The document describes the design and fabrication of a V-tail unmanned aerial vehicle (UAV). It aims to study the stability, design parameters, and operation of a V-tail configuration. The project involves designing all parts of the RC aircraft using CATIA software, performing calculations to determine dimensions, and assembling the final prototype. The design process considers various factors like material selection, component orientation, weight estimation, and control surface sizing. The report outlines the various stages of completing the project, from initial conceptualization to fabrication and testing of the final V-tail UAV model.

1. 1
A MAIN PROJECT REPORT
On
“STABILITY,DESIGN AND FABRICATION OF A
VTAIL(UAV)”
A project report
submitted in partial fulfillment of the requirements for theaward of the degree of
BACHELOR OF TECHNOLOGY
IN
AERONAUTICAL ENGINEERING
Under the Guidance of
INTERNAL GUIDE MISS
SANAKAUSER
By
G.DEEPIKA 11M91A2103
L.SAI CHITANYA 11M91A2132
S. PARIKSHITH 11M91A2120
At
AURORA’S SCIENTIFIC & TECHNOLOGICAL INSTITUTE

2. 2
AURORA’S SCIENTIFIC & TECHNOLOGICAL INSTITUTE
AUSHAPUR, GHATKESAR (M), R.R. DISTRICT
(Affiliated To JNTU-Hyderabad, Approved by AICTE)
CERTIFICATE
This is to certify that the following students have successfully completed the
technical seminar work entitled “STABILITY, DESIGN AND FABRICATION OF V-
TAIL”, in partial fulfilment of the requirement for the award of B.TECH during the
academic year 2014-2015.
This work is carried out under my supervision and has not been submitted to any
other university instate for award of any degree/diploma.
GOLUSULA DEEPIKA 11M91A2103
SANA PARIKSHITH 11M91A2132
LONGOGU SAI CHAITANYA 11M91A2120
Mr.RAMINDER SINGH, Ms.Sana Kausar
Aeronautical HOD, Asst.Professor,
Department ofAeronautical, Department ofAeronautical,
INTERNAL EXAMINER EXTERNAL EXAMINER.

3. ACKNOWLEDGEMENT
“Task successful” makes everyone happy. But the happiness will be gold without glitter if
we didn’t state the persons who supported us to make it a success.
Foremost, we would like to express my sincere gratitude to my advisor Mr.
Ramindersingh for the continuous support of my main project work, for his patience,
motivation, enthusiasm, and immense knowledge. His guidance helped us in all the time
of project and writing of this documentation. We could not have imagined having a better
advisor and mentor for Mini project work.
We are thankful to our principal Dr.Narasimharao for encouraging us throughout the
course. We highly appreciate our colleagues for their constant friendship and intellectual
input. It would have been work and no play in the lab, if it were not for their friendly and
humorous demeanours. We are thankful to all faculty members and staffs of the
Department of Aeronautical Engineering who assisted us in research, as well as in our
graduate studies.
Our sincere thanks also goes to Ms. Sana Kausar for making us to do the Technical
Seminar work in their groups and leading me working on diverse exciting projects. His
technical advice and suggestions helped me overcome hurdles and kept me enthusiastic
and made this work a wonderful learning experience.

4. ABSTRACT
Title of the project: STABILITY, DESIGN AND FABRICATION OF V-
TAIL
The essence of the intense theory models of the aeronautical study could be apprehended
with the hands-on experience on the real-time construction of flights or similar
aerodynamic structures.
To the importance of UAV’s (Unmanned Air Vehicle) in different fields the
project covers the operation of UAV’s which is remotely based on different missions with
appropriate electronic components, design parameters and material selection for structural
components. This project mainly focuses on STOL (Short take-off and landing) type as
the stability of STOL depends upon control surfaces and empennage sizing these is
designed using CATIA with conventional, v-tail and the best from this is required for a
particular mission and material selection.

5. LIST OF FIGURES
FIGURE NO DESCRIPTION PAGE NO
Figure 1.1 Global Hawks 2
Figure 2.1 1950 V-tailed B35 5
Figure 2.2 V-Tail of Fouga Magister 5
Figure 2.3 RQ-1 / MQ-1 predator 6
Figure 3.1.1 Cmax Brushless Motor 9
Figure 3.1.2 Plastic Electric Prop 9
Figure 3.1.3 ESC of 30A 10
Figure 3.1.4 6ch Receiver 11
Figure 3.1.5 6ch, 2.4 GHz Transmitter 12
Figure 3.1.6 Servo 12
Figure 3.1.7 Lipo Battery 13
Figure 3.1.8 Hub / Spinner 14
Figure 3.1.9 Connecting Cables 14
Figure 4.1.1 Fluted Boards 16
Figure 4.2 the Parts of the RC Plane 19
Figure 5.1 Motor Orientation 22
Figure 6.3.15 Aerodynamic Center 30
Figure 6.3.16 Aircraft in Level flight 31
Figure 7.5.1 2D Diagram of Aerofoil 35
Figure 7.5.1 3D Design of Aerofoil 35

6. Figure 7.5.2 3D Design of Main Wing 36
Figure 7.5.3 Design of Fuselage 37
Figure 7.5.4 Design of Stabiliser 38
Figure 7.5.5 Design of Motor 39
Figure 7.5.6(a) Assembly of Wing & Fuselage 40
Figure 7.5.6(b) Assembly of V-Tail 40
Figure 7.5.6(c) Complete Assembly 41
Figure 7.5.6 Explode View 41
Figure 8.1 V-Tail Connected to Fuselage 42
Figure 8.2 Inner Parts of Fuselage 42
Figure 8.3 the Main Wing 43
Figure 8.4 the Complete Model 43
Figure A & B Elevator Inputs 47
Figure 10.2 A & B Rudder Inputs 48
Figure 10.3 A & B Ruddervators Inputs 48

7. LIST OF TABLES
TABLE NO DESCRIPTION PAGE NO
Table 1 Electronic Part and Their Specifications 8
Table 2 Some Materials and Properties Used In UAVs 15
Table 3 weights of the electric components 45

8. INDEX
TITLE PAGE NO
Abstract i
List of figures ii
List of table’s iii
Chapter 1: Introduction 1
1.1: Problem Definition 1
1.1.1: Why UAV? 1
1.1.2: Why STOL? 1
1.1.3: Why V-Tail? 1
1.2: Motivation 2
1.3: Objectives 3
1.4: Software used 3
1.5: Scope of thesis 4
1.6: Organization of thesis 4
Chapter 2: Literature Survey 5
Chapter 3: ProductRequirements 8
3.1: Parts for the fabrication of the product 8
3.1.1: Brushless Motor 8
3.1.2: Electric Propeller 9
3.1.3: Electric Speed Controller 9
3.1.4: Receiver 10
3.1.5: Transmitter 11
3.1.6: Servo 12
3.1.7: Battery 13
3.1.8: Hub / Spinner 14

9. 3.1.9: Connecting Cables 14
Chapter 4: Material and Design Considerations 15
4.1: Material Considerations for the Model 15
4.1.1: Coroplast Fluted Board 15
4.1.2: Performance characteristics 16
4.1.3: Typical Applications 17
4.2: Design Considerations 17
4.2.1: Parts of RC Airplane 18
Chapter 5: Motor Orientation and Flight time 22
5.1: Orientation of motor and Electric Components 22
5.2: Flight Time 23
Chapter 6: Design Calculations of STOLUAV 24
6.1: Mission Profile 24
6.2: Required Specifications 24
6.3: Parameters 24
6.3.1: Wing Loading 24
6.3.2: Aspect Ratio 25
6.3.3: Chord Length 25
6.3.4: Co-Efficient of Lift 26
6.3.5: Fuselage 27
6.3.6: Fuselage Width 27
6.3.7: Empennage 27
6.3.8: Horizontal Stabilizer 27
6.3.9: Chord Length of Horizontal Stabilizer 28
6.3.10: Vertical Stabilizer 28
6.3.11: Aileron Sizing 28
6.3.12: Aileron Area 28

