RC Amphibious Aircraft Report - Construction, Calculation & Project Management

2012
Amphibious Aircraft -Beasty Bee
Kazi Mohammed Faisal Waseem Riaz - Amed Abu Bakr Ahmed Saleh - Yousef Ehab
5/24/2012
Amphibious Aircraft
Project - HND Sept 10
Index
S. No.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27.
Topic
Abstract Introduction History Of Amphibious Aircraft Proposal for the Aircraft / Chosen Design Material Research Parametric Design Mission Project Gantt Chart Aerofoil Selection Design in 2D & 3D Graphs Calculations Centre Of Gravity Construction of The Aircraft Engines Servos Remote Control Components & Tools Used Budgeting Risk Assessment & Safety Precautions Test Flight Phase 1 Test Flight Phase 2 Results & Conclusion References Interim Report - Part 1 Interim Report - Part 2 Interim Report - Part 3
Page
4 5 6 7 9 16 18 18 20 24 30 31 58 60 86 87 88 89 91 93 95 97 98 100 102 104 106
Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh
Amphibious Aircraft
Abstract
This detailed information gives an overview on the work done, design concept, construction and flight-testing of a light-weight, unmanned amphibious aircraft. The aircraft itself is as a whole is being controlled with a ranged remote control. The aircraft as the name suggested is capable of landing and take-off from land & water; whichever geologically suited and required. The main impression for this aircraft is that, it's using two engines which are located on the wings, unlike the traditional fuselage mountings of engines. This model has been designed and was built, giving its utmost importance to the total length of the wingspan which is about 1 meter. It was built so that it can provide an endurance almost close to 25 minutes, though ranging from 20-25 minutes. Flights of the aircraft are carried out on both land and water simultaneously to test its amphibious characteristics. A remote control of 5 channels has been used to perform the test and built this flying machine. The result are, easy control of the aircraft, performing basic maneuvers with ease during flight with ideal take-off and landing motions.
Amphibious Aircraft
Introduction
As the name suggests, the amphibious aircrafts are able and featured to land on both water and land surfaces. This types of aircrafts generally comes under the seaplanes since their major characteristics suits that class. The only difference is that these sort of aircrafts are equipped with retractable landing gears. This is ideal and complicating mechanism and construction of aircraft tends to its heavier and costly characteristics. It also leads to fuel economy factors and range of the flight of the aircraft which reduces considerably than its counterpart types of aircraft which are constructed for 1 sole purpose; landing on aquatic surface or land. The usual floatplanes faces much more complexity to attach retractable landing gear to its pontoons, more commonly known as floats. This leads to the decreased frequency of the aircraft's construction. Majority of the amphibious aircraft thus tends to be flying boat type. Constructing Amphibious aircraft requires much more studies, expense and it is complex than the usual aircrafts. The factor that its heavier and slower also included in its disadvantageous side. But some of the aircrafts are usually faster than helicopters and can be used for specific purpose. The Project will give a full account on its construction technique and will give brief information about its usage and applications of this type of aircraft. The name of the aircraft was given "Beasty Bee". The name relates to its appearance of black and yellow, principle visual feature of a bee.
Amphibious Aircraft
History of Amphibious Aircraft
Figure 1
Floatplanes:
History of this kind of aircrafts dates back as far as to 1910 when the French built the first ever floatplanes. This were under service during both World War I & World War II, mainly for bombing runs, air-sea rescues and scouting. In later years, they were wildly used among the so called "bush" pilots who flew around countryside and remote areas where there was a possible chance that, landing strips might not be a an option and there was presence of lakes or aquatic surfaces.
Dehavilland DHC-2 Beaver
Figure 2
Amphibious Aircraft
Flying Boats:
This is another type of amphibious aircraft that differs from the floatplanes in certain physical and functional characteristics. It usually fashions it's fuselage as the hull of a boat, to float its entire fuselage on the aquatic surface. Most of the types will also contain two small floats that are attached with the wing of the aircraft to provide stability when the aircraft is on water. Flying boats got into production in early 1900's when lack of large airstrip limited the destination of flight path. This were also used in the WW-I & WW-II, mainly for scouting and rescue missions. As this types of aircraft was largest among the planes during 1900s, they were extensively used to transport passengers and cargo across the Atlantic Ocean. The Wheels are usually attached to the belly of the fuselage which extracts during landing on land. This types of aircraft are now generally used by the firefighter services. One of the specialized Firefighter amphibious aircraft of this type is the Bombardier 415. According to the Company's statement: " It is the only aircraft designed and built specifically for fire fighting. It can scoop up to 6,137 litres (1,621 US gallons) of water from a nearby water source, mix it with foam suppressant if desired, and make repeated drops on a fiFre without having to return to base to refill its tanks. The Bombardier 415 delivers massive quantities of suppressant to a fire in its initial stages, preventing it from getting out of control ".
Bombardier 415
Figure 3
Amphibious Aircraft
Proposal for the Aircraft / Chosen Design

The aircraft that we are working on was inspired by the Bombardier 415 and Grumman versions of the floatplanes. This suggests that our aircraft is going to be relative wide body and a body-float type of aircraft. After the research and looking into various aircraft, we came upon agreement that the floatplanes is far more suitable to our choices than conventional aircraft with dual floats and wheels. The certain features that are essential to the body frame and we are going to work and will try to develop are given in a brief:
Wing:
We have agreed upon using the traditional high wing used in amphibious aircraft. High wings are the most convenient type of wings that are used in this type of flying vehicles. Though there are certain few dilemmas and drawbacks present in this specific type, it is mostly beneficial regarding usage in an aquatic environment. One of the most important point that we considered for building with high wing is, avoiding engine contact with water; which may disturb the engine performance leading to breakdown.

