Bs - Amet Fyp2 Report (Eppg)

Final Year Project-II Report
Electric Powered Paraglider (EPPG)
Submitted to:
Dr. Ahmed Aizaz
Submitted by:
Aleeza Khan F2018206021

Muhammad Abdullah Al Amir F2018206037
Hafiz Umer Shehzad Rizvi F2018206035
FALL 2018_2022
BS Aircraft Maintenance Engineering Technology
Institute of Aviation Studies (IAS)

University of Management and Technology, Lahore.
Electric Powered Paraglider BS Project Report
DECLARATION STATEMENT
I certify that the work submitted is my own and that any material derived or quoted from the published or
unpublished work of other persons has been duly acknowledged.
Student Full Name: Muhammad Abdullah Al Amir | Aleeza Khan | Hafiz Syed Umer Shahzad
Student Registration Number: F2018206037 | F2018206021 | F2018206035
Signed:
Date: 14th July, 2022.
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Abstract
This report deals with the electrification of already existing PPG at Technocrafts, a concept that is still new
in Pakistan but widely adopted in other countries. The ever-growing aviation industry has welcomed all-
electric smaller aircrafts via manufacturing of new designs as well as converting some of the existing ones
into electric, similar to the project covered in this report. Research is still underway to produce all-electric
large aircraft where the limiting factor is the charge storage capacity of the already available batteries.
Literature review of similar projects of electrification of aircraft and/or manufacturing of an all-electric aircraft
is carried for comprehension of the systematic approach towards the project. The primary goal is
environment sustainability; whereas the secondary goal is to simplify the conversion process for wide
adoption. Identification of crucial components e.g., motor, battery, electronic speed controller, and propeller
is necessary which will replace the conventional components according to the below conducted study, that
is the essence of electrification of already existing aircraft and/or paraglider.
The available technology for the required components is compared for evaluation and selection of the
optimum technology fulfilling the parameters outlined for the EPPG. This analytical approach along with
calculative simulation to justify the compatibility of the components. The pre-requisites of the conceptual
design are covered in the report for an all-electric architecture and variance from the path is likely for other
existing architectures, not concerned in this report. The project will be centered around the electrification
process of PPG bearing in mind the challenges to be faced throughout the journey. As the EPPG has to be
developed and its operational test will be carried out, airworthiness and safety concerns hold foremost
importance.
Detailed outline of the fabrication process with pictorial graphics is represented for each machining
procedure or any other operation applied during the working on the PPG conversion. An important factor
of component repair, specifically the electric motor repair, was the basis of the EPPG trike. Under these
circumstances it was considered the first task to overcome and definitely required immense amount of study
of BLDC motors and their winding. Each fabrication procedure was self-employed at Technocrafts, where
proper equipment and machineries were already available, but the aspect of safety was not left out,
especially seeking guidance of the professionals there. The factor of cost, for each product bought from the
market was tracked throughout the journey and an account was made to estimate the financial cost used
to develop or cater the need of equipment other than those already available at Technocrafts.
The operational parameter evaluation was conducted in presence of all the professionals and proper
equipment were utilized to evaluate each parameter for the Electric Powered Paraglider during ground
testing. Load cell to measure the thrust, clamp meter to measure the current consumption, and multimeter
to measure the drop in voltage for several throttle positions. Safety was paramount throughout the scope
of work and following to second place was the proper lab and functionality testing of each component.
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Acknowledgement
Firstly, all the gratitude to the most gracious, the most merciful and almighty Allah and, our sincere and
most respected gratitude towards Prof. Dr. Ahmed Aizaz, Assc. Vice Principle, IAS for his valuable
experience and guidance throughout the journey of this project. We would also like to extend our gratitude
towards a former faculty of IAS and our respectful Instructor, Sir Arslan Asim, for guiding us at the start of
the project.
Utmost respect & gratitude towards Sir. Ahmed Rehan, CEO Technocrafts, for sponsoring this project,
sharing of his life experience and technical facilities at Technocrafts.
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Table of Contents
DECLARATION STATEMENT........................................................................................................................... ii
Abstract ........................................................................................................................................................ iii
Acknowledgement ....................................................................................................................................... iv
List of figures .............................................................................................................................................. viii
List of Tables ................................................................................................................................................. x
Glossary ........................................................................................................................................................ xi
1 Introduction .................................................................................................................................... 35
1.1 Need of Conversion................................................................................................................. 35
1.2 Ultralight Aircraft (UA) Category............................................................................................. 36
1.3 Converted Ultralight PPG Trike ............................................................................................... 37
1.4 Aims......................................................................................................................................... 37
1.5 Objectives................................................................................................................................ 37
1.6 Report Layout.......................................................................................................................... 38
2 Literature Review ............................................................................................................................ 39
2.1 Introduction ............................................................................................................................ 39
2.2 Research .................................................................................................................................. 39
2.3 NUS Paraglider Trike ............................................................................................................... 39
2.3.1 Safety Features ............................................................................................................... 40
2.3.2 Specification .................................................................................................................... 40
2.4 Existing Electric Aircrafts ......................................................................................................... 41
2.4.1 Elektra One...................................................................................................................... 41
2.4.2 Earthstar E-Gull ............................................................................................................... 42
2.4.3 Electraflyer-C ................................................................................................................... 43
2.4.4 Electric Cri Cri .................................................................................................................. 44
2.4.5 Pipistrel Taurus Electro ................................................................................................... 45
2.4.6 Pipistrel Alpha Electro ..................................................................................................... 46
2.5 Electric Aircraft Propulsion Architectures ............................................................................... 47
2.6 Motor Technology Research ................................................................................................... 48
2.6.1 AC Motor ......................................................................................................................... 48
2.6.2 DC Motor ......................................................................................................................... 48
2.6.3 Types of DC Motor .......................................................................................................... 49
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2.7 Battery Technology Research ................................................................................................. 51

2.7.1 Super capacitor or Ultra capacitor Battery ..................................................................... 51
2.7.2 Ultra-capacitor vs other batteries ................................................................................... 51
2.7.3 Lithium-Ion Battery ......................................................................................................... 52
2.8 Solid State Battery................................................................................................................... 52
2.8.1 Lithium Polymer Battery ................................................................................................. 53
2.9 Electronic Speed Controller Research ..................................................................................... 54
2.9.1 Types of Electronic Speed Controller .............................................................................. 54
3 Methodology................................................................................................................................... 56
3.1 Study Design............................................................................................................................ 56
3.2 Thrust Calculation ................................................................................................................... 57
3.3 Motor Technology Selection Matrix ....................................................................................... 58
3.4 Battery Technology Selection Matrix ...................................................................................... 59
3.5 Electronic Speed Controller (ESC) Selection Criteria............................................................... 60
3.6 Final Components Selection Matrix ........................................................................................ 60
4 System Description ......................................................................................................................... 62
4.1 Motor ...................................................................................................................................... 62
4.2 Battery..................................................................................................................................... 63
4.3 ESC........................................................................................................................................... 63
4.4 Propeller .................................................................................................................................. 64
4.5 Additional components ........................................................................................................... 64
5 Motor Mount Analysis .................................................................................................................... 65
5.1 AutoCAD 3D ............................................................................................................................ 65
5.2 EPPG 3D Model ....................................................................................................................... 65
5.3 Electric Motor Mount 3D Model ............................................................................................. 65
5.4 Ansys Analysis ......................................................................................................................... 66
6 Center of Gravity (CG) Analysis ....................................................................................................... 69
6.1 CG Calculations of conventional (Simonini Mini 2+) PPG ....................................................... 69
6.2 CG Calculation of converted Electric PPG ............................................................................... 70
7 System Fabrication .......................................................................................................................... 72
7.1 Component Repair .................................................................................................................. 72
7.2 Lab Testing of Component ...................................................................................................... 73
7.3 Machining................................................................................................................................ 74
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7.4 Structural Repair ..................................................................................................................... 75

7.4.1 Welding of Cage .............................................................................................................. 75
7.4.2 Battery Compartment ..................................................................................................... 75
7.4.3 Painting Frame ................................................................................................................ 75
7.5 Installation of Chair, Motor Mount, Battery and ESC ............................................................. 76
7.6 Fixing of Net on Cage Hoop..................................................................................................... 76
7.7 Shaft Testing After Mounting 41” CF Propeller ...................................................................... 77
7.8 Thrust Testing via Load Cell .................................................................................................... 78
7.9 Operational Parameter Measurement ................................................................................... 79
8 Market Survey ................................................................................................................................. 80
9 Conclusion ....................................................................................................................................... 81
10 Final Year Project Timeline ......................................................................................................... 82
10.1 Project Deliverables ................................................................................................................ 82
10.2 FYP-I, Semester Progress......................................................................................................... 82
10.3 FYP-II, Semester Progress ....................................................................................................... 82
11 References .................................................................................................................................. 83
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List of figures
Figure 1 Pollutants Produced by Aviation Industry .................................................................................... 35

Figure 2 World's Lightest PPG in NUS ......................................................................................................... 40
Figure 3 Elektra One all-electric aircraft .................................................................................................... 41
Figure 4 Earthstar E-Gull (all-electric aircraft)........................................................................................... 42
Figure 5 ElectraFlyer C (all-electric aircraft)................................................................................................ 43
Figure 6 Electric Converted Cri Cri .............................................................................................................. 44
Figure 7 PIPISTREL Taurus Electro (PIPISTREL, 2007) ......................................................................... 45
Figure 8 PIPISTREL Alpha Electro (first all-electric trainer aircraft)........................................................ 46
Figure 9 (a) Represents parallel hybrid architecture and (b) represents series hybrid architecture ......... 47
Figure 10 Turbo-Electric Power conversion and transmission process. ..................................................... 47
Figure 11 Simplest form of propulsion architecture ................................................................................... 48
Figure 12 Series Wound DC motor.............................................................................................................. 49
Figure 13 Shunt Wound DC motor .............................................................................................................. 49
Figure 14 Brushless DC motor ..................................................................................................................... 50
Figure 15 Brushed DC motor....................................................................................................................... 50
Figure 16 Super capacitor or Ultra capacitor Battery ................................................................................. 51
Figure 17 Ultra capacitor vs other batteries ............................................................................................... 51
Figure 18 Advantages of Ultra-Capacitor Batteries over conventional ...................................................... 52
Figure 19 Lithium-Ion Battery ..................................................................................................................... 52
Figure 20 Schematic view of all-solid-state battery using silver iodide ...................................................... 53
Figure 21 Comparison of Conventional battery and Solid-State Battery.................................................... 53
Figure 22 Schematic view of Lithium Polymer Battery ............................................................................... 54
Figure 23 Brushed ESC vs Brushless ESC SmartArt (EL-PRO-CUS, 2021) ..................................................... 54
Figure 24 Types of Electronic Speed Controller .......................................................................................... 55
Figure 25 Methodology Decision Tree ........................................................................................................ 56
Figure 26 Delta Trike Thrust Calculation ..................................................................................................... 57
Figure 27 EPPG Thrust Calculation .............................................................................................................. 57
Figure 28 Piston Engine PPG to EPPG Conversion SmartArt ....................................................................... 62
Figure 29 U15II KV100 BLDC Motor ............................................................................................................ 62
Figure 30 Tattu Plus 6S Battery ................................................................................................................... 63
Figure 31 FLAME 180A HV ESC.................................................................................................................... 63
Figure 32 G41 x 13.1” CF Prop .................................................................................................................... 64
Figure 33 3D model of EPPG ....................................................................................................................... 65
Figure 34 Electric Motor Mount 3D Model ................................................................................................. 66
Figure 35 New mount 2D design................................................................................................................. 66
Figure 36 Mesh generated on new mount ................................................................................................. 67
Figure 37 Fixed Support and Force Points .................................................................................................. 67
Figure 38 Equivalent Stress on the mount coupling ................................................................................... 68
Figure 39 Total Deformation on the mount coupling ................................................................................. 68
Figure 40 CG point of PPG (with Simonini Engine) ..................................................................................... 69
Figure 41 CG point of EPPG ......................................................................................................................... 70
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Figure 42 Motor coil removal, winding and protection procedure ............................................................ 72

