IMechE Report Final_Fixed

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UAS CHALLENGE 2015
CRITICAL DESIGN REVIEW

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Table of Contents
1 Project management ......................................................................................................................1
1.1 The Project Organization Structure..........................................................................................1
1.2 Project Planning........................................................................................................................2
1.2.1 Milestones.........................................................................................................................3
1.3 Team Communication ..............................................................................................................3
1.4 Project Budgeting .....................................................................................................................4
1.4.1 Summary of Project Budget ..............................................................................................5
2 Quad-Rotor Design..........................................................................................................................5
2.1 Design Rationale - Quad-Rotor.................................................................................................6
3 UAV Mass Breakdown.....................................................................................................................6
4 UAV Cost Breakdown......................................................................................................................7
5 Structural Analysis...........................................................................................................................7
5.1 Load Case Definition and Free Body Diagrams.........................................................................7
6 UAV Stress Analysis.........................................................................................................................9
6.1 Pressure Loading on Plates.......................................................................................................9
6.2 Load Transfer............................................................................................................................9
Fixed and Movable Arm Stress Maximum ......................................................................................9
6.3 Simplified Plate Deflection .......................................................................................................9
6.4 Plate Deflection - Assembly Contact Model as Built ..............................................................10
6.5 Undercarriage Buckling Calculation .......................................................................................10
6.6 Undercarriage Bending...........................................................................................................10
6.7 Undercarriage Bending - Assembly Contact Model ...............................................................11
6.8 Undercarriage Torsion............................................................................................................11
6.9 Undercarriage Combined Loading - Torsion and Bending .....................................................11
6.10 Undercarriage Combined Loading - Assembly Contact Model...........................................12
6.11 Simplified Analytical Modal Analysis – Fixed Arm ..............................................................12
6.12 Simplified FEA Modal Analysis – Fixed Arm........................................................................12
6.13 As Built FEA Modal Analysis – Fixed Arm............................................................................13
6.14 Summarised Margin of Safety Table...................................................................................13
7 Performance & Propulsion............................................................................................................14
7.1 Introduction............................................................................................................................14
7.2 Take-Off Velocity....................................................................................................................14
7.3 Time To Reach Cruise Altitude ...............................................................................................15
7.4 Max Velocity...........................................................................................................................15

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7.5 Stall.........................................................................................................................................16
7.6 Range, Power Consumption, Battery Life...............................................................................16
8 Rationale for Design Specification/Selection................................................................................17
8.1 Autopilot.................................................................................................................................17
8.1.1 Specification (3dr, 2014): ................................................................................................17
8.2 On screen display board (OSD)...............................................................................................17
8.2.1 Specifications: .................................................................................................................18
8.3 GPS system .............................................................................................................................18
8.3.1 Specification:...................................................................................................................18
8.4 Telemetry kit ..........................................................................................................................19
8.4.1 Specification:...................................................................................................................19
8.5 Camera ...................................................................................................................................19
8.5.1 Specification....................................................................................................................19
8.6 Servo.......................................................................................................................................20
8.6.1 Specifications /Rational...................................................................................................20
8.7 BEC..........................................................................................................................................20
8.7.1 Specification / Rational ...................................................................................................20
9 UAS Sub-systems...........................................................................................................................21
9.1 Navigation System..................................................................................................................21
9.2 Flight Control System .............................................................................................................21
9.3 Communication System..........................................................................................................23
9.3.1 Serial Connection ............................................................................................................23
9.3.2 Telemetry Kit Connection................................................................................................24
9.3.3 Radio Connection............................................................................................................24
9.4 System Schematics .................................................................................................................24
10 Payload box mechanism ............................................................................................................25
10.1 System of the payload box..................................................................................................25
10.1.1 Controlling the servo as a servo ..................................................................................25
10.1.2 Testing with the Mission Planner ................................................................................26
11 Manufacturing............................................................................................................................27
11.1 Design Phases .....................................................................................................................27
11.2 Materials Selection .............................................................................................................27
11.2.1 Nylon..................................................................................................................................27
11.2 .2 Nylon 6.6 (PA 6.6 Black Cast Sheet) and Nylon 6.6 Rod (PA 6.6 Dia 25mm Rod) .............27
11.2.3 Nylon 6 (PA 6 Extruded Sheet)...........................................................................................27

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11.2.4 PVC (Polyvinyl chloride), (Black hard plastic tube/Rigid angle section).............................28
11.2.5 Aluminium Alloy (AL-2024-T6)...........................................................................................28
11.3 Machining Selection............................................................................................................28
11.3.1 Machines............................................................................................................................28
11.3.2 Tools ............................................................................................................................28
11.4 Manufacturing process of Quad-rotors components.........................................................29
11.4.1 Fixed Bracket......................................................................................................................30
11.4.2 Motor arm end bracket......................................................................................................30
11.4.3 Movable arm vertical fixed bracket /support bracket.......................................................30
11.4.4 Landing gear top support bracket......................................................................................30
11.4.5 Main Body Plate.................................................................................................................30
11.5 Overview of Machining.......................................................................................................31
11.5.1 Milling Machines (Bridgestone Series 2)............................................................................31
11.5.2 XYZ 1330 Lathe...................................................................................................................31
11.5.3 Tortec Laser cutter.............................................................................................................31
11.5.4 Vertical Bandsaws Machine...............................................................................................31
11.5.5 CNC Machines (Router 2600 Pro and VMC 1300)..............................................................31
12 Testing........................................................................................................................................31
1.1. Octagonal gimbal test rig .......................................................................................................31
12.1 Weight estimation for octagonal test rig............................................................................32
12.1.1 Cost breakdown for octagonal test rig ..............................................................................32
12.2.2 Structural testing ...............................................................................................................32
12.2 Material Testing..................................................................................................................32
12.3 Component Testing.............................................................................................................33
12.4 Payload drop testing...........................................................................................................33
12.5 Qualification test plan.........................................................................................................34
12.5.1 Electrical Performance Tests (Initial, In-Process, Final)...............................................34
12.5.2 Storage Temperature Cycling ......................................................................................34
12.5.3 Thermal Shock .............................................................................................................34
12.5.4 Random/Sine Vibration ...............................................................................................34
12.5.5 Operational Temperature Cycling ...............................................................................34
12.6 Verification and Validation Test matrix ..............................................................................35
13 Safety Case.................................................................................................................................35
13.1 Overview.............................................................................................................................35
13.2 Hazardous Components......................................................................................................35

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13.3 Flight Controller safety mechanism....................................................................................36
13.1 Safety measures for flight testing.......................................................................................36
13.1 Description of functionality for flight termination cases....................................................36
13.1 GPS loss...............................................................................................................................36
14 UAV Technical Specifications .....................................................................................................40
REFERENCES........................................................................................................................................161

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Table of Figures
Figure 1 - Project Organization Chart .....................................................................................................1
Figure 2 - Show progress to date of the project .....................................................................................3
Figure 3 - Quad-rotor design...................................................................................................................5
Figure 4 - Stowage Instructions ..............................................................................................................6
Figure 5 - Quad-rotor in Stowed Configuration......................................................................................6
Figure 6 – Free Body Diagram - Flight and Landing Cases ......................................................................7
Figure 7 - Free Body Diagram - Landing Cases........................................................................................8
Figure 8 - Free Body Diagram - Flight and Gust Load Cases....................................................................8
Figure 9 – Fixed Arm Cross Section – See also Appendix H.5 .................................................................9
Figure 10 - Flight and Gust condition of Main Body with 0.13mm Deflection .....................................10
Figure 11 - Lateral Impact Case on Single Leg - 60.6MPa Stress...........................................................11
Figure 12 – Stress Element A with Principal Stress for - Analytical – Undercarriage Combined Loading
– Bending, Buckling and Torsion (H.11)................................................................................................12
Figure 13 – Simplified Fixed-arm modal analysis with 1st Natural Frequency at 19.6 Hz....................12
Figure 14 – As-Built Fixed-arm modal analysis with 1st Natural Frequency at 451 Hz ........................13
Figure 15 – Pixhawk (3DR, 2014) ..........................................................................................................17
Figure 16 - MinimOSD v2 (APM, 2014) .................................................................................................17
Figure 17 - 3DR uBlox GPS (3drobotics, 2014)......................................................................................18
Figure 18 – 3DR telemetry kit V.2.........................................................................................................19
Figure 19 - Mobius Action Cam (UNMANNEDtech, 2014)....................................................................19
Figure 20 – MG90S Servo......................................................................................................................20
Figure 21 – SBEC26 - Turnigy ................................................................................................................20
Figure 22- Waypoint Command File .....................................................................................................21
Figure 23- Telemetry Information transmitted to ground control station...........................................23
Figure 24 - Transmission Link Statistics (Serial Connection).................................................................24
Figure 25- Transmission Link Statistics (Telemetry Kit) ........................................................................24
Figure 26 - Configuration of the servo on Pixhawk...............................................................................25
Figure 27- Verification of the performance of the Servo......................................................................26
Figure 28 -Updated Octagonal Test Rig Assembly................................................................................32
Figure 32 - Payload drop test................................................................................................................33
Figure 33 - Overall View of Quad-Rotor................................................................................................49
Figure 34 - Motor Mount Design (Left) & Undercarriage T-Joint (Right)..............................................49
Figure 35 - Undercarriage Pivot Design (Left) & Main Body Sandwich Design (Right).........................49
Figure 36 - Movable Arm Pivot Design .................................................................................................50
Figure 37 - Project Main Body Area .....................................................................................................88
Figure 38 – SOLID187 Element (Ansys, November 2013c) ...................................................................92
Figure 39 – PLANE182 Element (Ansys, November 2013c) ..................................................................92
Figure 40 - Fixed-arm Cross-section......................................................................................................96
Figure 41 - Arm Cross-section for Stress Calculation............................................................................96
Figure 42 - Tension & Compression Stress in Arm................................................................................96
Figure 43 – Mesh for Fixed-arm Assembly – Values as per Appendix H.4............................................97
Figure 44 - Deflection of Fixed-arm Assembly (Flight Loads) with 7.6mm Deflection..........................97
Figure 45 - Stress of Fixed-arm Assembly (Flight Loads) with Stress 15.8MPa (Contact) and 20MPa
(Peak) ....................................................................................................................................................98