Figure 4
Figure 5
Advantages: 1. As the wings are higher, the propeller has sufficient clearance from the ground, hence the probability of touching the water decreases significantly while landing on aquatic surfaces. 2. Increases the lateral stability and lowers stall speed due to the increase of dihedral effect. 3. Smoothens the progress of the takeoff and landing performance from aquatic surfaces. 4. More lift due to more exposure than the conventional mid-wing and lower wings. 5. Allows the installation of landing gear within the fuselage without the excessive length and increasing the stress handling capability of strut overall. 6. Easier to construct. Disadvantages: 1. The structural weight of the aircraft increases significantly compared to other types of wings. 2. Wing produces more induced drag due to higher lift coefficient. 3. Weaker lateral control due to increase in dynamic lateral stability.
Amphibious Aircraft
Hulls / Fuselage:
The hull that has been selected for our aircraft is the deep V-shape, which incidentally acts better on aquatic surface as commonly seen in water vehicles. The advantage to such hull are: 1. 2. 3. 4. It can handle rough water surfaces. Operates at very high speed. Smoothers the ride than any other shaped hulls. A wide variety of V-hull are available for selection.
Figure 6
Tail Selection:
A conventional tail as provided in the plan, due to its convenience to build and its effective.
Engine:
We are planning to mount one engine on each wings; 2 stroke nitro, minimum of 24,000 rpm. An extra fuel tank, probably given that the duration of the aircraft.
Landing Gear
We are looking into a possible retractable landing gear placed in the fuselage body. Complete mechanical, or hydraulically operated.
Amphibious Aircraft
Material Research
COMPPOSITES Making a material from different several substances is the basic definition of composites. the main purpose of combining materials in composition is to obtain specific characteristics and properties. the components of the composite material can be noticed physically and the boundary between one another. The word composite can be defined as a mixture or a compound of a unit made up of different parts but in the aerospace industry, it is defined as any material that isn't metal as a composite for an example, plastics are considered as composite, which is one form. while true composites contains other materials linked together with some form of resin system. Advanced composites is the term used in the industry today for the usage of the high strength materials and stronger resin systems. the term presents lighter, stronger and newer materials. There are different methods that can be used to manufacture any unique advanced composites. each method has different qualities and properties which should be acknowledged to understand why we use a specific method. There are different classes of composites: The materials composed of fibers with or without matrix are called fiber composites. The materials composed of flat flakes with or without matrix are called flake composites. The materials composed of particles with or without matrix are called particulate composites. The materials composed of continuous skeletal matrix filled by a second material are called filled composites. Laminar elements or layer made up the laminar composites. Direct and indirect materials are used for the fabrication of composite assembly.
Amphibious Aircraft
RELEASE OR PARTING AGENTS: Release agents are available in different forms such as pastes, liquids, films , tapes and cloth. Polymers of silicones, fluorocarbons, polyesters, nylons, etc., and from stearate and paraffin (soap) type materials are compounded to produce various forms of release agents. There are different types of adhesives that are commonly used: supported films, unsupported films, foaming type strips and liquids. the usage of each adhesive rely on different requirements such as the form, air dry, type, temperature and the time it takes to dry.
DIRECT MATERIALS:
Glass Fiber: Glass is the most used fiber because of the many advantages it provides as a composite such as the high corrosion resistance and the low cost, and the efficient manufacturing potential , low stiffness, and moderate strength and weight. the glass fiber is mainly used for making different commercial products such as piping in the chemical industry because of its high corrosion resistance, boats, tanks and cloth as well. The glass fiber one disadvantage is that it tends to loss it strength when its under moisture and load. Carbon Fiber: In the aerospace industry, the carbon composites are commonly used to fabricate some of the structural components, for an example: the ribs, the tailplane and randome and the skin surface of the wing. It is used for these applications in order to reduce weight and for its exceptional strength and stiffness. The strength and modulus of the carbon fibers will be different depending on the way it was it was produced: Ultra-high modulus High modulus Intermediate modulus High strength Very high strength
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Amphibious Aircraft
Aramid Fibers: The aromatic polyamides is used to make the aramid fibers thats why it is called so and the aromatic polyamides are a type of nylon. it is usually identified by its yellow color, lightweight and extraordinary flexibility. The aramid fiber provides high strength and stiffness. The most type of aramid fibers that is commonly used is the Kevlar under the trademark name of the Dupont Corporation. There are three forms of kevlar: Kevlar 29: is used on boats. Kevlar 49: is used for fiber-reinforced composites especially in aircrafts. Kevlar 129: is used mostly for bulletproof vests because of the extremely good impact resistance. The aramid fibers have few disadvantages such as: The bonding of the aramid fibers does not go very well. The UV light will severly affects the aramids. The fibers are hard to machine. Boron Fibers: The chemical vapor deposition (CVD) technique is used in a single filament reactors to produce the boron fibers which provides a exceptional mixture of high modulus , high strengt, extreme hardness and good compressive capability. Usially, it is not used because of the high cost and the risk in working with it. Graphite The graphite is an element of carbon which is non metalic. It is heated to a certain temperature to achieve the graphite state. There are three types of forms the graphite can be used: Woven form Unidirectional tow Continuous tow.
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Amphibious Aircraft
BAGGING MATERIALS:
Laminate Quality:In composites, the material is not complete until the cure cycle is finished. The cure cycle is done with awareness during controlled conditions. The three main elements in the cure cycle are: Heat: it is essential only for wet layups. Pressure: it provides good consolidation and inter-laminar bonds. Vacuum: it improves the resin flows by drawing out volatiles and trapped air. Release Agent:A release agent will be applied on the tool which might be a liquid release coating, a wax, or even a solid barrier such as Teflon tape. The edges of the tool must be masked off so the bag sealant tape (BST) will stick to the tool. Bag Sealant Tape:The bag sealant tape is a material which comes in rolls and it has a diameter of inch. It has a release tape on one side. It is used to adhere the bagging film to the tool surface together. The tape usually is used after the part is layed up, especially, if it is a wet layup. Peel Ply:The peel ply is woven fabric, often nylon, and combined with some type of release agent. The peel ply is able to stick to the laminate even thou it is not difficult to pull away. It is used to give the laminate a rough finish. The peel ply usage is optional, if it is used, it will result in a small amount of resin absorption.
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Amphibious Aircraft
Release Film:The peel ply will then be followed by the release film, which is a thin plastic that will not bond to the laminate because it was heat treated. It can conform to complex geometries because of the high capability of stretching. It is used to allow the process of the volatiles gassing out. Breather/ Bleeder:The bleeder goes above the release film. It is a thick, cloth like materials, which, is required to absorb excess resin. The breather is a non woven polyester system which is requires for air evacuation. It can only be used up to a pressure of 85psi (5.8 bars). Bagging Film The bag is a thick plastic layer which is the last item to be placed. It is heated for a long stabilized terms, which makes it a high grade film. The films are able to put up with high temperatures.
Fibers Properties:
Fiber Type Kevlar 29 Kevlar 49 Carbon/Graphite E-Glass S-Glass Teflon Density (g/cc) 1.44 1.44 1.77 2.54 2.48 2.1 Moisture Regain (%) 7 3.5 None None None None Elongation at Break (%) 3.6 2.4 1 4.8 5.7 35 Breaking Tenacity (g/Denier) 23 23.6 21.3 15.3 19.8 1.7 Initial Modulus (@ 177 C) 4,900 7,814 2,900 3,500 110 Melting Point (C/F) 427/800 T 427/800 T 315/800 T 1121/2050 1493/2719 327/621 TT
Advantages of Composites: Corrosion resistance. Fatigue resistance. Sales through offset. Weight reduction. Lower assembly costs Better mechanical properties. Good thermal properties High compressive strength
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Amphibious Aircraft
Disadvantages of Composites: Low impact resistance. The material is subject to moisture. Higher materials costs. Requires specials equipments and skills. To prevent galvanic corrosion isolation is needed in adjacent aluminum part.
COMPOSITE MATERIAL APPLICATIONS IN AEROSPACE

The modern aircraft uses a wide range of composite materials, the major types of composites that are used are: Carbon, Kevlar (Aramid), Graphite, Boron and Hybrids of these. There are different types of resins systems that can be used to make a bond between a variety of materials. Aluminum is one of the metals the metals that hybrids consist and it can be found in such areas as the engine cowlings. Any material utilizing two or more substances in its basic construction will be defined with the term composites, e.g. Carbon fiber/epoxy resin; carbon fiber/epoxy resin/ honeycomb matrix. The properties of the composite materials make them very popular in the aerospace construction industry. The composites strength to weight ratio is excellent, they do not show fatigue like light weight metals and they can take different shapes by molding it and accepts a multitude of coatings. They are capable of burning well because it contains oxygen in the spaces of honeycomb and the resin system. Carbon has high thermal resistance than aluminum which means it can resist higher temperature. They are used in many parts of the aircrafts such as the engine cowlings, floor panels and beams, flaps, trailing and leading edges of the wing, under carriage doors and the nose gear doors. The modern aircrafts structure is constructed from composite materials. There are different percentages of composite materials depending on the type of the aircraft. For example, 20% in the modern civil airliners while the military aircrafts from 32% (harrier GR5) up to 70% (euro fighter). Gliders and homebuilt are examples of smaller aircrafts that are almost entirely made from composites. The early types used to use reinforced glass plastic mainly but nowadays types consist of a large amount of carbon fiber. The engine and brake uses temperature resistant composites that contain metal fiber in polymer base. A development in the application of Carbon, Aramid and boron fibers has been done by the industry aerospace. Solid rocket motor cases use Carbon and Aramid fibers
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Amphibious Aircraft
because of their properties such as the high strength to weight ratio. Space structure was one of the first to use carbon for its construction because of its exceptional thermal expansion properties. Helicopters and military aircrafts uses carbon fibers and a small amount of aramid fibers in their construction because of the high strength to weight and the high stiffness to weight. The carbon fiber/epoxy is used on the horizontal rear stabilizer, control surfaces, nacelles, fairings and access doors in the airbus A340. The Boeing 777 uses the carbon fiber/epoxy for horizontal and vertical rear stabilizers construction. The carbon fiber was mainly used in the structure of military aircraft for some time. Nowadays, the modern commercial aircraft usage of carbon fiber shows great advantages such as decreasing the problems of design, manufacturing, reliability and cost. Materials Used During Construction Our Aircraft was mainly built on Balsa wood & Bass Wood Spars. We Used a limited amount of plywood as the engine platforms on the wings and servo platform on the fuselage. Bass spars are widely used, as our principle structure. The bass wood in other hand gave the supportive structure including coverings, floats, water tanks and body floats. Due to its extreme light weight considering other woods it is much preferable to use balsa. It is also easy to work with since it can be easily shaped and at times appropriately bend. Figure 8
Plywood
Balsa
Figure 7
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Amphibious Aircraft
Parametric design
Model Wingspan (cm) Wing Area (dm2) Length (cm) Flight Weight (kg) Radio Channel Servos Engine
Seagull Nemesis NXT Seagull Silence Twister ARTF Seagull Cap 232 Hanger 9 Funtana 125G Black Horse liberty 182-II Yak-54 28CC 4CH Deluxe Mini Cessna (KATANA) F0081 Gas Plane CAP232-3D F091
142
33.2
117
2.8
SC Engine 52FS SC Engine 91A-S OS Max .61SF Evolution 26GX SC Engine 52FS OS Max .61SF (Electric Motor) n/a OS Max .61SF OS Max .61SF AP15 MAX (2 engines)
170
44.4
135.3
n/a
145
39
131.4
3.4
176.5 165
71.5 n/a
176.5 1260
n/a 3
4 5
6 7
180
64
175.5
3.6-3.8 kg
92.8
n/a
72.3
0.584
178
61
171
3.6-3.8
114.8
47
100.8
1.7-1.85
Piper J-3 Cub 40
194.5
52.9
124.5
2.9-3.4
Proposed Aircraft
100
n/a
82
2-2.3
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Amphibious Aircraft
250 Wing Span (cm) 200 150 100 50 0
Aircraft Model
200 180 160 140 120 100 80 60 40 20 0
Length (cm)
Aircraft Model
4 3.5 3 2.5 2 1.5 1 0.5 0
Flight Weight (kg)
Aircraft Model
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Amphibious Aircraft
Mission
Parameters Wingspan Length Height Width (fuselage) Weight No. of Engines Values 100 (cm) 82-90 (cm) 13-14 (cm) 12 (cm) 2000 -2300 (g) 2
Project Gantt Chart