Figure 43 Final assembly of U15II motor before testing............................................................................. 73
Figure 44 Delta vs Star Connection Coil Configuration ............................................................................... 73
Figure 45 Battery Charging Dock with LiPo Battery Fast Charging settings and charged notification ....... 74
Figure 46 U15II KV100 repaired motor successful lab testing .................................................................... 74
Figure 47 Machining; a). Surface Grinding of CRS steel plates, b). Drilling of mounting holes, c). Edges
grinding of drilled holes. ............................................................................................................................. 74
Figure 48 a). Turning operation on lathe to make tyres bushings, b). boring operation, c). Completed
bushing. ....................................................................................................................................................... 75
Figure 49 a). Drilling of rivet holes, b). Grinding of drilled holes edges, c). Spray painting of battery
compartment .............................................................................................................................................. 75
Figure 50 Hummer Sea Blue Spray Painting on PPG structure ................................................................... 76
Figure 51 Installation of Components on PPG Frame ................................................................................. 76
Figure 52 Fixing of Net on the Propeller Hoop via cable ties and thread ................................................... 77
Figure 53 Electric Schematic Diagram of EPPG; a). Motor's Clockwise rotation, b). Motor's Counter-
clockwise rotation. ...................................................................................................................................... 77
Figure 54 Newton's third law pictorial representation............................................................................... 78
Figure 55 Load Cell with digital display ....................................................................................................... 78
Figure 56 Clamp meter and Multimeter connection for measurement ..................................................... 79
Figure 57 Completed EPPG ......................................................................................................................... 79
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List of Tables
Table 1 FAR Part 103 (Ultralight Regulations) ((ARAC), 1993) .................................................................... 36

Table 2 Delta Trike Specification (Times, 2022) .......................................................................................... 40
Table 3 Existing Electric Paragliders (GmbH, 2012) .................................................................................... 41
Table 4 Elektra One Solar aircraft performance specifications .................................................................. 42
Table 5 Earthstar E-Gull aircraft performance specifications ..................................................................... 43
Table 6 ElectraFlyer C aircraft performance specifications ........................................................................ 43
Table 7 Electric Cri Cri performance specifications .................................................................................... 44
Table 8 PIPISTREL Taurus Electro performance specifications ................................................................... 45
Table 9 PIPISTREL Alpha Electro performance specifications ..................................................................... 46
Table 10 AC vs DC Motor Matrix ................................................................................................................. 58
Table 11 Brushless vs Brushed Motor Matrix ............................................................................................. 58
Table 12 Brushless DC vs Brushed DC Motor Matrix .................................................................................. 59
Table 13 Comparison between Battery Technologies (FutureBridge, 2020) .............................................. 59
Table 14 Motor Selection ............................................................................................................................ 60
Table 15 ESC Selection ................................................................................................................................ 61
Table 16 Battery Selection .......................................................................................................................... 61
Table 17 Result of Market Survey ............................................................................................................... 80
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Glossary
PPG: Powered Paraglider

PPC: Powered Parachute
EPPG: Electric Powered Paraglider
LSA: Light Sport Aircraft
FAA: Federal Aviation Administration
FAR: Federal Aviation Regulation
UAV: Unmanned Aerial Vehicle
ESC: Electronic Speed Controller
HP: Horse Power
BLDC: Brushless Direct Current
LiPo: Lithium Polymer
BMS: Battery Management System
RPM: Revolutions per Minute
NLG: Nose Landing Gear
MLG: Main Landing Gear
FEM: Finite Element Method
PWM: Pulse Width Modulation
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1 Introduction
Aviation in Pakistan still waits for environment friendly drives and propulsions system. The concept of
electrification process is widely adopted by western countries whereas in Pakistan the electrification of aircrafts
or paragliders is still facing multiple challenges. The proposal to power aircrafts by replacing the piston engines
with electric motors has been around for a long time. The patent of hybrid piston engine aircrafts was filed in
1943. The main constraints for this technology were; the choice of suitable electric motor with high power-to-
weight ratio and the other main barrier in accepting this technology was that the electric source will be worthy
for the power and density requirements of aircrafts. Since then, numerous breakthroughs were made in the
required technology which made it possible to achieve electrification of smaller aircrafts and/or paraglider trikes.
Project EPPG (LSA) introduces the electrification of paraglider in Pakistan through use of all-electric propulsion
architecture and drive system. The essence of electrification is replacement of engine and its additional
components, driven by non-renewable resources e.g., petrol, with an electric motor powered via battery. The
project simplifies the electrification process in order to tackle the fear of new technology and make its adoption
easier.
This conversion encourages environment sustainability factor as well as mitigate the drawbacks that incur due
to utilization of the engine e.g., high maintenance cost, high fuel consumption, increased downtime, high
installation time, complex working system, and majorly air as well as noise pollution.
1.1 Need of Conversion

Aviation accounts for 2.5% of Carbon Dioxide emissions globally, in the research dated back to 2018. The
amount of CO2 produced in tonnes equal to 1.04 billion tonnes, alone by the aviation sector. The story does
not end here, it is not only the CO2 which is causing the shift in climate change but many other factors such as;
long term decline in ozone, emission of soot, water vapor, sulfur and decrease in methane. Research carried
out by David Lee to factor in all the above-mentioned contributors was named “Radiative Forcing”. It is the
measure of the incoming energy to that of the energy radiated back to the space, therefore if more energy is
radiated back the atmosphere gets cooler and if more energy is absorbed then it gets warmer. The conclusion
of the research states that the aviation sector is 3.5% responsible for the atmosphere shifting towards being
warmer. It is to be noted that as much attention as CO2 gets, it is less than 50% contributing factor for this
warming whereas the other complex factors are responsible for more than 66% for this warming, the so-called
non-CO2 forcings (Overton, 2019).
Figure 1 Pollutants Produced by Aviation Industry
On the contrary, electric aircrafts are as green as how the energy being stored is produced and mainly the
manufacturing process of the batteries. The emissions itself from the electric aircrafts are eliminated but the
latter factor does decide how green the electric aircraft is, including the manufacturing process of the aircraft
itself. Therefore, organizations are moving towards renewable energy resources and are walking towards the
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end of fossil fuel driven energy sources. An exemplary comparison between two vehicles, electric Chevrolet
Bolt vs Toyota Camry, gave the result of producing 189 grams of CO2 for every mile driven to the 385 grams
of CO2 respectively. The numbers are evident enough to understand the importance of conversion of vehicles
and aircraft towards a more renewable resource, which for sure is not only the advantage that counts
(Choudhary, 2021).
The famous electric motors, the show stealer, gives an insane efficiency of 95% of energy conversion from
electrical energy to mechanical energy which compared to IC engine’s efficiency of only 20-30% of energy
conversion, is as big of a difference as Airbus A380. On the other hand, the intermediate solution of hybrid
aircrafts/paragliders produces CO2 exactly between that of the electric motor and engine driven
aircrafts/paragliders. The exact numbers are predicted to be from 160 – 206 grams per miles by 2050.
1.2 Ultralight Aircraft (UA) Category

Ultralight aircraft was brought into existence by combining the already existing hang gliders with small engine,
in order to produce a forward thrust required to take-off. They were primarily developed for recreational or
pleasure flights, and are now adopted for various purposes such as, training, agriculture spray, police patrol
and many more. Distinct types of ultralight aircrafts are available nowadays and are still being developed for
more efficient performance. PPG (Powered Paraglider), PPC (Powered Parachute), Rotorcraft, Powered Fixed-
Wing, Trike/Weight Shift, and Lighter than air.
The binding FAA regulation for the ultralight aircraft is FAR Part 103, which states the minimum requirement of
an ultralight aircraft and for its operation. An aircraft fulfilling the following criteria is called an ultralight:
Table 1 FAR Part 103 (Ultralight Regulations) ((ARAC), 1993)
Number of Seats 1
Max. Empty Weight (powered aircraft) 115kg (254lb)
Max. Empty Weight (unpowered aircraft) 70kg (155lb)
Max. Fuel Capacity 18.9L (5 Gallons)
Max. Speed at Full Power 55 Knots
Max. Stall Speed (Power Off) 24 Knots
It also states that no license or any medical certificate is required to fly an ultralight aircraft. In case, if the aircraft
has 2 seats, it will not be considered an ultralight and would therefore need a licensed pilot for that category
((ARAC), 1993).
There are two types of ultralights, fixed-wing which has 3 axes of rotation similar to that of conventional aircraft
and flex-wing that utilizes a parachute or a delta wing similar to that of a paraglider, but with a trike frame
underneath it. The ultralight with a parachute or a delta wing is known as a Paramotor, if there is no tricycle
undercarriage under the wing but the ones with the tricycle undercarriage is called Powered Paraglider (PPG).
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1.3 Converted Ultralight PPG Trike

1. Considering the expedite concerns regarding environment, the conversion of engine powered aircraft
into electric aircrafts are taking place.
➢ According to research, aviation industry (one of the leading modes of transportation) is causing
0.7% of local air pollution, as carbon emissions, metal oxides and various other byproducts
ejected from exhaust of the aircraft, one of the “foremost” causes of climate change. In future,
the carbon footprint is expected to grow more as with the accelerating use of this most
preferred mode of transportation.
2. With the vast development of these electric powered aircrafts or paragliders, the dependence on the
non- renewable source of energy (e.g., petroleum aka aviation fuels) will decline.
➢ As these non-renewable energy sources are in limited supply therefore SAE (Society of
Automotive Engineering) is working to convert all the fuel-based vehicles, which are the giant
fossil fuel consumers, into their electric alternatives.
3. By increasing the public awareness regarding the environmental issue and climate change in world,
there is a great opportunity to make new market for electric alternatives.
4. This paraglider will offer higher power unit weight. Electric power will be produced and supplied by the
batteries so batteries will be selected precisely to meet al the takeoff and cruise requirements of the
feasible electric paraglider.
5. Electric aircrafts or paraglider will pose more efficient energy conversion than any other traditional
fuel engine aircraft. Considering the fact that this battery powered paraglider will carry the load of a
passenger therefore the more efficient energy conversion will try to achieve during design and
production phase.
6. This electric powered paraglider EPP, will exhibit more improved higher altitude performance
because EPP will glide at higher as its long and wide wing (parachute) is design like that so this will
save more energy during cruise flight.
7. This battery powered paraglider will not reduce the air pollution but also “abate” the noise pollution as
it is “Quasi Silent”. So, by using the electric alternatives of all the aircrafts or paragliders, human can
be saved from the high decibels of noise caused by the tradition fuel engine aircrafts.
8. This paraglider will have less operating cost as it is easy to make. EPP will be affordable for its owner
because he/she will not have to use expansive aviation fuel in it as the batteries are rechargeable for
every flight cycle.
9. As this paraglider is battery powered so there will be less maintenance cost required because it fewer
mechanical parts and components as compared to traditional engine powered aircrafts.
10. Electric drivetrains can be more than 90% efficient, compared with 55% for today’s large turbofans and
35% for small turboprops. That disparity in efficiency between large and small turbines is one reason
why the electrification of propulsion is beginning with the modification of regional aircraft powered by
turboprops such as the Pratt & Whitney Pt6.
1.4 Aims
To convert a conventional single seater paraglider from Simonini Mini 2 Plus engine to a more energy efficient
and sustainable option of electric motor and rechargeable battery packs.
1.5 Objectives
Our objectives are:
▪ To select an electric motor that meets the thrust requirements in minimum weight.
▪ To choose a battery technology with optimal energy-to-density ratio.
▪ Ansys analysis to optimize electric motor mount.
▪ Devise a component diagram of the electric conversion.
▪ Installation of the components according to the diagram.
▪ Test run of the Electric Powered Paraglider Trike (EPPG).
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1.6 Report Layout

