Tonghop CC02 2

UNIVERSITY OF TECHNOLOGY HO CHI MINH CITY
AEROSPACE ENGINEERING
REPORT
TR4015 – AEROSPACE ENGINEERING LAB 3

Full version
Group: 02
Class: CC02
Semester: 231
Instructor: Ph.D. Đặng Trung Duẩn
Name Student ID
Nguyễn Đình Hoàng 2052480
Ngô Hà Gia Bảo 2052875
Vũ Đức Anh 2052854
Nguyễn Ngọc Minh 2052598
Ho Chi Minh city, December 20th, 2023.

TABLE OF CONTENTS Group 02
TABLE OF CONTENTS
TABLE OF CONTENTS ........................................................................................................................ i
LIST OF TABLES ................................................................................................................................ vi
LIST OF FIGURES ........................................................................................................................... viii
WORK DISTRIBUTION .................................................................................................................... xv
LAB 1. AIRCRAFT MODEL SURVEY EXPERIMENT ................................................................ 1
1. Experiment purpose ...............................................................................................................1
2. Experimental contents ............................................................................................................1
3. Experimental problems ..........................................................................................................1
4. Conducting experiment ..........................................................................................................2
5. Experimental results ...............................................................................................................3
5.1. Problem 1 .........................................................................................................................3
5.2. Problem 2 .........................................................................................................................6
5.3. Problem 3 .........................................................................................................................8
5.4. Problem 4 .......................................................................................................................12
5.5. Problem 5 .......................................................................................................................20
5.6. Problem 6 .......................................................................................................................21
5.7. Problem 7 .......................................................................................................................23
6. Discussion ..............................................................................................................................28
LAB 2. INVESTIGATING AERODYNAMIC FORCES AND MOMENTS ON 3D WINGS ... 29
1. Experimental purposes .........................................................................................................29
2. Theoretical basis ...................................................................................................................29
3. Formulas used .......................................................................................................................31
4. Experimental equipment ......................................................................................................32
4.1. Wind tunnel .....................................................................................................................32
4.2. FM101 Three Component Balance.................................................................................33
4.3. Calibration method and construction of performance curve of the Balance .................36
Page i
5. Conducting the experiment ..................................................................................................39
6. Experiment data....................................................................................................................41
6.1. The velocity corresponding to the frequency: ................................................................41
6.2. The FIRST wing sample: ................................................................................................41
6.3. The SECOND wing sample: ...........................................................................................43
7. Analysing data .......................................................................................................................45
7.1. The FIRST wing sample: ................................................................................................45
7.2. The SECOND wing sample: ...........................................................................................47
8. Results ....................................................................................................................................52
8.1. The FIRST wing sample at 14Hz: ...................................................................................52
8.2. The FIRST wing sample at 30Hz: ...................................................................................54
8.3. The SECOND wing sample at 14Hz: ..............................................................................56
8.4. The SECOND wing sample at 30Hz: ..............................................................................58
9. Comments ..............................................................................................................................60
LAB 3. SINGLE AXIS DRAGING TEST OF SUS304 METAL ................................................... 61
1. Experiment purpose .............................................................................................................61
2.1. Characteristics Curve .....................................................................................................61
2.2. Determining stress and strain in a material ...................................................................63
3. Setting up experiment...........................................................................................................64
3.1. Experimental sample ......................................................................................................64
3.2. Experimental equipment .................................................................................................65
4. Conducting experiment ........................................................................................................66
4.1. Installing the test specimen.............................................................................................66
4.2. Setting up the experiment ...............................................................................................68
5. Experimental results .............................................................................................................73
5.1. Describe the experimental process .................................................................................73
5.2. The Force-Displacement diagram ..................................................................................74
6. Analysing data .......................................................................................................................77
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7. Results ....................................................................................................................................80
8. Comments ..............................................................................................................................83
LAB 4. EXPERIMENT 1: EXPERIMENT ON THE EFFECT OF STRESS

CONCENTRATION ON THE CRACKING PROCESS OF PAPER ............................. 85
1. Experiment purpose .............................................................................................................85
3. Experimental sample ............................................................................................................86
4. Experimental equipment ......................................................................................................87
5. Preparing for experiment .....................................................................................................87
5.1. Influenced by cut shape ..................................................................................................87
5.2. Effect of opening angle 𝛼 on V-notch .............................................................................88
6. Conducting experiments.......................................................................................................89
7. Experimental data ................................................................................................................90
8. Analysing data .......................................................................................................................92
9. Results ....................................................................................................................................97
10. Comments ............................................................................................................................101
10.1. Explain..........................................................................................................................101
10.2. Comments about the results ..........................................................................................101
LAB 4. EXPERIMENT 2: EXPERIMENT TO SURVEY THE EFFECT OF INCLINATION

ANGLE α ON DESTROYING FORCE ........................................................................... 103
1. Experiment purpose ...........................................................................................................103
2. Theoretical basis .................................................................................................................103
3. Experimental sample ..........................................................................................................105
4. Experimental equipment ....................................................................................................105
5. Preparing for experiment ...................................................................................................105
6. Conducting experiments.....................................................................................................107
7. Experimental data ..............................................................................................................108
8. Analysing data .....................................................................................................................111
9. Results ..................................................................................................................................115
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10. Comments ............................................................................................................................118
10.1. Explain..........................................................................................................................118
10.2. Comments about the results..........................................................................................118
LAB 5. INVESTIGATING AERODYNAMIC FORCES AND MOMENTS ON 2D WING ... 120
1. Experimental purposes .......................................................................................................120
2. 2D wing theory [11] ............................................................................................................120
3. Formulas used .....................................................................................................................122
4. Experimental equipment ....................................................................................................123
4.1. Wind tunnel ...................................................................................................................123
4.2. FM101 Three Component Balance...............................................................................124
4.3. Calibration method and construction of performance curve of the Balance ...............127
5. Conducting the experiment ................................................................................................131
6. Experiment data..................................................................................................................133
7. Analysing data .....................................................................................................................134
8. Results ..................................................................................................................................142
9. Comments ............................................................................................................................147
LAB 6. DRONE FLYING INSTRUCTIONS ................................................................................ 148
2. Experimental contents ........................................................................................................148
3. Report request .....................................................................................................................148
3.1. Students present the regulations of the Civil Aviation Authority of Vietnam (CAAV) for
Drone flying. Students tell which areas are allowed to fly Drones. .............................148
3.2. Students present the process of registering to fly Drones in Vietnam. .........................154
3.3. Students describe 9 Drone Flying practices. [18] ........................................................156
LAB 7. FLY COMMERCIAL FLIGHT SIMULATOR .............................................................. 168
2. Content.................................................................................................................................168
2.1. Activity 1 .......................................................................................................................169
2.2. Activity 2 .......................................................................................................................171
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2.3. Activity 3 .......................................................................................................................182
2.4. Activity 4 .......................................................................................................................186
2.5. Activity 5 .......................................................................................................................189
2.6. Activity 6 .......................................................................................................................191
2.7. Activity 7 .......................................................................................................................193
3. Experimental requirements ...............................................................................................195
REFERENCES .............................................................................................................................. 204
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LIST OF TABLES Group 02
LIST OF TABLES
Table 1. The model’s parameters from the experiment............................................................................3
Table 2. The components' s weight of the aircraft model. .......................................................................6
Table 3. The moment of each aircraft’s component. ..............................................................................10
Table 4. Wetted area of each component of the aircraft. .......................................................................13
Table 5. Values of three moment of the aircraft.....................................................................................23
Table 6. Longitudinal stability coefficients. ...........................................................................................25
Table 7. Lateral stability coefficients. ....................................................................................................26
Table 8. The frequency and velocity, respectively. ................................................................................41
Table 9. The dimensions of the FIRST wing sample. ............................................................................41
Table 10. The experimental data of the FIRST wing sample at 14Hz. ..................................................42
Table 11. The experimental data of the FIRST wing sample at 30Hz. ..................................................42
Table 12. The dimensions of the SECOND wing sample. .....................................................................43
Table 13. The experimental data of the SECOND wing sample at 14Hz. .............................................44
Table 14. The experimental data of the SECOND wing sample at 30Hz. .............................................44
Table 15. Analyzing the data of the FIRST wing sample at 14Hz. ........................................................45
Table 16. Analyzing the data of the FIRST wing sample at 14Hz (continue). ......................................45
Table 17. Analyzing the data of the FIRST wing sample at 30Hz. ........................................................46
Table 18. Analyzing the data of the FIRST wing sample at 30Hz (continue). ......................................46
Table 19. Analyzing the data of the SECOND wing sample at 14Hz. ...................................................47
Table 20. Analyzing the data of the SECOND wing sample at 14Hz (continue). .................................47
Table 21. Analyzing the data of the SECOND wing sample at 30Hz. ...................................................48
Table 22. Analyzing the data of the SECOND wing sample at 30Hz (continue). .................................48
Table 23. The first result table. ..............................................................................................................77
Table 24. The second result table. ..........................................................................................................77
Table 25. The third result table. .............................................................................................................77
Table 26. Data table of sample 1. ...........................................................................................................90
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LIST OF TABLES Group 02
Table 28. Data table sample 3. ...............................................................................................................91
Table 30. Analysing data of sample 1. ...................................................................................................92
Table 34. Experimental data of sample 5. ............................................................................................108
Table 37. Analysing data of sample 5. .................................................................................................111
Table 38. Analysing data of sample 5 (continue). ................................................................................111
Table 43. Dimensions of the 2D sample. .............................................................................................133
Table 44. Experiment data of 2D wing with flap angle 0o at 0m/s and at 21.6986 m/s (at 30Hz),
respectively. ..........................................................................................................................133
Table 45. Experiment data of 2D wing with flap angle 10o at 0m/s and at 21.6986 m/s (at 30Hz),
respectively. ..........................................................................................................................134
Table 46. Analysing data of the 2D wing with flap angle 0o. ..............................................................134
Table 47. Analysing data of the 2D wing with flap angle 10o. ............................................................135
Table 48. Flap level's recommended in the flight deck. .......................................................................196
Table 49. Automatic Terminal Information Service. ...........................................................................200
Table 50. Clearance and Delivery. .......................................................................................................200
Table 51. Ground. ................................................................................................................................201
Table 52. Arrival. .................................................................................................................................201
Table 53. Approaching Terminal. ........................................................................................................201
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WORK DISTRIBUTION Group 02
LIST OF FIGURES
Figure 1. Front view, Top view, Side view and 3D drawing of the aircraft.............................................4
Figure 2. Plotting the wing profile by PlotDigitizer software. .................................................................5
Figure 3. Plotting the wing profile again by Excel software. ...................................................................6
Figure 4. The nose of aircraft assumed as Datum. [1] .............................................................................8
Figure 5. 2D model including the mesh grid, the MAC and the CG position. [2] ...................................9
Figure 6. The formula of moment. [3] .....................................................................................................9
Figure 7. Center of gravity from manufacturer. .....................................................................................10
Figure 8. Relation between Friction Coefficient and Reynold Number. [6] ..........................................14
Figure 9. Fuselage of the model .............................................................................................................15
Figure 10. Model Wing with Sweep Angle of 340. ................................................................................16
Figure 11. XFLR5 interface for E186 Airfoil with Re=300k at AOA=00..............................................17
Figure 12. Winglets section. ...................................................................................................................18
Figure 13. The RC model Drag polar respect with L/D ratio. ................................................................19
Figure 14. Propeller 9045 specs. [8] ......................................................................................................20
Figure 15. APC propeller 9045. .............................................................................................................21
Figure 16. Three axes on an aircraft. ......................................................................................................22
Figure 17. 3D wing force analysis diagram with the induced drag component Di. ...............................30
Figure 18. The KD coefficient determines the induced drag force for a trapezoidal wing without twist
according to Prantle's lift line theory. [10] .............................................................................30
Figure 19. The coefficient KL determines the lift line slope for a trapezoidal wing without twist according
to Prantle's lift line theory. [10] ..............................................................................................31
Figure 20. Resultant force at center of pressure. ....................................................................................31
Figure 21. Resultant force at center of pressure. ....................................................................................32
Figure 22. The wind tunnel. ...................................................................................................................33
Figure 23. FM101 Three Component Balance. ......................................................................................33
Figure 24. Strain gauge. .........................................................................................................................34
Figure 25. Wheatstone balanced resistor bridge principle. ....................................................................35
Figure 26. Diagram of force applied to the sensor. ................................................................................35

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Figure 27. CM-013 Loadcell Indicator. .................................................................................................36
Figure 28. Installing the Balance............................................................................................................37
Figure 29. The Balance installed in the frame (back side). ....................................................................37
Figure 30. Determining the characteristics of resistance components: Newton-Volt. ...........................38
Figure 31. Determining the characteristics of Fore-Lift lift force components: Newton-Volt. .............39
Figure 32. Determining the characteristics of Aft-Lift lift force components: Newton-Volt. ...............39
Figure 33. The diagram between the lift coefficient CL and angle of attack (AOA) at 14Hz. ...............52
Figure 34. The diagram between the drag coefficient CD and angle of attack (AOA) at 14Hz. ............52
Figure 35. The diagram between the drag coefficient CD and the lift coefficient CL at 14Hz. ..............53
Figure 36. The diagram between the pressure center position and angle of attack (AOA) at 14Hz. .....53
Figure 39. The diagram between the drag coefficient CD and the lift coefficient CL at 30Hz. ..............55
Figure 40. The diagram between the pressure centre position and angle of attack (AOA) at 30Hz. .....55
Figure 43. The diagram between the drag coefficient CD and the lift coefficient CL at 14Hz. ............57
Figure 45. The diagram between the lift coefficient CL and angle of attack (AOA) at 30Hz. ..............58
Figure 46. The diagram between the drag coefficient CD and angle of attack (AOA) at 30Hz. ...........58
Figure 47. The diagram between the drag coefficient CD and the lift coefficient CL at 30Hz. ............59
Figure 49. Tensile Stress-Strain Curve ..................................................................................................61
Figure 50. Stress-Strain Curve, Elastic Material Model. .......................................................................62
Figure 51. Technical Stress-Strain Curve...............................................................................................64
Figure 52. SUS304 Stainless Steel Test Specimen. ...............................................................................65
Figure 53. Experimental Setup Diagram. ...............................................................................................66
Figure 54. Installing the test specimen. ..................................................................................................66
Figure 55. Control panel.........................................................................................................................67
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Figure 56. Project Information Display window. ...................................................................................68
Figure 57. Experiment Type Selection window. ....................................................................................69
Figure 58. Sample Cross-sectional Shape Selection. .............................................................................69
Figure 59. Load Rate Control Selection. ................................................................................................70
Figure 60. Loading process selection. ....................................................................................................70
Figure 61. Experimental Sample Information and Loading Mode Display window. ............................70
Figure 62. Completion Confirmation Screen. ........................................................................................71
Figure 63. Experiment Completion Screen. ...........................................................................................72
Figure 64. Results Display Screen. ........................................................................................................72
Figure 65. The process of pulling the test sample through each stage. ..................................................73
Figure 66. The test sample after being destroyed. ..................................................................................73
Figure 67. The screen displays the results..............................................................................................74
Figure 68. The Force-Displacement diagram of sample 1. ....................................................................74
Figure 71. Three stages when stretching the material. ...........................................................................78
Figure 72. Force-Displacement diagram of sample 1. ...........................................................................80
Figure 73. Stress-Strain diagram of sample 1. .......................................................................................80
Figure 78. The reference stress-strain graph on the internet. .................................................................84
Figure 79. Stress concentration coefficient Ktn for flat tensile plate with U-notch on one edge (from
photo elastic data of Cole and Brown 1958). ..........................................................................86
Figure 80. Experimental sample.............................................................................................................86
Figure 81. Paper destruction simulation device. ....................................................................................87
Figure 82. Sample 1. ..............................................................................................................................87
Figure 83. Sample 2. ..............................................................................................................................88
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Figure 84. Sample 3. ..............................................................................................................................88
Figure 85. Sample 4. ..............................................................................................................................88
Figure 86. The width d on the samples. .................................................................................................96
Figure 87. Sample 1 starts to crack when being stretched nearly to the limit. .......................................97
Figure 88. Sample 1 is completely cracked............................................................................................97
Figure 93. Sample 4 starts to crack when being stretched nearly to the limit. .....................................100
Figure 94. Sample 4 is completely cracked..........................................................................................100
Figure 95. Destructive force diagram of samples 1,2,3 and 4. .............................................................101
Figure 96. Flat plate tensile in the y direction with a groove 2a long, inclined at an angle α with respect
to the y axis. ..........................................................................................................................103
Figure 97. Converting the coordinate system.......................................................................................104
Figure 98. A flat plate subjected to tensile stress in the x and y directions..........................................104
Figure 99. Experimental sample...........................................................................................................105
Figure 100. Paper destruction simulation device. ................................................................................105
Figure 101. Sample 5. ..........................................................................................................................106
Figure 102. Sample 6. ..........................................................................................................................106
Figure 103. Sample 7. ..........................................................................................................................106
Figure 104. The width d and a value on the samples. ..........................................................................114
Figure 105. Sample 5 starts to crack when being stretched nearly to the limit. ...................................115
Figure 106. Sample 5 is completely cracked........................................................................................115
Figure 111. Destructive force diagram of samples 5,6 and 7. ..............................................................118
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Figure 112.The chart illustrates the lift coefficient and moment coefficient at the position c/4. .........121
Figure 113. The chart illustrates the change of lift coefficient when changing the flap angle. ............122
Figure 114. Resultant force at center of pressure. ................................................................................123
Figure 115. Resultant force at center of pressure. ................................................................................123
Figure 116. The wind tunnel. ...............................................................................................................124
Figure 117. FM101 Three Component Balance. ..................................................................................124
Figure 118. Strain gauge. .....................................................................................................................125
Figure 119. Wheatstone balanced resistor bridge principle. ................................................................126
Figure 120. Diagram of force applied to the sensor. ............................................................................126
Figure 121. CM-013 Loadcell Indicator...............................................................................................127
Figure 122. Installing the Balance........................................................................................................128
Figure 123. The Balance installed in the frame (back side). ................................................................128
Figure 124. Determining the characteristics of resistance components: Newton-Volt. .......................129
Figure 125. Determining the characteristics of Fore-Lift lift force components: Newton-Volt. .........130
Figure 126. Determining the characteristics of Aft-Lift lift force components: Newton-Volt. ...........130
Figure 127. Representative drag coefficients CD for various three-dimensional bodies based on the
frontal area for Re >104. [12] ................................................................................................138
Figure 128. Coefficient of drag for finite cylinder in laminar flow. ....................................................139
Figure 129. Lift coefficient flap 0o apply 2D wing formula.................................................................142
Figure 130. Moment coefficient at quarter-chord with respect to angle of attack of 2D wing formula
(flap 0o). ................................................................................................................................142
Figure 131. Center pressure position with respect to angle of attack of 2D wing formula (flap 0o). ...143
Figure 132. Lift Coefficient Flap 0o apply 3D Wing Formula. ............................................................143
Figure 133. Drag Coefficient Flap 0o apply 3D Wing Formula. ..........................................................144
Figure 134. Lift Coefficient Flap 10o apply 2D Wing Formula. ..........................................................144
Figure 135. Moment coefficient at quarter-chord with respect to angle of attack of 2D wing formula
(flap 10o). ..............................................................................................................................145
Figure 136. Center pressure position with respect to angle of attack of 2D wing formula (flap 10o). .145
Figure 137. Lift Coefficient Flap 10o apply 3D Wing Formula. ..........................................................146
Figure 138. Drag Coefficient Flap 10o apply 3D Wing Formula. ........................................................146
Page xii
Figure 139. Drone No - Fly 2D zones established around airports starting in 2020. [16] ...................150
Figure 140. Drone No - Fly 3D zones established around airports starting in 2020. [16] ...................151
Figure 141. Drone No - Fly 2D zones established around Tan Son Nhat airports, Ho Chi Minh city on
DJI app. .................................................................................................................................152
Figure 142. No - Fly zone at a helicopter landing site starting in 2020. [16].......................................153
Figure 143. Practice 1...........................................................................................................................157
Figure 144. Practice 2...........................................................................................................................158
Figure 145. Practice 3...........................................................................................................................159
Figure 146. Practice 4...........................................................................................................................160
Figure 147. Practice 5...........................................................................................................................162
Figure 148. Practice 6...........................................................................................................................163
Figure 149. Practice 7...........................................................................................................................165
Figure 150. Practice 9...........................................................................................................................167
Figure 151. Example of trim tab on elevator........................................................................................169
Figure 152. Trim tab operation. ...........................................................................................................169
Figure 153. Trim tab mechanism visualization. ...................................................................................170
Figure 154. Antiservo tab trim mechanism. .........................................................................................170
Figure 155. Ground adjustable tab on the Cessna. ...............................................................................171
Figure 156. Flight control surfaces panel. ............................................................................................173
Figure 157. Flight control system. .......................................................................................................173
Figure 158. Navigation system.............................................................................................................174
Figure 159. Electric control panel. .......................................................................................................175
Figure 160. Emergency exit light panel. ..............................................................................................176
Figure 161. Window heat panel. ..........................................................................................................177
Figure 162. Hydraulic control panel. ...................................................................................................177
Figure 163. Position of hydraulic control panel. ..................................................................................178
Figure 164. Hydraulic system status. ...................................................................................................178
Figure 165. Lighting panel. ..................................................................................................................178
Figure 166. Fuel system control panel. ................................................................................................180
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Figure 167. Air conditioning panel. .....................................................................................................180
Figure 168. Pressurization control panel. .............................................................................................181
Figure 169. Communication system panel. ..........................................................................................182
Figure 170. Traffic radar. .....................................................................................................................182
Figure 171. Electriccal power up procedure. .......................................................................................183
Figure 172. The battery buttons. ..........................................................................................................183
Figure 173. Hydraulic control panel. ...................................................................................................183
Figure 174. MCU data insert. ...............................................................................................................185
Figure 175. The center of gravity check procedure..............................................................................185
Figure 176. Before Takeoff and Takeoff Checklist. ............................................................................186
Figure 177. Actual image of the TO/GA button position on the Boeing 787 throttle lever. ................187
Figure 178. After Takeoff Checklist. ...................................................................................................187
Figure 179. Speed limit is shown on the left with Flight Director. ......................................................188
Figure 180. Phonetic alphabet table. ....................................................................................................189
Figure 181. Waypoint...........................................................................................................................190
Figure 182. Waypoint is displaced on the Navigation Display (ND)...................................................190
Figure 183. Climb checklist. ................................................................................................................191
Figure 184. Checklist for decent and cruise. ........................................................................................192
Figure 185. Approaching the runway. ..................................................................................................193
Figure 186. Post - landing. ...................................................................................................................194
Figure 187. TOPER Calculator Boeing B787-10.................................................................................195
Figure 188. Weight and balance...........................................................................................................196
Figure 189. Weight and balance parameters with CG position on the aircraft. ...................................197
Figure 190. Control yoke of the flight simulator..................................................................................198
Figure 191. ATIS info returns from VATSIM. ....................................................................................200
Figure 192. ICAO - airport chart of Manchester Airport. ....................................................................201
Page xiv
WORK DISTRIBUTION
Lab Name Work distribution

