FLIGHTFURY CHALLENGE 2023

DESIGN REPORT

TEAM DA VINCI

TEAM MEMBERS
DIPMAN SINH VAGHELA

DEV SHARMA

HARSHITA CHOUREY

HARSHITA SOBHANI

SILVER OAK UNIVERSITY

AHMEDABAD, GUJARAT – 382481

TEAM MENTOR: KEVAL KELAWALA

FACULTY ADVISOR: KAUSHIKKUMAR MODI

DATE: 16TH MARCH 2023

TABLE OF CONTENTS

ACKNOWLEDGEMENT ....................................................................................................... 3

ABSTRACT .............................................................................................................................. 4

1. MEET THE TEAM ............................................................................................................. 6

2. DESIGN SPECIFICATIONS ............................................................................................. 7

2.1 Overview .......................................................................................................................... 7
2.2 Wing Design ..................................................................................................................... 8
2.3 Fuselage Design ............................................................................................................. 11
2.4 Tail Design ..................................................................................................................... 12

3. CONTROL SURFACES ................................................................................................... 15

4. SERVO SIZING ................................................................................................................. 16

5. PROPULSION SYSTEM .................................................................................................. 17

6. TAKE-OFF WEIGHT OF THE AIRCRAFT ................................................................. 19

7. CONCLUSION .................................................................................................................. 20

8. REFERENCES................................................................................................................... 21
ACKNOWLEDGEMENT

The team would like to take this opportunity to thank the organisation and the individuals who
assisted us in successfully completing this project. First and foremost, we would like to thank
IIT Roorkee for organising this competition and providing us with much-needed assistance.
We would like to heartily thank Silver Oak University for believing in our team and letting us
proceed further with our imaginations. This massive task would not have been possible without
the personal interest of the Team Mentor, Mr. Keval Kelawala, our Faculty Advisor, Mr.
Kaushikkumar Modi and respected HOD, Mr. Rushil Shah, who encouraged and guided us
throughout the entire project. They were critical to our success. The campus community's
support was invaluable throughout the process.
ABSTRACT

Cognizance is an annual tech-fest which provides a platform to young minds for designing and
laying-out the fostering environment to compete against the best teams belonging to various
colleges all across India. Team Da Vinci is the collegiate team of Silver Oak University located
in Ahmedabad, Gujarat. Analysing and redesigning leads to improvement which enhances the
performance of the aircraft and its efficiency. It enables to identify the errors and thus excelling
into refined design options. Aiming to enhance the skills and to give a remarkable performance,
“Team Da Vinci” representing Silver Oak University, has taken a challenge to compete with
other teams in ‘Flightfury’. The team has successfully developed a fixed wing aircraft
following the requirements specified in the rulebook, performed through engineering analysis.
The aim of our team was to design a stable and light weight aircraft with payload carrying
capacity. In order to achieve this, an aircraft with a high winger has been configured which
provides better lifting characteristics while also leaving space for the payload. A V-tail
configuration was opted to achieve the required stability and to maintain control over the
desired altitude and flight path, also countering the occurred disturbances if it may. The
fuselage was constructed in order to house the payload and electronics. The material used to
manufacture the aircraft is foam board, which provides maximum strength with respect to
weight.
 LIST OF TABLES
Table 1: Meet The Team ............................................................................................................ 6
Table 2: Design Overview ......................................................................................................... 7
Table 3: Wing Geometry ........................................................................................................... 8
Table 4: Geometry of different sections of the fuselage .......................................................... 11
Table 5: Geometric Dimensions of the Tail ............................................................................. 13
Table 6: Dimensions of Control Surfaces ................................................................................ 15
Table 7: Take-Off Weight of the Aircraft ................................................................................ 19

LIST OF FIGURES
Figure 1: Structure of Aircraft ................................................................................................... 7
Figure 2: Wing Planform ........................................................................................................... 8
Figure 3: Fuselage .................................................................................................................... 11
Figure 4: Nose Section Figure 5: Payload Section Figure 6: Aft Section ............................... 11
Figure 7: Tail Planform ............................................................................................................ 12
Figure 8: Propellor 7042 .......................................................................................................... 17
Figure 9: Motor 2212 ............................................................................................................... 17
Figure 10: 3S LiPo Battery (2200 mAh).................................................................................. 18
Figure 11: ESC 30A ................................................................................................................. 18
1. MEET THE TEAM

