14th Competition

SAE BRASIL AeroDesign

2012

Regular, Advanced and Micro Classes

Competition Regulations

Prepared by the Competition Technical Committee

May 16th, 2012

133 pginas
 Tips on reading this document

Always be careful to the class applicability of each section, chapter or section.

Part A

Opening Section(From Chapter 1 to 4): This information is general in nature,

containing:

General information

Competition objectives

General rules of behavior

Part B

Introduction: General aspects of AeroDesign in Brazil.

Chapter 6: Initial requirements. Valid for the Regular, Advanced and Micro
Classes.
Chapter 7: Project Requirements valid ONLY for the Regular Class.
Chapter 8: Project Requirements valid ONLY for the Advanced Class.
Chapter 9: Project Requirements valid ONLY for the Micro Class.
Chapter 10: Mission Requirements. Valid for Regular, Advanced and Micro
Classes.
Chapter11: General Rules for Reports and Presentation (Design Competition).
Valid Regular, Advanced and Micro Classes.
Appendixes: Appendixes: Regular, Advanced and Micro Classes.

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 INDEX
PART A ____________________________________________________________________________ 8
1. Introduction ____________________________________________________________________ 9
2. Competition Objectives __________________________________________________________ 9
3. Contacts - SAE Brasil and Technical Committee ____________________________________ 10
4. General Rules _________________________________________________________________ 10
4.1 Previews Years ____________________________________________________________ 10
4.2 Rules Changes_____________________________________________________________ 11
4.3 Safety and Health___________________________________________________________ 11
4.4 Further Questions __________________________________________________________ 11
4.5 Acess to the competition Areas ________________________________________________ 12
4.6 Conduct __________________________________________________________________ 12
4.7 Measures and Accuracy______________________________________________________ 12
4.7.1 Judges, Fiscals, technical committee _________________________________________ 12
4.7.2 Measures instruments _____________________________________________________ 13
4.7.3 Measures Check _________________________________________________________ 13
4.7.4 Accuracy of the Calculus ___________________________________________________ 13
4.8 Communication and Know-how exchanges_______________________________________ 14
4.9 Important Documents________________________________________________________ 14
4.10 Logistics Limitations and Offered Resources______________________________________ 15
PART B ___________________________________________________________________________ 17
5. Introduction ___________________________________________________________________ 18
6. Common Requirements All Categories___________________________________________ 20
6.1 Scope ____________________________________________________________________ 20
6.2 Objective of the Project ______________________________________________________ 20
6.3 Organization of the Competition _______________________________________________ 20
6.4 External Help ______________________________________________________________ 21
6.5 Pilot Requirements__________________________________________________________ 21
6.6 Registration and registration fee _______________________________________________ 22
6.6.1 Maximum for Total Teams in Competition______________________________________ 22
6.6.2 Maximum Number of Teams by Category______________________________________ 22
6.6.3 Maximum Number of Team Members _________________________________________ 23
6.6.4 Registration of more than one Aircraft from the Same Educational Institution __________ 23
6.7 Transmission of Documents in Electronic Format __________________________________ 24
6.8 Airplane Configuration _______________________________________________________ 24
6.8.1 Type and Flight Restrictions (Regular Classes, and Advanced Micro) ________________ 24
6.8.2 Reusability of the airplane __________________________________________________ 25
6.9 Modifications and Nonconformities with Report____________________________________ 26
6.10 Identification of Aircraft_______________________________________________________ 26
6.11 Radio Control ______________________________________________________________ 27
6.11.1 PCM (Pulse Code Modulation) Radio _______________________________________ 27
6.11.2 2.4 GHz Radio _________________________________________________________ 27
6.12 Voltwach Installing __________________________________________________________ 28
6.13 Attachment of Critical Components _____________________________________________ 28
6.14 Propellers _________________________________________________________________ 29
6.15 Use of explosive material _____________________________________________________ 30
Due to the inherent risk that this type of equipment can bring, is prohibited its use for any purpose. _ 30
6.16 Control surfaces ____________________________________________________________ 30
6.17 Design and Choice of Actuators Servos _________________________________________ 30

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 6.18 Originality of the Servo Actuators ______________________________________________ 30
6.19 Wiring Requirements (Electronic Systems) _______________________________________ 30
6.20 Complains, Suggestions and protest ____________________________________________ 31
6.20.1 Complains and protest __________________________________________________ 31
6.20.2 Suggestions___________________________________________________________ 32
7. Requirements Regular Class ___________________________________________________ 33
7.1 1.1 Eligibility Team Members ________________________________________________ 33
7.2 Geometric Restrictions_______________________________________________________ 33
7.2.1 Basic Requirements_______________________________________________________ 33
7.2.2 Constructive Quality (or Dimensional Precision) _________________________________ 34
7.3 Engine ___________________________________________________________________ 36
7.3.1 Engine Repairs __________________________________________________________ 36
7.3.2 Engine Modifications ______________________________________________________ 36
7.3.3 Engine mounting _________________________________________________________ 36
7.3.4 Engine Inspection ________________________________________________________ 36
7.3.5 Transmission Boxes, Straps & Propeller Shafts _________________________________ 36
7.4 Fuel and Fuel Tank _________________________________________________________ 37
7.5 Center of Gravity Empty Aircraft ______________________________________________ 37
7.5.1 Indication on Aircraft ______________________________________________________ 38
7.5.2 Lifting or jacking Point _____________________________________________________ 38
7.6 Load and Cargo Bay ________________________________________________________ 39
7.6.1 Cargo bay (Geometric Constraints) ___________________________________________ 39
7.6.1.1 Basic Requirements for Cargo Compartment _____________________________________________ 39
7.6.1.2 Maximum width of the compartment ____________________________________________________ 39
7.6.2 Payload ________________________________________________________________ 40
7.7 Eletronic __________________________________________________________________ 42
7.7.1 Battery pack _____________________________________________________________ 42
7.7.2 Flight Control systems _____________________________________________________ 42
7.8 Flight Video (bonus) and Qualifying Flights _______________________________________ 43
7.9 Maximum Weight Eligible - Regular Class________________________________________ 43
7.10 Takeoff Distance ___________________________________________________________ 44
7.11 Score Regular Class _______________________________________________________ 44
7.11.1 Maximum Payload Loaded [per round of flight]________________________________ 44
7.11.2 Structural Efficiency Factor [round flight] ____________________________________ 45
7.11.3 Empty Weight prediction [per flight round] ___________________________________ 46
7.11.4 "Accuracy" [flight round] _________________________________________________ 47
7.11.5 Landing Distance to Stop [flight-round] ______________________________________ 47
7.11.6 Quick Payload Removal [per flight round] __________________________________ 48
7.11.7 Bonus for Reliability [single bonus] _________________________________________ 49
8. Requirements Advanced Class __________________________________________________ 51
8.1 Eligibility - Team Members ___________________________________________________ 51
8.2 Engine ___________________________________________________________________ 51
8.2.1 Displacement Limitation____________________________________________________ 51
8.2.2 Transmission Boxes, Straps & Propeller Shafts _________________________________ 51
8.3 Cargo and Cargo bay________________________________________________________ 52
8.3.1 Pay load ________________________________________________________________ 52
8.3.2 Cargo bay (or Hopper) _____________________________________________________ 52
8.3.2.1 Additional caution due to the payload type (water) _________________________________________ 52
8.3.2.2 Cargo bay (Hopper) Design Requirements _______________________________________________ 53
8.3.2.3 Maximum Cargo Bay (Hopper) Dimensions_______________________________________________ 53
8.4 Center of Gravity Empty Aircraft ______________________________________________ 54
8.4.1 Indication on Aircraft ______________________________________________________ 55
8.4.2 Lifting or jacking Point _____________________________________________________ 55
8.5 Fuel and Fuel Tank _________________________________________________________ 56
8.6 Electronics ________________________________________________________________ 57
8.6.1 Battery Packs____________________________________________________________ 57
8.6.2 Installation and Protection of Electrical Systems_________________________________ 57

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 8.6.3 Flight Control Systems_____________________________________________________ 57
8.7 Multi-engines Special ________________________________________________________ 58
8.8 Video of Flight _____________________________________________________________ 58
8.9 Qualification Flights _________________________________________________________ 59
8.10 Progress Report [Obligatory].__________________________________________________ 59
8.11 Maximum Allowable Weight Advanced Class _____________________________________ 59
8.12 Takeoff Distance ___________________________________________________________ 59
8.13 Scores Advanced Class ____________________________________________________ 60
8.13.1 Pay Load Ratio [For flight Battery] _________________________________________ 60
8.13.2 Empty Weight Estimation [For flight Battery]__________________________________ 60
8.13.3 Accuracy [For flight Battery] _____________________________________________ 61
8.13.4 Landing Distance until Complete Stop ______________________________________ 61
8.13.5 Chronometed Draining [for flight battery] ____________________________________ 62
8.13.6 Bonification for Embedded Systems ________________________________________ 64
8.13.6.1 Measurement of Flight Time [by flight battery] _____________________________________________ 64
8.13.6.2 Data Acquisition during Flight (BAD) [by flight battery] ______________________________________ 65

9. Requirements Micro Class _____________________________________________________ 67

9.1 Eligibility Team members ___________________________________________________ 67
9.2 Engine ___________________________________________________________________ 67
9.2.1 Engine description ________________________________________________________ 67
9.2.2 Gear boxes, belts and propeller shafts ________________________________________ 67
9.3 Payload __________________________________________________________________ 67
9.4 Assembly and Package requirements ___________________________________________ 68
9.4.1 Shipping box requirements _________________________________________________ 69
9.5 Electronic _________________________________________________________________ 69
9.5.1 Battery pack _____________________________________________________________ 69
9.5.2 Flight Control System _____________________________________________________ 70
9.6 Video of Flight (bonus) and Qualifying Flights _____________________________________ 70
9.7 Take off __________________________________________________________________ 71
9.7.1 Freehand lounch [Mandatory] _______________________________________________ 71
9.8 Aircraft Configuration Not allowed for Micro Class _________________________________ 72
9.9 Score Micro Class _________________________________________________________ 72
9.9.1 Score per flight [flight round] ________________________________________________ 72
9.9.2 Empty weight prediction [flight round] _________________________________________ 73
9.9.3 Accuracy [flight round] _____________________________________________________ 73
9.9.4 Bonus for shipping box volume [unique bonus]__________________________________ 74
9.9.5 Time to remove payload [each flight round] ____________________________________ 74
9.9.6 Reliability bonus [unique bonus] _____________________________________________ 75
10. Mission Requirements All the classes _________________________________________ 77
10.1 Flight competition ___________________________________________________________ 77
10.1.1 Workbenches of teams __________________________________________________ 78
10.1.2 Calling for the Safety inspections __________________________________________ 78
10.1.3 Safety Inspections ______________________________________________________ 79
10.1.4 Fuel _________________________________________________________________ 81
10.1.4.1 Special Delivery Fuel During Competition ________________________________________________ 81
10.1.5 Hold queue for flight ____________________________________________________ 81
10.1.6 Queue for Flight - Possibility of Load Review _________________________________ 82
10.1.7 Flight ________________________________________________________________ 82
10.1.7.1 Valid Takeoff ______________________________________________________________________ 82
10.1.7.2 Circuit pattern in the Air ______________________________________________________________ 84
10.1.7.3 Valid landing_______________________________________________________________________ 84
10.1.7.4 Airplane condition after landing ________________________________________________________ 85
10.1.7.5 Standard Flight (Flight totaly valid)______________________________________________________ 86
10.1.8 Defulling______________________________________________________________ 86
10.1.9 Removing Payload _____________________________________________________ 87
10.1.10 Process Weighing ______________________________________________________ 87
10.1.11 Dimensional Scanning and Cargo Compartment ______________________________ 87