Chapter # 1:
Chapter includes a brief introduction of the project, need of conversion which states the reason behind the
initiation of this project. Enlightening the FAA regulation for the category of aircraft in question and what is to
be expected from the converted PPG Trike. Outlining the aims and its breakdown in achievable objectives.
Chapter # 2:
Chapter includes the research on the topic, details of an exemplary EPPG Trike dubbed World’s lightest trike,
characteristics of few existing or developed electric aircrafts and existing aircraft propulsion architecture. It also
dictates the research on available motor technology, battery technology, and types of ESC, with the purpose to
provide a deep insight of the project and establish the short-comings as well as findings of other respect
engineers, to negate them.
Chapter # 3:
Chapter includes step-by-step plan to be carried out in order to achieve the end result of converted PPG.
Decision tree, which has been followed during this entire project, is also illustrated. While a comparison between
the thrust calculation of Delta trike and EPPG is also stated. Justification of selected components is presented
in matrix form.
Chapter # 4:
Chapter 4 deals with the in-depth knowledge of the selected components, initiating from system description,
providing with the core information about components, which is going to install in EPPG.
Chapter # 5:
This chapter briefs about the FEM model and analysis for the design motor mount, according to the dimensions
of previous engine’s mount. It is performed in order to simulate total deformation and stress distribution during
motor operation (under load condition).
Chapter # 6:
This chapter illustrates the pre- and post-conversion Center of Gravity (CG) calculations (with engine installed
and hypothetically converted PPG or EPPG).
Chapter # 7:
Chapter outlines the fabrication process and other operations performed for completion of the conversion of the
piston engine PPG to EPPG, not leaving out the details of all the repair work performed as well as the use of
equipment and machines accordingly. Installation of all the components on the existing frame is described for
better apprehension of electrical wiring and component placement via schematic and pictorial graphics.
Chapter # 8:
Chapter introduces the market survey conducted along with the availability and expenses of the component not
only required for the project but the ones bought from the market, as the need was disclosed with every progress
of the project.
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2 Literature Review
2.1 Introduction
An alternative propulsion method for aircrafts is under research and study since early-40’s, and the innovative
idea for all-electric aircraft propulsion has been around since 70’s, both of which are implemented in various
existing aircrafts and has since been improved (Dudley, 2010). There are many downsides to the already
employed, IC engine, propulsion system such as costly energy source (aviation fuel), high maintenance cost,
increased complexity, low reliability, and huge amount of emissions, to name few. On the other hand, Electric
propulsion has many advantages to offer including negligible maintenance cost, quasi-silent, high reliability and
environment sustainability. The result of this literature review points towards the keen interest of aviation
industry in all-electric propulsion and the trend of converting an already existing aircraft to further mitigate the
negative impact on the environment.
2.2 Research
Many leading institutes, private businesses and government corporations are actively performing research to
improve the already existing technology and increase the efficiency of the overall system even further. Since
the first all-electric propelled aircraft, major advancements have already been made in the motor technology,
battery technology and propulsion architecture. Research conducted by Luongo and Masson, two researchers
at NASA, in 2005 revealed a comparison between a Cessna 172 Lycoming engine and HTS Motor (High
Temperature Superconducting). Both producing 200 HP at 2700 RPM, had a huge difference in weight which
was 160 kg for the engine and only 28 kg for the motor. The comparison quoted is not a feasible one for small
aircrafts as the motor has many more aspects to it, elaborated in the study, that affects the most important
prerequisite of all, weight (Fehrenbacher, et al., 2011). Research has led to development of electric motor with
efficiencies greater than 90%, battery packs with higher energy density than before and safe propulsion
architecture, along the airworthy aspect intact. This all translates to less energy losses during operation, more
storage capacity per unit volume, hence less weight and better overall performance.
Following topics will cover only the existing electric aircrafts and the components used to construct them,
factorizing out the components which are still under development process or not commercialized yet.
Conversion of conventional aircraft to electric is an already established fact and has been accomplished in
some countries which will reinforce the decision for the selection of components.
The Delta, an electric powered paraglider trike, designed and made by the students of University of Singapore
in 2016 was entitled the world’s lightest electric paraglider trike, weighing only 49 kg. The trike can carry one
person up to 75 kg of weight and can fly for 10 minutes on fully charged battery packs. The project made by
the students is a perfect roadmap for this project alongside the other research paper on conversion to electric
aircraft.
2.3 NUS Paraglider Trike

A team of 8 engineers for National University of Singapore made the lightest paraglider trike within 3 months.
Chassis of that PPG was made up of Carbon fiber and aluminum while used propeller is also made up of carbon
fiber, having pitch of 31-inches. Two propellers have been mounted on this lightest paraglider and each
propeller is driven by a BLDC motor of 8 kilowatt.
14S Lithium polymer batteries, means two LiPo batteries connected in series each battery have 7 cells, fulfilling
all the electric demands of BLDC motors and propel the most lightweight paraglider at the same time LiPo
batteries also aids in engaging the parachute during takeoff phase. PPG after achieving the speed of
approximately 30kmh will be able to cruise at 36kmh during normal wind conditions. However, display mount
39
in front of pilot seat also helps the pilot for keeping the track of remaining battery charge. It has one seat and
this PPG can fly at speed of 22mile/hour.
Figure 2 World's Lightest PPG in NUS
2.3.1 Safety Features

✓ For protecting pilot in case of topping during take-off and landing phase of flight, roll cage and 5-point
harness has been mounted on PPG.
✓ For Cushing the landing effect, suspension rods made of Fiber Glass is installed near landing gears.
✓ Net barrier is also fixed between pilot’s seat and propeller.
✓ For emergency conditions, Engine kill switches are also mounted in the instrument panel.
2.3.2 Specification
Table 2 Delta Trike Specification (Times, 2022)
Weight 49 kg
Load One person weighs up to 75 kg
Speed ≈ 36 km/h
Flight Time 10 minutes
Charging Time 45 minutes
BLDC Motors Weighs 1.5 kg and 8 kilowatts
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2.4 Existing Electric Aircrafts

The number of electric aircrafts in existence has increased exponentially and are still growing rapidly. Some
of the existing electric airplane’s specifications along with their designs is elaborated below. Table 3
summarizes the component specs of some electric aircrafts
Table 3 Existing Electric Paragliders (GmbH, 2012)
S.No Name Type MTOW Propulsion Battery Capacity Endurance
1. Elektra One 1-Seater 300 kg Electric Motor + Li 21 kWh 3 hours

Po Battery
2. Earthstar E-Gull 1-Seater 249 kg Electric Motor + Li 11.4 kWh 1 hour

ion Battery
3. Electraflyer-C 1-Seater 227 kg Electric Motor + Li 5.6 kWh 1½-2 hour

Po Battery
4. Electric Cri Cri 1-Seater 175.5 kg Electric Motor + Li 2 kWh ½ hour
Po Battery
5. Pipistrel Taurus Electro 2-Seater 450 kg Electric Motor + Li 4.75 kWh 2 hours
Po Battery
6. Pipistrel Alpha Electro 2-Seater 550 kg Electric Motor 21 kWh 1½ hour
2.4.1 Elektra One

Elektra One Solar aircraft was built purpose-built electric aircraft that was created with electric propulsion in
mind from the start. The all-composite airframe is propelled by a 32-kilowatt motor, although only 3 kilowatts
are required to maintain flight. The battery on the plane has a capacity of 11.4 kWh, thanks to 280 solar cells
incorporated in the composite framework. The aircraft is said to be able to fly for four hours. The Elektra One
was meant to be charged using solar cells put on the roof of a hangar, with any leftover power going into the
grid for low-cost operations. The business that is creating the plane is also working on a UAS (Unmanned Aerial
System) version (pilotless version) with a 7-hour endurance. The table – represents the performance
specifications of the Elektra One aircraft (GmbH, 2012).
Figure 3 Elektra One all-electric aircraft
41
Table 4 Elektra One Solar aircraft performance specifications
Specifications OPS UAS

Electric Motor HPD 32D HPD 32D
Max peak power 32 kW 32 kW
Max continuous power 20 kW 20 kW
Cruise power 5 kW 5 kW
Battery Type Lithium Polymer (Li-Po) Lithium Polymer (Li-Po)
Max Battery Capacity 21 kWh 42 kWh
MTOW 410 kg 410 kg
Max battery weight 90 kg 180 kg
Max payload weight 50 kg 110 kg
Number of seats 1 -
Max pilot weight 110 kg -
Cruise speed 90 km/h 90 km/h
Max flight duration (with solar) 3.5 hours 6.5 hours
Max flight duration (w/o solar) 2.5 hours 5 hours
Max flight range (with solar) 300 km 560 km
Max flight range (w/o) solar 220 km 440 km
2.4.2 Earthstar E-Gull

The aircraft was made by Mark Bierle with a powertrain derived from a commercially available Zero Motorcycles
Road bike, the electric-equipped Earthstar E-Gull can fly for more than an hour. This system features a 40-kW
motor that is driven by a 11.4 kWh battery. Pilots who have flown the plane say it performs better than the Rotax
447-equipped aircraft it replaced (LAA, 2020).
Figure 4 Earthstar E-Gull (all-electric aircraft)
42
Table 5 Earthstar E-Gull aircraft performance specifications

MTOW 249 kg
Number of seats 1
Battery type Lithium Polymer (Li-Po)
Battery Capacity 11.4 kWh
Flight Endurance 1 hour
Max peak power 40 kW
Cruise power 8 kW
Engine replaced Rotax 447
2.4.3 Electraflyer-C
The Electraflyer-C is a Moni motor glider that has been modified. The aeroplane is entirely electric, using
electrical components created by amateurs. On a 5.6 kWh battery pack, the 13-kW motor can fly the
Electraflyer-C for 90 minutes, resulting in an average demand of just 3.73 kW of power. The power system,
which uses the same 13.5 kW motor and accessories, is now available as a package for homebuilt aircraft
conversions (LAA, 2020).
Figure 5 ElectraFlyer C (all-electric aircraft)
Table 6 ElectraFlyer C aircraft performance specifications
Empty weight 172 kg
MTOW 227 kg
Electric motor power 13 kW
Number of seats 1
Flight Endurance 1½-2 hours

