Necmettin Erbakan Universitesi 1

Radikal Tasarm Ekibi

CONTENTS
1. EXECUTIVE SUMMARY 2
1.1. Objective Statement 2
1.2. Planned Approach to Achieve All Objectives

2. MANAGEMENT SUMMARY 3
2.1. Team Introduction 3
2.2. Organization Chart 3
2.3. Schedule / Major Milestone chart 4

3. CONCEPTUAL DESIGN APPROACH 4

3.1. Configuration Collection 5
3.2. Components Weighting and Selection Process 10
3.3. Final Configuration 13

4. MANUFACTURING PLAN 16

5. TEST PLANNING 17
5.1. Component and Ground Test Plan 17
5.2. Flight Test Plan 18
5.3. Test Plan Timetable 18
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1. EXECUTIVE SUMMARY

1.1. Objective Statement

This report details the design process used by Necmettin Erbakan University, Radikal Tasarm to
compete in the METU VTOL COMPETITION. The goal of the competition is to design an aircraft that
best meets the mission requirements. This years competition requires a light, fast, high image
processing capable and at the same time with automation flight capable UAV. In addition, a load
release will be performed during the UAV's mission and leaving this load should be the highest priority.
When designing the UAV, the design will be original and the best aircraft that can fulfill the mission will
be searched by Radikal Tasarm. As a result of extensive analysis and testing after long research and
data collection. Uav's most important parameters have been determined and the UAV is designed to
do its job well.

1.2. Planned Approach to Achieve All Objectives

In the first step, the contest rules and tasks were examined. The conditions for obtaining the highest
score from the tasks were determined. However, team members gathered information about UAV
design from different books and sources, a large pool of UAV design was created. The design options
are listed in order of their advantages and disadvantages. Different optimization techniques have been
investigated in order to obtain the most accurate and optimal system. A weightage optimization
technique was identified. The most efficient design was obtained along with the weighted optimization
technique. However, the conceptual design phase was completed and the estimated geometric
structure of the UAV was determined.Competition requirement VTOL type UAV will be designed,in this
regard information and historical data were collected. The most critical issue for the contest was
detected as the control, and for this the way was drawn by looking at the previous solutions. To test
and reduce the risk factor, the prototype was designed and produced. Work on vtol flight has been
started by team members who are automation flight experience.
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2. MANAGEMENT SUMMARY

2.1. Team Introduction

The team Radikal Tasarm consisted of eight students from Konya Necmettin Erbakan University.
The team was supervised by team advisor Research Assistant Enes Gnaltl of Aerospace
Engineering Department. Our team continues to grow day by day. The club benefited from the
enthusiasm and wealth of fresh ideas from the new members to supplement the many years of
experience from the older members. Our aim is always to equip our team with new ideas and transfer
them to future generations.

2.2. Organization chart

Aerodynamics was responsible for the overall external configuration of the aircraft, including wing
design, tail design, and airfoil selection. Analysis and optimization will be performed in-depth on the
aircraft geometry, determining its performance, stability, and control characteristics. Structures will be
designed in general using the configuration and basic components of the data obtained by
Aerodynamics and Propulsion. Then more on the details of their designs, testings, and optimizing will
be focused. The circuit board will be prepared for the unmanned aerial vehicle and the necessary
commands will be entered by members of Electric-Electronics. The necessary electrical connections in
the aircraft will be made and controlled by them. In autonomous flights, the aircraft will be controlled by
the pilot only in difficult situations. In non-autonomous flights, the aircraft will be followed by the pilot.
The necessary arrangements, domestic and international connections will be made by the editor.
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2.3. Schedule / Major Milestone chart

3. CONCEPTUAL DESIGN APPROACH

3.1. Configuration Collection

In order to select a feasible and viable concept configuration, the first step is to make a population
space of a good collection of applicable concepts and ideas so that the best option can be selected.
In addition to conventional concepts, new innovative ideas are required to satisfy the stringent
design requirements. Different ideas from various books, journals and online databanks were
obtained and studied. All kinds of ideas were welcomed from all the members and finally a large
pool of concepts was created.
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3.1.1.Aircraft Configuration

Airplane configurations in different types have been examined to have proper design.Many general
configurations and innovative designs have been studied.

