DESIGN AND FARICATION OF VERTICAL TAKEOFF AND
LANDING (VTOL) AIRCRAFT TO AID MEDICAL TRANSPORT
DURING EMERGENCIES
S Bharath. 1, Rahul N. 2, Shamanth K. 3, Vaishnavi Srivastvsa V. 4, Rishi J.P. 5
Department of Mechanical Engineering, Vidyavardhaka College of Engineering Mysuru.
5
asst prof, Department of Mechanical Engineering, Vidyavardhaka College of Engineering
Mysuru.
Abstract: The rise in technological
assistance for guided unmanned aerial
vehicles to aid and assist in military and
civil applications during this pandemic
time where safety and transport is of the
utmost importance without much human
intervention. The use of UAV’s can be
utilised to collect data for various purposes
over a vast expanse of area irrespective of
the geographical topology as it does not
require much of space to conduct its
operations owing to its working nature
within the constrained topology. The
hybrid VTOL is a cutting-edge technology
that can be utilised in military as well as
civil based application depending upon the
requirement. This project is a step closer in
the field of aviation as well as research
field to utilize and improve the pre-
existing UAV’s and to equip a
multipurpose aerial automobile to aid in
medical emergencies all the while
reducing the human intervention. The final
model was decided upon conducting
surveys, test and various prototypes which
shall be illustrated.
KEYWORDS: UAV, Hybrid, VTOL.
INTRODUCTION
Unmanned aerial vehicle (UAV) is well-
defined as an aerial traversing vehicle that
flies devoid of a human crew on board that
can be remotely controlled or can fly
autonomously there are over 1000 UAV
models being researched and developed in
over 56 countries, serving as indispensable
assistant for human operators in a broad
range of military and civil applications.
There is an urgent need to enhance the
transport and aid of medical facilities
during floods, earthquakes, or any other
natural disaster and this can be enhanced
by adapting technologies which have been
updated over the last decade. These
advancements must swiftly be utilized
under various circumstances depending
upon the end effects depending upon its
need the hybrid VTOL is a cutting-edge
technology that can be utilised in military
as well as civil based application
depending upon the application at various
sectors.
There are various types of UAVs, small-
scale UAVs, are gaining top interest and
popularity as Small-scale UAVs are a
powerful tool for scientific research due to
attractive features such as low cost, easy
maintenance, and high manoeuvrability
which have high and advanced model
dynamics, design, navigation, and flight
control. Small-scale UAVs can be
implemented in a myriad of civil
applications.
Typical cases include: (1) radiation
monitoring, (2) pollution assessment, (3)
aerial filming, (4) geological survey, (5)
weather forecast, (6) victim search and
rescue, (7) fire detection, and (8)
emergency monitoring. This project
focuses on design and implementation of
hybrid VTOL for medical aid during
emergencies over a short distance.
 number helps us to consider the airfoil to
design the required wing.
LITERATURE SURVEY
 Reynolds Number
Initially we poured our time on literature ρ× Vt ×C
survey to understand the need for new Re=
μ
methods of transport and analysed the pre- Re=1,06,736.51
existing methods to improve and
accommodate an innovative method to this
predicament. The team analysed and Where C=Chord length [0.15m]
projected various designs for the UAV and
ρ= Density of air
came up with the preliminary design and
various analysis was performed on the Vt=Turning Velocity
aircraft to test the design factors and [15m/s]
changes were done accordingly. There
were few complications with the aircraft µ=Dynamic Viscosity of air [STP
with respect to the motor configurations 1.7875 x 10-5 ]
and its ability to vary the aircraft from a For the above Reynolds number of
temporary state of quadcopter in dynamic 106736.51 multiple airfoils were
motion to a dynamic stationary aircraft considered then the team selected
vessel this was analysed, and a suitable airfoils which were suitable for the
turning mechanism was inculcated. The obtained Reynolds number and three
team finally decided to go ahead with the of the suitable airfoils were tested for
design modifications after various 4 points to determine the best one.
literature survey of modern small-scale  Maximum coefficient of lift
aircrafts with various onboard processing [Cl]
units making this aircraft the best in its  Minimum coefficient of
variation. drag [Cd]
METHODOLOGY  Stable Pitching Moment
[Cm]
The design methodology is based on the  Maximum ratio of
literature survey which involves the Coefficient of lift Vs
collection of various industrial data, Coefficient of drag.
ergonomics, economics and choosing of
the proper feasible type with the
application of mathematical formulae. The
design Methodology is as follows:
Calculation
Design
Analysis
Fabrication CL VS ALPHA
Reynolds Number
The Reynolds number is defined as the
product of density times velocity times length
divided by the viscosity coefficient. This is
proportional to the ratio of inertial forces and
viscous forces (forces resistant to change and
heavy and gluey forces) in a fluid flow. This
 After calculating the Reynold’s
number and finalizing the airfoil
the wing characteristics were
calculated. The aspect ratio was
calculated by taking various
considerations of span and
planform area the team was able to
analyze and considered various
values and 6 was selected as it
CD VS ALPHA falls under the range of subsonic
MAXIMUM TAKEOFF WEIGHT planes

