CONCEPTUAL DESIGN AND DETAILED DESIGN TEMPLATE

TEAM NUMBER AND NAME: T061/ANKA60 VEHICLE: ZÜMRÜD-Ü ANKA

UNIVERSITY: GAZİOSMAPAŞA UNIVERSTY
ACADEMIC ADVISOR : Research Assistant MUSTAFA ÖZSOY
 Table of Contents
1.Executive Summary ............................................................................................................... 1
1.1 Desing Process................................................................................................................ 1
1.1.1 Wing Structure .......................................................................................................... 1
1.1.2 Body Structure .......................................................................................................... 1
1.1.3Tail Structure .............................................................................................................. 2
1.2 Key Mission Requirements And Design Features ............................................................ 2
1.3 Performance Capabilities Of The System ........................................................................ 2
2. Management Summary ......................................................................................................... 2
2.1 Team Organization .......................................................................................................... 2
2.2 Milestone Chart................................................................................................................ 4
Task Dec Jan Feb March April May June July Conceptual DesignError! Bookmark not
defined.
Preliminary Design.................................................................. Error! Bookmark not defined.
Detailed Design ...................................................................... Error! Bookmark not defined.
Manufacturing ......................................................................... Error! Bookmark not defined.
Flight Testing .......................................................................... Error! Bookmark not defined.
Report..................................................................................... Error! Bookmark not defined.
3. Conceptual Design ................................................................................................................ 5
3.1 Mission Requirements ..................................................................................................... 5
3.1.1 Mission Specifications /constraints ............................................................................ 5
3.1.2 Mission Score Summary............................................................................................ 6
Mission 1 scoring: .............................................................................................................. 6
Mission 2 scoring: .............................................................................................................. 7
3.1.3 The Estimated Weight Parameter According to the Indicated Load-weight in Tasks 7
3.1.4 The Unique Systems to Fulfill the Task Conditions ................................................... 8
3.1.4 Embedded System Programming .............................................................................. 9
3.1.5 Embedded System Hardware .................................................................................... 9
3.2 Translation Into Design Requirements ............................................................................. 9
3.2.1 UAV Takeoff Systems ............................................................................................. 10
3.2.2 VTOL Technique .................................................................................................... 10
3.3 Configurations Considered............................................................................................. 12
3.4 Component Weighting and Selection Process ............................................................... 12
3.4.1 Wing Attachment ..................................................................................................... 13
3.4.2 Wing Type ............................................................................................................... 13
3.4.3 Tail-Body Configuration ........................................................................................... 14
3.4.4 Tail Configuration .................................................................................................... 15
3.4.5 Fuselage Configuration ........................................................................................... 15
3.4.6 Payload Placement ................................................................................................. 16
3.4.7 Landing Gear Attachment ........................................................................................ 17
 3.4.8 Propulsion System .................................................................................................. 17
3.5 Final Conceptual Design Configuration .......................................................................... 17
4. Preliminary Design .............................................................................................................. 18
4.1 Design and Analysis Methodology ................................................................................. 18
4.2 Document Design/sizing Trades .................................................................................... 19
4.2.1 Weights ................................................................................................................... 19
4.2.2. Aircraft Sizing: Constraint Analysis ......................................................................... 19
4.3 Describe Document Mission Model (Capabilities and Uncertainties) .............................. 24
4.4 Provide Estimates Of The Aircraft Lift, Drag and Stability Characteristics ...................... 24
4.4.1. Aerodynamics ........................................................................................................ 24
4.5 Provide Estimates Of The Aircraft Mission Performance ................................................ 28
5. Detail Design ....................................................................................................................... 29
5.1 Document Dimensional Parameters of Final Design ...................................................... 29
5.2 Document Structural Characteristics/Capabilities Of Final Design ................................. 30
5.2.1 Structural Analysis ................................................................................................... 30
5.2.3 Aerodynamic Capabilities of Wing ........................................................................... 33
5.3 Document Systems And Sub-Systems Selection/Integration/Architecture...................... 34
5.3.1 Fuselage ................................................................................................................. 34
5.3.2 Wing ........................................................................................................................ 34
5.3.3 Empennage ............................................................................................................. 35
5.3.4 Tail Boom ................................................................................................................ 35
5.3.5 Battery ................................................................................................................... 35
5.3.6 Motor Selection ...................................................................................................... 36
5.3.7 Speed Controller ..................................................................................................... 36
5.3.8 Servo Mechanism .................................................................................................... 36
5.4 Document Weight And Balance For Final Design .......................................................... 37
5.5 Document flight performance parameters for final design .............................................. 37
5.6 Document Rated Aircraft Cost .......................................... Error! Bookmark not defined.
5.7 Document Mission Performance For Final Design ......................................................... 38
5.8 Drawing Package........................................................................................................... 38
6. Manufacturing Plan And Processes ..................................................................................... 40
6.1 Document The Process Selected For Major Component Manufacture ........................... 41
6.2 Manufacturing Processes Investigated And Selection Process And Results .................. 42
6.3 Manufacturing Milestones Chart: Plan And Actual ......................................................... 42
7. Testing Plan ........................................................................................................................ 43
7.1 Test Objectives And Schedule ....................................................................................... 43
7.2 Test And Flight Check Lists ........................................................................................... 44
8. Performance Results ........................................................................................................... 45
8.1 Describe the demonstrated performance of key subsystems ......................................... 45
8.1.1 Describe The Demonstrated Performance Of Your Complete Aircraft Solution ....... 45
 8.1.2 Structures ................................................................................................................ 46
8.3 Describe The Demonstrated Performance Of Your Complete Aircraft Solution .............. 46
8.4 Compare To Predictions And Explain Any Differences And Improvements Made .......... 47
9. BIBLIOGRAPHY ................................................................................................................. 48
 1.Executive Summary

The report, which is prepared by the team ANKA60 for the TÜBİTAK UAV TURKEY 2017, explains
the design features of the unmanned aerial vehicle (UAV) called Zümrüd-ü Anka. The aim of the
designed UAV is to fulfill the objectives in order to provide the necessary aid for the emergency cases
such as fires and accidents. According to competition, the first of task is to test autonomous flight and
image processing abilities of the UAV, and the second task, in addition to these abilities, is to leave the
load in a concurrent order. In the behalf of fulfilling these tasks in a best way, a rare technique (VTOL) is
decided to be employed. The UAV designed by the Anka60 is going to compete in the category of fixed
wing. This UAV is going to be a vehicle which is able to make a vertical takeoff and landing, and able to
move parallel to the ground changing the positions of the wings.

1.1 Desing Process

After researches and brainstorming ideas, the UAV is designed taking into consideration the aim of
getting the maximum point during the tasks in the competition. Wing structure, body features and tail
structure is determined accordingly. Thus, the design is introduced aiming the UAV to be enduring
against the air and wind resistance, air pressure and the possible challenges during flight. Finally, the
framework of our design is created.

1.1.1 Wing Structure

The UAV, Zümrüd-ü Anka, is designed to make a

vertical takeoff and landing, and to move parallel to the ground.
In the team, during the designing the wing, the answer of
question “How do we get a better efficiency?” is sought. The
technique that is used (VTOL) requires wings to gyrate during
takeoff and landing. During the wings gyrating, great importance
attached to the questions, “How is energy used effectively?” and
“How is the air-flow canalized in a proper and effective way?”. As
result of the researches that are made, it is decided that only the
part holding the engine to be dynamic rather than the whole wing.
In this way, by reducing the load-share of engine which make the
wings gyrate, more efficiently running system is provided. In
order to use the air-flow effectively, the engines are placed in
gaps of the interior parts of the wings.

1.1.2 Body Structure

During the creating the UAV’s body, it is aimed for the design;

✓ To be The most suitable to the laws of aerodynamic,

✓ To have high-speed and maneuver ability.

Taking these aims in to consideration, it is decided that the body

design be consisted of flat surfaces.

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1.1.3Tail Structure

While creating the tail part, it is decided by considering

maneuver ability to use double wings at the tail part. Hereby, it is
provided that the vehicle moves swiftly.

Thanks to the propeller driven engine which is used in the tail

part, it ensured that the vehicle make the takeoff and landing
processes in a more balanced, controllable and stabilized way.

1.2 Key Mission Requirements And Design Features

After a careful analyze, calculations of beneficial load-carrying, maneuver and speed functions are
made, which is crucial for the tasks, and a vehicle designed to be used for autonomous flight, image
processing and unloading which has features such as robotic arms. The studies and analyses are
explained under the related headlines in the report. Related design features are referred under the
headlines above (see 1.1.1, 1.1.2, 1.1.3). In addition, in order design to be light and durable, carbon fiber
is preferred as material.