Battery capacity 5.6 kWh
Max battery weight 35 kg
43
Cruise speed 112.7 km/h
Max speed 144.8 km/h
2.4.4 Electric Cri Cri

In mid-2015, only hours before the Airbus E-Fan completed its cross-channel flight, the historic Colomban
design was converted for electric power and utilized to fly across the English Channel. In place of the original
2-stroke engines, the upgraded Cri Cri employed two 35 BHP electric motors made by Electravia. The electric
Cri Cri was powered by a lithium polymer battery of 2 kWh capacity, and it was said to have a 30-minute run
time (Ridden, 2010).
Figure 6 Electric Converted Cri Cri
Table 7 Electric Cri Cri performance specifications
Max Motor power 22 kW

Number of electric motors 4
Number of seats 1
Cruise speed 110 km/h
Max speed 210 km/h
Flight Endurance ½ hour
Battery capacity 2 kWh
Number of battery packs 4
Total weight of 4 battery packs 26.8 kg
MTOW 175.5 kg
44
2.4.5 Pipistrel Taurus Electro

Electric-powered two-seat side-by-side self-launching glider with dual landing gear enabling completely self-
sufficient gliding. With a 15-meter wingspan and excellent gliding characteristics, the controls are well-balanced.
Taurus Electro was the world's first totally electric two-seat aeroplane to enter serial production, debuting in
2007.
When it comes to high altitude operations, the Taurus Electro G2.5 can use a shorter runway, climbs faster,
and performs significantly better than the gasoline-powered counterpart. All of this is made possible by the
Pipistrel's 40 kW electric powertrain, which was expressly built to be emission-free. The heated and ventilated
Lithium-technology batteries are available in two versions, each capable of launching the plane 2500 meters
(8500 ft). They're kept in self-contained compartments and are constantly monitored by the Pipistrel's battery
management system (BMS), which includes data logging and battery health forecasts. The propulsion motor is
11 kg in weight and generates 40 kW of power (PIPISTREL, 2007).
Figure 7 PIPISTREL Taurus Electro (PIPISTREL, 2007)
Table 8 PIPISTREL Taurus Electro performance specifications
Max Power (3 seconds) 40 kW

Continuous Power 30 kW
Motor weight 11 kg
Empty weight (with 20Ah batteries) 306 kg
Minimum pilot weight 90 kg
Number of seats 2
MTOW 450 kg
Battery type Lithium-Polymer (Li-Po)
Battery capacity 4.75 kWh (20Ah)
Cruise speed 163 km/h
Flight Endurance 2 hours
Service ceiling 2000m AGL
45
2.4.6 Pipistrel Alpha Electro

A new aeroplane capable of flying for an hour at a cost of one euro in energy. There will be no engine rumble
in the cockpit, no need for headphones, and no nuisance to the surrounding area. The Alpha Electro is a two-
seat electric trainer with performance geared to flying schools' demands. It boasts a short take-off distance, a
powerful climb capability of 1000+ fpm, and a one-hour endurance plus a 30-minute reserve.
Every aspect of the plane has been improved to make it lighter, more efficient, and more dependable than
before. The electric motor, which produces 60+ kW and weighs under 20 kg, is more powerful than the Rotax
912 series, which is commonly used in microlights and LSAs. Thanks to the newest generation of Pipistrel's
Battery Management technology, the 21-kWh battery pack is dual-redundant and designed to be swiftly
replaced or charged in less than one hour. The airframe incorporates elements that have been proved in
hundreds of Pipistrel aircraft across the world (PIPISTREL, 2015).
Figure 8 PIPISTREL Alpha Electro (first all-electric trainer aircraft)
Table 9 PIPISTREL Alpha Electro performance specifications
Max power 60 kW
Motor weight 20 kg
Number of seats 2
Battery capacity 21 kWh
Flight Endurance 1½ hour (1 hour + 30 min reserve)
Cruise speed (at 75% power) 157 km/h
Empty weight (with batteries) 368 kg
MTOW 550 kg
Service ceiling 3900m
46
2.5 Electric Aircraft Propulsion Architectures

Propulsion architecture is a layout of how the energy is converted and transmitted to the propulsion system, in
simple terms it dictates the output power composition. There are three types of propulsion architectures, which
utilizes hybrid power systems, integrating gas turbine engine and battery technology:
1. Hybrid-electric: It can be either series or parallel hybrid, according to the arrangement of the
components as shown below. In this type of configuration, additional acceleration is achievable as well
as high power demand via the electric energy available and it also allows for bi-directional current flow
between battery and generator. Schematic (a) represents parallel hybrid architecture and (b)
represents series hybrid architecture.
Battery Motor Turbofan Fan
(a)
Turboshaft Generator Motor Fan
Battery Motor Fan
(b)
Figure 9 (a) Represents parallel hybrid architecture and (b) represents series hybrid architecture
2. Turbo-electric: Multiple fans are driven via electric motor powered from the generator that operates by
converting the kinetic energy of the turboshaft into electric energy. The schematic below describes
the power conversion and transmission process.
Turboshaft Generator Motor Fan
Motor Fan
Figure 10 Turbo-Electric Power conversion and transmission process.
47
3. All electric: Fan or multiple fans are driven via electric motor powered from the energy stored in battery
which is the simplest form of propulsion architecture as illustrated by the schematic, figure 11.
Battery Motor Fan
Battery Condition
Monitoring System
Figure 11 Simplest form of propulsion architecture
2.6 Motor Technology Research
2.6.1 AC Motor
The basic principles of magnetism and electromagnetic induction are the same for AC and DC motors, but AC
motors do not require any commutator for supplying the rotor with energy, because alternating current changes
its direction rapidly and thus the direction of the produced magnetic flux is also changed.
There are three principal types of AC motors:
1. Induction motor (asynchronous motor)
2. Synchronous motor
3. Universal motor
2.6.2 DC Motor
It is a type of motor that converts the electrical energy (flow of charge) into mechanical energy. It includes two
important components “Armature and the Stator”. The stator, which is a stationary part of the motor and
armature is the rotating component and in the DC motor the stator provide the rotating magnetic field the helps
to rotate the armature.
In DC motor a set of magnets combination in stator windings, and coil wire in which current that is running
through the coil is utilized to generate the electromagnetic field that is aligned with the coil center. One or more
windings of insulated wire are wrapped around the core of the motor to concentrate the magnetic field.
The windings of that insulated wire are associated with a commutator (a rotating electrical switch), that applies
an electrical flow of current to the windings. The commutator permits every armature loop to be energized each
turn, making a consistent steady rotating force called torque. When the coils are turned on and off in sequence,
a rotating magnetic field is created that interacts with the differing fields of the stationary magnets in the stator
to create torque, which causes it to rotate. These key operating principles of DC motors allow them to convert
the electrical energy from direct current into mechanical energy through the rotating movement, which can then
be used for the propulsion of objects.
48
2.6.3 Types of DC Motor

1. Series DC motor
2. Shunt DC motor
3. Brushed DC motor
4. Brushless DC motor
2.6.3.1 Series DC motor

Series wound DC motors is also a kind of brushed DC motor. Major difference in Shunt and Series is that, in
Series wound DC motor the field windings connect in series and in shunt wound field winding is connected in
parallel configuration. It means that the current passes through armature winding in result creating much higher
current than shunt wound. Disadvantage is that, the supply voltage in series wound DC motor can’t be adjusted
and it can’t control their speed very well.
Figure 12 Series Wound DC motor
2.6.3.2 Shunt DC motor

Shunt DC motor is a type of brushed DC motor where the field windings are connected in parallel with the
armature windings. Disadvantage is that, Shunt wound DC motors make lower current because of the parallel
windings as compared to series wound DC motor (Fehrenbacher, 2011).
Figure 13 Shunt Wound DC motor
2.6.3.3 Brushless DC motor

The other name of the Brushless DC motor is electronically commutated motor and is also known as
synchronous motor. The main point in Brushless DC motor is that they don’t have commutator to transfer the
current being generated in the field windings and adjust the motor rotation because they have electrical
servomechanism control that detect and then make the correct rotor angle.
49
Figure 14 Brushless DC motor
2.6.3.4 Brushed DC motor

Brushed type DC motor consists of permanent magnet with the armature windings. The permanent magnet
called the stator and the armature called the rotor that consists of electromagnet. When rotor moves, the
electrical current is applied to the armature. Carbon brushes contact with the stator as the rotor moves, then
magnetic field turns and enabling the rotor to spin in the direction of rotation.
Figure 15 Brushed DC motor
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2.7 Battery Technology Research
2.7.1 Super capacitor or Ultra capacitor Battery

This battery is known as Double – layer or Electrochemical Capacitors. Super capacitor electrostatically stores
potential energy in them. It consists of two dielectric or insulator (porous paper separator) between the positive
and negative side plates, shown in figure below. This porous paper separator will store Static Electricity and
allow the device to store and release the charges when required. Unlike batteries, the voltage capacity and the
lifespan of this device will not degrade with time in fact, the 3V capacitor will have the same voltage capacity of
3V even after 15-20 years. Super capacitor will have high power whenever it charges or discharge with time
but it has low specific energy therefore it is best suited for “Small Burst of Power” only.
However, super capacitor possesses high specific energy and energy density, so that energy can be stored
later use.
Figure 16 Super capacitor or Ultra capacitor Battery
2.7.2 Ultra-capacitor vs other batteries

Other batteries are mostly preferring for the applications which require higher energy density and constant run
for longer period of time while ultra-capacitor is used for high drain application as they have more power density,
for this comparison refer to the below attached figure. The battery cycles of other batteries are between 2000-
3000 while super capacitor have 1,000,000 battery cycles. However super capacitor can be recharge within
few seconds.
Figure 17 Ultra capacitor vs other batteries
51
These high-capacity capacitors lied somewhere in between rechargeable batteries and electrolytic capacitors.
With high power density up to 60 times greater than batteries, they can be connected in parallel to create
combined power supply units.
Figure 18 Advantages of Ultra-Capacitor Batteries over conventional
2.7.3 Lithium-Ion Battery

This battery entirely relies upon the “Chemical Reaction”. It has two sides anode and cathode, both are
submerged in electrolyte and separated by Micro-Perforated Separator. While ions are only allowed to pass
from this separator because of the transfer of ion, battery attain heat and start expanding while during discharge,
battery gets contracted. However, during this whole procedure of expansion and contraction, battery lifespan
and voltage storage capacity will degrade.
Figure 19 Lithium-Ion Battery
2.8 Solid State Battery

Solid state batteries also have anode and cathode, consist of a solid electrolyte which performs a necessary
role of a separator. Lithium-ion batteries have safety issues because of the swelling with temperature rise.
However, it has more stability with a solid structure, hence safety is also improved as electrolyte is solid so
even after deformation solid state batteries maintain their shape. Solid state batteries possess higher energy
density. Because of its compact shape it occupies small space battery.
52
Figure 20 Schematic view of all-solid-state battery using silver iodide
However, in solid state batteries, there is no use of explosive substances. It has low occurrence of short circuits,
liquid leakage. These batteries have high robustness to deformation, no need for tough metal package and
simple flexible fabrication can be performed in various shapes (e.g., thin-film shapes) (8, 2019). These batteries
have low ionic conductivity of solid electrolyte.
a). ✓ Liquid leakage b). ✓ High stability