Name Role Distribution

Dipman Sinh Vaghela Avionics System and Piloting
Dev Sharma Fuselage Designing
Harshita Chourey Wing Designing
Harshita Sobhani Documentation and Tail Designing
Table 1: Meet the Team
2. DESIGN SPECIFICATIONS

2.1 Overview

Component Description
Wing High wing with a rectangular planform
Fuselage Constructed to resemble the shape of an airfoil
Empennage V-Tail configuration
Propulsion system Motor 2212 (920 KV), Propeller 1045
Power System 3S LiPo Battery, ESC 30A
Table 2: Design Overview

Figure 1: Structure of Aircraft

2.2 Wing Design
Our aircraft has a high wing configuration, which offers a number of benefits. It offers more
stability at slower speeds, enabling take-off and landing in difficult situations simpler. As the
high wing arrangement generates more effective lift and less drag, it has greater cruising
performance. It makes wing installation simpler, which makes maintenance and repair work
easier. Since there is more room for the payload in the fuselage, this design makes it easier to
assemble and disassemble the payload.

2.2.1 Wing Planform

One of the leading advantages of a rectangular wing planform is its simplicity in design, which
makes it easier to manufacture and maintain. It also yields a constant lift distribution along the
span, which in turn results in better stability and predictable handling characteristics. In
addition to proper lift distribution, generating high lift while minimising drag is also an
important aspect of wing designing. [1] The rectangular wing planform provides a large wing
area relative to its span, which improves low-speed performance, such as take-off and landing.
Finally, the rectangular wing planform is less affected by any changes occurred in angle of
attack, making it easier to manoeuvre and control the aircraft, particularly during turbulence or
gusty conditions.

Parameter Value
Wing Span (bw) 1m
Aspect Ratio of Wing (ARw) 6.25
Root Chord (Cr) 0.16 m
Taper Ratio (λ) 1
Wing Area (Sw) 0.16 m2
𝑊 57.634 N/m2
Wing Loading ( 𝑆 )

Table 3: Wing Geometry

Figure 2: Wing Planform

2.2.2 Airfoil Selection

An airfoil is a curved surface that is responsible for generating lift, drag and moment.
Flat bottom airfoils are more stable than other airfoils, which means that they are less likely to
stall. This makes them easier to control, especially for inexperienced pilots. They are easy to
construct using simple tools and materials. This makes them a popular choice for home-built
aircraft. They produce relatively low drag compared to other airfoils. This means that they
require less power to fly, which results in improved efficiency and longer flight times. We
chose a flat bottom airfoil because they produce a significant amount of lift at low speeds.
Varying from small-scale hobby aircraft to larger commercial planes, they are used for a wide
range of applications. They are also suitable for a range of flight conditions, including low-
speed and high-speed flight.

Various airfoils (S2091, GOE532, S4180, GOE528) were compared and analysed for their
aerodynamic properties which is demonstrated as follows:

CL vs Alpha CD vs Alpha
2 0.18

0.16

1.5 0.14

0.12

1 0.1
CD
CL

0.08

0.5 0.06

0.04

0 0.02
-20 -10 0 10 20 30
0
-20 -10 0 Alpha 10 20 30
-0.5
Alpha

s2091 goe532 s4180 goe528 s2091 goe532 s4180 goe 528

 Cm vs Alpha CL vs CD
2
0
-20 -10 0 10 20 30
-0.02
1.5

-0.04
1
-0.06

CL
Cm

-0.08 0.5

-0.1
0
0 0.05 0.1 0.15 0.2
-0.12

-0.14 -0.5
Alpha CD

s2091 goe 532 s4180 goe 528 s2091 goe532 goe528 s4180

Learning about the peculiar attributes meeting our design requirements, S2091 was chosen with
respect to its lifting and stall characteristics.
2.3 Fuselage Design

Figure 3: Fuselage

The fuselage is the backbone of any aircraft. It serves as a connecting piece for the power train,
wing and the tail as well as housing for payload and other components. This body is a
geometrically large piece of the total system that will experience significant load during flight
regime. Its length is a very influential factor in maintaining the stability of the airplane. [2]

The design of our fuselage is a rectangular cross-section with its width gradually decreasing
towards the nose and aft regions that helps us to maintain an aerodynamic profile resembling
an airfoil.