1.3 Performance Capabilities Of The System

While designing Zümrüd-ü Anka -UAV, it is aimed to take the performance at the best level.
The anticipated design features;

✓ In order the achieve the given task in the shortest time possible, it is aimed the vehicle to move
in the air 54kmp(33.5 mph). (54kmp is determined taking the the sweep angle into account.)

✓ It is aimed that the UAV make a vertical takeoff from a broad and flat area and make landing as
long as the same conditions preserved without a ramp.

✓ The required calculations are made in order the vehicle to carry the given maximum load in a
beneficial way. (The calculations are made according to the material to be used and it is given
under the related headline.)

✓ In order to balance the system and to increase the maneuver ability, the propeller driven engine
is used in the tail part.

The battery for the Zümrüd- ü Anka UAV is selected in order to provide necessary energy for the
engine, prolong the flight time as well as not to increase the weight of vehicle.

2. Management Summary

As team ANKA60, we believe in our potential and do our best to create competition time schedule for
maximizing existing man-power. Our project team consists of seven students who are continuing their
undergraduate license from the faculties of Mechatronics and Electrical - Electronics Engineering.

2.1 Team Organization

ANKA60 team consists of young, passionate, hardworking and determined students who have the
knowledge and research ability to make the project successful. The team and the task sharing is created
in accordance with team members’ successful studies and the field of interests under the guidance of
academic advisor. According to fields, the duties explained as following:

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CAD : To provide the UAV’s drawing of 3D view and simulation in different configurations.
Aerodynamics and CFD : To control aerodynamic features of design by using simulation.
Stability Analysis : Determining the stability of the designed features.
Manufacturing : To Build the designed system for successful flight.
Payload : To build load-carry system for dropping the load during the flight.
Propulsion : To provide the calculation of the battery usage and location for the high system speed.

Academic advisor, is an associate member who mentors the team within the scope of competition and
takes responsibility for executive and financial issues. Team leader is a person chosen by team
accordance with needs of group and who is responsible for the communication with TÜBİTAK. It is
mandatory for the team leader to be at the competition field during the technical controls and registering
week of the competition.

Academic Advisor
Arş.Gör. Mustafa Özsoy

Pilot
Captain Müslüm Yıldızbakan
Ercan Umaç

Embedded System
Aerodynamics Stability Analysis Manufacturing Design
Programming
& CFD & CAD & Control & Bekir Mert Kepçe Report
Ercan Umaç
Mohammed-Yassine Abdullah Arda Ahmet
Abdullah Arda Bekir Mert Kepçe
El El Hassni Sözen Aslan
Sözen
Ahmet Aslan
Ali Say

Payload &
Structure Analysis
Propulsion
MüslümYıldızbakan Ali Say
Abdurrahman Cabir
Dadazonov Özgen

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2.2 Milestone Chart

Milestone chart is used to give detailed information about the activities to be made in a determined
time. The created schedule is as the following;
Task Dec Jan Feb March April May June July
Conceptual Design
➢ Define Requirement
➢ Scoring analysis
➢ FOM charts
➢ Conceptual Design review
➢ Electronic submission
Preliminary Design
➢ Weight and sizing
➢ Wing sizing
➢ Control Surface Selection
➢ Airfoil selection
➢ Motor selection
➢ Propeller selection
➢ Preliminary Design review
Detailed Design
➢ Wing Design
➢ Fuselage Design
➢ Tail Design
➢ Propulsion System Design
➢ Landing Gear Design
➢ Cad model
➢ Wind tunnel testing
➢ Structure analysis
➢ Stability and control
Analysis
➢ Detail Design review
Manufacturing
➢ Building major components
➢ Construct releasing
mechanism
➢ Install propulsion and
battery system
➢ Construction and
Installation of landing gear
➢ Final Inspection
Flight Testing
➢ Taxi testing
➢ M1 competition image processing
➢ M2 competition payload
dropping
➢ Flight Test review
Report
➢ Section distribution
➢ Section writing
➢ Compilation
➢ Editing
➢ Report Review
Pilot Training
Competition

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 3. Conceptual Design

Conceptual design is early phase including brainstorming. Besides, it is the first prediction of how the
vehicle meets the requirements which has great importance for the detailed analyze and test, the
selections during the conceptual design phase and final part. The conceptual design adopted by the
team is as following;

3.1 Mission Requirements

3.1.1 Mission Specifications /constraints

According to the tasks in competition;

✓ In the task number 1, autonomous flight and image processing abilities is going to be tested.
During this task-flight, it is expected from the vehicle, which is going to take a flight over the
template, whose cells are in the shape of 4*4 matrix and the size of 1m*1m and each cell take
three different colors, have the system that can determine and store the colors of each cell.

✓ In task number 2, autonomous flight, image processing and concurrent load-leaving are going
to be tested. During the task, the flight is going to happen over the template whose cells are in
the shape of 4*4 matrix and the size of 1m*1m and each cell take different three colors. On the
template, the first three row, under the condition that each row is a single color, is going to be
three different colors and the last row is going to be mixed color. It is expected from fixed wing
UAV to determine the colors of cells and to leave parachute to a suitable area according to color
sequence on the template.

✓ The process that is explained in the task number 1 is going to be repeated the three times and
each time the colors of the cells is going to be randomly shuffled. The colors of the templates is
going to be the same for 10 seconds, and there is going to be 5 seconds (single colored matrix)
gaps between the color changes.

✓ In the task number 2, the parachutes are expected to be leaved to the suitable area with at least

5 seconds intervals. The loads which is dropped before 5 seconds is going to be invalid.

✓ In Task 2, 50gr parachutes are going to be used .

✓ Each team has three chance of flight for all the flight-tasks.

✓ The team which is not going to take off in three minutes is going to lose its turn.

✓ Each task is going to be completed in 6 minutes.

✓ Without completing the first task, it is prohibited to pass the second task.

✓ The pilot of the UAV has to be a member of the team or has to be among students.

Mission 1:
The aim of the task 1 is to provide a safer flight with auto-pilot system and to test how true the colors
determined with the image processing system. In this task, UAV’s maneuver ability has a great
importance.

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 Figure 1: Mission 1
Mission 2:
The aim of task number 2 is to test the ability of carrying and dropping the load. Considering the aim of
the competition, ( To suggest a possibility of developing UAV devoted for public use which is going to
help people for the emergency cases such as fire and accidents.) the importance of this task emerges.
In this task, as well as the maneuver and speed ability of the UAV, it is important for the software to be
impeccable.

Figure 2: Mission 2

3.1.2 Mission Score Summary

The competition of 2017 has 2 flight missions only. The total score for any team is calculated by
equation 3.1

Total Score=Report Score+M1+M2 (3.1)

M1 and M2 represent score on mission 1 and mission 2 respectively.

The mission scores for each mission is calcul

ated by equation 3.2 and 3.3

Mission 1 scoring:

Score of mission 1 will be given using equation 3.2.

M1= 20(PRtm / PRmax) +10(Wmin / Wtm) (3.2)

where,
PRmax: Maximum number of cells in the pattern entries recognized by any team (<= 48
PRtm: Number of cells in the pattern entries recognized by the team.
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Wmin: The minimum take off weight of any team
Wtm: The take off weight of the team.

Mission 2 scoring:

The score given for this mission is by using equation 3.3.

M2= 10(tmin / ttm)+15(CPtm / CPmax) +15(PDtm / PDmax) (3.3)

Here,
tmin: Minimum time of any team.
ttm: Time of the team.
CPtm: Number of correct coloured prachutes dropped for team.
CPmax: Maximum number of correct coloured prachutes dropped for teams.
PDtm: Number of parachutes dropped for team.
PDmax: Maximum number of parachutes dropped for teams..

3.1.3 The Estimated Weight Parameter According to the Indicated Load-weight in Tasks

In beginning phase of a UAV, the first value to be calculated is estimated weight [1]. Estimated weight
is determined according to the targeted beneficial load share capacity. This indicated beneficial load is
directly related to the load capacity which is suggested in the tasks of competition. Because our system
has electric engine and unmanned control, discarding the crew and fuel weight, the calculation of
estimated takeoff weight is as in the following for the home-made composite (kevlar) systems:

Table 1: Empty Weight fraction vs W 0 Table [1]

W o = W boş + W faydalı yük

Error! = A.W oc.Kvs = 0.99 * W o -0.09* 1 = Error!

W o = 4.018 N = 0.409 kg

In the calculations above, for the designed UAV, the ratio of estimated empty weight over the total
weight is found, and then, estimated total weight is calculated by using this ratio and targeted load-

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weight. For the given values only valid for the system which make horizontal flight, taking into
consideration the safety lot, that the estimated weight value should be 2.8kg is determined. During the
calculation phase, the load weight which is indicated in the tasks of competition is taken into
consideration and 4kg maximum weight limit that is indicated in the rules of the competition is taken into
account. The reason for the selecting the composite from the table, considering the UAV, that is going to
be designed, made of kevlar-fiber material. Embracing the mentioned tasks and design parameters, fixed
wing UAV, whose technique construction is given in the figure 3, is accepted as concept model.