✓ Temperature limitation ✓ Good safety
✓ Deformation/ explosion ✓ Simple Fabrication
Figure 21 Comparison of Conventional battery and Solid-State Battery
2.8.1 Lithium Polymer Battery

Lithium-ion polymer battery is a more correct terminology for this battery type. Soft or pouch cells are LiPo
batteries that come wrapped in an aluminum foil "pouch." The bag is mainly prismatic, which makes it far easier
to manufacture and less expensive than Li-ion casings made of stainless steel or aluminum. Batteries with a
variety of bespoke configurations can also be made using this method. Wafer-thin layers (100 m) that can be
mass-produced at a minimal cost are among the other components of LiPos. High energy density and
53
lightweight batteries can be accomplished by substituting the foil pouch for the metal. It is possible to reach
enormous formats and heights of less than 1 mm, but the cells must always be approached with caution.
Figure 22 Schematic view of Lithium Polymer Battery
Because of their soft shells, these batteries are lighter and more flexible therefore it is most preferable in mobile
phone and RC vehicles (techopedia, 2018).
2.9 Electronic Speed Controller Research

ESC is use to change the speed of the motor and it acts as Dynamic Brake. The core principle of ESC is
changing the amount of supplied power to the aircraft motors from the battery, depending upon the position of
stick of throttle receiver. It is mostly used for RC electrically controlled drones. ESC, a separate unit, is plug-in
in the receiver control channel and is also used to regulate the speed and the direction of the motor used in
aircrafts.
2.9.1 Types of Electronic Speed Controller
Types of ESC
Brushed ESC Brushless ESC
Brushless ESC is also slightly more

Brushed ESC, (first electronic speed expensive.
controller). It holds more power and performs better
It is extremely inexpensive to be used in than brushed motors.
multiple RTR powered RC vehicle types. It works for longer period of time.
Figure 23 Brushed ESC vs Brushless ESC SmartArt (EL-PRO-CUS, 2021)
54
Based on requirements, you can choose from two types of electronic speed controllers, shown in figure below.
ESC used for brushed motors will have two output wires connected with the motor while ESC used for brushless
motor will have three output wires connected with the motor.
Figure 24 Types of Electronic Speed Controller
ESC for brushless motors has three set of wires and the function of each set of wire is mentioned below:
▪ One set of wire will connect the aircrafts main battery (thick black and red wires)
▪ Other set, which is a standard servo wire, is connected to the throttle of receiver channel.
▪ Third set of wire will use to power the BLDC motor, for brushless specifically this set contains further
three wires that is responsible for creating a rotating magnetic field during operation.
55
3 Methodology
3.1 Study Design

The aim of the project is to convert a conventional PPG with Simonini Mini 2 Plus engine installed into an
environment friendly and sustainable option by its electrification. The conversion to an EPPG is a well-known
process in other countries and has been successfully accomplished as well. Therefore, the project was initiated
with literature research on the aircraft electrification topic and maintained as close to PPG (LSA) category as
possible. By analyzing the already developed similar projects, establishing minimum requirements and selection
of components based on justification of the calculations performed on the existing model. A test study was also
conducted on Ansys to determine the stress distribution and total deformation of the motor mount, self-designed
for the conversion. The material consideration for the mount is structural steel due to its good durability and
strength, as well as the fact that the existing PPG model is made of the same material which will make machining
process such as welding easier to carry out.
Figure 25 Methodology Decision Tree
56
3.2 Thrust Calculation

Reference of the world’s light trike was made in order to calculate the estimate require thrust, as the paraglider
trike developed was similar in category and conversion process. The required thrust was calculated from the
given data on Delta PPG trike through utilization of an online software “Estimate Propeller's Static Thrust”. The
figure 26, illustrates the parameters provided to the software and the result shown. The calculated thrust was
20kg for a single motor, whereas two motors were installed on the Delta trike, resulting in total thrust of 40kg.
Figure 26 Delta Trike Thrust Calculation
Similarly, the estimated thrust is calculated for the EPPG model being developed using the software. The same
propeller is to be used on the converted PPG as the one previously installed on the Simonini Mini 2 Plus engine
model, which has 41” (inches) of diameter and 13.1” of pitch. The calculated thrust, 37kg, was less than the
required thrust, 40kg, by integrating the maximum RPM (4000 revolutions/min) of the motor in the calculator.
Figure 27 EPPG Thrust Calculation

Two possible solutions are available on hand to overcome the required thrust; where the first one is present in
the chapter 6 of the report. The estimated weight of the EPPG trike is calculated to be 40.6kg which compared
57
to Delta trike is 9kg less, hence less thrust would be required as well. The other possible solution is to utilize a
propeller with diameter of 44” and pitch of 13.1” or diameter of 41” and pitch of 16.6”. The need to utilize second
solution is dependent on the testing of the first solution which is likely to be a success.
3.3 Motor Technology Selection Matrix

There are two selection matrices to consider before selecting the motor technology type to be employed on the
EPPG. The first matrix specifies the pros and cons of AC motor against DC motor, whereas the second matrix
compares pros and cons of brushed motor with brushless motor. The third table compares other factors of the
brushed DC motor with brushless DC motor
Table 10 AC vs DC Motor Matrix
AC Motor DC Motor
No Permanent Magnet Wide range of Optimal Power Setting
Higher Torque Less Rotor Heat

Pros
No Efficiency Losses due to DC to AC
Magnetic Field Strength Adjustable
Conversion
Inexpensive as compared to DC
Cumbersome to Control Expensive due to Permanent Magnet

Cons
Optimal Power Factor: 85 %
Table 11 Brushless vs Brushed Motor Matrix
Brushless Motor Brushed Motor

Less Maintenance Simple maintenance
No Voltage Drop Across Brushes Lower Cost of Construction
More Controllable Speed/Torque Settings Simplicity of Control

Pros
High Output Power, High Speed Range Extreme Environmental Operation
Small Frame Size Simpler Control Unit
Low Electromagnetic Forces
High Cost of Construction Lower Operating Speed
Cons Complexity/Expense of Control Unit Poor Heat Dissipation
Speed/Torque Less Optimized
Continuing Maintenance
58
Table 12 Brushless DC vs Brushed DC Motor Matrix
Brushless DC Motor Brushed DC Motor

Efficiency High Normal
Cost Higher than Brushed (uses electronics) Low
Noise Level Quiet Level Too much noisy
Speed High Lower than brushless DC
Torque ripple effect Medium level Poor level
Long because brush and commutator are

Short because brush wear-out
Lifetime with use eliminated and lifetime depends on bearing
easily and frequently with time.
wear only.
The result comprehended from the above matrices dictates supremacy of brushless DC motor over brushed
DC or otherwise AC motors. The main factor being high efficiency, negligible maintenance requirement and
almost no noise pollution which all cancels out the one-time cost of the motor.
3.4 Battery Technology Selection Matrix

For the selection of battery technology, the table below was utilized which was derived from the research
conducted in chapter 2.7. The chapter elaborates the characteristics and principle of operation of each battery
technology in question, whereas the matrix below aids with the summarized version of the chapter, to better
observe the suitable technology.
Table 13 Comparison between Battery Technologies (FutureBridge, 2020)
Super
Function Li-Polymer Solid State Lithium ion
capacitor
3-5 hrs 2-3 hrs

Charge Time (Dependent on 15-20 mins 10sec-10mins (Dependent on
battery size) battery size)
8-120 million
Cycle Life (cycles) 400-500 1000+ >500
cycles
Do not heat as
Safer as
much as others It can collapse
electrolyte is No risk of
Safety feature due to their low because liquid
less prone to explosion or fire
internal electrolyte can leak
leak
resistance
Cell Voltage (V) 3.7 3.8 2.7 3.7

Specific Energy
460 390 6.9 240
(Wh/kg)
Specific Power
1,600 1,400 25.6 860
(kW/kg)
59
$ 450 $ 80 (expected) $ 11,800 $ 170

Cost per kWh
(Xiamen, 2022) (EV, 2021) (Shunbin, 2014) (Xiamen, 2022)
Lifespan 2-3 years Currently 3 years 10 – 15 years 2-3 years
Charge Temperature 0 to 45°C -10 to 150°C -40 to 65 °C 0 to 45 °C

Discharge
-20 to 75°C -10 to 150°C -40 to 65 °C -20 to 60 °C
Temperature
Website Reference (Xiamen, 2013), (EV, 2021), (Maxwell, 2021), (Xiamen, 2013),
(Datasheet and (Xiamen, 2022) (Power, 2022) (Shunbin, 2014) (Xiamen, 2022)
The most effective battery technology from the selection matrix made above is Lithium Polymer battery due to
its two most important characteristics “Specific Power” and “Specific Energy” higher than the competitors in
question. The specific energy of solid-state battery is much higher but due to the technology being still under
research and its unavailability on a commercial scale yet is the reason why it is opted out. The other factors in
the matrix are also satisfactory for the operation of the EPPG.
3.5 Electronic Speed Controller (ESC) Selection Criteria

The selection of ESC depends on the type of motor selected and further on the model of the motor because
the selected ESC should be capable of meeting current and voltage demands of the motor for smooth operation,
especially max current demand. Brushless ESC is to be used because of the selection of brushless DC motor.
3.6 Final Components Selection Matrix

Table 14 Motor Selection
U15II KV100- 10kW GOLDEN MOTOR HPM –

Characteristics
(T-MOTOR, 2019) 10kW (MOTOR, 2019)
Rated Voltage (V) 50 48

Rated Current (A) 171 250
Rated Power (W) 10,000 10,000
Internal Resistance (mΩ) 12 3.1
Rated RPM 3500 3500
Weight (kg) 1.74 17
Dimensions (mm)
(Diameter x Length) 147.5 x 64 206 x 170
Cost $690 $1708
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Final Year Project-II Report
Table 15 ESC Selection
FLIER 180A
FLAME 180A 12S
Characteristics (Express, 2021)
(T-MOTOR, 2019)
Frequency 500 Hz 8 kHz
Rated Current (A) 180A 180
Voltage 8 - 12 S 16 S
Weight (kg) 0.25 0.293
Dimension (mm) 102 x 49 x 38 100 x 50 x 30
$260 $189
Cost
Table 16 Battery Selection
Tattu Plus 6S ZDF 6S

Characteristics (TECH, 2019) (ZDF, 2022)
Maximum Voltage (V) 22.8 22.2
Max Burst Discharge

50 25
Rate (C)
Capacity(mAh) 22000 22000
No. of Cells 6S 6S
Weight (kg) 2.5 2.7
Energy Density (Wh/kg) 200 180