The maximum take-off weight (MTOW) of an

aircraft is the maximum weight at which the
pilot is allowed to attempt to take off, due to
(0-3 supersonic planes, 4-7
structural or other limits. this is based on two subsonic planes, 7> gliders) and
specific requirements i) Structural the calculations are as follows-
requirements ii) Performance requirements.
Total weight including payload. 1. The necessary planform area was
calculated to be s= 0.135m2
W = 2 kg
2. The team considered multiple
TAPER RATIO Aspect Ratio and finalized it to be
6.
Taper ratio is characterized as the ratio
b2
between the chord of the tip (Ct) and the chord 3. Aspect Ratio (AR) =
of the root (Cr). This is applied to the wing, s
the horizontal tail, and the vertical tail. Since 4. b=√ s∗AR = √ 0.135∗6 = 0.9 m
we have selected a rectangular wing the tip s
5. c= = 0.15m
chord and the root chord remains the same b
hence the tapper ratio is unity. a. Where: s = Planform area
c t 0.1825 i. c = Chord length
 Taper ratio (λ) = = =1 ii. b = Span
c r 0.1825 iii. AR = Aspect Ratio
As the tapper ratio is 1 the chord remains
the same throughout the wing. So the mean EMPENNAGE CALCULATIONS
aerodynamic chord [CMGC ] is given by
The 2 main components of the
2 1+ λ+ λ 2 empennage are the horizontal and the
MAC(CMGC) = × Cr × ( ¿
3 1+ λ vertical Stabilizer. The main purpose of
a horizontal tail is pitch stability and
2 1+ 1+12
= × 0.15 × ( ) the main purpose of the vertical
3 1+1 stabilizer is Directional Stability or
CMGC ¿0.15m Yaw control.
Where, λ =Taper ratio HORIZONTAL CALCULATIONS
Horizontal stabiliser (ARH)=3
Cr =Chord length at the SH
root of the wing. SH = 0.03m2 =0.23
S
Ct=Chord length at the tip b2
bH=0.3m ARH =
of the wing. SH
CH = 0.1m
WING CALCULATIONS
VERTICAL CALCULATIONS
 analysed accordingly and adopted at a
Vertical stabiliser (ARV)=3 suitable distance from the wing tip to
s counter the vortex which in turn causes the
ARv = 3 v =0.118 push-down effect.
s
SV = 0.016m2
PROPULSION
b2
bV = 0.16 m ARV=
Sv By Newton's third law of action and
Cv=0.75m reaction a propulsion system drives a
machine that produces thrust to push an
λ= 0.5 object forward while constantly
Ctv = 0.5m maintaining its output for a steady lift-off
or take-off of airplanes.
Crv = 0.1m
Cavg =0.75m These were the load test reports for various
propellor sizes -

MOTOR SPECIFICATIONS
The design details are listed as follows:
 Brushless Motor: RPM/ V –
1000 rpm
 Number of motors = 2
 Prop: Electric Flight Prop
10*4.5
 ESC: 30 A
 Number of ESC = 2
 Number of battery cells: 3
 Battery Voltage: 11.1V FABRICATION
 Peak discharge of battery: 30C
 Battery Discharge plug: XT60

