The document is a design report for an aircraft called the L-406 Skycrane that was designed to compete in the Micro Class of the 2015 SAE Aero Design West competition. Some key points:
1) The aircraft was designed to have a maximum weight of 10 pounds and fit within a 6-inch diameter container in order to comply with competition rules. The goal was to achieve a high payload fraction of approximately 80%.
2) An innovative aspect of the design was that the entire aircraft was manufactured using additive manufacturing to reduce weight and accelerate the production process.
3) Performance analyses were conducted to determine that the aircraft could be hand-launched at 30 feet per second, complete two 180-degree
The document provides a design report for a micro class aircraft created by Team 310 of BMS College of Engineering for the SAE Aero Design West competition in 2015. The team designed a conventional aircraft configuration to maximize payload fraction and flight scores. Key aspects of the design included selecting a high lift airfoil, optimizing the wing and fuselage geometry, and utilizing lightweight composite and laser-cut materials. Performance was analyzed through finite element analysis, CFD, and wind tunnel testing. The manufacturing and testing process are also summarized.
This document presents the conceptual design of a new business jet. It begins with an introduction and objectives. Market research on competitor aircraft is presented, along with a defined mission profile. Preliminary sizing calculations are shown to estimate takeoff weight. Wing, tail, thrust, and landing gear designs are conceptualized. Component weights are estimated and stability, control, and other aircraft characteristics are analyzed. The document concludes with a discussion of health, safety, economic, and environmental impacts of the design.
This document provides details of an aircraft design project for a new personal jet called "The Flash" being designed by Kent Aerospace. It includes sections on requirements analysis, technical design, manufacturing plan, regulatory compliance, program management, finance, marketing, and socioeconomic impacts. The technical design section provides details on sizing methodology, assumptions, wing and tail geometry, thrust-to-weight ratio, powerplant specifications, wing loading data, and performance results. The design utilizes twin DGEN 380 turbofan engines from Price Induction and is intended to carry 3 passengers up to 800 nautical miles at a cruise speed of 230 knots.
The document analyzes the stability and control of the Zivko Edge 540T aerobatic aircraft. It estimates key physical properties and determines equilibrium flight conditions. Non-dimensional stability derivatives are then calculated, showing the aircraft is longitudinally stable. Lateral stability is also analyzed, with the aircraft found to be laterally stable except for an unstable spiral mode. Dimensional derivatives are used to examine specific stability modes, with most modes stable except the spiral mode.
Pressure Distribution on an Airfoil
The team conducted the experiment to determine the effects of pressure distribution on lift and pitching moment and the behavior of stall for laminar and turbulent boundary layers in the USNA Closed-Circuit Wing Tunnel (CCWT) with an NACA 65-012 airfoil at a Reynolds number of 1,000,000. The airfoil was tested in a clean configuration at angles of attack of 0, 5, 8, 10, and 12 degrees. Tape added to the leading edge tripped the boundary layer, and pressure distributions were taken at 8, 10, and 12 degrees angle of attack. Experimental results showed a suction peak at less than 1% of chord, providing a beneficial test article for contrast between smooth and laminar boundary layer behavior at the stall condition. The maximum lift coefficient for the clean airfoil was 0.9 at 10 degrees angle of attack, and tripped airfoil reached a maximum lift coefficient of 1.03 at 12 degrees angle of attack, a 14% increase. These data were 10% lower than the empirical airfoil data found in Theory of Wing Sections from Abbott and von Doenhoff. Pitching moment coefficient about the quarter chord remained near zero below stall as expected for a symmetrical airfoil, but rapidly became negative after stall for experimental and empirical data. The airfoil exhibited a leading edge stall for both laminar and turbulent boundary layers.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
The document provides a design report for a micro class aircraft created by Team 310 of BMS College of Engineering for the SAE Aero Design West competition in 2015. The team designed a conventional aircraft configuration to maximize payload fraction and flight scores. Key aspects of the design included selecting a high lift airfoil, optimizing the wing and fuselage geometry, and utilizing lightweight composite and laser-cut materials. Performance was analyzed through finite element analysis, CFD, and wind tunnel testing. The manufacturing and testing process are also summarized.
This document presents the conceptual design of a new business jet. It begins with an introduction and objectives. Market research on competitor aircraft is presented, along with a defined mission profile. Preliminary sizing calculations are shown to estimate takeoff weight. Wing, tail, thrust, and landing gear designs are conceptualized. Component weights are estimated and stability, control, and other aircraft characteristics are analyzed. The document concludes with a discussion of health, safety, economic, and environmental impacts of the design.
This document provides details of an aircraft design project for a new personal jet called "The Flash" being designed by Kent Aerospace. It includes sections on requirements analysis, technical design, manufacturing plan, regulatory compliance, program management, finance, marketing, and socioeconomic impacts. The technical design section provides details on sizing methodology, assumptions, wing and tail geometry, thrust-to-weight ratio, powerplant specifications, wing loading data, and performance results. The design utilizes twin DGEN 380 turbofan engines from Price Induction and is intended to carry 3 passengers up to 800 nautical miles at a cruise speed of 230 knots.
The document analyzes the stability and control of the Zivko Edge 540T aerobatic aircraft. It estimates key physical properties and determines equilibrium flight conditions. Non-dimensional stability derivatives are then calculated, showing the aircraft is longitudinally stable. Lateral stability is also analyzed, with the aircraft found to be laterally stable except for an unstable spiral mode. Dimensional derivatives are used to examine specific stability modes, with most modes stable except the spiral mode.
Pressure Distribution on an Airfoil
The team conducted the experiment to determine the effects of pressure distribution on lift and pitching moment and the behavior of stall for laminar and turbulent boundary layers in the USNA Closed-Circuit Wing Tunnel (CCWT) with an NACA 65-012 airfoil at a Reynolds number of 1,000,000. The airfoil was tested in a clean configuration at angles of attack of 0, 5, 8, 10, and 12 degrees. Tape added to the leading edge tripped the boundary layer, and pressure distributions were taken at 8, 10, and 12 degrees angle of attack. Experimental results showed a suction peak at less than 1% of chord, providing a beneficial test article for contrast between smooth and laminar boundary layer behavior at the stall condition. The maximum lift coefficient for the clean airfoil was 0.9 at 10 degrees angle of attack, and tripped airfoil reached a maximum lift coefficient of 1.03 at 12 degrees angle of attack, a 14% increase. These data were 10% lower than the empirical airfoil data found in Theory of Wing Sections from Abbott and von Doenhoff. Pitching moment coefficient about the quarter chord remained near zero below stall as expected for a symmetrical airfoil, but rapidly became negative after stall for experimental and empirical data. The airfoil exhibited a leading edge stall for both laminar and turbulent boundary layers.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
This document provides details on the design of a 1-seater military aircraft. It discusses the aircraft's specifications including its weight, performance characteristics, and dimensions of the wing. It also summarizes the structural analysis and material selection for the fuselage and wings. Several chapters describe the preliminary and detailed design of the aircraft's wing, fuselage, and tail section. Load distributions and structural components of each section are analyzed.