10. 6.3.13: Aileron Span 29
6.3.14: Elevator and Rudder Sizing 29
6.3.15: Aerodynamic Center 29
6.3.16: Tail Momentum Arm 30
6.3.17: Ruddervators 31
6.3.18: Chord length of the Ruddervators 32
Chapter 7: Design of UAV with V-Tail Using CATIA 33
7.1: Catia 33
7.2: Capabilities 33
7.3: Design of Product Excellence 33
7.4: System Engineering 34
7.5: Design of RC Airplane 34
7.5.1: Design of Aerofoil 34
7.5.2: Design of Wing 35
7.5.3: Design of Fuselage 36
7.5.4: Design of Stabilizer 37
7.5.5: Design of Motor 38
7.5.6: Assembly Design 39
Chapter 8: Fabrication of V-Tail Aircraft 42
Chapter 9: Weight Estimation 44
9.1: weight of the Aircraft 44
9.1.1: Volume of the Aircraft 44
9.1.2: Mass of the Airplane 45
9.2: Weight of the Electric Components 45
9.3: The Estimated Weight 46
Chapter 10: Operation of V-Tail 47
10.1: Elevator Inputs 47

11. 10.2: Rudder Inputs 48
10.3: Combined Elevator-Rudder Inputs 48
Chapter 11: Advantages and Disadvantages 50
11.1: Advantages 50
11.2: Disadvantages 50
Chapter 12: Future Scope 51
Conclusion 52
Bibliography 53

12. Chapter 1
INTRODUCTION
The purpose of this project is to design and fabricate an unmanned air vehicle (UAV). As
a group project, it requires 3-4 students to design, build wing, fuselage, empennage and
fabricating.
This report is the final report for the UAV design and fabrication.
There are numerous interesting books on the history of aircraft development. This section
contains a few additional notes relating especially to the history of aircraft aerodynamics
along with links to several excellent web sites (refer to bibliography).
However, there are very few topics relating to UAV design and manufacture. This
report gives students a comprehensive overview and understanding of UAV aircraft
design and fabrication. In this design part, aerodynamics designs including nose and tail
cone together with material selection and operations are elaborated.
In the fabrication part, a basic hand work is implemented.
1.1 PROBLEM DEFINATION
1.1.1 WHY UAV?
As UAVs are the best choice when compared to MAV (Manned Air Vehicles)
because as they cover the work load of a pilot, cost estimation for the fuel, crew salaries
and cost of buying is less when to Manned Aircrafts.
1.1.2 WHY STOL?
Heavier – than - aircraft that cannot take off and land vertically, but can operate
within areas substantially more confined than those normally required by aircraft of the
same size. Derived from short takeoff and landing aircraft.
1.1.3 WHY V-TAIL?
In an aircraft, a V-Tail is an unconventional arrangement of the tail control
surfaces that replaces the traditional fin and horizontal surfaces with two surfaces set in a
V-Shaped configuration when viewed from the front or rear of the aircraft. The rear of
each surface is hinged, and these movable sections, sometimes called ruddervators,
combine the tasks of elevators and rudder.

13. 1.2 MOTIVATION
UAV MISSIONS
Current challenges in global theaters pose many obstacles to tactical commanders.
To keep operational costs low and get provide real-time intelligence during close quarters
operations, tactical and subscale UAVs are being used ever more frequently, it is quite
evident that the visual signatures of nearly classes of UAVs which are currently filed are
far too high to provide an element of surprise for certain types of operations. Because
some operations rely upon complete surprise, the spotting of a UAV, although not leading
to loss of the aircraft, will lead to mission failure, accordingly, visual signature
suppression is absolutely critical for some missions.
The motivation of the project is “Northrop Grumman RQ-4 Global Hawk”
which is an (UAV) surveillance aircraft of United States Air Force and U.S Navy. It was
initially designed by Ryan Aeronautical (now part of Northrop Grumman), and known
as Tier II+ during development. In role and operational design, the Global Hawk is
similar to the Lockheed U-2. The RQ-4 provides a broad overview and systematic
surveillance using high-resolution synthetic aperture radar (SAR) and long-range electro-
optical/infrared (EO/IR) sensors with long loiter times over target areas. It can survey as
much as 40,000 square miles (100,000 km2) of terrain a day.
Figure: 1.2 A maintenance crew preparing a Global Hawk at Beale Air Force Base
The Global Hawk took its first flight on 28 February 1998.

14. The first seven aircraft were built under the Advanced Concept Technology
Demonstration (ACTD) program, sponsored by DARPA, in order to evaluate the design
and demonstrate its capabilities. Demand for the RQ-4's abilities was high in the Middle
East; thus, the prototype aircraft were actively operated by the U.S. Air Force in the War
in Afghanistan. In an unusual move, the aircraft entered initial low-rate production while
still in engineering and manufacturing development. Nine production Block 10 aircraft,
sometimes referred to as RQ-4A, were produced; of these, two were sold to the US Navy
and an additional two were deployed to Iraq to support operations there. The final Block
10 aircraft was delivered on 26 June 2006.
In order to increase the aircraft's capabilities, the airframe was redesigned, with
the nose section and wings being stretched. The modified aircraft, designated RQ-4B
Block 20, allow it to carry up to 3,000 lb of internal payload. These changes were
introduced with the first Block 20 aircraft, the 17th Global Hawk produced, which was
rolled out in a ceremony on 25 August 2006. First flight of the Block 20 from the
USAF Plant 42 in Palmdale, California to Edwards Air Force Base took place on 1 March
2007. Developmental testing of Block 20 took place in 2008.
1.3 OBJECTIVES
Aim: To find out the stability, design and operation of a v-tail
This project consists of the following major categories which encompasses.
 To conduct the detail design on all parts of a RC aircraft which consist of a v-tail.
 It undergoes all the systems of RC aircraft in detail.
 To carry out the experimental calculations to find out the span, stability,
While it is realized that a larger quantum of work is required to make the study more
meaningful, this project was largely aimed at gaining a basic understanding and better
overview of the fundamental, structural behavior of the systems of RC aircraft at all
practical load conditions.
1.4SOFTWARE USED
CATIA (Computer Aided Three-Dimensional Interactive Application) started as an in-
house development in 1977 by French aircraft manufacturer Avionics Marcel Dassault, at
that time customer of the CAD/CAM CAD software to develop Dassault's Mirage fighter
jet. It was later adopted in the aerospace, automotive, shipbuilding, and other industries.

15. Initially named CATI it was renamed CATIA in 1981 when Dassault created a subsidiary
to develop and sell the software and signed a non-exclusive distribution agreement with
IBM
 In 1984, the Boeing Company chose CATIA V3 as its main 3D CAD tool,
becoming its largest customer.
 In 1988, CATIA V3 was ported from mainframe computers to UNIX.
 In 1990, General Dynamics Electric Boat Corp chose CATIA as its main 3D CAD
tool to design the U.S. Navy's Virginia class submarine. Also, Boeing was selling
its CAD/CAM system worldwide through the channel of IBM since 1978.
 In 1992, CADAM was purchased from IBM, and the next year CATIA CADAM
V4 was published.
 In 1998, V5 was released and was an entirely rewritten version of CATIA with
support for UNIX, Windows NT and Windows XP (since 2001).
1.5 SCOPE OF THESIS
The scope of interest is to design an RC aircraft and to know operation, stability,
fabrication of it. The goal of project is to explore ways through CATIA to compute the
effect of fabrication on an RC v-tail aircraft.
1.6 ORGANIZATION OF THESIS
Chapter 1 gives the introduction to the problem and focuses on the objectives of
this project. In chapter 2, gives the introduction to the RC aircraft which consist of v-tail.
In chapter 3 we give the list of product requirements. In chapter 4 selection of material
and design considerations, In chapter 5 motor orientation and flight time calculations, in
chapter 6 design parameters of STOL, in chapter 7 design of V-Tail RC plane using
CATIA Vr20, in chapter 8 the fabrication of the model is described in the steps, in
chapter 9 the weight estimation calculations are show, in chapter 10 the operation of V-
Tail is explained with representation. In chapter 11 advantages and disadvantages are
shown. In chapter12 the future scope of our project is described.

