Designing and Fabrication of an Omni-Wing for

Surveillance

A report submitted
in partial fulfilment of the requirements
for the degree of

Bachelor of Technology
by
1. Dhananjay Notnani 2. Prithvi Adhikary
(500063806) (500060986)
3. Servesh Chaturvedi
(500061622)

to the
Department of Aerospace Engineering
University of Petroleum and Energy Studies
Dehradun, India-248007
October 2019
 Department of Aerospace Engineering

University of Petroleum and Energy Studies

Certificate

It is certified that the work contained in the project titled “Designing and
Fabrication of an Omni-Wing for Surveillance” by following students has been
carried out under my/our supervision and that this work has not been submitted
elsewhere for a degree.

Student Name Roll Number Signature

1. Dhananjay Notnani 500063806
2. Prithvi Adhikary 500060986
3. Servesh Chaturvedi 500061622

Signature Signature

Dr. Sudhir Kumar Chaturvedi Dr. Sudhir Joshi

Mentor Head of the Department

Department of Aerospace Engineering, Department of Aerospace Engineering,

University of Petroleum and Energy Studies University of Petroleum and Energy Studies

Dehradun, India-248007 Dehradun, India-248007

ii
 Abstract

An Omni Wing Aircraft is a complete single body Wing Planform without a fuselage or a
longitudinal compartment to house freight or passengers or equipment. It lacks an empennage
section, hence forth no stabilizers to control yaw. It also lacks the form drag which acts as an
advantage towards the aerodynamics of the aircraft by providing high lift to drag ratio.

In this Minor Project, we aim to optimize, innovate and fabricate the classical design of an
Omni Wing Aircraft. Our objective will be primarily directed onto the prospect of
surveillance using Omni Wing drones. We selected this design of omni wing aircraft since we
wanted to build a design which is able to mediate the operational capabilities of the fixed-
wing drone as well as the conventional aircraft. After our initial studies regarding this topic,
we have concluded to implement an addition to the traditional design by utilizing the broad
aspect of Vertical Take-Off and Landing (VTOL). The advantage we hope to exploit is the
fast pace and agility of an Omni Wing Aircraft in the realm of surveillance. In a brief
description, we plan to install duct fans in the aircraft in order to achieve VTOL capabilities,
and with the help of two other motors, we plan to propel the aircraft longitudinally. In order
to achieve surveillance capabilities, we plan to install miniature cameras and infrared sensors
to capture images of the terrain as well as potential targets on ground and relay them in real
time through EM connectivity with the aircraft.

Keywords: Omni Wing, VTOL, Surveillance, Form drag, Stability, Real-time

iii
 Acknowledgement

First and foremost, we would like to take the opportunity to express our sincere thanks to our
mentor Dr. Sudhir Kumar Chaturvedi for his constant support and guidance in the project.
We would also to express our gratitude towards him for giving us this opportunity to have a
great knowledgeable experience working under him in an amiable and enthusiastic
environment.

We are grateful to the University of Petroleum and Energy Studies, for providing us the
chance of pursuing Bachelor of Technology in Aerospace Engineering with Specialization in
Avionics in a beautiful as well as competitive environment with required amenities.

We are also highly grateful to the CEO of Flying Machine Arena, Dr. Rafaello D'Andrea for
the major inspiration to opt this particular project and also for his research and experimental
data, which we will utilize in the maneuverability of our UAV.

Last but not the least, we are very thankful to our parents, family members, and friends for
keeping us encouraged and showing their constant support. Without their help, this work
wouldn't have been made possible.

iv
 Table of contents

Certificate.................................................................................................................................................... ii
Abstract...................................................................................................................................................... iii
Acknowledgement...................................................................................................................................... iv
Table of contents......................................................................................................................................... v
List of Figures.............................................................................................................................................. vi
List of Tables............................................................................................................................................. viii
Nomenclature............................................................................................................................................. ix
1. Introduction........................................................................................................................................ 1
1.1 Motivation................................................................................................................................ 1
1.2 Objective................................................................................................................................... 1
1.3 Methodology............................................................................................................................. 1
1.4 Mission Specification............................................................................................................... 2
2. Literature Review................................................................................................................................ 3
2.1 Flying wing and tail-sitters:..................................................................................................... 3
2.2 Load Distribution:................................................................................................................... 6
2.3 Payload and applications:........................................................................................................ 8
2.4 Payload..................................................................................................................................... 9
2.5 Avionics Circuit Diagram:..................................................................................................... 12
2.6 Cost Analysis:......................................................................................................................... 13
3. Detailed Design and Analysis:........................................................................................................... 14
3.1 Preliminary Design Constraints and Analysis......................................................................14
3.2 Airfoil Analysis:..................................................................................................................... 15
3.2.1 Results:.................................................................................................................................... 18
3.3 Control Surface Design of Omni Wing Aircraft...................................................................19
3.4 Winglet Geometry Design:.................................................................................................... 22
3.5 Final Wing Dimension Recommendations:..........................................................................22
3.6 Computer aided design.......................................................................................................... 23
3.7 Aerodynamic and Stability Analysis:.................................................................................... 24
3.8 Propulsion Sizing................................................................................................................... 34
Conclusion................................................................................................................................................. 37
FUTURE SCOPE................................................................................................................................. 37
References................................................................................................................................................. 38