Biplane: Having multiple wings means that the same aircraft can produce more lift fort he same
wingspan as they have a grater wing area. It can fly an little power.
As a result; the biplanes and triplanes have lesser wing loading, which result in shoter/landing and
lower stall speeds.

The shorter wingspan results in reduced roll inertia and roll damping, which results in beter roll rates in
the bi-and-tri planes.This improved maneuverability was the reason fort he surge in triplane designes
during WWI.Requie higher wing area to produce the required lift.Also, the drag is also higher than the
monoplane, which gets more pronounced as the speed increased.

The main reason fort he used of bi-and-tri planes was that the provided the required strenhth fort he
type of air foils udes.As high strength materials became available, this materials less and the
aerodynamic disavantage of the bin ad tri plane design into free.

Canard: Canard provide increase maneuverability and have very compicated to control.Canard an
fighters generally increase dynamic instability. That means Its easier to make the nose turn.

Improve performance at high angles of attack.Properly placed canards can help energize the airflow
over the wing delaying a stall.That happens when the churning down draft of air comes off the canard
surface and rolls over the back wing, maintaining the airflow when it would otherwise have already
peeled off wing surface.

Increased high angle of attack authority.Tail planes lose control of the pitch of a plane at smaller
angles than canards do.This allow planes to perform more agressive maneuvers.

Decreased main wing turbulance; In high angle of attack situations, the canard can direct air over the
wing in a way that is less turbulent than it would be otherwise.

An aircraft with a canard configuration tends to have a smaller static margin compared
with an aircraft with a conventional aft tail configuration. In other words, the distance
between the aircraft neutral point and the aircraft center of gravity is shorter. This
makes the canard aircraft longitudinally statically less stable. This feature is regarded
as a disadvantage of the canard configuration

The center of gravity range in an aircraft with a canard configuration tends to be

wider; hence, it is more flexible in the load transportation area.

Due to the forward location of a canard, the aircraft cg moves slightly forward
compared with an aircraft with a conventional aft tail configuration. This feature
requires a slightly larger vertical tail for directional trim and stability.
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Flying Wing: A clean flying wing is sometimes presented as theoretically the

most aerodynamically efficient (lowest drag) design configuration for a fixed wing aircraft. It also would
offer high structural efficiency for a given wing depth, leading to light weight and high fuel efficiency.
Because it lacks conventional stabilizing surfaces and the associated control surfaces, in its purest
form the flying wing suffers from the inherent disadvantages of being unstable and difficult to control.
These compromises are difficult to reconcile, and efforts to do so can reduce or even negate the
expected advantages of the flying wing design, such as reductions in weight and drag. Moreover,
solutions may produce a final design that is still too unsafe for certain uses, such as commercial
aviation.
Further difficulties arise from the problem of fitting the pilot, engines, flight equipment, and payload all
within the depth of the wing section.
Other known problems with the flying wing design relate to pitch and yaw. Pitch issues are discussed
in the article on tailless aircraft. The problems of yaw are discussed below.

Conventional: This is the most simplest of all configurations. Suited for most of the roles in
conventional spectrum.

3.1.2. Wing Configuration

A lot of wing designs were collected but only a few of them were shortlisted based upon the strength
and lift requirements. It has been tried to determine the optimum wing configuration for the contest by
evaluating the collected wing configurations according to their advantages and disadvantages.

Low Wing

Advantages:

The aircraft take-off performance is better, compared with a high-wing configuration,

due to the ground effect.

The pilot has a better higher-than-horizon view, since he/she is above the wing.
The landing gear is shorter if connected to the wing. This makes the landing gear
lighter and requires less space inside the wing for the retraction system. This will
further make the wing structure lighter.

The aircraft is lighter compared with a high-wing structure.

The application of a wing strut is usually no longer an option for the wing structure.
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The wing has less downwash on the tail, so the tail is more effective.
The tail is lighter, compared with a high-wing configuration.
The wing drag produces a nose-down pitching moment, so a low wing is longitudinally
stabilizing. This is due to the lower position of the wing drag line relative to the aircraft center of gravity
(MDcg < 0).
The aircraft is lighter compared with a high-wing structure.
The application of a wing strut is usually no longer an option for the wing structure and have
low drag.
The wing has less induced drag.
The aircraft has higher lateral control compared with a high-wing configuration, since
the aircraft has less lateral static stability, due to the fuselage contribution to the wing
dihedral effect (ClW)

Disadvantages:

The wing generates less lift, compared with a high-wing configuration, since the wing
has two separate sections and the wing produces less induced drag.