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 10.2 Structure of Competition and Flight Rounds ______________________________________ 87
10.2.1 Classification Rounds ___________________________________________________ 87
10.2.2 Rounds Competition ____________________________________________________ 88
10.2.3 Final round (Best placed) ________________________________________________ 88
10.3 Alterations and repairs _______________________________________________________ 89
10.4 Tests in specific locals _______________________________________________________ 90
10.4.1 Softening and testing of engines ___________________________________________ 90
10.5 Score ____________________________________________________________________ 90
10.5.1 Design Competition _____________________________________________________ 90
10.5.2 Flight Competition ______________________________________________________ 91
10.5.3 Penalties _____________________________________________________________ 91
10.6 General Conduct and security _________________________________________________ 91
11. Report and Presentation - All Classes ___________________________________________ 94
11.1 Design competition__________________________________________________________ 94
11.2 Design Technical Report _____________________________________________________ 95
11.2.1 Send of report _________________________________________________________ 95
11.2.1.1 Important recommendation ___________________________________________________________ 97
11.2.1.2 International Teams Important Notices _________________________________________________ 97
11.2.2 Bonus for Notice of Submission of Reports [bonus single] _______________________ 97
11.2.3 Report Format and limitations _____________________________________________ 97
11.2.4 Attachments and Appendices _____________________________________________ 99
11.3 Spreadsheet and Data Parameters - Template ___________________________________ 100
11.4 Blueprint _________________________________________________________________ 101
11.4.1 Plans of Three Views of the aircraft (Blueprint 1) _____________________________ 102
11.4.2 Plan of load detail (Blueprint 3). __________________________________________ 103
11.4.3 Detail plan of the electrical system (Plan 6). _________________________________ 103
11.4.4 Aircraft plan disassembled into the box [only Micro Class]. _____________________ 103
11.4.5 Free plans ___________________________________________________________ 104
11.5 Graph of Estimated Payload - "Accuracy" _______________________________________ 104
11.6 Delays Discounts __________________________________________________________ 104
11.7 Errata ___________________________________________________________________ 105
11.8 Oral presentation __________________________________________________________ 105
11.9 Feedback About the Project by the Judges ______________________________________ 106
APPENDIX 1 Example of assembly section and payload _____________________________ 108
APPENDIX 2 Additional explanations Cargo Compartment ____________________________ 109
APPENDIX 3 Examples of Calculation of Sum(Regular Class) - Aircraft Examples __________ 111
APPENDIX 4 Sample graph of estimated useful load_________________________________ 113
APPENDIX 5 Drawing in three views ________________________________________________ 114
APPENDIX 6 Dismantled Aircraft in box Plant ________________________________________ 115
APPENDIX 7 Statement of Responsability ___________________________________________ 116
APPENDIX 8 Termo de Responsabilidade Sobre Troca De Piloto ________________________ 117
APPENDIX 9 Declaration that the airplane already flew ________________________________ 118
APPENDIX 10 Minimum Design and Testing Requirements for Advanced Class __________ 119
A.10.2.1 Minimum Requirements for Loads and Structures ____________________________ 120
A.10.2.1.1 Flight Envelope (V-n) Calculation______________________________________________________ 120
A.10.2.1.2 Wing Loads Determination___________________________________________________________ 120
A.10.2.1.3 Structural Wing Design (Wing Spar) ___________________________________________________ 120
A.10.2.1.4 Test of maximum loading on the wing (photo) ____________________________________________ 120
A.10.2.1.5 Determination of Critical Load for the connection boom fuselage _____________________________ 120
A.10.2.1.6 Maximum load for the connection boom fuselage test. _____________________________________ 121
A.10.2.1.7 Sizing the Servo Torque_____________________________________________________________ 121
A.10.2.1.8 Recommended Bibliography for item A.10.2.1 _________________________________________ 121
A.10.2.2 Minimum Requirements for Hopper design__________________________________ 121

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 A.10.2.2.1 Demonstration of the CG position variation with the displacement of water (slosh effect).. _________ 121
A.10.2.2.2 Hopper Load Draining ______________________________________________________________ 122
A.10.2.2.3 Video demonstrating the water behavior in flight. _________________________________________ 122
A.10.2.3 Minimum Stability and Control Requirements ________________________________ 122
A.10.2.3.1 CG Position, or CG Position limits. ____________________________________________________ 122
A.10.2.3.2 Determination of Stick Fixed and Stick Free (servo failure) static margins. ___________________ 122
A.10.2.3.3 Single Engine Flight Capability _______________________________________________________ 123
A.10.2.3.4 Video of Flight Compete Circuit.. ____________________________________________________ 123
A.10.2.4 Minimum Requirements for Electric and Electronic Design _____________________ 124
A.10.2.4.1 Wiring diagram of connection between servos, battery and receiver___________________________ 124
A.10.2.4.2 Protection / sealing of electrical systems (to prevent contact with water) _______________________ 124
A.10.2.4.3 Battery, receiver and antenna ________________________________________________________ 124
A.10.2.4.4 Voltwatchs. ______________________________________________________________________ 124
A.10.2.4.5 Extensions, junctions between servos and / or battery-receiver, if applicable. ___________________ 124
A.10.2.4.6 Installation of embedded electronic systems _____________________________________________ 124
A.10.2.4.7 Analysis of electrical loads in actuator servos ____________________________________________ 125
A.10.2.4.8 Maximum electrical demand _________________________________________________________ 125
A.10.2.5 Aircraft Detailing (and / or Constructive Process) _____________________________ 125
A.10.2.5.1 Primary structures _________________________________________________________________ 125
A.10.2.5.2 Flight Controls ____________________________________________________________________ 125
A.10.2.5.3 Junctions ________________________________________________________________________ 125
A.10.2.5.4 Engine __________________________________________________________________________ 125
A.10.2.5.5 Cargo bay and Pay Load ____________________________________________________________ 125
A.10.2.6 Minimum Design Requirement (Plans) _____________________________________ 125
A.10.2.6.1 Representation of the spar and all its constructive elements. ________________________________ 126
A.10.2.6.2 Section of the spar at the root of the wing and other critical points.____________________________ 126
A.10.2.6.3 Drawing of the complete structure of the wing, spar, ribs, position of the servos and draws of the
structure and control surfaces. _____________________________________________________________________ 126
A.10.2.6.4 Drawing of the connection wing-fuselage and "tail-boom" fuselage. ___________________________ 126
A.10.2.6.5 Details of the hopper and fixation, or form of integration of the fuselage. _______________________ 126
A.10.2.6.6 Demonstration of the full deflection of flight controls._______________________________________ 126
A.10.2.6.7 In the case of existence of flaps, clearly demonstrate the connection with wing and the maximum
deflection of these elements. ______________________________________________________________________ 126
A.10.2.6.8 Fixing the engine and the adjacent structure. ____________________________________________ 126
A.10.2.6.9 Location of electronic systems (to facilitate the inspection). _________________________________ 126
A.10.3.1 Format and Sending ___________________________________________________ 126
APPENDIX 11 Penalties _________________________________________________________ 128
APPENDIX 12 Example of report structure __________________________________________ 132
APPENDIX 13 Dates and Important Documents______________________________________ 133

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PART A

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1. Introduction

The SAE AeroDesign Competition started in 1986 in the United States of America, been
conceived e presented by SAE International. This society started in 1991 a filial in
Brazil, The SAE BRASIL. Since 1999 this competition entered in the student events
schedule of SAE BRASIL.
Over this years of existence (1999 to 2012) the SAE Brazil AeroDesign Competition
became an event where it is clearelly seen an impressive evolution of the teams. These
evolutions are responses to ever-growing challenges found in the Regulations. The
present evolution observed in these airplanes against the precursor is considerable, not
only from a manufacturing point of view, but also in the design methods used by the
teams, most of the time developed with use of complex and sophisticated tools made by
the own teams. This evolution certainly reflects also in every one of the competitors
through knowledge, as well as vocational training more solid.
Throughout these ten years, one of the main objectives of the Technical Committee has
always been an active contribution to the professional formation of all of the
participants. This preparation is not only in the technical field, which is guaranteed by
ever-growing challenges found in the Regulations, but also in the organizational
aspects, through the basic and highly important teamwork, so important to todays
engineering scenario.
We hope that this Competition will became an evolutive step for the teams. The image
formed by competence, knowledge, solidarity, friendship and a very high technical level
and presented in all past competitions, shall be present in this competition as well. The
Committee is honored and pleased to prepare bigger challenges for the teams, because
one fact is always on our minds: they will be increasingly better resolved.
The main documents for SAE AeroDesign to be released in the early months of the
year. They are discribed in section 4.9.

2. Competition Objectives
Provide a unique learning opportunity in the field of aeronautics via a challenging
multi-disciplinary project;
Awaken interest in the field of aeronautics;
Foment technical and knowledge exchange between the teams;
Develop a spirit of teamwork;
Develop leadership and planning capabilities;
Develop a capacity for selling ideas and projects;
Give incentive to ethical and professional behavior.

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3. Contacts - SAE Brasil and Technical Committee
Registration must be done via the form found at SAE BRASILs site:

www.saebrasil.org.br
Information about eligibility for enrollment are detailed in items 7.1, 8.1 and 9.1.
The e-mails to contact SAE and Technical commission are:
lais.souza@saebrasil.org.br
cristiane.avila@saebrasil.org.br

Reports should be sent to:

ANDR VAN DE SCHEPOP

EMBRAER VED/DAP/GH8 PC 337/1
AV. BRIGADEIRO FARIA LIMA, 2170
CEP 12227-901
SO JOS DOS CAMPOS SP, BRASIL

Note: Other non-tecnical documents or that are not related to the Project (or the
aircraft), should be sent to SAE (So Paulo Central Office) with the address containd in
the AeroDesign site, in the information link, in the lower corner of the page, at the end of
the link.
Documents send to this address that are not technical relevant , will be disconsidere

4. General Rules
4.1 Previews Years
All of the procedures to be adopted have only to do with the Competition of the current
year, that is, 2012. It cannot be expected that the previews rules, procedures or
decisions will also be applied in 2012, exept to those explicit in the documents listed in
the section 4.9. Decisions made with flexibility in previous Competitions might not be
made in this Competition. The teams will be informed, in good time, regarding all
decisions, procedures and/or changes that may occur throughout 2012.
The teams may be formed by several students, but for financial or logistical reasons
SAE BRASIL may restrict the participation of all students in some of the events, if

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necessary, and may restrict the number of meal tickets, lodgings and T-shirts. In all of
these cases, the students will be duly informed as far in advance as possible. All of the
team members will receive a Certificate for participating.

4.2 Rules Changes

With no intention of jeopardizing any of the teams, but, rather, to allow the
Competition to proceed more smoothly, any aspect of the Regulations may be changed
by the Organizing Committee before or during the Competition, if the committee
considers it to be necessary. These changes will be communicated at the proper time
and, when possible, the team captains will be consulted. It is the intention of the
Technical Committee that any modification made after the release of the Regulations
does not affect the projects already being developed. A modification that might interfere
in the project philosophy adopted by the team will be made only in the case of extreme
necessity or for the purpose of improving the safety of the aircraft.

4.3 Safety and Health

SAE BRASIL is not liable for the people participating in the event. All of those registered
will be required to sign a Liability Release at the reception desk. Medical and accident
insurance are totally the responsibility of the participants.

For this reason, it is EXPRESSLY PROHIBITED to smoke and consume alcoholic

beverages within the Competition area (Remember that the food court is also a part of
the Competition area).

4.4 Further Questions

Any questions regarding the Competition and/or sending the files required by the
regulations must be sent to SAE BRASIL. The contacts must be made with Vanessa
Viana, on the staff of the Central Office of SAE BRASIL, in So Paulo, via E-mail:
vanessa.viana@saebrasil.org.br, who will forward them to the Technical Committee, when
necessary:
The most common questions are about:
 Technical issues, reusing the airplane, project changes, or delivering Reports.
 Issues regarding registration and the organization of the event: SAE BRASIL.

We suggest that the subject line of the E-mails sent be filled in, as follows:
Team XX Technical Question [Subject of the doubt]
Team XX Reuse of the Airplane

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 Team XX Project Change
Team XX Advanced Class Analysis Report
Team XX Question [Subject of the doubt]
This suggestion is very helpful to the Committee in organizing the information pertaining
to the SAE AeroDesign Competition. The questions will be answered as soon as
possible.
We recommend that the questions be sent only by E-mail. The answers to the questions
will also be returned by E-mail. Questions and answers by telephone can lead to
misunderstandings and incorrect interpretations, which cannot be checked later.
The answered E-mails will not be considered as documents for proving certain items,
since they are answered only to assist the teams regarding interpreting the rules.
Attention: Doubts that can be clarified thru carefull reading will not be responded. The
full reading of this Rule are part of the challenge.
At the site of SAE Brasil (www.saebrasil.org.br) there is an FAQ (Frequently Asked
Questions) page, expressing the most common and important questions regarding
AeroDesign 2009, so that all of the teams that might share the same doubts can find
answers more quickly. Establishing this FAQ Section depends on the number and
scope of the questions sent. Very specific questions or those that deal with confidential
content (as requested by the team) will not be included on the FAQ page

4.5 Acess to the competition Areas

4.6 Conduct
It is very important to point out that the AeroDesign Competition is organized by
volunteers and engineers active in the aeronautics field, who know the educational
value of this type of initiative. Any attitude of the team, professor or school that is
understood by the Organization as being contrary to this philosophy will be pulled out
by the roots, even if provided for in the regulations or having precedent. The
educational purpose transcends the regulations and it is impossible to provide for all of
the ways they could be disrespected.
It is always good to remember that for an SAE AeroDesign Competition to be successful
and meet all of its objectives, the participation and collaboration of everyone is of
fundamental importance.

4.7 Measures and Accuracy

4.7.1 Judges, Fiscals, technical committee

The judges and inspectors are the main measuring instruments used to evaluate
any one of the parts of the Competition. Their criteria and their eyes are the official

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measurements, and no decision they make will be revoked, even if an error of judgment
is proven with film, etc.. It is impossible for the organizers to make precise technological
resources available (for example, to precisely determine, to the millimeter, if the
airplane exceeded the takeoff limit, or even to establish a single means of evaluating
the Reports, since certain aspects, like logical organization or quality, depend on the
experience, practice, and expectations of each one.