v
vi
 List of Figures
Figure 1: Design Methodology.................................................................................................................................2
Figure 2: Flying Wing Balance ................................................................................................................................3
Figure 3: The adverse yaw.......................................................................................................................................4
Figure 4: Tailsitter ...................................................................................................................................................4
Figure 5: Prandtl’s elliptical and bell spanload........................................................................................................7
Figure 6: The load distribution ................................................................................................................................7
Figure 7: The Communication System.....................................................................................................................9
Figure 8: Payload technical specifications ............................................................................................................10
Figure 9: Parrot Sequoia+ .....................................................................................................................................10
Figure 10: Mapping Samples from PIX4Dmapper ................................................................................................11
Figure 11: Sequoia integration to the Omniwing .................................................................................................11
Figure 12: Connection to the sunshine sensor and USB battery ...........................................................................11
Figure 13: Avionics Circuit Diagram......................................................................................................................12
Figure 14: Heatmap...............................................................................................................................................14
Figure 15: Linear Progression Plot.........................................................................................................................15
Figure 16: CL vs α...................................................................................................................................................16
Figure 17: CD vs α...................................................................................................................................................16
Figure 18: CM0 vs α................................................................................................................................................17
Figure 19: CL vs CD..................................................................................................................................................17
Figure 20: CL /CD vs α..............................................................................................................................................18
Figure 21: MH46 11.39% smooth aerofoil.............................................................................................................19
Figure 22: Time Taken vs Desired Bank angle.......................................................................................................21
Figure 23: XFLR model of flying wing....................................................................................................................23
Figure 24: Omni Wing Internal Structure..............................................................................................................23
Figure 25: Cp at 1̊ angle of attack.........................................................................................................................24
Figure 26: Cp at 2̊ angle of attack.........................................................................................................................24
Figure 27: Cp at 3̊ angle of attack.........................................................................................................................25
Figure 28: Cp at 4̊ angle of attack.........................................................................................................................25
Figure 29: Flow visualisation around the aircraft..................................................................................................26
Figure 30: Threftz Plot...........................................................................................................................................27
Figure 31: Lateral Mode 1 rolling parameter (p-roll rate).....................................................................................28
Figure 32: Lateral Mode 1 shifting perturbation velocity (v-lateral velocity disturbance)....................................28
Figure 33: Lateral Mode 1 rolling parameter (phi-bank angle).............................................................................29
Figure 34: Longitudinal Mode 1 rolling parameter (q- under damped pitch rate)................................................29
Figure 35: Longitudinal Mode 1 rolling parameter (theta- pitch angle)...............................................................30
Figure 36: Longitudinal Mode 1 perturbation velocity (u- axial velocity disturbance).........................................31
Figure 37: Longitudinal Mode 1 perturbation velocity (w- transverse velocity disturbance)...............................32
Figure 38: Eigen Value Decomposition result of Damping Frequency Matrix of Lateral Stability........................32
Figure 39: Eigen Value Decomposition Matrix for longitudinal stability...............................................................33
Figure 40: Cm vs AOA..............................................................................................................................................33
Figure 42: Propulsion Analysis Outcome...............................................................................................................35
Figure 43: Graph between Motor Characteristics vs Ampere at full throttle........................................................36

vii
 List of Tables
Table 1: Mission Specifiactions................................................................................................................................2
Table 2: Cost Analysis............................................................................................................................................13
Table 3: Regression Result.....................................................................................................................................15
Table 4: Airfoil Analysis Results.............................................................................................................................18
Table 5: Winglet Characteristics............................................................................................................................22
Table 6: Final Wing Dimensions............................................................................................................................22
Table 7: UAV power to weight ratio guide ...........................................................................................................34
Table 8: Propulsion Sizing......................................................................................................................................34

