See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/281639870

Design of Drone Chaser-I

Technical Report · May 2015

DOI: 10.13140/RG.2.1.4512.5604

CITATIONS READS
0 5,051

7 authors, including:

Yajur Kumar
Indian Space Research Organization
5 PUBLICATIONS   1 CITATION   

SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Optimal Relative Transfer in the Orbit View project

All content following this page was uploaded by Yajur Kumar on 10 September 2015.

The user has requested enhancement of the downloaded file.

 Designing of Automated Drone
CHASER-1

Design Team
(in Alphabetical Order)
Aditya Desai, Ajith Kumar, Anil Kumar Nakkal, Dinesh Koya Nelamuru,
Gaurav Kejriwal, Praveen Donni and Yajur Kumar

A report submitted for the

term project of

Flight Stability and Control

Supervisor: Dr. Mangal Kothari

Department of Aerospace Engineering

Indian Institute of Technology, Kanpur

April 2015
Look deep into nature, and then you will understand everything better.
-Albert Einstein

3
 Contents

1 Introduction to Drones 7
1.1 The Unmanned Aerial Vehicles or Drones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2 Unmanned Aircraft System (UAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3 Steps in Design and Development of the Drone . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.3.1 Analyzing the Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.2 Estimating the Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.3 Material Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.4 Manufacturing of the Drone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.5 Taking a Test Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3.6 Estimating the Flight Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2 Analyzing The Requirement 9

2.1 Payload Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.2 Endurance Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 Radius of Action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.4 Speed Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.5 Launch and Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3 Estimating the Model 11

3.1 Payload Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2 Choice of Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3 Wing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.4 Horizontal Tail Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.5 Vertical Tail Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.6 Fuselage Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.7 Control Surface Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.7.1 Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.7.2 Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.7.3 Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.8 Selection of Airfoil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.9 Computation of Moment of Inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
TM
3.9.1 Using Software Tools like AutoCAD . . . . . . . . . . . . . . . . . . . . . . . . . . 16

4
 3.9.2 Experimental Computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

4 Material Selection 19
4.1 Selection of Material for Drone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.1.1 Selection of Extruded Polystyrene as Base Building Material . . . . . . . . . . . . . . 19
4.1.2 Coroplast Sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.1.3 Depron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.1.4 Selection of Balsa Wood as Control Surface Material . . . . . . . . . . . . . . . . . . . 20
4.1.5 Selection of Aluminum Stiffners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.1.6 Miscellaneous Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

5 Manufacturing of the Drone 23

5.1 Manufacturing Processes Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
5.1.1 Hot Wire Shaping Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

6 Taking the Test Flight 27

6.1 Test Flight and Electronics Components detail . . . . . . . . . . . . . . . . . . . . . . . . . . 27

7 Estimating the Flight Parameters 29

7.1 Aerodynamic Parameter Estimation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
7.2 Modelling of Aerodynamic Derivatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

A NACA2412 Airfoil 33

B Drawings 35

C Drone Stability and Control Parameters 37

5
 Chapter 1

Introduction to Drones

1.1 The Unmanned Aerial Vehicles or Drones

Unmanned Aerial Vehicles (UAV) which are also known as drones, are unpiloted aerial vehicle or remotely
piloted aircrafts. They are aircrafts without a human pilot inside. Drones are being used in many areas
ranging from search and rescue, research, mapping to combat in the war fields. On the basis of their mode of
operation they can be either autonomous or can be remotely controlled.

The drone under this project is expected to be automated in the sense that it has autopilot installed
which manages to keep it cruise on a fixed altitude, take turn with the specified attitude and climb and
descent to a specfied altitude. In the developmental process of the drone, it was divided into two phases,
one phase which deal with the deisgn and development of the drone, and next phase which deals with the
development of autopilot and setup of remaining avionic components of the drone.

This project report concentrates on the designing phase of the drone. The various designing steps included in
this phase are discussed below and throughout the report.

1.2 Unmanned Aircraft System (UAS)

An unmanned aircraft system or UAS includes ground stations and other elements besides the actual aircraft.
A typical UAS consists of the following:
1. Unmanned Aircraft
2. Control system
3. Control link, a specialized datalink
4. Other related support equipment

1.3 Steps in Design and Development of the Drone

Design and development of a drone comprises of following steps.

