Morphing Wing: Enhancing Aircraft Performance by Altering Wing Design

Morphing Wing: Enhancing Aircraft
Performance by Altering Wing Design
Hussain Mehdi
Muhammed Salim
Ravindu Thakshila Kiriellage
Muhammad Yasir
Extended Diploma in Aeronautical Engineering
Advisor: Ms. Anadika Baghel
Emirates Aviation University

2019
1
Abstract
This report discusses the different techniques and systems used to achieve aircraft
morphing. The goal of the project was to design a morphing wing capable of altering its
shape in-flight for a UAV. The report outlines all of the steps taken to design, build and test
the morphing wing. In addition, multiple morphing wing ideas have been explored and
tested using prototypes, the details of these prototypes has been given in this report along
with outlining the reasons as to why those design ideas were abandoned. The report is
structured around the three primary parameters to achieve wing morphing: Geometrical
parameters: planform alteration (span, sweep and chord), out-of-plane transformation
(twist, dihedral and span - wise bending), and aerofoil adjustment (chamber and
thickness).
Aim of the project is to explore multiple morphing wing designs in accordance to a hunter-
killer
UAV combining the loiter endurance and high-speed dash capabilities of an attack aircraft.
Objectives of the Project:

I. Research and discuss the need for a Morphing Aircraft Wing suitable for an Unmanned
Aerial Vehicle (UAV).
II. Conduct experimental analysis and compare the performance of the best configuration.
III. Discuss the performance of the most feasible morphing configuration for modern
military
and UAV aircraft.
2
Acknowledgements
We would like to express our thanks and gratitude to our project advisor Ms. Anadika
Baghel for helping us throughout the project and helping us achieve the tasks within the
required period.
Secondly, a special thanks to:
 Mr. Apu Chandra Paul for advising us on improvements to make to the project
 Mr. Khurram Iqbal for allowing us to use the avionics workshop and providing
technical guidance when required
 Mr. Alaa Ajengui for helping us with metal fabrication and technical guidance
 Mr. Nabil Jamil and team for giving us the rubber sheets
3
Table of Contents
Abstract......................................................................................................................................................2
Acknowledgements...................................................................................................................................3
Table of Figures..........................................................................................................................................5
Table of Tables...........................................................................................................................................6
(1. A) Introduction.....................................................................................................................................7
(2. B) Why Aircraft Morphing?.................................................................................................................8
(3. C) History..............................................................................................................................................8
(4. D) Aircraft Morphing............................................................................................................................9
(5. E) Morphing Systems.........................................................................................................................13
(6. G) Software Modelling.......................................................................................................................18
(7. H) Initial Project Plan.........................................................................................................................24
(8. I) Final Wing Construction.................................................................................................................31
(9. J) Adaptation of Morphing Design to UAV........................................................................................40
(10. K) Data Analysis (Live Testing).......................................................................................................41
(11. L) Recommendation.........................................................................................................................47
Appendix..................................................................................................................................................50
References................................................................................................................................................56
4
Table of Figures
Figure 1- Morphing Wing Concept Idea (Stories by Williams , 2014)...........................................................7
Figure 2- The Wright Brothers Wing Warping mechanism from the 1899 Kite design shows wing
braces and strings attached to the mechanism (Wikipidia, n.d.).................................................................8
Figure 3- Bell X-5 Morphing Aircraft (Wikipedia , n.d.)................................................................................9
Figure 4- Inflatable Telescopic Spar Concept (Rayhan Afsar, 2015).............................................................9
Figure 5- Variable Wing Sweep Aircraft (Rayhan Afsar, 2015)...................................................................10
Figure 6- Sting mounted HECS models in BART (NASA, n.d.).....................................................................11
Figure 7- Wind tunnel lift behavior for each model configuration (NASA, n.d.)........................................11
Figure 8- Wind tunnel drag behavior for each model configuration (NASA, n.d.).....................................12
Figure 9- Pneumatic equipment including solenoids and actuators (Wikipedia, n.d.)...............................13
Figure 10- Solenoid and valves for pneumatic system (Wikipedia, n.d.)...................................................14
Figure 11- Old Mechanical System operating an actuator (Wikipedia, n.d.)..............................................15
Figure 12- Gears for a mechanical system (Wikipedia, n.d.)......................................................................16
Figure 13- Chitosan-glycerophosphate Material (Wikipedia, n.d.)............................................................17
Figure 14- Aircraft Wing Morphing using thermo-sensitive materials (Aerospace Engineering , 2012)
.................................................................................................................................................................. 17
Figure 15- Aerofoils used in simulation.....................................................................................................18
Figure 16- Cl vs Angle of attack (simulation results)..................................................................................19
Figure 17- Cm vs Alpha graph....................................................................................................................19
Figure 18- Wing Design Xfoil......................................................................................................................20
Figure 19- Wing Simulation Analysis..........................................................................................................21
Figure 20- NACA 0012 Morphing Surface Design (Anon., n.d.)..................................................................21
Figure 21- Xplane 11 (xplane, n.d.)...........................................................................................................22
Figure 22- NACA 0012 Aerofoil Designed in Foil Maker.............................................................................23
Figure 23- Pneumatic Boots (Aeronautics Guide , 2017)...........................................................................24
Figure 24- Morphing Aerofoil Section Prototype 1....................................................................................24
Figure 25- NACA 6418 & NACA 0012 aerofoils..........................................................................................25
Figure 26- Morphing Section of aerofoil....................................................................................................25
Figure 27- Wing Sweep Alteration.............................................................................................................26
Figure 28- Pneumatic System Flow Chart..................................................................................................26
Figure 29- Pneumatic Equipment..............................................................................................................27
Figure 30- Schematic Diagram of the pneumatic system (Aeronautics Guide , 2017)...............................28
Figure 31- Air Compressor.........................................................................................................................28
Figure 32- MQ-9 Reaper (Wikipedia , 2019)..............................................................................................40
Figure 33- Cl vs AoA at 10 m/s control aerofoil.........................................................................................41
Figure 34- Cl vs Angle of Attack (Control aerofoil 15 m/s).........................................................................42
Figure 35- Cl vs AoA for Morphing Wing 10 m/s at 0-flap angle................................................................44
Figure 36- Cl vs AoA graph for Morphing Wing with full flap at 10 m/s.....................................................45
Table of Tables
5
Table 1- Results of Inflatable telescopic spar concept...............................................................................10
Table 2- Wing Analysis Results (subsonic).................................................................................................20
Table 3- Aerofoil Shape according to flight stage......................................................................................25
Table 4- Budget Analysis............................................................................................................................27
Table 5- Actual cost of prototype 1...........................................................................................................27
Table 6- Control Aerofoil Wind Tunnel Results 10m/s...............................................................................41
Table 7- Control Aerofoil Wind tunnel results 15 m/s (attached in appendix)..........................................42
Table 8- Morphing Aerofoil Wind Tunnel Testing 10 m/s with 0 flap angle...............................................43
Table 9- Morphing Wing -Full Flap at 10 m/s Wind Tunnel Results...........................................................44
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(1. A) Introduction
Morphing Wings have been the topic of discussion for many centuries. The idea of a wing
changing shape in flight has been on the minds of many famous researchers. Almost all the
proposed ideas are either impractical or have significant drawbacks that limit them to
testing rather than industry implementation. Morphing is the change of shape that brings
certain characteristic advantages to an aircraft. This shape change can be in multiple
geometric parameters: planform alteration (span, sweep and chord), out-of-plane
transformation (twist, dihedral and span - wise bending), and aerofoil adjustment
(chamber and thickness).
The primary idea of a morphing wing arose from the observation of birds and their
characteristic wings. Birds are capable of highly efficient flights by adapting their wing
ergonomics and energy consumption methods to allow them to fly faster and over longer
distances. The primary problem faced by researchers when designing a viable morphing
wing aircraft was weight. This is the primary reason why the previous morphing wing
aircraft were never accepted and moved forward. However, new morphing wing design
ideas such as smart materials allow for wing alterations without the added increase in
weight for an aircraft. This review highlights the primary problems faced when designing a
morphing wing and covers the past, present and future morphing development activities.
An in-depth analysis of morphing wings has been included in this report and a prototype of
a morphing wing has been developed. Wind tunnel test results have been included and
compared to a control (symmetrical morphing wing). Details of all components, research
papers and design ideas have been added.
Figure 1- Morphing Wing Concept Idea[ CITATION Sto14 \l 1033 ]
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(2. B) Why Aircraft Morphing?
The ability to alter an aircraft’s wing in flight has been the dream of many aeronautical
engineers for decades. An aircraft that would be capable of altering its wings in-flight to
suit the mission’s objective would pose great advantages for the operator. During World
War II, bomber aircraft were used to carry large payloads over large distances but
required multiple smaller aircraft for security throughout the route. However, in the
current modern warfare era, there are thousands of aircraft available for a multitude of
different missions. Morphing aircraft enable to produce mission adaptive aircraft suitable
for many tasks instead of being limited to a selected few.
[ CITATION Ray15 \l 1033 ]
(3. C) History
Morphing wings have been around for decades. It is a topic that was first initiated by the
Wright Brothers in 1903. The Wright Brothers developed a system that consisted of a
series of pulleys and cables that would twist the trailing edge of the wing in opposite
directions. This is called “Wing Warping”.
Figure 2- The Wright Brothers Wing Warping mechanism from the 1899 Kite design shows wing
braces and strings attached to the mechanism [ CITATION Wik197 \l 1033 ]
The goal of the Wright Brothers was not to design an aircraft that would be capable of
lifting off into the air but designing one that would be controllable and therefore, Wing
Warping played a significant role in the success of the Wright Flyer and other consecutive
concepts that followed.
However, modern aircraft have replaced wing warping with ailerons. This helps reduce the
complexity of the control surface (i.e. makes it robust) and improves handling capabilities
of the aircraft.
In 1951, the Bell Aircraft Cooperation developed an aircraft named Bell X-5. This aircraft
was capable of changing its wing sweep when in flight. The X-5 was inspired by a German
aircraft called P 1101. This wartime aircraft was capable of altering its sweep on ground.
The X-5 had a jackscrew assembly that moved the wing along a set of short horizontal rails
8
and was locked using disc brakes. This aircraft had certain flaws in the design due to a
poorly positioned tail and vertical stabilizer.
Figure 3- Bell X-5 Morphing Aircraft