16. Chapter 2
LITERATURE SURVEY
VARIANTS
The V-tail, invented and patented in 1930 by Polish engineer Jerzy Rudlicki, has
not been a popular choice for aircraft manufacturers. The X-shaped tail surfaces of the
experimental Lockheed XFV were essentially a V tail that extended both above and
below the fuselage.
CONVENTIONAL
The most popular conventionally V-tailed aircraft in mass production was
the Beechcraft Bonanza Model 35, often known as the V-tail Bonanza or simply V-Tail.
Figure 2.1: 1950 V-tailed B35 still operated by the National Test Pilot School at
the Mojave Airport
Figure 2.2: The V-tail of a Belgian Air Force Fouga Magister

17. INVERTED
The Blohm & Voss P.213 Miniaturjäger was one of the first aircraft having an
inverted v-tail. Unmanned aerial vehicles such as the Amber,GNAT and the MQ-1
Predator would later feature this type of tail.[2] The Ultraflight Lazair ultralights, of which
over 2000 were produced also featured an inverted V-tail.
The General Atomics MQ-1 Predator is an unmanned aerial vehicle (UAV)
built by General Atomics and used primarily by the United States Air Force (USAF)
and Central Intelligence Agency (CIA). Initially conceived in the early 1990s for aerial
reconnaissance and forward observation roles, the Predator carries cameras and other
sensors but has been modified and upgraded to carry and fire two AGM-114
Hellfire missiles or other munitions (UCAV). The aircraft, in use since 1995, has
seencombat over Afghanistan, Pakistan, Bosnia, Serbia, Iraq, Yemen, Libya, Syria,
and Somalia.
Figure 2.3: RQ-1 / MQ-1 Predator
The USAF describes the Predator as a "Tier II" MALE UAS (medium-altitude, long-
endurance unmanned aircraft system). The UAS consists of four aircraft or "air vehicles"
with sensors, a ground control station (GCS), and a primary satellite link communication
suite. Powered by a Rotax engine and driven by a propeller, the air vehicle can fly up to
400 nmi (460 mi; 740 km) to a target, loiter overhead for 14 hours, then return to its base.

18. Following 2001, the RQ-1 Predator became the primary unmanned aircraft used
for offensive operations by the USAF and the CIA in Afghanistan and the Pakistani tribal
areas; it has also been deployed elsewhere. Because offensive uses of the Predator
are classified, U.S. military officials have reported an appreciation for the intelligence and
reconnaissance-gathering abilities of UAVs but declined to publicly discuss their
offensive use. Civilian applications have included border enforcement and scientific
studies, and to monitor wind direction and other characteristics of large forest fires (such
as the one that was used by the California Air National Guard in the August 2013 Rim
Fire).

19. Chapter 3
PRODUCT REQUIREMENTS
3.1 PARTS FOR THE FABRICATION OF THE PRODUCT:
As this project is on UAV we are going to built a small sized RC plane with the
V-tail configuration
So, to make the product in our required dimensions we have to take the parts
which are suitable to our required mission profile and those dimensions. For this we
require the following electronic components:
TABLE 1:
Electronic Parts and Their Specifications withQty
S.NO PRODUCT SPECIFICATIONS QUANTITY
1 Brushless motor 3s 1
2 Plastic electric propeller 10*4.7inch 1
3 Electronic speed
controller
30A 1
4 Receiver With gyro’s of yaw,
pitch, roll
1
5 Servos With gears 3
6 Transmitter 6ch, 2.4 GHz 1
7 Battery 2200mah,11.5v 1
3.1.1 BRUSHLESS MOTOR:
The brushes of a conventional motor transmit power to the rotor windings which,
when energized, turn in a fixed magnetic field. Friction between the stationary brushes
and a rotating metal contact on the spinning rotor causes wear. In addition, power can be
lost due to poor brush to metal contact and arcing. The Emax CF2822 brushless out-
runner motor is slightly more powerful than the E-Flite Park 370. It is capable of
producing up to 22oz of thrust and generate about 140W of power.

20. Figure 3.1.1: Cmax brushless motor with 1200 kv rating and its specifications
3.1.2 ELECTRIC PROPELLER:
A propeller is a type of fan that transmits power by converting rotational motion
into thrust. A pressure difference is produced between the forward and rear surfaces of
the airfoil-shaped blade, and a fluid (such as air or water) is accelerated behind the blade.
The propeller we use for the product is 10*4.7inch.
Figure 3.1.2: Plastic Electric Props
3.1.3 ELECTRONIC SPEEDCONTROLLER:
ESC is a device that regulates the amount of power that goes to the electric motor.
The device may be separate from (but plugged into) or a part of the receiver. ESC stands
for electronic speed controller. The ESC interprets signals from the receiver and works to
provide variation in motor speed and direction and may act as a braking mechanism. If

21. your RC is not equipped with an electronic speed controller and you want to add one, the
general considerations are:
 Brushed or Brushless depending on your motor.
 Current rating that is higher than what your motor can pull (to avoid overheating).
 Voltage rating that is at least equal to or higher than the voltage of your battery.
 Low Voltage Cutoff is a feature on some electronic speed controllers that prevents
damage to your battery pack by shutting down the ESC if the battery voltage
drops too low.
Figure 3.1.3: ESC of 30A
This is fully programmable 30A BLDC ESC with 5V, 2A BEC. Can drive motors
with continuous 30Amp load current. It has sturdy construction with heatsaink on the
MOSFETs for better heat dissipation. It can be powered with 2-4 lithium Polymer
batteries or 5-12 NiMH / NiCd batteries. It has separate voltage regulator for the
microcontroller for providing good anti-jamming capability. It is most suitable for UAVs,
Aircrafts and Helicopters.
3.1.4 RECEIVER:
In radio communications, a radio receiver is an electronic device that receives
radio waves and converts the information carried by them to a usable form. It is used with
an antenna. The antenna intercepts radio waves (electromagnetic waves) and converts
them to tiny alternating currents which are applied to the receiver, and the receiver

22. extracts the desired information. The receiver uses electronic filters to separate the
desired radio frequency signal from all the other signals picked up by the antenna, an
electronic amplifier to increase the power of the signal for further processing, and finally
recovers the desired information through demodulation. The information produced by the
receiver may be in the form of sound (an audio signal), images (a video signal) or data (a
digital signal).A radio receiver may be a separate piece of electronic equipment, or an
electronic circuit within another device. Devices that contain radio receivers include
television sets, radar equipment, two-way radios, cell phones, wireless computer
networks, GPS navigation devices, satellite dishes, radio telescopes, Bluetooth enabled
devices, garage door openers, and baby monitors. In consumer electronics, the terms radio
and radio receiver are often used specifically for receivers designed to reproduce the
audio (sound) signals transmitted by radio broadcasting stations – historically the first
mass-market commercial radio application.
Figure 3.1.4 6ch Receiver
3.1.5 TRANSMITTER:
Transmitter or a radio transmitter is an electronic device which, with the aid of an
antenna, produces radio waves. The transmitter itself generates a radio frequency
alternative current, which is applied to the antenna. A transmitter and a receiver comnined
in one unit is called transceiver. The transmitter which we use for this product is a 6
channel transmitter which has the frequency of 2.4 GHz which is suitable for the receiver.
Its range is up to 1km.