Fuselage Length = 0.72 m

Section Fineness Ratio Length (m)
Nose 5.65 0.18
Payload 9.43 0.18
Aft 7.07 0.36
Table 4: Geometry of different sections of the fuselage

Figure 4: Nose Section Figure 5: Payload Section Figure 6: Aft Section

2.4 Tail Design

Tail is an arrangement of stabilizing surfaces located at the aft region of an aircraft. From the
advent of aviation industry various tail configurations including Conventional, V-tail, T-tail,
H-Tail, etc have been used for achieving different mission requirements. The principal purpose
of the tail section is to provide longitudinal and directional stability in case of disturbance. This
is achieved by giving required trim to the control surfaces of the tail, for maintaining
longitudinal and directional stability.[3] After comparing and analysing various configurations
and their properties, V-tail design was selected for our aircraft. It is easy to install, lighter in
weight, and performs all required tasks.

2.4.1 Tail Configuration

The aircraft manufactured by us is equipped with V-tail configuration. The V-tail

configuration, also known as a butterfly tail or a V-tail, offers several advantages over other
tail configurations: A V-tail configuration typically weighs less than a conventional tail
configuration because it eliminates the need for a vertical stabilizer and associated control
surfaces. The V-tail configuration improves the aerodynamic efficiency of the aircraft by
reducing drag and improving lift. This results in improved speed and efficiency. The V-tail
configuration simplifies maintenance by reducing the number of control surfaces and
associated components that need to be maintained or replaced. The V-tail configuration
improves the handling characteristics of the aircraft by reducing the need for large control
surfaces. This results in improved responsiveness and manoeuvrability. The V-tail
configuration also gives the aircraft a distinctive and aesthetically pleasing look that sets it
apart from other aircraft.

Figure 7: Tail Planform

2.4.2 Geometric Dimensions

Parameter Value
Area of Tail (Sv) 560 cm2
Aspect Ratio of Tail ( 𝐴𝑅𝑣 ) 2.857
Tail Span (𝑏) 40 cm
Root Chord (𝐶𝑣𝑅𝑜𝑜𝑡 ) 18 cm
Taper Ratio (λ) 0.56
1+𝜆+𝜆 2
14.412 cm
Mean Aerodynamic Chord = 𝐶̅ = 2⁄3 ∗ 𝐶𝑣𝑅𝑜𝑜𝑡
1+𝜆

Table 5: Geometric Dimensions of the Tail

2.4.3 Airfoil Selection

Flat plate airfoils, also known as zero camber airfoils, have some advantages over other airfoil
shapes in certain applications. They are simple in shape and can be easily manufactured using
processes such as laser cutting, waterjet cutting, or stamping. Flat plate airfoils generate less
drag compared to other airfoils, especially at low speeds. This results in better efficiency,
longer range, and improved endurance for aircraft that operate at low speeds. We have chosen
a flat plate airfoil for the aircraft’s tail. Flat plate airfoils have a symmetrical cross-section with
a simple geometry. This simplifies their design and analysis, and reduces the number of
components required to produce them. Flat plate airfoils have good stall characteristics, which
enables the aircraft to maintain stability even when operating at high angles of attack. This is
important for aircraft that need to fly at low speeds or operate in turbulent conditions.
Various airfoils (E230, NACA0015, NACA0012, Flat Plate) were compared and analysed for
their aerodynamic properties which is demonstrated as follows:

Cm Vs Alpha
0.1

0.05
Cm

0
-20 -15 -10 -5 0 5 10 15 20

-0.05

-0.1 Alpha
e230 naca0015 naca0012 Flat Plate

Learning about the peculiar attributes meeting our design requirements, a flat plate airfoil was
chosen with respect to its stability and stall characteristics.
3. CONTROL SURFACES

Designing of control surfaces is an important aspect which enables us to achieve control along
various axes.

Flaperons are control surfaces that combine the functions of both ailerons and flaps. A flaperon
is located on the trailing edge of the wing and is designed to provide both roll and pitch control.
They are characteristically found on aircraft with a flying wing design, such as some military
drones and some gliders.