[ CITATION Wik19 \l 1033 ]
[ CITATION Wik19 \l 1033 ]
(4. D) Aircraft Morphing

There are three primary methods of successfully morphing an aircraft wing:
 Planform transformation: Sweep, Span and Chord
 Out of plane transformation: Twisting and Bending
 Airfoil transformation: Camber and Thickness
(4.1) Planform transformati on can be achieved by any of the following
methods:
a. Variable Span for Fixed wing aircraft:
Aircraft with longer wingspans are very stable and can glide over long distances with
minimum fuel burn. However, aircraft with shorter wingspans are capable achieving tough
maneuvers and can travel at faster speeds but they are less aerodynamically stable.
Developing a wing that can alter its span can add huge benefits to an aircraft as it can have
the best of both worlds. A design concept using inflatable telescopic wing spars can be
used to achieve this.
Figure 4- Inflatable Telescopic Spar Concept[ CITATION Ray15 \l 1033 ]
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This design idea was tested by researchers and the results are tabulated below:
Characteristic * Percentage Increase / Decrease

Total Drag (from fully retracted to fully Increase by 30%
extended position)
Aircraft Range Increased by 19%
Aircraft Stability (from fully retracted to Increased by 63%
fully extended position)
*Results are based on a modified delta vortex RC aircraft, results on life size model may vary
Table 1- Results of Inflatable telescopic spar concept
The telescopic wings were molded from fiberglass and were hollowed out to reduce
overall weight.
b. Variable Wing Sweep:

Wing sweep is the angle between the diagonal of the wing and the vertical of the aircraft
body. Fighter aircraft usually have a backwards sweep as this configuration allows them to
be unstable and do high speed maneuvers easily. The sweep allows to offset the
shockwave therefore, delaying the formation of the wave at supersonic speeds. This allows
for lesser drag to be induced due to the compressibility of the fluid at supersonic speeds.
Figure 5- Variable Wing Sweep Aircraft[ CITATION Ray15 \l 1033 ]
c. Chord Morphing:
The chord length of a wing can be altered using flaps, placed on the leading and trailing
edges of the wing. The system can be actuated using servos allowing for precise angular
movements. The major drawback of this system is the actuation due to the presence of
spars, fuel tanks and other structural components within the wing. However, chord
morphing has been extensively applied to rotary aircraft such as the LIG-7, designed by the
USSR in 1973. In this aircraft, the system consisted of six chord wise overlapping sections
that were retracted or extended using tensioned steel wire. The area change caused by the
full extension of all of the surfaces, caused an increase of 44% in the total wing surface
area. The entire structure, including the ribs and structural members were constructed
from honeycomb structures. The major drawback of this system was that the design added
additional weight and due to multiple moving parts, the system was complex in design.
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(4.2) Out-of-plane transformati on can be achieved by the following methods:

a. Lateral Wing Bending:
This concept of wing bending was explored in depth by NASA for the Hyper Elliptic
Cambered Span (HECS) concept. This design idea suggests getting continuous out-of-plan
wing morphing inspired by birds. A joint connection system was incorporated in the
design, and the system was actuated using SMA tendons and DC motors. An in-depth
analysis on the system was conducted at the Basic Aerodynamics Research Tunnel (BART)
at NASA Langley Research Center.
Figure 6- Sting mounted HECS models in BART[ CITATION NAS19 \l 1033 ]
The results of the multiple tests have been displayed below:
Figure 7- Wind tunnel lift behavior for each model configuration (NASA, n.d.)
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Figure 8- Wind tunnel drag behavior for each model configuration [ CITATION NAS19 \l 1033 ]
b. Wing Twisting:
This morphing technique can be achieved by moving the loading of the wing closer to the
root about the roll axis. Geometric twisting of the wing can be achieved by twisting the ribs
and altering the ribs angle of attack. The skin of the aircraft was made from a series of
elastic rubber tubes connected independently to torque rods. This concept produces huge
amounts of drag. The ribs of the wing were flexible as well allowing for span wise bending.
(4.3) Aerofoil transformati on can be achieved by the following methods:
a. Aerofoil camber change:
The changing of aerofoil camber is done by altering the length and curve of the aerofoil. A
plate-like element is used as one of the design ideas for camber alteration which is
connected to a joint and mechanical actuator. A series of levers were used to reduce the
overall load on the joint. As the wing camber is altered, the lift distribution along the
wingspan also changes.
Another method of altering wing camber is the use of SMA (shape memory alloys) coupled
with piezoelectric actuators. Other ideas were also explored, but most resulted in
structures weighing a lot due to the morphing mechanism inside. However, some ideas
have generated wings that are capable of altering camber which produce lighter and stiffer
wings.
b. Aerofoil Profile Adjustment:
Lift characteristics on a wing can be manipulated using Aerofoil profile adjustment. This
system allows the aerofoil shape to be entirely altered using a series of actuators
connected to springs. The springs would pull the aerofoil in specific directions allowing
aerofoil profile to change. SMA can also be coupled with this design idea to enhance the
mechanism by which the profiling is done.
(5. E) Morphing Systems

12
The three primary ideas explored when deciding a morphing system to be developed were
pneumatic system, mechanical system and thermos-sensitive material system. All of these
ideas have been explored below.
(5.1) Pneumati c system
The Pneumatic System for a morphing wing comprises of two stages. The first stage
includes increasing the thickness of the aerofoil resulting in an increase in the camber of
the wing, which in turn affects the lift characteristics of the wing. The second stage
includes altering wing sweep, this allows the wing to be more maneuverable and delay the
on-set of shockwaves.
To achieve both of these stages of morphing using a pneumatic system, we first need to
look at how a pneumatic system operates.
A pneumatic system is a system that operates using air pressure. Pneumatic system has
solenoid valves to control the flow of air from manual to automatic. Examples of this can
be found in industrial manufacturing, home garage or a dentist office.
Figure 9- Pneumatic equipment including solenoids and actuators [ CITATION Wik198 \l 1033 ]
Pressurized air is pumped from a tank, which connects to a pneumatic solenoid. This
solenoid is connected to a battery, which allows the airflow to be controlled, and the
direction of the flow to be reversed (for dual action pistons). The solenoid is then
connected to an actuator (i.e. piston and airbag). The safe range for the air pressure to be
used at is 60 psi to 120 psi.
Furthermore, the primary reason for using a pneumatic system is the effectiveness of the
controls. The piston can be actuated at high speeds and kept locked using air pressure, this
allows for a much robust system to be created.
Considering about tube length and sizes, the shortest tube can be minimizing the system
volume, pressure and wasted on each cycle. Therefore, the valve is located directly to a
cylinder to increase speed of the operation. When we doing some work regarding with
pneumatics, we need to check size of a cylinder, valves, hoses and tubes. Moreover, we
need to calculate pressure inside the cylinder as well.
13
Pneumatic system components operation
Generally, compressed air is used generate power to the system. This air is usually in
compressor, pressure tank, reservoir, pipes and other machine equipment. The pneumatic
system requires clean and dry air for efficient performance. So, the process of filtering,
regulating and lubricating compressed air is known as air preparation or air prep.
Normally, main system has centralized compressor to do the air prep and additional air
prep is done at each machine’s point. For instance, machines include manual shut-off, filter
to remove dirt oil and water and regulator to control the system pressure. A soft start
valve is used as the safety valve which is shut-off upstream pressure and quickly relieve
motion causing downstream pressure (pneumatic energy) when de-energized during a
safety event.
Figure 10- Solenoid and valves for pneumatic system[ CITATION Wik198 \l 1033 ]
Examples of pneumatic systems and components –

 HAVC control systems
 Pneumatic actuator
 Pneumatic cylinder
 Pneumatic tools (Jackhammer)
 Pneumatic air gun
 Vacuum pump
 Pressure sensor
 Pressure switch
The pneumatic system can be connected to an airbag mechanism similar to pneumatic
boot system present in older aircraft for de-icing purposes. The construction of this system
is discussed later in this report.
The system will also be connected to a pneumatic piston for actuation of the wing sweep.
This system has been spoken about in depth later in the report.
(5.2) Mechanical system
14
Normally, mechanical system is involved with forces and movement. Present days, all
machines have power sources and actuators for control the movement and forces.
The system mechanism is depending on the actuator. So, the actuator input to reach the
special application of output forces and movement. In addition, control with the sensors, it
is detecting performance direct to the actuator input. Moreover, operator has levers,
switches and displays to control the movements.
Figure 11- Old Mechanical System operating an actuator[ CITATION Wik199 \l 1033 ]
A mechanical system would incorporate a lot of moving parts such as gears and bearings to
allow for wing morphing. Mechanical systems are often heavy and therefore, not suitable
for aircraft operations.
Newer systems allow for the incorporation of electrical systems with mechanical gears and
linkages to allow better and robust systems to be formed. To achieve morphing using a
mechanical system would require a series of servos controlled by a microcontroller to
increase or decrease the camber of a wing. This system can be couple with another
standalone system that would alter the sweep of the wing.
Mechanism of a standard mechanical system
Generally, mechanical systems are combined with some different components. These are
known as the machine elements. These allow for control of movement.
Mechanical Elements:
 Bearings
 Splines
 Springs
 Seals
 Fasteners and covers
Normally, these mechanisms are classified into two sections. These are gears and gear
trains. These include belt drives and chain drives and linkages. However, they have a
15
special mechanisms. Such as clamping linkages, indexing mechanisms, escapements and
friction devices (brakes and clutches).
Moreover, the angle of rotation depends on the number of links and joints which is in the
system.
Figure 12- Gears for a mechanical system[ CITATION Wik199 \l 1033 ]
(5.3) Thermo-sensiti ve material system

This system is connected with polymers, which is a change of their physical properties due
to the temperature changes. Thermo-sensitive materials allow for controlled expansion or
contraction using heat as the source. Aircraft can be morphed using this material system
by using the Thermo-sensitive material polymer as the skin of the aircraft and having
heating elements underneath the skin. Once the skin is heated, the thermo-sensitive
material expands in one area (source of heat) and therefore, elongates and bends as
required.
Figure 13- Chitosan-glycerophosphate Material[ CITATION Wik198 \l 1033 ]
16
Thermo-sensitive morphing materials have been researched upon by NASA for aerospace
applications. Aircraft engine chevrons have been made out of smart material alloys, which
allow for the shape of the chevrons to be altered using electric and heat changes within
the material.
[ CITATION Aer12 \l 1033 ]
Figure 14- Aircraft Wing Morphing using thermo-sensitive materials[ CITATION Aer12 \l 1033 ]
(6. G) Software Modelling

(6.1) Xfoil Analysis (Xfl r5)
Xfoil is a simulation software for designing and analyzing aerofoil sections in subsonic
velocities. Xfoil can calculate the pressure distribution on the aerofoil and hence lift and
drag characteristics can be evaluated.
Using the Xfoil analysis software, the aerofoil shape was modelled. A series of simulations
were conducted to see how the wing would fare.
Six aerofoil designs were included into the simulation and analyzed using the software:
Figure 15- Aerofoils used in simulation