4.7.2 Measures instruments

In the SAE competition, same measure instruments, like measuring tape, scales,
meteorological station, and others, are used to fulfill the competition needs and avaliate
topics that influence the teams score. The values obtained form the instruments of the
competition can not be questioned by other intruments from the teams. As exemple, for
certain measure, the competition uses a measuring tape with accuracy of 1mm,
instruments with more accuracy, like calipers, will not be accepted as argument. Every
instrument has imprecisions, so the same instrument will be used of every team. Their
mesures are considered true, regardless to their accuracy.

4.7.3 Measures Check

In the team file record of the round, that contains all the information for the scoring of
that team at each round, has a field for the team member to sign, agreeing with the
data. If any measure is in discordance, the measure can be taken again, ONLY at the
measurement time. Further requests will not be accepted, execpet for a technical
committee settlement.
At convenient time the document Operational Procedures SAE BRASIL Aero
Design 2012 will be adreessed to the teams with a figure of the team file record. It is
recommended that all teams are aware of the correct filling of this document.

4.7.4 Accuracy of the Calculus

With the measures taken, with the accuracy discrebed in section 4.7, all calculation
will be made with the number of significant digits of the Microsoft Excel.
Only the final result will be rounded to the second decimal place. Considerign this
acurracy, the teams that are competing for the awards, or international qualifying, the
tiebrake will be defined by the biggest coeficients following:

Cometition Coeficient for

Section
class tiebrake
Regular EE 7.11.2
Advanced RCP 8.13.1

nB
Micro 9.9.1
PV

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In the case of the tie continue, the technical committee will decide the next topic for
tiebrake.
There will be no appeal of this decision.

4.8 Communication and Know-how exchanges

The Technical Committee encourages communication among the teams by:

Participating in the internet communities and similar foruns.
Exchanging experiences about the international Competition.
Recommended reading
Consulting libraries of other schools
Loaning equipment and test sites
Internet sites: there are several very good sites on the subject
Photographic display
Exchanging test results of engines and propellers
Purchasing imported materials together
Exchanging descriptive materials regarding equipment
Conversations and discussions among the teams during the project or at the
Competition
Others

However, the sharing of Reports and plans by one team with another (even from
the same school) is not recommended, because discovery of the necessary
analyses, solutions for relevant problems, and conclusions regarding important
relationships between project aspects are the key to a good project and to the
learning process.

4.9 Important Documents

Documents released by SAE BRASIL regarding the competition:

SAE BRASIL AeroDesign 2012 Regulation: Document in which all the
requirements that states the aircrafts design in the three categories are
enumerated: Regular Class, Advanced Class and Micro Class. All the items in
this document is obligatory.

Operational Procedures SAE Brasil AeroDesign 2012: Document that deals
with all effective operational aspects of AeroDesign SAE Competition 2012 and
that do not directly affect the design of the aircraft. This document will be
explained in detail, all the checks, flight, and post-flight evaluation of the aircrafts
participating. It is a document aimed at first instance, to maximize the number of
flight batteries through prior disclosure of the processes (or procedures) of the
Competition. If every team knows these procedures are, the development of
competition becomes much easier and faster.

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Manual of Good Practices on Security SAE Brasil AeroDesign 2012:
Document containing suggestions and recommendations to improve safety of the
competition. It is extremely important that the beginner teams and beginner
members, even from experienced teams, read this document to become familiar
with the lessons learned in all previous AeroDesign editions. A copy of the safety
checklist is attached to this document as well as a further explanation of the main
items in this checklist in order to facilitate and improve the process of Safety
Inspection for Competition, ensuring better flight batteries, and safer aircrafts.

Messages and Newsletters: General information about the competition,
organization, parallel events, registration, among others. Can be either
mandatory or informative. The information and messages are placed on the
website of SAE BRASIL, and are numbered progressively as they are released.
In the case of conflicting information, it is more recent.
In the case of any conflict between the above documents, the Committee must be
informed and consulted. Deliberately interpret the information that suits sets an attitude
totally discouraged and may jeopardize the project developed by the team and the
progress of the competition.
Attention: It is recommended that all teams, even before the release of the documents
described above concerning the competition this year (in this case the year 2012),
search the site AeroDesign Competition, the equivalent documents in the link of the
previous year (eg AeroDesign SAE 2011). This helps the team prepare for the
information most likely to be issued.

4.10 Logistics Limitations and Offered Resources

Teams may consist of several students, but for financial or logistical reasons SAE
BRASIL may restrict the participation of all students in some events if necessary, as
well as restricting the number of tickets for food, among other items. In all these cases,
the students will be informed as early as possible. All team members will receive a
Certificate of Participation.
All resources and infrastructure offered by SAE BRASIL during competition as
electricity, worktables, parking, food, kits (materials such as Regulation, "hats",
envelopes, sponsors kits, etc.), multimedia projector, sound system and speakers are
provided for comfort during competition, but are provided without any commitment, not
configuring right to receive them, even if some teams have used these features and
others do not, therefore, will not be accepted complaints due to a broken feature,
malfunctioning, stop, or trouble of another kind.
The only resources that SAE BRASIL is responsible to provide, and that the failure or
problem will not result in any burden to the team are:

Competition Fuel for the Regular Class (IMPORTANT: the fuel is only
provided for the batteries official competition. It will not be supplied fuel towarm
up the engine or other flights that are not official competition). For the Advanced
Class, the responsibility of special fuel (as Section 8.6) is of the team. The
Technical Committee will only provide fuel with 10% Nitromethane.

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Computer & Data-show / Overhead Projector for oral presentations. It is
recommended to bring some form of backup of the presentation (additional CDs,
pen drives and even transparencies, for example) for the event of a hardware
failure or software, just before the presentation. For more detailed information,
see the document: "Operatinonal Procedures AeroDesign SAE 2012." In this
document there is supplementary information about the computational resources
that will be offered for oral presentations.

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PART B

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5. Introduction
The AeroDesign Project consists of an engineering competition, open to undergraduate
and postgraduate students in Engineering related to mobility. It is organized by the SAE
BRASIL (Affiliate from SAE International) fulfilling one of its missions, to contribute to
the academic training of future professional of mobility.
The competition offers a unique opportunity for students, organized in teams, to develop
an aeronautical project in all its stages, from conceptual design, detailed design,
construction and testing, to effectively test it with other similar projects. Students are
encouraged to develop important skills in their future careers: leadership, teamwork,
planning and ability to sell projects and ideas.
The Competition SAE BRASIL AeroDesign has the institutional support of the Brasilian
Ministry of Education, as it is aligned and meet the policy, objectives and guidelines of
this Ministry.
The best teams classified in the three categories will be awarded. All information about
the award will be recorded in the "Operational Procedures - SAE AeroDesign 2012" as
well as a specific message to be sent to all teams at an appropriate time.
In order to compete in the 2012 edition of the SAE BRASIL AeroDesign Competition,
each competing team must conceive, design, document, build and fly a radio controlled
airplane, which is as optimized as possible in all aspects of the mission through
creative, innovative and multidisciplinary design solutions meeting the requirements and
restrictions in this regulation. Some of the additional challenges of design, specially
developed for 2012, are described along the Regulation, and others are encouraged
through bonus.
A number of aspects must be observed to ensure project success:

Careful review of the Competition Regulations.

Consistent conceptual and preliminary design.

Definition and / or preparation of the design methodology.

Preparation and / or definition of the analysis tools (calculations).

Detailed design.

Construction, constructive quality, robustness and reliability of the project.

Elaboration and development of engineering tests.

Preparation of the design report.

Planning and preparation for the oral presentation.

Flight. Competition.
In addition to the technical requirements, the team must worry about many other
aspects to achieve project success:

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Looking for sponsorship (financial support).

Planning.

Effective leadership.

Teamwork.

Logistics.

Communication skills.

Interpretation of rules and additional documents (see Section 4.9).

Creativity and innovation.

Spirit of sportsmanship.
All these aspects are part of the challenge, and their practice during an undergraduate
course complements the technical aspects that are learned in the classroom or in
books. Projects are judged by a variety of areas.
The total score includes the following items:

Design Report (containing plans and payload estimative).

Oral Presentation.

Maximum weight loaded.

Score by high structural efficiency.

"Accuracy(1) Prediction of the Weight Loaded (Project precision).

Design-build agreement.

Bonuses and Penalties..

(1)
: The term 'accuracy' was created for the AeroDesign in 1999 and is defined as a measure of forecast
accuracy of cargo to be transported by aircraft, compared with the actual load transported during the
competition.

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6. Common Requirements All Categories
6.1 Scope
The SAE BRASIL AeroDesign Competition is aimed at graduate students in
Engineering, Physics and Technology related to "mobility" (Aeronautics, Automotive,
Mechanics, Control and Automation, Civil, Production, Electrical, Electronic, Electrical,
Materials, Physics, Robotics, Mechatronics , Metallurgical and Naval), who shall
conceive, design, fabricate and test a scale radio controlled airplane seeking the
objective shown below (Section 6.2).
Student of Engineering and Technology areas not specified above and who have been
participants in previous years may participate only with permission of SAE. The
authorization will be evaluated case by case, ie, authorization for the participation of a
particular student does not involve the participation of other students of that course. For
the next competition will be accepted only students of the courses listed above.
The final decision on the eligibility of a particular engineering course, which is
not mentioned in the above list, it will be of the SAE BRASIL and any queries
regarding these situations can only be made via e-mail:
aerodesign@saebrasil.org.br
The rule, that existed in previous years, allowing a maximum of 20% of the team
composed of components of courses not related to "engineering of mobility," NO MORE
WILL APPLY.
Three classes are provided: REGULAR, ADVANCED and MICRO. Particularities of the
eligibility of team members for each class can be seen in the specific chapters of each
class.
All team members must be CURRENT ASSOCIATED to the SAE BRASIL at the team
registration. For the association, additional information is available at the SAE BRASIL
(Section 3).

6.2 Objective of the Project

The team must design and build a original radio controlled airplane, that is as optimal as
possible in all aspects of the mission, through creative, innovative and multidisciplinary
design solutions meeting the requirements and restrictions imposed by this Regulation.
Some of the additional design challenges are described throughout this Regulation, and
encouraged through bonuses.

6.3 Organization of the Competition

The competition is divided in two parts:

Design Competition - teams present their projects and demonstrate their
calculations to determine the maximum payload that the aircraft can carry and
the various criteria used to define the aircraft. In this context, the "project" means

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 all reasoning, properly justified, used to conceive the proposed aircraft design by
the team to participate in the Competition.

Flight Competition - determines the maximum load which each plane can fly
and several other aspects. The accuracy of the project (or calculations) is taken
into account in the results, by comparing the expected load and that actually
carried in flight (referred to in AeroDesign as "accuracy").
Although the Competition for Regular, Advanced and Micro classes are performed
simultaneously, the assessment of each of the classes will be done separately.

6.4 External Help

In order to ensure the credibility of the Competition SAE BRASIL AeroDesign and
preserve the educational purpose of this competition, the teacher in charge of each
team should prohibit during all phases of design and construction the assistance and /
or participation of person (s) with extensive knowledge and experience related to the
competition (e.g. a professional builder of models) and whose contribution could disrupt,
decisively, the condition of equality between the competing teams. All decisions
regarding the project (creative process), the search for solutions, and the choice
and / or preparation of the analysis tools must be made BY MEMBERS OF THE
TEAM.
A document with some guidance to the mentor teachers will be announced at a proper
time.

6.5 Pilot Requirements

Although the design and construction of the aircraft must necessarily be authored by
students within each team, the pilot need not be a current member nor associated with
SAE BRASIL. It is necessary, however, that the pilot is experienced and regularly
certified by the Brazilian Confederation of Aeromodelling (COBRA) (or the old ABA -
Brazilian Association of Aeromodelling), in other words, must have the BRA (The
original COBRA membership card must be presented as APPENDIX 13).
The SAE BRASIL remember that the BRA is renewed every year and must be arranged
in advance. see http://www.cobra.org.br/
For cases in which the team does not have a pilot at the time of the competition the
Technical Committee may offer an alternate pilot in accordance with APPENDIX 8. In
this case, the team should report to the Committee via e-mail respecting the deadline
described in APPENDIX 13. In this case, the form must be completed with the pilots
name in blank, and filling the field Alternate Pilot as "SAE BRASIL Pilot."
Any pilot change before the competition or during the competition must be
communicated through the form completed and delivered to the Technical Committee.
For international teams, the document of their country of origin may be accepted (e.g.
AMA - Academy of Model Aeronautics or FPAm - Portuguese Federation

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Aeromodelling), but additional procedures for the participation of foreign pilots may be
required. Teams will be communicated about these procedures at a proper..

6.6 Registration and registration fee

The registration form is available on the SAE BRAZIL on the Internet (see Section 3 of
this document).
The registration fee should be sent to SAE BRAZIL until the deadline, as APPENDIX
13, along with the Registration Form. The registration fee will not be refunded under any
circumstances, except for registration rejected by teams excess (above the operational
limit of the competition). It is the responsibility of the team make sure that the fee has
been received to ensure your registration.
In case of registration in the Advanced Class, the team should know which are the three
(3) veterans members of AeroDesign Brazil, according to Section 8.1 and APPENDIX
13. and their names must be indicated with an asterisk on the cover of the report.