The aircraft will have a higher stall speed compared with a high-wing configuration, due to a
lower CLmax and the take-off run is longer.
The aircraft has lower airworthiness due to a higher stall speed and the aircraft is laterally
more controllable, and thus more maneuverable.
The wing makes a lower contribution to the aircraft dihedral effect, thus the aircraft
is laterally dynamically less stable.
The aircraft has a lower landing performance, since it needs more landing run.

High Wing

Adventages:

Eases and facilitates the loading and unloading of loads and cargo into and out of
cargo aircraft. For instance, truck and other load lifter vehicles can easily move around
aircraft and under the wing without the anxiety of hitting and breaking the wing.

Facilitates the installation of an engine on the wing, since the engine (and propeller)
clearance is higher (and safer) compared with a low-wing configuration.

Facilitates the installation of a strut. This is based on the fact that a strut (rod
or tube) can handle higher tensile stress compared with compression stress. In a
high wing, the strut has to withstand tensile stress, while the strut in a low wing
must bear compression stres and the aircraft structure is lighter when struts are employed.

Facilitates taking off and landing from sea. In a sea-based or amphibian aircraft,
during a take-off operation, water will splash around the aircraft. An engine installed
on a high wing will receive less water compared with a low wing. Thus, the possibility
of engine shut-off is much lower.

The wing will produce more lift compared with a mid- and low wing, since two parts
of the wing are attached at least on the top part.

For an engine that is installed under the wing, there is less possibility of sand and
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debris entering the engine and damaging the blades and propellers.

The wing drag produces a nose-up pitching moment, so it is longitudinally destabilizing.

This is due to the higher location of the wing drag line relative to the aircraft
center of gravity (MDcg >0).

Disadvantages:

The aircraft tends to have more frontal area (compared with mid-wing). This will
increase aircraft drag.

The ground effect is lower, compared with low wing. During take-off and landing
operations, the ground will influence the wing pressure distribution. The wing lift will
be slightly lower than for the low-wing configuration. This will increase the take-off
run slightly. Thus, a high-wing configuration is not the right option for short take-off
and landing (STOL) aircraft.

The landing gear is longer if connected to the wing. This makes the landing gear
heavier and requires more space inside the wing for the retraction system. This will
further make the wing structure heavier.

A high wing is structurally about 20% heavier than a low wing.

The retraction of the landing gear inside the wing is not usually an option, due to the
long required length of the landing gear.

The aircraft lateral control is weaker compared with mid-wing and low wing, since
the aircraft has more laterally dynamic stability.

Mid Wing

The aircraft structure is heavier, due to the necessity of reinforcing the wing root
at the intersection with the fuselage.

The mid-wing is more expensive compared with high- and low-wing configurations.

The mid-wing is more attractive compared with the two other configurations.

The mid-wing is aerodynamically streamlined compared with the two other
configurations.

A strut is usually not used to reinforce the wing structure.

The pilot can get into the cockpit using the wing as a step in a small GA aircraft.

The mid-wing has less interference drag than the low wing or high wing.

3.1.3. Tail Configuration

Tail design is very important for the stability of the aircraft. However, a stable tail design may
incorporate controllability concerns and other issues like the weight penalties or the complexities of
manufacturing. Tail design is also very much linked to the aesthetics of the aircraft which force
designers to select a particular tail design.
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Conventional Tail

For most aircraft designs, the conventional tail will usually provide adequate stability and control and
also leads to the most lightweight construction in most cases. The conventional tail has more effective
control than other type of tails. This effective control allows for tighter turns, which results in shortening
lap length and decreasing lap time. This configuration could be easily assembled according to the
others.