17
The analysis results are displayed below:
According to the Cl vs Alpha (angle of attack) graph, NACA 6418 (purple) generates the
greatest amount of lift at a specific angle of attack than the other aerofoils.
Figure 16- Cl vs Angle of attack (simulation results)
According to the Cm vs Alpha graph, NACA 6418 (purple) is the most stable aerofoil
configuration, whereas, the NACA 0012 is one of the most unstable (maneuverable)
aerofoil shapes.
18
Figure 17- Cm vs Alpha graph
The wing was designed using the same software as seen below:
Figure 18- Wing Design Xfoil
The NACA 0012 aerofoil was selected for both inner and outer aerofoil shapes as displayed
in figure 9. A total wingspan of 0.500 meters was selected for simulation; however, the
wingspan had to be reduced due to the size of the wind tunnel.
19
The wing was analyzed using the software and all parameters were tabulated as seen
below:
Angle of Velocity Coefficient Coefficient of Efficiency CL / CD Cm

Attack (α) (m/s) of lift Drag
-3⁰ 25.00 - 0.250 0.015 0.991 -16.304 - 0.035
-2⁰ 25.00 - 0.160 0.012 0.975 -13.270 -0.025
-1⁰ 25.00 - 0.077 0.010 0.960 -7.554 -0.013
0⁰ 25.00 0.001 0.010 -0.551 0.055 0.000
1⁰ 25.00 0.078 0.010 0.998 7.662 0.013
2⁰ 25.00 0.161 0.012 0.993 13.373 0.025
3⁰ 25.00 0.249 0.015 0.990 16.304 0.035
4⁰ 25.00 0.335 0.020 0.987 16.925 0.045
5⁰ 25.00 0.413 0.025 0.982 16.457 0.055
Table 2- Wing Analysis Results (subsonic)
The software was not able to iterate more than 5 degrees of angle of attack due to its
limitations in computing for the symmetrical aerofoil (0012).
Figure 19- Wing Simulation Analysis

The wing simulation was animated and displayed as seen above.
20
The software was not capable of allowing the morphing surface to be incorporated into
the simulation and therefore, another software was used to design the morphing surface
for the NACA 0012 aerofoil shape.
Figure 20- NACA 0012 Morphing Surface Design [ CITATION xpl \l 1033 ]
As seen in the figure above, the standard NACA 0012 aerofoil has a camber or 0.000, after
the addition of the morphing surface, the camber of the aerofoil increased to 0.04129. This
can further be increased by increasing the angle of the surface and increasing the gap
between the connection points.
All of these factors were taken into consideration when designing the morphing wing and
the systematic construction plan was initiated
(6.2) Xplane Flight Simulati on
X plane is a flight simulator that is developed by laminar research. x plane can be used on
various platforms such as macOS, Linux and windows. The x plane contains various types of
aircrafts including commercial, military and many others such as gliders. It contains
graphical images of the earth in which almost every airport is available to use. They have
designed the airports to near perfection for the real-world performance.
The extensibility from x plane makes it unique that the users can design their own aircraft.
Through plugins, users get to experience more than just normal aircraft features. Users can
design their own aircrafts and aircraft parts according to their imagination and skills.
Figure 21- Xplane 11 (xplane, n.d.)

21
(6.3) Plane maker & airfoil maker
Plane maker is a software built in with x plane for users to design their own aircraft.
Professionals and students who wants to understand the performance and aerodynamics
of their aircraft use this software. These software’s can be used to design an airfoil
performance according to the requirements. Using this software any aircraft imaginable
can be built, once you built the aircraft you can download them, use it on the X plane
simulator, and fly them.
(6.4) X plane simulati on
The objective was to create a morphing wing, In order to do that we had to differentiate
the changes happening to the wing structure. For altering the wing, we had to simulate the
structure and the aerodynamic capabilities.
The results of the simulation shown by altering the wing from NACA 0012 (B-spline curve)
to NACA 0012-IL is that with altering the camber and length of the airfoil there is a great
change in the aerodynamics of the wing .The change in the wing results in greater lift with
lesser fuel burn.
Figure 22- NACA 0012 Aerofoil Designed in Foil Maker
22
(7. H) Initial Project Plan
The initial plan for the project was to use pneumatic systems to actuate the wing in flight
and alter the aerodynamics of the wing. This plan was abandoned due to time constraints
and complexity.
The primary goal was to alter the wing camber and thickness using air cavities underneath
the skin. The plan was to incorporate pneumatic boots like mechanism within the wing to
change the chamber of the wing during flight.
Figure 23- Pneumatic Boots[ CITATION Aer17 \l 1033 ]
Unlike the pneumatic boots system seen above, the airbag system was to be placed as
seen below, to maximize the camber and control the system in an easier manner:
Aerofoil Section Pneumatic Airbag
Figure 24- Morphing Aerofoil Section Prototype 1
As seen from figure 18, the airbag would be placed at the bottom of the aerofoil, to allow
for alteration in the camber of the wing. A prototype for this mechanism was developed,
however the camber of the wing as not altered effectively, therefore, slight alterations to
the designs were made.
23
Two primary aerofoil sections were selected as baselines for morphing:
Flight Stage Aerofoil

Takeoff (High Lift) NACA 6418
Loiter (Medium Lift, Medium NACA 5318
Maneuverability)
Maneuverability (Low lift, Maximum NACA 0012
maneuverability)
Table 3- Aerofoil Shape according to flight stage
The NACA 6418 and NACA 0012 aerofoil sections are seen below:
Figure 25- NACA 6418 & NACA 0012 aerofoils
To achieve a shape change from NACA 6418 to NACA 0012, the aerofoil section needed to
be inflated at the base but the front and top section does not need to be altered as the
base inflation would be sufficient to achieve a shape change.
Solid Foam (fixed)
Flexible Skin
Airbag
Figure 26- Morphing Section of aerofoil
As seen from the draft drawing above, the prototype wing would be made of foam (shaded
section) and the airbag would be placed underneath. The entire wing would be covered
with a flexible rubber skin to allow for expansion. To avoid drooping of the skin, the rubber
sheet will be pre-stretched.
In addition to altering the camber of the wing, the wing sweep also needed to change in
order to “morph” the wing. Therefore, the following system was introduced:
To alter the sweep of the wing in-flight, a pneumatic piston system was needed to be
implemented. The piston (actuator) would connect to the spar of the wing at one point as
seen below and the second spar would be connected to a movable joint.
24
Nose Tail
Figure 27- Wing Sweep Alteration
When piston would fully actuate, the wing would sweep to the left (rear) which will allow
the aircraft to be more unstable (maneuverable) allowing it to adapt to the mission at
hand.
Both of these systems would be interconnected using a central pneumatic system as seen
below:
Piston (Wing
Control Unit (CU)
Sweep)
Airbag (Camber
Central Air Alteration)
Compressor (CAC) Pneumatic
Solenoids
Figure 28- Pneumatic System Flow Chart
(7.1) Budget Analysis (Projected Cost)

The total projected cost of the project is as follows:
Section Cost (AED)

Wing Structure 100
Control Unit 150
Skin 50
Table 4- Budget Analysis
Total Estimated Cost: 300 AED

25
Actual Cost of Prototype 1
Section Cost (AED)

Pneumatic System (Including piston, 188
solenoids, piping and air bags)
Wing Structure 20
Total 208
Table 5- Actual cost of prototype 1
(7.2) Constructi on of Prototype 1 (Pneumati c System)

The following equipment was bought:
 Pneumatic Piston x1
 Solenoid x2
 Flow regulator x1
 Rubber pipe x2m
 Airbag x2
Figure 29- Pneumatic Equipment
Compressor Section
Figure 30- Schematic Diagram of the pneumatic system[ CITATION Aer17 \l 1033 ]
26
The figure below shows the air compressor with the oil lubrication and heat dissipation
system:
Figure 31- Air Compressor
The following procedure was carried out:

A block of moldable foam was taken and the NACA 6418 Aerofoil shape was drawn on the
side. The foam was initially cut out using resistance wire but due to the wire being small in
length, the entire Aerofoil could not be cut out. Therefore, a hacksaw was used to cut out
the Aerofoil shape.
The rough shape was cut out and then sand down using sand paper:
27
The Airbag was attached to the bottom surface of the Aerofoil as seen below:
When the airbag was inflated, the bottom was bulging out as seen below, this resulted in
the Aerofoil shape being distorted and the NACA 0012 shape was not achieved.
A section from the Aerofoil was then cut out to accommodate the air bag.
28
The bottom of the Aerofoil is the one that will be varied, as it is easier to control one
surface rather than varying both upper and lower surfaces.
The entire Aerofoil was then covered with a flexible rubber skin.
Two metal spars were put through the aerofoil and connected to the pneumatic piston.
This system was working perfectly and the wing sweep was activating.
(7.3) Conclusion of Prototype 1
When fully inflated, the shape would change from NACA 6418 to NACA 0012; however, the
thickness of the aerofoil was very large and therefore, was not aerodynamically sound. As
a result, this aerofoil idea was abandoned due to the thickness of the aerofoil.
(8. I) Final Wing Construction

(8.1) Wing Structure (Morphing Wing)
 Bought a large plywood panel from a boat manufacturer in Al Quoz.
29
 Using a hack saw, the aerofoil symmetrical aerofoil shape was cutout:
 Another symmetrical aerofoil shape was cutout to the same specification as the
first one:
 A gap measuring 1.5 inches was cutout from the section of the trailing edge as seen
below:
 The same was done for the second aerofoil.