23. Figure 3.1.5: 6 Channels, 2.4 GHz Transmitter
3.1.6 SERVOS:
A servomechanism, sometimes shortened to servo, is an automatic device that
uses error-sensing negative feedback to correct the performance of a mechanism and is
defined by its function. It usually includes a built-in encoder. A Servomechanism is
sometimes called a 'Heterostat' since it controls a system's behavior by means of
Heterostasis. The term correctly applies only to systems where the feedback or error-
correction signals help control mechanical position, speed or other parameters. For
example, an automotive power window control is not a servomechanism, as there is no
automatic feedback that controls position—the operator does this by observation. By
contrast a car's cruise control uses closed loop feedback, which classifies it as a
servomechanism.
Figure 3.1.6: Servo with Gears

24. 3.1.7 BATTERY:
Li Po batteries (short for Lithium Polymer) are a type of rechargeable battery that
has taken the electric RC world by storm, especially for planes, helicopters, and multi-
rotor. They are the main reason electric flight is now a very viable option over fuel
powered models.
RC Li Po batteries have three main things going for them that make them the perfect
battery choice for RC planes and even more so for RC helicopters over conventional
rechargeable battery types such as NiCad, or NiMH.
 RC Li Po batteries are light weight and can be made in almost any shape and size.
 RC Li Po batteries have large capacities, meaning they hold lots of power in a
small package.
 RC Li Po batteries have high discharge rates to power the most demanding
electric motors.
Figure 3.1.7: Lip battery of 2200mah, 11.v
LiPo
A true LiPo battery doesn’t use a liquid electrolyte but instead uses a dry
electrolyte polymer separator sheet that resembles a thin plastic film. This separator is
sandwiched (actually laminated) between the anode and cathode of the battery (lithium
carbon coated aluminium & copper plates) allowing for the lithium ion exchange – thus
the name lithium polymer. This method allows for a very thin and wide range of shapes
and sizes of cells. The problem with true LiPo cell construction is the lithium ion
exchange through the dry electrolyte polymer is slow and thus greatly reduces the
discharge and charging rates. This problem can be somewhat overcome by heating up the

25. battery to allow for a faster lithium ion exchange through the polymer between anode and
cathode, but is not practical for most applications.
If they could crack this problem, the safety risk of lithium batteries would be
greatly reduced. With the big push towards electric cars and energy storage, there is no
doubt some pretty huge developments will be made in ultra light weight dry and safe
LiPo’s in the coming years. Seeing that theoretically this type of battery could be made
flexible, almost like a fabric, just think of the possibilities
3.1.8 HUB:
Figure 3.1.8: Hub/ Spinner
Hub is a locker of an electric plastic propeller to motor
3.1.9 CONNECTING CABLES:
These are the connecting cables of receiver to all the electronic components of the
aircraft which helps the plane to be stable and these wires are connects the control
surfaces of an airplane.
Figure 3.1.9: Connecting Cables

26. Chapter 4
MATERIAL AND DESIGN CONSIDERATIONS
4.1 MATERIAL CONSIDERATIONS FOR THE MODEL:
Material selection is very important to design and fabricate a UAV. While the
selection of material we have to take some desired considerations as follows:
 The material has to easy to fabricate.
 It should be easy to assemble and disassemble.
 The aerodynamic drag has to be low.
 It should absorb shocks.
 The material should have low density and high stiffness.
 It should be crash proof.
 It should be corrosion free.
TABLE 2:
SOME MATERIALS AND PROPERTIESUSED IN UAVs:
MATERIAL STIFFNESS DENSITY(g/cm^3)
Aluminum 70000 2.7
Wood (Teak) 10000 0.7
Styrofoam 5000 0.18
Plastic (PVC) 3000 1.7
Carbon 50000 1.78
Carbon board 6000 1.3
The material which was chosen for the RC Aircraft is Coroplast fluted board is a material
of plastic (PVC) as it has low density and it is easy to fabricate.
4.1.1 COROPLAST FLUTED BOARD:
Fluted twin wall corrugated plastic sheet is manufactured from a co-polymer
polypropylene resin.

27. Fluted boards are an excellent choice for signage applications that will be exposed to
moisture due to its availability in a wide range of colors and thicknesses.
Fluted boards are lightweight, easy to fabricate, and receptive to paints, inks, and pressure
sensitive adhesive (PSA) backed materials.
Figure 4.1.1: Fluted boards
4.1.2 PERFORMANCECHARACTERISTICS:
 Low cost
 Easy to paint on
 Easy to print on
 Easy to assemble with adhesives or solvents
 Outstanding thermoforming characteristics
 Good mach inability
 High impact strength
Special products that require additives include:
 Ultra-violet protection
 Anti-static
 flame retardant
 Custom colours
 corrosive inhibitors
 Static-dissipative, among others.

28. 4.1.3 TYPICAL APPLICATIONS:
Additionally, it is used by members of the remote-controlled aircraft community
to build nearly indestructible SPAD model aircraft.
 Models and prototypes
 Point-of-purchase displays (POP displays)
 Printed advertising graphics
 Thermoformed machine housings
4.2 DESIGN CONSIDERATIONS:
AERONAUTICS DEFINITION
Aeronautics is the study of the science of flight. Aeronautics is the method of
designing an airplane or other flying machine. There are four basic areas that aeronautical
engineers must understand in order to be able to design planes. To design a plane,
engineers must understand all of these elements.
RC AIRPLANE
RC planes are small model radio-controlled airplanes that fly using electric motor, gas
powered IC engines or small model jet engines. The RC Airplanes are flown remotely
with the help of a transmitter with joysticks that can be used to fly the aircraft and
perform different manoeuvres. The transmitter comes also with a receiver which is
installed inside the Model RC Airplanes which receives the commands send by the
transmitter and controls servos. The servos are small motors which are mechanically
linked to the control surfaces e.g., ailerons for roll control, elevator for pitch control and
rudder for yaw control. The servos moves the control rods (which are small rods that
connect the servo to different flight control e.g. to elevator etc) which in turn moves the
control surface be it elevator, flaps, aileron or rudder.
An RC Airplane can be Department of Aeronautical Sciences Miniature RC
Planes controlled in flight by using the transmitter from where you can control pitch, yaw
and roll of your RC Airplane and you can also control the throttle settings. The receiver
which accepts the transmitter signal and the servos attached to it are run on rechargeable
batteries. Most popular rechargeable batteries for RC Airplanes use include Ni-Cad

29. (Nickel Cadmium) and Li-Po (Lithium Polymer). Lithium Polymer lasts longer and more
powerful than there Ni-Cad counterparts but a bit more expensive.
RC AIRPLANES PROPULSION/ POWER PLANTS
RC Airplanes fly using either electric motor as propulsion device or IC (internal
combustion) gas powered engines or small model jet Engines.
RC ELECTRIC MOTORS
Electric motors are most used in many model RC Airplanes because of the ease in
use. Electric Motors give the advantage of low-cost, easy to use. The throttle of electric
motors is controlled using a speed controller which comes with the motor. The speed
controller lead is connected to the receiver. The transmitter than can control the throttle of
electric motor just as other controls.
4.2.1 PARTS OF RC AIRPLANE
The parts of the RC Airplane include,
FUSELAGE
Fuselage is the main structural element of the RC Airplane or the body of the RC
Airplane. The Wing, Horizontal and Vertical Tail are connected to the fuselage. The
Engine is also mounted to the fuselage. The fuselage is made up of bulk-heads. The bulk-
heads are structural members which give strength and rigidity to the fuselage, support
load and weight of the RC Airplane. The Engine bulk-head is made relatively stronger as
compared to other bulk-heads of RC Airplane fuselage because it carriers the load of the
engine as well as encounters vibrations during engine operation so it must be strong to
resist all the loads. The nose gear and main landing gear are also connected to the
fuselage. The fuselage also houses all the electronic components necessary for RC
Airplane flight including ESC (electronic speed controller) in case of electric RC
Airplane, Receiver, Servos, Batteries and fuel tank in case of gas powered RC Airplane.
External or internal payloads are also carried inside the fuselage. The fuselage can be
used to connect an external camera for example or to carry some payload inside the RC
Airplane.
WINGS
Wings are the main lifting body of the RC Airplane providing the lift necessary
for RC Airplane flight. The wing provides lift because of its aerodynamic shape which

30. creates a pressure differential causing lift. If a cross-section of the wing is cut, a shape or
profile is visible which is called an airfoil. Airfoil shape is the key to the wings ability to
provide lift and is airfoil selection and design is an important criterion in the design of RC
Airplanes. The front most edge of the wing is known as leading edge and the aft most
edge of the wing is known as the trailing edge. There are typically three kinds of airfoils
which are used on RC Airplanes namely, symmetrical airfoils, semi-symmetrical airfoils
and heavily cambered airfoils. On the wing are mounted the flaps and ailerons.
Figure 4.2: the Parts of the RC Plane
ENGINE
Engine is the main power-plant of RC Airplane. The power-plant of RC Airplanes
can be electric motor, internal combustion gas engines and jet engines. The engine is
mounted on the RC Airplanes and provides thrust to the RC Airplanes. Thrust is the
forward force necessary for flight. The engines run a propeller.
ENGINE COWL
Engine Cowl is the external covering made of fiberglass or plastic material to
protect the engine from debris from the ground during takeoff and landing. The engine
also makes the RC Airplane more aerodynamically clean.
PROPELLER
The propeller is basically a wing section made of airfoil sections just like a wing
but it is twisted along the span. The propeller is mounted to the engine in propeller driven