1) Vertical take off/landing conceptual design 2) Horizontal Flying Conceptual Design

Figure 3: Different wing configrations for Designed UAV during different states

3.1.4 The Unique Systems to Fulfill the Task Conditions

3.1.3.1 Auto-Pilot

The fixed wing UAV to be made has auto-pilot feature due to fixed wing UAV task conditions. It is
aimed the UAV to accomplish the task without a pilot. Also, it is predicted to use micro-controller for the
UAV to move across the given map by TÜBİTAK. The software to be employed is going to be developed
uniquely by a software team in our team.

3.1.3.2 Image Processing

In order to locate the target and to follow the changes in the target, image coming from the camera
needs to be processed and the vehicle needs to move according to the image driven. For this reason,
OPENCV is going to be employed as a image processing library on the software called Visual Studio
2015 Express. The processes indicated in the Task 1, is going to be conducted by unique software to be
developed by our team.

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 Figure 4: Visual Studio Express OPENCV library abilities [2]

3.1.3.3 Robotic Arm

Robotic arms are determined according to the needs of the system. As well as the one way directed
robotic arm, there are also robotic arms existing moving along the multiple directions. In the competition,
task 2, robotic arm is going to be employed to fulfill the desired process of dropping weight. Thus, a
unique robotic arm system is going to be designed by mechatronics engineering students in our team
with computer assisted design (CAD) programs.

3.1.4 Embedded System Programming

In order to fulfill the requirements of the tasks, MicroC program developed by Mikroelektronika is going
to be employed for embedded coding in designing location/position cycle.

3.1.5 Embedded System Hardware

In order to fulfill the requirements of the tasks, EasyPIC 7 card by Microelektronika is going to be
employed for developing the designs of location/position hardware.

3.2 Translation Into Design Requirements

First of all, the takeoff system is determined in order the UAV to fulfil the given tasks exactly in time. It
reveals the importance of the takeoff system that there are given three trial of flight for the UAV to fulfill
all the tasks in given time. For this reason, ANKA60 team has researched the takeoff systems primarily.
By virtue of the tasks, the maneuver ability and stability are attached great importance. Basically,
maneuver ability and stability are related to the concept of balance. On the other hand, inability of control
means that maneuver ability cannot be used. Thus, so as to provide maneuver ability and balance, the
team primarily focused on the controllability.

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3.2.1 UAV Takeoff Systems

While designing Zümrüd-ü Anka fixed wing UAV, the limitations for the UAV’s takeoff and landing is
taken into consideration. But, it is also thought the limitations can be prevented with VTOL (Vertical Take-
Off and Landing) technique. Existing vehicle’s takeoffs occurs in 4 ways as following;

3.2.1.1 Takeoff from Field

This takeoff figuration has a wide-range use for short-ranged UAVs. Whereas the biggest disadvantage
of the configuration is the limitation of the usage range.

3.2.1.2 Takeoff with a Pneumatic Lifting Ramp

In this takeoff configuration, the UAV takes off with pneumatic launching equipment, but it needs a
stationary field for landing.

3.2.1.3 Takeoff with the Help of Hand

It is highly possible for the hand-throw UAVs to get damaged because of the failures which can be
happen while takeoff.

3.2.1.4 Takeoff with Impeller Blades

In this configuration, by the virtue of the fact that the UAV does not need an airfield, this takeoff is
decided to be used with VTOL technique

1.Takeoff from airfield 2.Pnömatic Takeoff 3.Hand-Throw Takeoff 4.Takeoff with Impeller blades

Figure 6: The Takeoff Systems for existing UAVs [4]

3.2.2 VTOL Technique

Considering the disadvantages of the UAVs used today, VTOL technique is decided to be used in order
to overcome these disadvantages and to fulfill the task requirements. In accordance with the decision,
main UAV models across the world have been sorted an examined as following by researching the
developments and operations of fixed-wing UAVS which have designed and used so far.

➢ Convair XFY Pogo

➢ Ryan X-13
➢ Bell XV-15
➢ Lockheed XFV-1
➢ Fairey Jet Gyrodyne
➢ CL-84-1
➢ F-35B

ALBATROSS, which is one of the first UAV designed with VTOL technique in Turkey along with the
World, is examined in a detailed way and has impact on the decision of using this technique.

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 Figure 7: UAV with VTOL technique built in Turkey [5]

In light of these examined fixed wing models which has VTOL technique, the calculations have been
made for the design of UAV which can fulfill the task requirements in TÜBİTAK UAV 2017. The designs
reached as a result of calculations as following;

Figure 8: 3D Visuals of Zümrüd-ü Anka UAV

In the design, it is aimed for the UAV to make a balanced takeoff and landing in order to fulfill the tasks
successfully thanks to three repellant engines, two of them located in the middle of rotating part of the
wings and one of them located at the tail. This design is created completely as a result of coordinated
work of the team.

To-do Lists for the Task Conditions The Design Requirements

➢ To get the propulsion system to
Making image processing in the highest level
determined time ➢ To provide a balanced and fast
flight
➢ To make image processing in a
Task 1 best way and to embed it into
motion algorithm

➢ Reducing the weight to the

Providing necessary maneuver ability lowest level.
for the tasks ➢ To determine the gravity point
as accurate as possible
➢ To increase the maneuver
ability by integrating with VTOL
technique

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 Dropping the load in addition to the ➢ To calculate the system weight
task 1 according to the load weight and
to keep it minimum.
➢ To provide load-drop system
with a durable structure
➢ To drop the load without making
Task 2 any timing mistake.
Dropping the load in a determined time ➢ To provide the system to drop
the load in a fastest way.

Table 2: Translation Into Design Requirements

3.3 Configurations Considered

By examining existing configurations, the needs for designing UAV are researched. While selecting the
configuration, the selection made taking scoring into consideration. Scoring system is created in an order
from the most important to the least important as 5,4,3,2,1.

In this phase, among the types of UAV, fixed wing concept is selected because of its general high
performance. During conceptual design phase, literature review is made and fixed wing concept is
adopted examining the matrix below.

Movable Tail Fixed Wing Fan Wing

Wing Departure
Aerodynamics 5 4 2 2
Lustiness 3 5 5 3
Flight Time 4 3 2 2
Weight 4 5 4 3
Useful Load 3 2 2 1
Capacity
Easy 3 4 5 2
Production
Stability 3 2 4 4
Control 2 2 4 4
System
Maintenance / 3 4 4 2
Repair
Total 30 31 32 23

Table 3: Ability Matrix [6]

3.4 Component Weighting and Selection Process

Out of the design parameters; Monoplane, Biplane, Flying Wing in the fixed wing concept, monoplane
wing is chosen. Among these concepts, the structure of biplane is more complex compared to the
monoplane. The most important part is that team members built a consensus over the issue of
monoplane is the best possible solution for the task requirements.

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 Design Weightage Monoplane Biplane Flying
Parameters (%) Wing
Weight 30 5 2 3
Speed 25 3 3 4
Controllability 20 3 5 2
&Stability
High Lift 10 3 4 5
Capability
Structural 10 3 4 4
Strength
Manufacturability & 5 5 2 1
Reparability
Total 100 3.7 3.25 3.25

Table 4 : Flying Concepts [7]

3.4.1 Wing Attachment

For the UAV, three different types of configuration (low, middle and high) are examined. High wing
concept which controlled in terms of load-carrying system, stability, controllability and compliance for the
tasks, is thought to provide suitable structure for the design.

Design Weightage High Middle Low

Parameters (%)
Weight 30 3 3 3
Speed 25 4 3 4
Controllability 20 5 1 3
&Stability
High Lift 10 3 3 3
Capability
Structural 10 3 3 3
Strength
Manufacturability 5 3 2 3
& Reparability
Total 100 3.65 2.55 3.25

Table 5: Wing Position Configurations [7]

1. Low wing 2. Middle wing 3.High/top wing

3.4.2 Wing Type

Four types of configuration are examined for the UAV that are flat, conic, back-sweeping and ecliptic.
In terms of simplicity for the reproducibility and corrigibility, it is decided that wing type to be conic type.

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 Design Weightage Elliptic Back Conic Flat
Parameters (%) sweeping
Weight 30 3 3 3 3
Speed 25 4 4 4 3
Controllability 20 3 3 3 5
&Stability
High Lift 10 5 4 4 3
Capability
Structural 10 3 3 3 3
Strength
Manufacturability 5 1 1 3 5
& Reparability
Total 100 3.35 3.25 3.35 3.5

Table 6: Wing Shape Configurations [7]

1.Flat 2.Conic 3.Back-sweeping 4.Elliptic

3.4.3 Tail-Body Configuration

Two kinds of configuration are examined for the UAV which are body with a boom tail, body with
spaceframe empennage. Considering stability, lightness, controllability, and the compliance with the
tasks, body with boom tail configuration is chosen.