30
 Both aerofoil sections were cut out and filed to form the symmetrical shape. After
every cut, the surface was filed to ensure that it is flat and sand paper was used to
curve the front of the aerofoil.
 The aerofoil sections were placed in a bench wise to make working on them easier.
 A foam piece (former) was cut out and filled to form the front of the leading edge
(ensures the shape of the wing is maintained). This increased the strength of the
aerofoil and reduced the number of aerofoil sections to be made.
31
 Two holes were drilled into the aerofoil sections. Bamboo rods (Diameter 0.5cm)
was passed through each.
 Bison Construction Adhesive (Universal) was used to glue everything together for
maximum strength. A wooden piece was also connected onto the top of the
structural rods.
32
 Aluminum metal pieces were fabricated and holes were drilled, to connect the
trailing edge of the wing to the center section of the wing.
 Two holes were drilled into the trailing edge section and bamboo rods were used to
connect them together.
 The diameter of the bamboo had to be reduced and so it was fitted into a
pneumatic drill and sand paper was used to reduce the diameter evenly.
 After which, the trailing section was assembled and secured together.
33
(8.2) Electronic System Construction
 To actuate the wing, a servomotor along with the Arduino UNO microcontroller
was mounted.
Servo Motor
Arduino
Microcontroller
 The microcontroller was programed to move the servo as shown below:
 The movements were recorded and adjustments made.
(8.3) Command and Control System

34
 To upgrade the mechanism, a control unit was being fabricated using multiple
switches:
Switches
 This control panel was not controlling the servo effectively and the coding was
getting complex. Therefore, to simplify the system, a potentiometer was
connected; the knob was kept on the side of the wing to allow the angle to be
changed as required using a flat head screwdriver.
(8.4) Potenti ometer Control System
 A bread board was used to connect the components to the Arduino:
 A 1K potentiometer was connected onto the bread board and the servo motor
connections were made
35
 The final circuit was connected as seen below:
 The microcontroller was programmed using the following code:
36
(8.5) Constructi on of control aerofoil (2 n d Aerofoil)
The aerofoil section to be made was NACA 0012 (as shown below):
The length of the aerofoil section was increased to match the length of the other aerofoil
constructed. The aspect ratio of percentage chord to width to length was maintained and
only the length was increased.
The construction steps can be seen below:
 A large piece of wood was cut to shape, filled and sanded according to the shape
above
 Tape was added onto the surface to avoid any marks on the aerofoil section
 Two holes of 0.5cm diameter were then drilled into the aerofoil section
 A center section rib was cut out in the shape of a V
The V shaped cut caused two stress points to form in the wood and resulted in breakage of
the aerofoil:
 Another aerofoil section was fabricated and metal ribs were connected by cutting
in slots:
37
 A large 12mm hole was cut in the center of the aerofoil to mount it in the wind
tunnel
 The tape was put on to the wing to avoid damage to the metal ribs
 A foam piece was cutout and sanded down using sand paper to form the leading
edge of the wing
 The top and bottom of the aerofoil was covered using a thin metal plate, to
increase strength of the wing and give it the right shape
 After which, the entire body was covered with a thin rubber sheet to provide for a
smoother surface.
(9. J) Adaptation of Morphing Design to UAV
The Morphing Wing design is adapted to the General Atomics MQ-9 Reaper (aka Predator
B). This UAV was first introduced into the US air force in 2001 and is still in service. The
MQ-9 Reaper can carry payloads of up to 1,700 kgs.
The morphing wing designed by us can be adapted to this particular UAV. The system will
allow the UAV to transition from a more cambered aerfoil (high lift) to a minimal cambered
aerofoil (less lift, more maneuverable).
Figure 32- MQ-9 Reaper[ CITATION Wik1910 \l 1033 ]
38
(10. K) Data Analysis (Live Testing)
A series of wind tunnel tests were conducted on the aerofoils, the results are shown
below:
(10.1) Control Aerofoil at 10 m/s airspeed:

Data Series 1
AFA2 AFA4 Manual
Time Basic AFA3 Balance Encode Angle Operating Conditions Aerofoil Characteristics
Balance r Input Input
Atmosp Atmosp Calculat Coeffici Pitching Lift /

Ambient Aerofoil Coeffici
Pitching Manual heric heric ed Aerofoil ent of Moment Drag
Time Force Lift Drag Angle Air Chord ent of
Moment Angle Temper Pressur Windsp Span Drag, Coeffici Ratio,
Density Length Lift, C L
ature e eed C D ent, CM C L / C D
(Degree (Degree
(s) (N) (N) (N) (Nm) (C) (mbar) (kg.m-3 ) (m.s-1 ) (mm) (mm)
s) s)
-- -- -0.21 -0.01 -0.01 41.1 0 15 1013 1.23 10.91 300 152 -0.06 0 -0.02 --
-- -- -0.15 -0.03 -0.01 41.1 0 15 1013 1.23 10.84 300 152 -0.05 -0.01 -0.02 5
-- -- -0.15 -0.03 -0.01 41.1 0 15 1013 1.23 10.84 300 152 -0.05 -0.01 -0.02 5
-- -- 0.19 0 0.02 44.5 5 15 1013 1.23 10.76 300 152 0.06 0 0.04 --
-- -- 0.29 0 0.02 44.5 5 15 1013 1.23 10.84 300 152 0.09 0 0.04 --
-- -- 0.43 0 0.04 44.5 5 15 1013 1.23 10.76 300 152 0.13 0 0.08 --
-- -- 1.46 0.19 0.08 51.1 10 15 1013 1.23 10.46 300 152 0.48 0.06 0.17 8
-- -- 1.4 0.2 0.08 51.1 10 15 1013 1.23 10.61 300 152 0.44 0.06 0.17 7.33
-- -- 1.41 0.21 0.08 51.1 10 15 1013 1.23 10.53 300 152 0.45 0.07 0.17 6.43
-- -- 2.72 0.75 0.11 56.1 15 15 1013 1.23 10.22 300 152 0.93 0.26 0.25 3.58
-- -- 2.75 0.76 0.11 56.1 15 15 1013 1.23 10.3 300 152 0.92 0.26 0.24 3.54
-- -- 2.74 0.77 0.11 56.1 15 15 1013 1.23 10.38 300 152 0.91 0.25 0.24 3.64
-- -- 4.43 1.76 0.14 62.2 20 15 1013 1.23 9.47 300 152 1.76 0.7 0.37 2.51
-- -- 4.48 1.78 0.14 62.2 20 15 1013 1.23 9.56 300 152 1.75 0.69 0.36 2.54
-- -- 4.49 1.78 0.14 62.2 20 15 1013 1.23 9.56 300 152 1.75 0.69 0.36 2.54
-- -- 4.41 2.69 0.11 66.6 25 15 1013 1.23 8.66 300 152 2.1 1.28 0.34 1.64
-- -- 4.45 2.69 0.12 66.6 25 15 1013 1.23 8.76 300 152 2.07 1.25 0.37 1.66
-- -- 4.48 2.71 0.11 66.6 25 15 1013 1.23 8.76 300 152 2.08 1.26 0.34 1.65
-- -- 4.31 2.94 0.11 70.3 30 15 1013 1.23 8.08 300 152 2.35 1.61 0.4 1.46
-- -- 4.37 2.95 0.12 70.3 30 15 1013 1.23 8.28 300 152 2.27 1.53 0.41 1.48
-- -- 4.33 2.96 0.11 70.3 30 15 1013 1.23 8.28 300 152 2.25 1.54 0.38 1.46
Table 6- Control Aerofoil Wind Tunnel Results 10m/s
Coeffi cient of lift vs Angle of Att ack (Control Aerofoil 10

m/s)
2.5
1.5
1
Cl
0.5
0
0 5 10 15 20 25 30
-0.5
aoa
39
Figure 33- Cl vs AoA at 10 m/s control aerofoil
As seen from the graph above, the lift generated by the wing increases steadily up to 20
degrees after which the wing stalls.
(10.2) Control Aerofoil at 15 m/s airspeed:

Data Series 1
AFA2 AFA4 Manual

(Degree (Degree
s) s)
-- -- -0.39 -0.02 -0.03 254.4 0 15 1013 1.23 15.28 300 152 -0.06 0 -0.03 --
-- -- -0.47 -0.03 -0.03 254.4 0 15 1013 1.23 15.22 300 152 -0.07 0 -0.03 --
-- -- -0.49 -0.03 -0.03 254.4 0 15 1013 1.23 15.28 300 152 -0.07 0 -0.03 --
-- -- 1.43 0.09 0.09 260.8 5 15 1013 1.23 14.62 300 152 0.24 0.02 0.1 12
-- -- 1.16 0.08 0.07 260.8 5 15 1013 1.23 14.62 300 152 0.19 0.01 0.08 19
-- -- 2.12 0.24 0.12 260.8 5 15 1013 1.23 14.51 300 152 0.36 0.04 0.13 9
-- -- 6.26 1.97 0.23 267.1 10 15 1013 1.23 12.96 300 152 1.33 0.42 0.32 3.17
-- -- 6.24 2 0.22 267.1 10 15 1013 1.23 12.96 300 152 1.32 0.42 0.31 3.14
-- -- 6.23 2.01 0.22 267.1 10 15 1013 1.23 12.96 300 152 1.32 0.43 0.31 3.07
-- -- 7.16 3.98 0.18 272.6 15 15 1013 1.23 11.57 300 152 1.91 1.06 0.32 1.8
-- -- 7.18 3.99 0.18 272.6 15 15 1013 1.23 11.57 300 152 1.91 1.06 0.32 1.8
-- -- 7.16 4 0.18 272.6 15 15 1013 1.23 11.57 300 152 1.91 1.07 0.32 1.79
-- -- 6.85 5.03 0.16 280.7 20 15 1013 1.23 9.73 300 152 2.58 1.89 0.4 1.37
-- -- 6.74 4.99 0.16 280.7 20 15 1013 1.23 9.73 300 152 2.54 1.88 0.4 1.35
-- -- 6.59 4.86 0.15 280.7 20 15 1013 1.23 9.56 300 152 2.57 1.9 0.39 1.35
Table 7- Control Aerofoil Wind tunnel results 15 m/s (attached in appendix)
40
Coefficient of Lift vs Angle of Attack (Control- 15m/s)
3
1
Cl
0
0 5 10 15 20
-1 AoA
Figure 34- Cl vs Angle of Attack (Control aerofoil 15 m/s)
As seen from the graph above, as the angle of attack was increased, the lift generated by
the wing increased. The graph should be a straight curve however, due to inaccuracies
while testing; the graph is not very smooth. A line of best fit can be drawn for better
results.
The wing started to stall at an angle of 20 degrees; this angle might have errors due to
common errors such as zero error during testing. The rod fitted to the wing was 10mm in
Data Series 1
diameter and therefore, was not tightly locked within the housing, causing discrepancies in
AFA2 AFA4 Manual
Time Basic AFA3
the Balance
results. Encode Angle Operating Conditions Aerofoil Characteristics