viii
 Nomenclature
SYMBOLS DESCRIPTION
CL Coefficient of Lift
CLo,w Coefficient of Lift at 0° AoA
Cα W
Coefficient of Lift at α ° AoA
CM Coefficient of Moment
CM0,w Coefficient of Moment at 0° AoA
CMac,w Coefficient of Moment about Xac
CMa,w Coefficient of Lift at a° AoA
CD Coefficient of Drag
α Angle of Attack
b Wingspan
c Chord length
XN Position of Neutral Point
Xcg Position of Centre of Gravity
Xac Position of Aerodynamic Centre
Xc/4 Position of Quarter Chord
lr, C r Root Chord
lm , c̅, MAC Mean Aerodynamic Chord
λ Taper Ratio
j Sweep Angle
CG Centre of Gravity
UAV Unmanned Aerial Vehicle
AV Aerial Vehicle
GCS Ground Control Station
BLOS/LOS Beyond/ Line of Sight
DC Direct Current
LiPo Lithium Polymer

ix
 1. Introduction
1.1 Motivation
Aerodynamic engineers have always been fascinated with an efficient design with superior
dynamics. In an aircraft, the wing is the most important primary lift producing member.
Hence, it has always been wondered if a clean wing design, will be able to match or uplift the
performance of a conventional aircraft. It has always been a point of concern of how to
reduce the drag encountered due to non-lift producing members such as the empennage and
fuselage and if these extra sections could be omitted while still making the aircraft suitable
for stable flight.

1.2 Objective
We want to fabricate and test an Omni-Wing flight with that of a conventional wing and
compare their aerodynamic efficiency through wind tunnel testing and actual flight.

We would also like to study and optimize the stability parameters and exploit its advantages
in the surveillance realm.

1.3 Methodology
We commence by reviewing the literature done in this field and understand the parameters
influencing the design and stability. We would then do a preliminary analysis in MATLAB
and XFLR5. A design in Solidworks or Catia will follow and simultaneous simulation in
Fluent to understand the theoretical behavior of the design. Then, the design will be
fabricated and tested in a wind-tunnel. After a successful flight, integration with sensors and
payload will be done to meet its objective.

x
 Mission Literature Preliminary Aerodynamic
Specification Review Design Analysis

Flight Simulation
Detailed Design Stability Analysis and Performance Manufacturing
Analysis

Flight Test Payload addition

Figure 1: Design Methodology

Technically, the flying wing is more efficient than their rotary counterparts as they have
much simpler structure, ease of maintaining and high lift to drag ratio. They also have an
edge over drones in range, stability and recovery. Normally, their stall behavior is good and
tendency to spin is low. They can also maintain a constant attitude of a bank angle while
circling.

However, there are disadvantages too. The permissible CG limits are lower and they often
have inferior flight performance. Crosswinds make them difficult to operate. They are also
bulky for transportation.

1.4 Mission Specification

The aircraft to be build should neither be very small as it would cause sensitivity, stability
issues and avionics placement problem, nor too large as it would be hard to manufacture and
is to be used for surveillance. Therefore, the specifications can be summarized as:

Table 1: Mission Specifiactions

Parameter Choice
Propulsion System Electric Motor with propellers
Payload Static Surveillance Mapping Cameras
Range 400 meters
Endurance 10 minutes

xi
xii
 2. Literature Review

2.1 Flying wing and tail-sitters:

A flying wing or Omni-Wing, as the name suggests, is a complete single body wing planform
without a definite fuselage and houses payload and equipment inside the main wing structure.
It lacks an empennage section, hence forth no stabilizers to control yaw. The center of gravity
is designed to be further than the center of pressure during flight and a reflex camber is
provided in the airfoil which makes the flying wing possible. The reflex, though giving
longitudinal stability, causes loss of some of the Newtonian lift and hence flying wings aren’t
as efficient as their non reflexed counterparts.

Figure 2: Flying Wing Balance[ CITATION Bas \l 1033 ]

Flying Wings also encounter adverse yaw i.e. yaw (side slip) [ CITATION Kar94 \l 1033 ] in the
opposite direction of roll. It occurs every time the ailerons are used. This happens due to
more lift and drag on the outboard aileron deflected downwards than the inboard one
deflected upwards in the direction of roll.

xiii
 Figure 3: The adverse yaw

A tailsitter is essentially a flying wing capable of taking off and landing vertically on its tail
with the nose and thrust direction pointing upwards. For fast forward flight, the vehicle tilts to
a near-horizontal attitude resulting in a more efficient lift production with conventional
wings. Compared to other powered lift aircraft types, the major advantage of a tailsitter is its
mechanical simplicity; no mechanism for changing the direction of the propulsive system has
to be added, saving weight and reducing susceptibility to malfunctions. As a result of the
availability of cheap, lightweight electronic components and the numerous potential
applications of such small hybrid vehicles, many researchers and companies have recently
started research programs exploring the capabilities of these flying machines.1

Figure 4: Tailsitter[ CITATION Rob15 \l 1033 ]

1
“A Global Strategy for Tailsitter Hover Control” by Raffaello D’Andrea and Robin Ritz

xiv
In “A Global Strategy for Tailsitter Hover Control”, a self-stabilizing mechanism using
Machine Learning and AI has been presented and validated by an experiment in ETH Zurich
Flying Machine Arena. The results indicate a good performance in external aerodynamic
disturbances such as gust given the initial velocity is under a certain limit. The ability of the
vehicle to stabilize from any initial attitude marks the onset of a new era of an all-weather
highly versatile, efficient, geofenced and failsafe recoverable UAVs.