Dimension(mm)
(L x W x H) 288.5 x 112.5 x 165.5 90 x 35 x 15
Cost ($) $462 $449
61
4 System Description
PPG had Simonini Mini 2 Plus engine installed whose specifications are; single cylinders, 202cc
displacement engine, Lamellar intake with Walbro Carburetor WB37 and 26hp at 7500 RPM. Fuel container
capable of carrying 2.5 liters of petrol and a lead acid battery with 10Ah of capacity was also installed on it
for powering the accessories. Propeller made up of carbon fiber with diameter of 41” and pitch of 13.1”, will
be kept same on the converted EPPG. For EPPG, Simonini Mini 2 Plus has been replaced by Motor U15II
KV100, fuel container replaced with two battery packs of Lithium Polymer (Li-Po) battery and will also be
sufficient to be used instead of Lead Acid battery for accessories. CG calculation mentioned in chapter 6
clearly shows the reduction in weight after PPG electrification process.
Simonini Mini 2 Plus Motor U15II KV100
Fuel tank +
Li-Po battery pack (x2)
Lead acid battery
Carburettor ESC
Figure 28 Piston Engine PPG to EPPG Conversion SmartArt
4.1 Motor
The selected motor is U15II KV100 capable of generating 36kg of thrust at 100% throttle with maximum
current consumption of 171A at 3500 RPM. The voltage requirement for the operation of this motor is 50V
while its output power is 10kW. Its operating temperature is 112℃ that is catered with centrifugal air-cooling
system. The motor has IP 33 environment protection rating which makes it operation in dust and rain
condition (extreme weather). U15II KV100 motor only weighs about 1.74kg with the dimension of 147.5 x
64mm, including the shaft diameter of 20mm (T-MOTOR, 2019).
Figure 29 U15II KV100 BLDC Motor
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4.2 Battery
The selected battery to power the above-mentioned motor is Tattu Plus 6S, whose battery capacity is
22000mAh. This smart battery incorporates in-built BMS that intelligently manages the battery by monitoring
the temperature, charge and discharge rate, resulting in extended battery life. This LiPo battery is made up
of 6 cells connected in series configuration while each individual cell has 3.7V, collectively giving the battery
22.2V of voltage rating. The battery has discharge rate of 25C and can sustain maximum burst discharge
of 50C. It only weighs 2500g ±20g with the dimensions of 213mm x 96mm x 69mm. Some of its features
include: Battery status indication, over voltage and under voltage alert function, over temperature and low-
temperature alert function (TECH, 2019).
Figure 30 Tattu Plus 6S Battery
4.3 ESC
The selected ESC is FLAME 180A HV that is capable of delivering peak current of 200A for 10s, whereas
its continuous current rating is 180A which is sufficient enough to continuously power the selected motor
as its peak current requirement is 180A. it requires LiPo battery of 6 to 12 cells connected in series
configuration. ESC only weighs 279g with dimensions of 112.2mm x 50.5mm x 35.5mm. Safety features
incorporated in the ESC are startup protection, throttle signal loss protection, motor lockup protection and
over-load protection (T-MOTOR, 2019).
Figure 31 FLAME 180A HV ESC
63
4.4 Propeller
The propeller to be used on the selected motor is similar to the on previously installed on the Simonini Mini
2 Plus engine that is G41 x 13.1” Prop. It weighs only 277g because of the material it is made of that is
Carbon Fiber + Epoxy. It also has few limitations such as maximum thrust generation of 60kg, optimum
RPM of 1000-2800RPM/min, and storage temperature/humidity of -10℃ to 50℃ / less than 85%. The
propeller is capable in operating in -40℃ to 65℃ (T-Motor, 2019).
Figure 32 G41 x 13.1” CF Prop
4.5 Additional components

The required additional components would be a throttle lever, a digital meter capable of displaying current
and voltage of the battery during operation. As well as a meter capable to displaying the power consumption
of the motor. The only necessary additional component here is the throttle lever that is required to adjust
the speed of the motor by supplying the required signal to the ESC which is catered by utilizing PWM (Pulse
Width Modulation) Circuit with adjustable knob to control the throttle, hence RPM of the motor.
64
5 Motor Mount Analysis
5.1 AutoCAD 3D
AutoCAD is an original commercial computer aided design software by Autodesk Company. It is most
widely used among globe for making the precise 2D and 3D models. For the fulfilling the drafting need of
various project it is still used.
5.2 EPPG 3D Model

The 3D model of Electric Powered Paraglider (EPPG) is made on Autodesk AutoCAD software and below
is the existing model of electric powered paraglider (EPPG), shown in figure 33.
Fabricated
Engine Mount
Location
Figure 33 3D model of EPPG
5.3 Electric Motor Mount 3D Model

As the goal is to replace the Simonini Mini 2 Plus engine with an electric motor, U15II KV100, the mount
had to be changed according to the motor mounting requirements. Therefore, 3D model of Motor mount
was designed in Autodesk AutoCAD software, shown in the figure 34.
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Figure 34 Electric Motor Mount 3D Model
The figure 34 represents all views of the 3D model designed of motor mount, integrating the existing mount
of the engine. The result is a coupling metal plate between the electric motor and old engine mount. The
figure 35 represents only the new mount designed as a coupling specifically for the selected electric motor.
Three views including an isometric view is shown with accurate dimensions in mm.
Figure 35 New mount 2D design
5.4 Ansys Analysis

The 3D model of the coupling designed for the electric motor installation is analyzed for deformation under
load using Ansys Workbench software. The sizing of the mesh generated, on which the mathematical model
is applied by the software, is kept on medium setting for detailed evaluation. The figure 36 represents the
isometric and front view of generated mesh on the designed mount coupling.
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Figure 36 Mesh generated on new mount

Once the mesh is generated, fixed support and force points are added to the geometry. The fixed supports
are all those points where the coupling is bolted with the existing engine mount, to hold it in place. Whereas,
force points are all those points where the electric motor is bolted with the mount coupling and the reaction
of the thrust generated is applied on. The motor is capable of generating 36kg of thrust which in force is
equal to 353N of reaction force in z-axis, according to the geometric view. There are total of 4 fixed supports
and 4 force points. Fixed supports are shown in figure 37 highlighted in blue color and force points are
shown in figure 37 highlighted in red color.
Fixed Supports Figure 37 Fixed Support and Force Points Force Points
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The analysis is performed to evaluate total deformation and equivalent stress on the mount coupling whose
result is shown in the figure 38. The equivalent stress result shown has the area highlighted according to
the stress distribution under load condition. The probes shown in the figure represent points of maximum
stress (in red) and minimum stress (in blue). The analyzed result for equivalent stress is as expected, as
the stress would be most at the force points and fixed support (fixture points) of the existing mount and
mount coupling. The stress is least at the edges of the mount coupling because all the load is being
transferred to the structure via 4 mounting holes where the motor is to be mounted (force points).
Figure 38 Equivalent Stress on the mount coupling
The total deformation analysis resulted in the buckling of the mount coupling under load condition which is
due to the incomplete representation of the mounting structure in 3D model imported to the Ansys analysis
software. The highlighted area illustrates the amount of deformation for that specific region under load. The
probes indicate maximum deformation (red) and minimum deformation (blue) regions in all of the views
shown below. The deformation was expected to occur at the point where the reactive force from the motor
was applied on, which is the 4-force points, whereas the result indicates maximum deformation on the
upper portion and top edge of the mount coupling.
Figure 39 Total Deformation on the mount coupling
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6 Center of Gravity (CG) Analysis
6.1 CG Calculations of conventional (Simonini Mini 2+) PPG
Distance
from Datum
Component (mm)
Frame 1260
MLG 1525
Lead Acid
Battery 1580
1519-1525
Fuel Tank 1640
Simonini
1833
Engine
CG 1519 - 1525
Figure 40 CG point of PPG (with Simonini Engine)
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 (𝐹𝑟𝑎𝑚𝑒 + 𝑁𝐿𝐺) = (22.5 + 2.5) 𝑘𝑔 × 1.26 𝑚 = 31.5 𝑘𝑔𝑚

𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑆𝑖𝑚𝑜𝑛𝑖𝑛𝑖 𝑀𝑖𝑛𝑖 2 𝑃𝑙𝑢𝑠 𝐸𝑛𝑔𝑖𝑛𝑒 = 20 𝑘𝑔 × 1.8335𝑚 = 36.67 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐿𝑒𝑎𝑑 𝐴𝑐𝑖𝑑 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 = 3.125 𝑘𝑔 × 1.58𝑚 = 4.9375 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐹𝑢𝑒𝑙 𝐶𝑜𝑛𝑡𝑎𝑖𝑛𝑒𝑟 = 2.5 𝑘𝑔 × 1.64 𝑚 = 4.1 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 (× 2)𝑀𝑎𝑖𝑛 𝑙𝑎𝑛𝑑𝑖𝑛𝑔 𝑔𝑒𝑎𝑟 = 8 𝑘𝑔 × 1.525 𝑚 = 12.2 𝑘𝑔𝑚
𝑇𝑜𝑡𝑎𝑙 𝑊𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑐𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡𝑠 = (𝐹𝑟𝑎𝑚𝑒 + 𝑁𝐿𝐺) + 𝐸𝑛𝑔𝑖𝑛𝑒 + 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 + 𝐹𝑢𝑒𝑙 𝐶𝑜𝑛𝑡𝑎𝑖𝑛𝑒𝑟 + 𝑀𝐿𝐺
∴ 𝑻𝒐𝒕𝒂𝒍 𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝒄𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔 = 𝟐𝟓 + 𝟐𝟎 + 𝟑. 𝟏𝟐𝟓 + 𝟐. 𝟓 + 𝟖 = 𝟓𝟖. 𝟔𝟐𝟓 𝒌𝒈
𝑇𝑜𝑡𝑎𝑙 𝑀𝑜𝑚𝑒𝑛𝑡 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 [( 𝐹𝑟𝑎𝑚𝑒 + 𝑁𝐿𝐺) + 𝐸𝑛𝑔𝑖𝑛𝑒 + 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 + 𝐹𝑢𝑒𝑙 𝐶𝑜𝑛𝑡𝑎𝑖𝑛𝑒𝑟 + 𝑀𝐿𝐺]
∴ 𝑻𝒐𝒕𝒂𝒍 𝑴𝒐𝒎𝒆𝒏𝒕 𝒐𝒇 𝒄𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔 = 𝟑𝟏. 𝟓 + 𝟑𝟔. 𝟔𝟕 + 𝟒. 𝟕𝟔𝟓 + 𝟒. 𝟏 + 𝟏𝟐. 𝟐 = 𝟖𝟗. 𝟒𝟎𝟕𝟓 𝒌𝒈𝒎
𝑻𝒐𝒕𝒂𝒍 𝒎𝒐𝒎𝒆𝒏𝒕 𝒐𝒇 𝒄𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔

∴ 𝑪𝑮 𝒐𝒇 𝑬𝒏𝒈𝒊𝒏𝒆 𝒎𝒐𝒖𝒏𝒕𝒆𝒅 𝑷𝑷𝑮 =
𝑻𝒐𝒕𝒂𝒍 𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝒄𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔
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89.4075 𝑘𝑔𝑚
𝐶𝐺 𝑜𝑓 𝐸𝑛𝑔𝑖𝑛𝑒 𝑚𝑜𝑢𝑛𝑡𝑒𝑑 𝑃𝑃𝐺 =
58.625 𝑘𝑔
𝑪𝑮 𝒐𝒇 𝑷𝑷𝑮 𝒘𝒊𝒕𝒉 𝑺𝒊𝒎𝒐𝒏𝒊𝒏𝒊 𝑴𝒊𝒏𝒊 𝟐 = 𝟏. 𝟓𝟐𝟓 𝒎
85.3075 𝑘𝑔𝑚
𝑪𝑮 𝒐𝒇 𝑬𝒎𝒑𝒕𝒚 𝑷𝑷𝑮 = = 𝟏. 𝟓𝟏𝟗 𝒎
56.125 𝑘𝑔
Range of CG = 1.519 – 1.525 m
6.2 CG Calculation of converted Electric PPG
Distance
from
Component Datum
(mm)
Frame 1260
MLG 1525
LiPo Battery
1580
1376
(x2)
BLDC Motor 1640
ESC + Prop. 1640
CG 1376
Figure 41 CG point of EPPG