Design Weightage (%) Body with a Body with

Parameters boom tail a space- frame
empennage
Weight 30 5 3
Speed 25 4 3
Controllability 20 3 4
&Stability
High Lift 10 4 3
Capability
Structural 10 3 5
Strength
Manufacturability & 5 4 5
Reparability
Total 100 4.00 3.50

Table 7: Tail-Body Configurations [7]

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 1. Body with a boom tail 2. Body with a spaceframe empennage

3.4.4 Tail Configuration

Three basic configurations, Conventional, V-Tail and T-Tail, are examined for the UAV. In terms of
velocity, controllability and high lifting ability, V-Tail is chosen.

Design Weightage (%) Conventional T-Tail V-Tail

Parameters
Weight 30 5 2 3
Speed 25 3 3 4
Controllability 20 3 3 4
&Stability
High Lift 10 3 2 4
Capability
Structural 10 4 2 3
Strength
Manufacturability 5 3 1 2
& Reparability
Total 100 3.7 2.4 3.2

Table 8: Tail Configurations [7]

1.Conventional 2.V-Tail 3.T-Tail

3.4.5 Fuselage Configuration

Three configurations, which are cylindrical, wing profile, square block, are examined. According to the
examination, wing profile shape is determined to have the advantage of weight, velocity, and high-lifting
ability.

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 Design Weightage (%) Cylindrical Square Wing profile
Parameters block shape
Weight 30 3 3 4
Speed 25 3 2 5
Controllability 20 3 4 3
&Stability
High Lift 10 3 2 4
Capability
Structural 10 3 4 3
Strength
Manufacturability 5 4 5 3
& Reparability
Total 100 3.05 3.05 3.90

Table 9: Fuselage Configurations [7]

1.Cylindrical 2.Wing profile shape 3.Square Block

3.4.6 Payload Placement

Four configurations as inside fuselage, below wing, fuselage centerline and below fuselage are
examined for the UAV. As a result of this examination, placing the payload inside fuselage is determined
to has advantages of getting rid of frictional force and preserving the center of gravity after dropping the
load.

Design Weightage Below Fuselage Below Inside

Parameters (%) Wing Centerline Fuselage Fuselage
Weight 30 5 3 4 5
Speed 25 4 3 3 4
Controllability 20 4 2 3 5
&Stability
High Lift 10 3 2 3 4
Capability
Structural 10 4 3 3 4
Strength
Manufacturability 5 5 4 4 5
& Reparability
Total 100 4.25 2.75 3.35 4.55

Table 10: Payload Placement Configurations [7]

16
 1. Inside Fuselage 2. Below Wing 3. Fuselage Centerline 4. Below Fuselage

3.4.7 Landing Gear Attachment

In our design, thanks to the wings’ ability to make 90 degree to the ground and the design of stabilized
landing gear which does not affect the aerodynamic structure at the tail, the vehicle is able to make
landing with three contacting area.

3.4.8 Propulsion System

In order to have the UAV abilities in terms of high lifting power, controllability and stability, as VTOL
technique requiring, three impeller engines are going to be used in the middle of the wings and at the tail
part.

3.5 Final Conceptual Design Configuration

Thanks to UAV technology, parallel to the increasing needs, which has the ability of making vertical
takeoff and landing, has the ability of helping people during the emergency cases such as fire and
accidents along with the possibility of making takeoff and landing wherever desired. Besides it is going to
be possible to get images from anywhere with the feature of hanging in the air. Moreover, with the
autonomous system, it provided that the tasks are fulfilled in a safer way. The studies for developing the
UAV, which is predicted to be used for military purposes along with the emergency cases, is continuing.

The final configurations of the UAV are given in the following images.

Side View Top View

Isometric View
Figure 10: 3D Visuals of Zümrüd-ü Anka UAV

17
So, the final configurations are:
➢ Wing Configuration Selection- Monoplane
➢ Wing Attachment-High wing
➢ Wing Type- Straight
➢ Tail-body Configuration-Body with a boom tail
➢ Tail Configuration- V-Tail
➢ Fuselage Configuration-Airfoil shaped
➢ Payload Placement-Inside Fuselage
➢ Propulsion System- 3 motors

4. Preliminary Design

Once there is a concept idea , the project may move forward into the preliminary design phase where
we details significant ideas concerning the design of the UAVproposed on the conceptual design in order
to make it reality , all th erequirements and limits are applied in the aircraft/copter design calculations to
obtain a unique outcome to complete the objectives stated .
The preliminary design was decomposed into smaller subsections , allowing diffrenet group members
to focus on individual tasks and work more efficiently .

4.1 Design and Analysis Methodology

Our team relied on an iterative design process of based on the performence of different concepts in
order to develop our aircraft. Based on the competion’s guidelines , our team defines the requirements
,brainstorms and researches concept to meet the requirements , devolops system configurations and and
come up with initial designs. In our preliminary design , we started by conducting design trades ,
determined preformance values and initial sizing leading to producing CAD models and defining
materials to be used . Then , using analytical, virtual, and experimental techniques we analyzed the
aspects of the design to establish a detailed design .Finally, prototypes are manufactured and more
practical tests are performed to fully evaluate the design based on the competition requirements. This
Method gives the apportunity to optimize our design feature based frequent iteration and rapid
prototyping and evetually maximize our our score . The diagram in Figure 11 illustrates the general
methodology.

Aircraft

Configuration

Figure 11

18
4.2 Document Design/sizing Trades

4.2.1 Weights

Weights estimation is an important aspect as it directly affects the lift required for flight at cruise, take-
off and landing as well as dictating ground roll for the latter two mission segments. The heavier the
vehicle gets, the faster it needs to go with the same wing to maintain steady flight. In addition to
horizontal flight, special consideration was maintained for the vertical flight mission profile, as if the
weight was incorrect, then there would be a possibility that the sized motors would not have sufficient
power to VTOL. As such the weight was closely monitored and kept constantly up to date throughout the
whole design process.
To estimate the initial weight of the UAV a components list was made. It allowed for an initial layout to
be done early in the development process of the systems intended to fly on the aircraft. To simulate
structural weight, assumptions on volume and initial size were made. Point loads were created to
represent the different components of the structure. The density values of the materials chosen were
then used to get a rough idea of the mass each segment of the structure would add to the total weight.
This was a factor in the calculations of all structural components, from the boom tail rods , to the foam
wings. In addition to the structure , all the avionics and propulsion weights were taken into account to get
as accurate as en estimate for the UAV weight as possible.
As we are finishing the construction of the vehicle , we compared the structure weight with the initial
estimated value . the orginal predicted value was 3.8 kg , while the final weight of the vehicle devoid of
components and motors was 2.1 kg . however the weight obtained from the first prototype was 2.63kg .
The reasons behind the initial value being almost a kilo and half heavier than the actual structure weight
was due to the detail undergone at that point in time. The initial weight estimation is from the conceptual
stage where the basic components of the structure were outlined and accounted for. The computer aided
design weight value was off by 1.7kg due to the differences in the materials assigned to the components
from those available in the software and to those actually used in the actual model.

4.2.2. Aircraft Sizing: Constraint Analysis

Since it provides the essential information for the initial design , Proforming a constraint analysis and
producing the constraint graph is the first and most important procedure in a new aircraft design. The two
main values are : wing loading and the thrust/wright ratio. With initial weight estimation, an accurate
sizing of the wing area and minimum thrust required can be obtained, knowing that they will meet all
performance requirements, limitations and regulations mentioned previously.
The generam methodology o the constraint analysis requires some preformance characteristics of
interest to be described using mathematical expressions . in other words to start the constraint analysis
we need to summarise the forces( or thier componenets ) that arise in different attitufrs of the aircraft.
Figure 12 shows the two generic free body diagrams were most the equations can be derived from.

19
Figure 12: Force Diagrams: a) Forces on a climbing aircraft, b) Forces on aircraft at constant bank angle

The force equilibrium equation may be obtained from Figure 12; with further assumptions at different
aircraft attitudes the general equation may be simplified and rearranged to make thrust to weight ratio the
subject.

20
 Attitude Assumptions Final Equation
Cruise

Maneuver/Turn
at Constant
Altitude

Take-Off

Given values of

Landing

Given values of

Constant Speed
Climb

TO Climb

Stall at Cruise

Table11: Constraint Analysis Equations, obtained from Mattingly et All

The table above displays all the equations used in the constraints analysis while the final parameters
used in these equations are shown in table 11.