31. RC airplanes. Jet engine RC Airplanes don’t have a propeller and generates thrust by
means of the jet engine.
HORIZONTAL TAIL
The horizontal tail or the horizontal stabilizer provides pitch control to the RC Airplane.
Elevator is mounted on the horizontal stabilizer or horizontal tail of RC Airplanes.
Normally, the Horizontal tail is set at a -1 degree angle of attack (AOA) relative to the
wing.
EMPENNAGE
Horizontal and Vertical tail are collectively known as the empennage of RC
Airplanes
VERTICAL TAIL
The Vertical tail or the vertical stabilizer provides the yaw control to the RC
Airplanes. Rudder is mounted to the vertical tail or vertical stabilizer of the RC Airplanes.
SPINNER
A spinner is used to house the central hub of the propeller and makes the RC
Airplane more aerodynamically efficient.
AILERONS
Ailerons are roll-control control surfaces of the RC Airplanes. Ailerons provide
roll by moving in opposite direction to each other. When one aileron moves down the
other moves up thus providing more lift on one side as oppose to the other causing the RC
Airplane to roll. Ailerons are at the trailing edge of RC Airplane wing and towards the
wing tips.
FLAPS
Flaps provide additional lift to the RC Airplane by increasing the maximum lift
coefficient of RC Airplanes. The flaps can be used to increase the lift during landing and
take-off to better take advantage of the ground effect. The flaps move simultaneously.
When both flaps move down it is known as flaps-down and increases lift of the wing.
When flaps move up it is known as flaps-up. Sometimes, flaps are designed so that they
only move down or come to the neutral position and not move up.
ELEVATORS
Elevators are the pitch-control control surfaces of the RC Airplanes. Elevators
provide pitch control by moving either up or down simultaneously causing the airplane to
pitch about the center of gravity of RC Airplane. When elevator is moved up the nose of

32. the airplane rises and is known as pitch up. When the elevator is moved down the nose of
the RC Airplane moves down and is known as pitch down.
RUDDER
Rudder is the yaw-control control surface of the RC Airplanes. Rudder provides
yaw control by moving to either side be it left or right. The rudder yaws the RC Airplane
about the center of gravity cg of RC Airplane causing the RC Airplane nose to move right
or to move left. A right rudder maneuver causes the RC Airplane to move to the right. A
left rudder maneuver causes the RC Airplane to the left.
NOSE GEAR
Nose gear is a member of the landing gear set on a typical conventional RC
Airplane configuration. The nose gear is used to steer the RC Airplane nose to move RC
Airplane right or left when on the ground. The servo which connects the nose gear is also
connected to the rudder. So, the direction in which the rudder moves the nose gear also
follows that direction. During takeoff the nose gear is used to steer the RC Airplane so
that RC Airplane is centered to the runway. Without a steerable nose gear it is not
possible to maneuver/ move on the ground without manually moving it. With a steerable
nose gear the RC Airplane can be moved on the ground.
MAIN GEAR OR LANDING GEAR
The main gear or landing gear is the main landing wheels of the RC Airplanes
which takes the entire RC Airplane. Main gear have to be strong and yet flexible enough
to provide safe takeoff and landing to RC Airplane. A rigid inflexible landing gear can
damage the RC Airplane structure as the entire weight / reaction force would be carried
by the fuselage. So, in order to avoid this landing gears are designed to be strong yet
flexible enough so they bend slightly during landing or takeoff to disperse the load and
provides safe and smooth landing. Landing gear or Main gears consist of a pair of wheels
which are generally larger in diameter as compared to the nose gear wheel. The landing
gear wheels are not steerable.

33. Chapter 5
MOTOR ORIENTATION AND ITS FLIGHT TIME
5.1 ORIENTATION OF MOTOR AND ELECTRIC COMPONENTS:
Figure 5.1: the schematic diagram of motor orientation
1. Connect the motor and receiver to the ESC.
2. Remove battery power from the ESC.
3. Set the throttle stick to full power and then turn on the transmitter.
4. Reconnect battery power to the ESC.
5. If you are using a separate receiver batter y pack instead of using the BEC, connect the
receiver battery pack and turn it on.
6. Secure the airplane and stay clear of the propeller
7. A sequence of one to three beeps will be followed.
8. The table below summarizes the simple options for the choices:
9. Move the throttle stock to the full down position if you confirm the option.
10. You should have only one choice between the lipo self-protection of NiMh/NiCd self-
protection.

34. 11. Once you confirm your choice, you will hear a sharper tone indicating this choice has
been saved.
12. If you want to change the brake setting, repeat steps 2-10.
CAUTION: At this point the throttle is armed. If you advance the throttle stick
the motor will run. If you are not ready to fly, unplug the motor battery and then turn the
transmitter off. Always turn the transmitter on (and the receiver if you are using a
separate receiver battery) and be sure it is set at idle position before connecting the motor
battery. All of your selected programming will be saved in the ESC. There is no need to
program again unless you wish to change a setting. Note: If the motor rotates in the
wrong direction, simply sway any two of the three wires from the speed controller to the
motor.
5.2 FLIGHT TIME:
A flight time is a process during which a particular aircraft remains airborne i.e.
the time for an aircraft to be in air after take – off. It is also called as wheels – off to
wheel – on time.
Specification of motor, according to the reference manual of brushless motor it
takes 16.5A for full throttle.
Total amount of current for motor is 16.5A
Here the battery we use is Lipo 3S 11.1V 2200mah (Mille Amp Hour) i.e., the
battery will drain in one hour if it discharges 2.2A continuously.
Let the flight time be “T” for 2.2A it gives endurance of 60 minutes, now if we
calculate for 16.5A then the endurance time t we get is
T = (60*2.2)/16.5
= 8 minutes
But this value is for full throttle, we will not use full throttle throughout the flight.
We will be using around 75% - 80% throttle. So average flight time will be around 10 -
12 minutes.

35. Chapter 6
DESIGN CALCULATIONS OF STOL UAV
6.1 MISSION PROFILE:
 Security/surveillance
 Mapping
6.2 Required Specifications
 Wing span
 Weight of UAV
 Endurance minutes
 Electric motor propulsion
 Should be hand launch and pusher model
6.3 PARAMETERS
6.3.1 WING LOADING
In aerodynamics, wing loading is the loaded weight of the aircraft divided by the
area of the wing The faster an aircraft flies, the more lift is produced by each unit area of
wing, so a smaller wing can carry the same weight in level flight, operating at a higher
wing loading.
WL= Weight of the aircraft/Surface area of wing
For UAV wing loading is 1-3lb/ft2
As the aircraft is small we will take 1lb/ft2
1lb/ft2 = 5kg/m2
WL= WA/SA
5 = 0.6/SA
SA*5 = 0.6
SA = 0.12m2
= 0.12*100
=12cm2

36. 6.3.2 ASPECT RATIO
In aerodynamics, the aspect ratio of a wing is the ratio of its length to its breadth
(chord). A high aspect ratio indicates long, narrow wings, whereas a low aspect ratio
indicates short, stubby wings.
For most wings the length of the chord is not a constant but varies along the wing, so the
aspect ratio AR is defined as the square of the wingspan b divided by the area S of the
wing planform, which is equal to the length-to-breadth ratio for a constant chord wing. In
symbols,
Aspect ratio for UAV should be 6+
Taking the aspect ratio for our UAV is 6.5
6.5 = b2/0.12
b2 = 6.5*0.12
b2 = 0.78
b = √0.78
b = 0.883m/s
b = 88.31cm
6.3.3 CHORD LENGTH
In aeronautics, chord refers to the imaginary straight line joining the leading
and trailing edges of an aerofoil. The chord length is the distance between the trailing
edge and the point on the leading edge where the chord intersects the leading edge
Area = span of the wing*chord length
0.12 = 0.883*c
C = 0.12/0.883
C = 0.135m
C = 13.5cm