T-Tail

The T-tail configuration gives similar stability to a conventional configuration but the T-tail is heavier
than the conventional tail because the vertical tailplane has to support the horizontal tailplane.
Because of end plate effect, the T-tail allows a smaller vertical tail. The T-tail may be more effective
than the conventional tail because at small angles of attack it operates outside of the wing wake.
However, it may have a disadvantage at higher angles of attack where it operates in the wing wake,
especially at low speed.

Cruciform Tail

The cruciform tail is a compromise between a conventional tail and a T-tail. The cruciform tail weighs
less than the T-tail and allows the engines to be placed at the rear. However, the cruciform tail does
not have a surface area advantage due to the end plate effect like the T-tail.

V-Tail

The V-tail is lighter, has less wetted surface area, so thus produces less induced and parasitic drag.
The control mixing for the V-tail is accomplished in the transmitter, and does not require modifying the
onboard electronics. But it is required to be structurally more robust compared to the conventional
system due to the increased load involved. This reduces the advantage gained by eliminating a control
surface.

Twin Tail

Twin tails on the fuselage can position the rudders away from the aircraft centerline, which can
become blanketed by the wing or forward fuselage at high angles of attack. Also, twin tails have been
used simply to reduce the height required with a single tail.Twin tails are usually heavier than an
equal-area single tail but are often more effective.

3.1.4. Engine Configuration

The engine combination is a crucial aspect to the performance of the aircraft. The right motor location
has an important impact on the aircraft performance and control behavior. Having the right
combination of motor will allow the airplane to carry the most possible weight and obtain the best
acceleration to reduce the takeoff distance

Tractor Motor: The propeller gets cleaner air and gives more thrust but the tractor configuration gets
demerits for contaminating the fuselage with a noisy, vortex-laden propwash that changes widely with
the throttle position.

Double Tractor: This systems weight is greater than that of the single motor system, but only outputs
the same amount of thrust.
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Pusher Motor: The pusher configuration is good for stability it has no propwash affects however, due
to lesser clean air the thrust affects.

Wing Mounted Engine: A good choice when using multiple engines. Both engines get clean air.
However the calibration of these engines is a complicated job.

3.1.5.Landing Gear Configuration

Type of landing gears is important for takeoff and landing characteristics. Landing gear bear the
impact loads during the landing phase and give directional control during the takeoff phases when the
prop wash is significant because of low speed high thrust conditions. They are also important drag
adders. The use of adequately designed landing gears can give great comfort to the pilot. Landing
gear can be evaluated under various names according to the size, purpose , amount of load of aircraft
and other functions .

Tail Dragger: It has less drag and weight and allows the wing to generate more lift however the ground
controls are tricky because of the location of the centre of gravity behind the main gear.

Tricycle Gear: It provides easiest to take off, landing and taxi. However, it is a bit draggy.

Single Main: A great weight saver configuration but very difficult to operate with. Generally used with
HALE UAVs.

Tandem: Used for heavier configurations where landing gears have to sustain a heavy impact.

3.2. Components Weighting and Selection Process

3.2.1.Figures of Merit

The components that have large and small effects in the selection of the components are listed below.
During the selection phase, the best configurations were obtained by choosing the components with
the highest score, taking into consideration the total effect of all the components rather than
considering all the factors one by one.

Weight: Weight is the most important factor in METU Turkey as it affects all the other factors directly
or indirectly. The decreased weight means better score, smaller engine, higher velocity, better controls
and lesser cost. The weight also governs the wing loading which is the most important aerodynamic
parameter.And wing loading effects the stall velocity.

Velocity : Velocity is the main scoring factor in the mission . Puanlamada stad evresinde atlan tur
says nemlidir. Bu yzden verilen sre boyunca standn evresindeki en iyi tur saysna ulamamz
gerekmetedir.

Performance: UAV Performance means that the UAV should be able to satisfy all design
requirements set earlier. These include parameters like stall velocities, stability and turning radius of
the UAV.

Manufacturability : Reproducibility is an important factor in every decision made during the designing
of the UAV. Since the UAV is manufactured with limited resources by the Team members, difficult
decisions are a major challenge for the team in the production phase.

Stability And Controllability: Stability and Controllability are important parameters for UAV's image
processing capability. Corruptions that may occur due to wind or any other cause when flying over
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UAV matrices may cause the UAV to unable to process the image. In addition, since the UAV will be
controlled by automation during the course of the mission, controllability must be easy and stable to fly
so that the UAV does not leave the given route.