21
 Constraint Analysis Parameters Obtained from…
Take-Off Velocity (m/s) 16.82 Calculated in spread sheet
Cruise Velocity (m/s) 22.23 \\
Stall Velocity (m/s) 14.02 \\
Dynamic Pressure TO (qto) 173.38 \\
(kg/ms2)
Dynamic Pressure cruise 303.82 \\
(qcruise) (kg/ms2)
Nmax (g’s) 3 Performance Requirements
AR 8.85 Calculated in spread sheet
Oswald factor ( e ) 0.95 Calculated in wing geometry section.
Fig. 6 in reference [28].
LA ground roll (SLA) (m) 52 Calculated in spread sheet
TO ground roll (STO) (m) 42 Calculated in spread sheet
Standard Atmosphere density at sea level
Density ( ) (kg/m3) 1.225 15°C
*Ground Friction ( ) 0.5 Estimated For Rubber and Wet Concrete
CL cruise 0.4287 Corresponding for aerofoil at cruise( 4°)
CL max Climb 0.8713 Corresponding for aerofoil at cruise( 7°)
Gravitational Acc. ( ) (m/s2) 9.81 Standard gravitational acceleration value
*Weight Lapse ( ) 1 Constant at 1 because there is no change of
weight during flight (electrical aircraft)
*Thrust Lapse ( ) 0.9 Limited Ceiling to 400ft. by regulations.
Total Drag Coefficient (CD) 0.025 Calculated in spread sheet
Zero Lift Drag Coefficient (CD0) 0.0217 Calculated in spread sheet
*External Drag Coefficient 0.02 Estimated for extra drag producing factors.
(CDr)
Weight (Kg) 6 Calculated in spread sheet
Wing Area (S) (m2) 0.45 Calculated in spread sheet
Group decision, estimate from market
*Vertical Velocity ( ) 2 analysis
(m/s)
k1 0.0181 Calculated in spread sheet
k2 0.0028 Calculated in spread sheet
Table 12: Constraint Analysis Parameters.

In order to polt all of these equations for a series of wing loading values to obtain the corresponding
thrust to weight ratios, we used Microsoft excel. This way, the constraint analysis graph can be obtained,
table 12.

22
 Mattingly et al Constraint Analysis
1
Manoeuvre 3g's
0.9
Cruise
0.8
Design Space
0.7 Take Off
(T/W)

0.6 Final
rati

Configuration
o

0.5
Weight

Landing
0.4 Constant Speed
-

0.3
t -to

Climb
Trus

0.2 Take Off Climb

0.1
Stall
0
0 50 100 150

Wing Loading (W/S) (N/m2)

Figure 13 :Constraint Analysis for the UAV

C.M. The initial values for the constraint analysis were obtained from Dr. J. Roskam and D. P. Raymer.
These estimates are meant to be for conceptual design of a commercial airline aircraft, hence not being
optimised for a UAV. These estimate and assume some regulations and performance requirements that
do not apply to the design of this aircraft, and therefore can only be used as a rough guideline. The initial
constraint analysis, following Dr. J. Roskams methodology can be seen in Figure 13 in Appendix A.
The constraint analysis delimits the range of thrust to weight ratios and wing loading values. As shown
in Figure 13 the design space is limited by different attitudes of the aircraft. Wing loading is restricted by
the stall speed and the landing configuration (the main factor being the landing distance). The thrust to
weight ratios are only limited on the lower side of the design space by the climb attitude, take-off
distance, 3g manoeuvre and the cruise conditions.
The two optimal configurations or the aircraft are shown by the blue arrows on the graph, these are the
positions of lowest thrust to weight, and hence less engine thrust, that the aircraft can have taking into
consideration the performance limits and regulations.
The initial aim of the UAV being designed is to be positioned on the right blue arrow, were the final
configuration is shown. This combination of T/W and W/S is better than the other optimal design point
because the aircraft has a larger wing loading, or in simple terms a smaller wing with greater forces being
excreted on it. Accounting that modern materials have great yield strength and the estimated weight of
the aircraft should not exceed 6kg, a greater wing loading is readily achievable.
The final configuration of the aircraft has a wing loading of 130.2 N/m 2 and a thrust to weight ratio of
0.5.

23
4.3 Describe Document Mission Model (Capabilities and Uncertainties)

Mission Segment Description

Takeoff Throttle is maximum, CL=CLmax and Angle of attack is constant. Take

off distance was calculated to be 45ft. A rolling coefficient of friction of
0.04 was assumed.
Climb Throttle is maximum, CL=CL,max_climb and Angle of attack is constant
This is the time it takes for the airplane to reach a safe cruising altitude
of 20 feet, climb angle is 10 degrees.
Cruise Throttle set to equate thrust and drag at cruise velocity ,L = W, C L=
CL,max L/D
Turn L = nW (turns were modeled with constant radii, velocities, and
altitudes. So a constant load factor of 3 was taken) , T = D, CL=CL,max
_L/D

Table 13: Mission Capabilities

4.4 Provide Estimates Of The Aircraft Lift, Drag and Stability Characteristics

4.4.1. Aerodynamics

Aerodynamics is the way air moves around things. The rules of aerodynamics explain how an airplane
is able to fly. The ability to modify these forces to ones requirements is the aim of this section. The
aircraft has to be able to lift its weight and produce minimal opposing force to obtain good efficiency and
performance.

Lift Equation

The lift equation shown below is the first place to look in in order know which factors are required to
define a good geometrical desing of the wing and an appropriate profile selection .
1
Lift= *(Density)* (𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦)2 *Wing Area*Lifit Coefficient
2
There are four aspects that affect the lifting capability of the wing , these are the wing profile, the wing
area , aircraft speed and the air properties that affect the air denisty.
The air density vaires continuously and therefore is an independent variable in the equation. The ISA
(international Standrd Atmosphere) vlue at a sea levem temperature of 15°C has been taken for all
calculations ; ρ=1 .225kg/mᶟ.
The aircarft speed has been initially estimated to be around 54m/s , but may still vary depending on
diffrences in weight or practical discrepancies with theorical values. The wing area has already been
determined in the constraint analysis anf has a value 0.4 m². The shape of the wing can vary and affect
the performance of the aircraft in many ways and will therefore be further duscussed below. Finally , the
wing aerofoil selectoin will affect the lift coefficient and other parameters that affect the stability of the
aircraft such as moment coefficients .

24
Wing Geometry

The area if the wing has to be 1.8 m². there is a variation of wing configurations that will satisfy the wing
area stated, but different configurations will affect the performance of the wing . these goemetrical
aspects are : Taper Ratio, Leading EdgeSweep, Twist , Dihedral/Andherdal and Adpect Ratio.
With a great effect on the induced drag that the wing exeriences during flight , the Aspect Ratio (AR)
defines the slenderness of the wong and can be obtained by usingt the equation below :
𝐛𝟐 𝐛
𝐀𝐑 = =
𝐒 𝐌𝐀𝐂

For the UAV to benefit greatly of inherent stability and a resemblance of an elliptical wing lift distribution
to reduce drag effects , the followong setup was initially chosen : Tapered wing , slight taper, with No
washout nor dihedral. There would be no need of sweep due to the low cruise velocity .The final
configuration of the UAVs wing can be seen in Figure 25 and Table 13

The Oswald efficiency parameter is an indicator that suggests how alike the wing geometry resembles
the optimal characteristics of an elliptical wing. It is an important factor estimating induced drag. There
are many numerical methods to estimate itdepending on the wing characteristics; as described by M.
Niƫă and D. Scholz [28]. A lifting line theory based method has been used because the wing does not
have sweep or twist. The method uses the taper ratio and aspect ratio of the wing to determine the
induced drag factor ( ), which is introduced in the following equation to obtain the Oswald efficiency
factor:
℮=1/(1+δ)
Figure 26 shows the lifting line theory relationship to obtain the induced drag factor (δ). With the values
from Table 13, δ= ***, obtaining an Oswald efficiency factor of e=***.

25
 Figure 14 Induced Drag Factor Vs. Taper and Aspect Ratio

To further reduce the wing tip vortex detrimental effect on the wing, the induced drag may be reduced
by the addition of winglets. These act as a fence between the high and low pressure at the wings tips
reducing the magnitude of the vortices and the downwash effect they have over the wing span.
With the wing design concluded the final lifting and pitching characteristics of the wing may be
determined, these will later on affect the tail size and its placement.

Aerofoil Selection

The Lift Coefficient is related to the profile section chosen. The profile section mainly varies in relation
to these parameters: Camber, thickness to chord (t/c) ratio, and position of maximum thickness. The
higher the camber and t/c ratio the higher the lift will be. Figure 27 shows the typical cambered aerofoil
section.

Tail Sizing

The solution to the empennage design was analysed from two perspectives; the tail sizing required for
the STOL mission and the tail requirements needed to be able to achieve the VTOL mission. The tail
sizing procedure used for the STOL mission is the same as that used in conventional aircraft by using
standard procedure which are illustrated by Jan Roskam, Mohammad Sadraey and D. Raymer. Given
below in figure 14 is the tail design procedure. The tail design procedure itself is an iterative process.