6.6.1 Maximum for Total Teams in Competition

There are 95 entries in three categories, this number is a reference so you can plan the
spaces of the competition, and may be subject to change if absolutely necessary.
Among the 95 entries (reference value), 10 entries are reserved for foreign teams, the
remaining vacancies will be dedicated for national teams (those not filled 10 vacancies,
the remaining places will be allocated to the national teams). The definition of the
distribution of seats reserved 10 international teams among the categories, It will be the
Technical Committee.
"The registrations, made by the web site will be discontinued on the date specified in
APPENDIX 13 or 85 entries are completed, whichever occurs first. After that,
registrations will be conducted by the SAE Brazil, individually, upon request of the
teams who wish to register, the order of requests, until the number of entries above."
The teams of engineering students linked to mobility, as the scope of the competition
described in Section 6.1 (Courses in parentheses), have priority enrollment in relation to
teams of students from other graduate courses since these courses are related to the
provisions of Section 6.1 (Courses Engineering, Physics and Technology related to
"Disabled"). Special cases only after authorization by the SAE (as explained in Section
6.1).

6.6.2 Maximum Number of Teams by Category

Will be accepted as a benchmark, 15 teams participating in the Advanced Class, and 20
teams in Class Micro. If necessary the Technical Committee has full sovereignty to
change the limit of places described above, but the set values can not change too much
compared to the values reported above. The remaining seats are reserved for the
Regular Class.

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If in the moment of registration the above limits are exceeded the definition of the teams
that will participate will be made through a joint decision of the Technical Commission of
the Central Office SAE BRAZIL.

6.6.3 Maximum Number of Team Members

The teams of the Regular and Advanced Class can not have more than 15 members.
Micro Class teams are limited to 10 members.
The pilot will be counted within this limit when the same:
For associate of SAE and has submitted proof of enrollment in the second half of
2012 as APPENDIX 13.
Want to be part of effective team to qualify for a certificate of participation.

6.6.4 Registration of more than one Aircraft from the Same Educational
Institution
A maximum of four (4) by teams institution will be allowed, as described below:
In Regular Class is allowed the registration of only two teams per institution of higher
education, where they meet the following restrictions:

Each airplanes registered must belong to only one team.

Each student may enroll in only one team.

Teams will eventually work together, but their design philosophies should be
distinct.

Each airplanes registered must be different in their sizes and shapes.

The airplanes registered must demonstrate clear differences in design between
them. It is understood that different projects follow different lines of reasoning in
the definition of each airplane. The same recommendation should be observed to
the reports. Reports developed following the same line of reasoning for different
aircraft (ie, reports very similar), will be penalized during the evaluation process.

In the event the organizers and judges characterize that two projects are not
significantly different, the teams involved will be advised to make their own teams
to choose which of the two (only one) will continue in the competition. This
release may occur at any time before or even during competition, so the
Technical Committee note the incident.
In Micro Class, will be allowed only one (01) team by educational institution.
In the Advanced Class, will be allowed only one (01) team by educational institution.
NOTE: The Advanced Class teams must imperatively contain in its frame components
at least three (3) students in SAE AeroDesign and veterans who have participated fully
in Competition (Competition Project, Presentation and especially the Flight Competition.
See Seo 8.1).

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6.7 Transmission of Documents in Electronic Format
Some documents in particular, can be sent by e-mail, CD, DVD or any other electronic
format to the Technical Committee. Such documents shall meet the following rules:

Mandatory Format for text documents, plans, drawings, and so on.: PDF

accepted format for figures: JPG

accepted format for videos: WMV

Format accepted for template (Section 11.3) load forecasting: Microsoft Excel
(. XLS) 2002 or earlier.

No document sent via e-mail may exceed the maximum size of 5 Mb. E-mails
biggers will be blocked.
In specific cases, and only when the regulation requires, or is requested during the
year 2012, another format may be used.
The Transmission CD (or DVD) to an address other than reported in Section 3. will
result in penalty to the team as described in APPENDIX 11.
Plants and / or drawings, even if requested by the Technical Committee should be sent
in PDF or JPG. Files in SolidWorks , CATIA , AutoCAD , or similar will not be
accepted. About the Project Report, see Section 11.2.

6.8 Airplane Configuration

6.8.1 Type and Flight Restrictions (Regular Classes, and Advanced

Micro)
Only fixed-wing aircraft are allowed to compete. It prohibited the participation of any
aircraft that:

Making use of gas less dense than air to give any contribution to the support (for
exemple, airships balloons and balloons),

Produce lift for rotorcraft (eg, helicopters, and autogyros girocpteros),
articulated wings (ornithopters) or having wings without rigid elements (for
exemple paragliders, parachutes, or similar).

Use assistive devices during takeoff than those of the aircraft which are not
physically connected to the plane when it landed.

Have another type of propeller, further or assist in flight or on ground. The only
way of thrust of the aircraft must be through the engine.

Have tips or sharp edges that could cause accidents at the area of competition.

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 6.8.2 Reusability of the airplane

When an airplane has already participated in a competition SAE AeroDesign in Brazil

(by either team, is the same school or not), its use, its structure or the same project is
prohibited, unless substantial changes have been made and can be clearly
demonstrated.
These changes must be pre-approved by the Technical Committee and must also be
properly documented. The maximum date for sending the documentation on the reuse
of the plane can be seen inAPPENDIX 13. The approval will be answered in a
maximum of two weeks. This documentation, approval must be attached to the Project
Report as APPENDIX 12.
The documentation (including drawings and plans) should be sent via e-mail, as Section
6.7.
Example of projects REQUIRE APPROVAL (repetition of components of great
significance, such as wing, fuselage, tail, etc ...):

Airplane comprising one or more components of great significance, as the wing,
fuselage tail, etc.. that were used (or designed) by the team last year.

Components of great significance in the same geometry, even if different
structures in materials, etc.. (Eg. wing with the same geometry in plan)

Components of great significance with the same structural concept, albeit with
slightly different geometry (Eg. fuselage built exactly the same, with the same
structural positions, the same material, same construction process, changing
only its external geometry).
Example projects that DO NOT REQUIRE APPROVAL (repetition of components of
lesser significance, such as wheels, engines, cargo, or similar items):

The aircraft is totally different, but is equipped with wheels already used in
previous competitions.

The aircraft is totally different, but repeated the procedure for withdrawing the
charge.
The Project Report must clearly show that this is a new project. The Project Report,
plans and oral presentation should be different from previous years. Texts (or
paragraphs) very similar to the reports of the current year and previous years or other
teams will not be accepted and will form the basis for heavy penalties for plagiarism of
the project in question.
If aircraft are detected that are not characterized as new projects, and authorization has
been requested and approved, the team will be duly informed and up can no longer be
allowed to participate in the Competition. Such a measure may even occur during the
course of the Competition.

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The criterion for re-use of the plane is analyzed taking into account only the Brazilian
competitions. Aircraft participating in SAE competitions Aero Design in the United
States, and are competing in Brazil for the first time need not approve the re-use of the
plane.

6.9 Modifications and Nonconformities with Report

Modifications to the aircraft (design change) should be submitted in writing to the
Commission no later than the deadline specified in APPENDIX 13. The judges will
define discount points based on the magnitude of changes, compared with the project
as originally described in the report. Modifications made during the competition, are to
improve / correct the project are to remedy identified safety issues during inspections;
only be allowed if approved in advance by the judges who compose the Technical
Commission and will be subject to penalties if they lead to non-compliance with project.
The judges' decision regarding the modification can not be questioned by the team.
Modifications unreported and approved in advance will be penalized more severely.
Examples: structural modifications on the aircraft without proper approval of the judges
or the Technical Commission.
The communication of design changes made prior to competition should be sent via e-
mail, according to provisions of Section 6.7. This communication can be structured in
the form of a report of no more than five pages (with pictures and explanatory texts)
clarifying what was modified and compared to the previous design.
Design changes can be made also during the competition and that the team should look
for a member of the Technical Committee (yellow shirts) and explain the modifications
made to show this directly on the aircraft.

6.10 Identification of Aircraft

All aircraft must come clearly identified with the team number and the name of the
University.
The identification of the aircraft must be made so that the number of staff is seen, with
the aircraft on the ground, by a person 10 meters either side of the aircraft.
Tip: Number and name of the team, and acronym of the institution in the extradorse of
the wing, and number of staff on both sides of the vertical tail. It is suggested that the
identification letters used have at least 10 cm height.
The number of staff in the vertical tail should be visible. If the tail is coated by
transparent material and the numbers on both sides become confused reading, the
Commission may request a modification of Sheeting.
The aircraft is not identified, or that the identification is not visible, will not be released
for flight until the team fixes the problem.
The team number is determined by the order of receipt of registrations.

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6.11 Radio Control
The radio control is used to fly and maneuver the airplane. The flight will take place in
rain or shine, so the teams should be prepared as the impermeability of the radio
equipment (transmitter and receiver installed in the aircraft).
Two types of control systems are accepted in the competition, as described in
paragraphs 6.11.1 and 6.11.2.
Radios must be in good condition. The safety inspectors may prevent the plane from
flying if they believe that the radio is not in acceptable condition.
It must be clearly demonstrated during the safety inspection, what type of radio being
used, ie, the receiver must be visible for inspections to be made by the inspectors.
Special Recommendations on security involving the Radio Control and installation of
electronic equipment will be explained in detail in the document "Manual of Good
Practices on Security - 2012 SAE AeroDesign"
Note: All radios, ALL types supported (including reserves) MUST be handed in to
Radio Shack at 7:30 am, every day of the Flight Competition. Teams that do not
deliver the radios at this time will be penalized 20 points per day late (see
APPENDIX 11). The competition starts only after all the radios have been
delivered. Thus the cooperation of everyone is very important.
NOTE: For 2013 it will be required to use 2.4 GHz radios only

6.11.1 PCM (Pulse Code Modulation) Radio

All radios should coincide with the FCC rules (Federal Communication Commission -
agency in charge of the affairs of American telecommunications) and 1991 AMA
(Academy of Model Aeronautics) for frequencies of model planes. This system is
identified by an adhesive gold on the unit.
It is also recommended the teams to use narrowband receivers to minimize the potential
problems.
It is mandatory that only have FM radio technology PCM (Pulse Code Modulation)
because it is a technology less susceptible to interference.
NOTE: In 2013 it will no longer be accepted PCM radios.

6.11.2 2.4 GHz Radio

The use of radios using 2.4 GHz technology is permitted, provided that the transmission
power of the equipment does not exceed 1 Watt, respecting standards of ANATEL
(Brazilian National Telecommunications Agency) for units operating without approval in
the range free frequency.
New information will be issued in the next documents: "Manual of Good Practice Safety
- SAE AeroDesign 2012" and "Operating Procedures - SAE AeroDesign 2012."

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Being a relatively new technology, which can present problems as is yet unknown it is
recommended that teams use these radios, do searches in specialized forums on the
Internet, to know the peculiarities of the brand they are using. The Technical Committee
asks parsimony in the use of these radios since they can stay in the team bench after
being duly recorded in the radio shack.

6.12 Voltwach Installing

It is MANDATORY the use of VoltWatch Receiver Battery Monitor to all the teams in
all the classes the competition (or Voltage mesure equipment on board).
The "VoltWatch" is used to check the battery without the use of auxiliary equipment (so
it should be fixed in the aircraft and linked whenever the battery is connected) and their
use has as main objective to provide an increased safety and speed verification of
electronic security. Therefore, it must be VISIBLE, so that the battery is checked
immediately before takeoff.
It is mandatory to use a "VoltWatch" commercial for reasons of reliability.
Example of a VoltWatch for a LiPo
battery.

Exemple of a VoltWatch for NiCd or

NiMH battery.

Attention: VoltWatch is safety equipment and it should be installed on every

aircraft of the team in all flights. No aircraft is allowed to fly in the environment of
competition without the voltwatch properly installed and able to clearly demonstrate the
level of battery charge.

6.13 Attachment of Critical Components

At critical components are not accepted attachments (such as wings, empennage,
landing gear, payload, engine cradle, etc ...) through elastic, rubber or similar, so that
these fasteners are subject to the efforts of flight. Despite being a common practice in
model airplanes, this will not be accepted in any aircraft competition in all categories.
These components must be fixed by screws, using self-locking nuts (self-locking nut).

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Securing the load, the load-bearing structure, or any structural component of the aircraft
using Velcro is not allowed.
See the document "Manual of Good Practices on Security - 2012 SAE AeroDesign" for
more information.

