.2 MISSION MODEL ........................................................................................................... 20
3.3 GEOMETRY SIZING ........................................................................................................ 22
3.3.1 Wing: ...................................................................................................................... 22
3.3.2 Airfoil Selection ...................................................................................................... 23
3.3.3 Analysis: ................................................................................................................. 27

ii
 3.3.4 Fuselage: ................................................................................................................ 30
3.3.5 Tail: ......................................................................................................................... 31
3.4 AERODYNAMIC CHARACTERISTICS ............................................................................... 31
3.5 PROPULSION DESIGN .................................................................................................... 37
3.5 SUBSYSTEM DESIGN ...................................................................................................... 40
3.5.1 Battery: .................................................................................................................. 40
3.5.2 Motor: .................................................................................................................... 41
3.5.3 Esc: ......................................................................................................................... 42
3.5.4 Servo Selection:...................................................................................................... 42
3.6 TRANSMITTER AND RECIEVER: ..................................................................................... 43
Transmitter Specifications: .............................................................................................. 43
3.7 FLIGHT PERFORMANCE PARAMETERS .......................................................................... 47
CHAPTER 4 .............................................................................................................................. 48
4.1 DRAWING ...................................................................................................................... 48
Front View ....................................................................................................................... 48
Side View ......................................................................................................................... 49
Top View: ........................................................................................................................ 50
Transparent View: ........................................................................................................... 51
Exploded View:................................................................................................................ 52
CHAPTER 5 .............................................................................................................................. 54
5.1 MANUFACTURING PROCESS ......................................................................................... 54
5.1.1 Material Selection: ................................................................................................. 54
5.1.2 Tools and Techniques: ........................................................................................... 56
CHAPTER 6 .............................................................................................................................. 57
6.1 TESTING ......................................................................................................................... 57
6.2 Structural Testing .......................................................................................................... 57
Landing Gear Buckling Analysis:...................................................................................... 57
Boom Stress Analysis: ..................................................................................................... 58
Wing Main Beam Deflection Analysis: ............................................................................ 58
Wing Main Beam Strain Analysis .................................................................................... 59
Final Assembly Air Flow Pressure Analysis: .................................................................... 59

iii
 Air Flow Vector Analysis:................................................................................................. 60
PERFORMANCE RESULTS ........................................................................................................ 60
TESTING CHECKLIST................................................................................................................. 61
Pictures Gallery: ...................................................................................................................... 62
RATED AIRCRAFT COST ........................................................................................................... 64
MILESTONE CHART.................................................................................................................. 66
REFERENCES ............................................................................................................................ 67

iv
 ▪ LIST OF FIGURES

Figure 1 Take-Off Run Way ..................................................................................................... 3

Figure 2 Inside Loop ................................................................................................................. 3
Figure 3 Circuit Pattern............................................................................................................. 3
Figure 4 Aileron Roll ................................................................................................................ 3
Figure 5 Inverted Fly Pass ........................................................................................................ 4
Figure 6 payload dropping ........................................................................................................ 4
Figure 7 Pusher Plane ............................................................................................................... 6
Figure 8 Tractor Configuration .................................................................................................. 6
Figure 9 Propeller on Tail ......................................................................................................... 7
Figure 10 Propellers on Wing ................................................................................................... 7
Figure 11 Monoplane ................................................................................................................ 8
Figure 12 Blended Wing ........................................................................................................... 8
Figure 13 Biplane...................................................................................................................... 8
Figure 14 Single Boom ............................................................................................................. 9
Figure 15 Twin Boom ............................................................................................................... 9
Figure 16 High Wing .............................................................................................................. 10
Figure 17 Mid Wing................................................................................................................ 10
Figure 18 Low Wing ............................................................................................................... 11
Figure 19 Parasol Wing .......................................................................................................... 11
Figure 20 Rectangular Wing ................................................................................................... 12
Figure 21 Elliptical Wing........................................................................................................ 12
Figure 22 Tapered Wing ......................................................................................................... 13
Figure 23 Conventional Tail ................................................................................................... 14
Figure 24 T-Tails .................................................................................................................... 14
Figure 25 Dual Tail ................................................................................................................. 14
Figure 26 Tricycle Landing Gear ............................................................................................ 15
Figure 27 Bicycle Landing Gear ............................................................................................. 15
Figure 28 Tail Dragger ............................................................................................................. 16
Figure 29 Final Design............................................................................................................ 19
Figure 30 Naca 4412 ............................................................................................................... 24
Figure 31 Naca 2412 ............................................................................................................... 25
Figure 32 CLARK Y ................................................................................................................... 25
Figure 33 Comparison .......................................................................................................... 26
Figure 34 O-Meshing............................................................................................................... 27
Figure 35 C Meshing............................................................................................................. 28
Figure 36 Pressure Plot ........................................................................................................ 29
Figure 37 Velocity Diagram ..................................................................................................... 29
Figure -38 Battery ................................................................................................................... 40
Figure 39 Motor ..................................................................................................................... 41

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Figure 40 ESC........................................................................................................................... 42
Figure 41 Cg And Wing Position .............................................................................................. 45
Figure 42 Control Horns .......................................................................................................... 45
Figure 43 Ball Joints ................................................................................................................ 46
Figure 44 carbon fiber tubes ................................................................................................... 55
Figure 45 Fiber Glass ............................................................................................................... 56
Figure 46 Landing Gear Buckling Analysis ............................................................................... 57
Figure 47 Boom Stress Analysis .............................................................................................. 58
Figure 48 Wing Main Beam Deflection Analysis ..................................................................... 58
Figure 49 Wing Main Beam Strain Analysis ............................................................................ 59
Figure 50 Final Assembly Air Flow Pressure Analysis ............................................................. 59
Figure 51 Air Flow Vector Analysis.......................................................................................... 60

vi
 List Of Tables
Table 1 Configuration ............................................................................................................... 6
Table 2 Engine Configuration ................................................................................................... 7
Table 3 Wing Configuration ..................................................................................................... 9
Table 4 Boom Configuration .................................................................................................. 10
Table 5 Position of Wing ........................................................................................................ 11
Table 6 Types of aircraft wings .............................................................................................. 13
Table 7 Tail Configuration...................................................................................................... 15
Table 8 Landing Gear Configuration ...................................................................................... 16
Table 9 Fuselage ..................................................................................................................... 17
Table 10 Airfoil Selection ........................................................................................................ 26
Table 11 Vector Contours ....................................................................................................... 30
Table 12 Wing Geometry Summery ........................................................................................ 30
Table 13 Tail Geometry ........................................................................................................... 31
Table 14 Weight Estimation .................................................................................................... 31
Table 15 Cruise Flight Assumptions and Calculations............................................................. 32
Table 16 Battery: ..................................................................................................................... 37
Table 17 Dimensions and Parameters: ................................................................................... 39
Table 18 Battery: ..................................................................................................................... 41
Table 19 Motor ....................................................................................................................... 41
Table 20 Esc............................................................................................................................. 42
Table 21 Propulsion Design..................................................................................................... 44
Table 22 Rated aircraft weight For Mission One .................................................................... 46
Table 23 Mission 2 RAW ......................................................................................................... 47
Table 24 Mission 3 RAW ......................................................................................................... 47
Table 25 Primary Material ...................................................................................................... 54
Table 26 Secondary Material .................................................................................................. 55
Table 27 Landing gear ............................................................................................................. 55

vii
 UNDERTAKING

We certify that research work titled To Design Analysis and fabrication of UAV
(Unmanned Aerial Vehicle) is our own work. The work has not been presented
elsewhere for assessment. Where material has been used from other sources it has been
properly acknowledged / referred.

Sakhawat Hassan.
2016-UET-IEFR-MECH-FD-75.

M. Haseeb Ali
2016-UET-IEFR-MECH-FD-68.

Shahzad Akhtar
2016-UET-IEFR-MECH-FD-38.