7
1.3.1 Analyzing the Requirement
This is the very first step of the designing phase. It includes analyzing the very requirement of the operation
including its required range and endurance, its maneuvering capabilities and its minimum operational time.

1.3.2 Estimating the Model

After analyzing the requirements, the next step is designing the drone which includes computing the dimensions
of the drone, selecting airfoil for the wing cross-section. To visualize the model, a computer-aided model can
be generated.

1.3.3 Material Selection

Drones are expected to be lightweight and it is hence, material selection is an important factor, since, it need
to have enough strength also. A number of materials are available for making drones and after analysing the
pros and cons of the different materials, particular materials were selected.

1.3.4 Manufacturing of the Drone

The most practical phase in the designing process of the drone is the manufacturing processes invloved. It
includes various methods like using hot wire to take cut out of the wing section, fuselage and other parts of
the drone.

1.3.5 Taking a Test Flight

After manufacturing the drone, it has to be tested for its capabilities of successful cruise flying, taking turning
and other maneuvering capabilities with the help of remote control pilot.

1.3.6 Estimating the Flight Parameters

The final step in the designing phase includes estimation of the flight parameters which will be needed for
designing autopilot for the drone.

8
 Chapter 2

Analyzing The Requirement

2.1 Payload Requirement

The payload in the drone mostly comprises of the weight of the power source installed on board, on board
processor, and the weight of the motors installed as propelling source and servo controllers for the control
surfaces. The estimated payload in this case is 1.5 Kg for the drone.

2.2 Endurance Requirement

Endurance refers to the maximum time an aircraft can spend in the cruise flight. The flight endurance
demanded of the air vehicle can range from, say 10 minutes for a close-range surveillance system to more than
1 hr for a long-range surveillance or airborne early warning (AEW) system. The volume and mass of the
fuel load to be carried will be a function of the required endurance and the reciprocal of the efficiency of the
aircraft’s aerodynamics and its power plant.
As per the power source availability and payload requirements, the drone is expected to have an endurance of
20 minutes.

2.3 Radius of Action

The radius of action of the aircraft may be limited – by the amount of fuel that it can carry, and the efficiency
of its use, its speed or by the power, frequency and sophistication of its communication links. The data rate
requirements of the payload and other aircraft functions will greatly effect the electrical power and frequency
range needed for the radio-links.

2.4 Speed Range

The required speed range will be a dominant factor in determining the configuration and propulsive power of
the aircraft that is a strong function of surveillance.

2.5 Launch and Recovery

The method for air vehicle launch and recovery, as driven by the operational role, will be significant in
determining the aircraft configuration, its structural design and auxiliary equipments. The drone in this

9
case is expected to have take-off by throwing into the air by hand and landing by simply gliding it using the
installed autopilot (being worked by the Autopilot Design Team).

10
 Chapter 3

Estimating the Model

3.1 Payload Specifications

The work started with a study of aeromodels previously made within the institute. After considering similar
models, we estimated the maximum weight of the model at about 1.5 Kg.
The most essential payload was the aeroquad board to be used for flight data acquisition. The physical
dimensions of this board were 75mm x75mm. The weight of this board was very small (120 gm) compared to
the overall weight of the model.
Dimensions of the battery to power the propeller were 100mm x35mm x 20mm. This set the essential payload
space desired on the model.

3.2 Choice of Material

A lot of different materials were considered e.g Styrofoam, Bio-foam, Balsa wood, pink foam etc.
Eventually it was decided that while most of the model will be made out of Styrofoam to keep the weight
on the lower side, Balsa wood would be used to achieve better surface finish and mounting for the control
surfaces.