Problem 1 &2, Do report
Nguyễn Đình Hoàng
& Check all
Lab1 – Aircraft Model Ngô Hà Gia Bảo Problem 3 & 4
Vũ Đức Anh Problem 5
Nguyễn Ngọc Minh Problem 6 & 7
Nguyễn Đình Hoàng Do report & Check all
Ngô Hà Gia Bảo Analysing data
Lab 2 – 3D wings in the
wind tunnel Analysing data &
Vũ Đức Anh
Comments
Nguyễn Ngọc Minh Analysing data
Nguyễn Đình Hoàng Report & Check all
Lab 3 – Stretching the Ngô Hà Gia Bảo Data Analysis
SUS304 metal Vũ Đức Anh Comments
Nguyễn Ngọc Minh Data Analysis
Data Analysis, Report &
Nguyễn Đình Hoàng
Check all
Lab 4 – Stretching papers Ngô Hà Gia Bảo Data Analysis
Vũ Đức Anh Comments
Nguyễn Ngọc Minh Data Analysis
Nguyễn Đình Hoàng Do report & Check all
Lab 5 -2D wings in the Ngô Hà Gia Bảo Comments
wind tunnel Vũ Đức Anh Data Analysis
Nguyễn Ngọc Minh Comments
Nguyễn Đình Hoàng Question 1 & 2, Do report
Lab 6 – Drone flying Ngô Hà Gia Bảo
instructions Vũ Đức Anh Question 3
Nguyễn Ngọc Minh
Nguyễn Đình Hoàng Activity 1 & Report
Lab 7 – Fly commercial Ngô Hà Gia Bảo Activity 2 & 3
flight simulator Vũ Đức Anh Activity 3 & 4
Nguyễn Ngọc Minh Activity 4 & 5
Page xv
AIRCRAFT MODEL Group 02
LAB 1. AIRCRAFT MODEL SURVEY EXPERIMENT
1. Experiment purpose
Helps students learn to understand the design of a model aircraft, understand the
controls, and perform several measurements and calculations on the models, thus
re-doing the design process as well as understanding the problems that arise when
designing a building, understanding the design process.
The model presented is a fully built miniature model of a flat-wing aircraft.
2. Experimental contents
Each group will take turns surveying a model airplane and answering questions
according to the requirements.
The evaluation of the experimental results will be based on each group's report at
the end.
3. Experimental problems
1. Measure and draw 3 projections of the model aircraft assigned to your group,
along with the geometric parameters and aerodynamic configuration of the
survey model's design.
2. Estimate the take-off weight of the survey flight model. From there, a mass
table of each part of the flight model is estimated.
3. Determine the design focus of the model airplane your group is assigned.
From there, combine with the mass distribution results found in question (2)
to re-evaluate the model's focus, comparing it with the given design focus?
4. Estimate the overall drag force of the survey flight model from the geometric
and aerodynamic parameters obtained in question (1)?
5. Present the process of determining engine capacity and selecting an engine for
a designed aircraft model (pinwheel aircraft). Speak more clearly about the
interrelationship between the propeller and the engine during this period.
Apply to the aircraft model you measure: What is the drag force when flying
at a speed of 20m/s? Is the selected engine capacity appropriate? Model
Page 1
airplane enthusiasts often say: "Each type of propeller is only suitable for one
type of engine". With the knowledge you have learned, how do you
understand the above statement? Explain.
6. Estimate the mass moment of inertia through the three basic axes (Ixx, Iyy, Izz)
of the survey flight model?
7. Vertical stability response and directional/roll stability response of the survey

flight model?
4. Conducting experiment
Step 1: Measure basic geometric parameters.

Step 2: Estimate the mass and centre of gravity parameters.
Step 3: Measure other parameters such as mass and centre of gravity of each part;
then compare with the estimated results from the Solidworks model.
Step 4: Estimate the coefficients representing aerodynamic characteristics and
stability.
Page 2
5. Experimental results
5.1. Problem 1
Parameters from the measurement process:

Table 1. The model’s parameters from the experiment.
Parameters Symbols Values

Wingspan (m) b 0.9877
croot 0.27290
Wing chord length (m)
ctip 0.17633
Fuselage length (m) lfu 0.39721
Fuselage width (m) wfu 0.29822
Fuselage diameter (m) dfu 0.08046
cwl_root 0.17633
Winglet chord length (m)
cwl_tip 0.09877
Winglet height (m) hwl 0.06999
Then we can calculate:
• The wing area:
croot + ctip 0.27290 + 0.17633
Sw = b  = 0.9877  = 0.22185(m 2 ) (1)
2 2
b 2 0.98772
• The aspect ratio: ARw = = = 4.397 (2)
S w 0.22185
ctip 0.17633
• The taper ratio:  = = = 0.646 (3)
croot 0.27290
From all the parameters above, we draw the Front view, Top view, Side view and
3D modelling from Solidwork software:
Page 3
Figure 1. Front view, Top view, Side view and 3D drawing of the aircraft.
Page 4
To draw the airfoil profile of the wing, we use PlotDigitizer software to find the x
and y coordinate of the airfoil shape, just like data from AirfoilToolData we must
make the clockwise or counterclockwise coordinate for Solidworks to draw
correctly but also plotting in Microsoft Excel more easily.
Figure 2. Plotting the wing profile by PlotDigitizer software.
To determine the median line, we start by calculating the average point on the Y-
axis between two opposing points while keeping the X coordinate constant. This
gives us an approximation of the median curve. However, for a more accurate
approach, we would need to use MATLAB and more complex mathematical
algorithms. Nevertheless, let's proceed with the approximation method for now.
Page 5
Figure 3. Plotting the wing profile again by Excel software.
After plotting, we found that the wing profile might be NACA 1311.
5.2. Problem 2
The mass table of each part of the aircraft model:

Table 2. The components' s weight of the aircraft model.
Weight
Component Image
(kg)
Fuselage 0.13
Wings 0.2
Page 6
Weight
Component Image
(kg)
ZOHD
Lionpack
18650 4S2P 0.409
7000mAh
Battery
Brushless
Sunnysky 2216
0.075
– 1400kV
Motor
Sonicmodel
40A with 5V 0.075
3A BEC ESC
2pcs Analog
Metal Gear 0.009
Servos
Total x 0.898
➔ To sum up, the RC aircraft has a take-off weight of 898 grams, including all its
equipment. However, it should be noted that the weight may vary depending on
the specific configuration, especially if an FPV camera is attached.
Page 7
5.3. Problem 3
1. Estimation of the center of gravity (CG) based on the Mean Aerodynamics

Chord (MAC) for swept wing of the plane:
In many kit and plan instructions, it is commonly recommended to position

the Center of Gravity (CG) at a specific location along the Mean Aerodynamic
Chord (MAC). This measurement is typically given as a percentage, although
it can also be provided as a direct measurement.
If the wing has a rectangular planform (constant chord with no sweep), the
CG can be measured from any point along the span, starting from the leading
edge of the wing. However, if the wing is tapered, it is necessary to establish
the MAC's location before determining the CG. It is important to note that the
MAC is not the average chord.
For most airfoils, the aerodynamic center tends to be positioned

approximately 25% to 33% of the MAC from the leading edge. Therefore,
25% is often considered a suitable reference point for CG placement in model
aircraft. Opting for a CG location at 25% is generally considered a safe choice
for the initial flight.
2 1+  + 2 2 1 + 0.646 + 0.6462
MAC =  croot  =  0.27290  = 0.228(m) (4)
3 1+  3 1 + 0.646
Take the nose of the aircraft as Datum:
Figure 4. The nose of aircraft assumed as Datum. [1]
Page 8
Distance of MAC leading edge from Datum = 0.16519 m
Figure 5. 2D model including the mesh grid, the MAC and the CG position. [2]
We have the equation to calculate the distance from Datum to CG position:
100
CG as % of MAC =(Distance from Datum to CG - Distance from Datum to MAC leading edge) 
Length of MAC
=25%
Distance of CG from Datum-0.16519

 = 0.25
0.228
 Distance of CG from Datum = 0.22219m
So that, distance of CG from Datum is 0.22219m.
2. Estimation of the center of gravity (CG) based on the mass distribution of the
aircraft model:
We have already learned in Physics 1 that:
Figure 6. The formula of moment. [3]
Take the nose of the aircraft as Datum:
Page 9
The center of gravity of the fuselage is at the 25% mark, and similarly, the
center of gravity of the wings is also at the 25% position.
Figure 7. Center of gravity from manufacturer.
Table 3. The moment of each aircraft’s component.
Weight Arm Moment

Component Image
(kg) (m) (kg.m)
Fuselage 0.13 0.099 0.013
Wings 0.2 0.095 0.019
ZOHD
Lionpack
18650 4S2P 0.409 0.095 0.039
7000mAh
Battery
Page 10
Weight Arm Moment
Component Image
(kg) (m) (kg.m)
Brushless
Sunnysky
2216 – 0.075 0.395 0.030
1400kV
Motor
Sonicmodel
40A with
0.075 0.296 0.022
5V 3A BEC
ESC
2pcs
Analog
0.009 0.296 2.664x10-3
Metal Gear
Servos
Total x 0.898 x 0.1257
Total moments 0.1257

CG position ( respect to Datum ) = = = 0.13998m
Total weights 0.898
• Conclusion:
The 25% MAC approach, commonly utilized to determine the Center of
Gravity (CG), is typically applied to empty aircraft lacking additional
equipment. Its accuracy can fluctuate depending on the shape and size of
the raw RC plane. Conversely, for fully equipped RC planes, the weight
distribution method emerges as a more fitting and precise manner of
establishing the CG. This method proves reliable, particularly during flight
maneuvers.
• Discussion:
Determining an aircraft's Center of Gravity (CG) holds immense
importance for several crucial reasons. Firstly, it directly shapes the
aircraft's stability and control, ensuring it reacts predictably to pilot
commands. Secondly, CG placement influences aerodynamic performance
Page 11
and efficiency, impacting fuel usage and operational expenses. Thirdly, it's
pivotal for safety, averting accidents by keeping control within defined CG
boundaries. Additionally, proper CG distribution evenly spreads weight,
warding off structural strain from uneven loads. Lastly, regulatory
requirements frequently mandate compliance with CG standards,
underscoring its vital role in aviation safety and operations.
Calculation errors can arise due to several factors:
• Equipment Variability: Altering the configuration of the RC plane, like
adding or removing accessories such as cameras, can shift the CG. Hence,
recalibration becomes essential for each setup.
• Inaccurate Measurements: Precise measurement of the aircraft's
dimensions, component arm length from the datum, and component weights
is vital. Mistakes in measuring wingspan or component weights can result
in erroneous CG calculations.
• Weight Distribution: The manner in which weight is distributed within the
aircraft holds significance. Even if the total weight falls within the specified
range, concentration in a single area can lead to an unbalanced CG.
5.4. Problem 4
In the first step, we need to estimate the Oswald Factor "e" for the wing
configuration of the aircraft. This factor is influenced by the taper ratio and sweep
angle of the wing. To calculate the theoretical Oswald Factor, we utilize an
equation that considers these parameters: [4]
1
etheo =
1 + f ( −  )  ARw
with: + 𝜆 is the taper ratio.
+ ARw is the aspect ratio.
+ f is the function form Hoerner introduction to find etheo [5]:
𝑓(𝜆) = 0.0524𝜆4 - 0.15𝜆3 + 0.1659𝜆2 - 0.0706𝜆 + 0.0119
And ∆𝜆 = -0.357 + 0.45𝑒0.0375𝜑25 (𝑒: Euler number; 𝜑25: sweep angle of the
25% line in degrees). [4]
So, with the value 𝜑25 = 34.14° = 0.596 rad we can calculate the value of
∆𝜆 = 0.103. After that, we continue to estimate the value of 𝑓(𝜆 - ∆𝜆) with
Page 12
𝜆 = 0.646 and we get 𝑓(𝜆 - ∆𝜆) = 0.0023. Finally, we determine the
theoretical Oswald Factor:
1
etheo =
1 + f ( −  )  ARw
1
 etheo = = 0.9899
1 + 0.0023  4.397
Subsequently, we'll determine the Oswald factor's precise value for a wing
equipped with winglets using the given equation: [4]
2
 2 h
eWL = 1 +    etheo  ke, F  ke, Do  ke, M
 kWL b
With: ke,F is the corrections factor for fuselage: [4]
2
d 
ke , F = 1 − 2   f  = 0.988
 b 
Where: 𝑑𝑓 is the fuselage diameter nearly 7.8 cm; b is the wingspan nearly 100 cm
With: 𝑘𝑒,𝐷0 is the corrections factor for zero-lift drag = 0.804 for general aviation
[4]
𝑘𝑒,𝑀 is the corrections factor for Mach Number = 1 for M < 0.3 (low speed) [4]
𝑘𝑊𝐿 is the corrections factor for winglets = 2.13. [4]
h is the height of winglets nearly 8 cm
 eWL=0.9076
Step 2: We estimate the wetted area aircraft model:
We utilize SolidWorks to estimate the wetted area, representing the aircraft's
surface area in contact with the surrounding air during flight. This approach
simplifies calculations, especially given the intricate fuselage configuration.
Table 4. Wetted area of each component of the aircraft.
Components Wetted Area (m2)

Wings 0.3139m2
Fuselage 0.2133m2
Winglets 0.0504m2
Step 3: We estimate the form drag coefficient of each component of the

aircraft:
Page 13
We'll create an approximation of the aircraft drag polar using the following
expression:
CL 2
CD = CD0 + + k (CL − cl ,0 ) 2
  AR  e
Given the model's flight at 75 km/h around 100m, we can disregard the viscosity
properties of the air. Consequently, the Drag Polar equation, which correlates the
drag coefficient and lift coefficient, simplifies to:
CL 2
CD = CD0 +
  AR  e
CD0, predominantly attributed to skin friction, will be estimated using the
information provided in Figure 2. Observing the data, it's evident that for Reynolds
numbers below 105, the boundary layer is likely laminar. As the Reynolds number
reaches 5 × 105, there's a notable transition towards turbulent behavior, resulting
in a marked rise in skin friction. By the time Re reaches 106, the boundary layer
typically achieves complete turbulence.
Figure 8. Relation between Friction Coefficient and Reynold Number. [6]
To streamline the calculations, let's consider an aircraft operating at an altitude of

h = 100 meters (approximately 1000 feet) with a velocity of 75 km/h, which is
Page 14
roughly 20.83 m/s (the designated cruise speed based on factory data). Using air
density 𝜌𝑎𝑖𝑟 = 1.172 kg/m³ and viscosity 𝜇 = 1.872 × 10−5 N·s/m², we'll proceed
to compute the drag coefficient for each component or part of the aircraft:
Fuselage:
Figure 9. Fuselage of the model
The Reynold number:
VL 1.172  20.83  0.395

Re = = = 0.5152 106
 1.872 10−5
Therefore, considering that turbulence occurs downstream of the fuselage, we can

establish the relationship between the skin friction coefficient (cf) and the Reynolds
number (Re) as follows:
0.074
Cf = = 0.0053
Re0.2
Fuselage fitness ratio:
lf 0.395
FR = = = 5.06
df 0.078
Therefore form factor that represents pressure drag distribution are:
60
FFF = 1 + + 0.0025FR = 1.475
FR3
The Drag coefficient of the Fuselage are:
Page 15
S wet 0.2133
CD0 = FFF  c f  = 1.475  0.0053  = 0.0072
S ref 0.2305
1 1
DFuselage = V 2 S F CDF =  1.172  20.8332  0.1067  0.0072 = 0.2 N
2 2
Wings:
Figure 10. Model Wing with Sweep Angle of 340.
Reynold number:
ctip + croot
V c V  1.172  20.83  0.225
Re = = 2 = 0.3 10−6
  1.872 10−5
Given a wing Reynolds number of Re = 0.3x106, which could exhibit either

laminar or turbulent behavior, we'll compute the minimum drag coefficient for
both scenarios. This will be compared with the section Cd,o (airfoil minimum drag
coefficient), approximately 0.009 obtained from XFLR5 (referencing Figure 8),
and with the aid of software like PlotDigitizer to accurately estimate the Cd,o value.
For laminar flow:
1.328
Cf = = 0.0024
Re
For turbulence flow:
0.074
Cf = = 0.006
Re0.2
Page 16
This airfoil was also applied for low Reynold number airfoils which are our RC
model plane also to strengthen our argument. The airfoil profiles designated as
E186 have been selected, and we will proceed with a more in-depth analysis
utilizing the XFLR5.
Figure 11. XFLR5 interface for E186 Airfoil with Re=300k at AOA=0 0.
x
For an airfoil E186 we can get the maximum thickness = 0.3103 and the
c
t
thickness ratio = 0.1027 .We can find Form factor of the airfoil by the Nicolai
c
equation: [7]
t
0.6
FFWings = 1 + c + 100( t ) 4  (1.34  M 0.18  (cos  )0.28 ) = 1.21 0.769 = 0.93
m
x c
c
V 20.83
Where: M is Mach number: M = = = 0.0612 ; a = 340.3 m/s (speed of
a 340.3
sound).
 m is the maximum thickness line sweep, which is often close to the
quarter – chord sweep line nearly 34.13 degrees.

The drag coefficient for the wings are:
+ For laminar flow:
S wet 0.3139
CD0 = FFF  c f  = 0.93  0.0024  = 0.00304
Sref 0.2305
Page 17
+ For turbulence flow:
S wet 0.3139
CD0 = FFF  c f  = 0.93  0.006  = 0.0076
Sref 0.2305
+ Therefore, the wing boundary layer must be turbulent, and we will use
wing drag coefficent CDo=0.0076:
1
DWings = V 2 SWings CDwing = 0.001 20.832 = 0.445 N
2
Winglets:
Figure 12. Winglets section.
The Reynold’s number:
ctip _ wl + croot _ wl
V c V  1.172  20.83  0.1575
Re = = 2 = = 0.205 10−6
  1.872 10 −5
Given the Reynolds number value of Re = 0.205 × 10^6, which is close to the
laminar flow region, we'll assume that the flow around the winglets is
predominantly laminar.
For laminar flow:
1.328
Cf = = 0.003
Re
Form factor using Nicolai equation: [7]
t
0.6
FFWinglets = 1 + c + 100( t ) 4  (1.34  M 0.18  (cos  )0.28 ) = 1.21 0.769 = 0.93
m
x c
c
The drag coefficient of the winglets:
Page 18
S wet 0.0504
CD0 = FFwinglets  c f  = 0.93  0.003  = 0.0006
S ref 0.2308
1
DWinglets = V 2 S winglet CDwinglets = 0.004 N
2
Step 4: We summarize the coefficients and derive the Drag Polar equation:
The total drag force for the whole model for cruise flight at 75km/h at 100m height
D = D Fuselage + Dwing + Dwinglets = 0.2 + 0.445 + 0.004 = 0.649 N .
C Do = CDFuselage + CDwing + CDwinglets = 0.0072 + 0.0076 + 0.0006 = 0.0154
1 1
k= = = 0.080
  AR  e   4.397  0.908
When substituting all the previously computed numerical values into the original
Drag Polar equation, the resulting equation is as follows:
CD = CD0 + kCL 2
= 0.0154 + 0.08CL 2
With Lift Coefficient depending on Angle of Attack, we can obtain the graph
below:
Total Drag Polar with L/D ratio

0.08 16 C_D
C_L
0.07 14
0.06 12
0.05 10
L/D Ratio
C_D
0.04 8
0.03 6
0.02 4
0.01 2
0 0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
C_L
Figure 13. The RC model Drag polar respect with L/D ratio.
Page 19
5.5. Problem 5
Assume the maximum speed of this model aircraft is at 20 m/s and flies at
conditions with the altitude h = 100 m so the density of air:
4.2565
 B −0.0065 
4.2565