The document summarizes various helicopter vibration reduction techniques. It discusses passive techniques like tuned mass absorbers which reduce vibration at specific frequencies. Active techniques like Higher Harmonic Control (HHC) and Active Control of Structural Response (ACSR) generate forces to cancel vibrations. Semi-active techniques adapt to changing conditions while requiring less power than active systems. Passive techniques have weight penalties while active/semi-active techniques require external power but can adjust to different flight conditions. ACSR has been successfully incorporated in helicopters to significantly reduce vibration levels.
This presentation discusses swept wing configurations and their applications for supersonic flight. Swept wings reduce wave drag at transonic speeds by angling shock waves away from the aircraft. Swept wings were first developed in Germany in the 1930s and became prominent with aircraft like the MiG-15 and F-86. Variations include forward swept wings, which provide maneuverability but are expensive, and variable sweep wings which can change sweep angle during flight. Swept wings provide benefits like lateral stability and delaying compressibility effects at transonic speeds.
Every manufacturing product requires cost efficient method and its variation in application maintaining its natural structure as well as assign service life keeping failure parameters in mind we are focused on our intention of designing, modifying and analyzing the jack model for actual loads for varying models on different applications. We are keen at making the scissor jack cost effective and at the same time maintaining its strength and life span. Also the new design that made by SOLIDWORKS software can be tested by ANSYS software. The overall strength of the jack is relatively more compared to commercially available screw jacks. Car jacks that are commercially available has some disadvantages such as required more energy to operate, not usable for aged people and cannot be used on the uneven and rough surface. The main purpose and significance of this paper is to design, optimize and standardize the current toggle jack to make the task easier and reliable. Ekhalak Ansari | Udham Singh | Vikas Jangid | P. S. Raghavendra Rao"Analysis and Modification of Scissor Jack" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-2 | Issue-4 , June 2018, URL: http://www.ijtsrd.com/papers/ijtsrd14469.pdf http://www.ijtsrd.com/engineering/mechanical-engineering/14469/analysis-and-modification-of-scissor-jack/ekhalak-ansari
Longitudinal static stability of boeing 737 max 8Lahiru Dilshan
The document discusses the longitudinal static stability of the Boeing 737 MAX 8 aircraft. It provides specifications of the Boeing 737 MAX-8 and its LEAP 1B engines. The replacement of the original engines with larger LEAP engines affected the static stability of the aircraft by changing the static margin and causing the elevator to trim differently with various center of gravity positions. This contributed to the Lion Air and Ethiopian Airlines crashes that killed 346 people. Analytical calculations are shown relating center of gravity, coefficient of lift, static margin, elevator trim, and maximum climb angle. The reasons for the crashes are justified using this data.
The document describes the design of a screw jack that can lift up to 3 tons. It identifies the need, outlines the research conducted, and describes the components designed. The team designed a screw, nut, handle, frame, and cup. Design calculations were performed to determine specifications. Materials were selected based on withstanding torsional, bending and axial loads. The conclusion discusses using a 5/8" acme power screw and improving the design with a two start thread and longer handle to reduce required force.
This document is an aircraft design project report for a twin engine business jet. It includes dimensions, weight configurations, and performance parameters for 20 existing medium business jets analyzed to determine ideal specifications for the new design. Weight estimation was conducted and various design elements were researched and selected, including a cantilever low wing with tapered airfoils. Performance calculations and graphs were included to analyze the 17-seater twin turbofan jet, which will have a maximum speed of 750mph. The report concludes with future work plans and references.
Landing gear Failure analysis of an aircraftRohit Katarya
The document analyzes potential failures of aircraft landing gear components. It discusses the main eight components of landing gear, including locks, retraction systems, brakes, wheels, and struts. Failure mechanisms like fatigue cracking, stress corrosion cracking, and dynamic failure during landing are examined. The materials used for landing gear like high-strength steels, titanium, aluminum, and magnesium alloys are also summarized. Non-destructive testing and new techniques for early fatigue detection are reviewed as ways to improve landing gear safety and maintenance.
What are the elements of aircraft performance?
How much thrust do you need?
How fast and how slow can you fly?
#WikiCourses
http://wikicourses.wikispaces.com/Topic+Performance+of+aerospace+vehicles
This document is a report submitted by Michael Bseliss in partial fulfillment of the requirements for a Bachelor of Technology degree in Aerospace Engineering from Amity University, Dubai. The report evaluates a practical training on the construction of a quadcopter. It includes sections on the introduction, literature review, components, flight control, applications and advantages/disadvantages of quadcopters. Key components discussed include the frame, propellers, motors, flight controller, batteries and other optional additions like cameras. Applications highlighted are in areas like agriculture, delivery services, and photography.
PRELIMINARY DESIGN APPROACH TO WING BOX LAYOUT AND STRUCTURAL CONFIGURATIONLahiru Dilshan
This is an assignment that was done to design the basic layout of the aircraft wing and structural configuration. Key aspects of the assignment are to design the structural layout, identify the basic component, identify the structural arrangement
The document outlines the aircraft design process from initial requirements definition through detailed design, testing, and certification. It discusses establishing basic and general requirements, conducting feasibility studies, specifying detailed requirements, conceptual and preliminary design phases involving configuration selection, performance modeling, and optimization. Later phases include detailed design, ground and flight testing, and certification to clear the aircraft for intended operations. The process is iterative with frequent trade-offs and refinement of requirements and design.
This document discusses the structural design and analysis of an 8-seater short range business jet aircraft. It begins with an introduction to the project and overview of structural design. It then presents the V-n diagram, which establishes the flight envelope and maneuvering limits of the aircraft based on its load factor ratings. The majority of the document focuses on analyzing and designing the structural components of the wings and fuselage through methods like load estimation, shear force and bending moment distribution, material selection, and sizing of spars, stringers and other members. Design considerations are also discussed for miscellaneous wing components like the fuel tank, ribs and empennage. Graphs and diagrams are included to illustrate the structural analysis.