Tasks
Proposal/Parametric Studies Introduction Analysis of Airfoil Type Design Concept Sketch & AutoCAD implementation Calculations Material Selection Budgeting Construction Risk Assessment/ Safety Cost Assessment Testing & Troubleshooting Further Development/ Correction Phase Conclusion Reporting
Starting Date
28/02/2012 06/03/2012 08/03/2012 15/03/2012 18/03/2012 22/03/2012 28/03/2012 31/03/2012 1/04/2012 11/05/2012 15/05/2012 19/05/2012 21/05/2012 24/05/2012 24/05/2012
Duration (days)
8 2 7 3 5 7 2 1 41 4 1 2 3 1 2
End Date
05/03/2012 07/03/2012 14/03/2012 17/03/2012 22/03/2012 28/03/2012 30/03/2012 31/03/2012 10/05/2012 14/05/2012 15/05/2012 20/05/2012 23/05/2012 24/05/2012 25/05/2012
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Amphibious Aircraft
Duration (days)
45 40 35 30 25 20 15 10 5 0
Duration
28.2.12 9.3.12 19.3.12 29.3.12 8.4.12 18.4.12 28.4.12 8.5.12 18.5.12 28.5.12
Proposal/Parametric Studies Introduction Analysis of Airfoil Type
Design Concept
Sketch & AutoCAD implementation Calculations Material Selection Budgeting Construction Risk Assessment/ Safety Cost Assessment Testing & Troubleshooting Further Development/ Correction Conclusion Reporting Duration (days)
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Amphibious Aircraft
Aerofoil Selection
Selected Aerofoils:
E214:
Thickness: Camber: Trailing edge angle: Lower flatness: Leading edge radius:
11.0% 0.0% 14.2o 22.6% 1.4%
Max CL: Max CL angle: Max L/D: Max L/D angle: Max L/D CL: Stall Angle: Zero-lift angle:
1.549 9.0 65.951 5.5 1.308 9.0 -5.5
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Amphibious Aircraft
NACA - 0011
Thickness: Camber: Trailing edge angle: Lower flatness: Leading edge radius:
11.0% 0.0% 14.2o 22.6% 1.4%
Max CL: Max CL angle: Max L/D: Max L/D angle: Max L/D CL: Stall Angle: Zero-lift angle:
0.923 15 38.632 7 0.831 7.0 0.0
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Amphibious Aircraft
Clark Y:
Thickness: Camber: Trailing edge angle: Lower flatness: Leading edge radius: Max CL: Max CL angle: Max L/D: Max L/D angle: Max L/D CL: Stall Angle: Zero-lift angle: 1.295 8.5 51.615 7.0 1.18 8.5 -3.5 11.7% 3.4% 15.3o 71.8% 1.2%
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Amphibious Aircraft
Comparison Of The Aerofoils: For selection of the aerofoil, the comparison of the selected aerofoils are done. The selected aerofoils type are: E214, NACA-0011 & Clark Y
Types of Aerofoil
Thickness (%) Camber (%) Trailing Edge Angle (%) Lower Surface Flatness Leading Edge Radius (%) Maximum Lift (CL) Maximum Lift Angle-of-Attack (deg) Maximum L/D Lift at Maximum Lift-to-drag Angle-of-Attack for Maximum L/D
E214
11.102 4.031 11.543 86.620 1.891 1.549 9.000 65.951 1.308 5.500
Clark Y
11.707 3.433 15.259 71.818 1.236 1.295 8.500 51.615 1.180 7.000
NACA 0011
10.980 0.014 14.236 22.634 1.446 0.923 15.000 38.632 0.831 7.000
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Amphibious Aircraft
After Comparing the Lift and Drag of the aerofoils with Angle of Attack and Moment Coefficient; and due to low Reynolds no. of E214 comparing the other aerofoil types we choose it. It is also selected due to the aircrafts requirement to lift off from the aquatic surface and limitation of 1 meter span of the wing. The overall lift capacity must be high.
Design in 2D & 3D
Initial hand-drawn design of the aircraft:
Then simplified, 2D Drawings which includes side, top & front view respectively:
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Amphibious Aircraft
Initial AutoCAD Drawing:
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Amphibious Aircraft
Refined internal structure designing of the aircraft:
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Amphibious Aircraft
Fuselage of the Aircraft:
The complex design of the fuselage done in AutoCAD first and then later modified in 3D model during construction. So, the 2D model shows the first proposed design & the 3D model with dimensions illustrates the actual construction of the aircraft.
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Amphibious Aircraft
Tail section of the fuselage:
3D drawings of the hind part of the fuselage with the dimensions provided. The next illustrations is 3D-view of 2D drawings in AutoCAD.
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Amphibious Aircraft
Wing Design:
The chord of the wing has been taken as 25 cm and this lead us to make the flaperon to be 6 cm and the rest to be 18 cm. The spars that are placed between the chord are 6.5 cm apart from each other; while the spar itself are of 1 cm bass wood. This strengthens the base of the wing and can carry the load of the 2 engines, fuel tanks and servos. If noticed properly in the AutoCAD drawing, it can be seen that the wing is made of 2 individual 100 cm length of spars.
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Amphibious Aircraft
Graphs
Most this graphs are taken from the book: "Fundamentals of Flight - 2nd Edition" by Richard S. Shevell
Graph: 1 - Fineness Ratio, L/D
Graph: 2 - Aspect Ratio
Graph: 3 - Aerodynamic surface form factor
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Amphibious Aircraft
Calculations
All the calculations will be measured in 'cm' & 'm' as units in appropriate calculations. The calculations will be started with individual characteristics of parts of the aircraft. Since we plan to built the wing first, we will start calculations with the wing.
Wing characteristics:
The wing that is used is straight. It has wing span of 100 cm & chord length of 25 cm.
Span (b): 100 cm Chord (c): 25 cm Surface area of the wing (SRef) = b x c = 100 x 25 = 2500 cm2 = 0.25 m2
% area exposed of wing =
= 0.87 x 100 = 87%
Wetted surface area of the wing (SWet) = 2.04 x SRef x Exposed area
= 2.04 X 2500 x 0.87 = 4437 cm2 = 0.4437 m2
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Aspect ratio = =
=4
Horizontal stabilizer characteristics:
The horizontal stabilizer is a perfect rectangular in shape & since its situated middle of the vertical stabilizer some part of it is unexposed.
Chord (c): 8.3cm Span (b): 30.4
Surface area = b x c
= 30.4 x 8.3 = 252.32 cm2 = 0.0252 m2 Unexposed area = 0.4 x 4 = 1.6 cm2 % unexposed area = = 0.6% Thus the % of exposed area = 99.4% Wetted area of H.S. (SWet) = 2.04 x SRef x Exposed area = 2.04 x 252.32 x 0.996
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Amphibious Aircraft
= 511.64 cm2 = 0.051164 m
Vertical Stabilizer characteristics: The vertical stabilizer used in this aircraft can be said to be a triangle and certain percentage of its body is unexposed. The rudder is almost 5 cm wide.
Surface Area of V.S. = area of vertical fin + area of the rudder = (1/2 x 22.2 x 20.4) + (4.5 x 17.5) = 328.44 cm2 = 0.0328.44 m2
Since the vertical stabilizer is triangular its m.a.c. = 19/2 = 9.5 cm Unexposed area = = 27% Thus, the exposed area is 73%
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Amphibious Aircraft
Wetted area of V.S. (SWet) = 2.04 x 328.44 x 0.78 = 489.1 cm2 = 0.04891 m2
Fuselage characteristics:
Side tail sections = (36x4)2 + (1/2 x 36 x 4)2 + (1/2 x 36 x 3)2 = 540 cm2 Upper & lower tail section = (5 x 36)2 + (1/2 x 3 x 20)2 + (3 x 12.2)2 = 576 cm2 Fuselage middle: side & top sections = (29.6 x 11)2 + (29.6 x 12.2)2 = 1391.2 cm2 Float body area = (3.3 x 10.5)2 + (1/2 x 3 x 20)2 + (3 x 12.2)2 = 198 cm2 Nose Section: Area 1 = l x b = 110.5 cm2 Area 2 = 1/2 x b x h = 36 cm2 Area 3 = l x b = 78 cm2 Area 4 = l x b = 99 cm2 Area 5 = Area 6 = Area 7 =
= 39.3 cm2
= 25.1 cm2
= 63 cm2
Total area of the fuselage = 3156 cm2 = 0.3156 m2 length of the fuselage = 80 cm = 0.8m2
Nacelles:
Total Surface Area = (7.5 x 10.5) + (17 x 10.5) = 257.25 cm2 SWetted = 2 x 257.25 = 514.2 cm2 = 0.0514 m2 L/D = 17/13 = 1.3
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Amphibious Aircraft
Main Landing Gear:

Swet = 2 x ( +2 Diameter = 5cm Width = 2cm L/D = 2.5 ) = 2 (2 x 3.14 x 2.5 x 2) + (2 x 3.14 x 2.52) = 141.37 cm2
Nose Landing Gear

SWet = D = 4cm W = 2cm L/D = 2 +2 = 50.26 cm2
Floats
W = 6.5 cm || L = 15.5 cm || h = 5cm = 2LW + 2(L+W)h = 2*(15.5 x 6.5) + 2*(15.5 + 6.5)*5 = 465.5 cm SWet = 465.5 x 2 = 931 cm = 0.093m L/D = 2.2
Consider the values based on standard days:

= 1.225 Kg/ = 288.16 K = Kg/ms
R = 287.05 Nm/Kgk
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Amphibious Aircraft
CRUISE PERFORMANCE:
Total weight of the aircraft = 2,105 g, which is = Since the aircraft is at cruise, Lift = Weight which is = While cruising the angle of attack is , using profili the G is approximately 0.8
=>
=>
=>
=>
Reynold Number: => =>
Wing Parasite Drag: => => =>
K = 1.18 from the graph =>
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Amphibious Aircraft
Induced Drag: => => 0.95 (from the graph)
Fuselage Drag Calculation Length of the fuselage = 0.8m Diameter of the fuselage = 19cm = 0.19m Finess Ratio =
Reynold Number: => => => =>
=>
Horizontal Stabilizer Drag Calculation Reynold Number: K from the graph => => => => =>
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Amphibious Aircraft
=>
Vertical Stabilizer Drag Calculation Reynold Number: (from the graph ) => => => => =>
Engine Nacelles Drag Calculation (form factor calculator)
Reynolds Number: => => => =>
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Amphibious Aircraft
=>
Main Landing Gear Drag Calculation (form factor calculation) =>
Reynold Number: => => => =>
=>
Nose Landing Gear Drag Calculation Reynold Number: => =>
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Amphibious Aircraft
=>
=>
=>
Floats Drag Calculation Reynold Number: => => => =>
=>
Total
Calculation
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Drag Calculation =>
Lift to drag ratio:
Cruise Performance Calculation +
=>
(from profile)
=>
=>
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Thrust Calculation:
As we know during cruise thrust is equal to drag and lift is equal to weight. From engine specifications, the power output = 1.6 hp @ 14,000 rpm. The The propeller efficiency (), assumed to be: 0.8engine runs at 14,000 rpm and the velocity is 13 m/s = 42.7 ft/s
Power = 1.6 hp x 500 ft-lb/s Power = power = 66.7 N Power to weight ratio = = 3.2
= 14.98 lb 15 lb
Thrust required = Treq =
Treq = Treq = x 11.2 (N-m/s)
Converting 11.2 N-m/s to lb-ft/s = 11.2 x 0.74 Treq =
= 0.015 hp
CL at Minimum power = CL (mp) = CL (mp) = x 0.6 CL (mp) = 1.04 CL induced Drag at minimum power = CL i(mp) = 3 x CDp CL i(mp) = 3 x 0.031 = 0.093 Thrustmin = 1.052
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Amphibious Aircraft
Tmin = 1.052 x Tmin = 27.37 N-m/s Tmin = = 0.036 hp
Minimum power required for level flight = 0.036 hp
Endurance:
Propeller efficiency () = 0.8 S = 0.25 m2 = 2.69 ft2 = 0.002377 slug/ft3 = = 1 slug/ft3 c=1 Wi = 2105g = 2.105 kg => 2.105 x 9.8 = 20.6 N => 20.6 x 0.2248 = 4.63 lb Wf = 2105 - 300 = 1805 g = 1.805 kg => 1.805 x 9.8 = 17.69 N => 17.69 x 0.2248 = 3.97 lb te in hours = 37.9 te = 37.9 te = 15.7 hrs Since the value of the 'c' and propeller efficiency are assumed; the manual provides the endurance as 15 minutes.
Range:
Range = Endurance x velocity of cruise Range = 15 x 60 x 13 Range = 11,700 m => 11.7 km
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Amphibious Aircraft
Glide Calculation:
In our previous calculation we found that L/D = 9.52
a=
= 0.105 radians = 6o
Glide Range. If we assume that the height is 30 cm => d = d = 285.4 m => d =
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Amphibious Aircraft
Sink Rate. Sink rate =
= Sink rate = 1.36 m/s Endurance. Endurance = = 22 s.
Maneuvers:
Left turn Load factor, n = = is the bank angle, and our calculation will be based on assuming the bank angle n=
=>
n=
=>
n=2
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Amphibious Aircraft
n= R=
=>
L=n and Tan
=> L = 2
L = 41.2N
V = 13m/s G = 9.8m/ => R = 9.95 m Vertical pull up R= = = R = 17.24m => = => = 1.3 rev/sec
Vertical turn vertical R= = => R = = 1.5rev/sec
Vertical turn pull down R= = => R = => = R = 5.74m 2.26 rev/sec
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Amphibious Aircraft
Take-Off Performance
During take-off we assume the lift to be 20% greater than the weight. W = 2.105 kg; W = 2.105 x 9.8 = 20.6 N L = (1+0.2)W => L = (1+0.2) 20.6 => L = 24.72 N VTO = 1.2 x VS => VTO = 1.2 x 9.2 = 11.04 m/s M= CL = => M = = = 0.032
=> CL =
=> CL = 1.32 CL = 85.1% of CL max
Since CL max = 1.55;
Calculated CL above is the CL inc CL = => CL = => CL = 1.322
Drag Calculation Of the Wing Reynold Number: Parasite Drag Thickness ratio = = 0.092 => => => =>
K = 1.18 (From Graph 3) CDp wing = CDp wing = 0.00639 =>
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Amphibious Aircraft
Induced Drag AR = = =4
e = 0.95 (from graph 2) CDi = CDi = = 0.146
Drag Calculation of fuselage Length = 0.8m || Diameter = 0.19m Fineness ratio = K = 1.379 CDp wing = => => = 4.21
=>
=>
=> CDp wing = 0.00297
Drag Calculation for Horizontal stabilizer. SWetted = 2.04 x 252.32 x 0.996 = 512.67 cm2 = 0.0512 m2 => =>
=>
=>
Thickness ratio = 0.06
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Amphibious Aircraft
K = 1.12 (from graph 3) CDp H.S. = => CDp H.S. = 0.001215