Jawad Ali
2016-UET-IEFR-MECH-FD-28.

viii
 ACKNOWLEDGEMENTS

First of all we are very thankful to Allah Almighty. We are thankful to our Parents and
respectd Head of Mechanical Engineering Department. We would like to thank our
Supervisor Sir Hafiz M. Usman Iqbal for being a huge part of learning experience
and process. And also thank him for his patience and working so hardly to make project.
We offer our gratitude to FYP Comitee and Coordinator. we would like to thank
Department Feculty and Lab Staff. Finally we would like to thank our Collegues for
their countless interest, valuable suggestions and support.

ix
 EXECUTIVE SUMMARY
This report documents the design, analysis, fabrication and testing of RC-Plane. The
target was to develop a customized radio-controlled pusher air craft as a final year
project. The theme of project is that the plane with any configuration. The goal of the
aircraft is to be light as possible while carrying payloads. The aircraft must be ready to
completing the three step mission given the laws and sub laws of AIAA DBFC. First
mission is to fly and performs all circuit patterns in five-minutes of period without
payload. Second, the aircraft need to fly with an enclosed payload of 300g. And third,
is to drop at least one payload into the airfield manually with 2200mah fixed battery
capacity. The aircraft needs to take-off within 60 feet, meeting proposed propulsion
requirements. The general success of the design is predicated upon the empty weight
of the craft, its shape and capacity of carrying payload successfully, size and weight of
the wing within required flight time. We choose a low kV motor and opted to increase
the voltage and propeller diameter in order to gain enough thrust for takeoff during the
payload missions. Each and every part of the air craft is carefully designed. After
studying diverse conventional designs of smaller aircrafts, we decided to use high-wing
design to enhance aerobatic capabilities of aircraft and a Twin-boom double tail was
selected as the empennage configuration because of its easy method of stowing beneath
the wings along the length of fuselage. The wing area, tail sizing and landing gears was
first done analytically and so validated empirically through extensive hand launch
testing that characterized the refined launch technique. Careful fabrication and tested
through simulation before flight helped completing the goals of design which are
shown below.

MANAGEMENT SUMMARY
All the students hold the eagerness for aerodynamics design, manufacturing and
creativity. Working as a team will help members to find out pros and cons of team
work. Working in team will teach us the way to improve our learn ability during future
years of study. The team is entirely student-led but receives guidance and suggestions
from advisor at weekly meeting’s and design review.

1
 TEAM ORGANIZATION
In order to perform technical part of design, a suitable place was selected so all of us
may approach equally. At the chosen workshops all the tools to perform manufacturing
and fabrication jobs were available similarly with the easy access to market for
purchasing equipment.

Supervisor

Hafiz M. Usman Iqbal

Team Leader

Sakhawat Hassan

Cad Modeling Aerodynamics & Analysis

Sakhawat Hassan M. Haseeb Ali

Fabrication, Marketing and Report

Jawad Ali & Shahzad Akhtar

CHAPTER 1
1.1 CONCEPTUAL DESIGN
Conceptual design for desired project is the initial phase with highest importance. Any
wrong step taken at this stage leads to pains, penalties and lots of complications. By
keeping seeable rules, our aim was to make a decision one design configuration which
might meet the requirements. During this phase priorities were set straight about the
design of the plane. Conceptual Design procedure is discussed thoroughly.

Mission Requirements:

The aim of team is to design an Electric Powered Aircraft under 3kg and wing span of
no over 2.5m. The aircraft is to take-off within 60 ft. The contest consists of three flight

2
 missions including payload dropping challenge of the aircraft under specific
conditions.
1.1.1 MISSION 1: Without Payload
Following are the requirements under which each lap is considered to be successful.

a) Take-off within prescribed area.

b) Climb to safe altitude.

Figure 1 Take-Off Run Way

c) Perform basic maneuvers: Circuit Pattern, Aileron Roll and Inside loop all
maneuvers should be completed within 5 minutes.

Figure 3 Circuit Pattern

Figure 2 Inside Loop

Figure 4 Aileron Roll

3
 d) A successful landing is mandatory.

1.1.2 MISSION 2: With Internal Payload

a) Payload should be 300 grams in weight.
b) The payload should be a separate entity. It must not be a structural or functional
part of aircraft. Take-off within the prescribed area with payload.
c) Perform 2 complete circuit patterns and establish final approach for landing.
d) The payload must be secured in specific place to make sure that it does not
move around during flight.
e) The aircraft must perform an inverted fly-pass through the field once and then
establish a final approach for landing.

Figure 5 Inverted Fly Pass

1.1.3 MISSION 3:Payload Drop Challenge

a) The goal of this mission is to drop at least one payload on the airfield. This mission
will be carried out with the payload.
b) Take-off within the prescribed area carrying payload.
c) The payload should be visible on the aircraft.
d) The maximum weight of a single payload should be 300 grams.

Figure 6 payload dropping

4
1.2 CONSTRAINTS
The aircraft should be designed in any configuration like tractor, pusher or any other.
The wingspan of aircraft should not be more than 2.5m. The weight of aircraft should
not be more than 3kg for all missions. Lithium polymer battery is allowed. Battery
should not have a rated capacity of 2200mAH and the rated voltage should not be more
than 12V. For all missions take off distance is 60ft. These constraints lead to the design
of propulsion system with such battery or power limit. For payload mission short take
off within 60ft is really tricky with such power constraints. We must use transmitters
and receivers with telemetry capability. So for this aircraft must have to generate high
lift for short take off. For payload dropping we have to make very stable aircraft.

Constraints Values
Wing Span 2.5m (max)
Aircraft Weight 3kg (max) for all missions
Payload Internal Exact 300g
Battery Voltage 12V
Battery Type LiPo
Battery Capacity 2200mAH
Payload Dropping Certain height and Plot(6×6)
Payload External Single payload no more than(300g)

1.3 DESIGN CONSIDERATIONS

Concept Collection:

In order to choose best configuration the first step is to make a collection of some good
and known configuration. So that the best suited option can be selected. Beside the
conventional ideas, new innovative ideas are also considered. These ideas are taken
from various books, journals, papers and online database.
1.3.1 Aircraft Configurations:
Each configuration is analyzed with respect of our constraints and flight missions.
Following are types which were considered.
1.3.1.1 Pusher Configuration:

5
In pusher configuration motor typically places behind the CG, which requires the
battery or other weight to be well ahead of CG. It is also known as P-type. The drive
shaft is loaded in compression.

Figure 7 Pusher Plane

1.3.1.2 Tractor Configuration:

It is mostly converse of P-type, also known as standard and direction of rotation is

established when a propeller is rotating (CCW) as seen by outside observer standing
in front of propeller and looking at it. The drive shaft is loaded in tension.

Figure 8 Tractor Configuration

Table 1 Configuration

Configuration Pusher Tractor

FOM Weightage % % %
Thrust to weight 40 35 35
Maneuverability 30 24 21.5
Stability 20 15 14
Simplicity 10 6.5 8
Total 100 80.5 76.5

6
1.4 Engine Configuration:
1.4.1 On Tail:
Propeller can be mounted on the tail in several different ways, either behind, ahead or
in the tail. In general, tail mounted prop creates less drag and can be built easily, but
creates problems with the location of the center of gravity.

Figure 9 Propeller on Tail

1.4.2 On Wings:
Propellers on wing are a little complex to build, but center of gravity can be easily
located on them. Mid mounted aircrafts also offer less torque roll

Figure 10 Propellers on Wing

Table 2 Engine Configuration

Configuration On Tail On Wing

FOM Weightage% % %
Easy Construction 30 15 10
RAC 30 12 8.5
Light Weight 20 10 9
Low Drag 20 12 9
Total 100 39 36.5

7
1.5 Wing Configuration:
1.5.1 Monoplane:
It is the most basic design with wonderful qualities. Light weight.
a) High L/D Ratio.
b) Minimum assembly time and Ease to manufacture

Figure 11 Monoplane

1.5.2 Blended Wing:

A blended wing is a fixed-wing aircraft having no clear dividing line between the
wings and the main body of the craft. This design was rejected because of difficult to
manufacture, although it have high lift to drag ratio.