This power point presentation summarizes the key components and functioning of a quadcopter drone. It describes the main parts which include four brushless motors, electronic speed controllers, a CC3D flight controller, Li-Po battery, power distribution board, and transmitter and receiver. The presentation discusses the advantages of quadcopters like stability, flexibility for indoor use, and ability to enter any environment without a pilot. Applications mentioned include use in agriculture, delivery services, military, videography, and civil purposes. Disadvantages include hardware complexity, short flight duration, and need for frequent battery replacement.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
the presentation consist of the significance of aerodynamics on car .it includes the changes which took place over the years in the designing of car .it also includes the losses which take place due to the effect of aerodynamics. it also includes the reason how aerodynamics came into existence.ti also includes what we can do to reduce the effect of aerodynamics
This document provides an overview of unmanned aerial vehicles (UAVs), also known as drones. It discusses the brief history of UAV development, the key subsystems that make up a UAV, various applications like disaster relief, search and rescue, and armed attacks. The document also outlines some design parameters for UAVs and disadvantages like potential civilian casualties if targets cannot be accurately identified.
Aircraft Finite Element Modelling for structure analysis using Altair ProductsAltair
The Airbus airframe design process has considerably evolved since 20 years with the constant improvement of numerical simulation capability and the computational means capacity. Today the size of Finite Element Models for aircraft structural behaviour study is exceeding the boundary of airframe components (fuselage section, wing); for the A350, a very large scale non-linear model of more than 60 million degrees of freedom has been developed to secure the static test campaign. This communication will illustrate the partnership with Altair and the use of Altair products for the creation and verification of very large models at Airbus. It will deal with: - Geometry preparation - Meshing - Property assignment - Assembly - Checking More generally, numerical simulation will play more and more a major role in the aircraft process, from the development of new concepts / derivatives to the support of the in-service fleet. Then, this presentation will also state the coming needs regarding model creation tools to cope with Airbus strategy.
Speakers
Marion Touboul, Ingénieur en Simulation Numérique - Calcul Structure, Airbus Opérations SAS
This document provides an overview of hovercrafts. It begins with acknowledgements and an abstract. The main topics covered include the history and development of hovercrafts from early designs in the 1700s to Christopher Cockerell's modern invention in the 1950s. Constructional features such as the lifting fan, thrust propellers, momentum curtain, and skirt are described. The document also discusses the working principle, advantages, disadvantages, applications, and future of hovercraft technology.
Atmosphere: Properties and Standard Atmosphere | Flight Mechanics | GATE Aero...Age of Aerospace
For Video Lecture of this presentation: https://youtu.be/DqaoNt0LoIE
The topics covered in this session are, Properties of Atmosphere, International Standard Atmosphere (ISA) definition and derivation, ISA Chart. The formula for obtaining ISA Chartar completely derived from basic equations.
Attention! "Gate Aerospace Engineering aspirants", A virtual guide for gate aerospace engineering is provided in "Age of Aerospace" blog for helping you meticulously prepare for gate examination. Respective notes of individual subjects are provided as 'Embedded Google Docs' which are frequently updated. This comprehensive guide is intended to efficiently serve as an extensive collection of online resources for "GATE Aerospace Engineering" which can be accessed free of cost. Use the following link to access the study material
https://ageofaerospace.blogspot.com/p/gate-aerospace.html
The document presents the design of the LAT-1 large air tanker aircraft by Ember Aviation in response to the 2015-2016 AIAA Foundation Undergraduate Team Aircraft Design Competition. The LAT-1 is designed to carry 5,000 gallons of water or retardant with a maximum weight of 45,000 lbs and perform 3 drops per sortie within a 200 nm radius of the base, as well as have a ferry range of 2,500 nm. The LAT-1 features a retardant tank fuselage shape with two engines mounted on top of the wings. Ember Aviation's goal was to eliminate wasted space on the aircraft by integrating all components, such as the cockpit and payload tank, directly into the aircraft structure
The document outlines the plans for the SAE Aero design team from Kjsce that will be competing in an annual international aerospace design competition held in Forth Worth, Texas each March. The team consists of subgroups focused on structural design, aerodynamics, materials management, and marketing/publicity. The team needs a workshop space of at least 200 square feet with a computer, various tools for one-time investment, and recurring expenses including an engine, balsa wood, transmitter radio, and batteries that total around Rs. 51,000.
This document provides details on the design of a 1-seater military aircraft. It discusses the aircraft's specifications including its weight, performance characteristics, and dimensions of the wing. It also summarizes the structural analysis and material selection for the fuselage and wings. Several chapters describe the preliminary and detailed design of the aircraft's wing, fuselage, and tail section. Load distributions and structural components of each section are analyzed.
The document summarizes various helicopter vibration reduction techniques. It discusses passive techniques like tuned mass absorbers which reduce vibration at specific frequencies. Active techniques like Higher Harmonic Control (HHC) and Active Control of Structural Response (ACSR) generate forces to cancel vibrations. Semi-active techniques adapt to changing conditions while requiring less power than active systems. Passive techniques have weight penalties while active/semi-active techniques require external power but can adjust to different flight conditions. ACSR has been successfully incorporated in helicopters to significantly reduce vibration levels.
This presentation discusses swept wing configurations and their applications for supersonic flight. Swept wings reduce wave drag at transonic speeds by angling shock waves away from the aircraft. Swept wings were first developed in Germany in the 1930s and became prominent with aircraft like the MiG-15 and F-86. Variations include forward swept wings, which provide maneuverability but are expensive, and variable sweep wings which can change sweep angle during flight. Swept wings provide benefits like lateral stability and delaying compressibility effects at transonic speeds.