MomentWing
(10.3) Morphing Angle Temper Pressur
at 10 m/s airspeed with Windsp Span
0-morph angleLength (fl ap Lift,
angle) Drag, Coeffici Ratio,
Density C L
(Degree (Degree
(s) (N) (N) (N) (Nm) (C) (mbar) (kg.m-3 ) (m.s-1) (mm) (mm)
s) s)
-- -- 0.07 0.02 0 0.8 0 15 1013 1.23 10.14 300 152 0.02 0.01 0 2
-- -- 0.1 0.02 0 0.8 0 15 1013 1.23 10.22 300 152 0.03 0.01 0 3
-- -- 0.13 0.03 0 0.8 0 15 1013 1.23 10.14 300 152 0.05 0.01 0 5
-- -- 1.47 0.5 0.03 8.6 5 15 1013 1.23 9.64 300 152 0.56 0.19 0.08 2.95
-- -- 1.46 0.51 0.03 8.6 5 15 1013 1.23 9.56 300 152 0.57 0.2 0.08 2.85
-- -- 1.6 0.53 0.03 8.6 5 15 1013 1.23 9.56 300 152 0.62 0.21 0.08 2.95
-- -- 2.12 0.84 0.03 12.7 10 15 1013 1.23 9.3 300 152 0.87 0.35 0.08 2.49
-- -- 2.11 0.85 0.03 12.7 10 15 1013 1.23 9.21 300 152 0.89 0.36 0.08 2.47
-- -- 2.11 0.85 0.03 12.7 10 15 1013 1.23 9.12 300 152 0.9 0.36 0.08 2.5
-- -- 2.68 1.44 0.01 18.9 15 15 1013 1.23 8.66 300 152 1.27 0.68 0.03 1.87
-- -- 2.67 1.44 0.01 18.9 15 15 1013 1.23 8.57 300 152 1.3 0.7 0.03 1.86
-- -- 2.64 1.43 0.01 18.9 15 15 1013 1.23 8.76 300 152 1.23 0.66 0.03 1.86
-- -- 2.95 1.8 0.01 24.3 20 15 1013 1.23 8.08 300 152 1.61 0.98 0.04 1.64
-- -- 2.95 1.8 0.01 24.3 20 15 1013 1.23 8.18 300 152 1.57 0.96
41 0.04 1.64
-- -- 2.94 1.81 0.01 24.3 20 15 1013 1.23 8.18 300 152 1.57 0.96 0.04 1.64
-- -- 2.48 2.06 -0.03 29.6 25 15 1013 1.23 7.66 300 152 1.51 1.25 -0.12 1.21
-- -- 2.46 2.09 -0.03 29.6 25 15 1013 1.23 7.66 300 152 1.49 1.27 -0.12 1.17
-- -- 2.48 2.11 -0.03 29.6 25 15 1013 1.23 7.77 300 152 1.46 1.25 -0.12 1.17
Table 8- Morphing Aerofoil Wind Tunnel Testing 10 m/s with 0 flap angle
Morphing Aerofoil- 10 m/s- 0⁰ flap angle
1.8
1.6
1.4
1.2
1
cl
0.8
0.6
0.4
0.2
0
0 5 10 15 20 25
aoa As seen from
the graph
above, the lift
generated by the wing increased as the angle of attack was increased. After 20 degrees,
Figure 35- Cl vs AoA for Morphing Wing 10 m/s at 0-flap angle
the wing stalled as the airflow over the wing was not sufficient to maintain flight.
(10.4) Morphing Wing at 10 m/s airspeed with full fl ap angle (100%)
Data Series 1
AFA2 AFA4 Manual

Moment Angle T emper Pressur Windsp Span Drag, Coeffici Ratio,
(Degree (Degree -3 -1
(s) (N) (N) (N) (Nm) (C) (mbar) (kg.m ) (m.s ) (mm) (mm)
s) s)
-- -- 0.02 0.01 0 325.7 0 15 1013 1.23 10.3 300 152 0.01 0 0 --
-- -- -0.01 0.01 0 325.7 0 15 1013 1.23 10.38 300 152 0 0 0 --
-- -- -0.01 0.01 0 325.7 0 15 1013 1.23 10.38 300 152 0 0 0 --
-- -- 1.02 0.3 0.03 332.7 5 15 1013 1.23 10.06 300 152 0.36 0.11 0.07 3.27
-- -- 1.06 0.31 0.03 332.7 5 15 1013 1.23 9.98 300 152 0.38 0.11 0.07 3.45
-- -- 1.07 0.31 0.03 332.7 5 15 1013 1.23 9.98 300 152 0.38 0.11 0.07 3.45
-- -- 1.89 0.66 0.04 337.2 10 15 1013 1.23 9.47 300 152 0.75 0.26 0.1 2.88
-- -- 1.85 0.66 0.04 337.2 10 15 1013 1.23 9.47 300 152 0.74 0.26 0.1 2.85
-- -- 1.77 0.64 0.04 337.2 10 15 1013 1.23 9.47 300 152 0.7 0.25 0.1 2.8
-- -- 2.3 1.13 0.02 342 15 15 1013 1.23 9.12 300 152 0.99 0.48 0.06 2.06
-- -- 2.27 1.12 0.02 342 15 15 1013 1.23 9.03 300 152 0.99 0.49 0.06 2.02
-- -- 2.29 1.11 0.02 342 15 15 1013 1.23 9.12 300 152 0.98 0.48 0.06 2.04
-- -- 2.56 1.48 0.03 346.5 20 15 1013 1.23 8.66 300 152 1.22 0.7 0.09 1.74
-- -- 2.54 1.47 0.03 346.5 20 15 1013 1.23 8.57 300 152 1.23 0.71 0.1 1.73
-- -- 2.52 1.46 0.03 346.5 20 15 1013 1.23 8.76 300 152 1.17 0.68 0.09 1.72
-- -- 2.96 2.11 0.01 353.5 25 15 1013 1.23 7.87 300 152 1.7 1.21 0.04 1.4
-- -- 2.97 2.13 0.01 353.5 25 15 1013 1.23 7.98 300 152 1.66 1.19 0.04 1.39
-- -- 2.97 2.13 0 353.5 25 15 1013 1.23 7.98 300 152 1.66 1.19 0 1.39
-- -- 2.64 2.11 -0.01 357.4 30 15 1013 1.23 7.34 300 152 1.75 1.4 -0.04 1.25
-- -- 2.58 2.11 -0.01 357.4 30 15 1013 1.23 7.34 300 152 1.71 1.4 -0.04 1.22
-- -- 2.56 2.11 -0.01 357.4 30 15 1013 1.23 7.45 300 152 1.64 1.36 -0.04 1.21
42
Table 9- Morphing Wing -Full Flap at 10 m/s Wind Tunnel Results

M orphing Wing 10 m/s - full fl ap (100 %)
3.5
2.5
coefficent of lift
1.5
0.5
0
0 5 10 15 20 25 30
angle of attack
Figure 36- Cl vs AoA graph for Morphing Wing with full flap at 10 m/s
As seen from the graph above, the aerofoil generated a lot more lift and stalled at a
greater angle of attack. The wing stalled at 25 degrees and the aerofoil was generating a
lot more lift for a specific angle of attack
(10. 5) Conclusion
According to the data from simulation and wind tunnel testing, the following conclusions
were drawn:
 Comparing the testing at 10 m/s for the control airfoil and the morphing wing:
o Our control generated a Cl of 0.92 at 15
MC oe ffi cing
orphi
M orphi eng
nt
W of i nglrof
Ae i1ft0oi
vsl - 1 0f ul l
m/s- degrees angel of attack. However, the
flAngl
ap (e1- 0of
m/s 00⁰%Afl)ttapackangl( C ontrol
e
Ae rof oi l 1 0 m/s) morphing wing generated a Cl of 1.26 with
2
1.6
2.5 0 flap angle but with full flap the Cl was
1.5
1.2
2 0.98. According to this, we can see that the
1.5 morphing wing was generating greater lift
1
Cl
0.8
Clcl
1
0.5 than the control without any flap. When the
0.4
0 flap was added, the airfoil became more
-0.50000 55 10 15 20 25 30
0 5 1010 151520 2025 25 30 unstable and the lift reduced. Thus, the
aoa
AoA morphing wing was capable of morphing to
aoa
a more maneuverable state.
43
 Comparing test results for 15m/s for control and morphing wing:
o The control was able to generate a lot more lift at this higher speed. The Cl
for the control airfoil at 15 degrees angle of attack was 1.91 whereas the Cl
for the morphing wing at the same angle of attack was 1.04. There were no
results for the morphing wing with maximum flap as the lift generated was
able to twist the rod within the lock. This resulted in no values being
obtained. The morphing wing with 0 flap angle was not very stable, due to
the high airspeed the wing was fluttering which caused errors in the value.
C oe ffi ci e nt ofMORP
Li ft vs
HINA ngl
G We IN
ofGAtt
1 5ack
M /S AT 0 DEG REES
(3C ontrol - 1 5 m/s)
F LAP
1.4
1.2
2
1
Coefficient of lift
0.8
CL
1 0.6
0.4
0.2
0
0 5 100 15 20
0 5 10 15 20
AOA
-1 AoA
The simulation results obtained were not
very effective as the airfoil designed on the software was only capable of testing the
control aerofoil. The flap was not introduced, as the software didn’t support that
functionality.
44
C oe ffi ci e nt of Li ft vs Angl e of Att ack
3 ( C ontrol - 1 5 m/s )
2
Coefficient of lift
0
0 5 10 15 20
-1 AoA
Comparing the Cl vs Alpha graph for the simulation, the round red circles depict the NACA
0012 aerfoil. At 10 degrees angel of attack, the simulation displayed that the Cl was 0.87
while the actual results showed 1.32. The lift generated in the wind tunnel testing was
greater, this was due to the minor differences in dimensions and the material used to build
the wing.
The electronic system installed within the wing is perfect; however, the wing should have
been designed thinner with a narrower more streamlined body. This would allow the wing
to generate even greater lift.
Finally, we can conclude that the morphing wing can alter its parameters during flight. The
aerodynamics of the wing is altered and therefore, the wing characteristics change. With 0
flap angle the wing was generating more lift and was a lot more stable. With the flap fully
extended, the wing was a lot more maneuverable as the stall angle increased to 25
degrees from 20 degrees. In addition, the lift generated reduced and the wing became
more unstable allowing for greater maneuverability.
(11. L) Recommendation
There are multiple recommendations to be considered when designing a better morphing
wing:
 An electronic system is better than other systems as it is more robust however, the
pneumatic system approach can be explored with greater research and planning.
The actuation of the flap can be done using a piston to have a stronger system and
actuation speed.
 An addition, to the current wing morphing would be to alter the width of the aerfoil
itself. This can be achieved using the pneumatic boot like system discussed earlier
45
however; a much better approach would be to use two separate metal surfaces
(upper surface and lower surface) with a sliding mechanism allowing the two to
slide over each other. This will allow the thickness of the wing to change using an
actuator in the center.
 The wing should be covered with a thin synthetic aerospace grade rubber that
would produce minimal drag as the current version is generating a lot of drag. In
addition, the flap angel of the wing can be increased to allow for a greater change
in aerodynamics.
 Usage of better Bluetooth system is advisable as we used an older version and it

was getting disconnected often, usage of a better version will enable good
connectivity with device and could have robust features along with it.
 The systems used could be made completely wireless, due to time limitations we
couldn’t opt that. So, making a completely wireless system would help to add more
deep spars and stringers to provide structural strength and better shape to the
wing.
 The wing we have made is not airworthy, with more time it is possible to make it fly
by incorporating a body to the current idea and using R/C to control the plane.
 Usage of carbon fiber or 3-D printed materials is recommended as carbon fiber is

very light as compared to the wood we used. 3-D printing could also help in
reducing the weight of the wing, 3-D printing could also help in saving time as it
does not require any physical work. While you get it 3-D printed you could focus on
enhancing the systems.
These recommendations would be fulfilled if more time and resources were available.
(12. M) Project Development Process Improvements