37. 6.3.4 CO-EFFICIENT OF LIFT
The lift coefficient CL is defined by
,
where is the lift force, is fluid density, is true airspeed, is planform area
and is the fluid dynamic pressure.
The lift coefficient can be approximated using the lifting-line theory, numerically
calculated or measured in a wind tunnel test of a complete aircraft configuration.
Lift coefficient may also be used as a characteristic of a particular shape (or cross-
section) of an airfoil. In this application it is called the section lift coefficient . It is
common to show, for a particular airfoil section, the relationship between section lift
coefficient and angle of attack. It is also useful to show the relationship between section
lift coefficients and drag coefficient.
The section lift coefficient is based on two-dimensional flow over a wing of
infinite span and non-varying cross-section so the lift is independent of span wise effects
and is defined in terms of , the lift force per unit span of the wing. The definition
becomes
Where is the chord of the airfoil?
Note this is directly analogous to the drag coefficient since the chord can be interpreted as
the "area per unit span"
For level flight L = W
L = 600gm
L = 0.6kg
Velocity of aircraft minimum 5m/s
CL = 0.6/ (½ *1.225*0.12*52)
CL = 0.32

38. 6.3.5 FUSELAGE
Length of the fuselage = 75% of the wing span
Length of the fuselage = 0.75*0.883
= 0.662m
= 66.2cm
= 662mm
6.3.6 FUSELAGE WIDTH
L/a = 12 for subsonic
L/a = 14 for supersonic
L1 = 66.2cm
L/a = 12
66.2/a = 12
a = 66.2/12
a = 5.51cm
a = 55.1mm
6.3.7 EMPENNAGE
Horizontal stabilizer area should be 25% of wing area
Vertical stabilizer should be 50% of horizontal stabilizer area
6.3.8 HORIZONTALSTABILIZER
Area of horizontal stabilizer = 25% of wing area
= 0.25*0.12
= 0.03m2
Aspect ratio of horizontal stabilizer should be 3-5
AR = b2/s
3.5 = b2/0.03 b2 = 3.5*0.03 b2 = 0.105
b = 0.324m b = 32.4cm

39. 6.3.9 CHORD LENGTHOF HORIZONTAL STABILIZER
Area = span*chord length
Chord length = 0.03/0.324
= 0.092m
Chord length of horizontal stabilizer = 9.25cm
= 92.5mm
Thickness of airfoil = 12% of chord length
= 0.12*9.25
= 1.11cm
= 11.1mm
6.3.10 VERTICALSTABILIZER
Chord length = 9.25cm
Span = 32.4/2
Span = 16.2cms
6.3.11 AILERON SIZING
Aileron area should be 15% of half of the wing span area
6.3.12 AILERON AREA
= 0.15*0.12/2
= 9*10^-3m2
= 0.009m2
Aspect ratio of the aileron is same of wing aspect ratio
6.5= b2/9*10^-3
b2 = 6.5*9*10^-3
b2 = 0.0585
b = 0.241m
= 24.1cm

40. 6.3.13 AILERON SPAN
Width = area/span
= (9*10^-3)/(0.241)
= 0.037*100
= 3.7cm
6.3.14 ELEVATOR AND RUDDER SIZING
Elevator length = Horizontal stabilizer length
= 32.4cm
Elevator width = 25% of horizontal stabilizer chord length
= 0.25*9.25
= 2.3125cm
Rudder length = 25% of vertical stabilizer chord length
= 0.25*9.25
= 2.312cm
6.3.15 AERODYNAMIC CENTER
The torques or moments acting on an airfoil moving through a fluid can be
accounted for by the net lift applied at some point on the airfoil, and a separate net
pitching moment about that point whose magnitude varies with the choice of where the
lift is chosen to be applied. The aerodynamic center is the point at which the pitching
moment coefficient for the airfoil does not vary with lift coefficient (i.e. angle of attack),
so this choice makes analysis simpler.
Where the aircraft is lift coefficient.
In other words, the aerodynamic center is the point on the airfoil where the
incremental lift (due to change in Angle of Attack) will act. And, since the lift force
generated due to change of angle of attack passes through this point, the moment
generated about this point will be zero. The concept of the aerodynamic center (AC) is
important in aerodynamics. It is fundamental in the science of stability of aircraft in
flight.

41. Figure 6.3.15: Aerodynamic Center
For low speed, thin airfoils (flat plates):
Ac = C/4
Moment about the aerodynamic center is constant with angle.
Aerodynamic center does not move with angle.
For symmetric airfoils in subsonic flight the aerodynamic center is located approximately
25% of the chord from the leading edge of the airfoil. This poi described as the quarter-
chord point. This result also holds true for 'thin-airfoils'. For non-symmetric (cambered)
airfoils the quarter-chord is only an approximation for the aerodynamic center.
Aerodynamic centre of a wing = 25% of chord length of wing
= 0.25*13.5
= 3.375cm
Aerodynamic centre of a tail = 25% of the chord length of a tail
= 0.25*9.25
= 2.312cm from the leading edge of tail
6.3.16 TAIL MOMENT ARM
For the horizontal tail (pitch stability), the pertinent parameters are the mean
aerodynamic chord (MAC) of the wing, the wing area, the horizontal tail area, and the tail
moment arm as measured from the aerodynamic center (AC) of the wing to the AC of the
tail, parallel to the fuselage. For our purposes the MAC is the chord of the surface is
where the area of the panel outboard of the MAC equals the area inboard of that chord.

42. Figure 6.3.16: Representing TMA
You can assume that the aerodynamic center (AC) is located on the MAC 25% of
the chord back from the leading edge. Since more moment arm and more tail area makes
the model more stable, we multiply those together. Since more wing area and more wing
chord make the model less stable.
It is generally 65% of fuselage length
TMA = 0.65*66.2
= 43.03cm
= 430.3mm
TMA = 0.75*66.2
= 46.34cm
= 463.4mm
6.3.17 RUDDEREVATORS
A Movable Airfoil At The Trailing Edge Of A Vee Tail Designed To Perform The
Functions Of Both A Rudder And An Elevator.
Area of stabilizer = 37.5% of wing area
A = 0.0444m2
Aspect ratio of a horizontal stabilizer should be 3.5

43. Aspect ratio = b2/s
3.5 = b2/0.0444
b2 = 3.5*0.0444
b2 = 0.1554
b = √0.1554
= 0.3942m
= 39.42cm
6.3.18 CHORD LENGTHOF RUDDERVATORS
Area = span*chord length
Chord length = 0.0444/0.3942
= 0.1126m
= 11.26cm
Thickness of airfoil = 12% of chord length
= 0.12*11.26
= 1.3512cm
Aerodynamic centre of tail = 25% of chord length
= 0.25*0.1126
= 0.02815m
= 2.815cm from leading edge of stabilizer

44. Chapter 7
DESIGN OF UAV WITH V-TAIL RC AIRCRAFT
USING CATIA
7.1 CATIA:
CATIA is acronym of computer aided three-dimensional interactive application
which is multi-platform CAD/CAM/CAE commercial software suite developed by a
French company “Dassault Systems”. CATIA is the most frequently used software for
detail designing of a product.
7.2 CAPABILITIES:
CATIA boosts the capacity for innovation in companies of all sizes across many
industries, by delivering Design & Engineering solutions powered by the
3DEXPERIENCE Platform.As products and experiences continue to increase in
complexity, performance and quality targets are becoming more demanding. CATIA
answers to that challenge, enabling rapid development of high-quality mechanical
products. Mechanical engineers equipped with CATIA 3D Modeling tools can gain
insight into key factors of quality and performance early in the product development
phase. Digital prototyping, combined with digital analysis and simulation, allows product
development teams to virtually create and analyze a mechanical product in its operating
environment. CATIA Engineering provides the platform which enables engineers to
create any type of 3D assembly, for a wide range of engineering processes.
7.3 DESIGNS FOR PRODUCTEXCELLENCE:
From product to transportation industries, the style & design of the product plays a
major role of the business success on the market. Develop shape & material creativity,
reach a high level of surface sophistication & quality, and get the right decision tools with
physical & virtual prototypes, are the key elements of CATIA Design to boost design
innovation. From 3D sketching, subdivision surface, Class-A modeling to 3D printing,
reverse engineering, visualization and experience, CATIA Design provides all the
solutions for Design Creativity, Surface excellence and Product experience.