1.5.3 Biplane: Figure 12 Blended Wing

A biplane is a fixed-wing
aircraft with two main wings stacked one above the other. Reasonable configuration
because of its high lift ability but it increases weight which is not desirable and also it

adds complication Figure 13 Biplane

to our design.

8
 Table 3 Wing Configuration

Configuration Monoplane Biplane Blended Wing

FOM Weightage% % % %
Velocity 10 9 8 7
Light Weight 30 28.5 21 21
Stability 20 16 16 17
Portability 10 8 7.5 7.5
Manufacturability 30 28.5 21 22.5
Total 100 90 73.5 75

1.6 Boom Configuration:

1.6.1 Single Boom:
A single boom aircraft consist of one longitudinal boom fixed to wings. A single boom
aircraft offers better maneuverability, especially in rolling motion of aircraft. Such a
design helps in distributing the load acting on the aircraft along the wing span.

Figure 14 Single Boom

1.6.2 Twin Boom:

A twin boom consists of two longitudinal booms fixed to the wings. Twin booms offer
a better balance and stable flight experience. They offer increased drag and vertical
acceleration in rolling movements because of larger radius of the roll.

Figure 15 Twin Boom

9
 Table 4 Boom Configuration

Configuration Twin Boom Single Boom

FOM Weightage% % %
RAC 10 5 9
Light Weight 25 10 20
Construction 25 20 20
Performance 40 35 16
Total 100 70 65

1.7 Position of Wing:

Aircraft designs are often classified by their wing configuration
1.7.1 High Wing:
Some of the most successful aircraft have been high wing models. More stable in terms
of lateral and rolling motion. The high position allows room for the very large wing
flaps needed for a high lift coefficient.

1.7.2 Mid Wing:

A mid-wing Figure 16 High Wing configuration
places the wings exactly at the midline of the airplane, at half of the height of the
fuselage. It provides lowest profile drag. But there is disadvantage of this configuration
as it shifts its total bending moment to the fuselage.

Figure 17 Mid Wing

10
1.7.3 Low Wing:
A low wing configuration places the wings anywhere below the midline of the airplane.
It is also easy to manufacture as single unit like high wings and also it needs short
takeoff distance but it also have less lateral stability. The good point here is its high
maneuverability and high speeds.

1.7.4 Parasol Wing:

Figure 18 Low Wing
An airplane with a single
main wing mounted on struts above the fuselage. The struts between the wing and the
fuselage are called cabane struts. Since the wing is utilizing struts, it is heavier and has

more drag, compared with a high wing configuration.

Figure 19 Parasol Wing

Table 5 Position of Wing

High Low Mid Parasol

Configuration
Wing Wing Wing Wing
FOM Weightage% % % % %
Stability 20 18 15 17 15
Manufacturability 20 20 19 17 14
Short Take off 20 15 10 12 17
Light Weight 20 20 15 17 10
Cost Effective 20 20 19 17 15
Total 100 93 78 80 71

11
1.8 Types of aircraft wings:
A wing is a type of fin that produces lift while moving through air or some other fluid.
Wings having stream lined cross-sections that are subject to aerodynamics forces and
act as airfoils.
a) Rectangular wings.
b) Elliptical wings.
c) Tapered wings.
d) Delta wings.
e) Trapezoidal wings.
f) Ogive wings.
1.8.1 Rectangular Wing:
The rectangular wing is the simplest tom manufacture. It is non tapered straight wing
that is mostly used in small aircrafts. The main disadvantage of rectangular wing is that
it’s not aerodynamic efficient but mostly used in trainer aircrafts of short take off.

1.8.2 Elliptical Wing: Figure 20 Rectangular Wing

The elliptical wing is aerodynamically efficient because elliptical span wise lift
distribution induces the lowest possible drag. However the manufacturability of this
aircraft wing is poor.

Figure 21 Elliptical Wing

12
1.8.3 Tapered Wing:
The tapered wing was designed by modifying the rectangular wing. The chord of wing
is varied across the span for approximate elliptical lift distribution.

Figure 22 Tapered Wing

Table 6 Types of aircraft wings

Configuration Rectangular Elliptical Tapered

FOM Weightage% % % %
Manufacturability 20 18 16 17
Short Take off 20 16 15 14
Light Weight 20 17 15 15.5
Cost Effective 20 15 12 13
Endurance 20 10 12 16
Total 100 76 70 75.5

1.9 Tail Configuration:

The function of the tail section of a conventional fixed wing aircraft is to provide
stability. It also holds two important control surfaces; the rudder and the elevator.
1.9.1 Conventional:
Conventional tails are the most common and simplest of all types. They consist of a
vertical stabilizer attached to the tail end of the boom and a horizontal stabilizer divided
in two parts on either side. Conventional planes offer greater stability in yaw
movement. Also it is easy to manufacture.

13
 Figure 23 Conventional Tail

1.9.2 T-Tail:
A T-tail is heavier than a conventional tail because the vertical tail must be strengthened
to support the horizontal tail. Its manufacturing is difficult as compare to conventional
tail.

Figure 24 T-Tails
.
1.9.4 Dual Tail:
In a dual tail design, two additional vertical tail stabilizers are placed at the ends of the
horizontal stabilizers. Dual tail gives an aircraft good control at low speed and also
helps in achieving a better and aerodynamically efficient horizontal stabilizer. But
additional vertical stabilizers also increase the overall weight of the plane.

Figure 25 Dual Tail

14
 Table 7 Tail Configuration

Configuration Conventional T- tail Dual tail

FOM Weightage% % % %
Light Weight 25 20 18 15
Stability 40 21 24 34
Manufacturability 35 25 24 22
Total 100 66 66 71

1.10 Landing Gear Configuration:

Landing gear is the undercarriage of an aircraft and may be used for either takeoff or
landing. It is evident that aircraft would need to have good ground clearance.
1.10.1 Tricycle:
Tricycle gear arrangement is the most common in today’s aircrafts. It includes two
main wheels installed some distance backward from the center of gravity and one wheel
placed below the nose area of the aircraft.

Figure 26 Tricycle Landing Gear

1.10.2 Bicycle:
The bicycle configuration consists of two landing gears along the centerline of the
fuselage and two at the edges of the wing span. Bicycle arrangement creates lesser drag
and adds less weight than other configurations.

Figure 27 Bicycle Landing Gear

15
1.10.3 Tail Dragger:
A tail dragger configuration involves two main gears placed near the center of gravity
of the aircraft, and one small wheel at the rear end of the fuselage. Tail dragger gear
provides more propeller clearance, has less drag and weight and allows the wing to
generate more lift for rough-field operation than does tricycle gear.

Figure 28 Tail Dragger

Table 8 Landing Gear Configuration

Configuration Tricyclic Tail Dragger Bicyclic

FOM Weightage% % % %
Short Takeoff 20 15 18 14
Light Weight 15 13 11 9
Stability 35 30 25 20
Manufacturability 30 25 24 20
Total 100 83 78 63

1.11 Fuselage:
Fuselage is an essential part of aircraft. It provides structural connections between
different basic components of aircraft like wing, landing gear and tail. It must be
aerodynamically efficient, easy to manufacture, structural strong and light weight.
1.11.1 Cylindrical Shape:
It is aerodynamically efficient shape because it is not affected by cross winds. This
shape can be built with adequate strength. It is most difficult to construct with in
required conditions.
1.11.2 Lifting Body:
It is aerodynamically good but most difficult to construct.

16
1.11.3 Rectangular Shape:
It is most traditional shape for RC aircraft. It is easy to manufacture. This shape is
highly affected by cross winds so it’s not aerodynamically effective.