Drag Calculation for Vertical stabilizer. => => => =>
Thickness ratio = 0.052 K = 1.09 (from graph 3) CDp V.S. = => CDp V.S. = 0.01055
Drag Calculation for Nacelles. Fineness ratio = K = 3.368 SWet = 0.0514 m2 => =>
=> = 1.3
=>
CDp nacelles =
=>
=> CDp nacelles = 0.00256
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Amphibious Aircraft
Drag Calculation for Main Landing Gear. SWet = 0.0141 m2 Fineness ratio = 2.5 K = 1.848
CDp wing =
=> => =>
=>
=> CDp wing = 0.000711
Drag calculation of nose landing gear: S wet = 0.005 L = 0.04m Fineness ratio = 2 K = 2.2
RN = Cf = CDp NWG=
=>
RN = Cf = => => =>
RN = 30, 231 Cf = 0.00763 CDp NWG = 0.000335
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Amphibious Aircraft
Drag calculation for floats: Swet = 0.09m2 L = 0.015m K = 2.034 Fineness ratio = 2.2 => RN = Cf = => RN = 11, 336 => Cf = 0.01247 => CDp floats = 0.00913
RN = Cf = CDp floats =
Total drag co-efficient: CDp wing + CDi + CDp Fuselage +CDp horizontal + Cdp vertical + CDp nacelles + CDp MLG + CDp NLG + CDp floats CD = 0.00638 + 0.146 + 0.0029 + 0.0012 + 0.0104 + 0.00256 + 0.000708 + 0.00033 + 0.0087 CD = 0.179 Lift to drag ratio at take off:
= Thrust produced by each engine = 11.6N, So for two engines =11.6
Take-off field length On normal runway: DistanceTO = Acceleration = a=
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Amphibious Aircraft
a=
=> = >a=9.4m/s2
d TO =
=> d TO = 13 meters
But according to FAR, there is an increase of 15% in the normal distance
Landing Performance
Total weight of the aircraft during landing = 1.905 kg = 1.905 x 9.8 = 18.6 N VS = => VS = => VS 8.87 m/s
During Landing We assume that the landing speed 'VL' = 1.25 VS VL = 1.25 x 8.87 = 11.08 m/s M= => M = => M = 0.032
During landing CL must be maximum to produce more drag. Since CL max = 1.55 and the stall angle is 9o. L= L = 29.1 N
=> L =
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Amphibious Aircraft
Drag Calculation Of the Wing Reynold Number: => => => =>
Parasite Drag Thickness ratio = 0.092 K = 1.18 (From Graph 3) CDp wing = CDp wing = 0.00636 Induced Drag AR = = =4 =>
e = 0.95 (from graph 2) CDi = => CDi = = 0.2
Drag Calculation of fuselage Length = 0.8m Diameter = 0.19m Fineness ratio = K = 1.379 => => = 4.21
=>
=>
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Amphibious Aircraft
CDp wing =
=> CDp wing = 0.00296
Drag Calculation for Horizontal stabilizer. SWetted = 2.04 x 252.32 x 0.996 = 512.67 cm2 = 0.0512 m2 => =>
=>
=>
Thickness ratio = 0.06 K = 1.12 (from graph 3) CDp H.S. = => CDp H.S. = 0.001213
Drag Calculation for Vertical stabilizer. => => => =>
Thickness ratio = 0.052 K = 1.09 (from graph 3) CDp V.S. = => CDp V.S. = 0.0105
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Amphibious Aircraft
Drag Calculation for Nacelles. Fineness ratio = K = 3.368 SWet = 0.0514 m2 => =>
=> = 1.3
=>
CDp nacelles =
=>
=> CDp nacelles = 0.00255
Drag Calculation for Main Landing Gear. SWet = 0.0141 m2 Fineness ratio = 2.5 K = 1.848
CDp wing =
=> => =>
=>
=> CDp wing = 0.000709
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Amphibious Aircraft
Drag calculation of nose landing gear: S wet = 0.005 L = 0.04m Fineness ratio = 2 K = 2.2
RN = Cf = CDp NWG=
=>
RN = Cf = => => =>
RN = 30, 340 Cf = 0.00762 CDp NWG = 0.000335
Drag calculation for floats: Swet = 0.09m2 L = 0.015m K = 2.034 Fineness ratio = 2.2 => RN = Cf = => RN = 11, 377 => Cf = 0.01245 => CDp floats = 0.00911
RN = Cf = CDp floats =
Total drag co-efficient: CDp wing + CDi + CDp Fuselage +CDp horizontal + Cdp vertical + CDp nacelles + CDp MLG + CDp NLG + CDp floats
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Amphibious Aircraft
CD = 0.00636 + 0.2 + 0.00296 + 0.001213 + 0.0105 + 0.00255 + 0.000709 + 0.000335 + 0.00911 CD = 0.233
Lift to drag ratio at landing: D= => D = = D = 8.76 N
Ground Deceleration Distance dG = = =>
dG =
R= R = 0.4(20.6 - 29.1) + 8.76 R = 5.36 dG =
dG = 24 m/s
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Amphibious Aircraft
Centre of Gravity
X-axis Centre of Gravity.
Parts of the Aircraft. Horizontal Stabilizer Vertical stabilizer Micro Servos 2 & 3 Micro Servos 1 & 4 Engines Fuel Wing + Floats Nose Landing gear Main Landing Gear Battery Main Servo Fuselage Total Weight (g) 35 45 60 60 330 250 468 45 100 150 120 856 2519 Length from nose (cm) 72 72 36 41 28.5 36 34 9 41 4 42 40.5 Moment (gcm) 2520 3240 2160 2460 9405 9000 15912 405 4100 600 5040 34668 89510
Centre of Gravity = Total Moment Total Weight = 89510 2519 Y-axis Centre of Gravity
Parts of the Aircraft. Horizontal Stabilizer Vertical stabilizer Engine 1 Engine 2 Micro Servo 1 Micro Servo 2 Micro Servo 3 Micro Servo 4 Fuel Tank 1 Fuel Tank 2 Nose Landing Gear Main landing Gear Floats 1 Weight (g) 35 45 165 165 30 30 30 30 125 125 45 200 20 Length from nose (cm) 50 50 31.5 68.5 28.5 30.5 64.5 66.5 35 71 50 50 7.5 Moment (gcm) 1750 2250 5197.5 11302.5 855 915 1935 1995 4375 8875 2250 10000 150
x-axis C.G. = 35.5 cm
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Amphibious Aircraft
Floats 2 Battery Fuselage Main Servo 1 Main Servo 2 Wing Total
20 150 856 60 60 428 2619
92.5 50 50 46.5 52.5 50
1850 7500 42800 2790 3150 21400 131340
Centre of Gravity = Total Moment Total Weight = 131340 2619 y-axis C.G. = 50.14 cm
Z-axis Centre of Gravity