𝑀𝑜𝑚𝑒𝑛𝑡 = 𝑤𝑒𝑖𝑔ℎ𝑡 (𝑘𝑔) × 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝑓𝑟𝑜𝑚 𝑑𝑎𝑡𝑢𝑚 𝑝𝑜𝑖𝑛𝑡 (𝑚)
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 (𝐹𝑟𝑎𝑚𝑒 + 𝑁𝐿𝐺) = 25𝑘𝑔 × 1.26𝑚 = 31.5 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐿𝑖𝑃𝑜 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 = (2 × 2.5)𝑘𝑔 × 1.58𝑚 = 7.9 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐵𝐿𝐷𝐶 𝑀𝑜𝑡𝑜𝑟 = 1.74𝑘𝑔 × 1.64𝑚 = 2.8536 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝐸𝑆𝐶 + 𝑃𝑟𝑜𝑝. = (0.558 + 0.237) 𝑘𝑔 × 1.64𝑚 = 1.3038 𝑘𝑔𝑚
𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 𝑀𝑎𝑖𝑛 𝑙𝑎𝑛𝑑𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙 (× 2) = 8𝑘𝑔 × 1.525𝑚 = 12.2 𝑘𝑔𝑚
𝑇𝑜𝑡𝑎𝑙 𝑤𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑐𝑜𝑚𝑝𝑜𝑛𝑒𝑛𝑡𝑠 = (𝐹𝑟𝑎𝑚𝑒 + 𝑁𝐿𝐺) + 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 + 𝑀𝑜𝑡𝑜𝑟 + 𝐸𝑆𝐶 + 𝑃𝑟𝑜𝑝 + (2 𝑊ℎ𝑒𝑒𝑙𝑠)
∴ 𝑻𝒐𝒕𝒂𝒍 𝒘𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝒄𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔 = 𝟐𝟓 + 𝟓 + 𝟏. 𝟕𝟒 + 𝟎. 𝟕𝟗𝟓 + 𝟖 = 𝟒𝟎. 𝟓𝟑𝟓 𝒌𝒈
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𝑇𝑜𝑡𝑎𝑙 𝑀𝑜𝑚𝑒𝑛𝑡 = 𝑀𝑜𝑚𝑒𝑛𝑡 𝑜𝑓 [( 𝐹𝑟𝑎𝑚𝑒 + 𝑁𝐿𝐺) + 𝐵𝑎𝑡𝑡𝑒𝑟𝑦 + 𝑀𝑜𝑡𝑜𝑟 + 𝐸𝑆𝐶 + 𝑃𝑟𝑜𝑝 + 𝑀𝐿𝐺]
∴ 𝑻𝒐𝒕𝒂𝒍 𝑴𝒐𝒎𝒆𝒏𝒕 = 𝟑𝟏. 𝟓 + 𝟕. 𝟔𝟓 + 𝟐. 𝟖𝟓𝟑𝟔 + 𝟏. 𝟑𝟎𝟑𝟖 + 𝟏𝟐. 𝟐 = 𝟓𝟓. 𝟕𝟓𝟕𝟒 𝒌𝒈𝒎
𝑻𝒐𝒕𝒂𝒍 𝑴𝒐𝒎𝒆𝒏𝒕 𝒐𝒇 𝑪𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔

∴ 𝑪𝒆𝒏𝒕𝒆𝒓 𝒐𝒇 𝑮𝒓𝒂𝒗𝒊𝒕𝒚 (𝑪𝑮)𝒐𝒇 𝑬𝑷𝑷𝑮 =
𝑻𝒐𝒕𝒂𝒍 𝑾𝒆𝒊𝒈𝒉𝒕 𝒐𝒇 𝑪𝒐𝒎𝒑𝒐𝒏𝒆𝒏𝒕𝒔
55.7574 𝑘𝑔𝑚
𝐶𝑒𝑛𝑡𝑒𝑟 𝑜𝑓 𝐺𝑟𝑎𝑣𝑖𝑡𝑦 (𝐶𝐺)𝑜𝑓 𝐸𝑃𝑃𝐺 =
40.535 𝑘𝑔
𝑪𝑮 𝒐𝒇 𝑬𝑷𝑷𝑮 = 𝟏. 𝟑𝟕𝟔 𝒎
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7 System Fabrication
This chapter gives an insight to all the work performed on the existing piston engine paraglider trike to
convert it into Electric Powered Paraglider (EPPG). Although the components were already available at
Technocrafts, but there was necessity to repair the electric motor because of its burned (damaged) coils
and proper charge, and discharge testing of battery to remove the faulty battery, utilizing only the ones
which can properly hold charge, especially not draining during the peak current consumption by the motor
while operation. As already discussed in chapter 5, the new mount coupling for the electric motor was also
machined and several other processes were applied to similarly machine bushings for the rear wheels, as
well as drill holes for installation of some components. The existing PPG frame required proper repairing
as it was damaged from few places including the rusted and scraped paint sections of the structural rods.
Therefore, welding and such procedures for repairment was first employed followed by the painting of the
whole frame, additionally separately painting the cage of the propeller. Lastly, the installation of
components, shaft testing and operational parameter measurements were performed.
A detail account of the above-mentioned fabrication process will be discussed along with clear pictorial
representation of each work and/or task performed.
7.1 Component Repair

The electric motor, U15II KV100, available at Technocrafts had all of its coils burned and therefore the need
to replace the coils with a new one arose. To achieve this, the motor was disassembled by a mechanical
professional person and the stator was completed removed from its housing. Next step was extremely
crucial, to track the loops of coil around each shoe pole and mark them correctly, so that when new coils
are installed the motor still functions as it was meant to. Each loop of coil was removed carefully, by visually
confirming the direction of removal (clockwise or anti-clockwise) and marking it on the shoe pole via a
permanent marker. The number of strands in each coil was also determined during this procedure which
were 14, along with 4 loops of the 14-strands coil on each shoe pole. The wire diameter was measured via
a vernier caliper and was later confirmed via a micrometer screw gauge for accurate reading, and was
found to be 0.7mm. After removal of all 3 coils from the stator and marking each shoe pole, the weight of
the removed coils was measured in order to buy new coil, 215 grams of coil was removed but 400 grams
of coil was bought, to allow for any mishandling of breakage during the winding procedure. Additionally,
insulating paper was bought as well whose function is to avoid the contact between copper wires and the
body of stator. This avoids shorting of the cable with the stator’s body as well as preventing damage to the
coil which can occur due to short circuit. Similarly, heat shrink tubing were utilized for prevention of shorting
occurrences and protection of the coils ends exiting the outer housing of the motor. The figure 42 represents
the repair and winding procedure of 3 copper coil of U15II KV100 motor which was in delta configuration.
Figure 42 Motor coil removal, winding and protection procedure
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Another important precaution during the winding procedure taken was to test 1 coil after completing its
installation with a multimeter via diode testing in order to confirm that the installed length of the copper coil
is not damaged and/or is in contact with the stator’s body. This was performed 3 times, after the installation
of each coil and was also confirmed by electronics engineer professional. Only then the motor was
assembled again with its housing and bearing in place, as shown in figure 43.
Figure 43 Final assembly of U15II motor before testing
Another method was also used to double check the coils by resistance measurement of each coil employed
because the coil was of significant length wounded around each shoe pole, therefore the 3 coils should
have same resistance measured and the result was exactly as predicted. The figure 44 represents the
difference between star configuration and delta configuration of coil winding.
Figure 44 Delta vs Star Connection Coil Configuration
7.2 Lab Testing of Component

Upon completion of electric motor repair, the testing operation was initiated starting with the charging and
discharging of the selected Tattu Lithium-ion Polymer Battery Packs. A charging dock was utilized to charge
the LiPo battery packs, where packs were placed on charging simultaneously and the dock was capable of
fasting charging with initial current of 20A which decreases as the charge in the battery increases. The
indication was also automatically given by the charging dock once the battery had reached its peak voltage
of 25.21V, where the battery is completely charged, as shown in figure 45. The charging time for both the
batteries were 2.5 hours via fast charging dock
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Figure 45 Battery Charging Dock with LiPo Battery Fast Charging settings and charged notification
Followed by the lab testing of LiPo battery packs, lab testing of the repaired motor was performed via initial
build-up of the electric motor, electronic speed controller, battery and PWM speed controller circuit. The
first circuit made in the lab was with a small electronic speed controller, capable of only 70A of current
deliverance and the result was the motor was unable to function as it should instead the motor was only
jittering clockwise and counter-clockwise. The second circuit was made with the Flame 180A electronic
speed controller which resulted in perfect operation of the U15II KV100 motor represented in figure 46.
Figure 46 U15II KV100 repaired motor successful lab testing
7.3 Machining
Motor mount, bushing of tyres has been machined for EPPG. For motor mount coupling, holes of 9mm are
drilled on the 4 corners of two 5mm thick stainless steel (CRS) sheets whereas for mounting motor only
one steel sheet has 4 holes of 6mm drilled in it. Tyres bushing has also been prepared on lathe machine
according to the wheels’ requirements.
a). b). c).
Figure 47 Machining; a). Surface Grinding of CRS steel plates, b). Drilling of mounting holes, c). Edges grinding of drilled holes.
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a). b). c).

Figure 48 a). Turning operation on lathe to make tyres bushings, b). boring operation, c). Completed bushing.
7.4 Structural Repair
7.4.1 Welding of Cage

Stick Arc Welding, one of the Arc Welding types, is performed on cage hoop. It utilizes a disposable and
well-protected electrode, such as a stick. By creating an arc between a covered metal electrode and the
base metal work piece, the stick softens and mixes metals. The stick’s protective layer melts as it melts,
shielding the weld region from oxygen and other gases in the air.
7.4.2 Battery Compartment

Battery box is reused after doing some repairs on it such as drilling 3 holes of 3mm on two faces of box, as
ties were required to hold the batteries in its place. Then precisely small holes are made on the ties via
soldering iron. After drilling the holes, the hand rivet gun is used for riveting the 6 rivets of 3mm on two side
faces of battery box. While gaps between the batteries and battery box’s face have been filled with
Styrofoam. Carbon Fiber sheet is cut by crosscut hand saw, then it is placed and stick on the Styrofoam
via super-glue.
a). b). c).