Table 9 Fuselage

Configuration Rectangular Cylindrical Lifting Body

FOM Weightage% % % %
Lift/Drag 30 20 22 26
Light weight 15 12 9 8
Manufacturability 35 30 27 24
RAC 20 17 15 14
Total 100 79 73 72

CHAPTER 2
2.1 DESIGN JUSTIFICATION
A Pusher twin boom, high wing with conventional dual tail was idealized by keeping
in mind the design and mission constraints. The major ideas behind all these factors
were to reduce weight so that easy takes off and sustainable design can be achieved
along with keeping a check that it fulfill the other constraints. Keeping the propeller
behind fuselage between two booms of the tail was affective with performance along
with that it helped in maintaining the center of gravity of the aircraft.
After basic considerations the wing position was selected to achieve the mission
requirements. The tail configuration, conventional dual tail did fine with performance
characteristics and was also easy to manufacture and kept the cost low. In the last it
was very obvious to place the payload internally to minimize the effect of drag. These
are the major design considerations that were considered after days of discussion.
2.2 DESIGN CONSIDERATION
As the mission requirements are defined, many different configurations could complete
the mission. In order to reduce the design space and cost several different designs were

17
qualitatively and quantitatively analyzed and the best designs were investigated further.
A Pusher configuration has been selected.
2.2.1 Final Selected Configuration:

Component of Selected component

Selected Configurations
the aircraft type

High wing
Wing
configuration

Conventional
Fuselage
Rectangular Fuselage

Conventional dual
Tail
tail & rudder

Landing gear Tricycle landing gear

Pusher propulsion
Propulsion
system

18
2.3 Final Design Sketch:

Figure 29 Final Design

2.4 Preliminary Design:

The preliminary design phase was used to refine the design created in conceptual design
phase. In this section the design methodology, aircraft sizing, mission model,
aerodynamic characteristics, airfoil selection and expected mission performance was
documented. By depending on these results necessary changes were made.

19
 CHAPTER 3.
3.1 DESIGN METHODOLOGY
Having the conceptual design of air plane chosen, it is important to obtain further
insight into the concept capabilities for the detail design of airplane development. In
this phase we used design technique of Daniel P Raymer. Based upon weight and
thrust estimation, geometry of aircraft was finalized and then aerodynamic design
parameters were decided.

3.2 MISSION MODEL

Mission 1: Flight without Payload:

This mission can be categorized in 3 maneuvers:

a) Circuit Pattern
b) Aileron Roll
c) Inside loop

20
Circuit Pattern:

Our aircraft would need to follow a certain circuit pattern, In order to forecast
performance abilities a mission model was shaped. It’s also used to plan propulsion
system and energy analysis of aircraft Take off distance of all missions is 60Ft.

Aileron Roll:

The aileron roll is an aerobatic maneuver in which an aircraft does a full 360° revolution
about its longitudinal axis. It will reduce the lift on upward aileron tilted side and would
generate larger lift on the wing with downward tilted aileron side and will cause the
plane to roll.

9.1.2 Inside Loop:

The third aerobatic will be to perform an inside loop in which we will have to perform
a 3600 vertical loop. Then we will let the airplane free fall downward while holding the
elevator. Our goal is to reach the bottom of the loop at precisely the place where the
airplane entered the loop.

21
Mission 2: Flight with Internal Payload:

For this mission our plane would need to carry an extra payload of 300g in weight.
With that extra payload we will have to successfully takeoff from ground level. We
will have to perform an inverted fly pass.

Mission 3: Payload Drop Challenge:

For this mission the goal is to drop payload at from a certain height about 50ft manually
as possible with desired dimensions of payload. The battery voltage should be
monitored reliably with an onboard voltage sensor

3.3 GEOMETRY SIZING

Improving the characteristics of the initial prototype created in the conceptual design
phase was the main focus of the preliminary design phase. The design improvements
and decisions are included in this section and the new aircraft characteristics were
compared to the prototype to ensure design changes were having the desired effects.

3.3.1 Wing:
It is the main lifting body of aircraft. Geometry and sizing of wing is very critical
parameter.

Wing Span:

Large wing span generates more lift and have better flight performance and also require
small propulsion system. But on the other hand it results in increased weight and less
rolling ability. Short wings are also problem as they produce less lift. From the past
experience and case studies it is concluded that wing span of about 54 inches is very
appropriate in achieving the desired Constraints.

Wing Chord:

Sizing of aircraft’s components was approximated by considering the dimensions as a

function of aircraft’s chord length and C.G location. The chord length of 10 inches was
selected. The aircraft’s C.G kept approximately 25% of the chord length and the
positioning of the aircraft’s components like wing, fuselage etc.

Wing Airfoil:
22
In order to get the best performance and characteristics out of the aircraft the airfoil
needed to be carefully selected. Airfoil selection affects the aircraft’s drag, takeoff
distance, and stability.

Lift To Drag Ratio:

Aerodynamic efficiency of aircraft is determined by its L/D ratio. So airfoil with high
L/D ratio is preferred.

Maximum Lift Coefficient Clmax:

CL max of airfoil greatly affects the stalling behavior and take off properties of aircraft.
So high value of Cl max is preferred

Thickness Ratio:

Thickness directly affects the drag component, maximum lift, stalling and structural
Weight of aircraft. Drag increases with thickness because of increasing separation.

3.3.2 Airfoil Selection

Before an airfoil could be selected, the overall design requirements needed to be
applied the airfoil. The short takeoff distance with a high maximum lift coefficient was
desirable. To increase the aircraft’s speed and reduce power requirements, an airfoil
with low drag characteristics during cruise was desirable. The airfoil also needed to
have good structural characteristics. In order to determine the performance of each
airfoil for all of the predicted flight conditions many airfoils from airfoil data base and
airfoil tools were analyzed on XFLR5 and PROFILI. Finally, the airfoil NACA 4412
with the maximum lift coefficient and the maximum thickness is selected in order to
meet the takeoff requirements and maintain structural viability. The airfoils under
consideration which are NACA 2412, NACA 4412 and Clark Y.

23
NACA 4412:

Figure 30 Naca 4412

Airfoil Reynolds# Max Cl/Cd Description

NACA 4412 50,000 9 33.4 at α=9.75°

Graph 1
Graph 2
NACA 2412:

24
 Figure 31 Naca 2412

Airfoil Reynolds # Max Cl/Cd Description

NACA 2412 50,000 9 32.5 at α=7.25°

Graph 3 Graph 4

CLARK Y:

Figure 32 CLARK Y

Airfoil Reynolds # Max Cl/Cd Description

Clark Y 50,000 9 29.6 at α=9.25°

25
 Graph 6
Graph 5

Comparison:
Figure 33 Comparison

Decision:
Table 10 Airfoil Selection

AIRFOIL Cl Cd cruise Cl/Cd cruise

NACA 4412 1.5 0.08 13.63636364

CLARK Y 1.4 0.09 17.5

NACA 2412 1.3 0.11 14.44444444

26
NACA 4412 is selected because of its highest Max Lift Co-efficient 1.5, less drag co-
efficient of 0.08 and CL/Cd with 13.63

3.3.3 Analysis:
Since airfoil data was downloaded from internet, is it was decided to perform detail
analysis on selected airfoil by using CFD/Ansys software.

Generation of Geometry in ICEM 15.0

The mesh points were imported in ICEM. So a 2D geometry of an airfoil could be

automatically generated.

Mesh Sensitivity Analysis

Performing the meshing of our airfoil was an important step of the simulation process.
Two types of meshing were performed. They are the following:

O-meshing

In this case of meshing, total three different meshing were performed. By performing
fine meshing of the airfoil we concluded the following result

Figure 34 O-Meshing

27
C-meshing

In C and fine meshing the number of elements in this case was kept same as in O
meshing.

Figure 35 C Meshing

Results
By meshing analysis we concluded graph that show the direct relation of lift and angle
of attack. Coefficient of lift increases with increasing angle of attack. But it is observed
that at some angles it begins to move downward which is known as stalling position

Graph 8
Graph 7

Pressure Plot:

28
 Figure 36 Pressure Plot

By the pressure diagram we can observe that the pressure contours at the leading edge
is very high at leading edge is too much as compared to trailing edge and the pressure
at the upper surface is quite less as compared to lower surface of airfoil. It is to be noted
that pressure contours at the boundary remain the same.
Velocity Diagram:

Figure 37 Velocity Diagram

From the velocity plot we observed that the velocity contours at the leading edge and
trailing edge are, Velocity contours at the upper surface of airfoil is greater as compared
to lower surface of the airfoil. It shows that lift is produced when velocity contours are
greater on upper surface. And at the boundary, the velocity contours remain same. And
at stagnation point, the velocity is zero.