26
 Figure 14

V-tails have been fashionable in the Fourties and Fifties, and the claim was that they would cause less
drag than an equally effective conventional tail. This has two reasons:
1. Average chord length is longer, so the Reynolds number of the airflow is higher, causing relatively
less friction drag.
2. Instead of three surface-fuselage-joints, the V-tail has only two, so less interference drag is created.
Flight testing of V-tails showed only marginal advantages, and in damping they are less effective than a
conventional tail which is dimensioned for the same control effectiveness. The control effectiveness of a
control surface is proportional to the cosine of the V-angle, but the damping characteristics go down with
the square of the cosine.

27
Tail Aerofoil

Usually symmetrical aerofoil profiles are used in tail design. The sum of the pitching moments about
the aircraft’s CG was found to be negative. Therefore the tail was mounted at a negative incidence angle
in order to generate downward lift and counteract the moments. The commonly used NACA 0012 profile
was selected for the tail as it is quite simple to manufacture.

4.5 Provide Estimates Of The Aircraft Mission Performance

Figure 15 Maximum rate of climb

PA = Power Available, PR = Power Required

Mission 1:

Figure 16: Maximum Static Velocity

PA = Power Available, PR = Power Required

28
 Mission 2:

Mission 1 Mission 2

Empty Weight 3.09 lb Empty Weight 3.09 lb

Static Velocity 84 ft/s Cruise Velocity 48 ft/s

Turn time 4 * 1.63 sec Turn time 4 * 1.63 sec

Lap time 3 * 6.53 sec Flight Weight 4.85 lb

SCORE 30 SCORE 40

Max. Empty Weight: 3.09 lb

Rate of Climb: 7.22 ft/s

Total Score: 70

Table 14: Mission Performance Estimation

5. Detail Design
5.1 Document Dimensional Parameters of Final Design
Table 15 lists the pertinent dimensional parameters for the final design of the Zümrüd-ü Anka. It
includes overall dimensions as well as the dimensions of key subsystems.

Main Vertical Stabilizer Horizontal Stabilizer

Wing
Airfoil Eppler 423 Airfoi Flat Plate Airfoil Flat
Span 51.66 in Span
l 9.2 in Spa 21.88
Platein
Area 444.7798 Root Chord 8.2 in Root nChord 6.08 in
Aspect 6
in2 Taper Ratio 0.378 Taper Ratio 0.6
δ_a
Ratio 20° δ_ r 15° δ_ e 30°
Incidence 0° Incidence 0° Incidence 0°
Fuselage Ailero Elevato
Airfoil Clark Y Span n 38 in Span r 18.7 in
Length 19 in Chord 1.5 in Chord 1 in
Width 5 in Deflection 20° Deflection 30°
Payload Bay Electrical System Rudder
No. of 4 Power 1500 Watt Spa 12.38 in
Compartment(s n
) Compartmen 1.98 in. Motor GT2820- Chord 1 in
t Length 07
Brushles
Compartmen 1.98 in Batteries s
3s 11.1V Deflection 15°
t Width Outrunne
2200mAh
r Motor
30C LiPo
Battery
Cells 3
Figures of
Payload to TOW ratio Merit 0.363
Wing 1.584
Power
Loading 0.043
Load Factor
Loading 3
93
Table 15Aircraft
Dimensions

29
5.2 Document Structural Characteristics/Capabilities Of Final Design

After the final design of aircraft was done, the aircraft underwent various analyses of different criteria.
Such was done for structure of the aircraft. It evaluated the applicability of the overall structure under
required maneuvering conditions
5.2.1 Structural Analysis

The V-n diagram

The V-n diagram in figure 6 demonstrates the variation of load factor with airspeed for manoeuvres. In
other words it is the aircraft’s operational envelop. The operational envelope of an aircraft is mainly
determined by its structural capabilities, the stresses and forces the structure of it can withstand. Some of
the parameters in the diagram are estimates and the gust diagram is there only for demonstration,
showing the gust which falls within he envelope. Also the diagram only represents the horizontal flight
envelope without taking into consideration the tri-copter configuration. All of the aircraft velocities
demonstrated on the diagram are in terms of actual airspeed rather than equivalent because, the aircraft
is designed to fly relatively close to the ground and the difference between actual speeds and equivalent
can be assumed negligible.
The Lower limit load factor was calculated using the following formula:

The maximum lift coefficient is 1.08, wing area is 0.45m^2 and the weight of the aircraft is 6kg which
were used to calculate the lower limit load factor which is 2.05 however, due to margin of safety the
design of the aircraft structure was aimed to be able to withstand the load factor of minimum 3 which is
used on the diagram. Since it has been designed to limit load factor of at least 3 the gust diagram goes
up to load factor of 3.
The minimum speed indicated on the diagram is the stall speed of 14.021m/s below which the aircraft
is not allowed to fly because the wing will stall. The cruise speed of 22.272m/s is used to calculate the
dive speed, which is 1.25 of the cruise speed or 27.84m/s. Dive speed is also maximum allowable speed
at which the aircraft is permitted to fly at.
The take-off curves on the left hand side of the graph are estimations of clean configuration. If the flaps
are deployed during the take-off the curves would be steeper and the wings would generate more lift at
take-off. Negative side of the graph was just a rough estimate with negative limit load factor of -1 which
includes the margin of safety. As mentioned previously, many of the parameters indicated on the V-n
diagram are rough estimations and their accuracy have to been improved and proven through aircraft
testing.

30
Characteristics and Capabilities of the Structure

Stress Tests

Stress testing is the process of applying a load to a test piece and measuring its effect as a
deformation of the part. The load can be applied in a number of ways to affect the piece differently for
various conditions the piece might be found in an assembly. Stress testing of the carbon rods was
undertaken prior to final specification with a view to appropriately size the rods to the task they were
required to carry out once installed on the aircraft.
Stress testing plays a crucial role in verifying manufacturer claims of material strength and toughness,
statements that if taken only on face value could have a safety impact if the part were to subsequently fail
during flight manoeuvres.
The types of load application used in this round of testing were defined to simulate the conditions the
rods would experience when used in the tail booms and the wing spars. For the tail booms which would
be fixed at one end (at the wing) and support the load force generated by the tail at the other end, a
cantilever arrangement emerges as shown by Figure 105 below.

31
 During the test, the rod was secured at one end using a wooden block bolted to a rigid test frame. With
no weight yet placed on the rod, a measurement was taken to mark a datum from which all subsequent
measurements would be compared. Following definition of the datum, a hanger was secured using a
clamp to the free end of the rod, and incremental weights were added to the hangar. With each addition
of weight the rod would deflect and a measurement was then taken. The difference between this
measurement and the datum was the total deflection as a direct result of the weight being applied. The
calculated deflection was then plotted against the applied load to create a deflection curve for carbon
rods under a cantilever bending action and is shown in Figure 105.

The curves shown by Figure 106 describe a near linear relationship between applied load and
deflection which make estimations of deflection for a load not directly tested for to be made. Using this
graph, the team selected the 20mm rod for the tail boom as it deflected the least at higher applied loads
without looking unsightly. As a bonus, the weight differences between the 15mm and 20mm rods for a
given length were comparable which made sense to select the stiffer rod without an additional weight
penalty.
For the wing spars which can be assumed to be supported at the tips while the aircraft is in flight and
support the weight of the aircraft assumed to act at the middle of the rod, a 3 point load arrangement
emerges as shown by Figure 107 below.

32
 During the test, the rod was rested on the forks of a pallet truck, the forks of which were spread by a
distance of 621mm. With no weight on the rod, a measurement was taken between a straight edge laid
across the pallet truck’s forks and the centreline of the rod. Following definition of this deflection datum, a
hanger was secured using a clamp at the middle of the rod, midway between the end supports (the pallet
truck forks) and incremental weights were added to the hangar. With each addition of weight the rod
deflected a small amount and a measurement between the straight edge and the rod’s centreline was
taken. The difference between this measurement and the datum was the total deflection as a direct result
of the weight being applied. The calculated deflection was then plotted against the applied load to create
a deflection curve for carbon rods under a 3 point bending action and is shown in Figure 108.

The curves shown by Figure 108 describe a near linear relationship between applied load and
deflection particularly for the 8mm rod while the 10mm rod showed a small deviation from the straight line
projection, probably as the result of measurement errors. Using this graph, the team selected a
combination of the 20mm and 10mm rods for the front and rear spars respectively as together they would
provide the greatest resistance to bending in flight while still being light enough for the purpose.

5.2.3 Aerodynamic Capabilities of Wing

Flow simulation:
An ansys ( fluent ) flow simulation was done over the corresponding wing at a 30 m /s cruise velocity.
The simulation provides a clear conception about the flow characteristics like pressure, Vorticity and
turbulence over the wing.