Parts of the Aircraft. Horizontal Stabilizer Vertical stabilizer Micro Servos 1, 2, 3, 4 Engines Fuel Wing + Float Nose Landing Gear Main Landing Gear Battery Main Servos Fueselage Total Weight (g) 35 45 120 330 250 468 45 200 150 120 856 2619 Length from nose (cm) 28 21 25 25 25 25 15 9.5 17 21 12 Moment (gcm) 980 945 3000 8250 6250 11700 675 1900 2550 2520 10272 49042
Centre of Gravity = Total Moment Total Weight = 49042 2619
z-axis C.G. = 18.72 cm
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Amphibious Aircraft
Construction Of The Aircraft

We started the construction of the aircraft keeping the wing as the main factor, since we planned to place the engines on the aircraft, it was necessary to have it ready first.
We had to carefully calculate the placement of the shaped ribs on bass spars so that in the end we could end up with a perfectly balanced wing structure. To obtain the equal distance from one rib to another, we printed out "cm ruler" on A4 sized sticker paper placed carefully on the spars.
The Markings are done calculating the rib's width and no. of ribs we could cut out in reference to the length of the spars. Later we marked the spar easily with the help of the paper ruler.
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Amphibious Aircraft
Using wood glue, we worked overnight and completed the wing as fast and as accurately as possible. The distance between the ribs later has been measured so that the weight difference between the two extremes of the spars are nullified.
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Amphibious Aircraft
End of the work and the final product, the completed structure of the Aircraft:
Soon after that we started building the flaps/flaperons for the wings, with the pieces that are shaped as to suit the E214 aerofoil type as they were separated from the original aerofoil.
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Amphibious Aircraft
After we are done with the wings we followed up by building the fuselage structure with bass spar and balsa formers.
Using the protractor we managed to draw the front part of the base of the fuselage as a semicircle.
The whole group worked to build the fuselage.
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Amphibious Aircraft
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Amphibious Aircraft
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Amphibious Aircraft
Building of horizontal stabilizer and vertical stabilizer of the aircraft.
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Amphibious Aircraft
We worked and was done with the structure of the fuselage eventually, building fuselage body, vertical stabilizer & horizontal stabilizer. Later on we started building the floats and installing them on the wings.
Installing the floats in the wing. 8mm bass wood sticks are used to accommodate the installation. The sticks than screwed with the spar of the wing.
Marking the length of the spar needed for the float attachments.
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Amphibious Aircraft
Once we are done the wing look like this:
Angle view of the float attachment.
Side view of the float attachment
Top view of the entire wing with floats
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Amphibious Aircraft
After we are done with our structure construction of the main parts, we started covering them. First we took the dimensions of the structure and cut out the thin balsa sheets. The first thing we covered was the fuselage, we also worked on building a nose float for the aircraft. The following pictures will illustrate the procedure we worked on.
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Amphibious Aircraft
The lower part of the Fuselage and hind part of the fuselage is covered.
The Nose float of the aircraft. It has been designed such that it acts as a locked placement and fits perfectly on the original structure.
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Amphibious Aircraft
Once the glue, perfectly placed we covered the structure. For uniformly distribute the pressure needed above the balsa sheet till the glue dries we used "cricket bat", by placing them over the structure carefully. This innovative method proved to be very useful as holding the wooden pieces together with hands proved to be a daunting task!
We applied the glue all over the structure where the cover/skin of the balsa sheet will be attached. The pillars and the spars of the strictures are manually fixed to give the desired shape.
Once we found a method to apply uniform pressure on the sticking points, we developed it into much more suitable and controllable method, by introducing water bottles filled with the equal amount of water in them.
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Amphibious Aircraft
Once the above activities are done we placed the float of the aircraft on to the structure and got the desired shape.
Once we completed the lower part of the nose of the aircraft, we started to build the upper part of the nose. We soaked the thin balsa sheet in water till they can be easily re-shaper or bend without damaging the wood. To stick together the thin-bend wood we had to place few pillars, so that the shaping of the nose is uniform.
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Amphibious Aircraft
Total of 4 pillars cut out of bass wood placed at designed place to give the ideal shape of the nose. This particular design has been chosen to be aligned with the boat type shape of the aircraft.
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Amphibious Aircraft
Once we are done with the lower part and covering the sides of the nose we tried to cover the top part, which proved to be the most challanging in the construction of the fuselage. First we cut and used sanding method to create a block that is identical to the real life aircraft's top part. With much work, we were able to mount the balsablock on the fuselage with a lower support.
Like the side walls of the nose of the aircraft, we first soaked the wood in water and slowly bend it in the desired shape. Once the wooden piece has been shaped and dried we carefully glued it to the base and the balsa block that we shaped and attached previously.
Though extremely time consuming, we attached the upper portion of the nose. Once done with the nose aircraft, it seems to be completely rough. Thus, trimming and sanding of it was a necessary to give the ideal and required shape. The shape of the nose will affect the aerodynamics of the aircraft and will reduce drag in water.
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Amphibious Aircraft
The completed nose of the aircraft. After few hours of sanding and trimming. There's possibility that the nose might be heavier than anticipated. As the fuselage is completed the next step was to make a custom-made water tank that can carry up to 500 mg of water. The design of the water tank has been inspired by the tail section of the aircraft. According to it the design is made. The following illustrations will explain the water tank's capacity.
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Amphibious Aircraft
If we assume that 1 cm3 of water is approximately equal to 1 gm then we need a water tank that can have volume of minimum 500 cm3 to store water in it. According to the shape of the water tank, the volume can be calculated such as: The length of the tank = 12 cm = l the height (a) = 7 cm the height (b) = 8.5 cm using the formula to find the area of the trapezium = 1/2 (a+b)*l = 1/2 *(7+8.5)*14 = 93 cm2 Since the width of the water tank varies in both end, we took the average of the two: = (7 + 7.7)/2 = 7.35 cm. multiplying the width and the area of the trapezium we get the volume of the tank. Thus: = (7.35 * 93 ) cm3 = 683.6 cm3 The volume of the tank is 183.6 cm3, so it can be said that it will carry approximately up to 680 gm of water. This is 180 gm more than the condition payload that was required. The construction of the water tank will be illustrated below:
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Amphibious Aircraft
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Amphibious Aircraft
After the water tank and other all important tasks has been we achieved we set our next task, installing the engines and servos that will be used for controlling the engines and moving of the flaperons. Since our aircraft has the design which places its engine on the wing, we had to find a solution to built the engine mount. We did as much as investigation and research on the types of mountings that can be used for our wing, and came up with a simple mount which can house the engines and as well as the components that will run the engine such as fuel tank & servos. The attachment of the mount was placed on the spars of the wing with the help of epoxy.
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Amphibious Aircraft
After we completed the installation of the engine and servos on the wing, we started building a nacelle for the engine. Later we covered it with monokot and installed around the engines.
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Amphibious Aircraft
As we were done with all the basic construction needed to complete the aircraft we started covering and installing servos to get ready for the final product of the aircraft. The first thing we concentrated on was the stabilizers and flaperons.
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Amphibious Aircraft
Rudder
Vertical Stabilizer
Horizontal Stabilizer
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Amphibious Aircraft
The fuselage was next in line to get covered with the monokote, we first covered the lower part of the fuselage including the bottom.
After the aircraft's lower part covered, we let the upper part as it, is since it was time consuming to put on a monokote. Our main focus was the below part, since we were planning to fly the aircraft from an aquatic surface later on.
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Amphibious Aircraft
Once all the coverings are done, we installed all the servos, hinges & rods.
Battery holder connected with servos.
Antennae & Receiver of the control system. Micro-servos are used to control the flaperons & the engine throttle system.
Servos connected to the rods to control the rudder & elevator.
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Amphibious Aircraft
The Aircraft all the connections and the building was done.
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Amphibious Aircraft
Completed Aircraft. After Tests
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Amphibious Aircraft
Engines
The engines are one of the main component of the aircraft. It took the team almost 34 working days to research, calculate and assume the type of engine that can be used for our aircraft. Unlike many others, our engine were to be mounted on the wings, thus we gave our priority not only to the power & rpm required but also the weight of the engines. We came up with AP15 engines which fitted the slot of our requirements in both the accordance of power and weight. We imported brand new engines from U.S. since local market do not posses such engines. It came with attached muffler.
AP .15 YELLOWJACKET

DUAL BALL BEARINGS SCHNEURLE PORTING TRUE ABC CYL CNC MACHINED C.C. Bore Stroke R.P.M. Weight Props 2.26 15.50 12.00 3000 - 14000 165 gm 8x6, 9x4
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Amphibious Aircraft
Servos
This aircraft contains total of six servos of which four of them are micro-servos and 2 regular servos. The sole reason we used the micro-servos is, to decrease the weight on the wings. They provide enough power to work according to the requirements.
Turnigy MG90S Metal Gear Servo

Weight Dimension Stall torque Operating speed Operating voltage Temperature range 13.4g 22.8*12.2*28.5mm 1.8kg/cm (4.8V) - 2.2kg/cm (6.0V) 0.10sec/60degree(4.8v) 0.08sec/60degree(6.0V) 4.8-6.0V 0- 55deg
Hitec HS-311 - Economical Standard

Weight Dimension Stall torque Operating speed Operating voltage Temperature range 43g 39.9*19.8*36.6 mm 3.02kg/cm (4.8V) - 3.50kg/cm (6.0V) 0.19sec/60degree(4.8v) 0.15sec/60degree(6.0V) 4.8-6.0V 0- 55deg
All the Servos were bought from Hobbies Zone, with a bargain price, since that was the only place during our search we found servos that we needed for our aircraft.
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Amphibious Aircraft
Remote Control
Initially we planned to use 6 channels with each channel controlling one of the engines, but we scrapped that plan to introduce 1 channel 2 servo system so that it is easier to maintain the rpm of both engine at equal pace. Nevertheless we used a 6channel capable remote control.
WFT06X-C 6 Channel 2.4 GHz Dual Rate Throttle Hold Compatible with simulation software.
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Amphibious Aircraft
Components & Tools Used

There were different types of tools that are used to build this aircraft. Many of them are quite irrelevant only because we are amateur builders and we did not exactly what kind of equipments is best to use. It is also due to the availability and budget of the project.
Monokote
Wood Glue
Fuel line/pipe
Blade Super Glue
Hacksaw
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Amphibious Aircraft
Battery
10% Nitro Fuel Glow Plug Remover
Starter Hand Pump
Driller
Tool Box
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Amphibious Aircraft
Budgeting
The total cost did go over our initial estimation which was due to the some repair and changes we brought to our stabilizers. The cost is broken down for analyzing the amount that has been spended. The simple analyses that has been used here is: Total Cost = Direct material costs + Variable Overheads Variable Overheads
Components
Printing/Photocopying Hacksaw Paper Cutter Sandpaper Scissors Wood Glue x 2 Super Glue Epoxy Glue Driller Iron Paper Pins Insulation Tape X 3 Transportation Fuel Screw Packs 5x2mm X 2 Energizer Batteries Working Space Nails Metal Epoxy Total Costs
Price/Cost (AED)
200 Available 5 15 Available 34 40 75 Available Available 4 7 350 10 40 Available 5 8 793
Materials Origin
AST Printings Stationary shop ACE Hardwares ACE Hardwares ACE Hardwares Ultimate HELI Stationary Shop ACE Hardwares ACE Hardwares Union Co-Operative ACE Hardwares Hardware shop
Therefore the variable cost = 793 AED
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Amphibious Aircraft
Direct Material Costs
Material Type
Balsa wood Balsa wood Bass wood Ply wood Styro Foam Engines Servos Fuel Fuel Tank Fuel Line Paper Hinges Bar Hinges Carbon Rods Servo Connecters Propeller Front Landing gear Monokote Rolls Main Landing Gear Battery Holder Connector Wire Remote Control Total
Quantity
8 32 21 1 1 2 6 1 2 2 2 1 3 6 2 1 2 1 1 1 1
Cost (AED)
200 480 262 19 15 500 280 85 40 18 46 20 24 210 30 15 35 10 25 10 350 2674
Material Origin
ACE Hardwares Wassam Stationary ACE Hardwares ACE Hardwares Hardware Shop Nitro Engines (Online) Hobbies Zone Hobby Centre Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Hobby King Hobby King AEON RC Centre AEON RC Centre AEON RC Centre
The Direct material cost = 2674 AED Therefore, the overall cost will be: Overhead Cost + Direct Material Cost = 793 + 2674 Total Cost = 3467 AED
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Amphibious Aircraft
Risk Assessment & Safety Precautions