Various surveillance categories with subsystems and performance parameters have been
studied in “UAV Requirements and Design Consideration” [ CITATION Erd \l 1033 ] which
provides an insight to the applications of such type of aircrafts.

[ CITATION Ahm18 \l 1033 ] have presented an untraditional method of building a flying wing
from scratch. They have taken help of other researches to specify the geometry and then have
analyzed the aerodynamic performance using 2D and 3D analysis by various techniques.

A propulsion sizing guide named “Electric Propulsion System Sizing for Small Solar-
powered Electric Unmanned Aerial Vehicle“ [ CITATION Par16 \l 1033 ], explores tip static
speed as key parameter for propulsion sizing instead of power to weight ratio. It also
concludes that efficiency of electric motor decreases with larger diameter and pitch even
though thrust and power to weight ratio is high.

xv
2.2 Load Distribution:

Various researches involving flying wing have been conducted to understand and optimize
the flying characteristics and its stability. Bird Flight characteristics such as dynamic soaring
of albatrosses, Hummingbird’s ability to hover and fly backwards and formation flights have
been studied and tried to be quantified using mathematical models.

Till today, Prandtl’s classic Lifting Line Theory serves as an effective tool to understand and
analyze wing loadings[ CITATION Alb16 \l 1033 ]. However, Prandtl also argued in a separate
less-known research that a bell loading distribution is even more efficient and any other
solution will produce greater drag. It was pointed out that there is a possibility to extend the
wingspan of a bell spanload to achieve same lift and overall wing bending moment with less
induced drag than an equivalent elliptical spanload. Reimar Horten also independently
derived a near equivalent solution. He calculated the induced drag distribution across the
wing span while Prandtl only calculated the total induced drag. It was later found out that a
proverse yaw in the direction of roll was possible with this type of loading which explains
how birds are able to maneuver without vertical tail and why they have non-elliptical wing
loading. The bell loading also showed an induced thrust (negative induced drag) at the
wingtips despite producing a net drag on the wing.

Taking a closer look, we also get to know that the upwash on the 1920 Prandtl elliptical
spanload is outboard of the wingtip. Of importance in the results of elliptical spanload shown
in figure (a) is that the net force vector field is tilted backwards by the constant downwash
along the entire span of the wing. The resulting horizontal component of the resultant force
(Γ) manifests itself as induced drag across the entire wingspan. By contrast, in figure (b) it
can be seen that the 1933 Prandtl bell spanload and downwash show the twisted downwash
crossing the zero line and becoming upwash near the wingtip. The resultant force is tilted
forward of the vertical and the horizontal component is manifested as induced thrust at the
wingtip, due to the resulting upwash.

xvi
 Figure 5: Prandtl’s elliptical and bell spanload[ CITATION Alb16 \l 1033 ]

Figure 6: The load distribution[ CITATION Alb16 \l 1033 ]

The elliptical spanload wing on the left has a sharp discontinuous slope at the wingtip span
location in the upwash (this is the location of the wingtip vortex), in contrast to the smooth
curve of the new upwash, the figure on the right, with no discontinuity (a weak vortex forms
at the point where the downwash crosses the zero line and becomes upwash) [ CITATION The17
\l 1033 ].

xvii
2.3 Payload and applications:
The surveillance applications can be classified broadly into following categories:

 Reconnaissance
 Day operations
 Beyond Line of sight operations
 Low altitude (maximum ceiling 2000ft) operation
 Real time data collection

Hence the performance parameters will depend on following subsystems and would be as:

 Air vehicle
 Radius of action
 Endurance
 Operating altitude and Maximum altitude
 Cruise and maximum speed
 Climb rate
 Ground Control
 Generate and process mission plan
 Control and monitor AV, payload and data link
 Automatically check validity of intended mission
 Pass control to another GCS
 Implement emergency action plan during failure
 Payload
 Reconnaissance payload such as Electro-Optic (EO), Infrared and Light
Detection and Ranging (LiDAR)
 Small, Light, Low Power consuming
 Data Links
 Protection against electronic warfare threats such as jamming and interception.
 Worldwide availability of frequency allocation
 Resistance to unintentional interference
 Security
 Support equipment

xviii
 Figure 7: The Communication System[ CITATION Erd \l 1033 ]

2.4 Payload
It has been decided that, like most UAVs, we would use a vision camera along with
multispectral sensors for more detailed and specific images. This can help in identifying
targets by distinguishing features of interest. According to the outcomes of the comparative
study of various available technologies used for surveillance, we have decided that Parrot
Sequoia+ is a promising candidate as it a lightweight camera and fulfills our requirements. It
is integrated with PIX4Dmapper and PIX4Dfields software and has Wi-Fi and USB access
along with inbuilt memory of 64 GB which is enough to record data up to 10 flights.
Furthermore, it also has GPS and IMU sensors so no separate components are needed for that
in order to record the location of the image taken and target dimensions.