 = 0   4.2565
= 0  1 + h   = 1.225  1 + 100   = 1.2133(kg / m3 )
 T0   288.15 
For the aircraft to remain in level flight, the required lift coefficient is:
2 m g 2  0.898  9.81
CL = = = 0.1636
V S w 1.2133  202  0.22185
2
Relating to the drag polar, with CL = 0.1636, then CD=0.0175. Then, Drag is
calculated with:
1 1
D =    V 2  S w  Cd = 1.2133  202  0.22185  0.0175 = 0.9421N
2 2
Minimum power need at cruise condition is:
Preq = Treq V = D V = 0.9421 20 = 18.842W
For the aircraft to sustain speeds of 20 m/s, its propulsion systems need to generate
approximately 0.9509 N of thrust to offset the prevailing drag forces. This aligns
with the power requirement:
Pavailable > Preq
We already know that the battery currently using on the model are 3S batteries
(12.6V in total).
Therefore, we have found the data sheets of the motor currently using are 2216-
1400KV, and we find the data sheet for according to each kind of propeller.
Figure 14. Propeller 9045 specs. [8]
Page 20
In the aircraft's initial ascent, employing engines at maximum sustainable thrust
for about 60 seconds significantly enhances its performance. However, during
cruising, this thrust level proves excessive, demanding only 80% of the total power
output, equaling 904 grams of thrust. Notably, the aircraft's configuration involves
a single engine, meaning an engine failure could prompt a swift descent or glide.
Figure 15. APC propeller 9045.
Each component within an aircraft distinctly influences its engine. Propellers, with
considerations like blade pitch angles and wing dimensions, represent objective
factors. The engine's role lies in generating thrust through the propeller, forming
an interconnected relationship. Inefficiencies in the propeller system, be it in
aerodynamics, control, or structural design, can partially diminish the engine's
effectiveness. Thus, the maxim, "Each propeller type is uniquely matched to a
specific engine type," holds validity. At this point, aligning the propeller's
attributes with the aircraft engine's specifications maximizes overall performance.
5.6. Problem 6
Having accurate moments of inertia is critical to ensure the accurate prediction of

aircraft dynamics. Two methods exist to determine inertia. The first method uses
direct calculation of a model's moments of inertia by consideration of the
contributions made by individual parts. The second method uses determination of
the moments of inertia by testing, which is much more practical and precise, hence
this method was chosen. In determining the moments of inertia by test, the aircraft
Page 21
is hung from the ceiling and swung freely in the XY, XZ, and YZ planes. However,
the method is complex and cannot be performed under our laboratory condition.
In the context of an aircraft, the mass moment of inertia provides information about
how the aircraft's mass is distributed relative to its various axes of rotation. It is an
important parameter for understanding an aircraft's stability, maneuverability, and
response to control inputs.
Roll Axis (Longitudinal Axis, denoted Ixx): This axis runs from the nose to the tail
of the aircraft and is associated with the aircraft's roll motion when it tilts side to
side.
Pitch Axis (Lateral Axis, denoted Iyy): This axis runs from wingtip to wingtip and
is associated with the aircraft's pitch motion when it moves up or down.
Yaw Axis (Vertical Axis, denoted Izz): This axis runs vertically through the
aircraft, from top to bottom, and is associated with the aircraft's yaw motion when
it turns left or right.
In this lab, we measure the moment of inertia directly by measuring mass
distribution of the aircraft with respect to its body axis and wing axis.
Figure 16. Three axes on an aircraft.
We define the moments of mass with respect to axis of rotation as follow: [9]
• 𝐼𝑥𝑥 : moments of inertia about longitudinal axis
• 𝐼𝑦𝑦 : moments of inertia about lateral axis
• 𝐼𝑧𝑧 : moments of inertia about normal axis
Page 22
Formular for moments of inertia about those axes are:
𝐼𝑥𝑥 = ∑ 𝑚𝑖 𝑟𝑖 2
𝐼𝑦𝑦 = ∑ 𝑚𝑖 𝑟𝑖 2
𝐼𝑧𝑧 = ∑ 𝑚𝑖 𝑟𝑖 2
Table of measured mass distribution along the model aircraft:

Table 5. Values of three moment of the aircraft.
Wing Mass right Mass left wing

Distance(mm)
direction wing (g) (g)
(Ixx) 0.370 0.328 0.6
Body
Mass front (g) Mass back (g) Distance(mm)
direction
(Iyy) 0.422 0.276 0.38
Calculation:
• 𝐼𝑥𝑥 = ∑ 𝑚𝑖 𝑟𝑖 2 = 0.37 × 0.32 + 0.328 × 0.32 = 0.0628 𝑘𝑔 ∙ 𝑚2
• 𝐼𝑦𝑦 = ∑ 𝑚𝑖 𝑟𝑖 2 = 0.422 × 0.192 + 0.276 × 0.192 = 0.0252 𝑘𝑔 ∙ 𝑚2
• 𝐼𝑧𝑧 = ∑ 𝑚𝑖 𝑟𝑖 2 = 0.0628 + 0.0252 = 0.088 𝑘𝑔 ∙ 𝑚2
5.7. Problem 7
We have encountered a significant limitation in our research. Specifically, we

lacked comprehensive experimental data, mainly related to key parameters such as
the moments of inertia (Ixx, Iyy, Izz) and aerodynamic coefficients (e.g., CL𝛼), which
are crucial for conducting thorough stability analyses. Unfortunately, due to
circumstances beyond our control, we were unable to gather this vital information
through experimentation. However, we did come across a valuable resource called
OpenVSP software, which offers a unique advantage. This software can perform
complex aerodynamic analyses and stability calculations using only geometric
data such as shape and size parameters. Despite this tool being available to us, our
team decided against relying solely on software calculations and instead applied
Page 23
our existing knowledge to provide guidance without obtaining a specific numerical
result.
In the Aircraft Stability and Control course, we have acquired knowledge and
techniques to conduct initial assessments on the dynamic stability attributes of an
aircraft. Here is a brief overview of the calculation formulas used to evaluate
longitudinal stability and lateral/directional stability. These formulas aid in
determining the state-space matrix of the aircraft and identifying the respective
stability modes associated with it.
Summary of longitudinal derivatives:
Equations for estimating the longitudinal stability coefficients:
Page 24
Table 6. Longitudinal stability coefficients.
X – force
Z – force derivatives Pitching moment derivatives
derivatives
α̇ 0
q 0
𝛼e 0
Summary of lateral directional derivatives:
Page 25
Equations for estimating the lateral stability coefficients:
Table 7. Lateral stability coefficients.
Yawing moment Rolling moment

Y – force derivatives
derivatives derivatives
𝛿
0
a
𝛿r
The linearized small-disturbance longitudinal and lateral rigid body equation of

motion.
Longitudinal equations:
Lateral equations:
Determine the vertical motion matrix:

In the field of control engineering, model-based fault detection and system
identification utilize a state-space representation. This representation serves as a
Page 26
mathematical model of a physical system, defined as a collection of input, output,
and variables that are interconnected through first-order differential equations or
difference equations. It does not involve second derivatives.
with: + X is state vector.

+ 𝜂 is control vector.
+ A and B are matrices containing stability derivative parameters of the
aircraft.
From the formular above, we develop declared in matrix form:
where:
Determine the pitch/roll motion matrix:

Similar when we define the vertical motion matrix, we also apply state space or
state-variable, combine with Table 1 to determine the matrix of motion:
Page 27
where:
6. Discussion
Aircraft design is the primary foundation on which all other aspects of an aircraft's
performance and functionality are constructed. It is the convergence point of
engineering, physics, and aerodynamics, shaping the aircraft's future. Through
design, the dimensions and shape of an aircraft greatly influence its aerodynamic
efficiency, impacting lift, drag, and fuel consumption. Additionally, an aircraft's
stability, both in terms of vertical and directional/roll movements, is intricately
connected to its geometry and weight distribution, which are crucial elements in
the design process. The requirements for thrust and power depend on the aircraft's
mass and aerodynamic characteristics, highlighting the importance of design
decisions in determining the aircraft's propulsion system.
- THE END -
Page 28
3D WINGS Group 02
LAB 2. INVESTIGATING AERODYNAMIC FORCES AND

MOMENTS ON 3D WINGS
1. Experimental purposes
- Measure and determine the aerodynamic characteristics of 3D wings: lift force,

drag force and pitching moment, pressure centre, aerodynamic centre for 3
rectangular wings with different wing spans.
- Review 3D wing theory.
- Construct a graph comparing the lift coefficient, drag force, pitching moment for
3 types of wings with different AR wing aspect ratio.
2. Theoretical basis
The drag force on the 3D wing in the subsonic mode consists of 3 components:
frictional drag force Df, pressure drag force Dp and induced drag force Di.
D f + Dp + Di
CD = = C D , p + C D ,i (1)
q S
with:
• CD , p is profile drag coefficient.
D f + Dp
• CD , p = (2)
q S
Di
• C D ,i = (3)
q S
CL2
• Induced drag coefficient: CD ,i = (1 + K D ) with AR is Aspect
 AR
Ratio. (4)
CL ,
• The lift line slope: CL , = (5)
 CL , 
1 +  (1 + K L )
  AR 
Page 29
3D WINGS Group 02
where CL, = 2 is the slope of the 2D wing lift force line.
Figure 17. 3D wing force analysis diagram with the induced drag component Di.
• KD is estimated from the following diagram:
Figure 18. The KD coefficient determines the induced drag force for a trapezoidal wing without twist according
to Prantle's lift line theory. [10]
• KL is estimated from the following diagram:

Page 30
3D WINGS Group 02
Figure 19. The coefficient KL determines the lift line slope for a trapezoidal wing without twist according to
Prantle's lift line theory. [10]
3. Formulas used
Moment at position c/4 is calculated according to the following formula:

Mc/4 = (Fore lift – Aft lift) x 0.06 (m) (6)
Determine the centre of pressure (centre of pressure is the position where the
bending moment is zero): General formula to calculate the position of the centre
of pressure:
xcp x cm, x
= − (7)
c c CN
Figure 20. Resultant force at center of pressure.
• Find the coefficients CN and CA. We have:
Page 31
3D WINGS Group 02
CL = CN cos  − CA sin  (8)
CD = CA cos  + CN sin  (9)
 CN = CL cos  + CD sin  (10)
and CA = CD cos  − CL sin  (11)
 N = L cos  + D sin  (12)
4. Experimental equipment
4.1. Wind tunnel
Wind tunnel has typical characteristics: (1) open type, (2) maximum air velocity
in the surveyed section is 38 m/s (137 km/h), (3) Mach number 0.1, (4) Closed
survey section has dimensions of 400 mm (height) x 500 mm (width) x 1000 mm
(length).
Page 32
3D WINGS Group 02
Figure 22. The wind tunnel.
4.2. FM101 Three Component Balance
It is a popular device in aerodynamic experiments. It provides an easy-to-use

support system for wind tunnel models to measure three components of
aerodynamic forces and moments acting on the model: lift, drag and yaw moment.
Aerodynamic scales have the structure as shown below:
Figure 23. FM101 Three Component Balance.
Figure 6 shows the construction and identification of the main components of the
balance including the distance between the two sensors measuring the lift force.
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3D WINGS Group 02
Three forces are preliminarily defined as: fore lift, aft lift, drag. The distance
between Fore Lift and Aft Lift is 120mm and they are 60mm from the centre line
of the system. That means it is in a symmetrical position across the centre line.
Lift force = Force lift + Aft lift (13)
• Operating principle of the FM101 Balance:
+ Load cell: Load cell is a device used to convert force into an electrical signal.
Loadcells can be classified according to: Classify Loadcells according to
impact force: tensile (shear loadcell), compression (compression loadcell),
bending, torsion (Tension Loadcells). And classified by shape: disc, bar,
cylindrical, spherical, ball, cylindrical, S-shaped...
+ Structure of load cell: Strain gauge: is the main structural component of a

load cell, it consists of a thin metal wire placed on an elastic insulating plate.
To increase the length of strain gauge resistor wires, people place them in a
zigzag shape, the purpose is to increase the deformation when applied by force,
thereby increasing the accuracy of sensing devices using strain gauge.
Figure 24. Strain gauge.
• Operating principle of the load cell:
+ Works based on the Wheatstone balanced resistor bridge principle. The

applied force value is proportional to the change in induced resistance in
the resistor bridge, and thus returns a proportional voltage signal.
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3D WINGS Group 02
+ The main structure of the load cell includes strain gauge resistors R1, R2,
R3, R4 connected into a Wheatstone resistor bridge as shown below and
glued to the surface of the load cell body. An excitation voltage is applied
to the load cell input (corners (2) and (3) of the Wheatstone resistor bridge)
and the output signal voltage is measured between corners (1) and (4).
Figure 25. Wheatstone balanced resistor bridge principle.
Figure 26. Diagram of force applied to the sensor.
+ When a load or force acts on the load cell body, it causes the load cell
body to deform (expand or compress), which leads to a change in the length
and cross-section of the metal fibers of the strain gauge resistors glued to
the load cell body. leads to a change in the value of the strain gauges. This
change leads to a change in the output voltage. In other words, the loadcell
converts the applied force into an electrical signal. Load cells are also called
"load transducers" because they can also convert a load (applied force) into
an electrical signal.
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3D WINGS Group 02
• Measure force using the FM101 Balance: The operating principle of the
aerodynamic balance is that it is based on the principle of the load cell force
sensor. When the model is placed in the correct position inside the wind
tunnel, the wind blows, then the Drag force and the Aft lift and Force lift
forces (if any) appear, this force acts on the pillar attached to the model
placed inside. Model support centre line. The two forces Aft lift and Force
lift, after acting on the pillar, will be transmitted to the cable, compressing
the cable attached to the two load cell sensors. The Drag force, after acting
on the pillar, will be transmitted to the cable, pulling the cable. The load
cells then convert the applied force into an electrical signal. The conversion
of electrical signals into digital signals is performed by the CM-013
Loadcell Indicator.
Figure 27. CM-013 Loadcell Indicator.
4.3. Calibration method and construction of performance curve of the Balance
• Install the model for the calibration process:
+ Force plate locking by two centering clamps.
+ One hand holds the Model Support Disc; the other hand adjusts the Model
clamp.
+ Insert or drag models from the Model Support Disc.
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3D WINGS Group 02
+ Unlock the Incidence clamp and adjust the Model Support Disc to the “0”
position (or change the incidence angle for the model). Then lock it with
Incidence clamp.
+ One hand holds the Model Support Discs; the other hand locks the Model
Clamp.
Figure 28. Installing the Balance.
Figure 29. The Balance installed in the frame (back side).
+ Fix the aerodynamic centre to the specialized frame (designed for

determining performance characteristics), place the frame on the table. Install
the pulley as arranged in Figure 12.
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3D WINGS Group 02
+ Use signal cables to link the aerodynamic scale and display device.
+ Use a water drop ruler to check that the frames are horizontal and
perpendicular to the table surface.
+ Install the T-bar in the model installation position, the T-bar axis is parallel
to the table surface. Turn on the display device and wait a few minutes for the
system to stabilize. Press F3 to go to the characteristic curve setup screen.
• Determine the characteristics of Drag Force components: Newton -Volt:
+ Remove and adjust the brass knob as the centre on the calibration arm.
+ Run the rope around the pulley.
+ Hang the weight hook at the other end of the rope. Press F3 to set “zero”.
+ Put a weight of 4kg on the hook. Press F4 to set 4000gm.
Figure 30. Determining the characteristics of resistance components: Newton-Volt.
• Determine the characteristics of Fore-Lift lift force components: Newton -

Volt:
+ Hang the weight hook on the knob. Press F3 to set “zero”.
+ Put a mass of 4 kg on the hook. Press F4 to set 4000gm.
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3D WINGS Group 02
Figure 31. Determining the characteristics of Fore-Lift lift force components: Newton-Volt.
• Determine the characteristics of Aft-Lift lift force components: Newton -

Volt:
Figure 32. Determining the characteristics of Aft-Lift lift force components: Newton-Volt.
5. Conducting the experiment
- Measure the geometric dimensions of the wings, the wing connecting pillars and
the aerodynamic balance.
- Draw a picture and determine the basic dimensions of the wing profile and type
of wing profile.
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3D WINGS Group 02
- For each 3D wing, change the following parameters:
+ Velocity 10 m/s and 30 m/s.
+ Change the incident angle from -10o to 40o.
- Collect data, draw a graph of lift force and drag force according to angle to the
wing for wing cases with and without using surface effects to create lift.
- Or to be more briefly:
Step 1: Power on the fan control box, turn on the fan switch, turn the frequency on
the control panel to 0 Hz. Turn on the display switch.
Step 2: Lock the 2 centring clamps tightly.
Step 3: Measure the geometric dimensions of the wings, the wing connecting
pillars and the aerodynamic balance.
Step 4: Loosen Model clamp. Insert the wing into the test section through the test
section cover. From inside the test section, the object's cylinder penetrates the
Model clamp of the aerodynamic balance.
Step 5: Tighten the Model clamp to connect the wing to the scale. Loosen the angle
clamp, adjust the angle to the wing.
Step 6: Loosen the two centering clamps.
Step 7: Turn the frequency adjustment knob to the desired value, wait about 10
seconds for the wind tunnel to stabilize the speed.
Step 8: Press the measurement button on the screen. Take measurement values in
about 30 seconds. Save the measured value excel file to your computer for
calculation.
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3D WINGS Group 02
6. Experiment data
6.1. The velocity corresponding to the frequency:

Table 8. The frequency and velocity, respectively.
Frequency (Hz) Velocity (m/s)

14 9.956
30 21.6988
We use this formula to find the velocity corresponding to the frequency: Velocity = 0.7342 x Frequency – 0.3274 (m/s) (12)
6.2. The FIRST wing sample:

Table 9. The dimensions of the FIRST wing sample.
Quantities Value
Wingspan (m) 0.14158
Chord (m) 0.14178
Wing area Sw (m2) 0.0201
Length of fixed pillar (m) 0.088
Diameter of fixed pillar (m) 0.01198
Length/Diameter (L/D) of fixed pillar 7.3456
Area of fixed pillar Spi (m2) 0.0011
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3D WINGS Group 02
Table 10. The experimental data of the FIRST wing sample at 14Hz.
Table 11. The experimental data of the FIRST wing sample at 30Hz.
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3D WINGS Group 02
6.3. The SECOND wing sample:

Table 12. The dimensions of the SECOND wing sample.
Quantities Value
Wingspan (m) 0.25
Chord (m) 0.08
Wing area Sw (m2) 0.02
Length of fixed pillar (m) 0.073
Diameter of fixed pillar (m) 0.01187
Length/Diameter (L/D) of fixed pillar 6.15
Area of fixed pillar Spi (m2) 0.0009
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3D WINGS Group 02
Table 13. The experimental data of the SECOND wing sample at 14Hz.
Table 14. The experimental data of the SECOND wing sample at 30Hz.
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3D WINGS Group 02
7. Analysing data
7.1. The FIRST wing sample:

Table 15. Analyzing the data of the FIRST wing sample at 14Hz.
Table 16. Analyzing the data of the FIRST wing sample at 14Hz (continue).
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3D WINGS Group 02
Table 17. Analyzing the data of the FIRST wing sample at 30Hz.
Table 18. Analyzing the data of the FIRST wing sample at 30Hz (continue).
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3D WINGS Group 02
7.2. The SECOND wing sample:

Table 19. Analyzing the data of the SECOND wing sample at 14Hz.
Table 20. Analyzing the data of the SECOND wing sample at 14Hz (continue).
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3D WINGS Group 02
Table 21. Analyzing the data of the SECOND wing sample at 30Hz.
Table 22. Analyzing the data of the SECOND wing sample at 30Hz (continue).
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3D WINGS Group 02
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3D WINGS Group 02
Step 1: After having the data table, we find the Real Values of Alf Lift, Force Lift,
Drag by the formula: Re al Value = Value at fan speed - Value at starting point
Step 2: When we have the real value, we will convert the unit from grams to
Newtons by multiplying by 9.81×10-4.
Step 3: From there, the lift force on the wing (excluding the support) can be
calculated as:
Average Lift
Lifting force on the wing L=  Sw (13)
S w + S pi
Step 4: Calculate the drag force acting on the wing by the equation:
D = DragForce − DragOnTheBar (14)
Step 5: Then calculate CL, CD, CN, CA:
L
CL =
0.5    V 2  S w
D
CD =
0.5    V 2  S w (15)
C N = CL cos  + CD sin 
C A = CD cos  − CL sin 
Step 6: Then we calculate the moment at the c/4 position by the formula:
M c /4 = 0.06  (fore lift - aft lift) (16)
And centre of pressure:
 C 
xc /4 = c   0.25 − Mc /4  (17)
 CN 
Step 7:
Equipment error:
+ Ruler measuring the wing samples: d ws = 0.001m
+ Ruler measuring the pillar: d pi = 0.02m
Calculate the moment error at the c/4 position:
M c /4 = fore lift + aft lift (18)
Calculate the lift force coefficient error:

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3D WINGS Group 02
L
CL = (19)
0.5    V 2  S w
The Loga Nepe two side: ln(CL ) = ln(2) + ln( L) − ln(  ) − ln(V 2 ) − ln(S )
dCL = dL − 2VdV − dS
Differentiating both sides, we have: (20)
 CL = L + 2V V + S
Similarly, we have the drag force coefficient error:

CD = D + 2V V + S (21)
Calculate the pressure centre position:
 C 
xc /4 = c   0.25 − Mc /4 
 CN 
Differentiating both sides, we have:
dCMc /4  CN − CMc /4  dCN

dxc /4 = −c 
CN2
c c  CMc /4 (22)
 xc /4 =  CMc /4 +  CN
CN CN2
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3D WINGS Group 02
8. Results
8.1. The FIRST wing sample at 14Hz:
DIAGRAM OF CL AND AOA

2.500
2.000
1.500
CL
1.000 sample 1 at 14hz
0.500
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
Figure 33. The diagram between the lift coefficient CL and angle of attack (AOA) at 14Hz.
DIAGRAM OF C D AND AOA

sample 1 at 14hz
1.200
0.800
CD
0.400
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
Figure 34. The diagram between the drag coefficient CD and angle of attack (AOA) at 14Hz.
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3D WINGS Group 02
DIAGRAM OF C L AND CD
sample 1 at 14hz
3.000
2.000
1.000
CL
0.000
0.000 0.100 0.200 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000
-1.000
-2.000
-3.000
-4.000
CD
Figure 35. The diagram between the drag coefficient CD and the lift coefficient CL at 14Hz.
DIAGRAM OF Xcp AND AOA

6
4
Xcp (cm)
3
sample 1 at 14hz
2
0
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
Figure 36. The diagram between the pressure center position and angle of attack (AOA) at 14Hz.
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3D WINGS Group 02
8.2. The FIRST wing sample at 30Hz:

1.200
1.000
0.800
sample 1 at 30hz
CL
0.600
0.400
0.200
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
DIAGRAM OF CD AND AOA

1.200
0.800
CD
sample 1 at 30hz
0.400
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
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3D WINGS Group 02
DIAGRAM OF CL AND CD
1.000
0.900
0.800
0.700
CL
0.600
0.500
0.300
0.200
0.100
0.000
-1.000 -0.500 0.000 0.500 1.000 1.500
CD

4.5
4
3.5
3
Xcp (cm)
2.5
2
sample 1 at 30hz
1.5
1
0.5
0
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
Figure 40. The diagram between the pressure centre position and angle of attack (AOA) at 30Hz.
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3D WINGS Group 02
8.3. The SECOND wing sample at 14Hz:

0.900
0.800
0.700
0.600
0.500
CL

0.300
0.200
0.100
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
DIAGRAM OF CD AND AOA

1.200
0.800
CD
sample 2 at 14hz
0.400
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
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3D WINGS Group 02
1.000
0.800
0.600
0.400
CL
0.200
0.000 0.200 0.400 0.600 0.800 1.000
-0.200
-0.400
-0.600
-0.800
CD

2.04
2.03
2.02
2.01
2
Xcp (cm)
1.99
1.98
1.96
1.95
1.94
1.93
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
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3D WINGS Group 02
8.4. The SECOND wing sample at 30Hz:
DIAGRAM OF CL and AOA