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Figure 46 – Stress (Close-up) of Fixed-arm Assembly (Flight Loads) with Stress 15.8MPa (Contact) and
20MPa (Peak)........................................................................................................................................98
Figure 47 – Mesh for Arm Assembly (With additional Tab) – Mesh Values as per H.4........................99
Figure 48 - Modified FB-002 for reduction in point contact stress concentration.............................100
Figure 49 - Stress Concentration at Arm (without addition) Contact (a) & Close-up (b)....................100
Figure 50 - Deflection of Modified Movable Motor Arm of 7.88mm for flight loads with SF ............101
Figure 51 - Stress of Modified Movable Motor Arm of 20.8MPa for flight loads with SF ..................101
Figure 52 - Modified Movable Motor Arm with Stress of 20.8MPa for flight loads with SF (a) & Close-
up (b)...................................................................................................................................................101
Figure 53 - Load on the Lug (Niu, 1988)..............................................................................................102
Figure 54 - Components of the Load (Niu, 1988)................................................................................102
Figure 55 - Areas on the Lug ...............................................................................................................102
Figure 56 - Lug Bracket Without Flange (Left) & with additional Flange (Right) ................................103
Figure 57 – Lateral Unit Load Deflection (Left) & Stress (Right) of Lug Bracket Without Flange .......104
Figure 58 – Lateral Unit Load Deflection (Left) & Stress (Right) of Lug Bracket With Flange.............104
Figure 59 - Mesh for MP-001 (Appendix C.7) with values as per Appendix H.4.................................105
Figure 60 – Motor Plate Deflection (0.038 mm) and Stress (41.7 MPa) for flight case with SF at start-
up ........................................................................................................................................................105
Figure 61 - Error Elements in Model - Due to Separation at FB-001 and EB-001...............................105
Figure 62 - Simplified Plate Representations......................................................................................106
Figure 63 - Simple Plate Deflection Carried out on CATIA structural analysis....................................107
Figure 64 - Mesh of Main Body Plate - Values as per Appendix H.4...................................................108
Figure 65 – Single Main Body Plate Analysis – with 17.8MPa Stress at contact holes for flight case
with pressure load ..............................................................................................................................108
Figure 66 – Mass Representation of components and payloads as per Appendix D .........................109
Figure 67 - Mesh of Main body assembly with Values as per Appendix H.4......................................109
Figure 68 – Contact model Flight Case for Main body assembly Deflection (left) and Equivalent Stress
(right) ..................................................................................................................................................109
Figure 69 - Contact model Flight Case for Main body assembly - Equivalent Stress with predicted
locations..............................................................................................................................................110
Figure 70 - Resolving Component to Determine Vertical Load ..........................................................111
Figure 71 - Undercarriage Leg Under Pure Bending ...........................................................................111
Figure 72 - Undercarriage Leg Under Pure Torsion ............................................................................112
Figure 73 - Stress Element A (Warren C. Young) ................................................................................113
Figure 74 - Plan View of Stress Element A ..........................................................................................113
Figure 75 - Stress Element A with Principle Stresses..........................................................................114
Figure 76 - Undercarriage Mesh for Contact Model with values as per H.4 ......................................115
Figure 77 – Lateral Landing on Single Undercarriage Leg with 53.6mm Deflection...........................115
Figure 78 - Lateral Landing on Single Undercarriage Leg with 60MPa Bending Stress ......................116
Figure 79 - Lateral Landing on Single Undercarriage Leg with 60MPa Bending Stress (Close-up).....116
Figure 80 - Tip Landing on Single Undercarriage Leg with 60MPa Bending Stress.............................117
Figure 81 - Tip Landing on Single Undercarriage Leg with 66mm Combined bending and torsion
deflection ............................................................................................................................................117
Figure 82 - Tip Landing on Single Undercarriage Leg with 71MPa Combined bending and torsion
stress...................................................................................................................................................118
Figure 83 – Entire Quad-Rotor Flight Deflection of 7.9mm at Motor Arm Tips .................................119

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Figure 84 - Entire Quad-Rotor Flight Deflection of 7.9mm at Motor Arm Tips (Close-up).................119
Figure 85 - Entire Quad-Rotor Flight Stress of 28.8 MPa at Motor mount plates..............................119
Figure 86 - Entire Quad-Rotor Flight Stress with Plate Stress peak at 14.42Mpa ..............................120
Figure 87 – Downward Load - 1kg Payload and 10N Additional Load onto PB-005 Plate..................121
Figure 88 - Side Load - 1kg Payload and 10N Additional Load onto Hinge Plate at 45deg to horizontal
............................................................................................................................................................121
Figure 89 - Side Load - 1kg Payload and 10N Additional Load onto short edge 45deg to horizontal 122
Figure 90 - Side Load as per Figure 89 - Showing Pre-mature Release due to global deflection .......122
Figure 91 – Downward Load as per Figure 87 with new design showing 0.73mm Deflection...........123
Figure 92 - Side Load as per Figure 88 – with new rigid design and Deflection of 1.56mm...............123
Figure 93 – Side Load as per Figure 89 and Figure 90 – with new design and deflection of 0.41mm*
............................................................................................................................................................123
Figure 94 - Arm and Mass for Rayleigh Method .................................................................................124
Figure 95 – Mass Representation of Motors, Blocks, Plates, Fasteners and ESC ...............................125
Figure 96 – Simplified FE analysis with 1st
Nat freq as 19.64Hz – 69.3mm Deflection (Left) and
164MPa Stress (Right).........................................................................................................................125
Figure 97 – Simplified FE with 2nd
Nat freq as 20.06 Hz (Left) and 3rd
Nat freq as 134.6 Hz (Right)...125
Figure 98 – Simplified FE with 4th
Nat freq as 224.1 Hz (Left) and 5th
Nat freq as 411.9 Hz (Right) ...125
Figure 99 – As Built FE Analysis - Mass Representation of Motors, Fasteners, Cables and ESC.........126
Figure 100 – As Built FE analysis with 1st
Nat freq as 451 Hz – 69.0mm Deflection (Left) and Stress
(Right)..................................................................................................................................................126
Figure 101 - As Built FE analysis with 2nd
Nat freq as 736 Hz (Left) and 3rd
Nat freq as 1707 Hz (Right)
............................................................................................................................................................126
Figure 102 - As Built FE analysis with 4th
Nat freq as 2 KHz (Left) and 5th
Nat freq as 4.1 KHz (Right)126
Figure 103 - Overall System Hardware Block Diagram Video graphics processing unit (VGPU) ........136
Figure 104 - Overall Software Block Diagram .....................................................................................137
Figure 105- Pixhawk hardware connections.......................................................................................138
Figure 106- Quadcopter Propulsion setup..........................................................................................138
Figure 107 - Transmitter and Receiver with Video Graphics Processing Unit (VGPU) the MinimOSD
............................................................................................................................................................139
Figure 108 - Servo and motor control schematics..............................................................................140
Figure 109: Nylon 6.6 Rod Figure 110: Nylon 6.6 Sheet............................................................147
Figure 111: Nylon 6 sheet ...................................................................................................................147
Figure 112: PVC rigid angle section……………………………………………………………………………………………… 147
Figure 113: PVC Hard Plastic Tube…………………………………………………………………………………………………147
Figure 114: AL-2024-T6 Sheet.............................................................................................................147
Figure 115: Orientation of brackets in Quad copter...........................................................................148
Figure 116: Machined fixed brackets by.............................................................................................148
Figure 118: Machined end bracket.....................................................................................................148
Figure 119: Machined movable arm support bracket………………........................................................148
Figure 120: Machined movable arm vertical fixed bracket ……………………………………………………………148
Figure 121: Machined landing gear top support bracket ……………………………………………………………….149
Figure 122: Machined arm pivot for movable arm…………………………………………………………………………149
Figure 123: Main body plate after laser cutting …………………………………………………………………………..149
Figure 124: Laser cutting of Nylon 6 extrude……………………………………………………………………………….149
Figure 125 - Melted edges on main body plate after laser cutting ....................................................149

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Figure 126: Milling arm pivot ……………………………………………………………………………………………...150
Figure 127: Drilling centre hole in fixed bracket.................................................................................150
Figure 128: Chamfering of movable arm support bracket……………………………………………………………..150
Figure 129: Smoothing surface by fly cutter………………………………………………………………………………….150
Figure 130.1-2: Drilling using slot drills...............................................................................................151
Figure 131: High speed steel tool .......................................................................................................151
Figure 132.1-2: Machining arm pivot on lathe ...................................................................................151
Figure 133.1-2 Laser Cutting of Nylon 6 sheet for main body plate...................................................152
Figure 134:Cutting Nylon 6.6 cast block in vertical band saw machine .............................................152
Figure 135.1-3: Practising samples on CNC machine..........................................................................152