Ruddervators are control surfaces that are designed to function as both the rudder and elevator
on an aircraft. They are also typically found on flying wing designs. The ruddervator is a single
control surface located on the trailing edge of the v-tail, which is used to provide both yaw and
pitch control.

As integrating multiple control surfaces into a single unit, reduces the overall weight and
complexity of the aircraft and hence improving the aircraft's performance, efficiency, and
handling characteristics. Integrated control surfaces are designed to work as a whole more
efficiently than separate control surfaces. This results in better aerodynamic performance and
improved handling at high speeds. Integrated control surfaces lead to a simpler aircraft design
which is more reliable and easier to maintain. This reduces the likelihood of mechanical failures
and improve safety. Integrated control surfaces allow designers to create more streamlined and
aerodynamically enhanced aircraft geometry, which in turn reduces drag and better
performance index.

The dimensions of the control surfaces are determined by the overall design and geometry of
the wing and tail.

Control Surface Span Chord

Flaperon 30 cm 3 cm
Ruddervator 20 cm 3 cm
Table 6: Dimensions of Control Surfaces
4. SERVO SIZING

Servo sizing is an important consideration in aircraft design, and a careful analysis of the
aircraft's requirements must be undertaken to select the appropriate size and type of servo for
each control surface. For deflection of the control surfaces, we are using the servos.

After calculating the torque required by the control surfaces, at different velocities, the 9g 180°
micro servo with torque of 1.6kg-cm was selected for the operating control surfaces.
5. PROPULSION SYSTEM

Power train is decided from the minimum power and thrust required for an aircraft to fly. It
also plays an important role during take-off and landing of the aircraft. The theoretical approach
for the above calculations is listed below [5]:

1
2(𝑊 3 ) 256(𝐾 3 )𝐶𝐷0 4
𝑀𝑖𝑛. 𝑃𝑜𝑤𝑒𝑟 𝑅𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = √ × ( )
𝜌(𝑆) 27

= 10.51 W

𝑀𝑖𝑛. 𝑇ℎ𝑟𝑢𝑠𝑡 𝑅𝑒𝑞𝑢𝑖𝑟𝑒𝑑 = 𝑊√4 × 𝐾 × 𝐶𝐷0

= 0.5514 N

The propulsion and power system assisting our design is comprised of a Propeller 1045, a
Motor 2212 (920 KV), a 3S LiPo Battery, and an ESC 30A.

Figure 8: Propellor 1045

Figure 9: Motor 2212 (920 KV)

Figure 10: 3S LiPo Battery (2200 mAh)

Figure 11: ESC 30A

6. TAKE-OFF WEIGHT OF THE AIRCRAFT

WTO = WSt+WP+WPs+WB

WTO = 940g
Structural Weight = WSt 450g
Payload Weight = WP 200g
Propulsion System Weight = WPs 100g
Battery Weight = WB 190g
Table 7: Take-Off Weight of the Aircraft
7. CONCLUSION

Soaring high for the Cognizance 2023, our designed aircraft is inclined to reach the best heights
with its flight performance.

Throughout the designing process, the team came up with the idea of V-tail configuration that
fosters greater stability with the use of ruddervators and minimizes profile drag. Similarly, the
design of the fuselage is optimized to form a structure resembling an airfoil, which in turn
reduces the effective drag. For ease of manufacturing, a rectangular wing planform was opted
which also offers better lifting and stalling characteristics. Flaperons are placed in the wing for
better roll control. Our aircraft comprises of foam board, so as to reduce the structural weight.
The flat plate used in tail design allows us to form a structure with reduced weight, which also
provides required stability and pitch control.
8. REFERENCES

[1] M. H. Sadrey, Aircraft Design: A Systems Engineering Approach, New Hampshire: A

John Wiley And Sons Ltd Publication, 2012.

[2] S. Gudmundsson, General Aviation Aircraft Load Analysis, Butterworth-Heinemann,

2022, 2014.

[3] UAV Design of structural components - Wing, Fuselage and Tail, 2012.

[4] C. D. Perkins and R. E. Hage, Airplane Performance, Stability and Control, New York:
Wiley, 1949.

[5] D. S. Sadrela, “UAV Designing Course,” IIT Kanpur, 2018.