1.000
0.900
0.800
0.700
0.600
CL
0.500
0.300
0.200
0.100
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
DIAGRAM OF CD and AOA

1.600
1.200
CD
0.800
sample 2 at 30hz
0.400
0.000
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
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3D WINGS Group 02
1.200
1.000
0.800
0.600
CL
0.400
0.200
sample 2 at 30hz
0.000
0.000 0.200 0.400 0.600 0.800 1.000 1.200
-0.200
-0.400
-0.600
-0.800
CD

2.04
2.03
2.02
2.01
Xcp (cm)
1.99
sample 2 at 30hz
1.98
1.97
1.96
1.95
-20 -10 0 10 20 30 40 50
AOA (DEGREE)
Page 59
STRETCHING THE SUS304 METAL Group 02
9. Comments
The slope of the lift curve between theory and experimentation is small, which
is a favourable result as it allows for the use of theoretical calculations to
predict the approximate lift coefficient values for all three different wing
samples.
As the aspect ratio increases, the slope of the lift curve tends to decrease. At
the same angle of attack, the induced drag coefficient is inversely proportional
to the aspect ratio, meaning that as the aspect ratio increases, the induced drag
decreases.
- THE END -
Page 60
LAB 3. SINGLE AXIS DRAGING TEST OF SUS304 METAL
To familiarize students with the analysis of mechanical behaviour under tensile

loading leading to failure and the measurement of mechanical properties (yield
strength, tensile strength, elongation, toughness, modulus of elasticity) of
engineering materials through uniaxial tensile testing.
2.1. Characteristics Curve
Uniaxial tensile testing is widely used to provide information about the strength
and ductility characteristics of materials. In this experiment, a material specimen
is subjected to uniaxial tension by applying a single axial load. The axial load, F,
and the corresponding change in specimen length, Δl, are measured. The
experiment is conducted using a tensile testing machine equipped with force and
displacement sensors, as well as signal acquisition devices. Figure 1 illustrates a
typical stress-strain curve, F (Δl), for a ductile material.
Figure 49. Tensile Stress-Strain Curve
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The practical range of applied load and displacement depends on the material and
the size of the specimen. To compare different materials, the influence of specimen
size is eliminated by converting the applied load into stress, which is the force per
unit cross-sectional area, and the displacement into strain, which is the relative
elongation. The fundamental mechanical properties related to strength and
ductility of the material are expressed in terms of stress and strain. Figure 2
illustrates a typical stress-strain curve, σ (ε), for a ductile material. The slope of
the initial linear portion of the stress-strain curve, σ (ε), is called the Young's
modulus, E, which represents the elastic stiffness of the material under
proportional stress.
When unloading from the stress-strain state within this range of deformation, the
specimen fully recovers its initial dimensions, indicating complete elastic
deformation, εel. Some materials may exhibit nonlinear elastic behaviour, where
the value of Young's modulus, E, may vary, but still exhibit complete elastic shape
recovery upon unloading.
During the loading phase, if the deformation exceeds a specific limit, upon
unloading, the specimen's initial shape is not fully recovered, and a portion of the
total deformation, ε, becomes permanent. This permanent deformation is referred
to as plastic strain, εpl, which occurs after elastic deformation, εel. The stress level
at which plastic deformation starts to occur is called the yield stress, Yo, of the
material.
Figure 50. Stress-Strain Curve, Elastic Material Model.
Page 62
Most materials do not have a clear yield point, Y0, on the σ (ε) curve. For materials
without a distinct yield point, Y0, the typical yield stress is determined at the value
where the corresponding permanent plastic strain is 0.2%. This stress is denoted
as R0.2. After the yield point, the deformation becomes plastic.
The state of stress and strain satisfies the uniaxial tension condition only when the
specimen is uniformly elongated. The initial increase in the applied load, F (Δl), is
due to the strain hardening (the σ (ε) curve increases monotonically). However, the
axial stress is accompanied by a reduction in the cross-sectional area, A, of the
specimen. At the point where the effect of stress increase balances with the effect
of cross-sectional reduction, the tensile force reaches its maximum value, Fmax.
Any further elongation of the specimen causes a decrease in the applied load, and
this unloading occurs in a specific region where the microstructure or geometric
defects make it the weakest region. At this point, the overall elongation of the
specimen is primarily due to concentrated plastic deformation in this weakest
region, which is called the necking region.
2.2. Determining stress and strain in a material
There are two basic forms of stress and strain defined in material data tables:
engineering stress and engineering strain. Engineering stress, 𝜎𝑒𝑛𝑔 , is defined as
the ratio of the instantaneous applied load, Fi, to the original cross-sectional area,
A0 .
𝐹𝑖
𝜎𝑒𝑛𝑔 = (1)
𝐴0
And engineering strain, 𝑒%, is defined as the percentage ratio of the change in
length, Δl, to the original length, l0.
∆𝑙
𝑒% = 100% (2)
𝑙0
However, during the tensile process, the cross-sectional area, A, of the specimen
decreases due to necking, while the increase in length, Δl, occurs over the
instantaneous length, l. It is evident that necking alters the cross-sectional area, A,
and the length, l, and the engineering measurement does not represent the true
stress and strain state of the material. Figure 3 represents the engineering stress-
strain curve. By definition, engineering stress reaches its highest value at the
Page 63
ultimate tensile strength (U.T.S.), while true stress continues to increase
continuously.
The true stress, σ, is defined as the ratio of the instantaneous applied load, 𝐹𝑖 , to
the instantaneous cross-sectional area, 𝐴𝑖 .
𝐹𝑖
𝜎= (3)
𝐴𝑖
True strain, ε, is defined as the integral of small changes in length, ∆𝑙, divided by
the original length, 𝑙0 , of the specimen.
𝑙 𝑑𝑙 𝑙
𝜀 = ∫𝑙 𝑖 = ln ( 𝑖 ) (4)
0 𝑙 𝑙 0
With l0 and li being the initial and instantaneous lengths of the specimen, true
strain is also known as logarithmic strain.
Figure 51. Technical Stress-Strain Curve.
3. Setting up experiment
3.1. Experimental sample
The stainless-steel material SUS304 is processed according to the ASTM

International standards, as shown in Figure 4.
Page 64
Figure 52. SUS304 Stainless Steel Test Specimen.
Sample dimensions:
✓ Thickness T = 2.9mm
✓ Length L = 165mm
✓ Length of small cross-sectional area A = 70mm
✓ Length of testing area G = 50mm
✓ Length of clamping area B = 50mm
✓ Width of clamping area C = 19.22mm
✓ Width of testing area W = 13.1mm
✓ Radius of curved corner R = 13 mm
3.2. Experimental equipment
- The DeltaLab tensile-compression testing machine has a 100 kN load cell and is
equipped with two V-shaped grips that use a pneumatic system to securely clamp
the test specimen during the experiment. It also features two limit switches to
restrict the travel distance of the grips.
- The control box is used to operate the machine during the specimen setup and
perform various experiments.
- The PXNMTS software is used to control the tensile-compression testing
machine.
- A precision clamp gauge with a resolution of 1/10 mm or 1/20 mm is used to
measure the dimensions of the test specimen.
- Assembly and disassembly tools are used for specimen handling.
Page 65
Figure 53. Experimental Setup Diagram.
4. Conducting experiment
4.1. Installing the test specimen
Place the test specimen in the working area of the machine and use the assembly
and disassembly tools to attach the specimen. In the working area, there are two
upper clamps and two lower clamps. Each pair of clamps can grip flat plate
specimens or cylindrical specimens (with a diameter less than 8 mm).
Figure 54. Installing the test specimen.
Page 66
To adjust the specimen grips according to the length of the test specimen, use the
adjustment buttons on the control box.
Figure 55. Control panel.
The control box has the following buttons:

- ON/OFF switch: Used to turn the testing machine on or off. When the machine
is turned on, the POWER indicator light illuminates.
- EMERGENCY button: Used in case of emergencies. Simply press the button
to activate it. To cancel the emergency mode, rotate the button to the right and
release it.
- COMPUTER/MANUAL switch: This switch is used to perform the experiment
either using a computer or manually. If conducting the experiment manually,
slide the switch to the MANUAL mode, and vice versa.
- UP button: Used to adjust the upper grip upwards. When pressed, the upper
grip will start moving upwards. Please note that the effect of this button may
be delayed for 1 to 2 seconds after releasing it.
- DOWN button: Used to adjust the upper grip downwards. When pressed, the
upper grip will start moving downwards. Similar to the UP button, there may
be a slight delay in its effect after releasing it.
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- LIMIT UP button: Represents the upper limit switch. When the upper grip
reaches its uppermost position and triggers the limit switch, the LIMIT UP
indicator light will illuminate. This serves as an indication that the upper grip
has reached its limit.
- LIMIT DOWN button: Represents the lower limit switch. When the upper grip
moves downwards and touches the lower limit switch, the LIMIT DOWN
indicator light will illuminate.
- LOADING button: Used to apply the load or force mechanically. To initiate
the loading process, hold the LOADING button for at least 3 seconds. The
LOADING indicator light will illuminate to indicate that loading is in progress.
- SPEED dial: Used to adjust the loading speed after initiating the mechanical
loading. To increase the loading speed, rotate the SPEED dial to the right until
the desired loading speed is reached.
- STOP button: Used to stop the loading process.
- RELEASE button: Used to release the load. It is important to use the STOP
button before using the RELEASE button.
4.2. Setting up the experiment
Step 1: Select project information.

Fill in the necessary information in the "NEW PROJECT" section.
Figure 56. Project Information Display window.
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Step 2: Select experiment type.
Go to the TEST TYPE section to select the type of test to perform: Tensile test,
Bending test, Shear test, 3-point bending test, 4-point bending test.
Select the type of material (metal, concrete, cement, plastic, wood...)
corresponding to the experimental standards.
Figure 57. Experiment Type Selection window.
Step 3: Set initial parameters for the test sample.

Go to the "TEST SPECIMEN" section to fill in the initial parameters for the test
sample.
Figure 58. Sample Cross-sectional Shape Selection.
Step 4: Set the loading mode.

In the "LOAD RATE CONTROL" section, choose the option "SPECIFY VALUE"
and enter the desired loading rate in the "LOADING RATE" field. This allows
easy control of the loading speed for the experiment.
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Figure 59. Load Rate Control Selection.
For the "LOADING PROCESS" section, select the option "LOAD → SPECIMEN
FAILURE → RELEASE."
Figure 60. Loading process selection.
Figure 61. Experimental Sample Information and Loading Mode Display window.
Step 5: Save the project.

Next, click on the "SAVE PROJECT" section to save the entered sample
parameters.
Step 6: Perform the experiment.
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After completing all the necessary steps and filling in the required information, the
"TESTING" screen will display the "SPECIMEN STATUS" as "READY."
Figure 62. Completion Confirmation Screen.
Next, set the initial values to zero for the four measurement channels: FORCE,
DEFORMATION, STRAIN, and USER DEFINED. To perform this operation
using a computer, follow these steps:
- Switch the operation mode on the testing machine to "COMPUTER."
- Click on the load button on the computer screen to start the experiment. This
will initialize the measurement channels and set their initial values to zero.
- Once the experiment is complete, click on the "STOP" button to end the test.
Then, click on the "RELEASE" button to unload the specimen and proceed
with the next testing sample.
When conducting the experiment, the "LOADING" button on the control
panel will be displayed in green colour.
Step 7: Export the results.
After completing the experiment, the screen will display the "SPECIMEN
STATUS" as "COMPLETED."
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Figure 63. Experiment Completion Screen.
Then access the “Results” window to view the experimental results.
Figure 64. Results Display Screen.
Page 72
5. Experimental results
5.1. Describe the experimental process
Figure 65. The process of pulling the test sample through each stage.
Figure 66. The test sample after being destroyed.
During the stretching process, the width of the testing area W will become smaller,
and the length of the cross-section area A will continuously lengthen until the
necking area appears and the metal sample is destroyed. The position of the
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contraction of the sample is about 11.5 mm away from the midpoint. The destroyed
surface is rough, sharp, slightly slanted and has a smaller area than the original.
5.2. The Force-Displacement diagram
Figure 67. The screen displays the results.
• Sample 1:
Figure 68. The Force-Displacement diagram of sample 1.
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• Sample 2:
• Sample 3:

Page 75
• Comment: According to the Force-Displacement diagrams when pulling
three test samples, we see that the samples go through 3 stages: the elastic
stage (giai đoạn đàn hồi), plastic deformation stage (giai đoạn chảy) and the
yield stage (giai đoạn tái bền).
Page 76
6. Analysing data
Table 23. The first result table.
Table 24. The second result table.
Table 25. The third result table.
Page 77
There are 3 stages when stretching the material: elastic stage, plastic deformation
stage and yield stage.
Figure 71. Three stages when stretching the material.
Elastic stage (section OA): The working material obeys Hooke's law: the
relationship between applied force and deformation is first order. Corresponding
to this stage, there is: the maximum stretching force Ptl and the corresponding
stress is:
Ptl
 tl = (5)
A0
Plastic deformation stage (section AD): The correlation between P and ∆L is a
horizontal line. The characteristic of this stage is that the stretching force does not
increase while the deformation continues to increase. The force value
corresponding to this stage is Pc and the corresponding stress is:
Pc
c = (6)
A0
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yield stage (DBC section): After yield deformation, the material is hardened, so at
this stage the force increases only when the deformation increases. The
relationship between stretching force and deformation is a curve. The highest force
value in this stage is Pb and the corresponding stress is:
Pb
b = (7)
A0
In addition, the deformation  of the stages is calculated using the formula:
L
 (%) = 100% (8)
L0
If the length of the sample after breaking is L1 and the cross-sectional area at the
breaking point is A1 then we have the following specific definitions for the
plasticity of the material:
• Relative elongation (độ giãn dài tương đối) (in percent):
L1 − L0
= 100% (9)
L0
• Relative tightening degree (độ thắt tỉ đối) (in percent):
A0 − A1
= 100% (10)
A0
Page 79
7. Results
FORCE - DISPLACEMENT DIAGRAM OF SAMPLE 1

30000
25000
20000
Force (N)
15000
10000
5000
0
0 5 10 15 20 25 30 35 40 45 50
Displacement (mm)
Figure 72. Force-Displacement diagram of sample 1.
STRESS-STRAIN DIAGRAM OF SAMPLE 1

800
700
600
xichma (MPa)
500
400
300
200
100
0
0 10 20 30 40 50 60 70 80
epsilon (%)
Figure 73. Stress-Strain diagram of sample 1.
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FORCE-DISPLACEMENT DIAGRAM OF SAMPLE 2

30000
25000
20000
Force (N)
15000
10000
5000
0
0 5 10 15 20 25 30 35 40 45 50
Displacement (mm)

800
700
xichma (MPa)
600
500
400
300
200
100
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
epsilon (%)
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FORCE-DISPLACEMENT DIAGRAM OF SAMPLE 3

30000
25000
20000
Force (N)
15000
10000
5000
0
0 5 10 15 20 25 30 35 40 45 50
Displacement (mm)

800
700
xichma (MPa)
600
500
400
300
200
100
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
epsilon (%)
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8. Comments
Because the trends of Force-Displacement diagram and Stress-Strain diagram of

sample 2, sample 3 are similar to sample 1. Therefore, we comment on 2 types of
graphs of sample 1, comment on the graphs of sample 2, sample 3 similarly.
• Force-Displacement diagram of sample 1:
+ We can see that the graph is divided into 4 main parts: a linear part, a
fairly small horizontal line, an increasing logarithmic line and a decreasing
curve. In the linear part, the stretching force increases from 0 to about 14
kN corresponding to the displacement increasing from 0 to 2.5 mm. This is
the elastic stage, the metal sample is less deformed and tends to bounce
back to its original size. Interspersed between the linear part and the
increasing logarithmic part is a small horizontal segment. This is the plastic
deformation stage, at this stage the force is about 14 kN and does not
increase, but the displacement still increases to about 2.75 mm. In the
increasing logarithmic part, the pulling force reaches the maximum value
of 25,962 kN, the displacement at this position is approximately 43 mm.
This is the yield stage, the original shape of the sample is not completely
restored and a part becomes permanently deformed. After reaching
maximum stretching force, the graph will be a decreasing curve. This curve
will decrease until the sample breaks with a displacement at break of about
46 mm.
• Stress-Strain diagram of sample 1:
+ The Stress – Strain graph has a similar form to the Force – Displacement
graph. In the linear phase, the stress increases from 0 to 367.25 MPa and
the maximum strain is approximately 4%. In the horizontal section, the
maximum stress and strain are approximately 370 MPa and 4.2%,
respectively. For the logarithmic increasing part of the curve, the maximum
value in this part of the stress is approximately 683 MPa and of the strain is
64%. When destroyed, the stress and strain are approximately 528 MPa and
71%, respectively. Comparing with the reference chart, we see quite similar
trends.
Page 83
Figure 78. The reference stress-strain graph on the internet.
• Young Modulus E: From the data file the group received for calculation,
the resulting elastic modulus E is 9.21GPa. This value is much lower than
the actual value of about 190GPa. This proves that there were errors during
the experiment.
-THE END-
Page 84
LAB 4 – EXPERIMENT 1 Group 02
LAB 4. EXPERIMENT 1: EXPERIMENT ON THE EFFECT

OF STRESS CONCENTRATION ON THE CRACKING
PROCESS OF PAPER
Determine the difference in the cracking process and the magnitude of the
destructive force of different cut shapes (with the same cut depth and width) and
different angle openings 𝛼 for the cut. V shape corresponds to different stress
concentration coefficients.
Determine the cracking process and the magnitude of the destructive force due to
the influence of short fiber reinforcement used in composites, using stapled test
paper samples.
Any change in cross-section changes the stress distribution and increases stress.
This discontinuity is called stress rise and these regions are called stress
concentration zones. With the same impact force, the area with greater stress
concentration will have greater stress.
Kt is called the stress concentration coefficient:
 max
Kt = for stress in the normal direction (tension, compression, bending) (1)
0
 max
Kt = for shear (torsional) stress. (2)
0
With:
• 𝜎max and τmax is the maximum stress.
• 𝜎0 and τ0 is the nominal stress.
Example: the formula for calculating Kt is determined by experimental methods as
follows:
• For U-notch under tensile load:
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Figure 79. Stress concentration coefficient Ktn for flat tensile plate with U-notch on one edge (from photo elastic
data of Cole and Brown 1958).
• For a V-notch subjected to tension and bending with an opening angle of 𝛼

≤ 90o, the Kt formula is determined the same as the formula for a U-notch.
3. Experimental sample
For this experiment, we use a test sample of ¼ sheet of A4 paper (Double A type
80gsm), leaving 2 ends 5cm to clamp onto the testing equipment in the following
form:
Figure 80. Experimental sample.

Page 86
- Ruler, scissors, paper knife, stapler.

- Camera (with video recording function).
- Paper destruction simulation device.
Figure 81. Paper destruction simulation device.
5. Preparing for experiment
5.1. Influenced by cut shape
This experiment will use 2 test paper samples, these 2 paper samples will be cut in
U and V respectively with the same cut depth of 1.5cm and cut width of 1cm (this
size is suitable with the measurement limits of the dynamometer). As follows:
• Sample 1: use a pen to draw a U shape (use a round ruler to draw an arc)
with a height of 1.5cm, ½ circle with radius r = 0.5cm in the centre of one
edge of the paper sample or you can use the AutoCAD program to draw U-
shaped, then print it out on paper, then use scissors to cut out the U-shaped
shape as shown below:
Figure 82. Sample 1.
• Sample 2: Use a pen to draw a V-shaped with a height of 1.5cm and an

opening width of 1cm in the middle of one edge of the paper sample, then
use scissors to cut out the V-shaped as shown below:
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5.2. Effect of opening angle 𝛼 on V-notch
This experiment will use 2 test paper samples, these 2 paper samples will be made
V-shaped cuts with the same cut depth of 1.5cm but with angle opening 𝛼 of 30o,
150o respectively. Specifically, as follows:
• Sample 3: Use a pen to draw a V-shaped with a height of 1.5cm, an opening
angle of 30o (use a ruler to determine the opening angle) in the middle of
one edge of the paper sample, then use scissors to cut out the V-shaped as
follow:
• Sample 4: Use a pen to draw a V-shaped with a height of 1.5cm, an opening

angle of 150o (use a ruler to determine the opening angle) in the middle of
one edge of the paper sample, then use scissors to cut out the V-shaped as
shown:
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6. Conducting experiments
Conduct experiments for each paper sample according to the following steps:
• Step 1: Clamp the paper sample into the device's 2 jaws. To increase
strength when clamping the paper sample, we fold the edges of the two ends
of the paper sample, then place the sample into the "flying wing" screw
clamp to tighten the clamp.
• Step 2: Turn the crank to stretch the paper sample.
• Step 3: turn on the dynamometer (press the ON/OFF button), wait until the
dynamometer screen appears "0.00". Note that the unit of measurement is
Kg.
• Step 4: Turn the crank until the paper sample breaks, pay attention to the
rotation speed for each test so that it is even. At the same time, use a camera
to record the pulling process to determine the destructive force.
• Step 5: Use the video recorded for each sample to slow down to determine
the destructive force of each sample.
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7. Experimental data
Table 26. Data table of sample 1.
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Table 28. Data table sample 3.
Page 91
8. Analysing data
Table 30. Analysing data of sample 1.
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Page 95
Figure 86. The width d on the samples.
• All samples have the thickness h = 0.114mm and the width d = 5.25 – 1.5
= 3.75 cm or d = 37.5 mm.
• After doing the experiments, we get the pulling force (PF) and the resistance
force (RF) in the unit Kilogram (kg). Then we change them into the unit
Newton (N) by:
PF (N) = PF (kg)  9.81
(3)
RF (N) = RF (kg)  9.81
• Then we calculate the destructive force (DF) in the unit Newton by the
formula:
DF (N) = PF - RF (4)
• Then we calculate the nominal normal stress 𝜎o by the formula:
DF
 o ( Pa) = (5)
( h  d ) 10−6
• With the stress concentration coefficient Kt given, we calculate the
maximum normal stress 𝜎max by the formula:
 max (Pa) =  o  Kt (6)
Page 96
9. Results
Figure 87. Sample 1 starts to crack when being stretched nearly to the limit.
Figure 88. Sample 1 is completely cracked.
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Page 99
Page 100
DESTRUCTIVE FORCE DIAGRAM OF 4 SAMPLES