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Table of Equations
Equation 1- Take off velocity ................................................................................................................14
Equation 2- Vertical distance travelled.................................................................................................15
Equation 3- Pitch angle .........................................................................................................................15
Equation 4 - Max velocity at straight level flight ..................................................................................16
Equation 5 - Max pitch velocity ............................................................................................................16
Equation 6 - Projected Area..................................................................................................................88
Equation 7 - Thrust at 54 Degrees ........................................................................................................88
Equation 8 - Drag Equation (R. H. Barnard, 2010) ................................................................................88
Equation 9 – Working out Moment......................................................................................................96
Equation 210 - Moment for Fixed-arm.................................................................................................96
Equation 11 - Stress in a Cylindrical Pipe (Warren C. Young) ...............................................................96
Equation 12 - Moment for Movable-arm .............................................................................................99
Equation 13 - Area A1 on Lug (Niu, 1988)...........................................................................................102
Equation 14 – Area A2 on Lug (Niu, 1988)..........................................................................................102
Equation 17 - Average Area of Lug (Niu, 1988)...................................................................................102
Equation 18 - Bearing Area on Lug (Niu, 1988)...................................................................................103
Equation 19 - Flexural Rigidity of the Plate (Ventsel and Krauthammer, 2001).................................106
Equation 20 – Navier solution (Ventsel and Krauthammer, 2001).....................................................106
Equation 21 - Navier stokes coefficient 1 (Ventsel and Krauthammer, 2001) ..................................106
Equation 22 - Navier Stokes coefficient 2(Ventsel and Krauthammer, 2001)....................................106
Equation 23 – Slenderness Ratio (Warren C. Young)..........................................................................110
Equation 24 - Radius of Gyration (Warren C. Young) .........................................................................110
Equation 25 - Critical Load to Cause Buckling (Warren C. Young) ......................................................110
Equation 26 - Critical Stress to Cause Buckling (Warren C. Young) ....................................................110
Equation 27 - Angle of Twist (Warren C. Young) ................................................................................112
Equation 28 - Polar Moment (Warren C. Young)................................................................................112
Equation 29 - Shear Stress (Warren C. Young)....................................................................................113
Equation 30 - Compression Stress on Pipe (Warren C. Young)...........................................................114
Equation 31 - Principle Stress 1 and 2 (Warren C. Young)..................................................................114
Equation 32 - Principle Stress Angles (Warren C. Young)...................................................................114
Equation 33 - Shear Due to Combined Loadings ................................................................................115
Equation 34 -Static Deflection Curve (MEGSON, 1999)......................................................................124
Equation 35 - Rayleigh's Natural Frequency Equation (MEGSON, 1999) ...........................................124

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Table of Tables
Table 1- Work Breakdown Outline..........................................................................................................2
Table 2 - Forms of communication used in project ................................................................................4
Table 3 - UAS Challenge 2015 Budget.....................................................................................................4
Table 4 - Summarised Margin of Safety Table ......................................................................................14
Table 5-shows selected propellers, brushless motor, esc’s and power supply....................................14
Table 6- Input Parameters for Quad-rotor Velocity Calculations .........................................................15
Table 7- Data for vertical distance travelled.........................................................................................15
Table 8 – Weight Variables ...................................................................................................................15
Table 9 – Propeller data........................................................................................................................16
Table 10- Speed at straight level flight .................................................................................................16
Table 11- Effects on the close loop response from PID (University of Michigan, 1996) ......................22
Table 12- List of Machines ....................................................................................................................28
Table 13 - List of tools and their functions ...........................................................................................28
Table 14 - Bill of Material for manufacturing........................................................................................29
Table 15 Qualification Test Plan ...........................................................................................................34
Table 16 – Itemised Mass Breakdown of all Structural UAV Components...........................................82
Table 17 - Electronics and Misc Component Masses...........................................................................83
Table 18 – UAV Itemised Cost Breakdown ...........................................................................................85
Table 19 – Mesh Attributes for Components .......................................................................................95
Table 20 – Comparison of Simplified Plate Deflection for Model Substantiation ..............................108
Table 21 – Summary of Modal Frequencies for Fixed Motor Arm .....................................................127
Table 22 - Overall system hardware definitions .................................................................................136
Table 23 - Overall software definition ................................................................................................137

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1 Project management
To achieve the project objectives, effective organisation, planning budgeting and management styles
were adopted. This chapter describes the organisational structure of the project. It describes the
project management, organisation structure, project planning, budgeting and risk management.
1.1 The Project Organization Structure
Project organisation needs to be a structure that facilitates the coordination and implementation of
project activities. The project organisation needs to create an environment in which there are
interactions among team members with minimal conflict, disruption or overlapping. Figure 1 shows
an organisational structure to highlight each person’s responsibility.
Figure 1 - Project Organization Chart
As with any large project it is advisable to split project team into sub teams to enable the project to
be manageable. This allows deliverables to be split into smaller tasks with clear objectives within sub
teams. It enables the team members in the sub teams to know exactly what actions are required for
an effective contribution. Another advantage of this set up is that there is a clear line of authority
and also team members will become familiar with each other since they work together in the same
area. Effective communication channels allow for the project manager and team leaders to
effortlessly interact and report back any difficulties or progress updates. The structural team handles
tasks relating to the design, quality control, compliance, manufacture, assembly, test and
certification of the UAS. The systems team handles tasks relating to performance and propulsion,
stability, control systems, flight and navigation, imaging system, mission control, safety and payload
deployment system.
Alfred Dzadey
Project Manager
Zuber Khan
Structural Team Leader
Structural / Cost / Weights /
Assembly Engineer
Osman Sibanda
Bussiness Case
Mozammel
Manufacturing Engineer
Amit Ramji
Structural / Stress / Design &
Assembly Engineer
Mohammed Mohinuddin
Test Rig Engineer
Jonathan Ebhota
Systems Team Leader
System Engineer
Micky Ngouani
Servo Selection Engineer
Kasun Malwenna
Safety / Stability and Control
engineer
Tarek Kherbouche
Camera / Imaging Systems
Engineer
Reyad Mohammed Ullah
Stability and Control
Engineer
Hassan Turabi
Propulsion / Testing /
Assembly Engineer

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1.2 Project Planning
The key to a successful project is in the planning, hence continual involvement and forward planning
must be carried out prior to project initiation. It involves the use of schedules such as Gantt charts
for planning and subsequently to report project progress. Initially, the project scope was defined and
the suitable method of successful delivery of this project was determined. The following step was
working out the durations and having contingency for all the various tasked needed to complete the
project. Major objectives were subsequently listed and implemented into a Work Breakdown
Structure (WBS) as shown in Table 1 below.
The WBS details the main steps that are required to complete this project. Stages involving design,
manufacture, purchasing and delivery of products may involve several delays that creates difficulties
and hence prevents the scheduled delivery. Strict time management and contingencies such as
overestimating time frames for completion of such tasks have been implemented into the project
plan to account for these delays.
Work Breakdown Structure
1 Scope 4.3 Structural material and sizing ready for purchase
1.1 Determine project scope 4.4 Design purchase readiness
1.2 Define resources 5 Order parts
1.3 Scope complete 5.1 Send out order list for components and delivery
2 Design Specification/System Requirements 6 Manufacturing & Assembly
2.1 Create Design specification for a UAV 6.1 Machine structural frame
2.2 Review system specifications 6.2 Integrate systems components
2.3 Create system requirements 6.3 Integrate structural frame, system and propulsion
components
2.4 Obtain approvals to proceed (concept, timeline,
budget)
7 Testing and Validation
2.5 Analysis complete 7.1 Develop unit test plans using design specifications
3 Preliminary Design 7.2 Develop integration test plans using design
specifications
3.1 Review specifications 8 Integration Testing
3.2 Payload Delivery System 8.1 Test system integration
3.3 Propulsion System design 8.2 Integration testing complete
3.4 Systems design 9 Critical Design Review (CDR) and Flight Readiness
Review (FRR)
3.5 Concept Structural design 9.1 Draft CDR report
3.6 Preliminary Safety Case consideration 9.2 Deliver CDR report
3.7 Preliminary Weights estimation 9.3 Draft FRR report
3.8 Obtain approval to proceed 9.4 Deliver FRR report
3.9 Preliminary Design complete 10 Competition
3.10 Deliver PDR to IMeche 10.1 Design Presentation
4 Final Design ready for purchase 10.2 Flight Readiness Review
4.1 System components finalised ready for purchase 10.3 Competition day
4.2 Propulsion components ready for purchase 10.5 UAS CHALLENGE FINISH
Table 1- Work Breakdown Outline
Once the work breakdown structure was established, the project schedule was created and is used
as a baseline schedule for the whole duration of the project life. Using the project plan, a graph
representation of the current progress has been created and is shown Figure 2. This is a simplified
overview of the progress made so far which is detailed in the project plan shown in Appendix A. The
progress made so far and completion of tasks can be seen in more detail in the project plan.