DESIGN
The team after various CAD modelling
and analysis, we were able to concur our
end effects of the factors considered and
determined rectangular wing as the
Fuselage Assembly
suitable wing configurations after careful
examination of data and historical
references. The fuselage had a small fusion
of two fuselage models to accommodate
smoother flow of the aircraft during
vertical manoeuvring as well as horizontal
manoeuvring, which in turn enables us
more surface area for the payload to be
attached to ensure the payload has more
FOS (1<under design, optimum values1-
5). The team had to counter the vortex that
was being created by the aircraft wing and
H-Tail countered this effect it was

Propulsion Vectoring mechanism
Completed Model with Payload
ANALYSIS
The team after completing the 3D model
went ahead with the analysis in which flow
analysis was carried out to determine the
velocity and pressure contours for the
selected airfoil under working conditions
and the results were obtained accordingly.
After determining that no drastic
deformations took place for the flow
analysis, we performed flow analysis on
the entire plane to determine that the
selected values were of aircraft ensured the
required end effect. We observed the flow
of the vortex from the wing and the
empennage countering in order to maintain
the stability of the aircraft.
We also performed lateral and longitudinal
stability analysis in order to ensure the
safety of the aircraft and the payload thus
ensuring the FOS of the design for any
given variation with respect to velocity or
the angle of deformation.
LOGIT
UDINAL STABILITY
LATERAL STABILITY
RESULTS
Through testing the VTOL, we were able
to see that the specification mentioned like
easy flight, vertical take-off and landing
were achieved and the load carrying space  O. Kohn (1972). Military Vertical
can be used for various purposes like Takeoff and Landing (VTOL)
medical transport, food package delivery Propulsion Systems Design, 72-
and to spray sanitizer. These results were GT-73, V001T01A072;
primarily achieved using the analysis https://doi.org/10.1115/72-GT-73
software like ANSYS and XFLR5 and the
3D model was created using SolidWorks.  Merrick, V. and Gerdes, R.,
The main reason behind this project work "VTOL Controls for Shipboard
was to maximise the utilization of VTOL Operations," SAE Technical Paper
instead of power lifted aircraft and 831428,
rotorcraft. The team was able to achieve a 1983, https://doi.org/10.4271/8314
simple design structure which is light 28.
weight but has high strength to weight
ratio for VTOL.  Dennis G. Pelaccio. Feasibility of a
responsive, hybrid propulsion
augmented,
Vertical‐Takeoff‐and‐Landing,
Single‐Stage‐to‐Orbit launch
FUTURE SCOPE system AIP Conference
Proceedings 361, 545
The project which we have done is fully
(1996); https://doi.org/10.1063/1.4
aero-mechanical in which some operations
9956
are done manually, and flying is radio-
controlled. The future scope is to make it
 P. Setlur; D. Dawson; Y. Fang; B.
fully automatic by using an advanced
Costic. Nonlinear tracking control
controller. The project can be modified by
of the VTOL aircraft. P: IEEE.
the endurance range. Further this design
I: 7198002
and model can be implemented in a day-
DOI: 10.1109/CDC.2001.980928
to-day commercialized situation in which
it is accessible for various crowds targeting
 Armutcuoglu · 2004 · Tilt Duct
various purposes. This design can also be
Vertical Takeoff and Landing
altered and remodeled according to
Uninhabited Aerial. Vehicle
specific needs as there is less complexity
Concept Design Study
in design and in ease of fabrication. The
https://doi.org/10.2514/1.271
simple design and its effective range to
adapt to any given task without much
hinderance enables us to tackle more
 Shuhe Zhang (2017) Review of
problems effectively.
Vertical Take-Off and Landing
Aircraft P: 53-56
ACKWNOWLADGEMENT DOI: 10.1109/ICMCCE.2017.9

All the authors have contributed equally

 D. F. Finger, FH-Aachen, Institute
for the paper
of Aircraft Engineering
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