Sample 1 Sample 2
Sample 3 Sample 4
140
120
100
DESTRUCTIVE FORCE (N)
80
60
40
20
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
MEASUREMENT TIMES
Figure 95. Destructive force diagram of samples 1,2,3 and 4.
10. Comments
10.1. Explain
Starting from the moment the paper samples are stretched, the force meter begins
to gradually increase until a critical value after which the paper samples are
destroyed. After the paper samples are destroyed, the force meter will gradually
decrease to the friction force value. The tears have a straight-line shape, starting
from the cut point and then developing into a straight line going up towards the
opposite edge.
10.2. Comments about the results
• About influenced by the cut shape: U-notch samples have the average
destructive force (127.955 N) larger than that of V-notch samples (115.293
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N). This shows that with the same dimension conditions (thickness h and
width d), U-notch samples are more durable than V-notch samples.
• About the effect of opening angle 𝛼 on V-notch: V-notch samples with the
smaller opening angle 𝛼 have the average destructive force (110.257 N)
larger than that of V-notch samples with bigger 𝛼 (64.929 N). This shows
that with the same dimension conditions (thickness h and width d), V-notch
samples having smaller opening angle 𝛼 are more durable than V-notch
samples having bigger 𝛼.
• However, the test results are not completely accurate. The cause of this
deviation may be due to the following factors:
+ Human reading error on the force meter.
+ The paper structure is slightly damaged during preparation.
+ The paper pulling machine slips during the pulling process.
+ Instrument error of force gauge.
• The results of the stress concentration coefficient also have significant
deviations.
-THE END-
Page 102
LAB 4. EXPERIMENT 2: EXPERIMENT TO SURVEY THE
EFFECT OF INCLINATION ANGLE α ON DESTROYING
FORCE
Determine the magnitude of the destructive force and the difference in crack
kinking corresponding to each groove with a different tilt angle.
Let K be the stress intensity coefficient. Because the stress near the crack tip
increases proportionally to the stress intensity factor K, the stress intensity factor
K is considered a quantity that characterizes the magnitude of the crack tip.
Furthermore, the stress intensity coefficient fully defines the boundary conditions
(destruction modes: mode I, mode II, mode III). If we know the K value, we can
completely determine the values. stress, strain and displacement values. Thus, this
coefficient is one of the most important parameters in damage mechanics.
K I = lim 2 r   12 (1)
r →0
K II = lim 2 r   22 (2)
r →0
K III = lim 2 r   32 (3)

r →0
Consider an infinite flat plate tensile in the y direction with a groove 2a long,
inclined at an angle α with respect to the y axis.
Figure 96. Flat plate tensile in the y direction with a groove 2a long, inclined at an angle α with respect to the y
axis.
Page 103
Convert the coordinate system by rotating the axis 1 angle 𝜃 = (90 – α), then the
groove will lie on the X axis of the new coordinate system.
Figure 97. Converting the coordinate system.
Then we will have the same distribution as the case of a flat plate subjected to
tensile stress in the x and y directions.
Figure 98. A flat plate subjected to tensile stress in the x and y directions.
With the following stress components:

  
 y =  − cos 2  (4)
2 2 

 xy = sin 2 (5)
2
  
 x =  + cos 2  (6)
2 2 
In this case, we have the formulas to calculate KI and KII:

KI =  y  a = (1 − cos 2 )  a
2 (7)
→ K I =   a .sin 2 

K II =  xy  a = sin 2  a
2 (8)
→ K II =   a .sin  .cos 
Page 104
3. Experimental sample
For the experiment on crack kinking phenomenon, we use a test sample of ½ sheet
of A4 paper (to observe wider cracks), leaving 2 ends 5cm to clamp into the testing
equipment as follows:
Figure 99. Experimental sample.
- Ruler, scissors, paper knife, stapler.

- Camera (with video recording function).
- Paper destruction simulation device.
Figure 100. Paper destruction simulation device.
5. Preparing for experiment
This experiment will use 3 test paper samples. These 3 paper samples will have a
3cm long groove in the centre (here the groove is created by using a paper knife to
cut along the pre-drawn line) with different tilt angles. compared to the horizontal
direction corresponding to each paper sample is 30o, 45o, 60o (this size is consistent
with the measurement limit of the dynamometer). Here there are 3 angles below
45o and 2 angles from 45o or more to consider how the increase or decrease in
Page 105
destructive force is different for incisions with tilt angles below 45o and from 45o
or more. As follows:
• Sample 5: Use a protractor to draw a straight line 3cm long with an angle
of 30o from the horizontal in the centre of the paper sample, then use a paper
knife to cut this line to create a groove as shown below:
Page 106
6. Conducting experiments
Conduct experiments for each paper sample according to the following steps:
• Step 1: Clamp the paper sample into the device's 2 jaws. To increase
strength when clamping the paper sample, we fold the edges of the two ends
of the paper sample, then place the sample into the "flying wing" screw
clamp to tighten the clamp.
• Step 2: Turn the crank to stretch the paper sample.
• Step 3: turn on the dynamometer (press the ON/OFF button), wait until the
dynamometer screen appears "0.00". Note that the unit of measurement is
Kg.
• Step 4: Turn the crank until the paper sample breaks, pay attention to the
rotation speed for each test so that it is even. At the same time, use a camera
to record the pulling process to determine the destructive force.
• Step 5: Use the video recorded for each sample to slow down to determine
the destructive force of each sample.
Page 107
7. Experimental data
Table 34. Experimental data of sample 5.
Page 108
Page 109
Page 110
8. Analysing data
Table 38. Analysing data of sample 5 (continue).
Page 111
Page 112
Page 113
Figure 104. The width d and a value on the samples.
• All samples have the thickness h = 0.114mm, the width d = 10.5cm = 105
mm and the length of the groove is 2a = 3cm, so a = 1.5cm or a = 15mm.
• After getting the data, first, we change the pulling force (PF) and the
resistance force (RF) in the unit Kilogram (kg) to the unit Newton (N):
PF ( N ) = PF (kg )  9.81
(9)
RF ( N ) = RF (kg )  9.81
• Then we calculate the destructive force (DF):

DF ( N ) = PF − RF (10)
• Then we calculate the normal stress 𝜎, the normal stress components 𝜎x, 𝜎y,
and the shear stress 𝜏xy, respectively:
DF
 ( MPa) = (11)
hd
  
 x =  + cos 2  (12)
2 2 
  
 y =  − cos 2  (13)
2 2 

 xy = sin 2 (14)
2
• Then we calculate the stress intensity coefficients KI and KII by the

formulas:
K I =   a .sin 2  (15)
K II =   a .sin  .cos  (16)
Page 114
9. Results
Page 115
Page 116
Page 117
DESTRUCTIVE FORCE DIAGRAM OF SAMPLES

Sample 5 Sample 6
Sample 7
200
180
160
DESTRUCTIVE FORCE (N)
140
120
100
80
60
40
20
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
MEASUREMENT TIMES
Figure 111. Destructive force diagram of samples 5,6 and 7.
10. Comments
10.1. Explain
Starting from the moment the paper samples are stretched, the force meter begins
to gradually increase until a critical value after which the paper samples are
destroyed. After the paper samples are destroyed, the force meter will gradually
decrease to the friction force (resistance force) value. The tears have a zigzag
shape, starting from the two ends of the cut and then developing into a zigzag line
spreading to the two longest edges.
10.2. Comments about the results
• Given samples having a groove which inclines at an angle α with respect

to the y axis. Samples having the smallest α angle – sample 7 – have the
largest average destructive force (around 186.30 N). And vice versa,
samples having the biggest α angle – sample 5 – have the smallest average
Page 118
destructive force (around 133.18 N). Sample 6 have the average destructive
force nearly 141.59 N. This shows that with the same dimension conditions
(thickness h and width d), samples having smaller 𝛼 angle are more durable
than samples having bigger alpha 𝛼.
• However, the test results are not completely accurate. The cause of this
deviation may be due to the following factors:
+ Human reading error on the force meter.
+ The paper structure is slightly damaged during preparation.
+ The paper pulling machine slips during the pulling process.
+ Instrument error of force gauge.
• The results of the stress concentration coefficient also have significant
deviations.
- THE END -
Page 119
2D WING Group 02
LAB 5. INVESTIGATING AERODYNAMIC FORCES AND
MOMENTS ON 2D WING
1. Experimental purposes
- Measure and determine the aerodynamic characteristics of a 2D wing: lift force,

drag force and pitching moment, pressure centre, aerodynamic centre for 1
rectangular wing with different flap angle.
- Review 2D wing theory.
- Construct a graph comparing the lift coefficient, drag force, pitching moment for
a 2D wing with different flap angle.
2. 2D wing theory [11]
a. The graph of lift force with angle of attack:
In both theoretical study and practical application, an important aspect that we need
to understand is Cl,max . When Cl increases linearly up to the value of Cl,max , it leads
to the phenomenon of a loss of lift force (stall). Figure 1 shows that Cl has a linear
increase with the angle of attack and decreases upon reaching Cl,max. The
corresponding angle of attack αs associated with the state of stall on the wing is
called the critical angle of attack. Meanwhile, the coefficient of pitching moment
at the position c/4 remains constant and changes abruptly at the angle of attack αs.
Page 120
2D WING Group 02
Figure 112.The chart illustrates the lift coefficient and moment coefficient at the position c/4.
b. Some solutions of 2D wing theory
• Symmetrical wing:
- Cl = 2 (1)
dCl
- Lift slope = = 2 (2)
d
- Both center of pressure and aerodynamic center are at the position c/4
(quarter chord).
- Cm,c /4 = cm,ac = 0 (3)
• Asymmetrical wing
 1   dz  
- Cl = 2  +    ( cos 0 − 1) d0  (4)
  0  dx  
dCl
- Lift slope = = 2 (5)
d
- Aerodynamic center is at the position c/4 (quarter chord).
Page 121
2D WING Group 02
- Center of pressure changes according to Cl.
c. Flap wing
Figure 113. The chart illustrates the change of lift coefficient when changing the flap angle.
Figure 2 illustrates the trend in the variation of the lift coefficient (Cl) when the
flap angle increases (deflects downwards). As the flap angle increases, the lift
coefficient also increases. This change can be explained by the influence of the
increased wing camber.
3. Formulas used
Moment at position c/4 is calculated according to the following formula:

Mc/4 = (Fore lift – Aft lift) x 0.06 (m) (6)
Determine the centre of pressure (centre of pressure is the position where the
bending moment is zero): General formula to calculate the position of the centre
of pressure:
xcp x cm, x
= − (7)
c c CN
Page 122
2D WING Group 02
• Find the coefficients CN and CA. We have:
CL = CN cos  − CA sin  (8)
CD = CA cos  + CN sin  (9)
 CN = CL cos  + CD sin  (10)
and CA = CD cos  − CL sin  (11)
 N = L cos  + D sin  (12)
4.1. Wind tunnel
Wind tunnel has typical characteristics: (1) open type, (2) maximum air velocity
in the surveyed section is 38 m/s (137 km/h), (3) Mach number 0.1, (4) Closed
Page 123
2D WING Group 02
survey section has dimensions of 400 mm (height) x 500 mm (width) x 1000 mm
(length).
Figure 116. The wind tunnel.
4.2. FM101 Three Component Balance
It is a popular device in aerodynamic experiments. It provides an easy-to-use

support system for wind tunnel models to measure three components of
aerodynamic forces and moments acting on the model: lift, drag and yaw moment.
Aerodynamic scales have the structure as shown below:
Figure 117. FM101 Three Component Balance.

Page 124
2D WING Group 02
Figure 6 shows the construction and identification of the main components of the
balance including the distance between the two sensors measuring the lift force.
Three forces are preliminarily defined as: fore lift, aft lift, drag. The distance
between Fore Lift and Aft Lift is 120mm and they are 60mm from the centre line
of the system. That means it is in a symmetrical position across the centre line.
Lift force = Force lift + Aft lift (13)
• Operating principle of the FM101 Balance:
+ Load cell: Load cell is a device used to convert force into an electrical signal.
Loadcells can be classified according to: Classify Loadcells according to
impact force: tensile (shear loadcell), compression (compression loadcell),
bending, torsion (Tension Loadcells). And classified by shape: disc, bar,
cylindrical, spherical, ball, cylindrical, S-shaped...
+ Structure of load cell: Strain gauge: is the main structural component of a

load cell, it consists of a thin metal wire placed on an elastic insulating plate.
To increase the length of strain gauge resistor wires, people place them in a
zigzag shape, the purpose is to increase the deformation when applied by force,
thereby increasing the accuracy of sensing devices using strain gauge.
Figure 118. Strain gauge.
Page 125
2D WING Group 02
• Operating principle of the load cell:
+ Works based on the Wheatstone balanced resistor bridge principle. The

applied force value is proportional to the change in induced resistance in
the resistor bridge, and thus returns a proportional voltage signal.
+ The main structure of the load cell includes strain gauge resistors R1, R2,
R3, R4 connected into a Wheatstone resistor bridge as shown below and
glued to the surface of the load cell body. An excitation voltage is applied
to the load cell input (corners (2) and (3) of the Wheatstone resistor bridge)
and the output signal voltage is measured between corners (1) and (4).
Figure 119. Wheatstone balanced resistor bridge principle.
Figure 120. Diagram of force applied to the sensor.
+ When a load or force acts on the load cell body, it causes the load cell
body to deform (expand or compress), which leads to a change in the length
and cross-section of the metal fibers of the strain gauge resistors glued to
the load cell body. leads to a change in the value of the strain gauges. This
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2D WING Group 02
change leads to a change in the output voltage. In other words, the loadcell
converts the applied force into an electrical signal. Load cells are also called
"load transducers" because they can also convert a load (applied force) into
an electrical signal.
• Measure force using the FM101 Balance: The operating principle of the
aerodynamic balance is that it is based on the principle of the load cell force
sensor. When the model is placed in the correct position inside the wind
tunnel, the wind blows, then the Drag force and the Aft lift and Force lift
forces (if any) appear, this force acts on the pillar attached to the model
placed inside. Model support centre line. The two forces Aft lift and Force
lift, after acting on the pillar, will be transmitted to the cable, compressing
the cable attached to the two load cell sensors. The Drag force, after acting
on the pillar, will be transmitted to the cable, pulling the cable. The load
cells then convert the applied force into an electrical signal. The conversion
of electrical signals into digital signals is performed by the CM-013
Loadcell Indicator.
Figure 121. CM-013 Loadcell Indicator.
4.3. Calibration method and construction of performance curve of the Balance
• Install the model for the calibration process:
+ Force plate locking by two centering clamps.
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2D WING Group 02
+ One hand holds the Model Support Disc; the other hand adjusts the Model
clamp.
+ Insert or drag models from the Model Support Disc.
+ Unlock the Incidence clamp and adjust the Model Support Disc to the “0”
position (or change the incidence angle for the model). Then lock it with
Incidence clamp.
+ One hand holds the Model Support Discs; the other hand locks the Model
Clamp.
Figure 122. Installing the Balance.
Figure 123. The Balance installed in the frame (back side).
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2D WING Group 02
+ Fix the aerodynamic centre to the specialized frame (designed for
determining performance characteristics), place the frame on the table. Install
the pulley as arranged in Figure 12.
+ Use signal cables to link the aerodynamic scale and display device.
+ Use a water drop ruler to check that the frames are horizontal and
perpendicular to the table surface.
+ Install the T-bar in the model installation position, the T-bar axis is parallel
to the table surface. Turn on the display device and wait a few minutes for the
system to stabilize. Press F3 to go to the characteristic curve setup screen.
• Determine the characteristics of Drag Force components: Newton -Volt:
+ Run the rope around the pulley.
+ Hang the weight hook at the other end of the rope. Press F3 to set “zero”.
+ Put a weight of 4kg on the hook. Press F4 to set 4000gm.
Figure 124. Determining the characteristics of resistance components: Newton-Volt.
• Determine the characteristics of Fore-Lift lift force components: Newton -

Volt:

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2D WING Group 02
Figure 125. Determining the characteristics of Fore-Lift lift force components: Newton-Volt.
• Determine the characteristics of Aft-Lift lift force components: Newton -

Volt:
Figure 126. Determining the characteristics of Aft-Lift lift force components: Newton-Volt.
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5. Conducting the experiment
- Measure the geometric dimensions of the wings, the wing connecting pillars and
the aerodynamic balance.
- Draw a picture and determine the basic dimensions of the wing profile and type
of wing profile.
- For a 2D wing model with a lift-generating auxiliary surface at the trailing edge
(flap wing):
• Experiment at a fixed speed (choose between 20 m/s - 30 m/s)
• First, experiment with flap angle δ = 0o, changing the flap angle (5 values)
from 0 to 30o.
• Next, adjust the flap angle δ = 10o, change the angle to the flap (5 values)
from 0 to 30o.
• Students can do the additional case of flap angle δ = 5o, with the same
procedure as above.
• Collect data, draw a graph of lift force and drag force according to angle to
the wing for wing cases with and without using surface effects to create lift.
- Or to be more briefly:
Step 1: Power on the fan control box, turn on the fan switch, turn the frequency on
the control panel to 0 Hz. Turn on the display switch.
Step 2: Lock the 2 centring clamps tightly.
Step 3: Measure the geometric dimensions of the wings, the wing connecting
pillars and the aerodynamic balance.
Step 4: Loosen Model clamp. Insert the wing into the test section through the test
section cover. From inside the test section, the object's cylinder penetrates the
Model clamp of the aerodynamic balance.
Step 5: Tighten the Model clamp to connect the wing to the scale. Loosen the angle
clamp, adjust the angle to the wing.
Step 6: Loosen the two centering clamps.
Step 7: Turn the frequency adjustment knob to the desired value, wait about 10
seconds for the wind tunnel to stabilize the speed.
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Step 8: Press the measurement button on the screen. Take measurement values in
about 30 seconds. Save the measured value excel file to your computer for
calculation.
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6. Experiment data
Table 43. Dimensions of the 2D sample.
Table 44. Experiment data of 2D wing with flap angle 0 o at 0m/s and at 21.6986 m/s (at 30Hz), respectively.
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Table 45. Experiment data of 2D wing with flap angle 10 o at 0m/s and at 21.6986 m/s (at 30Hz), respectively.
7. Analysing data
Table 46. Analysing data of the 2D wing with flap angle 0o.
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Table 47. Analysing data of the 2D wing with flap angle 10o.
Step 1: Determination of actual value of lift and drag force from measurements
After doing experiment, we get the data of Aft Lift, Fore Lift and Total Drag Force corresponding to each Frequency of fan (f) and
angle of attack α. It should be noted that when the fan frequency is zero, we are still able to witness some variations of force and still
measure a small resistance due to the mass of the body and the environment condition. The actual values of Aft Lift Fore Lift and Drag
Force of the wing will have to be subtracted from the values at f = 0 (Hz). Also, the data extracted from software has unit of gram
instead of Newton so we must make a conversion:
m
(𝐷𝑟𝑎𝑔 𝑎𝑡 𝑓 (𝐻𝑧) − 𝐷𝑟𝑎𝑔 𝑎𝑡 0 (𝐻𝑧) ) (gram) × 9,806( 2 )
s
Dragactual (N) =
1000
m
(Fore Lift 𝑎𝑡 𝑓 (𝐻𝑧) − Fore Lift 𝑎𝑡 0 (𝐻𝑧) ) (gram) × 9,806( 2 )
Fore Liftactual (N) = s
1000
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2D WING Group 02
m
(Aft Lift 𝑎𝑡 𝑓 (𝐻𝑧) − Aft Lift 𝑎𝑡 0 (𝐻𝑧) ) (gram) × 9,806( 2 )
Aft Liftactual (N) = s
1000
Step 2: Determination of value of total lift force:

The Lift force value is measured by the sum of the Fore lift value and the Aft lift value:
𝐿𝑖𝑓𝑡 𝐹𝑜𝑟𝑐𝑒 (𝑁) = Fore Lift actual (𝑁) + Aft Lift actual (𝑁)
Step 3: Determination of value of lift force of the wing

The Lift Force we get from step 2 may include the value of both parts: Wings and the supporting cylindrical rod connected to the wing.
So, we need to conduct calculation to get the value lift force of only the wing. Total Lift Force will be divided to the sum of area of
wing and the cylindrical rod and then multiply that ratio to the area of wing.
𝐿𝑖𝑓𝑡 𝐹𝑜𝑟𝑐𝑒 (𝑁)
𝐿𝑖𝑓𝑡 𝐹𝑜𝑟𝑐𝑒 𝑊𝑖𝑛𝑔 (𝑁) = × 𝐴𝑟𝑒𝑎𝑊 (𝑚2 )
𝐴𝑟𝑒𝑎𝑊 (𝑚2 ) + 𝐴𝑟𝑒𝑎𝑐𝑦𝑙𝑖𝑛𝑑𝑟𝑖𝑐𝑎𝑙 𝑟𝑜𝑑 (𝑚2 )
Where: 𝐴𝑟𝑒𝑎𝑊 (𝑚2 ) = 𝐶ℎ𝑜𝑟𝑑 𝐿𝑒𝑛𝑔𝑡ℎ (𝑚) × 𝑆𝑝𝑎𝑛 (𝑚)
𝐴𝑟𝑒𝑎𝑐𝑦𝑙𝑖𝑛𝑑𝑟𝑖𝑐𝑎𝑙 𝑟𝑜𝑑 (𝑚2 ) = 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑟𝑜𝑑 (𝑚) × 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑟𝑜𝑑 (𝑚)
Step 4: Calculation of the free stream velocity (V)

The relation between wind speed and fan frequency is given below:
𝑉 = 0.7342 × 𝑓 − 0.3274
With: 𝑉: freestream velocity (m/s)

𝑓: frequency of fan (Hz)
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Step 5: Determination of Lift coefficient of the wing (3D formula & 2D formula):
𝐿𝑖𝑓𝑡 𝐹𝑜𝑟𝑐𝑒 𝑊𝑖𝑛𝑔 (𝑁𝑒𝑤𝑡𝑜𝑛)