3.2.2. Concept Selection

After studying and short listing different concepts along with the figures of merit the selection process
started. Each criterion was given a certain percentage weightage. Every concept was given marks out
of 10 against each criterion. Subsequently the marks percentage was multiplied by the weightage
percentage. All the marks scored against each criterion were summed up and a total score out of 100
was obtained. The final score of each concept was compared with the other concepts and the best or
highest scoring concept was selected for the UAV.

Weightage

Stability and Controllability Weight

12% 20%

Performanc
e
18%
Velocity
Manufacturability 25%
25%

3.2.3. Aircraft Configuration

Weightage Conventional Canard Flying Wing Biplane

Weight 20 7 7 9 5

Velocity 25 7 7 6 6

Manufacturability 25 9 8 9 7

Stability And 12 8 7 4 7
Controllability
Performance 18 7 7 6 8

Total 100 76.2 72.5 71.1 65.3

Scoring of important parameters in the configuration selection is shown in the table above.
Weight is an important parameter in decisions. Flying wing has the highest value in terms of weight,
but failure in stability and controllability has caused it to have a low score. Conventional aircraft
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configuration was determined to be the best configuration, with some features such as
manufacturability being well above average in almost all factors. The conventional aircraft
configuration was selected at the result of the optimization.

3.2.4. Wing Configuration

Weightage High Wing Mid Wing Low Wing

Weight 20 8 5 7

Velocity 25 6 8 7

Manufacturability 25 8 6 8

Stability And 12 8 7 6
Controllability
Performance 18 7 8 7

Total 100 77.2 70.3 71.3

The high wing has the biggest score. The biggest handicap is the wing to have a low weight in the
middle. High wing achieves the highest score due to its weight lighter weight, ease of production and
stability and controllability.

3.2.4.1. Tail Configuration

Weightage Conventional T-tail Cruciform V-tail Twin Tail

Tail
Weight 20 7 5 6 8 5

Velocity 25 8 7 7 8 6

Manufacturability 25 9 6 7 6 7

Stability And 12 8 8 7 5 7
Controllability
Performance 18 7 8 7 6 9

Total 100 78.7 66.5 68 71.8 67.1

Thus, the Conventional Tail is clearly identified as the most suitable tail configuration. The image
clearly stood out because of its good stability and controllability capability and manufacturability.
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3.2.4.2. Engine Location

Weightage Tractor Pusher Wing-Mounted

Weight 25 8 7 5

Velocity 20 8 6 7

Manufacturability 20 8 7 4

Stability And 15 7 8 5
Controllability
Aesthetics 5 6 7 8

Performance 15 8 9 6

Total 100 77.5 72.5 55

5 engines will be used in the UAV. 4 engines will provide vertical lift. The other engine will provide
horizontal motion. The position of the motors that will provide vertical motion will be at the end of the
carbon pipes to be installed in the wings.

Tractor configuration for engine position was selected. The pusher configuration has low values due to
the lack of clean air and a heavier configuration because of structural requirements. It is clear that
wing-mounted engines are not the right choice.
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3.3. Final Configuration

After deciding the UAV components in section 3.4, the UAV final configuration is:

1. Conventional aircraft configuration

2. High Wing Configuration
3. Conventional Tail Configuration
4. Tractor Configuration
5. Triceycle Landing Gear Configuration

After the final configuration was determined, the configuration was modified with the boom bar and
UAV's general geometric figure was drawn on the CAD program .

3.3.1. Preliminary design

Preliminary design is characterized by a maturation of the selected design approach. The design
evolves over a preiod of many days, with an ever-increasing level of understanding of the design, an
ever-increasing level of design and analysis detail, and an ever-increasing level of confidence that the
design will work. The purpose of this section is to scale the components to meet design requirements
and maximize design goals. This section covers the methodology used to obtain initial sizing and uses
this analysis to build a mission model.