6.14 Propellers
Multiple propellers, covered propellers, and ducted fans are allowed. However, it is
prohibited to use metal propellers. The propeller should be fastened with a standard bolt
(which accompanies the engine). A spinner or self-locking nut should be added
(MANDATORILY) for the purpose of increasing the safety of the fastener. Although the
solution developed by the engine manufacturer to fasten the propeller to the engine
shaft is safe, the Technical Committee reserves the right to REQUIRE redundancy in
the fastening, in order to increase safety. Is not permitted to attach the propeller using
rubber or any other polymer.
In the case of the use of plastic spinner it is necessary that the team attend the safety
inspection with the spinner and propeller disassembled in position. Only at the
inspection, after checking the tightness of the screw at the propeller, the spinner can be
fixed. 'We strongly recommend the use of commercial spinner. Spinners
manufactured by the team should be subjected to the same tests required
for propellers manufactured by the team, which are described below. '
The teams that want to use propellers manufactured by the team, itself (not
commercially made), with any number of blades, or mono propeller must submit a two-
page Report to the Technical Committee, until the date indicated at APPENDIX 13
showing:

Analysis of security, including theoretical analysis.

Tests, test devices.

A test run at 100% of the maximum speed set by the engine manufacturer you
choose should be conducted for a period of at least 3 minutes. A video showing
this test should be sent to the Technical Committee (via Youtube link or via a
DVD sent to the same address for sending reports). For international teams will
be accepted ONLY Youtube link.

Operation envelop considered.

Details demonstrating that the design and construction of the propeller are
sufficiently secure.
The team is responsible for verifying the aspects that should be analyzed and tested.
This report shall be verified by a court security, and will not be part of the project score.
If the judge concludes that analysis of the propeller in question is not safe, the staff will
be notified within a maximum of 15 days after submission of the report.
The lack of this report and the approval of the Technical Commission prevents the team
from participating in the competition using propellers manufactured by the team itself.

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6.15 Use of explosive material

Due to the inherent risk that this type of equipment can bring, is prohibited its use for
any purpose.

6.16 Control surfaces

The control surfaces may not exhibit excessive looseness in the joints. Control surfaces
with gaps in their joints tend to reduce the controllability in most cases and in more
severe cases, are elements that cause flutter. The number of joints (or hinge points)
must be sized according to the size and the loads on the surface.
It will not be accepted for all aircrafts control surfaces (aileron, and rudder) to be fixed
to the aircraft using only simple tape (of any type or thickness). Only special tapes
(reinforced with glass fiber or similar) may be accepted but the final opinion on this
issue will be of the supervisor of safety and / or a member of the Technical Commission
(yellow shirt).

6.17 Design and Choice of Actuators Servos

Analyzes and / or tests shall be presented in Project Report demonstrating that the
servos used on the aircraft are properly sized and are able to withstand or overcome
with some margin, the aerodynamic loads which the airplane will be submitted during
flight, as well as loads of takeoff and landing (in the case of the servant of the front
axle).
The nominal voltage of the servos must be compatible with the battery voltage. If this
feature is not properly observed the team may be asked to change servos or fix the
problem otherwise.

6.18 Originality of the Servo Actuators

Once the team defined the servos actuators to be used in aircraft, they can not be
modified under any circumstances or justification. The servos must be original and
exactly equal to what is specified by the manufacturer and the modification or removal
of any part or component of a servant expressly prohibited. If this rule is not respected,
the team will be penalized as described in APPENDIX 11.
It is mandatory to use servo commercial manufacturers and certificates, such as
Hobbico, Futaba, JR, etc. 'The use of non-commercial servos is prohibited.'

6.19 Wiring Requirements (Electronic Systems)

The wiring must be compatible with the size and current (in the report the team must
show the wiring diagram). This wiring diagram will be evaluated by a specialized court.
In the case of wires made by the team to observe the following.
not permitted any splice without the use of connectors.

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 All connections should be made with connectors male / female.
All wiring connectors with the wires should be "crimped".
The connectors are of the type recommended MODUL 3-way or equivalent.
The recommended wire for making servo extensions / energy are of the AWG 24
or AWG 26 does not drive and filamented.
It is expressly forbidden to use "bare wire". All extensions must be made using standard
cabling used in radio-controlled aircraft. Copper wire without insulation standard will not
be allowed.

6.20 Complains, Suggestions and protest

6.20.1 Complains and protest

Any complaints in relation to errors in punctuation or any other aspect of the
competition, should be made in writing only by completing a specific form to be provided
by the Technical Committee during the course of the Competition. Claims must be
identified and must be signed by the team captain complaining. The forms must be
delivered to a representative of the Technical Commission and will be duly considered
by the Commission as soon as possible during the competition.
If relevant, the Committee shall take the necessary actions with due notification to the
plaintiff team as soon as possible no later than the next day. Complaints made on the
last day of the competition will be answered within one week after the competition,
before the official release of the score.
Complaints about the score released on the occasion of the award, should be directed
to the Technical Committee via e-mail respecting the deadline given in APPENDIX 13.
The decision of the Technical Commission shall be final and irrevocable, shall be in
writing and disclosed during or after the Competition. Any argument with the
Commission or any of the judges and after the decision has been declared, may result
in loss of 25 points or in immediate disqualification of the team members of this Contest.
Insistence on discussing decisions of the Technical Commission are supported by the
Regulation, ie, insistence on the Regulation make exceptions for any reason, may result
in penalty or even disqualification of the team.
Any action by the team (or team member) that is done in a unsporting way (eg, extreme
verbal abuse to any person in the competitive environment) may result in banning of the
participation of the school in until two subsequent competitions. The AeroDesign in
Brazil, has since its first edition, an extremely favorable environment of friendship and
cooperation between all staff, volunteers and employees being therefore the
responsibility of each and every one, to maintain this excellent environment.
It is the obligation of any participant to inform the Commission of Technical Competition
(yellow shirts), or the coordinator of fiscal security, on any issues relating to security. If
detected some aspect or characteristic, or an aircraft or installation, which endangers
the safety of flight or audience, immediately inform the Safety Officer. All items listed will

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be evaluated solely by the Technical Committee and further discussions will not fit on
the Commission's final decision.

6.20.2 Suggestions
Technical Committee will provided a form in which each team (or team worker) will
evaluate the organization, the progress of the competition, the layout of the area and
other relevant aspects. This assessment will serve as the basis for future
improvements. The identification of the team (or team worker) in the assessment form is
NOT MANDATORY.
The Technical Commission encourages, and much, all the teams fill out the form and /
or any additional sheet with criticism and / or suggestions of any kind.
Please submit these documents (critical suggestions or whatever) to a member of the
Technical Committee, Fiscal, or Tent SAE if so preferably the team.
Such comments or suggestions are extremely important for the continuous
improvement of all aspects of Competition. Several suggestions have been sent by the
teams used so it is always very rewarding to know everyone's opinion.
We reiterate that the collaboration of ALL is an essential factor for the success and
growth of Brazil AeroDesign SAE Competition.
.

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7. Requirements Regular Class
7.1 1.1 Eligibility Team Members
The participation is limited to undergraduate in Engineering, Physics and courses
related to mobility (Section 6.1), associated with SAE BRAZIL. For different courses,
check Section 6.1.
Students who have graduated (or completed graduate school) in the semester
immediately prior to competition are NOT eligible to participate. It is mandatory to send
the proof of enrollment documentation of the second half of 2012 until the period
specified in APPENDIX 13.

7.2 Geometric Restrictions

7.2.1 Basic Requirements

Regular Class aircrafts must be designed in such a way that, being completely
assembled, with the cargo unloaded and empty fuel tank and in the takeoff configuration
(or position), the following dimensional constraint is respected.
n
D = L + H + Bi being 4000 D 5800 mm
i =1

where:
L = is the maximum length or maximum dimension measured from the top front to the
rear point of the aircraft. This measure is taken parallel to the ground and the plane of
symmetry of the aircraft and the control surface deflection which results in maximum
length. The most forward and rear points need not necessarily be in the same plane
(e.g. distance from the spinner tip to the vertical tail tip).
H = is the maximum height or the maximum value found from the ground to the highest
point of the aircraft. This measurement MUST be taken with the unloaded aircraft and
with all the wheels on the ground (independent of the kind of landing gear). The
propeller will not be considered.
n = Number of aerodynamic surfaces

Bi = maximum span (or width) of each aerodynamic surface that generates vertical lift

or has a vertical lift component. The dimension Bi , is the span or the "maximum width
projected in the top view" of the surface i . This measurement will be taken between the
outermost points of each surface, for example, "winglets", rounded wing tips,
"endplates" or outermost point of the surface, including mechanisms, servos, "horns",
links, etc.. Some examples of interpretation of the rule:

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Example 1: in case empennages with "H" form, the value of span considered will
be measured externally the vertical tails (or the outside of the "H") and at the
outermost possible position (see above).

Example 2: in case of "V" tails, or dihedral, the value will be considered on the
projected span in the top view of the aircraft.

Example 3: For swept wings, or empennages, the considered span is logically,
the straight-line distance between the tips

Example 4: For conventional biplane aircrafts, the wings and horizontal tail are
vertically lifting surfaces, i.e.:

D = L + H + BSUPERIORWI NG + BINFERIORWI NG + BHORIZONTALTAIL

Other examples for D dimension calculus can be seen in the APPENDIX 3.

The use of "multi-element" airfoils (e.g. flap) is permitted, and will not be added as a
new span, but these solutions must be analyzed by the Technical Committee for
confirmation of the framework in case of multi-profile elements. The team must send an
e-mail in accordance with Sections 3 and 6.7 with the data from the multi-wing
elements, so that the Commission can make the necessary technical evaluation,.
Aircraft that exceed the defined dimension range above, or that are built with very big
tolerances will be subject to the penalties set forth in Section 7.2.2.
The dimensional inspection process is done using a metric tape (Section 4.7.2) and with
the aid of some special jigs (squares). The objective is, through the use of these jigs, to
make the measurement process faster and minimize errors. All measurements are
taken in millimeters. For more detailed information about this process see the document
"Operational Procedures - AeroDesign SAE 2012" to be released. The measurement
process should not affect the design of the aircraft. The aircraft should be measured
independent of the configuration defined by the team.
The dimensional checking is done only during the Flight competition and only after each
valid flight.

7.2.2 Constructive Quality (or Dimensional Precision)

A check of dimensional accuracy will be done automatically by the score spreadsheet in
order to verify the constructive quality of the aircraft. This verification will be based on
the difference between the maximum value of the sum of the aircraft dimensions, which
must be informed in the design report, and the measured value taken by the fiscals
during the dimensional inspection.
All values are measured in "mm", with a measuring tape (Section 4.7.2), and inserted
into the score spreadsheet in the same unit.
The constructive quality (or dimensional accuracy) will be considered by calculating two
basic errors:

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The first error measures the difference between the sum of the dimensions of the
table presented on the 3 views plant (Section 11.4.1) (and in the Data and
Parameters Spreadsheet (template) (Section 11.3)) and the sum respecting a
measured tolerance of 0, 6%, according to the following equation:

abs(DMEASURED DTHEORETICA L )
errorA1 = max 0 , 0,006
DTHEORETICAL

The second error measures how much the built aircraft exceeds the maximum
.dimension specified on Section 7.2.1

(4000 DMEASURED ) (DMEASURED 5800)

erro A 2 = max 0 , ,
4000 5800
Convention for the equations presented above:
max = function that results in the maximum of two input values
abs = function that results in the absolute value of an input
DMEDIDO = Sum of measured dimensions after each valid flight (in mm)

DTERICO = Sum of the dimensions specified on the table of the 3 views plant (Section
11.4.1) (and on the Data and Parameters Spreadsheet (template) (Section 11.3))
The penalty for dimensional accuracy ( PPD ) will be a function of two errors, as the
following equation:
2 errorA1 + 2,2 errorA 2
PPD =
0,001
All aircrafts will only be dimensionally checked after each valid flight. If in a flight battery,
both errors are zero, it means that the measure is within tolerance, with no penalty;
otherwise the penalty will be applied. This penalty is valid only for the battery where the
discrepancy occurred. See "Operating Procedures AeroDesign SAE 2012." Eventually
an aircraft, even though their flight has been invalidated, can be dimensionally checked
at the request of the Technical Commission. This check aims to improve the database
for development of future rules.
The team shall report the value of the measures L , H and B1 up to Bn that make up
the sum, in the Table presented on the 3 views plant (See Section 11.4.1 and
APPENDIX 5) or in the Spreadsheet Data and Parameters (template) to be obligatorily
sent in the CD (see Section 11.3). The penalty imposed in the absence of these data is
at least equivalent to twice the value of higher dimensional penalty obtained during the
Flight Competition (see APPENDIX 11). We ask attention to the information required in
the plant (table), as these are extremely important to the process of dimensional
checking.

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7.3 Engine
The engine should be only one to be chosen by the team between: K & B 0.61 RC /
ABC (PN 6170), OS 0.61 FX, OS 0:55 AX or Magnum XLS-61A, original, type glow and
the original engine exhaust. Special motors will not be accepted.

7.3.1 Engine Repairs

Exchange of damaged components (e.g. carburetor) is permitted provided that the
substitute is from the same model. Parts for older or more modern models are not
accepted as a replacement.
Bearings can be exchanged if they have the same dimensional and material
specifications of the original.
It is permitted the use of any brand of glow plug, but it is forbidden the use any device of
spark ignition or fuel injection.