33
5.3 Document Systems And Sub-Systems Selection/Integration/Architecture

During iterations in preliminary design phase, different systems and sub-systems were considered
to achieve goal characteristics for the aircraft to secure maximum score. The major systems
considered are described in the following phase.

5.3.1 Fuselage

Fuselage is made of Foam where Kevlar has been used for strengthening the structure. The structural
robustness is vital as this is the only component carrying all heavy propulsion component such as
battery, motor, etc. whereas also provides for the payload bay which is of the first and foremost
importance to the design.

5.3.2 Wing

The wing was not produced as a single unit, rather it has two divided part . which allows the aircraft to
have a hybrid behavior. Both parts are made of Foam and covered by Kevlar layer to gain more
structural strenght.

34
5.3.3 Empennage

Our team chosed to go with the V-tail . Also built using the same materials as the wings .

5.3.4 Tail Boom

The tail Boom is a Carbon fiber pipe providing for both high-load bearing capability and less weight.

5.3.5 Battery

A battery configuration to accommodate for all way through both missions was selected from
various alternatives. The choice battery is a Turnigy 2200mAh 3S 30C Lipo Pack Battery.
The team picked the battery with the help of online forums and websites. The table down below
shows the specifications of the chosen battery :

35
 Minimum Capacity 2200mAh
Configuration 3S1P / 11.1v / 3Cell
Constant Discharge 25C
Peak Discharge (10sec) 30C
Pack Weight 164g
Pack Size 105 x 34 x 23mm
Charge Plug JST-XH
Discharge Plug XT60

5.3.6 Motor Selection

In order to accommodate for propeller in accordance with the selected battery and the from various
alternatives the team selected the motor configuration needed . the assembly is situated on the both
wings and tail . the selected motors are Sky-Hero LS 2806-950KV Motors. The specifications are given
as presented in www.rcgroups.com .

Propeller (in x in) APC-E 12 x6

Watts 210
Amps 18
Max Amps 32
ESC Amps 30
KV rpm/V 950
Weight (g) 60g
Dia. (mm) 25
Length (mm) 34.0
Shaft (mm) 4.0

5.3.7 Speed Controller

Simonk 30amp Speed Controller ontroller was used to control the speed at different conditions. The
followings are the specifications as shown in www.hobbyking.com :

Cont Current 30A

Burst Current 35A
BEC Mode Linear
BEC 5v / 3A
Lipo Cells 2-3s
NiMH 5-12
Weight 25g
Size 45x24x11mm

5.3.8 Servo Mechanism

There are 2 servos to provide for the required maneuvering. The number was selected for ease of
controlling as well as accommodation of channels in the flight instruction panel.

36
5.4 Document Weight And Balance For Final Design

The weight and balance table below is constructed using weight of components and the respective
distances from that datum point at motor. The weight balance was calculated for both missions.It is
also observed that the overall C.G. (Centre of Gravity) of the aircraft was in both case between the
forward C.G. 7.09 inch from nose and aft C.G. at 15.59 inch from nose of aircraft. The predicted
C.G. location from the CAD is shown in Figure 5.9 which is for with payload condition.

Ercan degistir lb in
Mission 1 Mission 2
Component Weight Component Moment Weight Component Moment(lb.
(lb) C.G (in) (lb. in) (lb) C.G (in) in)
Fuselage 0.18 7.89 1.42 0.18 7.89 1.42
Structure Wing 0.42 11.74 4.93 0.42 11.74 4.93
Empennage 0.2125 28.225 5.99 0.2125 28.225 5.99
Propeller 0.047 -0.8 -0.0376 0.047 -0.8 -0.0376
Motor 0.333 2 0.666 0.333 2 0.666
Propulsion Battery 0.4 5 2 0.4 5 2
Servos(2) 0.066 2.98 0.197 0.066 2.98 0.197
Servos(2) 0.066 9.12 0.602 0.066 9.12 0.602
Systems and other 1.36 6 8.16 1.36 6 8.16
equipment
Payload …….. …….. ……… 1.76 5.95 10.472
Total (lb) 3.09 …….. 4.85 ……..
Aircraft C.G (in) 7.74 8.83

5.5 Document flight performance parameters for final design

After test flight of mission model, the followings were obtained as practical values of light parameters.
All of which made up for calculating mission performance.

Parameters Mission 1 Mission 2

Flight Weight (lb) 2.1 kg 2.265 kg
CL 1.2 1.5
CD,0 0.021 0.021
Vcruise 58 ft/s 58 ft/s
VSTALL 34 ft/s 34 ft/s
Vmax 62.2 ft/s 62.2 ft/s
W/S 0.653728 kg/ft2 0.653728 kg/ft2
W/P 0.029926 kg/kb 0.029926 lb/lb
Range 1083 ft 1083 ft
Load Factor, n 2.7 2.7
Turn Rate 1.63 sec 1.63 sec
Take-off Distance 45 ft 45 ft
Flight Time 90 sec 110 sec
Required Power 7.20 kg ft/s 7.20 g ft/s

37
5.6 Document Rated Aircraft Cost

Materials
Body
Materials

Engines
Costs (₺)
1499
449
Battery 179.9
Electronic Parts 119.9
Camera 315
Other Materials 558
Total 4.199,9

5.7 Document Mission Performance For Final Design

The flight performance including key aspects such as the different velocities, turn performance, take-
off distance, stall speed, etc. are predicted and tabulated in the following table which later was
synchronized and modified after test flight.

Parameters Mission 1 Mission 2

CL 1.2 1.5
CD,0 0.021 0.021
Vcruise 58 ft/s 58 ft/s
VSTALL 34 ft/s 34 ft/s
Vmax 62.2 ft/s 62.2 ft/s
Climb Rate 7.22 ft/s 7.22 ft/s
W/S 0.653728 kg/ft2 0.653728 kg/ft2
W/P 0.029926 kg/lb 0.029926 kg/lb
Range 1083 ft 1083 ft
Load Factor 2.7 2.7
Turn Rate 1.93 sec 1.93 sec
Take-off Distance 45 ft 45 ft
Flight Time 90 sec 110 sec
Required Energy 7.20 kg ft/s 7.20 kg ft/s

5.8 Drawing Package

The drawing package is a detailed visual illustration of the final design including the 3-View
drawing with dimensions, Structural arrangement drawing, Systems layout/location drawing,
Payload(s) accommodation drawing(s).

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39
 6. Manufacturing Plan And Processes

It’s a well known fact that Manifacturing and construction methods have a big impact on the weight and
the strenght of an aircraft design. with our mind set on the desired goal we are aiming to achieve with
our aircraft, our team considered three major fabrication methods , with the fallowong characterestics :
• Wood Build-Up – With exceptional strength-to-weight ratio, this method provides great scoring
characteristics and a modest amount of manufacturing complexity.
• Foam – In this method extruded polystyrene (such as Depron ,Styrofoam or Expanded
Polypropylene) are cut by a CNC hotwire to build the main parts of the airframe. Stronger and
denser XPS depron is used which is closed cell foam that needs less glue and adds considerable
strength. Due to lack of energy absorbing capacity, depron is very brittle.
• Composite Used for structural purposes, composite has the advantage of combining a number of
properties not usually found together in a single material. In particular it combines high strength

40
 and low weight, while at the same time it is non-corrosive and has thermal and electrical
insulation properties. It can also be machined like wood using diamond-tool equipment.
• We compared these methods based on aircraft weight, strength, and manufacturability and costs
in table 16. We decided to manufacture the majority of foam coverd by Kevlar layer , primarily
due to the scoring impact of aircraft weight. In areas of significant structural loading, we used a
small number of carbon fiber components for added strength and stiffness.

For the comparison of above three processes, five technical performance measures (TPM) were
selected as follows.

1. Strength-to-weight ratio
Analyzing the mission profile, the team put high emphasis on the maneuvering performance of the
designed aircraft. So material with high strength-to-weight ratio was sought for the manufacturing
process.
2. Manufacturability
As the design contains various critical parts, the ease of manufacture was also considered for the
selection of materials for manufacture.
3. Maintenance and repair
Due to the fact of any damage like crash or accidents, materials with high maintenance and
reparability is to be considered.
4. Cost
As the team has a limited budget, the team also included the parameter ‘cost’ for selecting the
material for construction.
5. Experience
Experience provokes high skills and better management in the manufacturing process. The team’s
experiences on the previous projects were also considered.
A figure of merit was constructed with the above five TPMs. Each parameter was given a weightage
according to its importance.
The parameter which has a positive contribution was marked with ‘+1’ and parameter having negative
contribution was marked with ‘-1’. For neutral contribution, it was marked with ‘0’.