29
Vector Contours:

Table 11 Vector Contours

Stalling Angle 15
Max CL 1.5
Max CL Angle 11
Max L/d 26.667
Max L/D Angle 120
Thickness 16%

Table 12 Wing Geometry Summery

Wing Geometry Summery

Aspect Ratio 5.4
Airfoil NACA 4412
Wing Span 54 inches
Wing Chord 10inches
Wing Area 540in sq.

3.3.4 Fuselage:
As obvious two types of payload has to be adjusted in and out of fuselage. Moreover
the propulsion system like motor and battery should also be adjusted in fuselage to keep
the center of gravity under the wing and to balance the weight of aircraft. So the length
of fuselage was decided under these limitations. Fuselage is basically the storage room
of the aircraft. It is designed to carry weight and to bear impact on landing. It should
be kept in mind that it should not be such that to increase the drag. So rectangular cross
section is selected for fuselage Length of fuselage is also a parameter which could affect
aircraft's maneuverability .Long fuselage will have less maneuverability but short
fuselage will makes the aircraft unstable and difficult to handle. From case studies a

30
fuselage with length of about 75% of the wing span is best for a stable aircraft. So
length of fuselage including booms is 41 inches.

3.3.5 Tail:
Main purpose of the tail is to keep aircraft horizontally and vertically stable. To
overcome moment coefficient of wing with the horizontal tail is our main concern.

Tail sizing:

Raymers approach volume coefficient method is used for tail size. Area of horizontal
stabilizer was calculated which about 25% is of wing area. The area of horizontal
stabilizer evolved which is about 122in sq. The span of tail selected to be 24in and
chord length to be 5in. NACA 0012 airfoil was selected. Area of vertical stabilizer was
calculated which is 10% the area of wings & area of single vertical stabilizer came out
32in sq. having root chord of 5.5in and tip chord of 2in with a span of 7 in.

Table 13 Tail Geometry

Tail Geometry
Airfoil NACA 0012
Aspect ratio Horizontal tail 4.8
Aspect ratio Vertical tail 1.4
Horizontal Tail span 24inches
Vertical Tail span 7inches
Horizontal Airfoil Chord 5inches

3.4 AERODYNAMIC CHARACTERISTICS

Weight Estimation:

For basic calculations aircraft weight must be known. From literature and requirements
aircraft should not be more than 3 kg. By assessment it was found that total gross
weight for missions are as follows

Table 14 Weight Estimation

Mission Weight lb.

31
 Flight without payload 3.96 lb. (max)
Flight with internal payload 4.62 lb. (max)
Payload drop challenge 5.29 lb. (max)
Cruise Flight Assumptions and Calculations:

Table 15 Cruise Flight Assumptions and Calculations

Design Variables Calculated Value(in SI)

Pressure of air 1 atm
Air density 1.20 kg/m3
Kinematic Viscosity 1.5×10-5 m2/s
Altitude 48.768 m
Temperature 24C
Cruise Velocity 21.336 m/s

Reynolds Number:
Reynolds number for cruise speed

𝑹ₑ=𝝆𝝂𝒄/μ

𝜌 = Density at sea level𝑘𝑔𝑚3

V = Cruise velocity = 29 ft/s =8.9 m/s

c = Chord length = 10 inch
μ = Coefficient of viscosity of air = 1.7894 ×10-5

𝟏. 𝟐𝟐𝟓 × 𝟗 × 𝟎. 𝟐𝟓𝟒
𝐑ₑ =
𝟏. 𝟕𝟖𝟗𝟒 × 𝟏𝟎−𝟓

𝑹ₑ= 156531.58 𝑎𝑝𝑝𝑟𝑜𝑥…

Wing Incidence Angle

𝟏. 𝟖𝟐𝟒 × 𝑪𝒍𝒄𝒓
𝛂 = 𝜶° ( ) (𝟏 + 𝝉) … … ..
𝑨𝑹

α = Total angle of attack

32
𝜶𝟎=Air foil plot angle of attack
𝑪𝑳𝒄𝒓= Lift coefficient at that angle of attack
𝛕 =Planform adjustment factor
AR = Aspect rat

CL Estimation:

Lift force is generated against the weight of the airplane, by every component of an
aircraft to keep the plane airborne. Most of this lift is generated by the wings. The
greater the planform area, the greater will be the lift. The coefficient of lift can be
estimated by considering the plane to be in cruise, since in cruise the lift force is equal
to the weight of the aircraft.

𝑳 × 𝟑𝟓𝟏𝟗
𝑪𝒍𝒄𝒓 =
𝝈𝑺𝑽𝟐

L = Model’s gross weight in ounces (oz.)

V = Estimated cruise speed in mph
S = Wing area in square inches
Ϭ = Density ratio of air (At sea level it is 1.0)

𝟕𝟕. 𝟒 × 𝟑𝟓𝟏𝟗
𝑪𝒍𝒄𝒓 =
𝟏 × 𝟓𝟒𝟎 × (𝟐𝟎. 𝟖)𝟐

𝑪𝒍𝒄𝒓 = 𝟏. 𝟏𝟔

Lift

𝝆𝑺𝑽𝟐 𝑪𝒍𝒄𝒓
𝑳=
𝟐

Where W= weight of aircraft

ρ = density of air
V= velocity of aircraft
S= surface area of wing

𝝆𝟎. 𝟎𝟎𝟐𝟑𝟖 × 𝟑. 𝟕𝟑𝟓 × 𝟐𝟗𝟐 × 𝟏. 𝟏𝟔

𝑳=
𝟐

33
 𝑳 = 𝟒. 𝟑𝟏𝒍𝒃

These graphs were obtained by the Xfoil program. The wing lift co efficient also came
out to be enough as to achieve the desired characteristics for efficient mission’s
performance.
Determination of Stall velocity:
Mathematical form

√𝐖
𝑽𝒔𝒕𝒂𝒍𝒍 =
𝟏
√𝑪𝒍(𝐦𝐚𝐱). 𝟐 . 𝛒. 𝑺

Where W= weight of aircraft

ρ = density of air
V= velocity of aircraft
S= surface area of wing
By putting the values in above formula we can find stalling velocity.

V (stall) = 9.2 ft/s

Drag Estimation:

Drag is a mechanical force generated due to the interaction of the aircraft with the air.
It acts in a direction opposite to the direction of the aircraft’s motion.

𝝆𝑽𝟐 𝑺𝑪𝑫
𝑫=
𝟐

Drag is mainly divided into two main components. Parasitic drag and Induced drag.
Where W= weight of aircraft

𝟎. 𝟑𝟏𝟖 × 𝑪𝒍𝟐𝒄𝒓
𝑪𝑫 = 𝑪𝑫° + ( )(𝟏 + 𝜹)
𝑨𝑹

CD = Total of both profile and induced drags

𝐶𝐷˳= Section profile drag coefficient at the chosen𝐶𝑙˳
𝛅 = Planform drag adjustment factor
𝛅 = 0.06

34
CD = 0.012 (app.) at Cl = 0.2
CD = 0.016

D = 0.8lb

Empty Weight Ratio 𝑊𝑒/𝑊𝑜 = (𝐴. 𝑊𝑒 𝑐 .𝐾)

𝑊𝑜 = 1.5 × 9.81

𝑊𝑜 = 14.715 𝐾𝑔f

For Homebuilt A= 1.19 & C= 0.08

𝑊𝑒/𝑊𝑜 = (𝐴. 𝑊𝑒c.𝐾) × 0.85

We/WO= 0.833

Take off performance:

Safety measures are mandatory in takeoff, and safe operation depends on takeoff speed
at the level of leaving ground. For finding safe take of speed VR is mandatory factor.
For safety reasons VR is usually determined as being 1.2 × VSTALL. Stall speed, is
the lowest speed that the aircraft can be flew before the airflow starts to separate from
wings as the angle of attack becomes too great. It can be calculated based on knowledge
of the aircraft take-off configuration and hence the maximum achievable lift coefficient
CL (max).As required take off distance is 60ft.
𝑻 𝟏.𝟐𝟏
= [𝐠𝛒𝐂𝐥(𝐦 𝒂𝒙)𝐒𝐠] 𝑾/𝑺 By Anderson
𝑾

Sg = ground roll distance

W = takeoff distance
S = surface area of wing
T= thrust required
Performance at Cruise

Relation between Thrust Required and Cruise Velocity

The thrust required at a certain cruise velocity can be calculated by

35
 𝟏 𝟐 𝟐𝑲𝑺 𝑾 𝟐
𝑻𝑹 = 𝑫 = 𝝆𝑽 𝑺𝑪𝑫° + ( )
𝟐 𝝆𝑽𝟐 𝑺

D = TR = thrust required at cruise velocity

CD˳= Zero lift drag coefficient

𝟏
𝑲=
𝝅𝒆𝑨𝑹

e = efficiency factor

At Cruise velocity the total thrust required is the sum of Parasite and Induced (drag)

𝑪𝟐𝑫
𝑻𝑹 = 𝒒𝑺𝑪𝑫° + 𝒒𝑺
𝝅𝒆𝑨𝑹

The first term of the above equation is Parasite thrust, while the second term is of
Induced drag.

Rate of Climb
The Rate of climb was calculated using the following formula

𝑬𝒙𝒄𝒆𝒔𝒔 𝑷𝒐𝒘𝒆𝒓
𝑹𝑶𝑪 =
𝑾

ROC without pay load = 24.5 ft/s

ROC with pay load = 18.6 ft/s

Control Surface Sizing Parameters:

Control surfaces are designed to provide adequate control of aircraft while keeping in
mind the missions

Elevator:

By raymers approach the size of elevator should be 35 to 45 % of horizontal tail.

Rudder:
The size of rudder should have an ability to keep the aircraft on run way during takeoff.
We also design the rudder according to raymers approach under high cross wind
possibilities the size of rudder is about 40% 0f vertical tail.

36
Ailerons:
The principle function of aileron is to roll the aircraft in all turns sometimes aileron roll
or barrel roll. By using raymers approach aileron is sized about 40% of wing span or
20% of wing chord.
3.5 PROPULSION DESIGN
Battery:

Battery is an essential part of propulsion system. Here propulsion system is comprised

of Electric Motor, ESC and battery. As mentioned above li-po battery was chosen due
to their easy availability in different discharge variety and are very efficient.3S li-po
battery with capacity of 2200mAH and 11.1V was chosen.

Simply stated as P=VI

Testing of battery indicated the maximum current allowable for 5 minute flight time
was 15A. At this current the propulsion observed an avg voltage reduction of 10%.

Power = (0.9 x 3.7V/cell number of cells) X 55

Power=549.4

Table 16 Battery:

Battery Cell LiPo

Capacity 2200mAH

Weight 184 gram

Motor:

Electric
Brush Motor
Motor

In runner Brushless Motor Out runner

37
Brushless was selected because it have high efficiency and low heat energy loss.
Further we have selected out runner brushless motor because of its easy availability in
market. High KV motor draws more current so low KV motor is selected which could
easily bear high Voltage and provide adequate thrust.
Propeller:
After selecting motor the propeller diameter and pitch has to be selected the size
selection was made under the 12v voltage drawn limit. For 2nd and 3rd mission high
thrust is required thus high diameter with low pitch was selected. But at the same time
on their side mission without payload needs high speed to complete maximum laps in
minimum time. So a propeller with high diameter and less pitch is preferred.

System uncertainties:

As different motors and batteries have different efficiency that depend on anther. It
may lead many uncertainties. These uncertainties make it difficult to analyze the overall
efficiency of the propulsion system and its effect on real energy needed in each mission.
Keeping in mind this reason initially efficiency of the propulsion system was assumed
to be 70%.
Preliminary Mission performance:

By aerodynamic performance calculation and propulsion design, performance of all

missions is estimated.

Detailed design:
At this stage the overall dimensions of aircraft, structural features, and systems were
all in their final adjustments.

38
Dimensions and Parameters:

Table 17 Dimensions and Parameters:

Wing
Area 540 in2
Aspect ratio 5.4
Span 54 in
Chord 10 in
Airfoil NACA4412

Vertical stabilizer
Area 67 in2
Aspect ratio 1.48
Height 7 in
Chord 5.5 root in
Airfoil NACA 0012

Horizontal stabilizer
Horizontal tail area 120 in2
Aspect ratio 4.8
Span 24 in
Chord 5 in
Airfoil NACA 0012

Aileron

39
 Span 17 in
% of chord 20%

Elevator
Span 12 in
% of chord 25%

Rudder
Span 4 in
% of chord 40%

3.5 SUBSYSTEM DESIGN

3.5.1 Battery:
Battery being the main component of propulsion system should be light weight and it
should also have high energy to weight ratio as already discussed in preliminary design
phase. Many LiPo cells were investigated; out of them 3S 2200mAH cell is selected.
First priority was given to availability of battery commercially.

Figure -38 Battery

40
 Table 18 Battery:

Manufacturer Gens Ace

Capacity 2200mAh
Weight: 183g
Max. Continues Discharge 25C
Configuration 3S1P / 11.1v / 3Cell
Dimensions 105.68×34.15×25.71 mm
Voltage 11.1V
Charge Rate 1-3C Recommended, 5C Max

3.5.2 Motor:
As single motor configuration is selected, so different motors in market were analyzed.
The main consideration in motor selecting was propulsion limitation. After detailed
examination and former market analysis Turnigy D2830 is used.

Figure 39 Motor

Table 19 Motor

Motor Model: Turnigy D2830-11 1000kv

Continuous Current: 18A
Peak current: 21A
KV: 1000kv

Weight: 52g
Shaft dia: 3.17mm
Max. Power 300w

41
 Continuous Power 240w
Mounting Hole Bolt Circle 16mm / 19mm

3.5.3 Esc:
Known as electronic speed control should be as much lighter as possible. For selection,
the parameters of plane were entered in the calculator available on www.ecalc.ch and
40 Amp ESC was recommended.

Figure 40 ESC

Table 20 Esc

Product Name Hobby wing Sky Walker 40A ESC

Cont. Current 40A
Burst Current: 55A
BEC Mode Switch mode BEC
BEC 3A / 5V
Input 2-3S LiPo
Weight 39g
Size 68X25X8mm

3.5.4 Servo Selection:

Any plane in world is controlled by ailerons, slats, flaps of main wing, and with
elevator and rudder of the tail. These controls are actuated by servo motors while

42
selecting servo its weight and torque is investigated. Four KS-5031-09 MW 82273
were selected to control ailerons, elevator and rudder and one tower-pro SG92R is
used to control the payload mechanism.

Specifications:
Speed: 0.12 sec/60° @ 4.8V; 0.10 sec/60° @ 6V
Torque (1.6 kg-cm) @ 4.8V; (2 kg-cm) @ 6V
Dimensions: 23x11.5x24 mm
Weight: 13 g.

3.6 TRANSMITTER AND RECIEVER:

Fail safe restrictions demand a programmable receiver which rejects various receivers
that didn’t have fail safe programming. Minimum 6 channels are needed to control
various components on aircraft. 2.6GHz frequency is reliable due to minimum
interference. After thorough market survey and cost analysis, Orange RX-i6 2.4G
6CH PPM RC Transmitter with ORX-iA6B Receiver was selected considering cost,
weight and reliability parameters.