7.3.2 Engine Modifications

Engine modifications and / or removal of any component, internal or external are NOT
allowed. A violation of this requirement implies in disqualification of the team.
The installation of reverse shaft for engines K & B or OS for "pusher" settings is
allowed.
It allowed the use of non-original "caps" (or extenders between the engine and
"muffler") (eg machined), but in this case, the internal dimensions have to be maintained
and the design of this extender should be clear in one of the plans submitted with the
report. An explanation or justification for the use of this "cap" should also be present in
the Report. The team shall request the modified "cap" inspection. If the team not
requires this inspection as soon as the irregularity is found, the team will be severely
penalized.

7.3.3 Engine mounting

It is recommended that the engine is fixed in conventional manner, i.e. via nylon or
metal mountings. Different Attachments may be accepted provided they are under
instructions of the engine manufacturer. A detailed evaluation of unconventional fixings
may eventually be required.

7.3.4 Engine Inspection

The engine inspection and verification may be made by the judges of the competition at
any time.

7.3.5 Transmission Boxes, Straps & Propeller Shafts

Gearboxes, propeller shafts and straps are allowed. The ratio between engine and
propeller rotation may be other than one to one, i.e., the propellers do not need to rotate
the same engine RPM.

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7.4 Fuel and Fuel Tank
The regular class fuel has 10% of nitrometane and will be provided by the SAE BRASIL
The fuel tank must be accessible and be somehow transparent for the visualization of
its content during the inspection.
The fuel may be pressurized by the muffler pressure.
The fuel tank will be drained and refilled before each flight by the competition
organization. The tank will be fully filled with fuel independent of its size. If its proven a
lack of fuel during flight, the flight will be invalidated
The fuel will be drained from the tank only at the proper tent and accompanied by a
fiscal.

7.5 Center of Gravity Empty Aircraft

The center of gravity of the empty aircraft (empty and without fuel) should coincide with
the longitudinal center of the cargo bay volume. If this item is not met, the team can
make any necessary modifications, as appropriate, according Section 6.9 penalties.
The following figure presents this requirement:

The empty aircraft CG

Must be longitudinally
Centered with the cargo bay
volume

The permitted variation for this restriction is about 50 mm.

Attention: If this restriction described in this section is not observed, the team will not
be able to participate in the flight competition until the aircraft is corrected and evaluated
by members of the Technical Commission according to Section 6.9 (Modifications and
Nonconformities with the Project). A penalty is inherently associated with a change to
be made to fit the aircraft with this requirement.

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 7.5.1 Indication on Aircraft
The aircraft must have its center of gravity (CG) necessarily identified in the aircraft
(front and rear limits) through an adhesive or any other form that the team chooses. It is
suggested identification as follows:

Indication on Fuselage Indication on wing

The limits for the position of C.G. should be clearly marked on at least one plant of the
aircraft (Sec. 11.4), preferably in the 'three views'.
The aircraft CG position will be checked by the fiscals during the security inspection
(Sec. 10.1.3) at the team table in two situations:

Empty aircraft (Cargo bay and fuel tank empty)

Aircraft almost already for flight (Cargo bay loaded and fuel tank empty)
In both conditions, the CG must be imperatively within the design limits

7.5.2 Lifting or jacking Point

All aircraft will be required to have a lifting or jacking point. The lifting or jacking point
must be located above the CG independent of the configuration of the aircraft and the
lifting or jacking point should preferably be above the CG. This facilitates the verification
of the CG position (as indicated in Section 8.4.1). The aircraft will be lifted or jacked for
this verification during the safety inspection that occurs before each battery.
Before the aircraft loading, the CG of the empty aircraft will be checked. After loading,
the new CG will be checked. If the aircraft has the C.G. outside the specified position,
the team cannot participate in the flight battery in which the discrepancy occurred and
must wait for the next battery.
The team must take their own inspection devices (tools, brackets, steel cables, etc.) to
lift or to hoist the aircraft. The procedure to lift the aircraft with the fingers on the lower
surface of the wing or elsewhere will not be adopted.
This check must be made even at the most critical loading condition (higher loads), i.e.,
the team must design the aircraft to be able to perform this check.
Alternative check means may be proposed by the team, as long it is checked with the
devices designed for this purpose.
The next two figures show the verification of the GC.

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 Steel Cable
The balanced aircraft
Indicates that the CG is Lifting Point
Within the aft and
Foward limits

The balanced aircraft

Indicates tha the CG is
Whithin the aft and Jacking Point
Foward limits

7.6 Load and Cargo Bay

7.6.1 Cargo bay (Geometric Constraints)

7.6.1.1 Basic Requirements for Cargo Compartment

The cargo bay can be designed with dimensions that the team wishes, provided it has a
parallelepiped shape (6 sides orthogonal to each other).
The cargo should be unique and totally closed and the doors of access to cargo must
be part of the plane. In other words, the air flow should not come into contact with the
load or load support, or any geometry that defines the aerodynamic shape of the aircraft
should be part of the aircraft, accounting for as aircraft weight, and not as payload. If at
the time of weighing is found that the payload (all the load to be weighed, i.e., load and
cargo bay) has external components, the flight will be invalidated and the team can
make the appropriate changes by the penalties provided under Section 6.9 on design
changes.

7.6.1.2 Maximum width of the compartment

The cargo shall have a parallelepiped shape (6 faces orthogonal to each other) so that
the maximum width of the inner compartment is 400 mm.

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This width will be taken by the distance between points far left and far right with respect
to the aircraft. In other words, regardless of the position and alignment of the
parallelepiped forming the cargo bay, will always be measured between the extremes.
The figure below illustrates this measure:

This requirement will be checked after each flight valid. If after the flight is found that the
compartment width is greater than this limit, the flight will be invalidated and the team
can make appropriate modifications to the aircraft, subject to penalties under Section
6.9.

7.6.2 Payload
Payload (Boards Support Load + Load) is the weight carried by the aircraft. The payload
consists of the sum total of the weights of the plates (or load) plus the load support. The
airplane's weight and fuel are NOT considered as payload.
The payload should be separated into two types, 'Cargo Type A' (CA) and 'Type B
Loads' (CB), as shown below. These loads must be removed and segregated from the
aircraft to obtain the score of the flight. The 'Cargo Type A' is more scored and should
be considered the primary goal of load, while the 'Cargo Type B' is less scored, and can
be used as needed on the team.

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Plates MDF or HDF (Medium / High Density Fiberboard). Only
Cargo Type A raw plates are considered as "load type A ', ie without surface
finish. Plates of any thicknesses are allowed..
(CA) Examples: http://pt.wikipedia.org/wiki/Mdf
http://pt.wikipedia.org/wiki/High_Density_Fiberboard

MDF and / or HDF coated (surface finish)

MDF or HDF with any other material glued, nailed, screwed or
Cargo Type B attached in any manner to the plates which can not be secreted.

Any kind of metals, wood, polymers, or other materials that do
(CB) not meet the load Type A.

Any special MDF or HDF whose density exceeds 1000 kg/m3.

NOTE: It is not permitted the use of lead in any way in the aircraft, either as cargo
or as ballast to adjust the CG.
It is essential that the differentiation between charges 'Type A' and 'Type B' is clear and
leave no margin of doubt about the material that each piece is done. In case of difficulty
in identifying the category to which belong the elements that make up the support load
(or load), these will be considered as 'Cargo Type B'.
All payloads are the Type A" or "Type B" must be contained in a single load
compartment as Section 7.6.1.1 and assembled together so as to obtain the "cargo bay
plus plates load. See APPENDIX 2.
Measurement of both loads will be made separately after removal of charge (Section
7.11.6). The scores of each load can be seen in Section 7.11.1.
The payload shall be properly secured in the cargo bay (see Section 6.13) to prevent
rotation during flight, but this can not contribute to the structural stability of the airframe
structure or part of it. In other words, will not be accepted structures whose stability is
aided by contact with the support load or the payload. examples:

Structures where fixing of the cargo bay, at any one side of the cargo
compartment, allows this load support assist in structural stability. At first, the
structure must be stable and resist the efforts of flight itself, ie, even without the
support load.

Structures where the mere placement of the load (or the load support) enabling a
dimensioning of structure with less bar, in other words, is not allowed to structural
efforts that would normally be transmitted by the aircraft structure to be applied
and transmitted by the support load..

Other cases, though not cited in these examples, in which the Technical
Commission considers that the cargo bay or the load itself are contributing to
supporting the efforts or are contributing to the stability of the structure, will be
evaluated case by case basis.
This item will be checked through the Plans / Project Report and especially at the time
of competition, and should it be found that is not being met, the team must make

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appropriate design changes it deems necessary, subject to penalties pursuant to
Section 6.9.
The locking mechanism of the cargo bay on the airplane can be part of the load support
(see APPENDIX 2) or of the structure of the aircraft. If this mechanism is part of the load
carrier this is also counted as payload respecting what has been established in the table
above.
The payload must be entirely within the cargo compartment and cargo compartment
door should be part of the plane, and not of the load as already mentioned in Section
7.6.1. At the same time, the device (or mechanism) for opening the door must be part of
the aircraft, and not part of the load, ie, the door (or fairing) can not be locked or fixed in
the cargo bay but in the structure of the aircraft
It is the responsibility of the teams provide their own charge. The determination of
weights will be charged after flight in the presence of inspectors. The plane that does
not allow removal of the weighing support this weight will not be included in the payload.
It is prohibited to remove or handle the load after a valid flight before the aircraft is
properly positioned in the operating tent for the removal of the load. The load can only
be removed for weighing.
Will not be accepted asymmetrical loads, the plates load even if they are of different
dimensions must always be mounted with their centers aligned with the geometric
center of the base of the load support.

7.7 Eletronic
7.7.1 Battery pack
A pack of 500mAh is the minimum load allowed. The batteries can be recharged at any
time on the ground in compliance with the safety standards for each type.
The types of batteries are allowed:

Nickel Cadmium (NiCd)

Nickel Metal Hydride (NiMH)

Lithium Ion Polymer (LiPo): the latter has stringent safety precautions due to risk
of explosion or flammability especially during the loading process or under higher
temperature (50 C (possible temperature inside the aircraft under strong sun)).
NOTE: Battery Type Polymer Lithium Iron (LiFePO4) are about to be released to be
used in SAE AeroDesign 2012 but are still under study. Its use is conditional upon
official notification by the Technical Committee via message sent to the teams and
posted on the website. Only after written approval of the Technical Commission they
could be utilized.

7.7.2 Flight Control systems

The use of gyros of any type and automatic flight control systems are not permitted for
aircraft of the Regular Class.

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Obtaining an aircraft with good flight characteristics (or adequate "quality of flight") is
part of the challenge. It is the responsibility of the team developing a project in which the
aircraft meets these requirements naturally.

7.8 Flight Video (bonus) and Qualifying Flights

In order to encourage teams to thoroughly test their aircraft and train pilots, teams that
submit a complete video of the flight (continuous shooting, free editing and good
quality), within the period specified in APPENDIX 13, will be subsidized by up to 15
points. After the deadline, will still be accepted to send videos of flights, but the
maximum subsidy will be reduced by half a point per day of delay in shipment.
Example: Sending video with seven (7) days late maximum subsidy = 15 - 7 x 0.5 =
11.5.
Teams must post the video on the website www.youtube.com, and should send an e-
mail (Section 3) to the Commission containing the link to the video. The date of the post
the video on the site will be counted for purposes of subsidy. It is essential that the
Commission be notified by email about the posting of the video (Section 3). If it does
not, there is no way of knowing that the video is on the site.
Videos flight sent by CD and DVD will not be used for this bonus, only videos
posted on Youtube.
Warning: the value of the bonus will depend not only on the technical quality of the
video, but also the possibility of viewing the flight characteristics of the aircraft as well as
the additional information sent in the video for example, weight of cargo in flight, etc..
Sending the video does not guarantee an automatic bonus of 15 points. The video will
be reviewed by appointed judges who decide the value of the subsidy. The note of this
bonus is final, there being no protests regarding this.
Flights from qualifying in Sao Jose dos Campos, on the eve of the competition, are not
required for the Regular Class aircraft, however some teams that have not submitted
the video mentioned above, may be requested to submit videos demonstrating a full
flight (flight circuit default) at the discretion of the Technical Commission. In case of
failure to comply with this request, the team will be penalized by up to five (5) points and
may not be allowed to fly in the competition environment. The demonstration of this
flight may be made no later than the day of oral presentations (see APPENDIX 13) and
the video should be given to a member of the Technical Commission (yellow shirt) until
this very day.

7.9 Maximum Weight Eligible - Regular Class

The aircraft may not have your total weight (empty weight + payload) greater than 20kg.
It is the responsibility of the team, to this maximum. If, after the flight, it is found that the
values of aircraft weight plus the payload ( PV + CP ) exceeds this limit, the flight will
be invalidated.