Every manufacturing product requires cost efficient method and its variation in application maintaining its natural structure as well as assign service life keeping failure parameters in mind we are focused on our intention of designing, modifying and analyzing the jack model for actual loads for varying models on different applications. We are keen at making the scissor jack cost effective and at the same time maintaining its strength and life span. Also the new design that made by SOLIDWORKS software can be tested by ANSYS software. The overall strength of the jack is relatively more compared to commercially available screw jacks. Car jacks that are commercially available has some disadvantages such as required more energy to operate, not usable for aged people and cannot be used on the uneven and rough surface. The main purpose and significance of this paper is to design, optimize and standardize the current toggle jack to make the task easier and reliable. Ekhalak Ansari | Udham Singh | Vikas Jangid | P. S. Raghavendra Rao"Analysis and Modification of Scissor Jack" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-2 | Issue-4 , June 2018, URL: http://www.ijtsrd.com/papers/ijtsrd14469.pdf http://www.ijtsrd.com/engineering/mechanical-engineering/14469/analysis-and-modification-of-scissor-jack/ekhalak-ansari
Longitudinal static stability of boeing 737 max 8Lahiru Dilshan
The document discusses the longitudinal static stability of the Boeing 737 MAX 8 aircraft. It provides specifications of the Boeing 737 MAX-8 and its LEAP 1B engines. The replacement of the original engines with larger LEAP engines affected the static stability of the aircraft by changing the static margin and causing the elevator to trim differently with various center of gravity positions. This contributed to the Lion Air and Ethiopian Airlines crashes that killed 346 people. Analytical calculations are shown relating center of gravity, coefficient of lift, static margin, elevator trim, and maximum climb angle. The reasons for the crashes are justified using this data.
The document describes the design of a screw jack that can lift up to 3 tons. It identifies the need, outlines the research conducted, and describes the components designed. The team designed a screw, nut, handle, frame, and cup. Design calculations were performed to determine specifications. Materials were selected based on withstanding torsional, bending and axial loads. The conclusion discusses using a 5/8" acme power screw and improving the design with a two start thread and longer handle to reduce required force.
This document is an aircraft design project report for a twin engine business jet. It includes dimensions, weight configurations, and performance parameters for 20 existing medium business jets analyzed to determine ideal specifications for the new design. Weight estimation was conducted and various design elements were researched and selected, including a cantilever low wing with tapered airfoils. Performance calculations and graphs were included to analyze the 17-seater twin turbofan jet, which will have a maximum speed of 750mph. The report concludes with future work plans and references.
Landing gear Failure analysis of an aircraftRohit Katarya
The document analyzes potential failures of aircraft landing gear components. It discusses the main eight components of landing gear, including locks, retraction systems, brakes, wheels, and struts. Failure mechanisms like fatigue cracking, stress corrosion cracking, and dynamic failure during landing are examined. The materials used for landing gear like high-strength steels, titanium, aluminum, and magnesium alloys are also summarized. Non-destructive testing and new techniques for early fatigue detection are reviewed as ways to improve landing gear safety and maintenance.
What are the elements of aircraft performance?
How much thrust do you need?
How fast and how slow can you fly?
#WikiCourses
http://wikicourses.wikispaces.com/Topic+Performance+of+aerospace+vehicles
This document is a report submitted by Michael Bseliss in partial fulfillment of the requirements for a Bachelor of Technology degree in Aerospace Engineering from Amity University, Dubai. The report evaluates a practical training on the construction of a quadcopter. It includes sections on the introduction, literature review, components, flight control, applications and advantages/disadvantages of quadcopters. Key components discussed include the frame, propellers, motors, flight controller, batteries and other optional additions like cameras. Applications highlighted are in areas like agriculture, delivery services, and photography.
PRELIMINARY DESIGN APPROACH TO WING BOX LAYOUT AND STRUCTURAL CONFIGURATIONLahiru Dilshan
This is an assignment that was done to design the basic layout of the aircraft wing and structural configuration. Key aspects of the assignment are to design the structural layout, identify the basic component, identify the structural arrangement
The document outlines the aircraft design process from initial requirements definition through detailed design, testing, and certification. It discusses establishing basic and general requirements, conducting feasibility studies, specifying detailed requirements, conceptual and preliminary design phases involving configuration selection, performance modeling, and optimization. Later phases include detailed design, ground and flight testing, and certification to clear the aircraft for intended operations. The process is iterative with frequent trade-offs and refinement of requirements and design.
This document discusses the structural design and analysis of an 8-seater short range business jet aircraft. It begins with an introduction to the project and overview of structural design. It then presents the V-n diagram, which establishes the flight envelope and maneuvering limits of the aircraft based on its load factor ratings. The majority of the document focuses on analyzing and designing the structural components of the wings and fuselage through methods like load estimation, shear force and bending moment distribution, material selection, and sizing of spars, stringers and other members. Design considerations are also discussed for miscellaneous wing components like the fuel tank, ribs and empennage. Graphs and diagrams are included to illustrate the structural analysis.
This power point presentation summarizes the key components and functioning of a quadcopter drone. It describes the main parts which include four brushless motors, electronic speed controllers, a CC3D flight controller, Li-Po battery, power distribution board, and transmitter and receiver. The presentation discusses the advantages of quadcopters like stability, flexibility for indoor use, and ability to enter any environment without a pilot. Applications mentioned include use in agriculture, delivery services, military, videography, and civil purposes. Disadvantages include hardware complexity, short flight duration, and need for frequent battery replacement.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
the presentation consist of the significance of aerodynamics on car .it includes the changes which took place over the years in the designing of car .it also includes the losses which take place due to the effect of aerodynamics. it also includes the reason how aerodynamics came into existence.ti also includes what we can do to reduce the effect of aerodynamics
This document provides an overview of unmanned aerial vehicles (UAVs), also known as drones. It discusses the brief history of UAV development, the key subsystems that make up a UAV, various applications like disaster relief, search and rescue, and armed attacks. The document also outlines some design parameters for UAVs and disadvantages like potential civilian casualties if targets cannot be accurately identified.
Aircraft Finite Element Modelling for structure analysis using Altair ProductsAltair
The Airbus airframe design process has considerably evolved since 20 years with the constant improvement of numerical simulation capability and the computational means capacity. Today the size of Finite Element Models for aircraft structural behaviour study is exceeding the boundary of airframe components (fuselage section, wing); for the A350, a very large scale non-linear model of more than 60 million degrees of freedom has been developed to secure the static test campaign. This communication will illustrate the partnership with Altair and the use of Altair products for the creation and verification of very large models at Airbus. It will deal with: - Geometry preparation - Meshing - Property assignment - Assembly - Checking More generally, numerical simulation will play more and more a major role in the aircraft process, from the development of new concepts / derivatives to the support of the in-service fleet. Then, this presentation will also state the coming needs regarding model creation tools to cope with Airbus strategy.
Speakers
Marion Touboul, Ingénieur en Simulation Numérique - Calcul Structure, Airbus Opérations SAS
This document provides an overview of hovercrafts. It begins with acknowledgements and an abstract. The main topics covered include the history and development of hovercrafts from early designs in the 1700s to Christopher Cockerell's modern invention in the 1950s. Constructional features such as the lifting fan, thrust propellers, momentum curtain, and skirt are described. The document also discusses the working principle, advantages, disadvantages, applications, and future of hovercraft technology.