Features of the Parrot Sequoia+ as mentioned on their website

 4 multispectral sensors generate a variety of predefined and custom index maps

 Enables the use of full radiometric and geometric accuracy of the camera

xix
 Avoid band contamination with narrow discrete Red, Green, Red-Edge, and Near-
Infrared bands.
 A regular analysis of collected data and enhanced user experience by eliminating a
reflectance target use.
 Correction for differences in illumination in real time.
 Easily integrated on Fixed-wing or quadcopter.

The camera has to be installed with good heat channeling tracks or by using thermal paste for
efficient operation.

Its technical specifications are tabulated below:

BATTERY CHARACTERISTICS

Figure 8: Payload technical specifications[ CITATION Seq \l 1033 ]

Figure 9: Parrot Sequoia+ [ CITATION Seq \l 1033 ]

Following block diagram depicts the connections of the camera.

The obtained results can be plotted into PIX4Dmapper which can convert the aerial images
into georeferenced 2D orthomosaics, 3D surface model or point clouds.

xx
 Figure 10: Mapping Samples from PIX4Dmapper[ CITATION Cub18 \l 1033 ]

Figure 11: Sequoia integration to the Omniwing[ CITATION Seq \l 1033 ]

The Sunshine sensor has to be integrated on the top of the drone with a clear hemispheric
view above it. It has to be perfectly horizontal, aligned with the drone. The main body has to
be integrated under the drone, facing toward the ground. It has to be horizontal but can be
held in any x-axis direction.

Figure 12: Connection to the sunshine sensor and USB battery[ CITATION Pow \l 1033 ]

xxi
Payload carrying capacity calculations:

Lift generated by the Omniwing at take-off [ CITATION Dan92 \l 1033 ]:

1
L¿ = ρ500 V 2¿ S C L
2 ¿

1
L= ×1.12 ×12.5 2 ×0.154 ×1.14
2

L=15.365 N∨1.5667 kgf

Allup weight =824 g ( without payload )

Assuming Safe lift margin of 20 % ,

1.5667
Weight carrying limits= =1.3055 kg
1.2

Payload limits=1305.5−824=481.5 g

Actual payload weight=72 ( Multispectral sensor ) +35 ( sunshine sensor )+ 80( power bank )=187 g

2.5 Avionics Circuit Diagram:

Figure 13: Avionics Circuit Diagram

As shown in the above diagram, the female dean connectors of the battery is connected to the
male dean connecters from ESC. The black wire connects to the negative terminal and red to
positive one. A connection has been made between the battery and BEC (Battery Eliminator
Circuit) too via ESC dean connecter. BEC is also connected to the receiver bind point. The
ESC will be plugged into throttle channel of the receiver and the red wire is disconnected.
xxii
The motor is connected to ESC via bullet connectors in proper orientation for required
rotation of the propeller in order to make the plane move forward. Channel 3 has been termed
as channel for throttle. The receiver has been paired with the transmitter in such a way that
channel 1 and 2 will be sent as a collected input i.e. both signals are superimposed and then
sent to the receiver.

2.6 Cost Analysis:

Table 2: Cost Analysis

ANNUAL EXPENSES
Estimated Projected
Category Description
Quantity Cost
ELECTRONICS
Lipo battery 3S 1600 mAh 3 ₹ 4,000.00
Mini Power Bank 3350 mAh 1 ₹ 1,450.00
ESC 20 A 2 ₹ 900.00
Motors 1400 KV 2 ₹ 1,200.00
Servos 12 g 6 ₹ 1,200.00
Multispectral and Sunshine
Payload Camera 1 ₹ 265,000.00
Sensor
Propellers 7 x 4.0 5 ₹ 600.00
STRUCTURE
3D-printed Ribs 3 x 11 ₹ 700.00
Coroplast Skin 3 ₹ 150.00
3D-printed
6 ₹ 800.00
Winglets
Payload Bay Friction tray 2 ₹ 600.00
Avionics Bay Belts, Trays and Locks 2 ₹ 700.00
Spar Carbon Tube 3 ₹ 1,500.00
MANUFACTU
RE      
Pushrods, Screws, Glue gun,
Strings, Tapes, Duct Tape,
Miscellaneous ₹ 2,000.00
Stickers, Velcro, Wires, Cables,
etc
Glue Sticks, flex and heavy bond 2 ₹ 800.00