45. 7.4 SYSTEMS ENGINEERING:
Developing smart products has never been more challenging. Developers need
an integrated systems engineering approach that enables them to manage the complete
development process. Requirements engineering, systems architecture definition,
detailed modeling and simulation of complex systems and the development of embedded
software all need to be mastered in the context of the complete product.
The Systems Engineering solution from Dassault Systèmes delivers a unique,
open and extensible development platform – a platform that fully integrates the cross-
discipline modeling, simulation, verification and business process support needed for
developing complex ‘cyber-physical’ products. It enables organizations to quickly and
easily evaluate requests for changes or develop new products or system variants, while
utilizing a unified performance based systems engineering approach that reduces the
overall cost of system and product development.
7.5 DESIGN OF RC AIRPLANE
7.5.1 DESIGN OF AIROFOIL:
For designing the aerofoil in CATIA we have to go in a step-by-step process in
order to make the design easy. The steps are as follows
 Start → mechanical design →select plane (xy).
 Now design of aerofoil.
 Start →mechanical design →select part design.
 Select straight line → Dimension of L=13.5.
 Select a point on the straight line at distance of L/4 from the origin which we mark
the AC → dimension of l=3.375.
 Select another straight line → dimension of T=1.11, drawn at AC of the aerofoil.
 Select the spin line and join the edges of the sketch which form into an aerofoil
shape as shown in the fig. below:

46. Figure 7.5.1: 2D Diagram of an Aerofoil
 After finishing of 2D modeling, for the 3D view select Exit work bench → select
pad → select profile → give extrude dimension as 3mm.
Figure 7.5.1:3D Design of the Aerofoil
7.5.2 DESIGN OF THE WING:
 As we know the extrude view of the aerofoil makes the wing.
 The 3D model aerofoil is extrude with the length of 88.31cm we get a wing shown
in below:

47. Figure 7.5.2: 3D Design of Main Wing
 The 3D view work bench is exited to part design work bench.
 Here we mark the ailerons on the main wing as shown in above fig: 7.5.2.
 Select rectangle → with dimensions L=24.1cm, B=3.7cm.
 Select the grove → select the sketch → give the grove dimensions of 3mm.
 Select the mirror → select the part → select the mid reference line of the wing.
 Then another aileron will be mirrored with the same dimensions.
7.5.3 DESIGN OF FUSELAGE:
 Select a main menu → mechanical design → part design → (xy) plane.
 Select a rectangle → dimensions of a=5.15, b=3cm.
 Exit the work bench → 3D modeling.
 Select pad → select the sketch → give the extrude length L=66.2cm, thickness
T=3mm.
 Exit 3D modeling → work bench.
 Select a point AC of a wing on the fuselage → from the tail of distance of
L=46.4cm which is called TMA (Tail Moment Arm).
 Select a rectangle→ dimensions of L=13.5cm, b=2.5cm keeping AC as a center to
it.
 Exit the work bench → 3D modeling → select the pocket.
 Select the sketch → give the depth as d=5cm, t=3mm.

48.  Here our fuselage is ready.
Figure 7.5.3: the Design of Fuselage.
7.5.4 DESIGN OF STABILIZER:
 Start → mechanical design →select plane (xy).
 Now design of aerofoil.
 Start →mechanical design →select part design.
 Select straight line → Dimension of L=11.26cm.
 Select a point on the straight line at distance of L/4 from the origin which we mark
the AC → dimension of l=2.815cm.
 Select another straight line → dimension of T=1.35, drawn at AC of the aerofoil.
 Select the spin line and join the edges of the sketch which form into an aerofoil.
 After finishing of 2D modeling, for the 3D view select Exit work bench → select
pad → select profile → give extrude dimension as 3mm.
 As we know the extrude view of the aerofoil makes the wing.

49. Figure 7.5.4: Design of Stabilizer
 The 3D model aerofoil is extruding with the length of 39.42cm we get a wing
shown in above.
7.5.5 DESIGNING OF MOTOR:
 Firstly, select start → mechanical sign → select profile.
 Now select line option and draw a vertical line of 47.3 towards downward.
 Draw a horizontal line of 16.7 toward right.
 Then draw a vertical line towards upward of 47.3.
 Now draw a line of 16 towards.
 And now draw a vertical line of 16.7 heights which is the shaft of width 3.
 Now select exit bench option → select shaft → select profile.
 Mirror → select reference line.

50. Figure 7.5.5: Design of Motor.
7.5.6 ASSEMBLE DESIGN:
Now assemble all the parts (part 1, part 2, part 3, part 4,)
 Start → mechanical design → assemble.
 Product → insert → existing component → select part 1.
 Repeat the above two steps for part 2.
 Select contact constrain → click on the reference axis of the part 1 and hold ctrl
and select the reference axis of part 2.
 Now press ctrl + U → press enter.
 Now name it as part 1A
 And again repeat the first two steps for inserting part 3.
 Again repeat the first two steps for inserting part 3.
 Select contact constrain → click on the reference axis of the part 1A and hold
ctrl and select the reference axis of part 3 (A&B).
 Now press ctrl + U → press enter.
 Now give the angle 105 degrees between part 3 (A&B) and press enter.

51. Figure 7.5.6 (a): Assemble Of Wing And Fuselage.
 Now give the dimensions for the depth of part 3C and press enter.
 Now name it as part 2A.
Figure 7.5.6 (b): Assembly of V Tail.
 And again repeat the first two steps for inserting part4.
 Select contact constrain → click on the reference axis of the part 2A and hold
ctrl and select the reference axis of part4.

52.  Now press ctrl + U →press enter.
Figure 7.5.6(c): Complete Assembly Design of the RC Airplane with V Tail
Figure 7.5.6: Explode View of the RC Airplane Showing All Components

53. Chapter 8
FABRICATION OF V TAIL AIRCRAFT
The model is fabricated with design parameters motioned in chapter 6 and material
considerations as mentioned in chapter 5.The total fabrication is done by basic cutting of
sheet with the hand.
The below figures shows the fabrication model
Figure 8.1: The V Tail Connected To the Fuselage
Figure 8.2: The Fig Shows the Inner Parts of the Fuselage

54. Figure 8.3: The Main Wing
Here the wing is removable wing.
It is easy to carry and handle.
And it helps to check the inner electronic connections in the fuselage.
Figure 8.4: The Complete Model

55. Chapter 9
WEIGHT ESTIMATION
9.1 WEIGHT OF AIRCRAFT:
W = m*g
m = mass of an aircraft
g = Earth’s gravity
From the volume and density we get the mass.
ρ = m/v
m = ρ*v
ρ = density of the aircraft material
V = volume of the aircraft
Here we are taking the PVC plastic density. As we explained about the material selection
in chapter: 3.
The density value of PVC ρ = 1.7.
9.1.2 VOLUME OF THE AIRCRAFT:
V = l*b*h
Volume of the fuselage:
l = 66.2cm
b = 4.98cm
h = 5.51cm
Vf = l*b*h
= 66.2*5.51*4*4.09
= 1456.4cm3
Volume of the wing:
l = 88.31cm
b = 13.5cm
h = 1.11cm
Vw = l*b*h
= 88.31*13.5*1.11
= 1323.32cm3

56. Volume of the stabilizer:
l = 39.42cm
b = 11.26cm
h = 1.35cm
Vs = l*b*h
= 39.42*11.26*1.35
= 577.2cm3
Total volume of the aircraft
V= Vf + Vw + Vs
= 1456.4+1323.32+577.02
= 3356.74cm3
9.1.3 MASS OF THE AIRPLANE:
m = ρ*V
= 1.7*3356.74
= 5706.458gm
WEIGHT OF THE AIRCRAFT:
Wframe = m*g
= 5706.458*9.18*10-2
= 523.85gm
9.2 THE WEIGHT OF THE ELECTRIC COMPONENTS:
Table 3: weights of the electric components
COMPONENT WEIGHT
gm
QUANTITY
Motor 39 1
Esc 30 1
Battery 50 1
Servo 25 3
Receiver 20 1
Total 164gm
Wframe = 523.85gm

57. 9.3 THE ESTIMATED WEIGHT:
The weight of the aircraft frame = 523.85gm
The components or payload of the aircraft = 164gm
The total weight of the aircraft = 523.85+164
= 687.85gm
Therefore the estimation weight is slightly equal to the weight of the model.