 The research phase of the project was not well structured, and this affected the
entire project. In-depth research needs to be done prior to practical prototype
building. We chose the pneumatic system after doing some research, it turned out
to be a very complex system and not suitable to be achieved within the timeframe.
This idea was then abandoned, and the system chosen was an electric system. In-
46
depth research and analysis of all possible methods should be done prior to any
prototype building.
 The timeframe should have been followed strictly to allow for meeting the
deadlines. The leniency on project milestones affected the entire project build as
components and parts were being purchased near the submission date. Time
management is a key aspect which should be regulated strictly.
 Teamwork is another aspect that needs to be improved in the overall build of the
project. There was too much pressure on specific group members, which resulted
in the work not being of the expected level.
 The wing structure should have been designed in more detail and the structure
should have been 3D printed to achieve the right measurements and better finish.
 The components should have been arranged before hand and should have been
highlighted during the design and research phase, to avoid any delays.
 The individual sections for the report and practical work should have been split up
well in advance to avoid any discoordination.
 In-depth software simulation and analysis should have been conducted during the
design and software simulation phase. This would allow a more structured process
of building to form.
 Communication within the team should have been improved, as certain members
were not responding on groups, which resulted in miscommunication.
 The specifications for wind-tunnel testing (diameter of rod, test section
measurements) should have been clarified well in advance to avoid problems that
were faced. The inaccuracies during testing were caused primarily due to not
meeting certain specifications for wind tunnel testing for example, not having the
right diameter rod.
 More in-depth research and analysis needs to be done on the current project to
evaluate all of the parameters and improvements to the actual project. This would
be possible if more time was allocated towards evaluation and testing.
 Time management was one of the major aspects to be reconsidered, which can
only be successfully completed if adequate planning is done.
47
Aerofoil Characteristics
Appendix
Calculat Coeffici Pitching Lift /
t Aerofoil Coeffici
ed Aerofoil ent of Moment Drag
Chord ent of
Windsp Span Drag, Coeffici Ratio,
y Length Lift, C L
eed C D ent, CM C L / C D
-1
) (m.s ) (mm) (mm)
3 10.91 300 152 -0.06 0 -0.02 --
3 10.84 300 152 -0.05 -0.01 -0.02 5
3 10.84 300 152 -0.05 -0.01 -0.02 5
3 10.76 300 152 0.06 0 0.04 --
Control Aerofoil at 10 m/s airspeed (table 6)

3 10.84 300 152 0.09 0 0.04 --
3 10.76 300 152 0.13 0 0.08 --
3 10.46 300 152 0.48 0.06 0.17 8
3 10.61 300 152 0.44 0.06 0.17 7.33
3 10.53 300 152 0.45 0.07 0.17 6.43
3 10.22 300 152 0.93 0.26 0.25 3.58
3 10.3 300 152 0.92 0.26 0.24 3.54
3 10.38 300 152 0.91 0.25 0.24 3.64
3 9.47 300 152 1.76 0.7 0.37 2.51
3 9.56 300 152 1.75 0.69 0.36 2.54
3 9.56 300 152 1.75 0.69 0.36 2.54
3 8.66 300 152 2.1 1.28 0.34 1.64
3 8.76 300 152 2.07 1.25 0.37 1.66
3 8.76 300 152 2.08 1.26 0.34 1.65
3 8.08 300 152 2.35 1.61 0.4 1.46
48
3 8.28 300 152 2.27 1.53 0.41 1.48
3 8.28 300 152 2.25 1.54 0.38 1.46
Data Series 1
AFA2 AFA4 Manual
Time Basic AFA3 Balance Encode Angle Operating Condition
Atmosp Atmosp
ns Aerofoil Characteristics A
Pitching Manual heric heric
Time Force Lift Drag Angle Air
Moment Angle Temper Pressur
Coeffici Pitching Lift / De
Calculat ature e
mbient Aerofoil Coeffici
ed Aerofoil ent of Moment Drag
ir Chord ent of (Degree (Degree
Windsp Span Drag, Coeffici Ratio, (s) (N) (N) (N) (Nm) (C) (mbar) (k
ensity Length Lift, C L s) s)
eed C D ent, CM C L / C D
-- -- -0.21 -0.01 -0.01 41.1 0 15 1013
Control Aerofoil at 15 m/s airspeed:

-3 -1 -- -- -0.15 -0.03 -0.01 41.1 0 15 1013
g.m ) (m.s ) (mm) (mm)
-- -- -0.15 -0.03 -0.01 41.1 0 15 1013
1.23 15.28 300 152 -0.06 0 -0.03 --
-- -- 0.19 0 0.02 44.5 5 15 1013
1.23 15.22 300 152 -0.07 0 -0.03 --
-- -- 0.29 0 0.02 44.5 5 15 1013
1.23 15.28 300 152 -0.07 0 -0.03 --
-- -- 0.43 0 0.04 44.5 5 15 1013
1.23 14.62 300 152 0.24 0.02 0.1 12
1.23 14.62 300 152 0.19 0.01 0.08 19
-- -- 1.46 0.19 0.08 51.1 10 15 1013
1.23 14.51 300 152 0.36 0.04 0.13 9 -- -- 1.4 0.2 0.08 51.1 10 15 1013
1.23 12.96 300 152 1.33 0.42 0.32 3.17 -- -- 1.41 0.21 0.08 51.1 10 15 1013
1.23 12.96 300 152 1.32 0.42 0.31 3.14 -- -- 2.72 0.75 0.11 56.1 15 15 1013
1.23 12.96 300 152 1.32 0.43 0.31 3.07 -- -- 2.75 0.76 0.11 56.1 15 15 1013
1.23 11.57 300 152 1.91 1.06 0.32 1.8 -- -- 2.74 0.77 0.11 56.1 15 15 1013
1.23 11.57 300 152 1.91 1.06 0.32 1.8 -- -- 4.43 1.76 0.14 62.2 20 15 1013
1.23 11.57 300 152 1.91 1.07 0.32 1.79 -- -- 4.48 1.78 0.14 62.2 20 15 1013
1.23 9.73 300 152 2.58 1.89 0.4 1.37 -- -- 4.49 1.78 0.14 62.2 20 15 1013
1.23 9.73 300 152 2.54 1.88 0.4 1.35 -- -- 4.41 2.69 0.11 66.6 25 15 1013
1.23 9.56 300 152 2.57 1.9 0.39 1.35 -- -- 4.45 2.69 0.12 66.6 25 15 1013
-- -- 4.48 2.71 0.11 66.6 25 15 1013
-- -- 4.31 2.94 0.11 70.3 30 15 1013
49
-- -- 4.37 2.95 0.12 70.3 30 15 1013
-- -- 4.33 2.96 0.11 70.3 30 15 1013
Data Series 1
AFA2 AFA4 Manual
Data Seri
Balance r Input Input AFA2 AFA4 Manual
Time Basic AFA3 Balance Encode Angle Operating Con
Atmosp Atmosp Calculat Balance Coeffici Pitchingr Input
Lift / Input
Time Force Lift Drag Angle Air Chord ent of Atmosp Atmos
Moment Angle Temper Pressur Windsp Span Drag, Pitching
Coeffici Ratio, Manual heric heric
Density Force
Length Lift
Lift, C L Drag
ature e eed Time C D ent, CM Angle
Moment C L / C D Angle Temper Press
ature e
(Degree (Degree
(s) (N) (N) (N) (Nm) (C) (mbar) (kg.m-3) (m.s-1) (mm) (mm)
s) s) (Degree (Degree
(s) (N) (N) (N) (Nm) (C) (mbar)
-- -- 0.07 0.02 0 0.8 0 15 1013 1.23 10.14 300 152 0.02 0.01 0s) 2s)
-- -- 0.1 0.02 0 0.8 0 15 1013 1.23 10.22-- 300-- 152 -0.39
0.03 -0.02
0.01 -0.03 0 254.4 3 0 15 10
-- -- 0.13 0.03 0 0.8 0 15 1013 1.23 10.14-- 300-- 152 -0.47
0.05 -0.03
0.01 -0.03 0 254.4 5 0 15 10
-- -- 1.47 0.5 0.03 8.6 5 15 1013 1.23 9.64-- 300-- 152 -0.49
0.56 -0.03
0.19 -0.03
0.08 254.4
2.95 0 15 10
0.09 5 15 10
-- -- 1.46 0.51 0.03 8.6 5 15 1013 1.23 9.56-- 300-- 152 1.43
0.57 0.090.2 0.08 260.8
2.85
-- -- 1.16 0.08 0.07 260.8 5 15 10
-- -- 1.6 0.53 0.03 8.6 5 15 1013 1.23 9.56 300 152 0.62 0.21 0.08 2.95
-- -- 2.12 0.24 0.12 260.8 5 15 10
-- -- 2.12 0.84 0.03 12.7 10 15 1013 1.23 9.3 300 152 0.87 0.35 0.08 2.49
-- -- 6.26 1.97 0.23 267.1 10 15 10
-- -- 2.11 0.85 0.03 12.7 10 15 1013 1.23 9.21-- 300-- 0.89
152 6.24 0.36
2 0.22 2.47
0.08 267.1 10 15 10
-- -- 2.11 0.85 0.03 12.7 10 15 1013 1.23 9.12-- 300-- 0.36
152 6.230.9 2.01 0.22
0.08 267.12.5 10 15 10
Morphing Wing at 10 m/s airspeed with 0-morph angle (flap angle)
-- -- 2.68 1.44 0.01 18.9 15 15 1013 1.23 8.66-- 300-- 152 7.16 0.68
1.27 3.98 0.03
0.18 1.87
272.6 15 15 10
-- -- 2.67 1.44 0.01 18.9 15 15 1013 1.23 8.57-- 300-- 152 7.181.3 3.990.7 0.18 1.86
0.03 272.6 15 15 10
-- -- 2.64 1.43 0.01 18.9 15 15 1013 1.23 8.76-- 300-- 1.23
152 7.16 0.66
4 0.18 1.86
0.03 272.6 15 15 10
-- -- 2.95 1.8 0.01 24.3 20 15 1013 1.23 8.08-- 300-- 152 6.85
1.61 5.03
0.98 0.16
0.04 280.7
1.64 20 15 10
-- -- 2.95 1.8 0.01 24.3 20 15 1013 1.23 8.18-- 300-- 152 6.74
1.57 4.99
0.96 0.16
0.04 280.7
1.64 20 15 10
-- -- 2.94 1.81 0.01 24.3 20 15 1013 1.23 8.18-- 300-- 152 6.59
1.57 4.86
0.96 0.15
0.04 280.7
1.64 20 15 10
-- -- 2.48 2.06 -0.03 29.6 25 15 1013 1.23 7.66 300 152 1.51 1.25 -0.12 1.21
-- -- 2.46 2.09 -0.03 29.6 25 15 1013 1.23 7.66 300 152 1.49 1.27 -0.12 1.17
50
-- -- 2.48 2.11 -0.03 29.6 25 15 1013 1.23 7.77 300 152 1.46 1.25 -0.12 1.17
Data Series 1
AFA2 AFA4 Manual