3.3.2. Design And Analysis Methodology

In order to be able to carry out the design in the most accurate way, it is necessary to first understand
the task that the UAV will perform best. In the conceptual design phase, task analysis was done in a
very detailed way. After the task analysis was done, the design was sought that could best fulfill the
task in the conceptual design phase in the design requirements part. At this point, we will make the
desired design bones in the design requirements. First of all, as noted in the analysis of the tasks, the
most important part of the judge is the correct reading part of the model. A camera will be placed on
the UAV to read the models. As a result of the investigations, fps cameras, megapixels etc.
Information about the data was collected. Tests were conducted with a camera taken around the
information.
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3.3.3. Design And Sizing Trades

In aircraft design, performance characteristics are heavily dependent on each other. Unfortunately it is
nearly impossible to increase performance in one area without negatively affecting performance in
another. Therefore, throughout the design process many trade studies were performed when
sizing various aspects of the aircraft. Weight is the most important factor along the trade studies. It
directly or indirectly affects almost all parameters. Here wing, horizontal tail, vertical tail and UAV
length trade will be offered.

3.3.4. Wing Sizing

Wing loading parameter is used to size the wings of the UAV. Wing loading that we calculated is
80.54. Weight of the UAV that we specified is 31.392. We calculated the wing area from W/S formula
to 0.3897 m2 . We chose Aspect ratio 6. The aspect ratio formula looks like this:
2
The aspect ratio formula looks like this b /S=AR
At this point, both the wing area and the aspect ratio are known, UAV must have a wing area of 1.529
2
m . Only the wing tip and the length of the root chord had to be found. There is one more important
parameter that we can not only determine at this point is the taper ratio. The taper ratio is used to
approximate the lift distribution of Uav's wing on the wing. What does the elliptical lift distribution
mean, why do we want something like this? As a result of extensive researches made, the least
induced drag is obtained with elliptic lift distribution. The best way to achieve this is to have an elliptical
wing, but because of the difficulty and cost of manufacturing the elliptical wing, engineers solve this
problem by providing a taper ratio in the can.

Figure 4.3 Effect of Taper Ratio on Induced Drag Figure 4.4 Effect of Taper Ration on Stall Region

Figure 4.3 shows the effect of taper ratio on induced drag. The taper ratio has a positive effect as well
as a negative effect. As we said in the beginning, it is impossible for the other to be adversely affected
without improving the design performance. Figure 4.4 shows the formation of the stall on the wing with
the increase in taper ratio. When the taper ratio is about 0, it appears that the stall is completely at the
wing tip. This means that they can not use the movement surfaces that are located at the wing tip,
namely the ailerons, and enter the deep stall, and it is almost impossible to get rid of this situation. The
taper ratio was chosen 1 as the result of the discussions made by the team members and the
iterations made by the design team. After this point, root and tip chord were calculated by calculating
wing area formula.
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Wing Span 1.53 m

Root Chord 0.254 m
Tip Chord 0.254 m
Aspect Ratio 6
Taper Ratio 1
2
Wing Area 0.389 m
Table 4.4 Wing Features

3.3.5. Fuselage Sizing

As shown in Figure 4.5 we will calculate the length

of the UAV over the total take-off weight. We have
already determined that UAV has a total take-off
weight of 31.392 N. If replacing the homebuilt-
composite data in the form, the body length of
UAV will be 1.2 m. The height and width of the
UAV body will be specified in the dimensions and
parameters section of the detailed design section
after the subsystem selections have been
completed.

Figure 4.5 Fuselage Length

3.3.6. Tail Sizing

The following Eq (6) and Eq (7) will be used to determine the tail size.

SVT=cVTbWSW/LVT Eq (6) SHT=cHTCWSW/LHT Eq(7)

Figure 4.6 Sizing schema of Tail Sizing Figure 4.7 Tail Volume Coefficient

The parameters in the equation are clearly shown in figure 4.6. In addition, the C VT and CHT values in
the equation are determined by the table in Table 4.7. Mean chords of wings and tails are needed to
calculate the moment arm. In order to calculate these, the method in Fig. 4.8, which is a simplified
geometry calculation, will be used.
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Figre 4.8 Mean aerodynamic Chord Figure 4.9 Tail Aspect Ratio And Taper Ratio

Figure 4.9 shows the aspect ratios and taper ratios suitable for horizontal and vertical tails.