3.3 Wing Design

As a standard, for Styrofoam wings are designed with wing loading usually between 4 − 8kg/m2 . We chose to
keep it around 5.4kg/m2 . Wing join is shown in figure 3.1. In cruise, lif t = weight, therefore

weight
wingloading =
area
Thus, wing are is calculated as
weight
Sw =
wingloading
Typical aspect ratio for such aeromodels is 5-7. AR = 5.4 was chosen. Now we have,

b2
AR =
Sw
Which gives us the wing span, b.
In order to achieve a higher aspect ratio, we decided to use a tapered wing. The ‘Taper ratio’ is defined as

11
 Figure 3.1: Wing

ctip
t= croot . We chose to keep t = 0.69.
Area of the wing is given by
1
Sw = bcroot (1 + t)
2
Using this, we can calculate croot . To get ctip , we simply multiply it by the taper ratio t.
Lastly, the Mean Aerodynamic Chord (MAC) for a tapered wing is given by

2 1 + t + t2
M AC = croot
3 1+t
This can now be calculated based on the known information.
The dimensions thus obtained are listed in table 3.1.

3.4 Horizontal Tail Design

A very important design parameter is Tail Volume Ratio (VH ). This was chosen as 0.54 based on survey of
previous models. Area of Horizontal tail is typically 20-25 per cent of wing area. It was chosen to keep this
ratio as 21 per cent. This gave us the tail area (SH ).
Tail aspect ratio is usually kept smaller- between 3 to 4. It was chosen as 3.25. Based on this, tail span (bV )

12
 Table 3.1: Wing Parameters
Specification Symbol Value
Wing Area Sw 277777mm2
Wing Span b 1220mm
Root Chord Croot 268mm
Tip Chord Ctip 185mm
MAC 229mm
Aspect Ratio AR 5.4
Taper Ratio t 0.69

Figure 3.2: Horizontal Tail Design

Table 3.2: Horizontal Tail Parameters

Specification Symbol Value
Tail Area SH 58290mm2
Tail Span bH 435mm
Root Chord Croot 175mm
Tip Chord Ctip 93mm
MAC 138mm
Aspect Ratio AR 3.25
Taper Ratio t 0.53

was calculated using the same formula as used earlier for the wing.
Taper Ratio (t) was chosen as 0.53. Once this was fixed, the root chord and tip chord were also calculated as
done earlier for the wing. Lastly, the Mean Aerodynamic Chord (MAC) for the tail was calculated. All the
parameters for thus calculated are listed in Table 3.2

3.5 Vertical Tail Design

A very important design parameter is Tail Volume Ratio (VV ). This was chosen as 0.06 based on survey of
previous models. Area of the Vertical tail is typically 50-60 per cent of Horizontal Tail area. It was chosen to

13
 Figure 3.3: Vertical Tail Design

Table 3.3: Vertical Tail Parameters

Specification Symbol Value
Tail Area SV 34423mm2
Tail Span bV 245mm
Root Chord Croot 199mm
Tip Chord Ctip 82mm
MAC 149mm
Aspect Ratio AR 1.74
Taper Ratio t 0.41
Tail Volume Ratio VV 0.06

keep this ratio as 59 per cent. This gave us the vertical tail area (SV ).
Aspect ratio for Vertical Tail is usually kept smaller- between 1.5to2.5. It was chosen as 1.74. Based on this,
tail span (bV ) was calculated using the same formula as used earlier for the wing. Taper Ratio (t) was chosen
as 0.41. Once this was fixed, the root chord and tip chord were also calculated as done earlier. Lastly, the
Mean Aerodynamic Chord (MAC) for the vertical tail was calculated. All the parameters thus calculated are
listed in Table 3.3.

3.6 Fuselage Design

To accommodate the desired payloads, a space of 100mmx100mm was essential. To leave some room for the
propeller and any future payloads, a margin of 75% in length was added. This fixed the length of fuselage
before the wing.
The length aft of the fuselage was defined by the tail arm (lt ) requirement. Based on the horizontal tail area
(st ) and the desired volume ratio (vH ),
vH
lt =
st
This gave us tail arm, which is effectively the distance between aerodynamic center of the wing and
aerodynamic center of the horizontal tail. This completed the description of the length requirements.
The maximum width of the fuselage was determined by the payload dimension while the maximum height was
kept as the thickness of the Styrofoam sheet used. Maximum width of the fuselage was maintained right above
the wing, while the remaining part was tapered lo streamline the fuselage. A cross section of 50mmX50mm

14
 Figure 3.4: Fuselage Geometry

Table 3.4: Fuselage Parameters

Specification Value
Wing Chord 268mm
Tail Arm 590mm
Length of the section before wing 175mm
Total length of the fuselage 890mm
Maximum Height 100mm
Maximum Width 100mm

was retained at the aft end of the fuselage to support the tail. The dimensions thus arrived at are shown in
Table 3.4.