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Figure 2 - Show progress to date of the project
1.2.1 Milestones
The major milestones set for this project are as follows:
 30 October-Defining scope of project
 16 November-Complete Design Analysis
 05 December – Deliver PDR to IMechE
 16 December – Design ready for purchase
 1 April – Deliver CDR report
 30 May -Integration testing complete
 12 June – Deliver FRR report
 1 July Design presentation
 2 July – Completion Day
 2 July - End of UAS Challenge
1.3 Team Communication
Throughout the project, weekly meetings with supervisors were undertaken to discuss any updates,
complications and actions required. Also Throughout the project, we had weekly meetings on
Tuesday noon with our supervisors to discuss the updates, complications and new actions set for the
week coming and where a register of attendance is taken. Ours meetings are made effective, by
using agendas and minutes. Minutes are used to record the discussions, conclusions and actions set
whereas the agenda was used to structure our meetings by having a schedule stating exactly what
topics are to be discussed and who is presenting the topic of discussion. An example of the minutes,
agenda can be seen at Appendix B. Communication is essential for the progression and success of a
group. Without effective means of communication the group production comes to a standstill.
Communication methods used in the project are as follows. A breakdown of the various group
communications methods are presented in Table 2.
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Scope
Design Specification/System Requirements
Preliminary Design Review
Final Design ready for purchase
Critical Design Review (CDR)
Order parts
Manufacturing & Assembly
Testing and Validation
Integration Testing
Flight Readiness Review (FRR)
Competition
Progress (%)
Project Progress to date

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Communication Aids
Type/technique Description
Email Agendas are always sent out 24 hours before our official meetings with
our supervisors and also minutes are also sent out 24 hours after the
meeting as a follow up of what was discussed and agreed in the meeting.
WhatsApp It is used a form communication where all group members can discuss
about findings or issues
Google drive An account was made for sharing files between members in the group.
Each individual in the group has a folder with their name and hence can
share their work to the group
Text messages and phone calls For contacting individuals in the group privately for any needs regarding
the project
Group meetings It’s used as a way to meet up face to face to discuss and updates or
issues and to check progress of work and make decision.
Table 2 - Forms of communication used in project
1.4 Project Budgeting
For this project, there was a need for managing the funds to stay within the financial range of £1390.
A budget was used to project the costs and also to track the funds. A comparison of the actual
funds and the budget estimation has been made to see how much has been spent. Table 3 shows
the operational budget. On the left are the projections for the budget as of November 2014. On the
right hand side we have the actual unit prices and quantities purchased. The final column presents
the difference between the two. The budget also includes a contingency factor of 1.2 to anticipate
any failures crashes or even unforeseen costs. A more detailed representation of the product cost
can be found in Appendix E.
Budget Estimation as of
01/11/2014
Actual as of 1/04/2015
Part Unit Price Quantity Unit Price Quantity Difference
Flight controller £150.00 1 £159.98 1 -£9.98
Telemetry kit £40.00 1 £35.80 1 £4.20
GPS Module £50.00 1 £53.94 1 -£3.94
ESC £30.00 5 £27.16 5 -£2.84
Propellers £5.00 6 £3.95 6 £6.30
Brushless Motors £20.00 5 £19.16 5 £0.84
Camera £50.00 1 £56.41 1 -£6.41
OSD £30 1 £29.99 1 £0.01
Batteries £90.00 2 £60.40 3 -£1.20
RC Transmitter £30.00 1 £14.99 1 £15.01
Air frame including
landing gear and
payload box
£150.00 1 £146.30 1 £3.70
Extra cable and
connectors
£50.00 1 £20.95 1 £29.05
Test Rig* £150.00 1 £132.08 1 £17.92
Unplanned Quad
Parts
£0.00 0 £21.02 1 -£21.02
Delivery Costs* £100.00 1 £125.06 1 -£25.06
Total: £1,157.63
C. Factor (x1.2) 1389.16
Current Total: £1,100.94
Remaining: £231.53
*Not Part of COTS Percentage: 79.252438
Table 3 - UAS Challenge 2015 Budget

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1.4.1 Summary of Project Budget
The main outcome of the budget that can be identified is that the project is £231.53 (21%) within
budget. This includes the majority of the UAS components, materials and also a test rig with minimal
additional items left to purchase. The flight controller is the team’s most expensive COTS due to
aspiring for a flight controller that was widely used. Thus allowing us access to open-source
information about autonomous control of the UAS. A complex alternative was to make use of an
Arduino board costing approximately £60 and to program the flight plan manually, hence potentially
saving £100. The team has had to spend some money for items that were not considered initially.
This has accumulated to a total of £210.03 which has been put that as unplanned Quad parts. We
have also gone over budget slightly on delivery cost which was unplanned. A detailed expenditure of
the project to date can be seen in Appendix C
2 Quad-Rotor Design
A Hex-Rotor had been considered during the early stage of the design convergence process,
however during the detail design stage this had been changed to a Quad-rotor design. The reason
for such a dramatic design change is due to mass and cost constraints and is detailed in Appendix D
and Appendix E respectively.
Upon detailed consideration of the mass and materials involved with the Hex-rotor, it had been
decided to significantly modify the design and produce a Quad-rotor. As detailed in Appendix D, the
reduction in mass by alterations in geometry, reduction of parts and optimising the use of materials
results in a very lightweight structure as shown in Figure 3 below. The use of extruded Nylon 6 main
body plates (Appendix C.7) allows for a lightweight structure that is fastened together into a
sandwich design to provide a significantly rigid structure. The use of Carbon Fibre has been entirely
eliminated due to financial constraints; hence a suitable strengthened alternative is selected. The
use of M3 bolts and Nylon 66 blocks (Appendix C.7) allows for a rigid main structure with multiple
load paths. Using the machined Nylon 66 blocks in compression allows for the majority of the loads
to remain in-plane of the main body plates and allows the fasteners to take up most of the load.
Details of the design architecture and in-depth features are found in Figure 3 through Figure 5 and
Appendix C.7.
Figure 3 - Quad-rotor design

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2.1 Design Rationale - Quad-Rotor
Figure 4 - Stowage Instructions
Figure 5 - Quad-rotor in Stowed Configuration
3 UAV Mass Breakdown
Detailed mass (Appendix D) analysis has been carried out to ensure the UAV is within CAA certifiable
weights limits enable flight and to ensure the requirements are met (IMechE, Jan 2015). The total
mass of the Quad-rotor is 6511.8g with an itemised breakdown shown in Appendix D.
UAV Structural Mass
The total mass of the structure is calculated to be 1012.5g including all the materials and fixings
depicted in Appendix C.7. The structure mass is well below the target mass of 1.5 Kg, due to the
extensive and detailed stress analysis carried during the detailed design stage. The entire itemised
breakdown can be observed in Appendix D.
Fixed Nylon
bracket in
compression
Moving Nylon
tube position
support
bracket
Rotating Nylon
Mount with
Spacers and
Through Bolt
Sandwich Design to
minimise bending effect
with rigid links (M3 bolts)
In-Plane Shear for
plates
Remove Quick Release pins
(2-Off) for compact stowage.

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UAV Electrical / Miscellaneous Components Mass
The total mass of the Electrical / Misc. components is calculated to be 5499.3g including all the
motors, batteries and additional wiring. The itemised breakdown can once again be observed in
Appendix D.
4 UAV Cost Breakdown
Detailed cost (Appendix E) analysis has been carried out to ensure the UAV is within IMechE budget
limits (IMechE, Jan 2015). The total cost of COTS items within the Quad-rotor is £824.84, structure
cost of £81.34, hence a total cost of £906.18 with an itemised breakdown and invoices provided in
Appendix E. The above cost summary is inclusive of VAT, less delivery and is accurate to retail prices
at the time of purchase.
5 Structural Analysis
5.1 Load Case Definition and Free Body Diagrams
Figure 6 – Free Body Diagram - Flight and Landing Cases

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Figure 7 - Free Body Diagram - Landing Cases
Figure 8 - Free Body Diagram - Flight and Gust Load Cases

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6 UAV Stress Analysis
6.1 Pressure Loading on Plates
A complete structural analysis was carried out on the UAV with the main stresses and loads
summarised below. The first scenario to be analysed was the UAV in flight, flying at maximum speed
allowable with maximum head on gusts off 25knots. The Distributed load calculated in G.2 comes to
5.27Kg, which has a 1.5 global load safety applied to it. This was then used to determine the
deflection and stress of a simplified UAV model.
6.2 Load Transfer
Loads are transferred from the arms to the
Nylon clamps using a moment balance shown
in Figure 41. Reaction loads passing through
the clamps could then be calculated, the
Fixed-arm clamp having 65.18N passing
through it and the Movable-arm having
63.29N.
Figure 9 – Fixed Arm Cross Section – See also Appendix H.5
Fixed and Movable Arm Stress Maximum
The maximum bending stress experienced on the Fixed-arm is 14.42MPa as shown in Appendix H.5
and the maximum bending stress experienced by the Movable-arm is 15.26MPa as shown in
Appendix H.6. Refer to Appendix C.7 for parts list, Appendix F for material properties, H.2 for
boundary conditions, H.3 for Finite Element solver method, H.4 for mesh types and properties and
H.5 - H.6 for results of the contact model for bending case of the UAV Arms. A Sample calculation for
the Fixed-arm is shown below:
( )
6.3 Simplified Plate Deflection
Plate deflection has also been calculated analytically to enable comparison to an FEA model,
ensuring the modelling techniques are correct and establishing meshing and connection properties
to be used on the entire UAV FEA model. The analytical method calculated a deflection of 4.555mm,
whereas the FEA package calculated 4.54mm (Appendix H.9). These results are in the same order of
magnitude and are marginally different; therefore the modelling technique is deemed correct and
usable throughout.
D1
FF
D2