Atmosphere: Properties and Standard Atmosphere | Flight Mechanics | GATE Aero...Age of Aerospace
For Video Lecture of this presentation: https://youtu.be/DqaoNt0LoIE
The topics covered in this session are, Properties of Atmosphere, International Standard Atmosphere (ISA) definition and derivation, ISA Chart. The formula for obtaining ISA Chartar completely derived from basic equations.
Attention! "Gate Aerospace Engineering aspirants", A virtual guide for gate aerospace engineering is provided in "Age of Aerospace" blog for helping you meticulously prepare for gate examination. Respective notes of individual subjects are provided as 'Embedded Google Docs' which are frequently updated. This comprehensive guide is intended to efficiently serve as an extensive collection of online resources for "GATE Aerospace Engineering" which can be accessed free of cost. Use the following link to access the study material
https://ageofaerospace.blogspot.com/p/gate-aerospace.html
The document presents the design of the LAT-1 large air tanker aircraft by Ember Aviation in response to the 2015-2016 AIAA Foundation Undergraduate Team Aircraft Design Competition. The LAT-1 is designed to carry 5,000 gallons of water or retardant with a maximum weight of 45,000 lbs and perform 3 drops per sortie within a 200 nm radius of the base, as well as have a ferry range of 2,500 nm. The LAT-1 features a retardant tank fuselage shape with two engines mounted on top of the wings. Ember Aviation's goal was to eliminate wasted space on the aircraft by integrating all components, such as the cockpit and payload tank, directly into the aircraft structure
The document outlines the plans for the SAE Aero design team from Kjsce that will be competing in an annual international aerospace design competition held in Forth Worth, Texas each March. The team consists of subgroups focused on structural design, aerodynamics, materials management, and marketing/publicity. The team needs a workshop space of at least 200 square feet with a computer, various tools for one-time investment, and recurring expenses including an engine, balsa wood, transmitter radio, and batteries that total around Rs. 51,000.
This document provides an overview of the aircraft design process for a military training aircraft. It includes collecting reference data, preliminary sizing calculations to determine the empty weight, wing area and aspect ratio. Further iterations were needed to achieve stability. Performance analysis was conducted including drag and thrust curves. Cost estimates were also outlined. The design process involved collecting data, iterative sizing, aerodynamic analysis and stability evaluation. Students were assigned homework to present their work in a 30 minute presentation.
The document provides information about rule changes for the 2016 SAE Aero Design competition, including new requirements for the Advanced Class. Major changes include allowing multiple payload drops per flight in Advanced Class, which will significantly impact aircraft center of gravity. Advanced Class aircraft must now prove they can successfully fly, drop a payload, and land before competing. The rules format has been rewritten for easier reading. Teams are advised to carefully read and understand all rules changes, as missing a change could prevent them from competing.
This document provides a design report for an aircraft competing in the Micro Class category of the SAE Aero Design competition. Key aspects of the design include selecting lightweight materials like balsa wood and carbon fiber to achieve a high payload fraction of around 90%. Analytical tools like Creo and Excel were used to simulate and optimize the design. A straight high wing configuration with a NACA S1223 airfoil was chosen. Performance analysis determined the aircraft needs a launch speed of around 35 mph and can fly between 40-55 mph powered by an 11" diameter propeller. The design was optimized to meet competition requirements while achieving the team's goals.
The Polytechnic University of Puerto Rico's SAE Aero Design team is seeking sponsorship to participate in the 2015 SAE Aero Design West competition in California. The team will design and build a remote-controlled aircraft for the micro class competition, which requires carrying the maximum payload weight with the lowest empty aircraft weight. The sponsorship package outlines different sponsorship levels and benefits, with funds going towards materials, manufacturing, registration fees, and travel costs for the 11 student team members. The team's goal is to gain hands-on engineering experience and represent their university at the national competition.
This document provides a basic introduction to the fundamentals of flight, including the four forces of flight and explanations of lift. It discusses Newton's Laws of Motion and Bernoulli's Principle and how they relate to the generation of lift on airplane wings. It also describes basic airplane control surfaces like the elevator, ailerons, and rudder and how they control pitch, roll, and yaw. Interactive elements demonstrate wing shapes and how aircraft can fly inverted. Overall, the document covers aerodynamic concepts and forces essential to understanding how airplanes are able to fly.
The document provides an overview of the basic components and structures of aircraft, including the fuselage, wings, empennage, power plant, and landing gear. It describes the typical materials used in aircraft construction and gives examples of different structural designs for the fuselage, wings, empennage, and landing gear. Key terms related to aircraft components and structures are also defined.