(Degree (Degree
s) s)
-- -- 0.02 0.01 0 325.7 0 15 1013 1.23 10.3 300 152 0.01 0 0 --
-- -- -0.01 0.01 0 325.7 0 15 1013 1.23 10.38 300 152 0 0 0 --
-- -- -0.01 0.01 0 325.7 0 15 1013 1.23 10.38 300 152 0 0 0 --
-- -- 1.02 0.3 0.03 332.7 5 15 1013 1.23 10.06 300 152 0.36 0.11 0.07 3.27
-- -- 1.06 0.31 0.03 332.7 5 15 1013 1.23 9.98 300 152 0.38 0.11 0.07 3.45
-- -- 1.07 0.31 0.03 332.7 5 15 1013 1.23 9.98 300 152 0.38 0.11 0.07 3.45
-- -- 1.89 0.66 0.04 337.2 10 15 1013 1.23 9.47 300 152 0.75 0.26 0.1 2.88
-- -- 1.85 0.66 0.04 337.2 10 15 1013 1.23 9.47 300 152 0.74 0.26 0.1 2.85
-- -- 1.77 0.64 0.04 337.2 10 15 1013 1.23 9.47 300 152 0.7 0.25 0.1 2.8
Morphing Wing at 10 m/s airspeed with full flap angle (100%)
-- -- 2.3 1.13 0.02 342 15 15 1013 1.23 9.12 300 152 0.99 0.48 0.06 2.06
-- -- 2.27 1.12 0.02 342 15 15 1013 1.23 9.03 300 152 0.99 0.49 0.06 2.02
-- -- 2.29 1.11 0.02 342 15 15 1013 1.23 9.12 300 152 0.98 0.48 0.06 2.04
-- -- 2.56 1.48 0.03 346.5 20 15 1013 1.23 8.66 300 152 1.22 0.7 0.09 1.74
-- -- 2.54 1.47 0.03 346.5 20 15 1013 1.23 8.57 300 152 1.23 0.71 0.1 1.73
-- -- 2.52 1.46 0.03 346.5 20 15 1013 1.23 8.76 300 152 1.17 0.68 0.09 1.72
-- -- 2.96 2.11 0.01 353.5 25 15 1013 1.23 7.87 300 152 1.7 1.21 0.04 1.4
-- -- 2.97 2.13 0.01 353.5 25 15 1013 1.23 7.98 300 152 1.66 1.19 0.04 1.39
-- -- 2.97 2.13 0 353.5 25 15 1013 1.23 7.98 300 152 1.66 1.19 0 1.39
-- -- 2.64 2.11 -0.01 357.4 30 15 1013 1.23 7.34 300 152 1.75 1.4 -0.04 1.25
-- -- 2.58 2.11 -0.01 357.4 30 15 1013 1.23 7.34 300 152 1.71 1.4 -0.04 1.22
-- -- 2.56 2.11 -0.01 357.4 30 15 1013 1.23 7.45 300 152 1.64 1.36 -0.04 1.21
51
(12. M) Data Sheets
Overview
The Arduino Uno is a microcontroller board based on the ATmega328 (datasheet). It has
14 digital input/output pins (of which 6 can be used as PWM outputs), 6 analogue inputs, a
16 MHz ceramic resonator, a USB connection, a power jack, an ICSP header, and a reset
button. It contains everything needed to support the microcontroller; simply connect it to
a computer with a USB cable or power it with a AC-to-DC adapter or battery to get started.
The Uno differs from all preceding boards in that it does not use the FTDI USB-to-serial
driver chip. Instead, it features the Atmega16U2 (Atmega8U2 up to version R2)
programmed as a USB-to-serial converter. Revision 2 of the Uno board has a resistor
pulling the 8U2 HWB line to ground, making it easier to put into DFU mode. Revision 3 of
the board has the following new features:
 pinout: added SDA and SCL pins that are near to the AREF pin and two other new
pins placed near to the RESET pin, the IOREF that allow the shields to adapt to the
voltage provided from the board. In future, shields will be compatible both with the
board that use the AVR, which operate with 5V and with the Arduino Due that
operate with 3.3V. The second one is a not connected pin, that is reserved for
future purposes.
 Stronger RESET circuit.
 Atmega 16U2 replace the 8U2.
"Uno" means one in Italian and is named to mark the upcoming release of Arduino 1.0. The
Uno and version 1.0 will be the reference versions of Arduino, moving forward. The Uno is
the latest in a series of USB Arduino boards, and the reference model for the Arduino
platform; for a comparison with previous versions, see the index of Arduino boards.
Summary
Microcontroller ATmega328
Operating Voltage 5V Input Voltage (recommended) 7-12V
Input Voltage (limits) 6-20V
Digital I/O Pins 14 (of which 6 provide PWM output)
Analog Input Pins 6
DC Current per I/O Pin 40 mA
DC Current for 3.3V Pin 50 mA
Flash Memory 32 KB (ATmega328) of which 0.5 KB used by bootloader
SRAM 2 KB (ATmega328)
EEPROM 1 KB (ATmega328)
Clock Speed 16 MH
52
Schematic & Reference Design
EAGLE files: arduino-uno-Rev3-reference-design.zip (NOTE: works with Eagle 6.0 and
newer) Schematic: arduino-uno-Rev3-schematic.pdf Note: The Arduino reference design
can use an Atmega8, 168, or 328, Current models use an ATmega328, but an Atmega8 is
shown in the schematic for reference. The pin configuration is identical on all three
processors.
Power
The Arduino Uno can be powered via the USB connection or with an external power
supply. The power source is selected automatically. External (non-USB) power can come
either from an AC-to-DC adapter (wall-wart) or battery. The adapter can be connected by
plugging a 2.1mm centre-positive plug into the board's power jack. Leads from a battery
can be inserted in the Gnd and Vin pin headers of the POWER connector. The board can
operate on an external supply of 6 to 20 volts. If supplied with less than 7V, however, the
5V pin may supply less than five volts and the board may be unstable. If using more than
12V, the voltage regulator may overheat and damage the board. The recommended range
is 7 to 12 volts. The power pins are as follows:
 VIN. The input voltage to the Arduino board when it's using an external power
source (as opposed to 5 volts from the USB connection or other regulated power
source). You can supply voltage through this pin, or, if supplying voltage via the
power jack, access it through this pin.
 5V.This pin outputs a regulated 5V from the regulator on the board. The board can
be supplied with power either from the DC power jack (7 - 12V), the USB connector
(5V), or the VIN pin of the board (7-12V). Supplying voltage via the 5V or 3.3V pins
bypasses the regulator, and can damage your board. We don't advise it.
 3V3. A 3.3 volt supply generated by the on-board regulator. Maximum current
draw is 50 mA.
 GND. Ground pins.
Memory
The ATmega328 has 32 KB (with 0.5 KB used for the bootloader). It also has 2 KB of SRAM
and 1 KB of EEPROM (which can be read and written with the EEPROM library).
Input and Output
Each of the 14 digital pins on the Uno can be used as an input or output, using pin Mode(),
digital Write(), and digital Read() functions. They operate at 5 volts. Each pin can provide
or receive a maximum of 40 mA and has an internal pull-up resistor (disconnected by
default) of 20-50 k Ohms. In addition, some pins have specialized functions:
 Serial: 0 (RX) and 1 (TX). Used to receive (RX) and transmit (TX) TTL serial data.
These pins are connected to the corresponding pins of the ATmega8U2 USB-to-TTL
Serial chip.
53
 External Interrupts: 2 and 3. These pins can be configured to trigger an interrupt
on a low value, a rising or falling edge, or a change in value. See the attach
Interrupt() function for details.
 PWM: 3, 5, 6, 9, 10, and 11. Provide 8-bit PWM output with the analogue Write()
function.
 SPI: 10 (SS), 11 (MOSI), 12 (MISO), 13 (SCK). These pins support SPI communication
using the SPI library.
 LED: 13. There is a built-in LED connected to digital pin 13. When the pin is HIGH
value, the LED is on, when the pin is LOW, it's off.
The Uno has 6 analogue inputs, labelled A0 through A5, each of which provide 10 bits of
resolution (i.e. 1024 different values). By default they measure from ground to 5 volts,
though is it possible to change the upper end of their range using the AREF pin and the
analogue Reference() function. Additionally, some pins have specialized functionality:
 TWI: A4 or SDA pin and A5 or SCL pin. Support TWI communication using the Wire
library.
There are a couple of other pins on the board:
 AREF. Reference voltage for the analogue inputs. Used with analogue Reference().
 Reset. Bring this line LOW to reset the microcontroller. Typically used to add a
reset button to shields which block the one on the board. See also the mapping
between Arduino pins and ATmega328 ports. The mapping for the Atmega8, 168,
and 328 is identical.
Communication
The Arduino Uno has a number of facilities for communicating with a computer, another
Arduino, or other microcontrollers. The ATmega328 provides UART TTL (5V) serial
communication, which is available on digital pins 0 (RX) and 1 (TX). An ATmega16U2 on the
board channels this serial communication over USB and appears as a virtual com port to
software on the computer. The '16U2 firmware uses the standard USB COM drivers, and
no external driver is needed. However, on Windows, a .inf file is required. The Arduino
software includes a serial monitor which allows simple textual data to be sent to and from
the Arduino board. The RX and TX LEDs on the board will flash when data is being
transmitted via the USB-to-serial chip and USB connection to the computer (but not for
serial communication on pins 0 and 1). A Software Serial library allows for serial
communication on any of the Uno's digital pins. The ATmega328 also supports I2C (TWI)
and SPI communication. The Arduino software includes a Wire library to simplify use of the
I2C bus; see the documentation for details. For SPI communication, use the SPI library.
Programming
The Arduino Uno can be programmed with the Arduino software (download). Select
"Arduino Uno from the Tools > Board menu (according to the microcontroller on your
board). For details, see the reference and tutorials. The ATmega328 on the Arduino Uno
comes pre burned with a bootloader that allows you to upload new code to it without the
54
use of an external hardware programmer. It communicates using the original STK500
protocol (reference, C header files). You can also bypass the bootloader and program the
microcontroller through the ICSP (In-Circuit Serial Programming) header; see these
instructions for details. The ATmega16U2 (or 8U2 in the rev1 and rev2 boards) firmware
source code is available . The ATmega16U2/8U2 is loaded with a DFU bootloader, which
can be activated by:
 On Rev1 boards: connecting the solder jumper on the back of the board (near the map of
Italy) and then resetting the 8U2.
 On Rev2 or later boards: there is a resistor that pulling the 8U2/16U2 HWB line to
ground, making it easier to put into DFU mode.
You can then use Atmel's FLIP software (Windows) or the DFU programmer (Mac OS X and
Linux) to load a new firmware. Or you can use the ISP header with an external programmer
(overwriting the DFU bootloader). See this user-contributed tutorial for more information.
Automatic (Software) Reset
Rather than requiring a physical press of the reset button before an upload, the Arduino
Uno is designed in a way that allows it to be reset by software running on a connected
computer. One of the hardware flow control lines (DTR) of the ATmega8U2/16U2 is
connected to the reset line of the ATmega328 via a 100 nano farad capacitor. When this
line is asserted (taken low), the reset line drops long enough to reset the chip. The Arduino
software uses this capability to allow you to upload code by simply pressing the upload
button in the Arduino environment. This means that the bootloader can have a shorter
timeout, as the lowering of DTR can be well-coordinated with the start of the upload. This
setup has other implications. When the Uno is connected to either a computer running
Mac OS X or Linux, it resets each time a connection is made to it from software (via USB).
For the following half second or so, the bootloader is running on the Uno. While it is
programmed to ignore malformed data (i.e. anything besides an upload of new code), it
will intercept the first few bytes of data sent to the board after a connection is opened. If a
sketch running on the board receives one-time configuration or other data when it first
starts, make sure that the software with which it communicates waits a second after
opening the connection and before sending this data. The Uno contains a trace that can be
cut to disable the auto-reset. The pads on either side of the trace can be soldered together
to re-enable it. It's labelled "RESET-EN". You may also be able to disable the auto-reset by
connecting a 110 ohm resistor from 5V to the reset line; see this forum thread for details.
USB Overcurrent
Protection The Arduino Uno has a resettable poly fuse that protects your computer's USB
ports from shorts and overcurrent. Although most computers provide their own internal
protection, the fuse provides an extra layer of protection. If more than 500 mA is applied
to the USB port, the fuse will automatically break the connection until the short or
overload is removed.
55
Physical Characteristics
The maximum length and width of the Uno PCB are 2.7 and 2.1 inches respectively, with
the USB connector and power jack extending beyond the former dimension. Four screw
holes allow the board to be attached to a surface or case. Note that the distance between
digital pins 7 and 8 is 160 mil (0.16"), not an even multiple of the 100 mil spacing of the
other pins.
Servo Motor Data Sheet
Tiny and lightweight with high output power. Servo can rotate approximately 180
degrees (90 in each direction), and works just like the standard kinds but smaller. You
can use any servo code, hardware or library to control these servos. Good for beginners
who want to make stuff move without building a motor controller with feedback & gear
box, especially since it will fit in small places. It comes with a 3 horns (arms) and
hardware.
Position "0" (1.5 ms pulse) is middle, "90" (~2ms pulse) is middle, is all the way to the
right, "-90" (~1ms pulse) is all the way to the left.
56
HC-05 Bluetooth Module
Overview
HC-05 module is an easy to use Bluetooth SPP (Serial Port Protocol) module,
designed for transparent wireless serial connection setup.
Serial port Bluetooth module is fully qualified Bluetooth V2.0+EDR (Enhanced Data
Rate) 3Mbps Modulation with complete 2.4GHz radio transceiver and baseband. It
uses CSR Blue core 04-External single chip Bluetooth system with CMOS technology
and with AFH(Adaptive Frequency Hopping Feature). It has the footprint as small as
12.7mmx27mm. Hope it will simplify your overall design/development cycle.
Specifications:
Hardware features
 Typical -80dBm sensitivity
 Up to +4dBm RF transmit power
 Low Power 1.8V Operation ,1.8 to 3.6V I/O
 PIO control
 UART interface with programmable baud rate
 With integrated antenna
 With edge connector
Software features
 Default Baud rate: 38400, Data bits:8, Stop bit:1,Parity:No parity, Data control: has.
Supported baud rate: 9600,19200,38400,57600,115200,230400,460800.
 Given a rising pulse in PIO0, device will be disconnected.
 Status instruction port PIO1: low-disconnected, high-connected;
 PIO10 and PIO11 can be connected to red and blue led separately. When master and slave are
paired, red and blue led blinks 1time/2s in interval, while disconnected only blue led blinks
2times/s.
 Auto-connect to the last device on power as default.
 Permit pairing device to connect as default.
 Auto-pairing PINCODE:”0000” as default
 Auto-reconnect in 30 min when disconnected as a result of beyond the range of connection
57
Hardware
Breadboard / Solderless
Specifications:
Pitch : 2.54mm
Terminal Strips : 300 Tie-point
Distribution Strips :
100 Tie-point Rated Voltage /
Current :
300V / 3 to 5A Insulation
Resistance :
500MΩ / DC500V
Withstanding Voltage :
1,000V AC / 1 minute. Wire Range
:
29AWG to 20AWG Temperature
Range : -25°C
to +80°C
Strip Length : 7mm to 8mm
Morphing Wing Project 58