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7.10 Takeoff Distance
The length limit for the takeoff distance is 50m. There will be bands marking the
beginning of the takeoff and the distance limit of 50m. To start off, the aircraft will be
positioned with the main landing gear in the initial range. A takeoff valid is that the
aircraft takes off before the age limit of 50 meters and no component back to touch the
ground until the moment of landing.
The initial point of departure is always chosen to ensure the safety of persons present in
the environment of competition. In this case, the team has no right to contest the tax on
the direction of takeoff and initial position of the race.
The takeoff must be as "smooth" as possible. The pilot must maintain a rate of climb
"small" until it is removed from the area of public and competitors. When the aircraft
away from this area can effectively "gain altitude."

7.11 Score Regular Class

The score of each round is the sum of the scores PVOO and PAC (described in Sections
7.11.3 and 7.11.4) and the bonus BPO e BRC (described in Sections 7.11.5 and 7.11.6)
as applicable, and subtracted from the penalty for dimensional accuracy ( PPD - Section
7.2.2).
Accounting for other penalties (delay in delivery of radios (Section 6.11), lateral escape
(Section 10.1.7.3), among others (APPENDIX 11)) will be the final statement of the
team score.

7.11.1 Maximum Payload Loaded [per round of flight]

For each flight validated (see Section 10.1.7.5), will be computed a score proportional to
the load carried as follows:
PCP = 10 C A + 3 C B

CP = C A + C B

PCP : Points obtained due to the payload carried

CP : Total Pay Load (kg).

C A : Load Type A (Section 7.6.2) carried by the aircraft (payload) (kg);

C B : Load Type B (Section 7.6.2) carried by the aircraft (payload) (kg);

Note: The payload type should remain dry even in rainy conditions. If the load is wet, it
may not be accepted. In case of doubt the final decision on this item must be a member
of the Technical Commission (yellow shirts).

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 7.11.2 Structural Efficiency Factor [round flight]
Additional points for the Regular Class will be added based on the Structural Efficiency
Factor, ie Ratio Payload / Weight of empty aircraft.
The basic equation for calculating scores assigned to Factor EE is as follows:
0 ,65
6,5 10 7 e EE CP 0, 25
PEE = for EE > 0.
D 2, 0
PEE : Points obtained due to the structural efficiency factor

e : neperian
D : Value in millimeters of the sum of the size of the aircraft (Section 7.2.1)
EE : Structural Efficiency Factor (see definition below).
CP : Total Payload (Type A Type B +) carried by the aircraft (payload) (kg) - Section
7.11.1
: Relationship with the note of the report (see definition below).
The structural efficiency factor ( EE ) is calculated as follows:
CP
EE =
PV
onde:
CP : Pay load (kg) Section 7.11.1
PV : Empty weight (Without fuel) (kg)
The Alfa ( ) factor is defined as:
NR
=
NM
and:
NR : Final Report note obtained by the team
NM : Maximum possible note Project Report (see Section 11.1).
The objective with this relationship between the factor scores and structural efficiency
project (Report) cause teams to effectively justify and demonstrate in the report, all the
design decisions that led to the reduction of aircraft weight, whether structural, systems
and even aerodynamics.
It is the responsibility of each team request, in the tent proper request, the removal of
the fuel for the weighing of the aircraft. This fuel can only be removed under the
supervision of a Inspector.

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 7.11.3 Empty Weight prediction [per flight round]

With the objective of encouraging the teams to exhaustively evaluate their aircraft as far
in advance as possible, besides positively seeking safer aircraft, the Technical
Committee established a new factor in the scoring equation, the Empty Weight
Prediction Factor (FPV).
This factor is calculated by the following equation, with Real Empty Weight and
Predicted Empty Weight in quilogram (kg).
2
PV PVREAL
FPV = 1,10 15 PREDICTED
PVPREDICTED
Teams can get an increase of up to 10% on flight score (see below), based on the
accuracy of the prediction of the empty weight of the aircraft. In contrast, a very high
error have the effect of reducing the score obtained in flight.
The FPV will be inserted into the score as follows:
PVOO = FPV (PCP + PEE )

For the Regular Class the FPV only affects scores on items of Sections 7.11.1 and
7.11.2. This factor does not come as a multiplier of other bonuses.
The minimum value of the FPV is 0.95. If the FPV calculated by staff is less than this
value, the FPV used is the minimum value.
It is extremely important and recommended that the calculation procedures used for
determining the empty weight as well as experimental methods are detailed in the
Project Report. It should be noted that the use of engineering processes for setting this
value is considerably more valuable in the evaluation of reports compared to "mere
estimates."
The empty weight set must be presented in the blueprint that contains the three "views"
of the aircraft. This value MUST also be clearly stated in the Project Report. If the team
does not report this data indicated on the blueprint (or report) is automatically applied to
the minimum FPV. The value of the empty weight shall be inserted in the Spreadsheet
and Data Parameters (template) as described in Section 11.3. Failure to send the
aircraft's empty weight automatically implies the adoption of the minimum FPV stated
above.
It will not be accepted under any circumstances, corrections of this value after the date
of sending the reports. The empty weight must be provided during the design phase and
it needs to be sent, in the spreadsheet (template) cited above and in the Report. Only
the values inserted on the CD and in the Project Report will be considered. If there are
discrepancies between these values, the value in the template will be considered as the
correct one.

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7.11.4 "Accuracy" [flight round]
Additional score will be added based on the accuracy of payload prediction. The
resulting score of "accuracy" is calculated as follows, with the payload weight predicted
and real payload are expressed in kilograms (kg):
1,75
CP CPREAL
PAC = 30 830 abs PREDICTED
CPPREDICTED
and since the term has a positive value. Otherwise, the score will be considered as
equal to zero (0).
And:
PAC : Accuracy score

CPPREDICTED : Predicted payload (obtained from the graph of load prediction)

CPREAL : Real payload (obtained in fligth) Section 7.11.1

The "accuracy" will be calculated for all valid flights respecting the curves present in the
graph of load prediction for each sector. See Section 11.5.

7.11.5 Landing Distance to Stop [flight-round]

The teams that make a valid flight (see Section 10.1.7.5), and complete the landing and
stopped completely within a distance of 50m, 75m or 100m defined as a landing strip,
will receive a bonus as follows:

BPO = 0 ,15 2 (4 n ) EE CP

and:
BPO = Score obtained as a bonus for stopping within the specified distance

EE = Structural Efficiency Factor (see Section 7.11.2)

CP = Payload (kg) Section 7.11.1
n = number of consecutive sectors used for landing. A landing in two (2) consecutive
sectors represents a landing within 50m. Three (3) sector represents a landing within
75m and using all four (4) sections of track is the landing at 100m. When you exceed
the limit of the track, no bonus will apply. The landing in one sector will be scored the
same as landing on two (2) sectors. In other words, n only assumes the values 2, 3 or
4, as appropriate.
Attention: To the bonus be valid the following restrictions must be observed:
1. The brake must be capable of being deactivated (released) without the need
of raising the aircraft of the ground and without direct human interference, ie, it
must be turned off via its own radio control.

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 2. The aircraft must be able to roll on its wheels after stopping on the track and
release (s) brake (s). This check will be made by Judge Lane (yellow). Brake
devices that prevent wheel (s) to contact with the ground are no longer
allowed. The wheels should always be in contact with the ground during
landing and stopping the aircraft.
3. Aerodynamic devices that may be used to stop (or help to stop) the aircraft on
the track must be retracted remotely, by the radio control. The aircraft must be
in the takeoff configuration immediately after stopping and release of the
brakes or retraction of aerodynamic devices.
Observations:
a) The brake system if adopted by the team, must be clearly shown in one of the
blueprints in the Project Report (see Section 11.4).
b) In the case of the break system locking after landing and it is not possible to
unlock it via radio a member of the Technical Commission (yellow) will assess
the situation and decide on the application of the bonus.
The score considered in the final score obtained by the team will be only those for the
better round. This bonus WILL NOT be cumulative.
All cases where the landing score is applied are shown in the figure:

7.11.6 Quick Payload Removal [per flight round]

After each valid flight, the operation of opening the cargo bay (or cargo compartment)
for a fast removal of the Payload group (or useful load) will be timed, and bonus
points will be given to the teams that are able to perform the entire operation in up
(which means: opening the cargo compartment and remove the entire payload and

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separates them in the types A and B) within till 90 seconds, obeying the following rule of
bonus:

t 0,7
B RC = 10 1 if t <90 seconds
90

and:
BRC : Bonus for quick removal of payload

t : time, seconds, to remove the payload (timed by competition staff)

The score will be applied, as long as the term has a positive value. If the load is not
removed in less than 90 seconds or the team chooses not to time, the bonus will be
equal to zero (0).
To bonus effects, only one component of the team can make the opening of the load
compartment from an initial standing position, along which the aircraft is positioned with
the center of its payload compartment in the center of the square marked on the floor.
For more detailed information, see the document: "Operating Procedures AeroDesign
SAE 2012" to be released in due course.
It is forbidden the use of any cutting tool (scissors, knife or similar) to cut the cover or
any other component at the opening act of the cargo compartment. Any part or
component of the cargo should be able to be reused, so it can not be destroyed in the
opening, even if unintentionally. The closure system of the cargo should be such that
can be reused without having its characteristics modified.
At the end of the timing, if the loads are not sorted correctly in Types A and B, the team
will not be entitled to this bonus in this flight round.
The decision about the separation of the loads is done by the inspector and / or a
member of the Technical Commission (yellow) at the place, and this decision is the final
one and it is irrevocable.

7.11.7 Bonus for Reliability [single bonus]

In order to benefit the teams whose project has great reliability, and they can do more
than one flight with plenty of cargo, the following bonus will be awarded:
(P P ) 2
BCF = 15 1 5 B1 B 2
PB1

since the term has a positive value. Otherwise, the score is equal to zero (0).
and:
PB1 = total score for the best flight round.
PB 2 = total score of the second best flight round.

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Warning: The team's strategy to maximize the value of this bonus should be based on
calculations of their own team based on the data present in the flight round form, which
is allowed to be photographed after the end of the flight round.
The processing of the score of each flight round by the Technical Committee (which
includes the processing of all data and all categories) will follow its normal rhythm. Will
not be allowed any form of pressure from teams on the Technical Committee (and in
particular the tax processing scoring) in order to accelerate the closure of scores of the
flight round. Teams should seek to maximize score reliability bonus through their own
means.

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8. Requirements Advanced Class
8.1 Eligibility - Team Members
The participation is limited to undergraduate and postgraduate (stricto sensu)
Engineering courses related to mobility (Section 6.1), associated with SAE BRAZIL. For
different courses, check Section 6.1.
Any team, national or international, enrolled in the Advanced category shall have in its
equip members, at least three students veteran in AeroDesign. This means, students
with a history of at least a complete participation (design, construction, testing and
effective participation in all flight competition days) AeroDesign previous competitions in
Brazil or U.S.A, either regular or Open Class. The schools or teams that do not fit
completely in the item above, or do not have students with a history of previous
participations complete, will only be eligible to participate in the Regular Class or Micro.
The names of veteran students MUST be specified when registering the team and
MUSTcome marked with an asterisk on the cover of the Project Report.
Students who have graduated (or completed graduate school) in the semester
immediately prior to competition are NOT eligible to participate. It is mandatory to send
the proof of enrollment documentation of the second half of 2012 until the period
specified in APPENDIX 13.

8.2 Engine

8.2.1 Displacement Limitation

The Advanced Class aircraft may have more than one engine, but the total engine
displacement (sum of the displacements of all motors) shall not exceed 8.2 cm (0.50
in ).
The engines of any manufacturer can be used. These engines can be prepared
internally since their displacement is not changed.
The team must necessarily include, as an annex to the Project Report, the
documentation of the engine(s) manufacturer indicating their capacity, as well as
descriptive text about the modifications made to the engines. The total number of pages
devoted to this Annex shall not be counted as part of Project Report.
It is allowed the use of special bombs and "muffles" type "pipe resonance" or similar.
It is allowed to use engines with electronic fuel injection and four-stroke engines.

8.2.2 Transmission Boxes, Straps & Propeller Shafts

Gearboxes, propeller shafts and straps are allowed. The ratio between engine and
propeller rotation may be other than one to one, ie, the propellers do not need to rotate
the same engine RPM.

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8.3 Cargo and Cargo bay

8.3.1 Pay load

The Advanced Class aircraft must be designed to be able to carry water as payload.
The payload consists only in the total weight of the water carried. The weight of the
aircraft, the container of water used and the fuel are not considered as payload.
The team should be responsible for complete removal of water from inside the aircraft.
Case the water cannot be completely drained, the remaining water will be counted as
the aircraft empty weight. The water must be drained into a container to be provided by
the team. A specific balance for water weighing must be used. Before each weighing of
the water transported by the aircraft, the weight of the empty container will be
determined. The payload will be considered only the load of water carried. For more
details on the withdrawal of water for weighing see Section 8.13.5.
The water will be provided by the competition organization. It will be provided a water
tank (max. 500 liters) with one or more taps, where teams of Advanced class will collect
the water using their own assistant tools (buckets, bowls, etc..).
The water of the tank will only be collected under the supervision of a fiscal in two
situations: (1) the instant that the aircraft is loaded for flight, (2) if the team needs to do
some checking of leakage from the compartment. After the check, the water must be
returned to the water tank to avoid waste. The team can only check the leakage with the
permission of a member of the Technical Commission (yellow shirt).