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1. 2015 SAE AERO DESIGN - WEST COMPETITION
MICRO CLASS DESIGN REPORT: L-406 SKYCRANE
PUPR Aero Design
Polytechnic University of Puerto Rico
Team Number: 329
March 9, 2015
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Table of Contents
List of Figures and Tables ..........................................................................................................................3
Executive Summary ..................................................................................................................................4
Schedule Summary...................................................................................................................................5
1. Loads and Environments, Assumptions............................................................................................7
i. Design Loads Derivations .....................................................................................................................7
ii. Environmental Considerations..............................................................................................................8
2. Design Layout & Trades..................................................................................................................9
i. Overall Design Layout and Size.............................................................................................................9
ii. Optimization (Sensitivities, System of systems: planform, layout, power plant,etc.)..............................11
a) Competitive Scoring and StrategyAnalysis ......................................................................................12
iii. Design Features and Details ...............................................................................................................13
iv. Interfaces and Attachments ...............................................................................................................13
3. Analysis.......................................................................................................................................14
i. Analysis Techniques...........................................................................................................................14
a) Analytical Tools..............................................................................................................................14
b) Developed Models.........................................................................................................................14
6.2. Performance Analysis.......................................................................................................................15
i. Runway/Launch/Landing Performance............................................................................................15
ii. Flight and Maneuver Performance..................................................................................................15
iii. Downwash ....................................................................................................................................16
iv. Dynamic & Static Stability...............................................................................................................17
v. Lifting Performance, PayloadPrediction, and Margin.......................................................................17
6.3. Mechanical Analysis.....................................................................................................................18
i. Applied Loads and Critical Margins Discussion.................................................................................18
ii. Mass Properties & Balance.............................................................................................................18
7. Assembly and Subassembly, Test and Integration ..........................................................................19
8. Manufacturing.............................................................................................................................21
9. Conclusion...................................................................................................................................23
List of Symbols and Acronyms .................................................................................................................23
Appendix A – Supporting Documentation and Backup Calculations............................................................24
Appendix B – Payload Prediction Graph ...................................................................................................26
Additional Material.................................................................................................................................28
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List of Figures and Tables
Figure 1: Aircraft Forces in a Level Turn ..................................................................................................... 7
Figure 2: Selected Airfoil ............................................................................................................................. 9
Figure 3: 3-D Lift Curve Slopes .................................................................................................................. 10
Figure 4: Selected Tail Airfoil .................................................................................................................... 11
Figure 5: Flight Score vs. Payload Fraction ............................................................................................... 12
Figure 6: Downwash vs. Angle of Attack................................................................................................... 16
Figure 7: Exploded View of Aircraft .......................................................................................................... 20
Figure 8: 3-D Printed Prototype Fuselage................................................................................................. 21
Figure 9: Assembled Prototype Aircraft.................................................................................................... 22
Figure 10: Lift-to-Drag Ratio vs. Lift & Drag Coefficients (NACA 6409).................................................... 25
Figure 11: Dynamic Thrust vs. Aircraft Speed........................................................................................... 25
Figure 12: Dynamic Thrust Equation......................................................................................................... 26
Figure 13: Payload Prediction ................................................................................................................... 27
Figure 14: Cubic Loading vs. Aircraft Empty Weight................................................................................. 28
Table 1: Schedule Summary........................................................................................................................ 5
Table 2: Referenced Documents, References, and Specifications ............................................................. 6
Table 3: General Aircraft Layout............................................................................................................... 11
Table 4: Performance Margins.................................................................................................................. 15
Table 5: Critical Structural Margins........................................................................................................... 18
Table 6: Level Turn Performance .............................................................................................................. 26
Table 7: Landing Performance .................................................................................................................. 26
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ExecutiveSummary
The Micro Class category requires an aircraft weighing less than 10 pounds that fits within a 6”
diameter container. The goal is to have the highest payload fraction possible with the lowest empty
weight that a design will allow. This type of electric aircraft has to be hand-launched. For this purpose,
an aircraft fitting those parameters was designed and manufactured using additive manufacturing.
Our team goal for this competition was to reach a high payload fraction: an approximate value
of 80%. The innovation that the team developed for this Micro Class Competition was a totally 3-D
Printed aircraft. This was done to achieve a better payload fraction by reducing the airplane’s weight. In
addition, it accelerated the manufacturing process.
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ScheduleSummary
October Conceptual Design
November
Preliminary Design
Airfoil and Wing/Tail Geometry Selection
December
Fuselage Geometry Selection
Engineering Analysis
January
Prototype Manufacturing
Engineering Analysis
February
Prototype Manufacturing
Final Aircraft Design Settled
March
First Prototype Flight Test
Design Report Conclusion & Submission
April
Aircraft Assembly Strategy
Final Competition Preparations
Table 1: Schedule Summary
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Referenced Documents References Specifications
Estimating R/C Model
Aerodynamics and
Performance; Nicolai
Aircraft Design: A
Conceptual Approach;
Raymer
Payload dimensions: 1.5” x 1.5” x 5”
SAE Aero Design East and West
Rules
Mechanics of Flight:
Second Edition; Warren
Phillips
Desired high payload fraction
Tail Design; Mohammad
Sadraey
Aircraft Performance and
Design; John D. Anderson
Aircraft must be assembled in less
than 150 seconds
Propeller Static & Dynamic
Thrust Calculator; Gabriel
Staples
Introduction to Flight; John
D. Anderson
The fully packed aircraft system
container shall weigh no more than
10 pounds
Shigley’s Mechanical
Engineering Design
Aircraft container must have a
maximum diameter of 6”
Table 2: Referenced Documents, References, and Specifications
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1. Loads and Environments, Assumptions
i. Design Loads Derivations
Given that our aircraft has a non-retractable propeller, it should be landed over grassy areas to
reduce the risk of breaking. The aircraft will experience accelerations and decelerations during the flight
course, such as when it is clearing the 180° turns, in addition to centripetal forces, shown in the figure
below.
Figure 1: Aircraft Forces in a Level Turn
Here, the aircraft is performing a level turn. It can be seen that the lift is inversely proportional
to the bank (roll) angle. In manned flight applications, this is the orthogonal force that the pilot will
experience when he is pulling up on the aircraft. For the flight course, operational precautions must be
taken into account to reduce this force so as to avoid any structural failures to the aircraft.
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ii. Environmental Considerations
Based on our design, several aspects of the location’s weather conditions were taken into
consideration. The aircraft was manufactured completely out of PLA using a 3-D printer, and it is
suggested that this material should not be exposed to areas of high humidity for long periods of time,
since it can absorb the water in the environment, and thus adding more weight to the structure.
Due to the mountains that surround the field, lack of air pressure is also being taken into
consideration, something our pilot is aware of. The temperature during the time of the event is said to
be in an average of 23°C and the modest elevations, there will be no problems with the flight path or the
aircraft’s performance.
Due to the limited wind information we had available, we decided to test the prototype in the
harshest wind conditions in the PR metropolitan area (approximately 20 knots).
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2. Design Layout & Trades
i. Overall Design Layout and Size
The design process is considered a critical activity, because it becomes clear that the
manufacturing and cost processes are determined by the decisions made in the initial design stages. By
pointing out the stated requirements, the project execution was made possible.
To achieve a high payload fraction value, it is desired to decrease the wing loading as much as
possible; however, the wing area is constrained by the container’s diameter. To compensate for this, a
combination of an airfoil capable of creating the necessary lift with high-lift devices was decided upon.
An extensive analysis of different airfoils was conducted at a Reynolds number of approximately
100,000. Figure illustrates the lift curves slopes. The 3-D aerodynamic effects were already taken into
consideration in the analysis. The CH10 and E423 airfoils both have a maximum lift coefficient of 2. The
NACA 6409 airfoil was selected because, as it can be seen, although it has a moderate maximum lift
coefficient, it will not stall immediately at high angles of attack, unlike the other airfoils. This is of great
importance since low-speed flight is involved.
Figure 2: Selected Airfoil
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Figure 3: 3-D Lift Curve Slopes
A tapered high wing with an aspect ratio of 8.05 was selected as the final wing configuration due
to it being more structurally and aerodynamically efficient than a constant chord wing. A wing of this
type would have produced a non-elliptical lift distribution and the bending moments would have been
more severe. Also, the addition of wing twist would have increased the volume necessary for the wing
to fit in the container. Finally, adding sweep was not considered for many reasons: our design will not
operate at very high speeds, and it would not be structurally beneficial.