September October November December
Morphing Wing Project

# Tasks 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Gantt chart (planned)
Research: Study about morphing aircraft, collect data

from online sources, list advantages and adaptibility of
1 morphing aircraft to UAV's
Design: Draft the wing design taking aerodynamics into
2 concideration, draw complete morphing wing plans
Modelling: Use aerofoil and wing modeling software
3 to design aircarft wing according to sketched design
Hardware: Buying all necessary hardware including
4 pistons, pneumatic solenoid, ball joint, forkhead
5 Wing construction: Building the aerofoil wing and all
6 Control Unit: Building a central control unit to control
7 Pneumatic System: Connecting all pneumatic pistons
8 Skin: Covering the entire structure with a rubber
9 Fuselage: Building the body of the aircraft using foam
10 Testing: Test the entire system and ensure it works
11 Modifications and Improvements: All necessary
12 Wind Tunnel Testing: If the wing is aerodynamically
13 Presentation: Powerpoint presentation to present the
14 Report all Data collected
15 Report Compilaation
16 Report Finalization and printing
59
References
September October November December
Morphing Wing Project

Gantt chart (actual)
# Tasks 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Research: Study about morphing aircraft, collect data
from online sources, list advantages and adaptibility of
1 morphing aircraft to UAV's
Design: Draft the wing design taking aerodynamics into
2 concideration, draw complete morphing wing plans
Modelling: Use aerofoil and wing modeling software
3 to design aircarft wing according to sketched design
Hardware: Buying all necessary hardware including
4 pistons, pneumatic solenoid, ball joint, forkhead
5 Wing construction: Building the aerofoil wing and all
6 Control Unit: Building a central control unit to control
7 Pneumatic System: Connecting all pneumatic pistons
8 Skin: Covering the entire structure with a rubber
9 Fuselage: Building the body of the aircraft using foam
10 Testing: Test the entire system and ensure it works
11 Modifications and Improvements: All necessary
12 Wind Tunnel Testing: If the wing is aerodynamically
13 Presentation: Powerpoint presentation to present the
14 Report all Data collected
15 Report Compilation
60
16 Report Finalization and printing
Aeronautics Guide , 2017. Aircraft Wing and Stabilizer Deicing Systems. [Online]
Available at: https://www.aircraftsystemstech.com/2017/05/wing-and-stabilizer-deicing-systems.html
[Accessed 22 11 2019].
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Morphing Wing Project 61

Morphing Wing: Enhancing Aircraft Performance by Altering Wing Design

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Morphing Wing: Enhancing Aircraft Performance by Altering Wing Design

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Morphing Wing: Enhancing Aircraft

Performance by Altering Wing Design

Extended Diploma in Aeronautical Engineering

Advisor: Ms. Anadika Baghel

Emirates Aviation University

Objectives of the Project:

Secondly, a special thanks to:

Figure 1- Morphing Wing Concept Idea[ CITATION Sto14 \l 1033 ]

Figure 3- Bell X-5 Morphing Aircraft

(4. D) Aircraft Morphing

Figure 4- Inflatable Telescopic Spar Concept[ CITATION Ray15 \l 1033 ]

Characteristic * Percentage Increase / Decrease

b. Variable Wing Sweep:

Figure 5- Variable Wing Sweep Aircraft[ CITATION Ray15 \l 1033 ]

(4.2) Out-of-plane transformati on can be achieved by the following methods:

Figure 6- Sting mounted HECS models in BART[ CITATION NAS19 \l 1033 ]

The results of the multiple tests have been displayed below:

(5. E) Morphing Systems

Examples of pneumatic systems and components –

(5.2) Mechanical system

Figure 12- Gears for a mechanical system[ CITATION Wik199 \l 1033 ]

(5.3) Thermo-sensiti ve material system

Figure 13- Chitosan-glycerophosphate Material[ CITATION Wik198 \l 1033 ]

(6. G) Software Modelling

Figure 15- Aerofoils used in simulation

Figure 16- Cl vs Angle of attack (simulation results)

Figure 18- Wing Design Xfoil

Angle of Velocity Coefficient Coefficient of Efficiency CL / CD Cm

Figure 19- Wing Simulation Analysis

Figure 21- Xplane 11 (xplane, n.d.)

Figure 22- NACA 0012 Aerofoil Designed in Foil Maker

Figure 23- Pneumatic Boots[ CITATION Aer17 \l 1033 ]

Aerofoil Section Pneumatic Airbag

Figure 24- Morphing Aerofoil Section Prototype 1

Flight Stage Aerofoil

Figure 25- NACA 6418 & NACA 0012 aerofoils

Solid Foam (fixed)

Figure 26- Morphing Section of aerofoil

Figure 27- Wing Sweep Alteration

(7.1) Budget Analysis (Projected Cost)

Section Cost (AED)

Total Estimated Cost: 300 AED

Section Cost (AED)

(7.2) Constructi on of Prototype 1 (Pneumati c System)

Figure 29- Pneumatic Equipment

Figure 31- Air Compressor

The following procedure was carried out:

(8. I) Final Wing Construction

 Bought a large plywood panel from a boat manufacturer in Al Quoz.

 The same was done for the second aerofoil.

 The microcontroller was programed to move the servo as shown below:

 The movements were recorded and adjustments made.

(8.3) Command and Control System

 A bread board was used to connect the components to the Arduino:

 The microcontroller was programmed using the following code:

(9. J) Adaptation of Morphing Design to UAV

Figure 32- MQ-9 Reaper[ CITATION Wik1910 \l 1033 ]

(10.1) Control Aerofoil at 10 m/s airspeed:

Atmosp Atmosp Calculat Coeffici Pitching Lift /

Coeffi cient of lift vs Angle of Att ack (Control Aerofoil 10

(10.2) Control Aerofoil at 15 m/s airspeed:

Atmosp Atmosp Calculat Coeffici Pitching Lift /

Table 7- Control Aerofoil Wind tunnel results 15 m/s (attached in appendix)