Figure 49 a). Drilling of rivet holes, b). Grinding of drilled holes edges, c). Spray painting of battery compartment
7.4.3 Painting Frame

Hummer paint of “Sea Blue” shade is applied on the structure via spray gun after connecting it to the air
compressor. While black paint is sprayed on the battery compartment, motor mount and bolts of motor
mount. Silver paint is applied on the cage hoop to hide the welding spots.
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Figure 50 Hummer Sea Blue Spray Painting on PPG structure
7.5 Installation of Chair, Motor Mount, Battery and ESC

Chair having 2 movable bolts are adjusted with the EPPG’s frame and then spanner of 28mm was used for
tightening the nut. However, for mounting motor, one CRS sheet is fix with EPPG’s structure with two bolts
of 12mm. Motor U15II KV100 is mounted to one motor mount plate by tightening 4 bolts of 6mm via Allen
key, then 4 vibration isolators are fitted between both motor mounts with the aid of 9mm spanner. Electronic
Speed Controller is mounted on the frame via 4 drilled holes of 3mm, then ESC was fixed in place with the
help of 3mm Allen key. Whereas 2 Lithium Polymer batteries was just placed in the battery compartment
and secured via ties.
Figure 51 Installation of Components on PPG Frame
7.6 Fixing of Net on Cage Hoop

Standard tennis net of 12800mm width and height of 1070mm is used and is tightly fixed with the cage
hoop with the help of thread and nylon ties. This net will be used for the safety purpose of the pilot, so that
propeller blades cannot come near pilot under any circumstances and will allow for clear distinction for the
pilot as well, to prevent from accidentally moving hand towards the danger zone.
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Figure 52 Fixing of Net on the Propeller Hoop via cable ties and thread
7.7 Shaft Testing After Mounting 41” CF Propeller

After mounting motor, ESC, Batteries and fixing net on the cage hoop, Pusher type CF Prop is mounted on
the propeller adopter. Three wires coming from U15II KV100 motor is soldered with the ESC three input
wires, then the two output wires of ESC are soldered with the connector which is also known as XT90 Plug.
This connector is connected with the batteries’ XT90 Plug (two LiPo batteries are in series connection with
each other). PWM speed controller which sends the control signal, is connected with the ESC’s 6th wire,
and had two additional wire (one positive and one negative wire) for powering the speed controller via 12V
DC battery. For the better understanding, look at the below schematic electric diagram of EPPG:
a).
b).
Figure 53 Electric Schematic Diagram of EPPG; a). Motor's Clockwise rotation, b). Motor's Counter-clockwise rotation.
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After rotating the knob of speed controller device, the propeller starts rotating in Clockwise direction. Hence,
according to Newton’s third law, propeller was throwing air backwards (creating Force backwards) and
creating Thrust in front of paraglider as a reaction as illustrated in the figure below.
Thrust Force
Figure 54 Newton's third law pictorial representation
7.8 Thrust Testing via Load Cell

After completion of all the installation and confirmation of proper mounting of each component and/or parts,
the thrust measurement was initiated utilizing a load cell with digital display unit. A clamping unit with a bolt
on one end was used, by screwing the bolt to one arm of the load cell and placing the nose landing gear
structural rod inside the c-clamp unit. The other arm of the load cell was clamped to a structural rod, kept
next to the wall so that it can bear the thrust during operation. The figure 55 represents the load cell used
for the thrust testing.
Figure 55 Load Cell with digital display
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7.9 Operational Parameter Measurement

During the thrust testing, thrust was not the only monitored parameter, the other two important parameters
were current consumption and the voltage of the battery during various speed or throttle setting via PWM
speed controller. The latter two parameters were measured using a clamp meter for current measurement,
clamped over the red wire of the battery, and multimeter for voltage measurement, connected in parallel
with the battery, as shown in figure 56.
Figure 56 Clamp meter and Multimeter connection for measurement
The outcome was measured to be 35 kg of thrust generation at 194 amperes consumption with the
decrease of voltage to 45.2 volts from 50 volts (without any load). The image below represents the
completed EPPG project after the operational parameter measurement.
Figure 57 Completed EPPG
79
8 Market Survey
Table 17 Result of Market Survey
COMPONENT DETAILS COST (USD) COST (PKR)
U15II KV100 – 10kW $690 145,495

MOTOR
(Not available in GOLDEN HPM – 10kW $1,708 360,145
Pakistan)
QS Motor $666 140,435
ESC FLAME 180A 12S $260 54,825

(Not available in
Pakistan) FLIER 180A $189 39,855
TATTU PLUS 6S $462 97,415

LIPO BATTERY
ZDF 6S $449 94,675
PROPELLER (Already
G40X13.1 Prop $449 94,675
available)
Copper Coil for Winding 0.7mm Copper Coil - 800
Insulation for motor Thin Insulating Paper - 350
PWM Circuit - 3000
Rear Wheels (x2) - 6000
Hummer Sea Blue - 1150
Silver - 250
Paint Black - 250
Petrol - 250
Paint Tape (1-inch wide) - 150
Propeller Cage Net Badminton Net - 450
Glue, bolts, nuts and

Miscellaneous - 1000
travelling expense
80
9 Conclusion
The research and study conducted in this report has led to the conclusion of high feasibility of this project
with accordance to the components selected. The process of electrification is as simplified as possible
bearing in mind the challenges it may face in Pakistan. Through the technology study conducted, we were
enabled to justify our component selection and found out similar results as expected. The U15 II KV100
motor is a BLDC motor, the technology that is the most efficient, the ESC selection dependent on the
requirements of the motor which were all met by the selected model, and the Tattu Li-Po battery selection
was dependent on two factors; the technology research as well as the requirements of the ESC. The
technology research outlined Li-Po battery as the best available solution with its high specific power and
energy but most importantly ease of availability due to wide acceptance in the market. The model also met
the requirements of ESC which was everything we could hope for to power the EPPG.
The pre-calculation performed for determining the center of gravity (CG) included the accurate weight of
the selected components and presented weight saving from the existing PPG model, which was expected.
The additional perk of this calculation was that the total weight calculated of the EPPG was 7kg less than
the Delta trike, which is a good direction for the initial stages of the project. The market survey concluded
with some of the required components not available in Pakistan and the market experts advised us to look
into online trading market, delivering the goods to Pakistan e.g., Aliexpress. This was only performed to
meet the minimum requirements of the FYP-I report, whereas the components needed for electrification of
PPG is already available at Technocrafts.
The fabrication work was initiated with repairing of the selected electric motor, U15II KV100 as was deemed
necessary and foundation of the EPPG trike. The necessary skills were developed during this process in
order to re-wound the BLDC motor bearing in mind the need of similar thrust generation as outlined by the
manufacturer. Similarly, all the other components were tested and all the fabrication work was performed
in presence of professional technicians and engineers to meet the quality as well as standards of PPG trike.
An outline of all the financial cost incurred was made in chapter 8 of the report, where the already available
equipment (Motor, ESC, LiPo battery, Propeller and PWM controller) is mentioned for reference of the
overall EPPG manufacturing cost. All the other equipment mentioned in the table was bought from the
nearby market and therefore cost in PKR are only outlined, not in USD. Evaluation of the completed EPPG
trike was performed by ground testing and measuring the parameters of performance, which were all up to
the mark specified by the manufacturers. The result of ground running was successful as each component
was functioning accordingly with every parameter measured as predicted.
81
10 Final Year Project Timeline
10.1 Project Deliverables

• Research study on aircraft electrification
• Simplification of the procedure
• Conversion of existing PPG into an Electric PPG
• Evaluation through Test Run and actual parameter analysis
10.2 FYP-I, Semester Progress

Throughout the semester literature review on already existing research and papers were performed to
determine the best course of action for the electrification of the paraglider which assisted in development
of a systematic layout towards this project. Component feasibility and availability was discussed with the
CEO of Technocrafts, who had all the required components already arranged. The motor mount coupling
design was proposed for the selected motor and CG calculations were made for identification of CG before
and after the conversion.
10.3 FYP-II, Semester Progress

First and foremost, repairing of the electric motor by replacing the damaged coil with similar copper coil,
following the delta connection configuration for proper operation. Machining process was performed by
hand, ensuring completion of mounts of the conversion components, after which installation of all the
components was performed by first lab testing the overall component circuit. Finally, ground running of the
completed EPPG was carried out to determine the performance parameters and all the results are
elaborated in the chapter 7 of the report.
82
11 References
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85

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Final Year Project-II Report

Electric Powered Paraglider (EPPG)

Aleeza Khan F2018206021

BS Aircraft Maintenance Engineering Technology

Institute of Aviation Studies (IAS)

Student Registration Number: F2018206037 | F2018206021 | F2018206035

Date: 14th July, 2022.

2.7 Battery Technology Research ................................................................................................. 51

7.4 Structural Repair ..................................................................................................................... 75

Figure 1 Pollutants Produced by Aviation Industry .................................................................................... 35

Figure 42 Motor coil removal, winding and protection procedure ............................................................ 72

Table 1 FAR Part 103 (Ultralight Regulations) ((ARAC), 1993) .................................................................... 36

PPG: Powered Paraglider

1.1 Need of Conversion

Figure 1 Pollutants Produced by Aviation Industry

1.2 Ultralight Aircraft (UA) Category

Max. Empty Weight (powered aircraft) 115kg (254lb)

Max. Empty Weight (unpowered aircraft) 70kg (155lb)

Max. Fuel Capacity 18.9L (5 Gallons)

Max. Speed at Full Power 55 Knots

Max. Stall Speed (Power Off) 24 Knots

1.3 Converted Ultralight PPG Trike

1.6 Report Layout

2.3 NUS Paraglider Trike

Figure 2 World's Lightest PPG in NUS

2.3.1 Safety Features

Load One person weighs up to 75 kg

Flight Time 10 minutes

Charging Time 45 minutes

BLDC Motors Weighs 1.5 kg and 8 kilowatts

2.4 Existing Electric Aircrafts

Table 3 Existing Electric Paragliders (GmbH, 2012)

S.No Name Type MTOW Propulsion Battery Capacity Endurance

1. Elektra One 1-Seater 300 kg Electric Motor + Li 21 kWh 3 hours

2. Earthstar E-Gull 1-Seater 249 kg Electric Motor + Li 11.4 kWh 1 hour

3. Electraflyer-C 1-Seater 227 kg Electric Motor + Li 5.6 kWh 1½-2 hour

6. Pipistrel Alpha Electro 2-Seater 550 kg Electric Motor 21 kWh 1½ hour

2.4.1 Elektra One

Figure 3 Elektra One all-electric aircraft

Table 4 Elektra One Solar aircraft performance specifications

Specifications OPS UAS

2.4.2 Earthstar E-Gull

Figure 4 Earthstar E-Gull (all-electric aircraft)

Table 5 Earthstar E-Gull aircraft performance specifications

Figure 5 ElectraFlyer C (all-electric aircraft)

Table 6 ElectraFlyer C aircraft performance specifications

Empty weight 172 kg

Electric motor power 13 kW

Flight Endurance 1½-2 hours

Battery capacity 5.6 kWh

Max battery weight 35 kg

Cruise speed 112.7 km/h

Max speed 144.8 km/h

2.4.4 Electric Cri Cri

Figure 6 Electric Converted Cri Cri

Table 7 Electric Cri Cri performance specifications

Max Motor power 22 kW

2.4.5 Pipistrel Taurus Electro

Figure 7 PIPISTREL Taurus Electro (PIPISTREL, 2007)

Table 8 PIPISTREL Taurus Electro performance specifications

Max Power (3 seconds) 40 kW

2.4.6 Pipistrel Alpha Electro

Figure 8 PIPISTREL Alpha Electro (first all-electric trainer aircraft)