For stability reasons, a symmetrical airfoil with a projected horizontal aspect ratio of 4.68 is
selectedfor the tail. This is desired because symmetrical airfoils have identical upper and lower surfaces,
and find applications in V-taildesigns,which is the chosen configuration for our aircraft’s tail. To account
for stability, a tail sweep of 30° was incorporated to ensure longitudinal control at the high angles of
attack that this aircraft will be expected to operate at. The NACA 0012 airfoil was selected for structural
and data availability reasons.
0
0.5
1
1.5
2
2.5
-15.00 -5.00 5.00 15.00 25.00
LIFTCOEFFICIENT
ANGLE OF ATTACK (DEG)
3-D Lift Curve Slopes [All Airfoils]
NACA 6409 CH10 E423
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Figure 4: Selected Tail Airfoil
The V-Tail configuration was selected for three reasons:
Less wetted area, which in turn produce less drag.
Less material used due to vertical tail elimination.
Less servos and linkages are required for control surface operations.
ii. Optimization (Sensitivities, System of systems: planform, layout, power plant, etc.)
Wing Tail General
Airfoil: NACA 6409 Airfoil: NACA 0012 Empty Weight: Approx. 3 pounds
Span: 45 inches Span: 10.4 inches Taper Ratio: 0.4
Reference Area: 259 in2
Reference Area:
20.33 in2 (Horiz. Proj.)
6.61 in2 (Vert. Proj.)
Moment Arm: 13.85 in.
Aspect Ratio: 8.05 Aspect Ratio: 4.2 Aircraft Length: 24.04 in.
Taper Ratio: 0.4 Taper Ratio: 0.4 Fuselage Diameter: 5.3 in.
Propeller: 12” diameter x 7” pitch
Table 3: General Aircraft Layout
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a) Competitive Scoring and Strategy Analysis
According to Section 6.5 in the rule guide, the Final Flight Score is mostly dependent on the
payload fraction. Using the Flight Round formula, an interpolation of payload fractions and 4 different
container lengths was achieved. The resulting plots were linear in nature and the equations for each
container size were obtained. Figure shows the Flight Score versus the Payload Fraction for each of these
lengths.
Figure 5: Flight Score vs. Payload Fraction
50.00
55.00
60.00
65.00
70.00
75.00
80.00
85.00
90.00
95.00
0.50 0.55 0.60 0.65 0.70 0.75 0.80
Flight Score vs Payload Fraction
10 in
Container
15 in
Container
18 in
Container
20 in
Container
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iii. Design Features and Details
The design was heavily constrained by the container’s dimensions, so compact, modular design
for fast and easy assembly was implemented. For example, ailerons are removable and the airframe was
constructed by additive manufacturing; the largest part measuring 14.28 inches.
The transmitter was programmed so that two control surfaces have the function as rudders and
elevators for the tail, and ailerons and flaps for the wing. These configurations were decided upon in
order to maximize the wing and tail area that can be fit inside the container.
iv. Interfaces and Attachments
Custom-made fittings were designed and 3-D printed for junctures of the V-Tail and wings.
Some of the fittings for the 3-D printed parts were constructed with other materials like wood.
Tie wraps and nylon screws are considered for use to join the fuselage parts together.
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3. Analysis
i. Analysis Techniques
a) Analytical Tools
Throughout the design process, Creo Parametric was used to simulate our ideas. This helped us
to make decisions based on the information we extract from the CAD. This is also an advantage in terms
of time and budget regarding the design. For example, we could see tolerance errors with the design
without building the parts, and procure whether or not the aircraft would fit into the designed container.
Microsoft Excel was extensively used for aerodynamic and performance analyses. This permitted
the development of data tables and graphs to predict and optimize the behavior of our design. For
example, graphs comparing lift coefficients, lift-to-drag ratios and the drag polar for each airfoil were
developed to analyze how well one performs compared to the other.
b) Developed Models
A prototype was built to test the flying qualities of the planform chosen for the wings and V-tail.
Also, the programming of the control system (transmitter) was developed using this prototype, thus
avoiding the risk of damaging the final aircraft.
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4. PerformanceAnalysis
Aircraft must be hand-launched.
Aircraft is required to remain airborne and fly past the designated turn points, perform the two 180°
turns in heading, and arrive at the landing zone.
The aircraft must take off and land intact to receive points for the flight.
All parts must remain attached to the aircraft during flight and during the landing maneuver.
Aircraft must land in a designated landing zone measuring 200 feet in length.
Table 4: Performance Margins
i. Runway/Launch/Landing Performance
The aircraft will be hand-launched, according to the stated requirements by SAE. An estimated
launch speed of 30 feet per second was assumed. This will give the aircraft the extra push it needs to
achieve the pre-analyzed flight performance. Using Anderson’s text, the landing performance was
calculated. The ground roll was not taken into consideration since the aircraft does not have a landing
gear, and our runway in this case will be grass. Using approximations stated by the book, such as the
approach angle, the estimated landing distance from a 50-foot obstacle was determined to be 974 feet.
ii. Flight and Maneuver Performance
The installed motor will provide approximately 11,160 revolutions per minute (RPM) to the
propeller, with dimensions of 12” diameter and 7” pitch. This, in turn, will operate the aircraft at a range
of speeds between 40 and 55 miles per hour (MPH). Since one of the competition objectives is to clear
two 180° turns, the turn rate needs to be compensated for the load factor so as to avoid wing support
failure. The range for unpowered flight was determined assuming that the maximum flying altitude is 50
feet.1
1 See Appendix A for calculations.
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iii. Downwash
The downwash angle of a typical wing is a function of its sectional lift coefficient and aspect
ratio, and can be approximated by the following equation.
𝜖 =
2𝐶 𝐿,𝑤
𝜋𝐴𝑅 𝑤
Figure 6: Downwash vs. Angle of Attack
It is observed from the above figure that the downwash experienced by the wing is directly
proportional to its angle of attack. This is a consequence of the increasing lift in the wing. Too much
downwash can create a turbulent airflow over the tail, negatively impacting its performance.
y = 0.3326x + 2.1622
-2.00
0.00
2.00
4.00
6.00
8.00
10.00
12.00
-10.00 0.00 10.00 20.00 30.00
DOWNWASH[DEGREES]
ANGLE OF ATTACK [DEGREES]
Downwash vs. Angle of Attack
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iv. Dynamic & Static Stability
An important measure of the tail effectiveness is the horizontal tail volume coefficient, shown in
the following equation.