𝐶𝐿 = (3𝐷 𝑓𝑜𝑟𝑚𝑢𝑙𝑎)
1 2
ρV 𝑆𝑤
2
𝐶𝐿 = 2𝜋𝛼 (2𝐷 𝑓𝑜𝑟𝑚𝑢𝑙𝑎)
Where: ρ =1.225 kg/m3 (at sea – level)
𝑆𝑤 is the area of the wing (𝐴𝑟𝑒𝑎𝑊 )
𝛼 is angle of attack (AOA) (unit: radian)
Step 6: Calculations of the L/D ratio in order to have Drag coefficient CD for cylindrical rod:
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2D WING Group 02
Figure 127. Representative drag coefficients CD for various three-dimensional bodies based on the frontal area for Re >10 4. [12]
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2D WING Group 02
With measured dimension, we can have the values of L/D ratio and base on given data from the figure below we can get drag coefficient
CD:
Figure 128. Coefficient of drag for finite cylinder in laminar flow.
Step 6: Calculation of Drag of cylindrical rod

Using Drag formula for calculation:
1 2
Drag cylindrical rod (N) = ρV 𝑆𝑟𝑜𝑑 C𝐷𝑟𝑜𝑑
2
Where: C𝐷𝑟𝑜𝑑 is the drag coefficient for each cylindrical rod.
𝑆𝑟𝑜𝑑 is the area of the cylindrical rod (𝐴𝑟𝑒𝑎𝑐𝑦𝑙𝑖𝑛𝑑𝑟𝑖𝑐𝑎𝑙 𝑟𝑜𝑑 )
Step 7: Determination of Drag coefficient of the wing

With total drag obtained from step 1 and drag for the cylindrical rod, wing’s drag is measured by:
Drag wing (N) = Drag actual (N) − Drag cylindrical rod (N)
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2D WING Group 02
And the drag coefficient of the wing will be calculated by the equation:
Drag wing (N)

𝐶𝐷 =
1 2
ρV 𝑆𝑤
2
Step 8: Calculate the coefficient of normal force 𝑪𝒏 and axial force 𝑪𝒂 :
After having lift and drag coefficients of the wing then we can calculate coefficients of the normal force 𝐶𝑛 and axial force 𝐶𝑎 :
𝐶𝐿 = 𝐶𝑁 cos 𝛼 − 𝐶𝐴 sin 𝛼 𝐶 = 𝐶𝐿 cos 𝛼 + 𝐶𝐷 sin 𝛼
=> 𝑁
𝐶𝐷 = 𝐶𝐴 cos 𝛼 + 𝐶𝑁 sin 𝛼 𝐶𝐴 = 𝐶𝐷 cos 𝛼 − 𝐶𝐿 sin 𝛼
Step 9: Calculate moment value and the moment coefficient at quarter-chord position:
Moment at quarter-chord:
𝑀𝑐/4 (N. m) = [Fore Lift actual (N) − Aft Lift actual (N)] × 0.06 (𝑚)
Moment coefficient at quarter-chord:
𝑀𝑐/4 (N. m)
𝐶𝑀𝑐/4 =
1 2
ρV 𝑆𝑤 . 𝑐
2
Step 10: Calculate the position of center of pressure:
𝑥𝐶𝑃 𝑥 𝐶𝑚,𝑥
= −
𝑐 𝑐 𝐶𝑁
• Lift coefficient comparison with theory:
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2D WING Group 02
The lift coefficient formula for the airfoil with a trailing edge-flap in term of angle of attack are:
CL ( ,  ) = CL,  −  L =0 ( = 0) +  f  
Where: 𝐶𝐿,𝛼 is lift slope = 2𝜋
𝛼 is the angle of attack (degree).
𝛼𝐿=0 (𝛿 = 0) is the angle of attack for zero lift force at flap angle = 0 (for symmetric airfoil 0012: 𝛼𝐿=0 = 0)
𝜀𝑓 is the ideal flap section effectiveness.
𝛿 is the deflection angle of flap (degree).
Ideal flap section effectiveness
 L =0 1   f − sin  f
f =−

=
  f
(1 − cos  )d = 1 −

 cf 
With:  f = cos −1  2 − 1
 c 
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2D WING Group 02
8. Results
Lift Coefficient Flap 0 (deg) apply 2D Wing Formula

3.500
3.000
2.500
Lift Coefficient (CL 2D)
2.000
1.500
1.000
0.500
0.000
0 5 10 15 20 25 30 35
Angle of Attack (Deg)
Figure 129. Lift coefficient flap 0o apply 2D wing formula.
MOMENT COEFFICIENT AT QUARTER -

CHORD WITH RESPECT TO ANGLE OF
ATTACK OF 2D WING FORMULA
(FLAP ANGLE 0 DEGREE)
0.080
0.070
0.060
CM_C/4
0.050
0.040
0.030
0.020
0.010
0.000
0 5 10 15 20 25 30 35
ANGLE OF ATTACK (DEGREE)
Figure 130. Moment coefficient at quarter-chord with respect to angle of attack of 2D wing formula (flap 0o).
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2D WING Group 02
CENTER PRESSURE POSITION WITH

RESPECT TO ANGLE OF ATTACK OF 2D
WING FORMULA
60.000
50.000
X_CP (MM)
40.000
30.000
20.000
10.000
0.000
0 5 10 15 20 25 30 35
Figure 131. Center pressure position with respect to angle of attack of 2D wing formula (flap 0 o).

0.800
0.700
0.600
0.500
0.400
0.300
0.200
0.100
0.000
0 5 10 15 20 25 30 35
Figure 132. Lift Coefficient Flap 0o apply 3D Wing Formula.
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2D WING Group 02
Drag Coefficient Flap 0 (deg) apply 3D Wing Formula

0.450
0.400
0.350
Drag Coefficient (CD 3D)
0.300
0.250
0.200
0.150
0.100
0.050
0.000
0 5 10 15 20 25 30 35
Figure 133. Drag Coefficient Flap 0o apply 3D Wing Formula.

3.500
3.000
2.500
2.000
1.500
1.000
0.500
0.000
0 5 10 15 20 25 30 35
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2D WING Group 02
MOMENT COEFFICIENT AT QUARTER -CHORD

WITH RESPECT TO ANGLE OF ATTACK OF 2D
WING FORMULA
0.120
0.100
0.080
CM_C/4
0.060
0.040
0.020
0.000
0 5 10 15 20 25 30 35
AOA (DEGREE)
Figure 135. Moment coefficient at quarter-chord with respect to angle of attack of 2D wing formula (flap 10o).
CENTER PRESSURE POSITION WITH

RESPECT TO ANGLE OF ATTACK OF 2D
WING FORMULA
40.000
35.000
30.000
X_CP (MM)
25.000
20.000
15.000
10.000
5.000
0.000
0 5 10 15 20 25 30 35
Figure 136. Center pressure position with respect to angle of attack of 2D wing formula (flap 10o).
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2D WING Group 02

1.200
1.000
0.800
0.600
0.400
0.200
0.000
0 5 10 15 20 25 30 35
Drag Coefficient Flap 10 (deg) apply 3D Wing Formula

0.800
0.700
0.600
Drag Coefficient (CD 3D)
0.500
0.400
0.300
0.200
0.100
0.000
0 5 10 15 20 25 30 35
Figure 138. Drag Coefficient Flap 10o apply 3D Wing Formula.
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2D WING Group 02
9. Comments
Both the lift coefficients applying 2D formula of flap angle 0 degree and 10
degrees are linear and have an increasing trend when increasing angle of attack
from 0 degree to 30 degree.
Both moment coefficient at quarter-chord with respect to angle of attack of 2D
wing formula of flap angle 0 degree and 10 degrees have the same trend when
increasing angle of attack from 0 degree to 25 degree: angle of attack (AOA)
ranges from 5 to 10 degrees, the graphs moment coefficient of quarter - chord peak
once then tend to decrease. Between 10 and 15 degrees, CM_c/4 changed from a
downtrend to an uptrend, then created another peak between 15 and 20 degrees
and turned to a downtrend up to AOA 25 degrees. From AOA 25 onwards, graphs
of flap angle 0 degree and 10 degrees are different. While the trend of the graph of
flap angle 10 degrees continues to trend downward, the graph trend of the flap
angle 0 degrees reverses (increases).
Both graph center pressure position with respect to angle of attack of 2D wing
formula of flap angle 0 degrees and 10 degrees have quite similar trends. With
angle of attack (AOA) from 0 degrees to between 5 and 10 degrees, both graphs
tend to decrease and then increase slightly, then decrease quite sharply to AOA of
15 degrees. AOA between 15 and 20 degrees, both graphs change from a
downtrend to an uptrend.
About the drag coefficient graphs applying 3D formula of flap angle 0 degree and
10 degrees, both graphs have an increasing trend when increasing AOA from 0
degrees to 30 degrees.
• Comparing lift coefficient applying 2D formula with applying 3D formula:
Due to graphs of it when flap angle 0 degree and 10 degrees, with AOA from 0
degree to 30 degrees, the trends of all graphs have upward trend. The only
difference is that, from AOA 18 degrees onwards, the 2D formula application
graphs continue to increase, but the lift coefficient values applying 3D formula
decrease slightly to AOA 30 degrees.
- THE END -
Page 147
DRONE FLYING INSTRUCTIONS Group 02
LAB 6. DRONE FLYING INSTRUCTIONS
- Equip students with skills to operate Drones.

- Helps students understand actual drone flight operations and current
regulations related to drones.
2. Experimental contents
- Students practice 9 flying exercises according to the materials provided in

class.
3. Report request
3.1. Students present the regulations of the Civil Aviation Authority of Vietnam
(CAAV) for Drone flying. Students tell which areas are allowed to fly Drones.
Solve:
- Up to October 2023, the regulations of the Vietnam Civil Authority of Vietnam
(CAAV) for drone flying: [13] [14]
+ Registration: All drones weighing 250 grams or more must be registered
with the CAAV before they can be operated in Vietnam.
+ Restricted Areas: Drone operators are prohibited from flying their
drones in certain restricted areas, such as airports, military installations,
government buildings, and sensitive areas.
+ Altitude and Distance Restrictions: The maximum allowed altitude for
drones is 120 meters (approximately 394 feet) above ground level.
Additionally, drones must maintain a minimum horizontal distance of 30
meters from people, buildings, and vehicles.
+ Flight and Operating Rules: Drone operators must always maintain a
visual line of sight with their drones during flight. Flights at night or in
adverse weather conditions are generally prohibited unless specific
permissions are granted.
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+ Prohibited Activities: Drones should not be used for activities that
violate privacy, endanger public safety, or interfere with the operation of
other aircraft or communication systems.
+ Remote Identification: Drones weighing 2 kilograms, or more are
required to have a remote identification system installed for tracking and
identification purposes.
- Up to January 2023, the areas are not allowed to fly Drones: [15]
+ Areas of defense works, and especially important military zones are
authorized by the Government for the Ministry of National Defense to
directly direct the management and protection.
+ The headquarters area of the Party, State, National Assembly,
Government, departments, ministries, and central branches; headquarters
of the Central Committee of the Vietnam Fatherland Front; working
headquarters of the Party Committee, People's Council, People's
Committee of provinces and centrally run cities; headquarters of
diplomatic missions, consulates, and representative agencies of
international organizations in Vietnam.
+ Military station area; areas for force deployment, combat equipment,
combat readiness, combat training, and target protection; warehouse areas,
factories, logistics and technical bases (centers), prisons, detention camps,
temporary detention houses of forces belonging to the Ministry of
National Defense and the Ministry of Public Security; areas of works in
the list of important works related to national security.
+ Airport areas and airfields with civil and military aircraft operations.
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Figure 139. Drone No - Fly 2D zones established around airports starting in 2020. [16]
Page 150
Figure 140. Drone No - Fly 3D zones established around airports starting in 2020. [16]
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Figure 141. Drone No - Fly 2D zones established around Tan Son Nhat airports, Ho Chi Minh city on DJI app.
Page 152
Figure 142. No - Fly zone at a helicopter landing site starting in 2020. [16]
Page 153
+ Areas within the limits of airways, flight tracks, flight corridors that
have been licensed in Vietnam's airspace, and the limited scope of airways
are stated in Vietnam's Aeronautical Information Publication – “AIP
Vietnam” – announced by the CAAV.
+ In special cases for reasons of national defense and security or at the
request of ministries, branches, and localities to ensure flight safety and
social order and safety, the Ministry of National Defense decides to
temporarily restrict flights. or temporarily ban flights of unmanned aircraft
and ultra-light aircraft in one or several areas within the territory of
Vietnam. This decision takes effect immediately.
➔ Outside these areas, we are allowed to fly Drones. Moreover, if we meet the
requirements of the flight licensing organization, there are some restricted areas where
we are allowed to fly, such as: [14]
+ Airspace with an altitude above 120m above the terrain (excluding prohibited
flying areas).
+ Densely populated area, crowded with people.
+ The border area with China is 25,000m from the border at all altitudes. The
border area with Laos and Cambodia is 10,000m from the border at all altitudes.
+ Areas adjacent to prohibited areas at airports and airports with civil aviation
aircraft operating and military aircraft extending outward (3,000m wide;
5,000m long) from the boundary of the prohibited area Fly at airports and
aerodromes at an altitude lower than 120m above the terrain.
3.2. Students present the process of registering to fly Drones in Vietnam.
Solve:
Up to January 2023, the process of registering to fly Drones in Vietnam: [17]
- Step 1: Prepare documents to apply for a flight license for flycam/drone. This
step requires preparing complete papers and documents; careful, necessary
for submission and registration procedures.
When applying for a flycam/drone flight license, we need to prepare a set of
documents to apply for a flycam/drone flight license according to the
provisions of Article 9 of Decree 36/2008/ND-CP amended in Decree
79/2011/ND-CP as follows:
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+ Application for flight license in Vietnamese and English (according to
the form issued with Decree 79/2011/ND-CP).
+ License or legal authorization allowing aircraft and aircraft to take off
and land at airports, water, and ground areas.
+ Other papers and documents related to aircraft and flying vehicles such
as technical documents of flycams/drones, photos of the type of aircraft or
aircraft, a description of the aeronautical technical features of that type of
aircraft or aircraft, etc.
At least 07 working days, before the scheduled date of organizing flights,
organizations and individuals submit applications for flight licenses to the
Department of Operations - General Staff. If it is necessary to amend the
application for flight authorization, the individual or organization shall submit
the application to amend the flight authorization to the Department of
Operations - General Staff no later than 07 working days, before the expected
date of organizing the implementation of the procedures flight.
- Step 2: Apply for a flycam/drone flight license. The requester needs to go to
the competent authority to submit the application and documents to apply for
a drone flight license.
The organization of receiving and resolving applications for flight licenses and
amendments to flight licenses of organizations and individuals is guaranteed
to be convenient and quick, carried out by the Ministry of National Defense.
Specifically, flight licensing for flycams/drones is managed and licensed by
the Department of Operations - Ministry of National Defense. When receiving
valid documents and being granted a flight license or if the documents are
invalid and need to be amended or supplemented, the Department of
Operations - General Staff will respond about granting permission to organize
flights within 05 days. working from the date of receipt of the complete
application for a license, or within 03 working days from the date of receipt of
the complete application according to the regulations for amending the issued
flight permit. If the competent authority requests additional missing
documents; The requester needs to quickly complete his/her registration
dossier to receive the license faster, saving time and costs.
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- Step 3: Receive a flycam/drone flight license. When receiving a flight license,
you need to carefully read the content in the license such as: areas where you
can fly and cannot fly; flight time limit ...
Some things to note when applying for a flight license for a Flycam/Drone:
+ The validity of a flight license is only for a period at a certain registered
location. Flight licenses cannot be reused multiple times.
+ When put into use, Flycam / Drone equipment is not allowed to be used
in quantities and types that are incorrect compared to the information
registered in the flight license. Therefore, flycam/Drone users need to pay
special attention to information about the type of device they want to apply
for a flight license.
3.3. Students describe 9 Drone Flying practices. [18]
Solve:
To practice the 09 basic flycam flying lessons given in this written work, flycam
users need to ensure the regulations of the Ministry of Defense on licensing flycam
flights, on areas allowed to fly flycams; Or consult organizations that train and
issue drone operating certificates for specific instructions.
And 09 basic flycam flying exercises include:
3. Practice basic drone control skills within the local area, lock the drone's nose
direction:
- Objective of practice exercise 1: students master the basic control operations

of the flycam; feel the movement of the flycam according to each control
operation; and drone landing techniques through direct control with the
controller.
- Requirements for practice exercise 1:
d. Take off to a height of 3 m.

e. Hover 5 seconds.
f. Rotate in place 360 degrees in the forward direction (clockwise).
g. Rotate in place 360 degrees in the reverse direction (counterclockwise).
h. Keep the aircraft direction in the forward direction, and perform the
forward, backward, left, and right movements in 8 steps as shown below.
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Figure 143. Practice 1.
i. Repeat step (e) one more time.

j. Perform the drone landing technique to the take-off position, position 'H'
on the picture.
➔ Time to complete exercise 1 ranges from 2 minutes to 3 minutes.
4. Practice skills to control the flycam at low altitude, close range in the most
rectangular orbit in forward mode (flycam does not change direction):
- Objective of practice exercise 2: students are proficient in controlling the

flycam in the forward direction (heading direction of the flycam remains
unchanged) along a rectangular trajectory; feel the movement of the flycam
according to each control operation; feel the flycam's ability to maintain
altitude during flight; and drone landing techniques through direct control with
the controller.
a. Take off and climb to 3 m.
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b. Check if the drone is operating correctly (slightly rotate forward/reverse;
forward/backward distance 0.5 m; left/right distance about 0.5 m).
c. Adjust the heading direction of the flycam in the forward direction
(according to the operator's view).
d. Keep the flycam's headling direction unchanged, and perform sequential
flight movements in a rectangular orbit with 04 positions numbered 1 - 2
- 3 - 4 according to the route:
• H–1–2–3–4–H
• H–4–3–2–1–H
e. Repeat step (d) one more time.

f. Perform the drone landing technique to the take-off position, position 'H'
on the picture,
5. Practice flycam control skills at low altitude, close range in a rectangular orbit
in flycam mode, changing the nose direction to match the trajectory:
- Objective of exercise 3: students are proficient in controlling the flycam by

changing the heading direction of the flycam according to a rectangular
trajectory; feel the movement of the flycam according to the actual mission
implementation (then the heading of the flycam always follows the direction
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of the flight); feel the flycam's ability to maintain altitude during flight; and
drone landing techniques through direct control with the controller.
a. Take off and climb to 3 m altitude.

b. Check if the drone is operating properly (slightly rotate forward/reverse;
forward/backward distance 0.5 m; left/right distance 0.5 m).
c. Adjust the headling of the flycam to suit the flight direction in a
rectangular orbit with 04 positions numbered 1 – 2 – 3 – 4 according to
the following route: H – 1 – 2 – 3 – 4 – H (see picture below). left below).
Observe the flycam's heading change on the control screen through the
flycam's settings app.
d. Adjust the headling of the flycam to suit the flight direction in a
rectangular orbit with 04 positions numbered 1 – 2 – 3 – 4 according to
the following route: H – 4 – 3 – 2 – 1 – H (see picture on the right down
here). Observe the flycam's heading change on the control screen through
the flycam's settings app.
e. Perform the flycam landing technique to the take-off position, position 'H'
in the picture.
6. Practicing Controlling the Flycam at Low Altitude and Short Range Along
Figure-Eight Trajectory with Heading Adjustments:
- Objective of Exercise 4: The goal of this practice is for the trainees to become
proficient in controlling the Flycam while adjusting its heading along a figure-
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eight trajectory. They should be able to perceive the motion of the Flycam as
it carries out the task (with the heading of the Flycam always in the direction
of flight). Trainees should also develop an understanding of maintaining the
altitude of the Flycam during flight and the technique for landing the Flycam
using direct remote control.
- Requirements for Exercise 4:
a. Take off and ascend to an altitude of 3 meters.

b. Verify if the drone is operating correctly (rotate gently
clockwise/counterclockwise; move forward/backward approximately 0.5
meters; move left/right approximately 0.5 meters).
c. Adjust the heading of the Flycam to match the direction of flight along a
figure-eight trajectory with four positions numbered 1 – 2 – 3 – 4
according to the following route: H – 1 – 2 – 3 – 4 – H (see the left image
below). Observe the change in the heading of the Flycam on the control
screen through the Flycam's installed app.
d. Adjust the heading of the Flycam to match the direction of flight along a
figure-eight trajectory with four positions numbered 1 – 2 – 3 – 4
according to the following route: H – 4 – 3 – 2 – 1 – H (see the right image
below). Observe the change in the heading of the Flycam on the control
screen through the Flycam's installed app.
e. Execute the landing technique to bring the Flycam back to the take-off
position, the 'H' position in the image.
➔ The completion time for Exercise 4 should range from 3 to 5 minutes.
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7. Practice Controlling Flycam Skills for Executing a Photo/Video Mission in a
Designated Area:
- Objective of Exercise 5: The goal of this practice is for trainees to become

proficient in controlling the Flycam while using the Flycam's camera
application to record the execution of an observed real-life situation. They
should also learn how to use the auto-return feature for landing the Flycam.

c. Check the camera signal transmitted to the control application and verify
the ability to adjust the camera angle from the control handle.
d. Ascend to a minimum altitude of 80 meters.
e. Adjust the camera angle to point downwards, with a minimum angle of 80
degrees, to observe the area beneath the Flycam.
f. Activate the recording feature on the Flycam.
g. Fly along the required route in a clockwise direction: H ➔ 1 ➔ 2 ➔ 3 ➔
4 ➔ H with the situation as depicted in the reference image below (in
practice, the flight route will be adjusted according to the deployment
area).
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h. Activate the "return to launch" feature on the control handle.

i. Observe the Flycam's landing process back to the take-off position.
j. When the Flycam has successfully landed, turn off the recording feature
on the Flycam and check the drone's position relative to the take-off
position, allowing for an evaluation of the Flycam's positioning accuracy.
k. Retrieve the memory card and copy the recorded data from the Flycam,
saved on the memory card, to a computer.
l. Reinsert the memory card into the Flycam.
➔ The completion time for Exercise 5 can vary but typically ranges from 4
to 5 minutes.
➔ For the second flight, you can change the flight route in the reverse direction,
specifically: H ➔ 4 ➔ 3 ➔ 2 ➔ 1 ➔ H.
8. Practicing Flycam Control Skills for Executing a Photo/Video Mission in a

Designated Area, Performing an Emergency Landing to a Feasible Location,
and Utilizing the Feature to Determine the Position of an Emergency Landed
Flycam:
- Objective of Exercise 6: The objective of this practice is for trainees to become

should also practice an emergency landing to the nearest feasible location and
use the feature to determine the position of the Flycam after an emergency
landing.