Technical Performance Weight (%) Balsa Foam Carbon

Measures wood (Expanded Fiber
Polypropylene)
Strength-to-weight 25 1 -1 1
ratio
Manufacturability 25 0 1 -1
Maintenance and 20 0 1 -1
repair
Cost 10 0 1 -1
Experience 20 1 1 -1
TOTAL 100 45 50 -50

Table 16
6.1 Document The Process Selected For Major Component Manufacture

The Anka60 team was acquainted with 2 methods for cutting the balsa sheets in accordance with
the design. These are:
1. Hand cut: In this method balsa sheets are cut by cutter according to the design and made
smooth by sand paper.
2. CNC cut: In this method, a CAD file is generated for the laser cut of the balsa sheets.

Parameter Weight Hand cut CNC cut

(%)
Accuracy 50 -1 1
Easiness 10 -1 1
Time 15 -1 1
Cost 10 1 -1
Flexibility 15 1 -1
TOTAL 100 -50 50

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 Table 17
6.2 Manufacturing Processes Investigated And Selection Process And Results

A summary of the manufacturing materials are listed in the table below.

Purpose Material selected

Primary structure Expanded Polypropylene (EPP)
Supporting material Carbon Fiber Pipe,PLA
Adhesive Epoxy
Covering material Kevlar Fabric
Strengthening Kevlar Fabric
material
Tail boom Depron
Table 18
Wings & Tail

The wing and tail cores were manufactured externally. The EPS core used was CNC cut. Slots were
cut for the servos and the 3-D printed fuselage and boom connections. The holes for the spars were also
cut using hot-wire. The core was then veneered with balsa wood.

Propulsion

The mounts for all motors both for horizontal and vertical flight were designed to withstand the forces
and thrust outputs expected during operation. For example the EDF and tri-copter propeller motors used
in the aircraft are all capable of a significant amount of thrust; around ** kg static thrust each. Due to this
the bulkheads and motor mounts connecting the propulsion to the fuselage were required to be suitably
rigid and well designed.

Payload

The team aimed for carrying a payload of 50 gm. Four 3x3x3 cubic boxes were made out of foam and
filled with first aid items, medicines etc. Each box was weighed by weight machine to maintain accuracy.

6.3 Manufacturing Milestones Chart: Plan And Actual

Every successful project was built according to proper planing and implementations. Therefore our
teamhas made a Gantt chart for the getting a pictorial view of the planned and the schedule and the
progress of work accordingly .

Manufacturing Timetable
Job/Task Month
29 5 12 19 26 3 10
Job Task March April April April April May May
Hand cutting
of parts
Prototype
Assembly
Wing
fabrication
Fuselage
fabrication

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 Tail
assembly
Payload
compartment
Landing gear
attachment
Propulsion
and final
assembly
Laser cutting
of parts
Wing
fabrication
Fuselage
fabrication
Final Tail
Assembly assembly
Payload
compartment
Landing gear
attachment
Propulsion
and final
assembly

Planned Actual

7. Testing Plan

The main purpose of this section is to test the aircraft and its components in order to assure that
aircraft’s better performance , durability and structural strenght is up to the mark. Testing plan icluded
flying tests of the aircraft for both missions.

7.1 Test Objectives And Schedule

A rigorous test regime was designed to validate the estimated performance characteristics generated
during the design process and compare them with actual performance parameters.

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7.2 Test And Flight Check Lists

Propulsion testing

Propulsion testing was done to determine which of the motor is best for the mission. And also battery
durability and power consumption by the motor was tested. The team completed a series of tests on
propulsion components in order to confirm theoretical predictions and optimize system selections. We
applied the principles of moment balance and designed a custom thrust rig to transfer motor and
propeller thrust values to a digital scale. Tests were performed for all designed systems and variations
thereon by ramping the motor from zero to full throttle and then back to zero.

Structural testing

The structure was tested by applying some weights on the wing to test how much load the structure
can support.

Flight testing

Our team conducted three flight test :

• Horizontal Flight Test 1 : The first flight test was an attempt to do the conventional flight to make
sure that the UAV is capable of doing STOL.
• Horizontal Flight Test 2 : The second flight test was carried out after taking consideration and
improving upon the weaknesses detected during the first test flight.
• Vertical Flight Tests : This test was to check weather the aircraft is fully capable of lifting itself off
the ground .

Check list

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 Structual Testing
• Wing Loading: The wing must be able sustain the loading applied during a 2g fully loaded
turn without failure or substantial deflection. This will be simulated by wingtip and spar
loading tests.
• Landing Gear Strength: The landing gear must be able to sustain and absorb a landing
shock of gully loaded aircraft without failure.
Propulsion Testing
• Static Thrust Test: Static thrust testing will be performed to validate theoretical calculations
of current draw and thrust values.
• Receiver Battery: The receiver battery must be able to power the receşver and all servos for
a minimum of five minutes.
Payload Testing
• PA Containment: The PA must be capable of containment inside the MSA, including small
protrusions such as servos and control horns.
• MSA Assembly: The components of the MSA must fit together precisely in order to properly
constrain the PA. This capability will be validated by testing the tolerances of crucial
components, e.g the holes constraining the fiber spar.
Flight Testing
• Stability and Control: Both aircraft must have acceptable performance in roll, pitch, and yaw,
as observed during flight testing.
• Taxi: Both aircraft must have the capability to maneuver in a straight line to facilite takeoff.
• Mission Performance: Both aircraft must fly the required number of laps and land safely
within five minutes.

8. Performance Results

The performance result of UAV was also analyzed and given below.

8.1 Describe the demonstrated performance of key subsystems

All sub systems were checked for required performance after all.

8.1.1 Describe The Demonstrated Performance Of Your Complete Aircraft Solution

Battery performance

Following Figure demonstrates the theoretical and practical consumption of battery with respect to time.
In theoretical case, the team assumed throttle in full power condition. However pilot regulated the throttle
power according to flight requirements and in order to prevent excessive heating of the battery. This
deviates the battery consumption from the theoretical one.
Receiver battery testing indicated that the receiver was powered continuously for six minutes. These
results were verified during flight tests in that the receiver never lost power during flight.

45
Motor performance

Motor performance was estimated by the team during preliminary design. But in actual situation the
performance was not same. Power requirement was greater than the team’s estimation. Performance of
motor was calculated in Metical software and it was observed that the motor performance changes with
different propeller. It was expected as the power consumption and efficiency of different propellers are
also different.

8.1.2 Structures

To validate our wing design and construction methods, a set of wings was tested to failure with a three-
point beam bending test. The wings held the expected loads with minimal deflection and performed well
to a factor of safety of at least 2. Although a 25 kg. load is excessive, the resistance to deflection—the
design goal—validates what would otherwise be considered an overbuilt connection design.

8.3 Describe The Demonstrated Performance Of Your Complete Aircraft Solution

Aircraft Flight Performance

Therought out the whole process of designing and building our aircraft , we have run several flight test
to get the best performance and meet the goals we have had set in the design. the tables below
summarise the flight test ressults .

46
 The performance parameters obtained in the final flight test are tabulated and compared with
the estimated parameters.

Since the very beginning of the design and manufacturing process, the team gave high emphasis on
the weight of the aircraft. Use of carbon fiber tail boom and other design considerations paved the way of
achieving very little difference in case of weight estimation.Differences in cruise and stall velocities were
due to the presence of high wind. Besides, adhesives and paints used in the aircraft

8.4 Compare To Predictions And Explain Any Differences And Improvements Made

Some insignificant values were changed in case of making Avion 71. Though from the historical values
the analyses were done, finally some features and performance improvement were included in the
design which made the UAV light-weight, fast moving, highly maneuverable in case of taking turn, high
controllability, and stiff structure to carry maximum load as it can. Also to drop the payload, an easy
spring mechanism was mounted. For example :
• The payload drop mechanism was changed a bit after a couple of prototypes .
• The landing gear was mounted and demounted after , the team thinks the aircraft is better with
no landing grear .

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 9. BIBLIOGRAPHY

[1] Daniel P. Raymer, 1992, Aircraft Design: A Conceptual Approach

[2] Url-1, <https://www.slideshare.net/zukun/ethz-cv2012-tutorial-opencv>, Accessing date 27 Feb

2017

[3] Url-2, <https://shop.mikroe.com/development-boards/full-featured/easy-boards/easypic>,

Accessing date 27 Feb 2017

[4] Url-3, <http://www.metehanemlik.com/vtol-iha.html>, Accessing date 27 Feb 2017

[5] Url-4, <http://www.sesavunma.com/TR/SE_Urun_Portfoyu_E2014_v1.pdf >, Accessing date 27

Feb 2017

[6] H. Çakır, D.F. Kurtuluş, 2016, Dikey İniş/Kalkış Yapabilen Hareketli Kanatlı İnsansız Hava Aracının
Tasarımı, VI. ULUSAL HAVACILIK VE UZAY KONFERANSI UHUK-2016-027
28-30 Eylül 2016, Kocaeli Üniversitesi, Kocaeli

[7] Cornell University 2015-2016 Aircraft Design Report Cessna/Raytheon/AIAA Design-Build-Fly

Competition

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