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6.4 Plate Deflection - Assembly Contact Model as Built
To enable an accurate understanding of plate deflection as an assembly, a non-linear contact model
has been modelled in Ansys and shows a very small deflection of ≈0.13mm. The reason for such a
reduction in deflection compared
to the simplified substantiation is
due to the presence of rigid bodies
(Fasteners and FB/MB series
blocks). Refer to Appendix C.7 for
parts list, Appendix F for material
properties, H.2 for boundary
conditions, H.3 for Finite Element
solver method, H.4 for mesh types
and properties and H.10 for results
of the contact model for in-flight
case of the Quad-rotor.
Figure 10 - Flight and Gust condition of Main Body with 0.13mm Deflection
6.5 Undercarriage Buckling Calculation
The undercarriage is also analysed to check whether it is suitable for heavy landings and repeated
loadings. The critical load was calculated in Appendix H.11 which was 393.7N = 40.13Kg. Meaning
the UAV could land on a single undercarriage and be able to withstand a load of ≈40Kg before
buckling. A sample calculation from H.11 is shown below:
( ) ( )
6.6 Undercarriage Bending
Analysis on pure bending has also been carried out in Appendix H.11, to represent a pivot jam or
lateral sideward landing on a single undercarriage leg. With the applied 1.5 global load safety factor
the stress experienced by the undercarriage leg was in the region of 62.2MPa, being higher than the
yielding properties of the PVC material (Appendix F). However this analysis has assumed a worst-
case scenario with the UAV landing on a single leg, which can now be avoided. The UAV would also
share multiple load paths if a misbalanced landing were experienced therefore reducing the stress.
Additionally, the entire Quad-rotor structure would deflect as a result of such bending impact,
highlighting that a parent non-linearity has not been considered. To further analyse such parent non-
linearity on a single undercarriage leg, spring constraints at the Lug bracket (LB-003) bolt holes with
the stiffness of the main body structure can be modelled

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6.7 Undercarriage Bending - Assembly Contact Model
In order to obtain an accurate understanding of landing conditions, a 1-second impact case has been
created on Ansys to highlight potential failure points. It is worth noting the analytical technique
described above in section 6.6 with a stress of 62.2 MPa is very close to that shown in
Figure 11 (60.63MPa). From this similarity in analytical and numerical methods, it is conclusive that
the analytical modelling techniques are substantiated and can be relied upon for further analysis if
required. Refer to
Appendix C.7 for parts
list, Appendix F for
material properties,
H.2 for boundary
conditions, H.3 for
Finite Element solver
method, H.4 for mesh
types and properties
and H.11 for results of
the contact model for
bending case of the
undercarriage.
Figure 11 - Lateral Impact Case on Single Leg - 60.6MPa Stress
6.8 Undercarriage Torsion
Torsional analysis has also been carried out to determine the twist the undercarriage would
experience if the UAV landed on the tip of one horizontal leg (UH-001 - Appendix C.7). Appendix
H.11 calculates a pure torsion case to be used for a combined loading effect in section 6.9 and 6.10.
The calculated twist angle is 0.6257rad or 35.85°, the twist angle being of such high magnitude
indicates a high stiffness constraint at the boundary condition or a significantly high load due to
single leg impact assumptions. However the assumption of a single leg impact is a rare occasion and
can now be avoided. The shear experienced by the undercarriage due to the twist is calculated to be
30.57MPa which is significantly low compared to the PVC yielding properties in shear being
1099.3MPa (Appendix F).
6.9 Undercarriage Combined Loading - Torsion and Bending
A combined loading analytical method is also carried out on the undercarriage leg representing 3
loads being applied at the same time including a torsion, buckling and bending loads as shown in
“Analytical – Undercarriage Combined Loading – Bending, Buckling and Torsion” of Appendix H.11.
The principle stress is calculated as 27.1MPa and -34.5MPa, which is acceptable due to the yielding
strength of the PVC being 55MPa (Appendix F). The loads were calculated with an applied 1.5 global
load safety factor and the over engineered assumption of a single leg impact. The principle angle of
the stresses were -41.55° and 48.45° respectively and a sample calculation is shown below:
√( )

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The maximum shear caused by the
combined loading is calculated to
be 30.795MPa, which is also well
within the capabilities of the
material.
Figure 12 – Stress Element A with Principal
Stress for - Analytical – Undercarriage
Combined Loading – Bending, Buckling
and Torsion (H.11)
6.10 Undercarriage Combined Loading - Assembly Contact Model
An FEA method with combined torsion, bending and shear loads have been applied to a single
undercarriage leg in Appendix H.11 titled “FEA Results – Combined Torsion and Bending – Tip
Contact”. Refer to Appendix C.7 for parts list, Appendix F for material properties, H.2 for boundary
conditions, H.3 for Finite Element solver method, H.4 for mesh types and properties and H.11 for
results of the contact model for combined tip loading of a single undercarriage.
6.11 Simplified Analytical Modal Analysis – Fixed Arm
A simple modal analysis was carried out on the UAV arm to ensure the frequencies of the motors
stay away from resonance. A simplified model with all the parts condensed on a point was used
which resulted in a frequency of 34.19Hz (Appendix 124). The justification for carrying out this
calculation is to substantiate following accurate models of modal analysis with “As-built” parts. It is
worth noting the 1st
Natural frequency of the simplified cases (34.2Hz Vs 19.6Hz) are of the same
magnitude and very close. The limitations between these models are that the boundary conditions
being slightly different at the clamped ends (See Appendix H.15).
6.12 Simplified FEA Modal Analysis – Fixed Arm
The same case as 6.11 has been modelled in Ansys
to substantiate the modelling techniques and justify
the results for the first natural frequency of a single
motor arm. Refer to Appendix C.7 for parts list,
Appendix F for material properties, H.2 for
boundary conditions, H.3 for Finite Element solver
method, H.4 for mesh types and properties and
H.15 for results of the contact model for in flight
loading of a single simplified arm. Masses for the
motor, fasteners, ESC’s, cables and end brackets has
been input into the model as a point-mass as carried
out in the analytical solution shown in 6.11
(supplemented by Appendix H.15).
Figure 13 – Simplified Fixed-arm modal analysis with 1st
Natural Frequency at 19.6 Hz
𝜏 𝑥𝑦
𝜎𝑥
𝜎 𝑦
𝜏 𝑥𝑦
𝜏 𝑦𝑥𝜎 𝑦
𝜎𝑥
𝜏 𝑦𝑥
A 𝜃
𝜃
27.09
-34.495

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6.13 As Built FEA Modal Analysis – Fixed Arm
As mentioned in section 6.12 the stiffness limitations of point masses are not considered in the
simplified cases, hence an accurate model of a single arm assembly is generated. Refer to Appendix
C.7 for parts list, Appendix F for material properties, H.2 for boundary conditions, H.3 for Finite
Element solver method, H.4 for mesh types and properties and H.16 for results of the contact model
for in flight loading of a single arm assembly. This method produces a much more accurate method
of analysing the actual structure as the stiffness contribution of fasteners, inertia of offset motors
and fasteners are considered. The results show a higher natural frequency due to the tip structure
being a much higher stiffness. The modelling techniques have been demonstrated in 6.11 and 6.12,
where the order of frequency
magnitude is the same and difference
in frequencies is minimal. As the same
modelling techniques have been
performed in Appendix H.16 as carried
out in H.15, the analysis can be
deemed as correct with the only
difference being the inclusion of actual
parts as built (Appendix C.7).
Figure 14 – As-Built Fixed-arm modal analysis
with 1st Natural Frequency at 451 Hz
6.14 Summarised Margin of Safety Table
Below is a margin of safety table which has maximum loads and stresses which could be applied
onto the Quad-rotor and also the maximum allowable loads and stresses. Using the maximum and
allowable loads and stresses, safety factors were obtained.
Part No.
(Appendix C.7)
Case /
Calculation /
Section
Loading
Description
Maximum
Applied
Load/Stress
Maximum
Allowable
Load/Stress
Appendix F
Safety Factor,
SF= Allowable
/Applied
FA-001
Case 1 (H.5)
Maximum
Thrust from
Motors
14.42MPa 55MPa 3.81
MA-001
Case 1 (H.6)
Maximum
Thrust from
Motors
15.26MPa 55MPa 3.60
UV-001
Case 2 (H.11)
Undercarriage
Pipe Under
Buckling
10.5Kg 56.76Kg 5.41
Case 4 (H.11)
Undercarriage
Pipe Under
Torsion
30.57MPa 1099.3MPa 35.96
LB-003 (H.7) Undercarriage
Lug Under
Maximum
Loading
72.84N 1765.15N 24.23
UV-001 Analytical –
Undercarriage
Combined
Loading –
Bending,
Combined
Loading
on
Undercarriage
Vertical Leg
27.09MPa 55MPa 2.03

14 | P a g e
Buckling and
Torsion (H.11)
Combined
Loading
on
Undercarriage
Vertical Leg
34.5MPa 55MPa 1.59
BP-001 &
BP-002
Assembly.
Appendix
H.10
Main Body
Deflection
due to
Maximum
Thrust and
Gusts
5.83MPa 55MPa 9.43
Table 4 - Summarised Margin of Safety Table
7 Performance & Propulsion
7.1 Introduction
It is the performance and propulsion engineer’s role to investigate the possible in-runner and out-
runner electric motors, propellers, and power sources that are capable of producing the thrust
required. This thrust firstly includes lift of the Quad-rotor and secondly to attain the velocity
required to complete the mission on time prior to excessively draining of batteries.
1. To calculate Quad-rotor performance, the MTOW was one of most vital piece of information
that was required, where 7kg has been used.
2. Identified Hover thrust – Using MTOW of 7kg it was identified that for the Quad-rotor to
hover it would require each of the four motors to produced 1.75kg of lift to hover
3. Identified thrust for manoeuvrability – Using an equation provided by leading multicopter
developers such as DJI, thrust required for improved manoeuvrability was calculated
( )
4. From the thrust value above, propellers of dimensions 11” x 8” would be adequate to
produce the thrust required.
5. From the 11” x 8” propeller, a specific brushless motor can be identified due to very few
motors being able to perform with efficiency.
6. The electronic speed controllers were selected based on the maximum current draw that
can be obtained from the brushless motor. In this case 47A, therefore an ESC of 60A was
appropriate.
Propeller Brushless
motor
ESC Power supply
11” x 8” EMax 2826-06 Robotbirds Pro-
60A
5s Turnigy nano-tech with 8000mah
capacity (x2)
Table 5-shows selected propellers, brushless motor, esc’s and power supply
7.2 Take-Off Velocity
Take off velocity for a Quad-rotor can be calculated based on the velocity of the air while the free
stream of the Quad-rotor is equal to zero.
√ Where: T = Thrust N Density kg/ =
Equation 1- Take off velocity