3.7 Control Surface Design

3.7.1 Ailerons

Ailerons are usually designed with length of 25% of wing span and chord of 25% of wing chord. Using these
guidelines, ailerons of 450mmX45mm were chosen.

3.7.2 Elevator

Elevator area is usually kept between 20% to 30% of the horizontal tail area. This ratio was chosen as 23%
and the elevator was designed as a non-tapered flap of 31mm width through the span of the tail.

3.7.3 Rudder

Span of the rudder was kept 30mm shorter than the span of the vertical tail, keeping in mind the portion of
the tail going inside the fuselage. The rudder was given taper to achieve area ratio of 43%.
The final dimensions of control surfaces are listed in Table 3.5.

3.8 Selection of Airfoil

For the wing profile, NACA2412 airfoil was selected. It’s specfications are given in Appendix 1.

15
 Table 3.5: Control Surface Parameters
Specification Value
Ailerons
Span 450mm
Chord 45mm
Elevator
Span 435mm
Chord 31mm
Rudder
Span 215mm
Chord 79mm
Tip Chord 35mm

3.9 Computation of Moment of Inertia

3.9.1 Using Software Tools like AutoCADT M

CAD has an option to find the properties of the model like area, volume and moment of inertia. Since these
models are drafted individually, the properties of the material could not be uploaded to get Moment of Inertia.
However, after literature survey and interactions with others we got a preliminary understanding to calculate
the Moment of Inertia.

1. Identify the reference point before start of modeling.

2. Using that reference point make all three dimensional models.

3. Assuming the material properties to be constant for all cases, we can find out the Moment of Inertia
individually and then we can add all of them.

4. Make 1:1 Model in CAD that includes all components with their properties and then a reference has to
be generated for finding out Moment of Inertia.

3.9.2 Experimental Computation

This experiment is to be performed in order to evaluate the mass moment of inertia of a UAV by introducing
two methods:

1. The Bifilar Suspension Technique.

2. The Auxiliary Mass Method.

After this step, the values obtained from the two different methods will be compared with the value obtained
analytically, using the geometry and dimensions of the beam.
The layout of the experiment is shown schematically, in which we have a regular rectangular cross-section
steel beam of length L, total mass M , and mass moment of inertia about its centre of gravity I. The beam is
suspended horizontally through two vertical chords, each of length l, and at distance b/2 from the middle of
the beam’s center of gravity(cog).
The system is initially balanced, and by exerting a small pulse in such a way that the beam keeps oscillating
in the horizontal plane about its middle point (centre of gravity), then by virtue of the tension forces initiated

16
in the suspension chords, the beam will oscillate making an angle θ with its neutral axis, and the suspension
chords will make an angle φ with the original vertical position.

17
 Chapter 4

Material Selection

4.1 Selection of Material for Drone

We were focusing on UAV which can be robust, reusable, having higher strength to weight ratio, durability
satisfying the mission requirements. Keeping in mind the above considerations, the materials chosen for
fabrication are reported below.

4.1.1 Selection of Extruded Polystyrene as Base Building Material

UAV body, Fuselage and wings were made using Hot wire, and emery paper was used for finishing. Styrofoam
of required length was chosen and then shaped. Later, the wing profile was drawn on the paper and pasted on
the sheet. The shape was later surface finished by emery paper to get required shape.

4.1.2 Coroplast Sheet

This sheet was mainly used where it requires rigidity with minimum dissection. This is used in realization
where one dimensional cutting is required. This is used in Vertical Stabilizer.

Figure 4.1: Styrofoam

19
 Figure 4.2: Coroplast

Figure 4.3: Depron

4.1.3 Depron
Useful for small models and it is very light in weight. This is used where drag caused due to skin friction is
low.