As a result of all these calculations, everything is ready to calculate the tail dimensions. Tail sizes
resulting from the calculations made are shown

Wing Span 0.526 m Wing Span 0.22 m

Root Chord 0.15 m Root Chord 0.183 m
Tip Chord 0.09 m Tip Chord 0.11 m
Aspect Ratio 4 Aspect Ratio 1.5
Taper Ratio 0.6 Taper Ratio 0.6
2
Wing Area 0.644 m
2 Wing Area 0.0323 m
in Tables 4.5 and 4.6.

Table 4.5 Horizontal Tail Features Table 4.6 Vertical Tail Features

Wing loading parameter is used to size the wings of the UAV. Wing loading that we calculated is
80.54. Weight of the UAV that we specified is 31.392. We calculated the wing area from W/S formula
to 0.3897 m2 . We chose Aspect ratio 6.

4. MANUFACTURING PLAN

Production techniques and challenges were taken into account in the design alternatives. As
discussed earlier, the aim of the design is to produce a lightweight aircraft capable of vertical landing
and take-off, capable of meeting load requirements. An optimum lightweight aircraft can be produced
by combining suitable combination of manufacturability and design. Since we are trying our control
system in prototype production, some parts of aircraft components were made of foam.

Parts of our aircraft will be produced in a detachable way.The wing will be produced first of the
componenets of the aircraft and later,airframe will be produced.Boom sticks will be mounted later on
the body housing.Tail sets are attached to the carbon pipe in a detachable way.For mounting the tail
to the boom stick,a rectange prism piece was produced to surround the pipe.The tail assembly was
made of EPS foam.The hot one wire was used for foam cutting.
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Selected as the result of calculations,the wood parts to be used in the airframe were cut in the laser
cutting.Boom sticks that carry vertical engines in the wing structure were mounted in a plywood.The
ribs on the wing where there was little load were made from balsa.The wings spars was made of
carbon ribbon,The stringers were made of balsa.The place of mount the engine to provide horizontal
movement on the airframe was made from the plywood.Carbon fiber fabric and epoxy blend were
used to strengthen the wing mount.Massive glue was used as an adhesive in airframe assembly.

5. TEST PLANNING

5.1. Component and ground test plan

Uav tasarm yaplrken hand calculationdan sonra CAE analizinde istenilen sonucu vermesi beklenir.
Ancak bu uu iin yeterli bir kriter deildir. retimden sonra, uuta karlalabilecek kazalarn
nne gemek iin baz testler yaplr. Bunlar UAVn havada karlaca; krc etki brakacak
hareketleri ve ykleri model etmek amacyla yaplr. Dolaysyla test ksm ok nemli bir aamadr.

When designing UAV, after hand calculation ,desired resultant output is expected in CAE
analysis.However this is not a sufficient criterion for flight.After a production,some tests are carriedd
out to avoid the accidents that may be encountered at the flight.These are UAV's in the air;is intended
to model movements and loads that will leave a crushing effect.So the test part is a very important
step.

5.1.1. Wing Test

Especially for aircraft, the wing is the most important component to be tested.

There are many test methods known and practiced for this.

5.1.1.1. Point Loading Method

In this test method, the wing is fixed and the points are loaded in certain areas.The loads to be loaded
vary according to the desired speed and load factor.
 Necmettin Erbakan Universitesi 19
Radikal Tasarm Ekibi

5.1.1.2. Tip to tip method

It's in the most common method.In this method the aircraft is held at both ends of the wing while the
aircraft is in full mounting position.This corresponds to approximately 2.5 g of load.

5.1.2. Motor mound test

The test of this part is of great importance as the engine is considered a dangerous part. Motor mount
fixed somewhere. Attaching strength of the motor-propeller engine assembly tested.

5.1.3. Landing gear and Boom tail Test

For this two part test methods are similar. Fixing certain loads are loaded.

5.1.4. CG test

As CG location directly affect the characteristics of the aircraft CG location should be tested. The
posture of the plane with rope connected from the desired location are observed. Accordingly, the
center of gravity strives to the desirede state.

5.2. Flight test plan

After UAV is able to fly,to see some parameters,need to do a flight test.Flight test,some desired
speeds to be found,angles,see some maneuvering skills and to perform a relative performance
analysis.

5.3. Test plan time table