c. Check the camera signal transmitted to the control application and ensure
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f. Activate the recording feature on the Flycam.
g. Fly along the required route in a clockwise direction: H ➔ 1 ➔ 2 ➔ 3 ➔
4 ➔ H ➔ 5, with the situation as depicted in the reference image below
(in practice, the flight route will be adjusted according to the deployment
area).
h. Observe the area around position 5 to assess the feasibility of performing

an emergency landing at position 5 or in the nearby area of position 5.
i. Descend to an altitude of about 2 meters in the area around position 5.
j. Activate the landing mode from the control handle to land in the area
around position 5.
k. End the recording when the drone has completed landing at the take-off
position.
l. Activate the feature to determine the Flycam's position from the control
handle and move in the instructed direction to the emergency landing
location.
m. Retrieve the Flycam, remove the memory card, and copy the recorded data
from the Flycam saved on the memory card to a computer.
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n. Reinsert the memory card into the Flycam.
➔ The completion time for Exercise 6 may vary but typically ranges from 5
to 7 minutes.
9. Practice of Flycam Control Skills for Executing a Filming Mission with

Circular Object Tracking and Waypoint Flying in a Designated Area:
- Objective of Exercise 7: The goal of this practice is for trainees to become

should also learn to use two automatic flying modes supported by the software.
The control modes of the Flycam, which are the orbit mode around an object
and the waypoint flight mode.

c. Check the camera signal transmitted to the control application and ensure
f. Switch to automatic flying mode using the waypoint feature on the
Flycam's control application and set 7 waypoint positions as shown in the
image below (note: the actual flying area will be adjusted as needed).
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g. Activate the recording feature on the Flycam.

h. Activate the automatic flying mode with the 7 waypoint positions set in
step (e).
i. After activating the waypoint automatic flight mode, and the flycam is at
position 7 (see picture), switch to fly around the object mode on the flycam
control application and set the flying radius around the position. position
7 is 10 m.
j. Activate the mode to fly around the object around location 7.
k. After completing the flight around the survey object, activate the
automatic return to take-off position, "return to launch".
l. End recording when the drone completes landing at the take-off location.
m. Take the memory card and copy the recording data from the flycam saved
on the memory card to the computer.
n. Reinsert the memory card and flycam.
10. Practice flycam control skills with mid-range and high-end flycams:
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- Objective of exercise 8: Students master the flycam flying features when
specializing in mid-range and high-end flycam lines, specifically: DJI flycam
line, and Autel Robotics flycam line; Differences in control connections
between mid-range and high-end drones; Feel the flying feeling of mid-range
and high-end drones based on the basic flycam flying skills that have been
equipped in the previous 07 practice sessions; Feel the smooth/standard/sport
flight mode.
a. Repeat exercise 1.
b. Repeat exercise 2.
c. Repeat exercise 3.
d. Repeat exercise 4.
11. Practice mid-range and high-end drone control skills with a flight situation
surveying a real area:
- Objective of exercise 9: students deploy mid-range and high-end flycams for

surveying a real area with photography/recording requirements.
- Requirements for practice lesson 9:
a. Take off and climb to 2 m altitude.

b. Check that the flight mode set for the flycam is "standard".
c. Check if the drone is operating properly (slightly rotate forward/reverse;
forward/backward distance 0.5 m; left/right distance 0.5 m).
d. Check the camera signal transmitted to the control application, check the
camera angle control from the controller.
e. Get a minimum altitude of 80 m.
f. Adjust the camera angle downward to a minimum angle of 80 degrees to
be able to observe the area below the flycam.
g. Activate the recording feature on the flycam.
h. Control the drone to fly according to the reference trajectory with the 05
points given below (note: actual flight area will be changed accordingly).
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i. After returning the flycam to position 5, finish recording and switch to

shooting mode.
j. Take a photo at position 5 without magnification; zoom 2 times (zoom x2);
Zoom in 4 times (zoom x4).
k. Activate panorama photography mode, adjust the appropriate camera
viewing angle, and activate panorama photography at position 5.
l. Activate the function to automatically return to the take-off position,
"return to launch" (note: if the wind is quite windy during the landing
process, switch the flycam's flight mode to "sport").
m. Take the memory card and copy the recording data from the flycam saved
on the memory card to the computer.
n. Reinsert the memory card and flycam,
-THE END-
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FLY COMMERCIAL FLIGHT SIMULATOR Group 02
LAB 7. FLY COMMERCIAL FLIGHT SIMULATOR
- Create conditions for students to experience the activities of a commercial

flight in a simulation environment.
- Students apply the knowledge they have learned to explain estimated center of
gravity activities, estimate the amount of carried fuel, and adjust stable flight
parameters.
2. Content
- Students use the flight simulation software “Microsoft Flight Simulator” to

practice commercial flight operations in a simulated environment.
- Students apply the knowledge they have learned in courses such as
Aerodynamics, Aircraft Design, Aircraft Systems, etc., to perform the
following activities:
• Activity 1: Students explain why it is necessary to "Trim" the aircraft's
control surfaces and describe different types of "trim."
• Activity 2: Students describe the aircraft's systems. How many primary
systems are there, and where are their control panels located on the aircraft?
• Activity 3: Students carry out procedures to start the aircraft's systems and
prepare for takeoff. They record information about the weather, airport
altitude, and instructions provided by Air Traffic Control (ATC).
• Activity 4: Students describe the procedures to be followed during takeoff,
including the required speed milestones.
• Activity 5: After a successful takeoff, students describe the procedures for
approaching waypoints and how to communicate with ATC.
• Activity 6: Students describe the preparations needed for the landing phase
and explain how the aircraft's altitude changes during the approach to the
runway.
• Activity 7: Students guide the aircraft for a safe landing.
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Solve:
2.1. Activity 1
a) Basics of trimming on Airliners: [19]

To "trim" an aircraft is to adjust the aerodynamic forces on the control surfaces so
that the aircraft maintains the set attitude without any control input. The most
commonly used trim system is the trim tab which can be installed in both fixed or
flight adjustable configurations.
Figure 151. Example of trim tab on elevator.
b) Type of trim mechanisms: [20]

• Trim tab
Figure 152. Trim tab operation.
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Figure 153. Trim tab mechanism visualization.
• Antiservo Tab
Figure 154. Antiservo tab trim mechanism.
Antiservo tabs are like balance tabs, but they move in the opposite direction. For
example, when your elevator or stabilator moves up, the antiservo tab moves in
the same direction. In small aircraft, it increases the control feel, and helps prevent
you from over-controlling your aircraft's pitch. One of the most popular examples
of the antiservo tab is on the Piper Cherokee. Without it, the plane would be much
easier to pitch up and down, but it would also be easy to over-control, and possibly
overstress the airframe.
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• Ground adjustable tab
Figure 155. Ground adjustable tab on the Cessna.
Ground adjustable tabs are just that: only adjustable on the ground. The ground tab
is used to keep your plane flying coordinated in level flight. And since it's a trial-
and-error system, it might take a few flights of adjusting, flying, and more
adjusting. But once you've got it set, you're good to go.
2.2. Activity 2
There are many ways of categorizing systems on an aircraft. But in this report, we
will follow the Boeing 787.
a) List of main systems on the Boeing 787:
Positions and description of those systems on control panels:
1) Flight Control Surface system

2) Navigation system
3) Flight Computer system
4) Electrical system
5) Lighting Panel system
6) Battery system
7) Common Core system
8) Emergency Exit Light system
9) Window Heat system
10) Hydraulic system
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11) Exterior Light system
12) Interior Light system
13) Fire Alarm system
14) Fuel Jettison system
15) Fuel Pump system
16) Air Condition Pressurization system
17) Electronic Flight Instrument system (EFIS)
18) Mode Control Panel (MCP)
19) Flight Control system
20) Communication system
21) Traffic alert & Avoidance System (TCAS)
22) Electronic Flight Bag system (EFB)
b) Positions and description of those systems on control panels:

Since there are too many systems, we will only focus on the important systems
which are involved in this lesson.
1) Flight Control Surface system
A flight control surface system is a set of aerodynamic devices that allow a

pilot to adjust and control the aircraft’s flight attitude, direction, and speed.
The system consists of primary and secondary flight control surfaces, the
respective cockpit controls, connecting linkages, and the necessary
operating mechanisms.
The flight control surface system is a vital component of an aircraft’s flight
control system, which also includes the aircraft engine controls, the flight
instruments, and the flight computers. The flight control surface system
enables the pilot to maneuver the aircraft in response to the flight conditions
and the desired flight plan.
To lock out the flight control surfaces on the wings and tail, use the two
lock switches for Flight Control Surfaces on the overhead panel. When
operating on or near the control surfaces, maintenance staff can utilize the
flight control lock switches to stop surface movement.
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Figure 156. Flight control surfaces panel.
Figure 157. Flight control system.
2) Navigation system
A navigation system is a computing system that facilitates navigation,

which is the process of figuring out an object's location, velocity, and
direction. Various navigation system types exist, contingent on the object,
surroundings, and data sources. Some common navigation types systems
are: Automotive navigation system, Marine navigation system, Satellite
navigation system, Surface navigation system, Robotic mapping.
Navigation systems are essential for various purposes, such as
transportation, exploration, communication, military, and medical
applications. They enable the object to maneuver in response to the desired
plan and the changing conditions.
The navigation system consists of the following: weather radar, flight
management system (FMS), global positioning system (GPS), air data
reference (ADRS), inertial reference system (IRS), VOR, DME, ILS, ADF,
and ATC transponder.
The navigation system consists of instruments, sensors, and avionics that
provide information about the aircraft's position, altitude, speed, and
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direction. It includes systems like GPS (Global Positioning System),
Inertial Navigation Systems (INS), and radio navigation aids.
Figure 158. Navigation system.
3) Flight Computer system
The flight computer system is a critical component of an aircraft that is

responsible for managing and controlling various aspects of the flight. It is
designed to handle tasks such as navigation, autopilot control, engine
management, and monitoring of aircraft systems.
The flight computer system uses advanced algorithms and sensors to gather
data and make real-time calculations to ensure safe and efficient flight
operations. It plays a crucial role in maintaining stability, optimizing fuel
consumption, and providing accurate flight information to the pilots.
4) Electrical system
The electrical system on an aircraft is a complex network of components

and wiring that provides power for various systems and equipment onboard.
It is responsible for supplying electricity to essential systems such as
avionics, lighting, communication systems, navigation equipment, and
cabin systems.
The electrical system typically consists of generators or alternators that
produce electrical power, batteries for backup power, distribution panels to
route power to different systems, and various electrical loads that consume
the power.
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Figure 159. Electric control panel.
5) Lighting Panel system
The lighting panel system on an aircraft is responsible for controlling and

managing the various lighting systems onboard. It allows the pilots or cabin
crew to adjust and control the intensity, color, and location of the lights as
needed.
The lighting panel system typically includes controls for different types of
lighting, such as cockpit lighting, cabin lighting, emergency lighting,
exterior lighting (including navigation lights, landing lights, and strobe
lights), and special-purpose lighting (such as reading lights or mood
lighting).
6) Common Core system
The Common Core System (CCS) provides a common computing network

and data exchange system for most airplane systems. CCS operation is
automatic. The CCSs main component is the Common Computing
Resource (CCR), which has a left and right cabinet. Separate modules
within each CCR cabinet perform distinct functions. The CCRs can isolate
most faults, allowing the cabinet to continue operation.
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There are no CCS controls or indications for normal operations. In the event
a CCR fault occurs resulting in the loss of displays, a CCR reset procedure
can be found in the unannunciated non-normal checklist: LOSS OF ALL
DISPLAYS. Two (L, R) CCR RESET switches are located on the overhead
panel for use during this procedure. [21]
7) Emergency Exit Light system

In January 2022, the Boeing 787 Dreamliner is equipped with emergency
exit lights to guide passengers to exits in case of an emergency. However,
specific details about the emergency exit light system may vary depending
on the airline's configuration and the specific model of the aircraft.
Typically, emergency exit lights are installed above each exit door and
along the aisle to provide a visible path to the exits. These lights are
designed to automatically illuminate in the event of a power failure or
emergency. The lights are usually battery-powered to ensure continued
functionality even if the main power source is lost.
For the most accurate and up-to-date information, it is recommended to
refer to the Boeing 787 Dreamliner's official documentation or contact the
airline operating the specific aircraft. Additionally, advancements or
changes to aircraft systems may have occurred since my last update in
January 2022.
Figure 160. Emergency exit light panel.
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8) Window Heat system
The Boeing 787 is equipped with an advanced window heating system to

prevent ice formation and ensure clear visibility through the cockpit and
cabin windows. The system uses electric window heaters rather than
traditional bleed air systems that were common in older aircraft.
Figure 161. Window heat panel.
9) Hydraulic system
Figure 162. Hydraulic control panel.
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Figure 163. Position of hydraulic control panel.
Figure 164. Hydraulic system status.
10) Lighting system
Figure 165. Lighting panel.
• Exterior Light system:

It includes:
- Navigation lights, such as red and green wingtip lights and a white
taillight, indicate an aircraft's direction to other aircraft.
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- Anti-collision lights are strobe lights that increase visibility, especially
during takeoff and landing.
- Taxi lights illuminate the taxiway and runway during ground
movements.
- Landing lights are powerful lights on the nose or wings used for
runway illumination during takeoff and landing.
- Logo lights display the airline's logo on the tail for branding and
• Interior Light system

It includes:
- Interior lighting includes overhead and sidewall lights in the passenger

cabin, reading lights at individual seats, and cockpit lighting.
- Adjustable LED lights allow for different lighting scenarios, from
soothing ambiance to brighter settings for specific tasks.
Logo lights display the airline's logo on the tail for branding and
11) Fire Alarm system
The fire alarm system is a critical safety feature designed to detect fires or
the presence of smoke within the aircraft. It uses various sensors and alarms
to alert the flight crew in real-time, enabling them to respond promptly and
take necessary actions to mitigate the fire risk. This system is vital in
ensuring the safety of passengers and crew during flight.
12) Fuel Pump system
The fuel pump system is responsible for managing the transfer and
distribution of fuel from the aircraft's fuel tanks to its engines. It ensures
that fuel is consistently delivered to the engines at the required pressure and
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flow rate, thus maintaining the aircraft's propulsion system's reliability and
efficiency.
Figure 166. Fuel system control panel.
13) Air Condition and Pressurization system
This system is crucial for creating a comfortable and safe cabin

environment. It regulates the temperature and pressure inside the aircraft to
provide a comfortable atmosphere for passengers and crew. It also
maintains cabin pressure at a safe level as the aircraft climbs to higher
altitudes.
Figure 167. Air conditioning panel.
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Figure 168. Pressurization control panel.
14) Electronic Flight Instrument system (EFIS)
The EFIS is a modern, digital cockpit display system that replaces

traditional analog flight instruments. It provides the flight crew with
essential information about the aircraft's attitude, altitude, airspeed, and
navigation data. The EFIS enhances situational awareness and aids in
making critical flight decisions.
15) Mode Control Panel (MCP)
The MCP is a control panel in the cockpit that allows pilots to manage and
configure the aircraft's autopilot and various flight modes. It enables them
to input and adjust settings such as altitude, heading, speed, and vertical
speed, helping to automate and control the aircraft's flight path.
16) Flight Control system
The flight control system encompasses various components that manage the
aircraft's control surfaces, including ailerons, elevators, rudders, and flaps.
These components work together to ensure the aircraft's stability and
maneuverability, enabling precise control of the aircraft during all phases
of flight.
17) Communication system
This system enables communication between the aircraft and air traffic
control, other aircraft, and ground personnel. It includes radios,
transponders, and data link systems.
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Figure 169. Communication system panel.
18) Traffic alert & Avoidance System (TCAS)
TCAS is a sophisticated safety system that helps prevent mid-air collisions.

It uses radar and transponder data to detect nearby aircraft and provides
pilots with timely alerts and advisories to avoid potential conflicts. TCAS
significantly enhances airspace safety by ensuring that aircraft maintain
safe separation distances. [22]
Figure 170. Traffic radar.
2.3. Activity 3
a) Summary of Pre-flight process:

• Electrical power – up
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Figure 171. Electriccal power up procedure.
Before we can pre-start, we must do initial electrical powerup to power the

aircraft. Locate the battery switch on the Electric Panel. This is switch (1) on
the Electrical panel. The button is as below image.
Figure 172. The battery buttons.
• Hydraulic system check

Check for all the Electric Pump (Electric drived hydraulic pump) and
Engine Drived Pump (L&R Demand pump) to be off.
Figure 173. Hydraulic control panel.
As upper image, check that all four control knobs are at OFF position. And
FAULT indicator appears, which indicates that they are off.
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• External power connection
If an external power source is available, adhere to the precise procedures
laid out by the manufacturer. Follow safety protocols for connecting the
aircraft to the external power supply. After connecting, observe a 30-second
waiting period. This brief delay allows the COMMON CORE SYSTEM to
initialize and function seamlessly.
• Check for LANDING GEAR and ALTN FLAP SELECTOR is at OFF
position.
• Inputing parameters and calculation
This is the onboard flight assistance. It helps pilot to do realtime calculation
for aircraft setting, such as flaps, auto-break level…
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Figure 174. MCU data insert.
Use the designated computer interface to input payload data. Double-check the
accuracy of these values to ensure proper weight and balance calculations.
Verify that the flight plan parameters stored in the navigation computer match
the current flight conditions, including airport details, runways, waypoints, and
environmental factors. Use the Control Display Unit (CDU) to meticulously
check and adjust the weight and balance, fuel quantities, and payload
information.
• Center of gravity check
Figure 175. The center of gravity check procedure.
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The center of gravity check procedure is presented more clearly in section 2.4a
below.
b) Airport’s condition and information:
The airport condition channel report is called ATIS, which gives the airport or
facility name; a phonetic letter code; time of the latest weather observation in
UTC; weather information, consisting of wind direction and velocity, visibility,
obstructions to vision, sky condition, temperature, dew point, altimeter setting,
density altitude advisory if appropriate; and other pertinent remarks, including
runway in use. [23]
Figure 176. Before Takeoff and Takeoff Checklist.
2.4. Activity 4
a) Before Takeoff:
Before initiating the crucial takeoff phase, a series of meticulous checks and
actions must be executed. Firstly, it is imperative to reevaluate the positioning
of the takeoff flaps to ensure they are correctly configured for the upcoming
departure. Concurrently, the landing and strobe lights should be activated,
enhancing visibility, and signaling the aircraft's intentions.
b) Takeoff: There are three speed points on the take-off:
• VR: rotate speed, the speed at which the aircraft begins pitching to takeoff.
• V1: often regarded as the decision speed, assumes a central role. V1
signifies the velocity at which the pilot must make a critical determination:
whether to continue with the takeoff or to execute an immediate abort. If
the aircraft's speed surpasses the V1 threshold, the pilot is committed to
proceed with the takeoff. In contrast, if the speed remains below this
predefined value, the pilot retains the option to reject the takeoff,
prioritizing safety.
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• V2: represents the minimum safe climb speed, indicating the velocity at
which the aircraft is capable of ascending and continuing its flight with an
engine failure, ensuring the safety of the aircraft and its occupants.
These meticulously calculated V-speeds play a pivotal role in the aircraft's safe
and efficient departure, guiding the pilot's decisions and actions during the critical
takeoff phase. This value of V can be calculated by the MCU when we input the
parameters.
In case of sudden changing of weather right before take-off. For example:
TO/GA SWITCH ...............................PUSH
This is a quick control button for the throttle lever in case of takeoff or abort
landing. (TO: take off, GA: go around)
Figure 177. Actual image of the TO/GA button position on the Boeing 787 throttle lever.
c) After Takeoff:
Figure 178. After Takeoff Checklist.
Following a successful takeoff, the aviation checklist transitions to the crucial

post-takeoff phase. As the aircraft gains altitude and leaves the runway behind,
the next sequence of tasks comes into focus. Simultaneously, in a well-
coordinated maneuver, the flaps are raised as per the predefined schedule,
streamlining the wing's configuration for the upcoming phases of flight.
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• Retract landing gear
The landing gear should be retracted as soon as positive climbing rate is
established. Retracting the gear helps reducing drag and enhancing
overall aerodynamic efficiency. [24]
Morever, there are a speed limit of which the landing gear should be
extended. This speed is calculated by aircraft’s computer and would be
displayed with Flight Director.
Figure 179. Speed limit is shown on the left with Flight Director.
• Runway turnoff and taxi lights off

The runway turnoff and taxi lights, which were essential for takeoff and
ground movements, are now deactivated, ensuring that the aircraft's
exterior lighting aligns with its current flight status.
• Anti – ice
Weather conditions are closely monitored, and if necessary, the anti-ice
systems are engaged to safeguard the aircraft from potential icing
hazards, providing an additional layer of safety as the flight progresses.
• Autopilot
Lastly, the transition to cruise is marked by the activation of the autopilot
system. The autopilot takes the reins, allowing the flight crew to manage
and monitor the aircraft's systems and navigate the route with precision.
This well-orchestrated sequence of actions ensures a smooth and
efficient transition from takeoff to the cruise phase of the flight, enabling
the crew to focus on managing the aircraft while maintaining safety and
operational efficiency.
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2.5. Activity 5
a) ATC communication basics:

• Phonetic alphabet
Figure 180. Phonetic alphabet table.
Phonetic alphabet is the communication of replacing the letters A, B, C, D,

with a word. This is to avoid confusion between letters that rhyme like, B,
D, E. This is extremely important for the precision requirements of the
aviation industry.
• There have been cases where ATC, when communicating via Radio,
mistakenly called the names of two aircraft together Call sign.
(Call sign is like an identification name for a flight. In this lesson, our
aircraft is Viet Nam Airlines, in which call sign have the form of VNX
Heavy. ‘Heavy’ is added to communication just for the ATC to notify that
this is a large aircraft).
b) How to approach way points:
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Figure 181. Waypoint.
We need to make course adjustments to intercept the desired track accurately

everytime we are coming through a new waypoint. This often involves
activating the appropriate navigation mode on the autopilot, which could
include headings or lateral navigation (LNAV) to align the aircraft with the
intended route. Altitude changes may also be made to comply with altitude
restrictions associated with the waypoint or to optimize the climb or descent.
ATC communications play a central role during these phases. We liaise with
ATC to receive clearances, route amendments, or altitude changes. Clear and
concise communication is vital to ensure safe and coordinated operations. We
follow ATC instructions meticulously and acknowledge clearances, report
altitude changes, and request route modifications when necessary.
Figure 182. Waypoint is displaced on the Navigation Display (ND).