There are many hazards and risks that are involved in building the aircraft, including burns & cuts. If proper care and precautions are taken, this risks and hazards can be avoided. This hazards not only includes the people but also the machines & materials that might face the possible damage due to mishandling. Some of the followings will give a brief about the hazards and actions that must be taken: Handling the materials such as woods or balsa, consider the proper tools & equipment for cutting or shaping, since there can be defects in materials due to mistreatment or the person can sustain injury from sharp objects. Electrical connections should be checked while connecting the wire and the wire should be properly insulated. The danger includes getting electrocuted or damaging the equipment. Proper ventilation must be available in the work space, since dangerous gases can be accumulated during the usage of glue or sprays. While Monokoting, only use the required temperature and must be handled with utmost care since excess material might damage the material. Sources of sparks and flames must be kept away from the work station since there are materials that are highly flammable. While using and handling the super glue & epoxy, proper gloves must be worn at all times with control in amount of usage. On bare skin can cause rash and develop allergic reactions. Proper wash must be done after working with glue. Sharp tools like saws, blades, pins & nails, must be taken care with utmost respect. It can deliver severe injury if mistreated. Avoid contacting the sharp areas of these tools.
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Amphibious Aircraft
Proper face masks must be worn while sanding balsa if necessary, for some people it might affect the breathing . Fire hazards such as excess engine heat and misconnection of the power equipments can lead to the damage of electrical equipments the airframe of the aircraft as well as burn the person handling it. To prevent such disastrous result always follow the design limits and manufacturer's recommendations while operating. Improper installations of the airframe or parts of it can lead to severe damage to the materials in use and other parts of the aircrafts, always analyze and plan the best possible way to install certain parts. If following manual is hard, find other easier and proper method to achieve the goal. Backing up of research data and computed data must be absolute compulsory, since any mistreatment or accidents can lead to important data loss. Since this is an amphibious aircraft, proper care must be taken to waterproof the entire fuselage, wing & the electric components. The holes must be covered with waterproof materials. Keep Away from propellers while the engines are running! Severe injuries is possible if not taken care of.
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Amphibious Aircraft
Test Flight - Phase 1

Trial: 1 Date: 20/05/2012 Venue: Nad Al Shiba Rudder: Servos are quick to respond and in proper working conditions. Elevator: Servos are quick to respond and in proper working conditions. Flaperons: Servos are quick to respond and in proper working conditions. Landing Gear: Fixed, straight and in proper working conditions. During Takeoff: Wings are straight everything is working properly, thrust provided at steady pace to half. The takeoff was attempted across the landing strip. Since the flyer believed there might be crosswinds across the landing strip. Due to confusion, full throttle has not been delivered and throttle was cut without attempt of flying before the end thus, leading the aircraft across the landing strip by momentum and crash in the grass. Troubleshooting: Primary inspection of the aircraft after the incident suggested that, front landing wheel has been weakened from its fixed joint and the horizontal stabilizer was damaged. Immediately the landing gear was fixed but even after fixing the horizontal stabilizer it suggested to be weak. Nevertheless there was a second attempt.
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Amphibious Aircraft
Trial 2: During Takeoff: Due to the previous experience, the takeoff was conducted from one end of the landing strip towards another. All the platforms suggests proper action. During the run, engines was steadily given throttle. Few seconds later when the speed of the aircraft gradually increased, it flipped! Troubleshooting: After initial analyzing there seemed to be severe damage inflicted on the aircraft. These includes: Broken Engine nacelles. Broken Horizontal stabilizer from middle. One of the engine received damage, leading to severance of carburetor's needle valve. The nose of the aircraft seemed to be bend slightly towards right.
Metal epoxy used to attach the carburetor's needle valve.
Broken Horizontal Stabilizer
Aircraft was later repaired as close to its original state, with a new horizontal stabilizer. But the weather was extremely dusty and windy during the week. This led us to postponed the flights from further testing.
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Amphibious Aircraft
Test Flight - Phase 2

The Next trial was almost 5 days late, it took us 3 days to complete the repair of the aircraft and due to bad weather we had to postponed for further 2 days Trial: 1 Date: 26/05/2012 Venue: Nad Al Shiba Rudder: Servos are quick to respond and in proper working conditions. Elevator: Servos are quick to respond and in proper working conditions. Flaperons: Servos are quick to respond and in proper working conditions. Landing Gear: Fixed, straight and in proper working conditions. During Takeoff: The takeoff run of our aircraft was only five seconds before it picked up from the land but few seconds later stalled. On the first inspection, no damage was noted. Further investigation suggested that the aircraft was physically unharmed.
Troubleshooting: After the onsite investigation, we could notice that although our cg was accurately positioned our engine lacked the thrust needed to take it off properly. Reason for it, according to the flyer was due to the damaged carburetor's needle valve which changes the rpm rate between the two engines. Although we repaired the needle valve with metal epoxy, we could not bring it back to its original power rate, hence the engine failed to deliver enough thrust.
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Amphibious Aircraft
Results & Conclusion

During construction the team has faced many uphill difficulties. After overcoming this situations with both engineering and non-engineering approach we are much more likely to troubleshoot problems. Some of the unique concept we undertook to build our aircraft is usage of pillars & Spars of Bass wood. This without a doubt made our aircraft extremely durable and safe. Unlike the traditional concept of building the aircraft only from formers to give it shape, we used a few of them. The rest was done by the bass wood spars. This not only gave our aircraft the desire look but also gave us enough volume and space to adjust the wirings and placements of internal instruments and objects, additionally it kept the weight of the aircraft relatively light despite its size. We also used Bass spar as our main beam in the wing construction, since it provides the strength to uphold the engines that are placed on the wings with fuel and servos. In addition, we curved out the floats from soft balsa block, which proved to be extremely difficult and time consuming tasks, since he were looking forward to make it as aerodynamic as possible. As usually amphibious aircrafts are heavier than the usual land aircrafts, it is an excellent choice to transport goods and materials & used in emergency situations since it can operate on both aquatic surface and land. One particular challenge that has proved to be the most difficult part of our construction was, shaping the aircraft's front nose. As we went with a new & different way of constructing the aircraft, we had to come up with new ideas to shape the aircraft, like using pillars, bending the balsa wood, shaping balsa blocks and placement of each part with extreme care, just to provide the right shape needed. Since we were building the aircraft with two engines, both of which proved to be quite powerful on its own right, gave us the perfect opportunity to build, experience and understand the properties of the real aircrafts that are uses dual engines and more on its wing. This also provide us with an aircraft moving straight without any yaw movement during takeoff as the RPM of the engines were equal. This aircraft was built to carry much more larger payload than the original, given that engines will be changed accordingly. It also gave the platform to attach any engine up to .46 engines. Thus giving more power, a structure to backup the power and as obvious the space to carry more load.
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Amphibious Aircraft
The only recommendation for this aircraft is to change the engine and use .25 OS engines. That is the only fault of this magnificent flying machine. The .15 engines failed to provide enough thrust. The cg of x & y axis is near to perfect.
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Amphibious Aircraft
References
Starting engine - Video1: http://www.youtube.com/watch?v=T2AOs47c-mc Hinge - Video2: http://www.youtube.com/watch?v=4oYTQLqa82E&feature=related installing engine -Video3: http://www.youtube.com/watch?v=ELCjnaxm13M History: http://www.bifold.com/floatplanes-history.php http://www.hobbypartz.com/hitec.html http://www.hobbypartz.com/hrc35245s.html http://www.servodatabase.com/servo/hitec/hs-311 http://www.servocity.com/html/hs-311_standard.html http://www.scribd.com/doc/51952304/11/Wing-vertical-location http://www.hobbyking.com/hobbyking/store/uh_viewItem.asp?idProduct=939 2 http://www.hobbyking.com/hobbyking/store/uh_listCategoriesAndProducts.as p?idCategory=333 The calculations are used from the book that was available and commonly related: Fundamentals Of Book By Richard S. Shevell. Introduction to Design and Analysis with Advanced Composite MaterialsStephen Swanson. Advanced Composite Material Manual, Aerospace application. Engine Break-in: http://www.youtube.com/watch?v=pAggkhHqEkw
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Amphibious Aircraft
Glide Calculation: http://www.grc.nasa.gov/WWW/K12/airplane/glidvec.html Glide Calculation: http://www.grc.nasa.gov/WWW/k12/VirtualAero/BottleRocket/airplane/glidprob.html Form Factor Calculator: http://adg.stanford.edu/aa241/drag/BODYFORMFACTOR.HTML Figure 1 - http://www.theplanpage.com/Months/2404/kingfisher.htm Figure 2 - http://www.abpic.co.uk/photo/1057623/ Figure 3 http://www.google.com/imgres?hl=en&sa=X&rlz=1C1CHKZ_enAE436AE43 6&biw=1366&bih=600&tbm=isch&prmd=imvns&tbnid=jOyITQoFC0TyM:&imgrefurl=http://www.aerospacetechnology.com/projects/bombardier_415/bombardier_4151.html&docid=f7INapqNBDe_M&imgurl=http://www.aerospacetechnology.com/projects/bombardier_415/images/415_1.jpg&w=550&h=413& ei=Ub7ET96WAYWs8gOemdjJDw&zoom=1&iact=rc&dur=421&sig=112953 163716719514994&page=2&tbnh=129&tbnw=172&start=18&ndsp=24&ved= 1t:429,r:3,s:18,i:121&tx=142&ty=102 Figure 4 - http://briangwaltneym1a1.blogspot.com/2009_11_01_archive.html Figure 5 - http://bangalore.olx.in/r-c-high-wing-trainer-aircraft-iid-245781051 Figure 6 http://www.aeroflight.co.uk/waf/croatia/af2/pics/HRZ%20Canadair%20CL%2 0415.jpg Figure 7 - http://fly2build.com/Balsa%20wood.jpg Figure 8 - http://fly2build.com/AirCraftPlywood.jpg
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Amphibious Aircraft
Interim Report - Part 1