Total     ₹ 281,600.00

xxiii
xxiv
 3. Detailed Design and Analysis:
3.1 Preliminary Design Constraints and Analysis

Using the Reynold’s number (Re=150,000) in XFLR5 for Airfoil Analysis, we obtain a value
for the Mean Aerodynamic Chord of the wing to be 0.15 m. Using this obtained data, we first
plot a Heatmap (required to have a graphical representation of the range of data) with Root
Chord Length Sq, Mean Aerodynamic Chord, and Taper Ratio as the parameters, relating
them with the following formula [ CITATION Bas \l 1033 ]: -

2 1+ λ+ λ
l μ= (
3 1+ λ
lr)

Figure 14: Heatmap

From there, we select a range of Root Chord Length Sq. using our obtained value of Mean
Aerodynamic Chord. Then we plot a Linear Progression Plot (required to estimate the initial
design as well as sizing parameters) between Calculated Neutral Point, Span of the wing, and
Root Chord Length Sq. as the parameters relating them with the following formula [ CITATION
Bas \l 1033 ]: -

xxv
 lr 2 b
xN = + tan φ 0.25 , if taper ratio >0.375
4 4π

Figure 15: Linear Progression Plot

We co-relate the range of Root Chord Length Sq, obtained from the earlier Heatmap, find a
range on this Linear Progression plot. From this range (red shaded area), we find the mean of
all the points. We obtain a specific value from this mean, which we again use to find the Root
Chord Length and the Taper Ratio of the wing.

The obtained results from these two plots are:

Table 3: Regression Result

Root Chord Span Neutral Point Taper Ratio MAC length

Length

0.175 m 1.051 m 0.0115 m 0.6938 0.15 m

3.2 Airfoil Analysis:

Requirements for an optimum airfoil for tailless aircrafts are as follows:

 Cm0 should be very near to zero

 There should be high degree of positive difference between C L/CD at αstall and CL/CD at
αcruise

xxvi
 Low CD at cruise and critical angle of attack.
 Self-Stabilizing airfoil [ CITATION Bas \l 1033 ].

xxvii
The analysis of various parameters for optimum airfoils is done in XFLR5 and the graphs are
plotted. For the selection, MH-aerofoils website was referred where the MH 40 and MH 60
series was suggested for good performance.

Figure 16: CL vs α

Figure 17: CD vs α

xxviii
Figure 18: CM0 vs α

Figure 19: CL vs CD

xxix
 Figure 20: CL /CD vs α

3.2.1 Results:
The results of the plots are as follows:

Table 4: Airfoil Analysis Results

Airfoil Name Cl0 Clmax|a stall Cm0 Cmmax|aStall Cd0 Cdmax|astall (Cl/Cd)a=0 (Cl/Cd) αStall Re
MH 42 0.161 1.084|10.44 -0.020 0.001 0.010 0.046 15.482 23.300 150000
MH 43 0.227 1.036|9.501 -0.044 -0.030 0.010 0.044 22.204 23.252 150000
MH 44 0.238 1.179|11.583 -0.052 0.011 0.014 0.059 18.896 19.154 150000
MH 45 0.219 1.61|11.498 -0.037 0.012 0.014 0.05 15.436 23.588 150000
MH 46 0.133 1.156|14.012 -0.010 0.017 0.016 0.062 8.498 18.496 150000
MH 60 0.195 1.147|12 -0.028 0.022 0.011 0.043 18.956 16.242 150000
MH 61 0.178 1.149|13.494 -0.027 -0.018 0.012 0.131 14.803 5.857 150000

Thus, the selected Airfoil is MH-46, because

 It is a cusped (self-stabilizing) Airfoil.

 The magnitude of CMo is nearly equal to zero.

xxx
  The variation of CL /CD from =0 to -stall is in a high magnitude of increment
compared to the other airfoils.
 The stall angle of MH-46 is higher than the others.

Figure 21: MH46 11.39% smooth aerofoil

3.3 Control Surface Design of Omni Wing Aircraft

The aircraft configuration and geometry design are as follows: -

MTO=1.585 kg, Stot=Swing = 0.160 m2, AR= 7.827, = 0.68, Vs= 9.722 m/s,

CLW= 0.2583 rad-1, IXX= 0.02493 kg.m2

Tentatively for our analysis, we chose the ratio of Ca/C= 21% and max= 30 .

Since this aircraft has to have high agility, we opted to increase the area of our control
surfaces by locating the inboard and outboard locations of the aileron to be 65% and 91% of
half span of the wing respectively, measured from the root chord.

Therefore, yi=0.311 m and yo=0.515 m.

So, for Ca/C= 0.21, the aileron effectiveness parameter was referenced to be A= 0.41.