Transmitter Specifications:

a) Model Type: Glider/Heli/Airplane

b) 2.4ghz System: AFHDS 2A and AFHDS
c) Code Type: GFSK
d) DSC Port: PS2
e) Output:PPM
f) ANT length: 26mm×2(dual antenna)
g) On-line update: Yes
h) Model Memories: 20
i) Channel Order: Aileron-CH1, Elevator-CH2, Throttle-CH3, Rudder-CH4, Ch.
5 & 6 open to assignment to other functions

Receiver Specifications:

a) Channel: 6

43
 b) Frequency Range: 2.4055 - 2.475 GHz.
c) Band Width Number: 140
d) Transmitting Power: ≤ 20dBm.
e) RF Receiver Sensitivity: 105 dBm.
f) 2.4G Mode: Encoding: GFSK.
g) Antenna Length: 2 x 26 mm (dual antenna).
h) Input Power: 4.0 – 8.4 VDC (2A).
i) Dimension : 47 x 26.2 x 15 mm
j) Weight: 14.9 gm.
k) Data Acquisition Interface: Yes.

Table 21 Propulsion Design

Battery Motor

Type 3S LiPo Type Turnigy D2830-11

Capacity 2200mAH KV 1000kv
Rated voltage 11.1 Servos
KS-5031-09MW
ESC Type
82273/
Type Skywalker Torque 2 kg-cm
Capacity 40 amp No of servos 4+ 2 SG92R

Radio system Propeller

Receiver ORX-iA6B Type Carbon Fiber

ORANGE RX-i6 10 X6
Transmitter 2.4G 6CH PPM Size
RC 13 X 7

Weight, Balance and Stability:

44
Stability is the property of an aircraft to balance itself when external or internal forces
are applied on it and restore its original position. Basically, there are two types of
stability, static and dynamic. The concept was to maintain the static margin of the plane
so the moments could be controlled, and a stable plane could be made. A Study between
static margin and wing position was carried out to achieve the best possible position
for the wing placement

Figure 41 Cg And Wing Position

Control Horns

These are used for movement purpose and fixed on the control surfaces using screws.
They used in aileron, elevator and rudder movements. As per size requirement of plane
and availability nylon control horns were selected.

Ball Joints Figure 42 Control Horns

45
They are used to connect the connecting rod directly to the servos for movement and
instead of clevis ball joints were selected because they allow placement of motors at an
angle.

Figure 43 Ball Joints

Rated aircraft weight For Mission One

Table 22 Rated aircraft weight For Mission One

Component Weight(lb.)
Wing 0.44
Structure Fuselage 0.39
Tail Boom 0.11
Horizontal Stabilizer 0.16
Vertical Stabilizer 0.13
Propeller 0.09
ESC 0.08
Propulsion
Motor 0.44
Propulsion battery 0.40
2 Aileron servo 0.05
1Payload servo 0.01
Avionics
2 Tail servo 0.05
Receiver 0.03

46
 R Battery 0.22
Nose Gear 0.11
Landing gear
Landing Gear 0.26
China/tower 0.11
Accessories Push rods 0.09
Monocot + epoxy 0.33
Total Aircraft 3.52lb

Mission 2:
Table 23 Mission 2 RAW

Component Weight lb.

Aircraft 3.52
Internal Payload 0.66
Total 4.18lb

Mission 3:
Table 24 Mission 3 RAW

Component Weight lb.

Aircraft 3.52

External Payload 1.32

Total 4.84lb

3.7 FLIGHT PERFORMANCE PARAMETERS

The final aircraft has a maximum coefficient of lift about 1.5 with max L/D ratio of
about 1.87 the rate of climb for the aircraft is maximum for mission 1 as it has no
payload. Mission 2 low rate of climb due to internal pay load about 300g. Mission three
has the slowest rate of climb because there is an external pay load weighing over 300g
or more. The table given below shows the flight performance parameters.

The following formulas was used from Daniel Raymers book for calculations

(W/S) =qCL W0= (People + Payload) / (1-WE/W0-WF/W0)

𝟏 𝟏
𝒌 = 𝟎.𝟕𝟓𝛑𝐀 = 𝟎. 𝟒𝟐𝟒/𝑨 𝑳/𝑫 = 𝒒𝑪𝒅𝒐 𝑾
+( )𝑲/𝑸
𝑾/𝑺 𝑺

47
 𝑾𝒆/𝑾𝒐 = 𝒂𝑾𝒐−𝟎.𝟎𝟗

𝑫 = 𝒒𝑺(𝑪𝒅𝒐 + 𝑲𝑪𝑳𝟐 )

𝒒 = 𝟏/𝟐𝝆𝑽𝟐

𝑾/𝑺
𝑪𝒍 − 𝑪𝒓𝒖𝒊𝒔𝒆 =
𝒒

𝑻 𝟏
𝑽𝒗 = 𝑽 [ − ]
𝒘 𝑳/𝑫

Mission 1 Mission 2 Mission 3

Atmospheric Temp 590 F or 518 R ------- -------
Atmospheric
2116.220402 lb./ft2 ------- -------
Pressure
Density 0.002378 slug/ft3 ------- -------
Viscosity 3.737 x 10-7 slug/ft/s ------- -------
Speed of Sound 1116.4 ft/s ------- -------
Mach Number 0.062163031 ------- -------
Lift Coefficient 1.5 ------- --------
Drag Coefficient 0.8 ------- -------
L/D 1.87 ------- -------
TO dist. (ft) 45 ft 50ft 60ft

CHAPTER 4
4.1 DRAWING

Front View

48
 NFC (IEFR) FAISALABAD

Project No. 2020-ME-019

NAME REPORT TITLE: DRAWING

Side View DRAWN SAKHAWAT HASSAN SCALE VIEW
BY & M HASEEB ALI 4:25 FRONT
CHECKE HAFIZ M. USMAN ALL DIMENSIONS ARE IN
D BY IQBAL INCHES

49
 NFC (IEFR) FAISALABAD

Project No. 2020-ME-019

NAME REPORT TITLE: DRAWING

DRAWN SAKHAWAT HASSAN SCALE VIEW
BY & M. HASEEB ALI 4:25 SIDE
CHECKED HAFIZ M. USMAN ALL DIMENSIONS ARE IN
BY IQBAL INCHES
Top View:

50
 NFC (IEFR) FAISALABAD

Project No. 2020-ME-019

REPORT TITLE:
NAME
DRAWING
DRAWN SAKHAWAT HASSAN SCALE VIEW
Transparent BY & M.HASEEB ALI 4:25 TOP
View: CHECKE HAFIZ M. USMAN ALL DIMENSIONS ARE IN
D BY [QBAL INCHES

51
 NFC (IEFR)FAISALABAD

Project No. 2020-ME-019

REPORT TITLE:
NAME
DRAWING
DRAWN SAKHAWAT HASSAN SCALE VIEW
BY & M.HASEEB ALI 4:25 Transparent
Exploded CHECKED HAFIZ M. USMAN ALL DIMENSIONS ARE IN
View: BY IQBAL INCHES

52 Vertical
Tail
 Aileron Propeller
Rudder

Wing Elevator

Horizont
al Tail
Fuselage
Tail
Boom

Front
Motor
gear

Rear Landing
Internal Tyre
Gear
Payload

NFC (IEFR) FAISALABAD

Project No. 2020-ME-019

NAME REPORT TITLE: DRAWING
DRAWN SAKHAWAT HASSAN & SCALE VIEW
BY M.HASEEB ALI 4:25 EXPLODED
CHECKED HAFIZ M. USMAN ALL DIMENSIONS ARE IN
BY IQBAL INCHES

53
 CHAPTER 5
5.1 MANUFACTURING PROCESS
Manufacturing process is very important in fabrication. A good plan and easy
manufacturing processes could yield a better performance and completion of mission
project in specified time. We have experience in plane construction because we have
built a prototype plane using Ply, Ash and balsa wood. This experience has taught us
many about manufacturing.

5.1.1 Material Selection:

As mentioned earlier, our preference is a low weight design. So materials to be choose
should be affordable, light weight, have strength and manufacturability. There were
two types of materials.

Primary Material & Secondary Material

Primary Material:

The primary material used for the construction of our aircraft kit. Materials were
selected on their specifications like availability, strength and weight. So we balsa wood
came out as a best option for construction.