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Density at
30.48m
kg/
Density at
121.92m
kg/
Mass with
Payload
(kg)
Thrust
required
with
Payload
(N)
Mass
without
Payload
(kg)
Thrust
required
without
payload
(N)
Propeller
Area
( )
1.192 1.179 7 68.67 6 58.86 0.2452
Table 6- Input Parameters for Quad-rotor Velocity Calculations
Using Table 6:
 Take-Off Velocity with payload to 30.48m = 10.8m/s
 Take-Off Velocity without payload to 30.48m = 10.0m/s
 Take-Off Velocity with payload to 121.92m = 10.9m/s
 Take-Off Velocity without payload to 121.92 = 10.1m/s
7.3 Time To Reach Cruise Altitude
Time to cruise altitude of between 100ft and 400ft can now be calculated using the equation below.
( ) ( )
Equation 2- Vertical distance travelled
Where: d = Distance m Initial velocity m/s = Initial time s
( )
( )
= Acceleration m/ t = Time taken s
Using Table 7 and Equation 2 can be simplified to:
( ) ( ) or to calculate time to height t = √
( )
( )
Time to height of 30.48m with payload = 2.2s
Time to height of 30.48m without payload = 2.0s
Time to height of 121.92m with payload = 4.45s
Time to height of 121.92 without payload = 4.1s
7.4 Max Velocity
To calculate the maximum velocity attainable by the Quad-rotor requires propeller diameter and
pitch angle, maximum motor RPM and also maximum pitch angle that can be achieved by the Quad-
rotor without instability.
As the propeller data is known the maximum tilt angle can be calculated
F*cos( )=Mass
Equation 3- Pitch angle
Where F = Force N M = Quad-rotor mass kg = Maximum tilt angle
Table 7- Data for vertical distance travelled
Altitude
(m)
Altitude
(m)
Initial
velocity
(m/s)
Initial
time
(s)
Force
(N)
Mass
with
payload
(kg)
Mass
without
payload
(kg)
Acceleration
with payload
(m/ )
Acceleration
without
payload
(m/ )
Time
taken
(s)
30.48 121.92 0 0 86.33 7 6 12.33 14.38 6
Force (N) Weight with payload (N) Weight without payload (N)
86.33 68.67 58.86
Table 8 – Weight Variables

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Using Equation 3 and input variables in Table 8, the maximum tilt angle can be calculated
(
( )
( )
)
Therefore:
Maximum tilt angle with payload box = 37.30
Maximum tilt angle without payload boa = 470
Quad-Rotor maximum speed in straight and level flight can be calculated using equation 4
*0.44704
Equation 4 - Max velocity at straight level flight
Propeller Pitch
11164.75 8
Table 9 – Propeller data
Using Equation 4 and Table 9
= 9851.25*8*0.000954*0.44704 = 33.61m/s
For the case of a Quad-Rotor straight and level flight velocity cannot be used as the equation
assumes that the flight path perpendicular to the x-axis, therefore the has to be modified
to take into account Quad-rotor maximum tilt angle.
= * Sin( )
Equation 5 - Max pitch velocity
(m/s)
with
payload
(degrees)
without
payload
(degrees)
33.61 37.3 47
Table 10- Speed at straight level flight
At maximum tilt angle of 37.30
= 20.37 m/s IAS
At maximum tilt angle of 470
= 24.58 m/s IAS
7.5 Stall
Stall for a Quad-rotor with a mass of 7kg will stall if the maximum tilt angle of 37.30
is exceeded
Stall for a Quad-rotor with a mass of 6kg will stall if the maximum tilt angle of 470
is exceeded
7.6 Range, Power Consumption, Battery Life
Quad-rotor range, power consumption and battery life is analysed in the Flight performance section
in detail as per Appendix I

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8 Rationale for Design Specification/Selection
8.1 Autopilot
The need of an autopilot system was required to control the Quad-rotor as well as its systems. The
criteria for choosing the autopilot system are:
 On board processing power
 Interference from external devices
 Capability of use with different types of aerial view
 Programmable Firmware and software
 Cost
 Fail Safe Systems
 Support for autonomous flight
 Product support for troubleshooting
The final two systems that meet the above requirements were
APM and Pixhawk. While APM was inexpensive and extensively
user tested, it was decided that Pixhawk (Figure 15) shall be used
due to its on-board failsafe processor and increased processing
power able to handle additional devices without lag.
Figure 15 – Pixhawk (3DR, 2014)
8.1.1 Specification (3dr, 2014):
 168MHz/252MIPS Cortex-M4F processor
 14 PWM (Pulse-width modulator)/servo outputs (8 with failsafe and manual override, 6
auxiliary, high-power compatible)
 Abundant connectivity options for additional peripherals (UART, I2C, CAN)
 Integrated backup system for in-flight recovery and manual override with dedicated
processor and stand-alone power supply
 Backup system integrates mixing, providing consistent autopilot and manual override mixing
modes).
 Redundant power supply inputs and automatic failover
 External safety switch
 Multicolor LED main visual indicator
 High-power, multi-tone Piezo-audio indicator
 microSD card for high-rate logging over extended periods of time
8.2 On screen display board (OSD)
For such a complex UAS, it is required for a method of viewing
the telemetry data interlaced with a live-feed; an on screen
display board was hence selected. Overall, it was decided that
the MinimOSD (Figure 16) would be best suited for the
project. The criteria used for the selection is as follows:
Figure 16 - MinimOSD v2 (APM, 2014)
 Compatibility for PIXHAWK control board
 Number of telemetry data outputs
 Configuration ease
 Cost
 Power consumption
 Size
 Error indication and warning system (lost GPF fix, stall, over speed, battery voltage and
percentage and received signal strength indication)

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8.2.1 Specifications:
 ATmega328P
 MAX7456 monochrome on-screen display
 FTDI cable compatible pin-out
 Standard 6-pin ISP header
 Two independent power sections with an LED indicator on each
 Solder jumpers for combining the power supply sections
 +5V 500mA regulator for up to +12V supply input
 Solder jumper for PAL video option
 Exposed test points for HSYNC and LOS
 Dimensions: 0.7”W x 1.7”L (2.4”w/pins as shown) x 0.3”H
8.3 GPS system
As the Quad-rotor is designed with autonomy in mind, Pixhawk would require a method of
knowing its position and therefore a GPS is required.
The criteria for selection were as follows:
 Compatibility with Pixhawk control board
 GPS accuracy
 Configuration ease
 Cost
 Power consumption
 Battery life
 Battery recharge ability
 Protectiveness
Figure 17 - 3DR uBlox GPS (3drobotics, 2014)
After careful consideration, the 3DR uBlox GPS was selected as the suitable GPS + Compass
module for the project. The uBlox GPS outperforms most other GPS modules due to the larger
antenna and next-gen chipset. It has an expected usable time of 180-200 hours on a full charge
with a rechargeable backup battery for warm starts. It allows for up to 1-2o
degree compass
accuracy, protective casing and its usability within a strong magnetic field environment.
8.3.1 Specification:
 uBlox LEA-6H module
 3-axis digital compass IC HMC5883L
 5Hz update rate
 25 x 25 x 4mm ceramic patch antenna
 LNA SAW filter
 Rechargeable 3V lithium backup battery
 Low noise 3.3V regulator
 I2C EEPROM for configuration storage
 Power and fix indicator LEDs
 Protective case
 APM compatible 6-pin DF13 connector
 Exposed RX, TX, 5V and GND pan
 38 x 38 x 5.8mm total size, 16.8grams

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8.4 Telemetry kit
A telemetry kit combined with a radio controller, allows for two-way communication with the
ground station. There are mainly two types; radio set kit and Bluetooth data link set. While
Bluetooth is inexpensive, it is only intended for pre-flight ground-use and not a replacement for
an RC transmitter and receiver. The main disadvantage of Bluetooth is that it has a very limited
range making it an unrealistic option for this purpose.
It was decided that the 3DR telemetry kit V.2 is suitable, allowing for greater range and
maximum compatibility with Pixhawk.
8.4.1 Specification:
 100mW maximum output power
 -117dBm receive sensitivity
 RP-SMA connector
 2-way full-duplex communication
 UART interface
 Transparent serial link
 MAVlink protocol framing
 Error correction up to 25%
Figure 18 – 3DR telemetry kit V.2
8.5 Camera
As GPS cannot be relied upon for accurate reading of position for payload deployment, it was
decided to make use of a camera which would allow for a live feed of the target area as a first
person view (FPV). The Mobius Action Camera as shown in Figure 19 for its extensive features and
lightweight.
8.5.1 Specification
 1080p-30fps, 720p-60fps and 720p-30fps functionality
 Adjustable movie quality setting
 Recording cycle time setting of 3, 5, 10, 15 minutes and
max
 Loop recording
 Movie flip (180o
and rotation)
 Variable resolution photo mode
Figure 19 - Mobius Action Cam (UNMANNEDtech, 2014)