The followings will give an insight summery of the progress and tasks that are carried out for the project "building an amphibious aircraft". The report will give the summery of each week's tasks from 01.03.2012 - 04.04.2012. Leader - Kazi Mohammed Faisal Group Members - Waseem Riaz - Ehab Yousef - Ahmed Saleh - Ahmed Abu-Bakr
Week 1 The whole group was given the task to research on amphibious aircrafts. To understand and familiarize with types and characteristics of this type of aircraft. Once the whole team understood what we are required to build, we assigned each of the team member to research about 3 different types of RC aircraft. Held a proper meeting with the team to share and present our own finds and decide the appropriate parameters & characteristics that we had to submit. After further research and evaluation we gathered other information and data that we had to collect. Later around end of the week, we decided that we are going to follow an inspired design from the CL -215/415.
Week 2 After meeting with the instructor, we finalized the selection of our aircraft type and decided upon using 2 engines, in our aircraft. Engines That was our primary choice for the aircraft as to the team's research:
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Amphibious Aircraft
1. 2. 3. 4. 5.
Evolution 26GX (1.6) Gas Engine. SC Engine 52FS Aero Ringed Engine. SC Engine 36A-S Aero ABC engine. SC Engine 46A-S Aero ABC Engine. AP 15 Yellow Jacket.
The group was assigned to find and research on CL-215 & 415. They were asked to find anything relative to the construction of the aircraft. While some of us undertook the task to find the plans and construction methods, others were asked to take care of the Aerofoil analysis. We also took down the possible parameters. Later during the week we found the plans we were looking for and half the team started work on modification of the basic plans according to our own requirements. End of this week we decided upon the finalized aerofoil analysis and the aircraft plans.
Week 3 Starting of the week we met with our instructor to show our progress and the design of the aircraft, he gave us go-ahead to work on the 3D model. There were other research that was needed for different tasks and materials we would need. So the team was separated to work on individual tasks and to build the 2D & 3D model of the aircraft. Calculations of scaling & corrections are all done by the end of the week & half the team went to buy materials for initial constructions.
Week 4 Once the 3D modeling is done and we know what we are going to build, initial phase of the construction was started. Using profili we acquired the shape we needed for our aerofoil, E214, with calculated chord that we needed. We started cutting the ribs as soon as we printed the shape & the team was able to cut out 24 ribs in total.
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Amphibious Aircraft
Later in the week the instructor asked us to shorten the ribs, so by the end of the week we worked on to modifying the ribs and cutting of the spars for the wing.
Week 5 Construction work was on its initial phase building the wings, flaperons. Some of the team member went to the Ajman to get more materials, so that we can move on to later phase of the construction. As soon as the construction of the wing was completed, the team concentrated on to the building the structure of the fuselage. As the work continued on the construction and correction of the wing, we ordered for the decided engine - AP 15 Yellow Jacket.

The report will give the summery of each week's tasks from 05.04.2012 - 30.04.2012. Leader - Kazi Mohammed Faisal Group Members - Waseem Riaz - Ehab Yousef - Ahmed Saleh - Ahmed Abu-Bakr
Week 6 We completed the aerofoil with flaperons and we showed our instructor. We modified the original plans that we received, to modify the fuselage construction techniques and type of formers that are used.
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Amphibious Aircraft
The new plan was followed to build the fuselage. Once the primary parts were done, we showed to our instructor who advised us to reduce the size of the aircraft.
Week 7 Early of the week we were done building the middle part of the fuselage, soon after that we concentrated on building the tail part of the fuselage. We worked on building and then attaching the parts of the structure. Half the team were concentrated on building it, while the other half concentrated on building the formers and base of the fuselage. The whole team worked on the construction around whole week, some worked on stabilizers others on floats.
Week 8 We received the engine of the aircraft. From here on the team was divided in two parts mainly. One of the part would concentrate on the reports and the other on the constructions. As usual, when needed all would come together to help in the construction and the report. Float-base of the aircraft were constructed since it was suppose to be a flying boat type.
Week 9 The team had two priorities, completing the report and building the aircraft. AbuBakr and Kazi concentrated much on the report on other hand Waseem & Saleh worked on the aircraft construction. Ehab was given the task to complete the calculation in due time.
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Amphibious Aircraft

The report will give the summery of each week's tasks from 01.05.2012 - 27.05.2012. Leader - Kazi Mohammed Faisal Group Members - Waseem Riaz - Ehab Yousef - Ahmed Saleh - Ahmed Abu-Bakr
Week 10 The whole team came together to help in covering the aircraft and giving the final touch to it. We worked on the report and monokoting of the parts of the aircraft. The whole week went by working on this two tasks. We met our instructors in between to discuss about the timing of submission.
Week 11 Engine Mountings and servo mountings are built out of thin plywood. The mount for the Fuel tank, water tank are also built. Later they are all mounted in appropriate positions on wings and fuselage. Building of Nacelles and connection of the servo with rods are been reflected on. End of the week all the connections are done. Including the batteries. Final cover of the Nacelle was built and placed.
Week 12
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Amphibious Aircraft
Starting of the week we did our first engine test. It didn't go as we expected, as the engines needed to be properly broken in. After few days correcting all the possible problems we went to Nad Al Shiba for our first test flight. Series of incidents led to serious damaged was received by the aircraft. rest of the week passed by repairing the engine and replacing the broken horizontal stabilizer. The weather was bad therefore, further test was postponed.
Week 13 Starting of the week, we did our final test of the aircraft. Due to the damage sustained earlier, the engine failed to deliver thus the test was resulted as semi-satisfied. Work on the Report was completed, with appropriate contents and conclutions.
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RC Amphibious Aircraft Report - Construction, Calculation &amp; Project Management

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2012

Amphibious Aircraft -Beasty Bee

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

History of Amphibious Aircraft

Dehavilland DHC-2 Beaver

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Proposal for the Aircraft / Chosen Design

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

COMPOSITE MATERIAL APPLICATIONS IN AEROSPACE

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Piper J-3 Cub 40

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

250 Wing Span (cm) 200 150 100 50 0

200 180 160 140 120 100 80 60 40 20 0

4 3.5 3 2.5 2 1.5 1 0.5 0

Flight Weight (kg)

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Project Gantt Chart

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Proposal/Parametric Studies Introduction Analysis of Airfoil Type

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

11.0% 0.0% 14.2o 22.6% 1.4%

1.549 9.0 65.951 5.5 1.308 9.0 -5.5

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

11.0% 0.0% 14.2o 22.6% 1.4%

0.923 15 38.632 7 0.831 7.0 0.0

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Initial AutoCAD Drawing:

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Refined internal structure designing of the aircraft:

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Fuselage of the Aircraft:

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Tail section of the fuselage:

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Graph: 1 - Fineness Ratio, L/D

Graph: 2 - Aspect Ratio

Graph: 3 - Aerodynamic surface form factor

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

% area exposed of wing =

= 0.87 x 100 = 87%

= 2.04 X 2500 x 0.87 = 4437 cm2 = 0.4437 m2

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Horizontal stabilizer characteristics:

Chord (c): 8.3cm Span (b): 30.4

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

= 511.64 cm2 = 0.051164 m

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Group 2: Kazi, Waseem, Ehab, Ahmed & Saleh

Main Landing Gear:

RC Amphibious Aircraft Report - Construction, Calculation & Project Management

RC Amphibious Aircraft Report - Construction, Calculation & Project Management