Wing, Tail, Airfoil and Fuselage

Table 25 Primary Material

Weightage
FOM BALSA PLYWOOD Ash Wood
%
Strength 25 20 22 15
Manufacturability 8 5 6 4.5
Availability 17 14 15 12
Cost 20 18 17 10
Weightlessness 3o 25 22 24
Total 100 82 82 65.5

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Secondary Material:
Carbon fibers is used a secondary material having several advantages including high
stiffness, high tensile strength, low weight, high chemical resistance, high temperature
tolerance and low thermal expansion.

Booms: Figure 44 carbon fiber tubes

Table 26 Secondary Material

Weightage
FOM CARBON FIBER ALUMINUM WOOD
%
Strength 30 26 24 22
Availability 20 13 14 15
Cost 15 12 11 13
Weightlessness 35 30 27 25
Total 100 81 76 75

Landing gear:

Table 27 Landing gear

Weightage
FOM CARBON FIBER ALUMINIUM STEEL
%
Strength 30 26 24 24

Availability 20 16 18 18

Cost 15 12 14.5 8

Weight 35 30 28.5 24

Total 100 84 84 74

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Fiberglass:
Fiberglass is also used for the very same reason, lightweight, strong and less brittle.
The best part of fiberglass is its ability to get molded into various complex shapes

Figure 45 Fiber Glass

Fabrication:
In this phase we investigated several techniques for processing the balsa wood and
carbon fiber. We considered these techniques on the basis of several factors, kike
Availability of equipment, the economics of process, possibility of damaging material
and most important time of process.

5.1.2 Tools and Techniques:

Laser Cutting:

Fabrication is aided by using conventional as well as modern tools and processes. In

cutting process we used laser cutting machine due to its high accuracy and precision.
Laser cutting is the most advanced technology that uses a laser cutter as a cutting
material, and this is typically used for industrial manufacturing where we required mass
production, precision and accuracy. It’s working principle is most likely same as CNC.
The focused laser beam is directed at the material, which then either melts, burns,
vaporizes away or is blown away by a jet of gas leaving an edge with high quality
surface finish.

Grinding and Finishing:

This process uses abrasive tools to remove a material in the form of very small chips.
A grinding process provides a very fine surface finish. And finishing process is used to
give final touch of our desired dimension.

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 CHAPTER 6
6.1 TESTING
The main purpose of testing was to confirm the physical and functional approach of
design components before incorporation in the final design.
Battery:
Specifications of battery were known but, but testing of battery was done to check its
performance for satisfaction. Temperature, output voltage and current were examined
in both charging and discharging state to assure normal battery behavior.

Motor:

We performed motor testing by running the motor in loaded and unloaded conditions.
Its thrust was checked on static thrust calculator by adding motor, battery and esc
specifications.

Transmitter and Receiver:

As we could not compromise on any component so we performed a functioning test by

keeping a distance about 850m between receiver and transmitter.

6.2 Structural Testing

It is also mandatory to find best functioning and structural integrity of desired aircraft.

Landing Gear Buckling Analysis:

Figure 46 Landing Gear Buckling Analysis

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Boom Stress Analysis:

Figure 47 Boom Stress Analysis

Wing Main Beam Deflection Analysis:

Figure 48 Wing Main Beam Deflection Analysis

58
Wing Main Beam Strain Analysis

Figure 49 Wing Main Beam Strain Analysis

Final Assembly Air Flow Pressure Analysis:

Figure 50 Final Assembly Air Flow Pressure Analysis

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Air Flow Vector Analysis:

Figure 51 Air Flow Vector Analysis

PERFORMANCE RESULTS
After completion of testing phase we gathered all the tests and analysis. Propulsion
system was performing fine; stresses produced on structure were also in safe range.
Testing of all components describe their well performing capability. Static load and
dynamic drop test was performed on landing gear to confirm that it was structurally
good and able to land on rough ground surface. A dynamic drop test was then
performed that involved series of free fall drops with 5lb load. The performance of
aircraft in flight mission 1 ends up with all laps time in the range of 2.45 minutes and
completed takeoff within 40 feet due to the aircrafts light weight. For mission 2 the
aircraft have internal payload of exact 300g and take off distance is successfully
achieved. And payload is fixed in fuselage that it cannot move during inverted fly pass.
For mission 3 flight the aircraft have external payload of 600g and takeoff distance is
successfully achieved. And payload fixed under wing with ongoing flight testing for
next few weeks, further improvement will be made based upon the obtained results, to
achieve consistency in all flight missions.

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TESTING CHECKLIST

Actions Description
Remove Fuse a) Ensure aircraft is unarmed
Check CG a) Ensure proper distribution of weight in aircraft
a) Proper positioning of battery pack
Check Batteries
b) Secure to airframe
a) All wires are plugged-in
Check Connections
b) Electrical components are interconnected properly
Check Fail Safe a) Switch off transmitter to verify fail safe
Post Flight Checklist
a. Remove fuse
Disarm b. Turn off Transmitter
c. Disconnect Batteries

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Pictures Gallery:

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63
 RATED AIRCRAFT COST

Price
NO Item Name Quantity Store
(Rs)
1 Balsa (1.5 mm) 12 6300 Art Tech Hobbies

2 Balsa (6 mm) 8 3300 Art Tech Hobbies

3 Plastic Covering 5 3000 Full Throttle Hobbies

Landing Gears (Front+
4 1+1 1200 Full Throttle Hobbies
Rear)
5 Kyushu Servos 4 4000 Full Throttle Hobbies

6 Motor 1 2800 Hobby king.com

7 Electronic speed controller 1 3700 Hobby king.com

8 Carbon Tubes (8mm) 2 2100 Full Throttle Hobbies

9 Tower pro servo 4 2300 Ali Express.com

10 Calvis ,control horn 12 700 Full Throttle Hobbies

11 Push Rods 6 600 Full Throttle Hobbies

12 wheels 3 800 Full Throttle Hobbies

13 Propellers 2 1500 Full Throttle Hobbies

14 Linkage Stoppers 6 800 Full Throttle Hobbies

15 Servo Extensions 8 700 Full Throttle Hobbies

16 T-Connector 2 250 Full Throttle Hobbies

S17 Hinges 12 200 Full Throttle Hobbies

18 Battery 1 4800 Full Throttle Hobbies

19 Charger 1 1500 Ali Express.com

20 Radio Transmitter 1 12000 Ali Express.com

21 APM 2.8 1 5600 Ali Express.com

22 GPS 1 1800 Ali Express.com

23 Telemetry 1 set 3900 Ali Express.com

24 Others 4700

Total 68550

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 Rated Aircraft cost (RAC)

Balsa (1.5 mm)

6% Balsa (6 mm)
3% 5% 4%
7% 9%
2%
8% Plastic Covering
6%
18% Landing Gears (Front+
4% Rear)
7% Kyushu Servos
5%
3% 3%
2% 1% Motor
0% 2%
1%
1%
0% Electronic speed
1% controller
1%

Rated Aircraft weight (RAW)

15%
35%
11% Structure
Propulsion
10%
Avionics
Landing gear
29%
Accessories

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MILESTONE CHART

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 REFERENCES
a) Aircraft Design – A Conceptual Approach
i. By Daniel P Raymer
b) Aircraft Performance and Design (1999)
i. By Anderson, _ Jr
c) Aircraft Design Projects for Engineering Students
i. By Lloyd R. Jenkinson James F. Marchman III
d) AIAA Design Build and Fly contest reports
e) Newcomer, Lawrence. Unmanned Aviation:
i. A Brief History of Unmanned Aerial Vehicles

Websites:

http://www.aerodynamics4students.com/

https://howthingsfly.si.edu/flight-dynamics

http://www.flitetest.com/

http://www.freeengineeringbooks.com/AeroSpace/Aircraft-Design-Books.php

Software’s:

a) MS Word 2013,2016
b) MS Excel 2013,2016
c) MS Power Point 2013,2016
d) Solid Works 2016
e) Ansys 15.0

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