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8.6 Servo
Deployment of the payload as per the mission requirements requires the use of a servo to release
the payload door as depicted within Appendix C.7. It was decided to choose the MG90S servo or
equivalent. The servo can rotate approximately 180° (90° in each direction), is controllable with any
code, hardware or library to control.
8.6.1 Specifications /Rational
 Weight: 13.4 g
 Dimension: 22.5 x 12 x 35.5 mm approx.
 Stall torque: 1.8 kgf.cm (@4.8V), 2.2 kgf.cm (@6V)
 Operating voltage: 4.8 V – 6.0 V
 Dead band width: 5 µs
Figure 20 – MG90S Servo
The MG90S servo uses a switched mode power system that is considerably more efficient than an
analogue power alternative. A small microprocessor inside the servo analyses the receiver signals
and processes these into very high frequency voltage pulses to the servo motor. The MG90S servo
has a small dead band, faster response, smoother acceleration, and improved positional holding.
8.7 BEC
The BEC requires +5V to power the opto-isolator and while the Pixhawk can be powered from the
servo rail, it does not support +5V output to the servo rail hence the reasoning for a BEC. The
Turnigy SBEC26 is an advanced switching DC-DC regulator which will supply a constant 5A. It works
with 2s – 7s Li-po and supplies a constant 5 - 6v to the receiver and is interference-free and perfect
for confined spaces
8.7.1 Specification / Rational
 Type: Switching
 Input protection: Reverse polarity protection
 Output (Constant): 5v/5A or 6v/5A
 Input: 8v-26v (2-7cell lipo)
 Weight: 18g
Figure 21 – SBEC26 - Turnigy

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9 UAS Sub-systems
Efficient systems architecture involves the discretisation of a larger system into sub-systems. This
section describes the systems on board the UAS such as navigation, communications as well as
schematics showing detailed information on how the system components are integrated. A detailed
specification is included herein along with detailed system schematics as depicted in Appendix J.
9.1 Navigation System
The navigation system comprises of the following components:
 Global Positioning System
 Telemetry Kit
 Radio Controller
 Autopilot flight control system
 Ground Control Station
 Camera
 On Screen Display
The function of the navigation system of the UAS is to provide the information need for the flight
controller to control the UAS to its mission destination. In this case, the mission is to deliver a
payload at a particular spot at pre-specified GPS coordinates. The GPS unit on board is used to get
the GPS locked on the waypoint and target. The on board compass, gyroscope and GPS coordinates
work together via Pixhawk to determine the motion on the relevant UAV axis and control the motors
through the ESCs. The GPS coordinates are programmed into the navigation system with the use of
waypoint files as shown in Figure 22.
Figure 22- Waypoint Command File
The ground control station is used to input the GPS coordinates and payload release commands in
the form of a mission plan. The ground station is also used to monitor the data generated by the
sensors on-board the UAS and is transmitted back via the telemetry kit. The ground control station
consists of a laptop, telemetry antenna and mission planner software.
9.2 Flight Control System
The flight control system consists of the following components:
 Autopilot control systems
 Electronic Speed Controller
 Batteries (Avionics and propulsion)
 Motors and propellers
The flight control system is used to control the UAS attitude, altitude and position. It comprises of
the propulsion system and the autopilot system working in conjunction from the data received from
the navigation system. To control the altitude or attitude, a command is sent from the ground
control station to the autopilot or by on-board pre-programming. The autopilot calculates the
voltage output from the battery that would be required to carry the command. The autopilot then
regulates the voltage supply from the battery to the motors with the use of ESCs. Yaw, pitch and roll
are carried out due to differential RPM of the motors on the Quad-rotor.

22 | P a g e
The flight control system also carries out the stability and control function for the UAV. The
autopilot system has a in-built controller, reprogrammed to correct errors and make
adjustments in flight control. The controller is a PID (Proportional Integral and Derivative) variant
and can auto-tuned in-flight with the use of the radio controller. The PID numbers are to be
calculated before being input into the UAV prior to initial flight where the methods used to
obtain the PID’s are:
 Creating a MATLAB model for theoretical values of PID
a. Understanding and selecting the right PID controller within the Simulink
environment for a Quad-rotor
b. Configure the Simulink model to fit the UAV, such as ideal conditions as well as
strong wind and light rain
c. Tune the gain values until satisfied with the results from the graphs, for still
conditions, Table 11 describes the effect of PID gains on a closed loop response
d. Test PID values under disturbances to check if the Quad-rotor can stabilise
e. Further tune the controller gain values to meet all conditions
 Testing the UAV system using a test rig
a. Set the Quad-rotor inside the test rig and ensure rigid fixing onto the test frame.
b. Input the PID values from MATLAB
c. Test the Quad-rotor under multiple conditions
d. Use a high airflow fan to replicate strong gusts to observe how well the Quad-rotor
can stabilise or fly under wind conditions
e. Fine-tune the PID values if results not satisfactory
 Test fly the quad
a. Take the quad to an open area for test flying while adhering to CAA requirements
b. Start with simple manoeuvres before moving onto more extreme manoeuvres
c. Further fine-tune if refinement is required
CL Response Rise time Overshoot Settling time S-S error
Kp Decreases increases No change decreases
Ki Decreases Increases Increases Eliminates
Kd No change Decreases decreases No change
Table 11- Effects on the close loop response from PID (University of Michigan, 1996)
To create the MATLAB model, the physics behind Quad-rotor behaviour is modelled such as torque,
forces produced by the motors and the Quad-rotor’s inertial frame in relation to non-linear
dynamics. With the above information, equations of motion can be generated using a rotation
matrix to simulate the motion of the Quad-rotor. An appropriate controller can be designed to
reduce any error produced by the Quad-rotor system. The model is not an entire accurate
representation of the Quad-rotor due to different assumptions made in the course of modelling the
Quad-rotor. For this reason, a test rig will be used to improve the PID gain values. The test rig will be
used to fine-tune our close-to-final PID values before actual test flight of the Quad-rotor.
An integral part of the flight control system is the autopilot system. The autopilot system comprises
of three layers:
 Hardware
 Firmware
 Software

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To fully utilise the capability of the autopilot system, the firmware and software aspects are edited
to make the application flexible in terms of navigation and mission control. The autopilot system is
capable of carrying out functions such as autonomous flight, computer vision operations and robotic
functions. The system has enough processing power to carry out the above mentioned functions at
the same time.
The autopilot systems also has on board sensors which generate and provides information about
different systems on board the UAV and data about flight performance, this information is
transmitted to the ground station for observation and control with a telemetry kit operating at
433Hz. To improve flight conditions of future flights, telemetry data is logged by the autopilot
system and can be analysed to make adjustments to any system to raise the performance of the
UAS.
Figure 23- Telemetry Information transmitted to ground control station
9.3 Communication System
The communication system for the UAS consists of:
 Radio Controller
 Telemetry Kit
 Minim OSD
 Autopilot System
The communication system is used to transmit telemetry data from all components on the UAS
to the ground station for observation and control. There are three methods of connecting the
UAS to the ground control station:
 Serial Connection
 Telemetry Kit Connection
 Radio Connection
The different connection methods have different transmission rate and therefore different
functions. The UAV and the ground control station communicate using a protocol called
MAVLINK. This communication protocol is the main protocol for the Pixhawk unit and this
determines the transmission rate for different types of transmission methods and format of data
transmitted.
9.3.1 Serial Connection
The serial connection is used to connect the Pixhawk autopilot to a ground control station
through a Universal Serial Bus connection. The baud rate for the transmission is 115200 bits per
second and this connection is used to configure the autopilot system for the first time. The
connection is used to load the firmware and software needed to run the autopilot system and to
calibrate on-board sensors. Other components of the UAV can be connected and also configured
through the serial connection. The serial connection is also useful when running diagnostics on
the autopilot or any connected component as the transmission rate and quality would prevent
loss of data or useful information through data packet loss in transmission.

24 | P a g e
Figure 24 - Transmission Link Statistics (Serial Connection)
9.3.2 Telemetry Kit Connection
The telemetry kit is used to connect the Pixhawk to a ground control station through a radio
connection over a frequency of 433Hz. The baud rate for the transmission is 57600 bits per second.
It is the primary method of connecting to the autopilot for flight purposes and any other secondary
purpose of the UAV. The connection can also be used to configure the autopilot system to calibrate
on board sensors but due to the connection speed, it is not advisable. For autonomous flight, the
flight plan is uploaded to the autopilot through this connection and with the use of a ground control
station. During flight, any secondary mission plans for the UAV are also sent through the telemetry
kit connection; ranging from servo activation to camera functions. The strength in telemetry
connection would decrease as the UAV moves further away from the ground control station.
Figure 25- Transmission Link Statistics (Telemetry Kit)
9.3.3 Radio Connection
The radio controller is used to connect to the Pixhawk autopilot and the UAV through a frequency of
2.4 GHz (Section 14). The radio controller is used to fly the UAV manually without the need for a
ground control station or GPS based command input to the autopilot system. The radio controller is
also used to configure some stability and control criteria such as PID through auto-tune methods.
The radio controller has a number of channels that are used to carry a number of secondary UAV
functions such as servo control, camera control etc. The radio controller also acts as a backup flight
controller when the autonomous flight system fails or acts as a safety measure if the UAV flies out of
range of telemetry range or outside the airspace of the ground control station.
9.4 System Schematics
Details of all system schematics and functionality can be found in Appendix J.