Now, ratio of total aileron surface area to the total wing area comes out to be 2Sa/S=8.06%.

xxxi
The aileron rolling moment coefficient derivative ( C l ) is given by[ CITATION Sad12 \l 1033 ]:
δA

2 C LαW τ A Cr y 2 2 λ−1 3 y o
Cl =
δA
Sb [ ( )]+
2 3 b
y
yi

−1
, which yields C l =0.0132rad
δA

Therefore, the aircraft rolling moment coefficient (Clr) with maximum deflection comes out
as:

C lr =C l δ max=0.0069109
δA

The aircraft roll moment (LA) when aileron is deflected at maximum is given by [ CITATION
Sad12 \l 1033 ]:

1
L A = ρV 2 S Clr b=0.16997 N . m
2

The rolling drag coefficient was estimated at CDr=0.0868.

And the drag moment arm is assumed to be at 40% of half-span:

Therefore, yD=0.4b/2=0.224 m

Now, the steady state roll-rate (PSS) is determined by [ CITATION Sad12 \l 1033 ]: -

2. L A
PSS =
√ ρ S tot C Dr . y D3
,

which resulted in PSS= 42 rad/sec

The bank angle (1) at which the aircraft achieves steady roll rate [ CITATION Sad12 \l 1033 ] is
given by:

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 I xx 2
ϕ 1= 3
ln ⁡(PSS )
ρ. y D . S tot C Dr

, which results in 1=978.609 rad= 56005.79

Aircraft roll rate ( Ṗ ¿ that is produced by the aileron rolling moment until the aircraft reaches
steady state roll is given by [ CITATION Sad12 \l 1033 ]: -

PSS2
Ṗ=
2 ϕ1

rad
, which yields Ṗ=0.901 2
=51.62 deg /sec 2
sec

Time taken by aircraft to achieve a required bank angle has been plotted using the formula:

2. ϕ des
t=
√ Ṗ

Time Taken vs Desired Bank Angle

1.8
Time Taken to achieve (sec)

1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
0 10 20 30 40 50 60 70 80

Bank angle (deg)

Figure 22: Time Taken vs Desired Bank angle

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3.4 Winglet Geometry Design:

Table 5: Winglet Characteristics

Character Value
Cant angle 0̊
λwl 0.42
bwl
0.133
bbw
C wlr
0.33
Cbwt

bwl
is the ratio of winglet span to basic wing semi-span.
bbw

C wlr
is the ratio of winglet tip chord to basic wing tip chord
Cbwt

λwl is the taper ratio of winglet.

Cant angle is chosen zero degrees for ease of manufacturing. The airfoil for the winglet is
chosen to be same as of the wing.

3.5 Final Wing Dimension Recommendations:

Table 6: Final Wing Dimensions

Root Span Neutral Taper MAC Location Aspect Weight of the Plane
Chord point Ratio Length Of CG Ratio (including avionics)
Location
0.175 m 1.120 m .115 m 0.6938 0.15 m 0.108 m 7.14 0.485 Kg

All lengths are calculated from the nose of the Omni Wing.

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3.6 Computer aided design

The flying wing is drawn using XFLR5 so that design can be improved, flow visualization
and a manufacturing database can be created. This CAD model is used to predict the center of
gravity of the wing which lies 108 mm from the nose of fuselage. The static margin of 12.5%
is taken into account for calculation of CG.

Figure 23: XFLR model of flying wing

Figure 24: Omni Wing Internal Structure

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3.7 Aerodynamic and Stability Analysis:

XFLR5 software is being used for detailed flow analysis of our design. The main objective of
this analysis is to achieve a proper variation of the Cp with change in the AOA. The variation
of Cp should be decreasing as we move from the LE to the TE for the top surface of the wing.
The following figures are some of the values obtained for Cp vs AOA:

Figure 25: Cp at 1̊ angle of attack

Figure 26: Cp at 2̊ angle of attack

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Figure 27: Cp at 3̊ angle of attack

Figure 28: Cp at 4̊ angle of attack

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The following figure (Fig.20) gives us the flow visualisation around the aircraft:

Figure 29: Flow visualisation around the aircraft

The Threftz Plot (Fig. 22) of our aircraft is obtained from XFLR5 which provides the exact
variation of induced AOA with the span of the wing. It also depicts the variation of C p with
the span of the wing.

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 Figure 30: Threftz Plot

A stability analysis [ CITATION Nel98 \l 1033 ] was performed to establish eigen values and
damping times along with frequencies to determine the aircraft’s longitudinal and lateral
stability. The frequency of oscillation in both longitudinal mode 1(phugoid) and lateral mode
1(rolling stability) analysis prove that the model designed is stable for pitching and rolling
motion. There is instability in the model for longitudinal mode 3 (short period) and lateral
mode 3 (dutch roll) , and this observation is a general observation for a flying wing aircraft
since it lacks an empennage section. Although adding winglets to the design does help in
reducing the amplitude of undamped oscillations during dutch roll.