4.1.4 Selection of Balsa Wood as Control Surface Material

Like Coroplast, Balsa wood can be cut in single dimension. In the drone, Control surfaces were made from
Balsa wood since they guarantee rigidness and ensure stiffness too.

4.1.5 Selection of Aluminum Stiffners

Aluminium stiffners were used in areas which are subjected to torsional and bending forces during the flight
to provide strength to the concerning structure. In this case, aluminum stiffners are used to provide stiffness
to the wings of the drone.

4.1.6 Miscellaneous Materials

In addition to above materials, glass fiber sheet was used to provide further strength and rigidity to the drone
structure. Other support materials includes adhesive films and industrial adhesives.

20
 Figure 4.4: Wood of Balsa

Figure 4.5: Aluminum Stiffner

21
 Chapter 5

Manufacturing of the Drone

5.1 Manufacturing Processes Used

The block diagram shown as figure 5.1 briefly illustrates the manufacturing process of the drone.
Drone manufacturing takes sequentially the following steps:

1. Generation of CAD Models

2. Cutting of fuselage

3. Cutting of wings/tail planes

4. Cutting of balsa wood control surface

5. Attachment of control surfaces to the wings/ tail

6. Plastering the UAV either with Coroplast sheet or Tape

7. Strengthening of wings and Tail : by using balsa wood and aluminum stiffeners

8. Assembly of UAV with necessary Avionics and power plant.

The electronic components used in the drone are enlisted below:

1. Thrust motor: 840 Kv

2. Servos: For Control Surface Deflection

3. Electronic speed controller: Vary Motor Speed and Direction

4. Battery: 2200 mAh Lithium Polymer Battery

5. Transmitter: 2.4 GHz 4 Channel Transmitter

6. Receiver: Receives Signals from the transmitter and passes it to servos and ECS

5.1.1 Hot Wire Shaping Method

To give the drone parts their shape, hot wire cutting method was employed. In this method, a hot wire was
passes through the cross section of the extruded polysstyrene mass to get it shaped into the desired shape and
size.

23
 Figure 5.1: Servos

Figure 5.2: Motor and Propeller

Figure 5.3: Li-Polymer Battery

24
 Figure 5.4: Transmitter

Figure 5.5: Wire Connector

25
 Chapter 6

Taking the Test Flight

6.1 Test Flight and Electronics Components detail

The CHASER has flown under several trials to test its flyabilty and its flight behavior. Different flyers have
tested their skills on it by performing various maneuvers. The executed maneuvers were climb, cruise, turn,
inverted mode flying and gliding during around ten minutes of its flight:
The CHASER were equipped with the following electronics:

Table 6.1: Electronics Components details

Components Details
Battery LiPo, 2.2Ah, 4-S
Thrust motors 1050 KV, DLDC
ESC Turnigy plush 60 A
Servos Digital servo/2.2 Kg
Propeller TGS sport 12 x 6
Transmitter and Reciever 2.4 GHz with mode-1

Figure 6.1: Take off

27
 Figure 6.2: Maneuver mode

Figure 6.3: Landing

28
 Chapter 7

Estimating the Flight Parameters

7.1 Aerodynamic Parameter Estimation

An important task in the development of UAV is the modeling and identification of their aerodynamic
characteristics, i.e. the stability and control derivatives. Estimation of these parameters has been done by
various methods such as: analytical methods,Numerical, wind-tunnel methods and flight test methods. A
basic details with some features of these methods is tabulated in the figure 7.1

At initial stages of aircraft design, analytical methods provide the only convenient way of estimating the
aircraft parameters. However the accuracy of such theoretical estimates being not so high, there is a need to
verify these estimates with those obtained from wind-tunnel testing and flight tests.

Figure 7.1: Aerodynamic Parameter Estimation

29
7.2 Modelling of Aerodynamic Derivatives

Modelling of CLα :This is lift curve slope gradient. For subsonic conditions and for wing planforms with
moderate sweep angle we can findCLα for finite wing from 2D CLα of airfoil.
CLα2D
CLα3D = CLα2D
1+ πARe

Modelling of CDα : This is the drag stability derivative with respect to angle of attack.
 