58. Chapter 10
OPERATION OF V TAIL
The following chapter gives an account of how a V-tail can accomplish what a
conventional tail does. The treatment is highly simplified, abstracting completely from
the following complications: (i) we ignore any effects due to the proximity of the
members of the V-tail. (ii) We leave aside any considerations of the propwash. (iii) We
don't consider the difference in incidence of the stabilizers. Finally, we are interested here
only in the effects of pilot inputs, not gust response.
10.1 ELEVATOR INPUTS
Figures A and B show control surface movements and tail forces for conventional
and V-tails respectively in response to a pull on the yoke. Dashed lines represent the fixed
stabilizers and solid lines represent the movable control surfaces. The view is from the
rear.
With a conventional tail, only the elevators move. Their up-travel accelerates the
air on the underside of the horizontal tail, reducing the pressure there and raising the
pressure above the tail. The result is a down force from the tail. This is shown in Figure A
by the force vector labeled S = E to denote that the sum of the forces (S) comes
exclusively from the elevator (E).
When a V-tail Bonanza pilot pulls on the yoke, both ruddervators deflect as shown
in Figure B. This causes the left tail member to pull down and left and the right member
to pull down and right. The sum of the forces, S, is straight down, with the yaw effects
from left and right ruddervators (L and R) exactly cancelling. A push on the yoke works
similarly.

59. 10.2 RUDDER INPUTS
Figures 11.2A and 11.2B show right rudder pedal inputs. In the conventional tail, the
rudder moves to the right. This creates a low pressure area (or "lift") on the left side of the
vertical tail, which draws the tail left or yaws the nose right about the airplane's center of
gravity. The sum of the forces (S) is due to rudder (U) only.
Right rudder pedal input in the V-tail will lower the right ruddervator and raise the
left one. The effect is an up and left force from the right tail member and a down and left
force from the left member. The sum (S) of the left and right tail forces (L and R) has the
effect of pushing the tail left.
10.3 COMBINEDELEVATOR-RUDDER INPUTS
Figure 11.3A shows control surface positions and tail forces for a conventional
tail when the yoke is back and the right rudder is depressed. The elevator force (E) is tail
down, and the rudder force (U) is tail-left. The sum (S) of forces is tail down and left or
nose up and right.

60. On the V-tail, the left ruddervator will be up, and the right ruddervator will be up
less than the left or perhaps even down depending upon the size of the yoke and rudder
displacements. Thus, the sum of the forces is, as on the conventional tail, tail-down and
left or nose up and right.

61. Chapter 11
ADVANTAGES AND DISADVANTAGES
12.1 ADVANTAGES
1. V-tail surfaces must be larger than simple projection into the vertical & horizontal
planes would suggest, such that total wetted area is roughly constant.
2. Reduction of intersection surfaces from three to two does, however, produce a net
reduction in drag through elimination of some interference drag.
3. In modern day, light jet general aviation aircraft such as the Cirrus Jet, Eclipse
400 or the unmanned aerial drone Global Hawk often have the power plant placed
outside the aircraft to protect the passengers and make certification easier.
4. In such cases V-tails are used to avoid placing the vertical stabilizer in the exhaust
of the engine, which would disrupt the flow of the exhaust, reducing thrust and
increasing wear on the stabilizer, possibly leading to damage over time.
12.2 DISADVANTAGES
1. Combining the pitch and yaw controls is difficult and requires a more complex
control system. The V-tail arrangement also places greater stress on the rear
fuselage when pitching and yawing.
2. In the mid-1980s, the Federal Aviation Administration grounded the Beechcraft
Bonanza due to safety concerns. While the Bonanza met the initial certification
requirements.
3. It had a history of fatal mid-air breakups during extreme stress, at a rate
exceeding the accepted norm.
4. The type was deemed airworthy and restrictions removed after Beechcraft issued
a structural modification as an Airworthiness Directive.

62. Chapter 12
FUTURE SCOPE
In this paper a brief overview about the open-source UAV hardware and
software was presented, as well as the building of a small fixed-wing UAV based on one
of these systems and a result of its first field test. The community based development of
the firmware results a fast and reliable development method and facilitates the debugging
for users who aren’t experts in programming or electronic engineering. Despite of the
non-professional precision of the hardware, the discussed system can stabilize and
navigate an airplane along a defined trajectory which is optimized to photogrammetric
surveys (e.g. the flight route of an image block). Currently the precision of the navigation
depends on the onboard GPS unit, not on the used algorithm, thus it is necessary to do
research in this part of the hardware. The main research topics will focus on the sensors
and the Ortho-rectification process in the near future. The results of the used camera are
promising from the method point-of-view but the resolution and the limited access to the
inner orientation parameters decrease its usability during the data process.
Unmanned Aerial Vehicles are an exciting field in the world of aviation, with
new discoveries and proposed uses being documented daily. Over the next 16 years,
UAVs will become a significant component of military, civil, and perhaps even
commercial aviation. However, the very dynamic nature of the field also creates a
significant amount of uncertainty. The wide range of UAV physical and performance
characteristics, many of which will be very unlike any current aircraft, will place
additional challenges on an air traffic management system already under great strain.
However, many of the new paradigms being considered for the future NAS will likely
facilitate the routine and safe entry of UAV operations into civil airspace. The
information management system, through shared situational awareness, will allow all
users of the NAS to know the location and intent of other aircraft (both manned and
unmanned). The data provided by the system will also be a vital component to the
functioning of autonomous systems embedded in UAVs and other advanced, data-
dependent aircraft of the future. 4-D navigation and control will allow properly equipped
UAVs to file 4-D flight plans and integrate seamlessly into the NAS.
Sectorization strategies will allow controllers to segment slow or loitering UAVs
and minimize their influence on surrounding aircraft. And finally, airborne separation and
delegation procedures and technologies will provide a paradigm that allows UAVs to
safely separate themselves from other aircraft, when appropriate.

63. CONCLUSION
The present study enumerates the design of simple unmanned aerial vehicle using
low cost materials. The approach adopted doesn’t aim only at building an efficient
autopilot, but also keeps in mind its future application. This is done by designing and
selecting all the parts to obtain a lightweight and low-power airplane. We plan to develop
this model for high configuration in the near future. This UAV fuselage design and
manufacture report has two main parts. The fuselage design focus on aerodynamics, stress
analysis and material selection. And the manufacture part focuses on vacuum forming
process. After comparing the properties of wood, Styrofoam, carbon fiber, plastics, and so
on, PVC is finally chosen for the main fuselage skin. Due to the stress requirement, as
well as the manufacturability, it is the desirable raw material.

64. BIBLIOGRAPHY
1. Design, Development and Demonstration an of RC Airplane by NARESH K
2. Web Site: www.rcbuildfly.weebly.com
3. http://www.theknowledgeworld.com/world-of-aerospace/How-to-check-RC-
Airplane-Strength.htm.
4. A Toy (1992) depicts unwitting child soldiers in training to fly UAVs.
5. UAVs were used in episodes of the science-fiction television series, Stargate SG-
1 (1997-2007) and Dark Angel (2000-2002).
6. A UCAV AI, called EDI, was central to the sci-fi action film Stealth (2005).
7. UAVs also feature in video games, such as Tom Clancy's Ghost Recon (2001-
), Battlefield (2002-), CallofDuty (2003-), F.E.A.R. (2005), and inFamous (2009).
8. An MQ-9 reaper controlled by a rogue supercomputer appears in the film Eagle
Eye (2008).
9. The hapless would-be terrorists in the film Four Lions (2010) are targeted by and
attempt to shoot down an RQ-1 Predator.
10. The Bourne Legacy (2012 film) features a Predator UAV pursuing the protagonists.
11. An episode of the TV show Castle, first broadcast in May 2013, featured a UAV
hacked by terrorists.
12. The British movie Hummingbird (2013) ends with ambiguity as to whether the main
protagonist is taken down by a drone or not.
13. 24: Live another Day, the ninth season of "24", revolves around the usage of UAVs
resembling the BAE Systems Taranis by terrorists who have created a device to
override control from a military base.