𝑉𝐻 =
𝑆 𝐻 𝑙 𝐻
𝑆𝑐
SH is the horizontal stabilizer planform area, lH is the horizontal stabilizer moment arm, S is the
wing planform, and c is the wing chord. For this aircraft, the chosen tail volume coefficients for the
horizontal and vertical tails were 0.5 and 0.04, respectively. These values were picked for a homebuilt
aircraft.2
Another important parameter required for stability is the location of the aircraft’s center of
gravity. The wing was placed on a location that would provide a positive static margin: an approximate
value of 10% was obtained.
v. Lifting Performance, Payload Prediction, and Margin
We researched several heavy-lift airplanes and saw that none of them would exceed a cubic
loading of 3.0, and in fact, a payload fraction above 80% was obtained with an airplane with a cubic
loading of 2.76. Therefore, we used 80% payload fraction and a maximum cubic loading of 3.0 as our
goal using the largest wing area we could fit in the container, that we could add flaperons to during the
assembly. Figure 133 illustrates the sensitivity of empty weight to cubic loading and payload fraction.
2 Table 6.4, Page 160. AircraftDesign:A Conceptual Approach,Fifth Edition.
3 Graph shown in Additional Material (page28)
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5. Mechanical Analysis
Aircraft must stay intact during flight and support all dynamic loads.
Aircraft must support variable payloads according to SAE requirements.
The aircraft must take off and land intact to receive points for the flight.
Broken propellers are allowed.
Table 5: Critical Structural Margins
i. Applied Loads and Critical Margins Discussion
During the three rounds of the competition, the aircraft will have to carry an increasing payload
every round, to test how well the aircraft is designed. In addition, as mentioned in Section 3.1 of this
report, the aircraft needs to support the forces encountered when executing level turns, such as the G-
forces. Table 54 shows the calculated level turn parameters for the installed motor’s speed limits. Our
airplane was designed to routinely sustain a G-force of 2.0 by assuming a 3.0 ultimate load factor limit.
ii. Mass Properties & Balance
The weight prediction of the airframe was performed using Creo Parametric. Inputting the values
of the material properties of the PLA, a full report was obtained.
4 See Appendix B.
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6. Assembly and Subassembly, Test and Integration
The aircraft will be divided into 3 assembly points each: fuselage, wings and tail.
Fuselage
The fuselage was printed in 5 different sections; two of them will be permanently joined. Each
section willbe joined with nylon screws.The payload willbe carried insidethe center section. The frontal
section will contain the motor and propeller. The rear section will hold the tail assembly piece and will
hold them together with 2 nylon screws. Also the wiring for all the electrical components will mostly be
inside the fuselage.
Wings
The wings will be divided into a total of 12 pieces: 3 for one wing and 3 for the “flaperons”, and
two sections will be permanently joined together. These will be attached to the fuselage using
rectangular spars. Each wing has two channels in which the spars will be passed from one wing to the
other, passing through the top part of the middle section of the fuselage. The “flaperons” for each wing
will be attached with hinges to improve the stability.
Tail
The tail will be divided into 6 pieces. The control surfaces on the tail wings will be attached the
same way as for the wings. When these are attached, the tail wings will be placed in between 2 pieces
that will hold the fuselage together with 2 nylon screws.
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Electronic components
4 servos will be installed for each control surface: two for the “flaperons” and two for the V-tail.
A receiver, antenna, 11.1 volt lithium polymer battery, controller with BEC system, outrunner brushless
motor will be the primary electronic components used.
Figure 7: Exploded View of Aircraft
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7. Manufacturing
The aircraft was fabricated using additive manufacturing. This was decided because when using
wood, the manufacturing of each piece would have required 2 to 3 weeks. When using 3-D printing, the
manufacturing of the aircraft took nearly 23 hours. The material the team chose was PLA because it is
cost efficient, easier to manufacture, and lighter than wood. This also gives us the advantage of lighter
structures throughout the airframe.
Figure 8: 3-D Printed Prototype Fuselage
The wings were manufactured in 6 sections per wing. Each section of the wing was printed at a
length of 7.15”. The wings contain 2 spars, one measuring 45” long and the other measuring 27” long,
each crossing from one wing to the other. Each section of the wings will have an interlocking attachment
to help in the assembly process and also to resist axial loads that might be applied to the wings. These
attachments were primarily made to be able to connect each section of the wing to each other and the
fuselage.
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The base of the tail, which has a 0.50” diameter and 1” length tube on one of its faces, was
inserted into the fuselage.The base’s dimensions are 2”diameter and a 2.40” length. The V-tail with each
tail wing have dimensions of 5.50” of width, and 1.95” in depth.
Figure 9: Assembled Prototype Aircraft
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8. Conclusion
The PUPR Aero Designteam has conducted acomplete conceptual design,performed a thorough
engineering analysis, and completed the construction of a final design that will meet the requirements
laidout by the Society of Automotive Engineers for the Aero DesignWestcompetition. With a low empty
weight and a smooth, streamlined body, the “L-406 Skycrane” is more than prepared to take to the skies
in the April competition. The aircraft is extremely lightweight, aerodynamically efficient, and stable.
List of Symbols and Acronyms
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AR Aspect ratio
W Aircraft weight
α Angle of attack
CL Lift coefficient
MAC Mean aerodynamic chord
λ Taper ratio
D Total drag
L Total lift
V Velocity
S Wing area
c Wing chord
b Wingspan
α0 Zero-lift angle of attack
CD 3D Polar Drag
AppendixA – Supporting Documentation and Backup Calculations
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Figure 10: Lift-to-Drag Ratio vs. Lift & Drag Coefficients (NACA 6409)
Figure 11: Dynamic Thrust vs. Aircraft Speed
V
[mph]
Load
Factor
nmax
Roll Angle φ
(degrees)
Turn
Radius
(feet)
Turn Rate
(degrees/s)
0.000 0.500 1.000 1.500
0.000
0.020
0.040
0.060
0.080
0.100
0.120
0.140
0.160
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
18.00
CD
L/DRATIO
CL
Lift-to-Drag Ratio Drag Polar
F = -0.3656*V0 + 8.2425
0.00
1.00
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
0.00 5.00 10.00 15.00 20.00 25.00
Thrust,F(lbf)
Aircraft Airspeed, V0 (mph)