2CL1
CDα = CLα
πARe
Modelling of Cm0 , Cmα , Cmδe & Cmq : This is the pitching moment stability derivative with respect to
angle of attack.

 
Xcg − Xac
Cm0 = Cma c + CL0w + ηVH CLαt (o + iw − it ) (7.1)
c̄
   
Xcg − Xac d
Cmα = CLα − ηVH CLαt 1 −
c̄ dt
Cmδe = −ηVH τ CLαt
lt
Cmq = −ηVH τ
c̄
Modelling of Cyβ :
dσ Sv
Cyβ (v) = −kav (1 + )ηv
dβ S
a0
where, K = 2π empirical parameter
Sv
dσ S Zw
ηv (1 + ) = 0.724 + 3.06 + 0.4 + 0.009ARw
dβ 1 + cosΛc/4w d

Where, Zw is distance parallel to z-axis

Modelling of Clβ :
dσ Sv
Clβ (v) = −kav (1 + )ηv Zv
dβ S
Modelling of Cyp
Zv
Cyp (v) = Cyβ (v)
b
Modelling of Cnβ

Cnβ (b + w)

SB lf
Cnβ = −KN KR
S b
Where, KN is empirical wing body interference factor
and KR is fuselage Reynolds number (Ref Bandu N. Pamadi, P-275-277)

Modeeling of Cyr
2
Cyr = − lv cyβ (v)
b

30
Modelling of Cnr
2
C nr = lv cyβ (v)
b2
Modelling of Cyδr
αδ CL Svt αδ CL
Cyδr = av KKb τ = av
αδ Cl S αδ Cl
where, τ is ratio of the 3-D flap effectiveness parameter to the 2-D flap effectiveness parameter
K=1 (ref: Roskam 10.2 and 10.7)

Modelling of Clδr
Zv
Clδr = Cyδr
b
Modelling of Cnδr
Cnδr = −av τ (vv )ηv

31
 Appendix A

NACA2412 Airfoil

NACA2412 airfoil is used as the cross section of the wing of the drone. The camber line is shown in red, and
the thickness – or the symmetrical airfoil 0012 – is shown in purple. Maximum thickness is 12The NACA
airfoil section is created from a camber line and a thickness distribution plotted perpendicular to the camber
line. The equation for the camber line is split into sections either side of the point of maximum camber
position (P). In order to calculate the position of the final airfoil envelope later the gradient of the camber
line is also required. The equations are:
Front(0 6 x < p)
Camber:
M
yc = (2P x − x2 )
P2
Gradient:
dyc 2M
= 2 (P − x)
dx P
Back(p 6 x < 1)
Camber:
M
yc = (1 − 2P + 2P x − x2 )
(1 − P )2
Gradient:
dyc 2M
= (P − x)
dx (1 − P )2
The thickness distribution is given by the equation:
T
yt = (a0 x0.5 + a1 x2 + a2 x2 + a3 x3 + a4 x4 )
0.2

Figure A.1: NACA0012 Airfoil Geometry

33
 Figure A.2: NACA2412 Polar

where, a0 = 0.2969, a1 = −0.126, a2 = −0.3516, a3 = 0.2843, a4 = −0.1036

34
 Appendix B

Drawings

Figure B.1: Fuselage Geometry

Figure B.2: Horizontal Tail Geometry

35
 Figure B.3: Vertical Tail Geometry

36
 Appendix C

Drone Stability and Control Parameters

Table C.1: Aircraft Stability and Control Parameters

Parameters Value Parameters Value

CDo 0.246 Clβ -0.027
CLo 0.006 Cnβ 0.1807
CLα 4.542 Cyp -0.005
CLδe 1.510 Clp -0.45
Cm0 -0.015 Cnp 0
Cmα -1.204 Cyr 0.0188
Cmq -2.200 Clr 0.0001
Cmδe -0.816 Cnr 0.0154
Cyo 0 Cyδr 0.01434
Clo 0 Clδr 0.0008
Cno 0 Cnδr -0.0983
Cyβ -0.0195

37

View publication stats