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10 Payload box mechanism
As part of the UAS design challenge, there is a task to design a payload delivery system and its
mechanism. Initially, 3 methods were considered to in the delivery of the payload which is the hinge-
clamps system, the electro-magnet method and the hinge-pin method. However, following a radical
change in the design of the hex copter with a box capable to accommodate 2 bags, it was concluded
to fit the new Quad-rotor with a box able to accommodate only 1 bag to flour as shown in Appendix
C.7.
10.1 System of the payload box
The Quad-rotor will run with 2 batteries. The battery pack 1 (18.5V, 16Ah, 3s LiPo) will only run the
motors whereas the RC receiver and the payload servo will be run by the battery pack 2 (11.1V,
2.2Ah, 2s cell LiPo). The reason for this arrangement is that once the motors are switched off, the
flight control system Pixhawk is still reading its mission. The battery pack 2 will power the servo and
other receiver through the SBEC which will drop its voltage to 5V-6V. The SBEC is connected on the
AUX OUT pin 6 and the servo will be connected on the AUX OUT pins from 1~4 since the platform is
Arducopter. The RC receiver is connected at the RC pin.
10.1.1 Controlling the servo as a servo
Firstly, the Quad-rotor will perform a loiter in a figure of 8 before engaging into releasing the loads.
As the servo will be used to operate the payload box door during the delivery phase, it will be set as
servo in the mission planner of Pixhawk. The way to control a servo under this type only works as
part of the mission that is to say autonomously. To do so, the Pixhawk should be connected to the
mission planner as follow:
 On the Config/Tuning > Full Parameter List page, ensure that the RCXX_FUNCTION is set
to zero for the servo that’s to say RC9_FUNCTION as the servo is connected to the
Pixhawk’s AUX OUT 1).
 Then Press the Write Params button
Figure 26 - Configuration of the servo on Pixhawk

26 | P a g e
 Following Create the mission to be fly and add a DO_SET_SERVO command and include
the servo number ( “10”) in the “Ser No” field and with the PWM value (usually between
1000 ~ 2000) in the “PWM” field.
 The DO_SET_SERVO command is a “do command” which means that it can only be run
between waypoints so it must not be the first or last command in the mission. It will be
executed immediately after the waypoint that precedes it. After the first payload is
dropped, the Quad-rotor will return to the ground station location to be fitted with the
2nd payload and perhaps a new battery.
10.1.2 Testing with the Mission Planner
This verification phase involve testing whether the servo are moving as expected. The mission
planner’s Flight Data screen includes a “Servo” tab on the bottom right that can be used to test that
the servos are moving correctly.
Figure 27- Verification of the performance of the Servo

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11 Manufacturing
In order to achieve an efficient structure, manufacturing methods were identified at the primary
stage of the project. The manufacturing plan included materials to be used, joining methods,
machines and the best possible way to carry out the task on time. Considering the weight and cost
restriction of the project the most attractive and ideal materials are polyamide (nylon 6, nylon 6.6)
and carbon composite. Hence a systematic progress is done to design the parts of the UAV to make
machining achievable.
11.1 Design Phases
11.1.1 Phase 1 (Preliminary Design Review)
At the primary stage of the design, due to high strength-to-volume ratio composite materials were
considered for top and bottom plates and the tubes (arms and landing gear strut and stabilizer) in
the UAV; and Nylon was considered for the support clamps and spacer material to minimise the
weight and strengthened the structure for its effective compression ratio (3.0:4.0)
11.1.2 Phase 2 (Critical Design Review)
As the project progressed, after weight breakdown and cost estimation, the materials were
reconsidered. Albeit composite material are the most desirable material for the UAV’s structure to
accomplish efficient strength to withstand the load but after detailed stress and deflection analysis
nylon and PVCs are finalised for the plates and tubes respectively as they are inexpensive and have
low density.
11.2 Materials Selection
Decisions concerning materials selection were mainly on mechanical properties as the aim is to
withstand unexpected impact and damp the vibrations from the motors at the arms. Machining of
the materials was also considered while designing the Quad-rotor’s components.
11.2.1 Nylon
Nylon was chosen because of its low density and high strength properties and hence chosen for
manufacturing. Nylon is one of the best materials, where milling and lathe are fairly straight forward
and does not leave any dull cut or scratches on the surface. It also has great impact strength or
shock resistance compare to metallic counterparts. As the UAV is likely to have vibration from the
motors, vibration or shock will be absorbed by the nylon and integrated system components will not
be affected.
11.2 .2 Nylon 6.6 (PA 6.6 Black Cast Sheet) and Nylon 6.6 Rod (PA 6.6 Dia 25mm Rod)
Due its attractive compressive characteristics nylon 6.6 is used to manufacture the supporting
brackets which are mounted in the sandwiched structure in the UAV. It is important to ensure the
arm pivot is efficient to hold the arms and hence Nylon 6.6 rod is the most suitable material for this
particular function.
11.2.3 Nylon 6 (PA 6 Extruded Sheet)
Since Nylon 6 is more compressive and inexpensive than Nylon 6.6 so it is used to manufacture the
main plates and the spacer in the structure. Alongside the compressive characteristic of nylon it is
also desirable when compared to brittle acrylic for this purpose.

28 | P a g e
11.2.4 PVC (Polyvinyl chloride), (Black hard plastic tube/Rigid angle section)
PVC is very durable and can typically withstand impacts for reasonable times when compared with
other plastic. It is also a very good electrical insulator and has a low melting point which is highly
desirable for the arms. Hence using PVC, the manufacturing is more affordable and correspondingly
helped to minimise the overall weight remarkably.
11.2.5 Aluminium Alloy (AL-2024-T6)
The motor mount plates are prone to heat rise and vibration from the motor during operation.
Therefore considering the fact aluminium alloy is the best material for this purpose as it has
reasonable density and high melting point; it is also a good environmental resistant material which
minimises any probable risk involved.
11.3 Machining Selection
Acknowledging the weight and budget limit for the project, the manufacturing process includes
milling, lathe, laser cut and CNC machining which are available within the lab facility of the university
11.3.1 Machines
The following machines are used or practised to manufacture the parts depending on their operating
functions.
Machine Type Functions
Bridgeport Series 2
Milling machine
Use end mills to obtain precise dimension
Use centre/slot drill to do holes
Use fly cutter to obtain smooth surface
XYZ 1330 Lathe Use high speed steel tooling to obtain smooth surface on
the nylon 6.6 rod
Use high speed steel tooling to machine center holes on
the nylon 6.6 rod
Trotec Laser Cutter Use laser to cut the Nylon 2mm thick plate for main body
plate
Vertical Bandsaws machine Use to cut raw materials into required dimensions
Denford Router 2600 Pro
Milling Machine
Use to obtain components directly from CAD model
Denford VMC 1300 Milling Machine Use to obtain components directly from CAD model
Table 12- List of Machines
11.3.2 Tools
Tools Functions
1 High Speed Steel Tooling For precise cutting in XYZ 1330 Lathe
2 End mills For precise cutting in milling machine
3 Centre drill For accuracy in drilling holes
4 Slot drills For drilling holes in milling machine
5 Fly cutter(single point) For precise cutting in Bridgeport series 2 milling machine
6 Centre Finder Complete To setup the datum (X,Y,Z directions) in XYZ 1330 lathe,
Bridgeport series 2 milling machine
7 Metric slip gauges To obtain accurate measurements
8 Precision Parallel Set For accurate setup
9 Micrometre To measure dimensions
Table 13 - List of tools and their functions

29 | P a g e
11.4 Manufacturing process of Quad-rotors components
The machining of the components includes different machines but identifying the most simple yet
better finishing quality was preferred. Due to the limitation of technical facilities components are
marginally modified. All the sharp edges will be machined (preferably by grinding) before assembling
all the components to ensure that cracks are not anticipated during dynamic motion of the Quad-
rotor.
Material Type Components Quantity
MAIN STRUCTURE
Nylon 6.6(Black) 10 mm thick cast sheet Fixed bracket 16
Motor arm end bracket 4
Movable arm vertical fixed bracket 2
Movable arm support bracket 2
Nylon 6.6(Black) 16mm thick cast sheet Landing gear top support bracket 2
Landing gear bottom support bracket 2
T-joint top half 2
T-joint bottom half 2
Nylon 6.6(Black) 30 mm thick cast sheet Landing gear lug bracket 2
Landing gear pivot 2
Nylon 6.6 (Black) Dia 25 mm solid rod Arm pivot 2
Nylon 6 (Black) 2 mm thick extruded sheet Main body plate (top & bottom) 2
PVCs Movable arm 2
Fixed arm 2
Landing gear strut 2
Landing gear stabilizer 2
Aluminium Alloy 2024-T6 Motor mount plate 8
PAYLOAD
Nylon 6.6(Black) 10 mm thick cast sheet Slot bracket 1
Turn button 1
Nylon 6 (Black) 2 mm thick extruded sheet Triangle payload support 1
Nylon 6 (TECAMID 60 MO FILLED) 1 mm cast
sheet
Thick bonded corner supports 8
1PVC HARD PLASTIC RIGID ANGLE SECTION
H707 (BSA10) 16 x 16 x 1.5
Angle section for edges (long, short and
vertical)
11
Angle section for solenoid support 1
Table 14 - Bill of Material for manufacturing
Machined Components
To be machined (purchased )
To be machined (awaiting delivery)

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