Page 190
c) Climbing:
Figure 183. Climb checklist.
As the aircraft continues its climb after takeoff, several critical tasks come into
focus. Passing the transition altitude, the altimeter is adjusted to the standard
setting ("STD").
d) Maximum speed under 10000 feet:
Below 10,000 feet, the aircraft maintains a maximum speed of 250 knots
(KIAS) as per air traffic control regulations.
At 10,000 feet, the landing lights should be switched off to reduce power usage.
Seat belt signs are typically set to "auto" for passenger safety, allowing
movement within the cabin while remaining secured during turbulence. Anti-
ice systems are carefully managed, activated as needed to prevent ice
accumulation. This phase underscores the crew's dedication to safety and
efficient flight operations, ensuring a smooth and secure journey.
2.6. Activity 6
a) Describe descent and approach preparations:
Page 191
Figure 184. Checklist for decent and cruise.
As the aircraft transitions from the cruise phase to the descent and approach,
meticulous preparations are set in motion. In the initial stages of descent
planning, the flight crew monitors the engines and instruments to ensure their
continued smooth operation. Concurrently, a comprehensive assessment of the
remaining fuel quantity is conducted, and when any of the center fuel pumps
indicate "empty," they are turned off, ensuring efficient fuel management.
Approximately 40 nautical miles before reaching the Top of Descent (T.O.D),
critical actions come into play:
• The crew reviews the latest ATIS (Automatic Terminal Information
Service) or airport information to stay informed about the latest
conditions at the destination. The altimeter setting is checked to ensure
it aligns with the local atmospheric conditions, with radio frequencies
set appropriately.
• The Mode Control Panel (MCP) altitude setting is reset in preparation
for the descent.
• Flight Management Computer's (FMC) Approach Speed Reference
(APPR speed REF) is configured to meet the requirements of the
Page 192
upcoming approach. The Vnav descent forecast is reviewed in its
entirety, fine-tuning the aircraft's trajectory for a smooth descent.
Upon initiating the descent phase, a series of vital steps are followed:
• The recall system is reviewed and cross-checked, and the autobrake
setting is configured to match the anticipated landing conditions.
Landing data, including VREF (approach speed) and radio
altimeter/barometric minimums, is rigorously verified and set to
guarantee a safe approach and landing.
• The anti-ice systems are activated as necessary to counter potential ice
accumulation during the descent.
• Finally, the approach briefing is completed, ensuring that the crew is
fully prepared for the intricacies of the upcoming approach and landing.
b) How does the aircraft's altitude change during the approach to the runway?
As the aircraft approaches the transition altitude, the altimeter setting is reset
to local values to maintain altitude accuracy. Below 10,000 feet, the aircraft
adheres to a maximum speed of 250 knots indicated airspeed (KIAS), a
standard practice for safety during the descent phase. Simultaneously, the
landing lights are activated, enhancing visibility, and the seat belt signs are
illuminated to signal passengers to return to their seats and secure their seat
belts in preparation for landing. These meticulously coordinated actions
prepare the aircraft for a safe and controlled descent, culminating in a well-
executed approach for a smooth and secure landing.
2.7. Activity 7
Figure 185. Approaching the runway.

Page 193
The landing phase is a critical juncture in the flight, with a precise series of actions
to ensure a safe arrival. The configuration of the aircraft is meticulously managed,
with the flaps extended as necessary to optimize lift and drag. The Approach mode
is armed as the aircraft intercepts the localizer (LOC).
When the glide slope becomes active, additional steps are initiated. The landing
gear is deployed, the flaps are set to 20 degrees, the speedbrake is armed, and the
landing flaps are configured for landing.
Figure 186. Post - landing.
After a successful landing, post-landing procedures begin. The speedbrake is

retracted, and the APU (Auxiliary Power Unit) selector is started and then turned
on as needed. Anti-ice systems are adjusted as necessary, and exterior lights are
configured based on ambient lighting conditions. The weather radar is turned off,
the autobrake system is deactivated, and the flaps are retracted.
Moving on to the shutdown phase, the parking brake is set, and the crew verifies
that the APU is running. Fuel control switches are moved to the cutoff position,
and the seat belt signs are switched off. The left electric demand pump, C1, and
C2 electric pumps are turned off, along with the right electric demand pump. Fuel
pump switches are also set to the off position. The beacon light is switched off,
and the flight directors are deactivated. The autothrottle is disarmed, and the
transponder mode is set to standby.
To complete the process, electrical power is shut down. The IRS (Inertial
Reference System) selectors are turned off, FD (Flight Director) door power is
Page 194
deactivated, and the emergency lights are turned off. Pack switches are set to off,
the APU switches are also turned off, and the external power switch is switched
off. Finally, the battery switch is turned off, marking the conclusion of the landing
phase and the transition to post-landing and shutdown procedures, ensuring a safe
and orderly conclusion to the flight.
3. Experimental requirements
a. Students are asked to indicate the flap settings during the flight. Do the flap
settings need to be adjusted during takeoff, cruising, altitude changes, or
landing? Explain why.
Solve:
The flap setting before set will be calculated using the aircraft's take off
performance calculate software, based on the following parameters: airport,
runway, weather conditions, wind characteristics such as direction and wind
speed, temperature, atmospheric pressure, takeoff weight, empty weight,
engine power.
Figure 187. TOPER Calculator Boeing B787-10.
After the calculation, the flap setting for the flight in the simulation was
determined at 5 degrees. When the altitude reaches above 10,000 feet, the
aircraft reaches the required speed (260 knots), flaps are reduced to 0. While
descending, the flap angle will be reduced as the speed decreases.
Flaps are used for takeoff, approach, and landing. Because, while takeoff,
deploying the flaps will increase lift, shorten the necessary takeoff distance.
Page 195
During approach, flaps help increase drag, slowing down and stabilize the
aircraft. And when landing, flaps will act as aerodynamic brakes, helping the
aircraft to have a shorter landing distance.
In Boeing 787 aircraft, these are referenced to the degrees of deployment, with
flaps being set from 1° to 30°, showed as below:
Table 48. Flap level's recommended in the flight deck.
Flap Limit Velocity

(Deg) (KTS)
1 260
5 240
10 230
15 220
17 215
18 215
20 210
25 190
30 180
b. Students are requested to identify the aircraft's center of gravity and explain
how to trim the aircraft.
Solve:
• Center of gravity
Figure 188. Weight and balance.
Page 196
Center of gravity (CG) is checked after input all data in the Weight & Balance
page. After using the designated computer interface to input flight plan initial
parameters: weight and balance, fuel quantities, and payload information, etc.
Note that the accuracy of these values is needed to ensure proper weight and
balance calculations. Whence, the computer will automatically calculate and
adjust the CG of the aircraft accordingly, which is continuously changing
throughout the flight mostly due to the fuel-burning process.
Figure 189. Weight and balance parameters with CG position on the aircraft.
From the above figure, on the upper right corner we can see that the center of
gravity is roughly located at 19.91% of the mean aerodynamic chord (MAC) at
the captured moment. Also, there is a safe interval where the center of gravity
and trim must stay within to ensure safety standards throughout the flight. If the
center of gravity moves outside this safety limit the aircraft may lose control:
- CG forward limit: 6% MAC.
- CG aft limit: 39.5% MAC.
• Trim procedure
The trim function for the simulator is on the left button on the control yoke in
the image belows:
Page 197
Figure 190. Control yoke of the flight simulator.
Aircraft trim is the process of adjusting the aircraft's pitch by the control
surfaces (such as the elevator or stabilizer) to maintain a stable center of gravity
and attitude during flight. To perform aircraft trim, you typically use control
devices in the cockpit, such as the yoke or stick, to adjust the pitch and attitude
of the aircraft. This is an essential procedure to ensure the aircraft maintains
stable flight without excessive control inputs.
General procedure for trimming a Boeing 787:
- Cruise Altitude: Ensure that you are at your desired cruise altitude and
speed. The aircraft should be in a stable and level flight condition before
you start trimming.
- Select Autopilot (if equipped): The Boeing 787 is equipped with an
autopilot system that can assist in maintaining the desired attitude and
altitude. Engage the autopilot if available.
- Set the Control Surfaces to Desired Position: Use the control column or
yoke to set the desired pitch, bank, and yaw attitudes. You should be able
to maintain these attitudes with minimal force on the controls.
- Trim Controls: Trim is used to relieve control pressures on the yoke or
control column. On the Boeing 787, you will typically find an electric trim
system.
Pitch trim: Adjust the pitch trim as necessary to relieve any pressure on the
control column. This is usually done using a trim switch or wheel located on
Page 198
the yoke or control column. You may need to trim your nose-up or nose-down
depending on the situation.
Roll trim: The roll trim is used to maintain wings level. If the aircraft tends to
roll left or right, use the roll trim to bring the wings back to a level position.
Yaw trim:
- Yaw trim is used to counteract any unwanted yawing motions. Adjust the
yaw trim as necessary to keep the aircraft's nose aligned with the flight path.
- Monitor and Fine-Tune: Keep monitoring the aircraft's attitude and adjust
the trim as needed to maintain the desired flight parameters. Make small
adjustments and allow the aircraft to stabilize between adjustments.
- Autopilot Engagement (if equipped): If you have the autopilot engaged, it
will also make continuous adjustments to maintain the desired attitude and
altitude. You can use the autopilot to assist in maintaining the trimmed
condition.
- Trim Indicator: The Boeing 787 is equipped with trim indicators on the
primary flight display (PFD). These indicators will provide visual feedback
on the current trim settings.
- Trim Sensitivity: Be aware that trim sensitivity can vary with airspeed, so
you may need to make adjustments as you change your airspeed during
different phases of flight.
- Weather and Weight Considerations: Be aware that changes in weather
conditions and aircraft weight can affect the trim settings, so be prepared to
make adjustments as necessary.
The trim process helps reduce pilot fatigue when maintaining the flight attitude
and helps the aircraft fly more stably. However, the trim process may vary
slightly different depending on the specific aircraft and flight conditions, such
as the airline's standard operating procedures and any modifications made to
the aircraft. Hence, it is essential to consult the aircraft's documentation or learn
from experienced individuals to understand how to perform trim correctly.
Page 199
c. Students are required to provide a summary of the weather information and
details about the airport for takeoff and landing.
Solve:
Figure 191. ATIS info returns from VATSIM.
Table 49. Automatic Terminal Information Service.
ATIS (Automatic Terminal Information Service)

Departure Arrival
Information LFQQ EGCC
Wind 190/10 010/9
Visibility CAVOK +10km
Temperature/Dewpoint 07/05 09/05
Altimiter 1013 1027
Arrival Runway Runway 26 23R
Departure Runway Runway 26 23L
Expect ILS Approach Runway 26 23R
Runway condition Dry Dry
Runway length 2825 3049m
Table 50. Clearance and Delivery.
Clearance and Delivery

Departure
(SID- Standard Intrument 6K, 6L
Departure)
Transition 5000ft
Runway Takeoff Runway 26
Climb Altitude FL390
Departure Frequency 135.55
Squawk code 4304
Ground Frequency 121.85
Page 200
Table 51. Ground.
Ground
Departure Arrival
A, L, G, D,
Taxi way
N/A Golf, Stand
available
55, Zulu
Runway 25L 35R
Parking Pos 18 16
(These taxiways are commonly available to the Boeing 787 with wingspan of 36m)
Table 52. Arrival.
Arrival
Arrival
(STAR -Standard Terminal MI
Arrival)
Landing Runway 23R
Table 53. Approaching Terminal.
Approach Terminal
Landing
ILS 23R
runway
Transition N/A
Figure 192. ICAO - airport chart of Manchester Airport.

Page 201
d. Students are expected to describe the steps involved in operating a commercial
aircraft during the simulation experience.
Solve:
1) Electrical Power Up: Before anything else, the aircraft's electrical systems
are powered up, setting the stage for all subsequent operations.
2) Preflight Procedure: This initial phase involves a comprehensive check of
all systems, ensuring that the aircraft is in optimal condition for the
upcoming flight.
3) Before Start: Key tasks such as confirming the flightdeck door is secure and
conducting a briefing on the taxi and takeoff are completed.
4) Engine Start: The engines are started, and their performance is carefully
monitored and adjusted as necessary.
5) Before Taxi: Systems such as landing lights are checked, and the aircraft is
prepared for taxiing.
6) Taxi: The aircraft moves to the runway or designated takeoff point, adhering
to taxiway instructions and ground control.
7) Before Takeoff: A checklist is completed, ensuring all systems are ready for
takeoff, including flaps and anti-ice systems.
8) Takeoff: The aircraft accelerates and becomes airborne, and initial climb
procedures begin.
9) Climb: The aircraft ascends to its cruising altitude, and altitude and
navigation systems are fine-tuned.
10) Cruise & Descent Prep: The aircraft settles into its cruising altitude, and
preparations for descent are made, which includes setting up the route and
altitude information for the next phases.
11) Descent: The aircraft begins its descent toward the destination airport,
adhering to altitude restrictions and optimizing the descent.
12) Approach: As the aircraft nears the destination, the approach phase begins,
involving alignment with the runway and final preparations for landing.
13) Landing: The aircraft touches down safely, and post-landing procedures
are initiated.
14) After Landing: Systems are adjusted, and the aircraft exits the runway.
Page 202
15) Shutdown: The engines are shut down, and the aircraft is prepared for
disembarkation.
16) Electrical Power Down: All electrical systems are powered down as the
flight concludes.
17) Go Around & Missed Approach: In cases where a landing is not possible,
the aircraft performs a go-around or missed approach, and relevant
procedures are followed.
- THE END -
Page 203
REFERENCES Group 02
REFERENCES
[1 “Center of Gravity (CG) and Mean Aerodynamic Chord (MAC),” Flight Study,
] [Online]. Available: https://www.flight-study.com/2021/11/center-of-gravity-cg-
and-mean.html.
[2 R. M. Martinez, “Design and Analysis of the Control and Stability of a Blended
] Wing Body Aircraft,” Research Gate, 6 2014. [Online]. Available:
https://www.researchgate.net/publication/263234250_Design_and_Analysis_of_th
e_Control_and_Stability_of_a_Blended_Wing_Body_Aircraft.
[3 “C1.2 Moment and Couple,” Engineering Core Courses, [Online]. Available:
] http://www.engineeringcorecourses.com/statics/C1-force-systems/C1.2-moment-
and-couple/theory/.
[4 M. Nita, “Estimating the Oswald Factor from Basic Aircraft,” Deutsche Gesellschaft
] Für Luft- Und Raumfahrt - LilienthalOberth e.V. (DGLR), 2012.
[5 F. S. HOERNER, "Fluid Dynamic Drag," Dayton Ohio: Otterbein Press, 1951.
]
[6 D. M. V. (. I. o. Technology), “ ESTIMATING R/C MODEL AERODYNAMICS
] AND PERFORMANCE,” Dr. Leland M. Nicolai’s Write-up (Technical Fellow,
Lockheed Martin.
[7 M. L. Nicolai, “Fundamentals of Aircraft Design,” E. P. Domicone,Fairborn, OH,
] 1975.
[8 “SunnySky X2216 Brushless Motors Short Shaft Version,” SUNNYSKY USA,
] [Online]. Available: https://sunnyskyusa.com/products/sunnysky-x2216-brushless-
motors?variant=45677872335&fbclid=IwAR0jCPGMziIh6vsZecou4TQpXGE4U
UqWVFZH_w7E-ii17abrzF2spf9Q60w.
[9 F. Level, “Lesson 1: Aerodynamics - Effects of Controls - Aircraft Axis,” Flight
] Level, [Online]. Available:
https://www.flightlevel.com.hk/pages/1_aero_effects_primary.html.
[1 W. Phillips, Chapter 1- Overview of Aerodynamics, Aerodynamics of Flight.
0]
[1 J. D. Anderson, Fundamentals of Aeerodynamics, McGraw-Hill Education, 2001.
1]
[1 J. M. C. R. H. T. Y. A. Cengel, Fundamentals of Thermal - Fluid Sciences, Fifth
2] Edition, New York: McGraw-Hill Education, 2017.
[1 “Drone Laws in Vietnam,” Drone Laws, 3 10 2023. [Online]. Available:
3] https://drone-laws.com/drone-laws-in-vietnam/.
[1 “Quy định sử dụng Flycam ở Việt Nam mới nhất,” DJI Việt Nam, [Online].
4] Available: https://dji-vietnam.vn/quy-dinh-su-dung-flycam-o-viet-nam-moi-nhat/.
Page 204
REFERENCES Group 02
[1 N. H. P. Trâm, “Sử dụng tàu bay Flycam khi không xin giấy phép bay flycam có bị
5] xử phạt không? Có những khu vực cấm bay flycam nào tại Việt Nam?,” Thư viện
pháp luật, 16 1 2023. [Trực tuyến]. Available: https://thuvienphapluat.vn/phap-
luat/thoi-su-phap-luat/su-dung-tau-bay-flycam-khi-khong-xin-giay-phep-bay-
flycam-co-bi-xu-phat-khong-co-nhung-khu-vuc-cam--55813.html.
[1 “Drone No-Fly zones established around airports,” AVIASSIST, 4 2020. [Online].
6] Available: https://aviassist.com.au/drone-no-fly-zones-established-around-
airports/.
[1 P. T. N. Ánh, “Hướng dẫn thủ tục xin cấp phép bay flycam, drone tại Việt Nam,”
7] Luật Dương Gia, 1 1 2023. [Trực tuyến]. Available: https://luatduonggia.vn/luat-
xin-cap-giay-phep-bay-flycam-drone-tai-viet-nam-the-nao/.
[1 A. P. N. K. Hiếu, “9 basic drone flying practices,” Ho Chi Minh, 2023.
8]
[1 “Trim Systems,” SKYBRARY, [Online]. Available:
9] https://skybrary.aero/articles/trim-systems.
[2 C. Cutler, 19 9 2023. [Online]. Available: https://www.boldmethod.com/learn-to-
0] fly/systems/4-types-of-trim-tabs/.
[2 “General system description, Flight Crew Operations Manual,” Boeing. [Online].
1]
[2 RESEARCHGATE, [Online]. Available: https://www.researchgate.net/figure/A-
2] representation-of-TCAS-data-as-seen-by-the-pilot-in-the-cockpit-of-an-airliner-
This-is_fig1_335570864.
[2 “Automatic terminal information service,” WIKIPEDIA, [Online]. Available:
3] https://en.wikipedia.org/wiki/Automatic_terminal_information_service.
[2 J. V. West, “When to Retract the Gear,” PILOT WORKSHOP, [Online]. Available:
4] https://pilotworkshop.com/tips/gear_retraction/.
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UNIVERSITY OF TECHNOLOGY HO CHI MINH CITY

TR4015 – AEROSPACE ENGINEERING LAB 3

Instructor: Ph.D. Đặng Trung Duẩn

Ho Chi Minh city, December 20th, 2023.

TABLE OF CONTENTS ........................................................................................................................ i

LIST OF TABLES ................................................................................................................................ vi

LIST OF FIGURES ........................................................................................................................... viii

WORK DISTRIBUTION .................................................................................................................... xv

LAB 1. AIRCRAFT MODEL SURVEY EXPERIMENT ................................................................ 1

1. Experiment purpose ...............................................................................................................1

2. Experimental contents ............................................................................................................1

3. Experimental problems ..........................................................................................................1

4. Conducting experiment ..........................................................................................................2

5. Experimental results ...............................................................................................................3

5.1. Problem 1 .........................................................................................................................3

5.2. Problem 2 .........................................................................................................................6

5.3. Problem 3 .........................................................................................................................8

5.4. Problem 4 .......................................................................................................................12

5.5. Problem 5 .......................................................................................................................20

5.6. Problem 6 .......................................................................................................................21

5.7. Problem 7 .......................................................................................................................23

LAB 2. INVESTIGATING AERODYNAMIC FORCES AND MOMENTS ON 3D WINGS ... 29

1. Experimental purposes .........................................................................................................29

2. Theoretical basis ...................................................................................................................29

3. Formulas used .......................................................................................................................31

4. Experimental equipment ......................................................................................................32

4.1. Wind tunnel .....................................................................................................................32

4.2. FM101 Three Component Balance.................................................................................33

6.1. The velocity corresponding to the frequency: ................................................................41

6.2. The FIRST wing sample: ................................................................................................41

6.3. The SECOND wing sample: ...........................................................................................43

7. Analysing data .......................................................................................................................45

7.1. The FIRST wing sample: ................................................................................................45

7.2. The SECOND wing sample: ...........................................................................................47

8.1. The FIRST wing sample at 14Hz: ...................................................................................52

8.2. The FIRST wing sample at 30Hz: ...................................................................................54

8.3. The SECOND wing sample at 14Hz: ..............................................................................56

8.4. The SECOND wing sample at 30Hz: ..............................................................................58

LAB 3. SINGLE AXIS DRAGING TEST OF SUS304 METAL ................................................... 61

1. Experiment purpose .............................................................................................................61

2. Theoretical basis ...................................................................................................................61

2.1. Characteristics Curve .....................................................................................................61

2.2. Determining stress and strain in a material ...................................................................63

3.1. Experimental sample ......................................................................................................64

3.2. Experimental equipment .................................................................................................65

4. Conducting experiment ........................................................................................................66

4.1. Installing the test specimen.............................................................................................66

4.2. Setting up the experiment ...............................................................................................68

5. Experimental results .............................................................................................................73

5.1. Describe the experimental process .................................................................................73

5.2. The Force-Displacement diagram ..................................................................................74

6. Analysing data .......................................................................................................................77

LAB 4. EXPERIMENT 1: EXPERIMENT ON THE EFFECT OF STRESS

1. Experiment purpose .............................................................................................................85

2. Theoretical basis ...................................................................................................................85

3. Experimental sample ............................................................................................................86

4. Experimental equipment ......................................................................................................87

5. Preparing for experiment .....................................................................................................87

5.1. Influenced by cut shape ..................................................................................................87

5.2. Effect of opening angle 𝛼 on V-notch .............................................................................88

7. Experimental data ................................................................................................................90

8. Analysing data .......................................................................................................................92

10. Comments ............................................................................................................................101