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 Figure 31: Lateral Mode 1 rolling parameter (p-roll rate)

Figure 32: Lateral Mode 1 shifting perturbation velocity (v-lateral velocity disturbance)

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 Figure 33: Lateral Mode 1 rolling parameter (phi-bank angle)

Figure 34: Longitudinal Mode 1 rolling parameter (q- under damped pitch rate)

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Figure 35: Longitudinal Mode 1 rolling parameter (theta- pitch angle)

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Figure 36: Longitudinal Mode 1 perturbation velocity (u- axial velocity disturbance)

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 Figure 37: Longitudinal Mode 1 perturbation velocity (w- transverse velocity disturbance)

Figure 38: Eigen Value Decomposition result of Damping Frequency Matrix of Lateral Stability

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Figure 39: Eigen Value Decomposition Matrix for longitudinal stability

Figure 40: Cm vs AOA

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The analysis results clearly show that the aircraft is stable with the variation in control
variables longitudinally and laterally. Instability is expected in motion and hence, is also
observed in this design. To counter this instability to a certain extent, wingtips have been
employed.

3.8 Propulsion Sizing

From the team’s past experience on propulsion sizing of RC planes, brushless DC motors is
being used for the propulsion system of Omni-Wing. Since, brushless DC motors are smaller
and weigh less than equivalent DC brushed motors and they also generate less RF
electromagnetic interference.

The objective of the analysis is to find out the most optimum propulsion package for aircraft
and that has been done using eCalc, which is basically an airplane setup and propeller
calculator. The results are accurate to ± 10%. The whole system analysis is based on the
estimation of power to weight ratio of 60-75 W/lb [ CITATION Pet \l 1033 ] which has been
taken from the Watts per Pound Rule.

Table 7: UAV power to weight ratio guide [ CITATION Par16 \l 1033 ]

Accordingly, we got the average current drawn by the motor fixing the 3-S LiPo Battery pack
as it is the most readily available and used in RC aircrafts of this weight category.

Keeping the current, power, thrust and speed into account we have concluded the propulsion
system for our flying and the components of the same are stated below:

Table 8: Propulsion Sizing

Component Specifications

Electric Brushless Motor KV 1400 KV

Weight 65 g

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 Power 180 W

Thrust 661 g

Constant Current 20 A
Electronic Speed Controller
Weight 25 g

Capacity 1600 mAh

Battery
Weight 114 g

Diameter 7.0 in
Propeller
Pitch 4.0 in

Torque 1.8 kgf.cm

Servo Motor
Weight 12 g

Figure 41: Propulsion Analysis Outcome

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 Figure 42: Graph between Motor Characteristics vs Ampere at full throttle

The motor characteristic graph shows curve between five motor performance characteristics
and the amount of current being supplied by the battery pack at full throttle. These
characteristics are depicted by different colors in the graph representation.

1. The golden yellow line shows the electric power in 1 W, which should constantly
increase.
2. The blue line shows the efficiency of motor in percentage, should become constant
after some time.
3. The violet line shows the maximum revolutions in 100 rpm, should not decrease
below 10000 rpm
4. The brown line shows the loss in input power in 1 W, should be minimized.
5. The green line shows the motor case temperature in °C, should be minimized.

xlviii
 Conclusion
All the inputs that have been employed and their respective outcomes provide an insight into
yet another way of modelling and simulating the design configurations of an Omni-Wing
suitable for various applications. This design particularly depicts the most optimum sizing of
a flying which is capable for high endurance as well as high performance statistics throughout
the flight. The sizing was derived with the help of MATLAB programming which was further
simulated using XFLR-5 which verifies the previous results and finally modulated in XFLR-5
itself. The power house sizing was based on empirical and experimental assumptions initially,
which were then verified using eCalc flight performance and motor characteristics
simulations. Comparing it with other UAVs, this type of aircraft is more aerodynamically
refined, hence providing more velocity at the expense of less relative aerodynamic drag,
though it comes at a cost of short period lateral stability rising due to lack of an empennage
section. The outcomes of this project are just theoretical analyses which needs to be validated
from actual fabrication and flying of the Omni-wing.

FUTURE SCOPE
As per the emerging exposure that the world is receiving today in terms of UAVs, the flying
wing has a vast scope in the present as well as in the coming era. The extent of some
highlighted opportunities for the flying wing is stated below:

1. The designers and engineers can look up to non- conventional and nature inspired
blueprints.
2. The fabrication material can be made more eco-friendly using bio-fabricating
technologies.
3. The stealth and combat capabilities can also be features to explore.
4. The surveillance and mapping incorporation can be done using AI and ML.

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 References

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