8.3.2 Cargo bay (or Hopper)

8.3.2.1 Additional caution due to the payload type (water)
Because of the liquid payload, some care must be taken in order to avoid excessive CG
displacement, causing the aircraft to have its flight quality conditions degraded.
In addition to the concern over the limits of the CG on static stability, the water
movement, also known as slosh effect (or sloshing) causes the aircraft to have
variations in moment of inertia during the flight, which may cause unwanted flight
characteristics such as APC (Airplane Pilot-Coupling).
Attention should also be paid to the increasing of the design loads on the cargo
compartment due to the slosh effect (or sloshing).
The team is responsible for designing the cargo bay so, throughout all the aircraft
operating envelope, ie, weights, speeds and attitudes, the center of gravity remains
within the project limits, and also no excessive movement of water inside the
compartment.
The aircraft that do not meet all this minimum characteristics may not be allowed to fly.
See tests required in Section A.10.2.2.1.

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8.3.2.2 Cargo bay (Hopper) Design Requirements
The cargo bay (or hooper) must be obligatorily designed and manufactured by the team.
Compartments made of PET (Polyethylene terephthalate) bottles or any commercial
container are not allowed.
The cargo bay must be rigid, i.e., Compartments made of Rubber or similar are not
allowed. The cargo bay cannot be pressurized.
The cargo bay must unique, but it is allowed (and highly recommended) the usage of
wave-breakers, or internal sub divisions in order to minimize the CG displacement
The water supply can be realized by individual openings in each subdivision. In this
case, attention should be paid to the correct distribution of water between
compartments for proper positioning of CG.
If the team decides to use compartment with subdivisions, these may be communicated
with each other (communication channels) in order to minimize the effect of slosh. The
movement of water between the compartments in this case should occur gradually.
The team is responsible for determining the amount of water inserted in the aircraft, so
the cargo must imperatively be designed so that you can visually determine the amount
of charged water.
The water charging should be done within 10 minutes, considering any CG adjustments.
If the team exceeds this time, they may lose the battery.
The cargo compartment shall be designed to resist all the efforts that it will be subject
during a complete cycle of flight, i.e., takeoff, climb, cruise, descent and landing. If there
is disruption of the compartment, with consequent leakage of water (payload), the flight
will be considered invalid. Any type of leak, even small, invalidates the flight, including
gutters due to cracks in the cargo compartment. It will not be accepted arguments
against these cases. In any case of leakage, it will not be allowed to try to get the
aircraft rapidly to the drainage area of the load.
The cargo compartment (or hopper) can have more than one drain. See details about
fast load withdrawal (or drain) in Section 8.13.5.
Even if the team chooses not to make the chronometed drainage (Section 8.13.5) is
must be possible to remove the water of the aircraft in up to 5 minutes, since this
procedure will be necessary to determine the payload carried. See tests required in
Section A.10.2.2.1.

8.3.2.3 Maximum Cargo Bay (Hopper) Dimensions

The cargo bay can have any geometry defined by the team, but must be unique and
none of its dimensions shall exceed 400 mm, considering the inner walls of the
compartment.
The measures shall be taken by the distance between the points that determine the
largest possible dimension. In other words, regardless of the position and alignment of

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the cargo bay, it will always be measured between the extremes. The figure below
illustrates the measures:
Y 400mm
Y 400mm Y 400mm

Front view of the aircraft and their cargo compartments

This requirement will be checked during the Safety Inspection and / or after each valid
flight. If after the flight any dimension of the compartment is greater than this limit, the
flight will be invalidated. The team will be still able to make appropriate modifications to
the aircraft, subject to penalties under Section 6.9.

8.4 Center of Gravity Empty Aircraft

The center of gravity of the empty aircraft (empty and without fuel) should coincide with
the longitudinal center of the cargo bay volume. If this item is not met, the team can
make any necessary modifications, as appropriate, according Section 6.9 penalties.
The reason for this requirement is that the aircraft can safely fly in an event of a failed
the hopper seal and consequently dumping the load. The aircraft must be stable in the
case of gradual or sudden loss of water load, ie, it must fly safely even without load.
Attention: If this restriction described in this section is not observed, the team will not
be able to participate in the flight competition until the aircraft is corrected and evaluated
by members of the Technical Commission according to Section 6.9 (Modifications and
Nonconformities with the Project). A penalty is inherently associated with a change to
be made to fit the aircraft with this requirement.
The next figure illustrates this requirement:

The empty aircraft CG

Must be longitudinally
Centered with the cargo bay
volume

The maximum allowable variation for this restriction is about 50 mm.

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 8.4.1 Indication on Aircraft
The aircraft must have its center of gravity (CG) necessarily identified in the aircraft
(front and rear limits) through an adhesive or any other form that the team chooses. It is
suggested identification as follows:

Indication on Fuselage Indication on wing

The limits for the position of C.G. should be clearly marked on at least one plant of the
aircraft (Sec. 11.4), preferably in the 'three views'.
The aircraft CG position will be checked by the fiscals during the security inspection
(Sec. 10.1.3) at the safety inspection area (or near area) in two situations:

Empty aircraft (Cargo bay and fuel tank empty)

Aircraft almost already for flight (Cargo bay loaded and fuel tank empty)
In both conditions, the CG must be imperatively within the design limits

8.4.2 Lifting or jacking Point

All aircraft will be required to have a lifting or jacking point. The lifting or jacking point
must be located above the CG independent of the configuration of the aircraft and the
lifting or jacking point should preferably be above the CG. This facilitates the verification
of the CG position (as indicated in Section 8.4.1). The aircraft will be lifted or jacked for
this verification during the safety inspection that occurs before each battery.
Before the aircraft loading, the CG of the empty aircraft will be checked. After loading,
the new CG will be checked. If the aircraft has the C.G. outside the specified position,
the team cannot participate in the flight battery in which the discrepancy occurred and
must wait for the next battery.
It is MANDATORY for all teams in Advanced Class to develop and build their own
devices (tools, brackets, steel cables, etc..) that will be used to hoist or jack the aircraft
after loading the hopper. After loading the aircraft, the team must have these devices on
hands in a place close to the specific loading area (follow the fiscal instructions) and
check the CG position under a fiscal supervision. The procedure to lift the aircraft with
the fingers on the lower surface of the wing or elsewhere will not be adopted.
This check must be made even at the most critical loading condition (higher loads), i.e.,
the team must design the aircraft to be able to perform this check.

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Alternative check means may be proposed by the team, as long it is checked with the
devices designed for this purpose.
The next two figures show the verification of the GC.

Steel Cable
The balanced aircraft
Indicates that the CG is Lifting Point
Within the aft and
Foward limits

The balanced aircraft

Indicates tha the CG is
Whithin the aft and Jacking Point
Foward limits

8.5 Fuel and Fuel Tank

In addition to standard fuel, supplied by SAE BRAZIL (10% nitromethane), it is allowed
for the team to use fuel with different proportions of nitromethane. Tt must be a
commercial fuel (produced by an accredited company to do so eg. Byron) and
appropriate for the practice of modelism. In this case, must be provided by the team
itself.
The fuel tank must be accessible in order to determine its contents during the inspection
and to check all your connections.
The fuel may be pressurized by normal means or by the use of pumps.
The fuel tank will be drained and refilled before each flight by the competition
organization.
The tank will be fully filled with fuel independent of its size. If its proven a lack of fuel
during flight, the flight will be invalidated.
If using fuel other than the standard normally adopted by the competition, the teams will
be required to present the following items:

According to the dates described in APPENDIX 13, a "descriptive" (one page)
must be provided with the fuel specification (name, manufacturer, characteristics
and / or composition (% nitromethane, oil, etc..)) so the organization commission

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 can atestate that it offers no risk to competition. This "description" can be sent via
e-mail (see Section 6.7) or be attached to the Project Report. This "description"
does not count as a page of the report.

The invoice (copy) or similar document, referent to the purchase of fuel, must be
presented if the team is asked to. It is recommended that with the invoice, the
team also presents the specification of fuel as described above.
It is not allowed to use mixed fuels whatever that may be. If found any irregularity with
the fuel used by any Advanced Class team, they will be severely penalized or even
disqualified.
It is not allowed to use gasoline engines.

8.6 Electronics

8.6.1 Battery Packs

A pack of 1000mAh is the minimum allowed. The batteries can be recharged at any
time on ground, as long as it complies with the safety standards for each type.
The allowable batteries are:

Nikel Cadimium (NiCd)

Nikel Metal Hydride (NiMH)

Lithium Ion Polymer (LiPo): this one has stringent safety precautions due to risk
of explosion or flammability especially during the loading process or under higher
temperature (50 C (possible temperature inside the aircraft under strong sun)).
NOTE: The Polymer Lithium Iron (LiFePO4) batteries are about to be allowed to be
used in SAE AeroDesign 2012 but are still under study. Its use is conditional upon an
official notification by the Technical Committee via a message sent to the teams and
posted on the website. Only after written approval of the Technical Commission they
could be utilized.

8.6.2 Installation and Protection of Electrical Systems

The aircraft onboard systems, especially the flight control systems, MUST be installed
so they are fully protected against the load (water) contact at any stage of the aircraft
operation (loading and unloading flight).
The aircrafts in which the system(s) is(are) not installed properly, will not be allowed to
fly until a they are properly installed.

8.6.3 Flight Control Systems

The use of gyroscopes and of any automatic control system is allowed.

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8.7 Multi-engines Special
A report presenting a flight with one engine failed has to be sent by email (see Section
6.7) at the period presented in APPENDIX 13. It must have a maximum of five (5)
pages, detailing the theoretical analysis or at least one test with loss of the engine more
critical in the most critical flight condition. The team is responsible for identifying the
most critical condition, check out the necessary analyzes (considering the dynamics of
failure and the perception of the pilot), and how the test should be performed.
In the report presenting the critical engine fail, the team must demonstrate that the roll
and yaw control surfaces, are sufficiently sized to ensure that the aircraft is capable of
flying at a flight condition that meets all the items described in Section A.10.2.3.3 of
APPENDIX 10:
The aircrafts with more than one engine may only participate in the Competition if this
report is properly submitted.

8.8 Video of Flight

It must be presented a video showing clearly that the aircraft under normal conditions,
or with all engines, is safe, maneuverable and capable of complete at least one
complete circuit of flight. The entire flight (takeoff, landing and standard circuit) must be
filmed entirely (continuous shooting, free editing and good quality). The aircraft must be
visible throughout the flight.
The flight must obligatorily be performed with 50% of the maximum design load;
otherwise the video may not be accepted. This load must be clearly demonstrated in the
video. The purpose of this requirement is to check the behavior of the liquid load and
the slosh effect. It is important that the most critical condition is tested and
demonstrated by the team effectively and appropriately
Teams must post the video on the website www.youtube.com, and must send an e-mail
(Section 3) to the Committee containing the link to the video. It is essential that the
Commission be notified by email about the posting of the video (Section 3). Do not
send CDs or DVDs. The videos will be checked and evaluated only through the
YouTube.
The deadline for submitting the video of flight (via YouTube link) without penalty is up to
the date specified in APPENDIX 13. In case of delay in presenting the aircraft
OBLIGATORY Video of Flight, it will be deducted five (5) points per late day. If the team
presents the video up to the first flight battery, they will be penalized in 50 points (which
will be accounted for in the final score of the competition).
In this specific case of delayed presentation, the team can present the video of flight
during the Competition, for a member of the Technical Commission (yellow shirt).
Exclusively in this case, it will be accept a video not posted on the Internet, provided
that the team provide whatever is needed to view it.
Not presenting the video prevents the aircraft from flying in the presence of the
public, i.e., this aircraft will NOT be able to participate in the Flight Competition.

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8.9 Qualification Flights
The Advanced Class aircrafts may also be subjected to checks and pre-qualification
tests to ensure they are safe to fly during the competition, in the presence of public and
competitors. The teams will be notified in advance of the details of this test. For
planning purposes, the teams must be prepared to perform this test until the eve of the
Flight Competition, i.e.: up on Thursday, the day of the presentation of the projects.

8.10 Progress Report [Obligatory].

It must be submitted by all teams participating in the Advanced Class an additional
report entitled "Progress Report", which should clarify in detail the fulfillment of
required items by the list of "Requirements for Design and Testing - Advanced Class"
shown in APPENDIX 10.
For this additional report, required after the date of delivery of the Design Report, it is
expected additional information in more quantity and quality, due to the greater maturity
of the tests developed with the aircraft, compared to the period of preparation of the
design report.
The set of reports and information submitted as progress reports will be evaluated and
judged by some judges, who may score the work of teams in up to15 points. The
judging criteria is based on the quality and consistency of information sent and the
team's level of concern with meeting the requirements of APPENDIX 10.

8.11 Maximum Allowable Weight Advanced Class

The aircrafts must not have their total weight (empty weight + load) greater than 30kg. It
is the responsibility of the team, to respect this maximum value. If, after the flight, it is
found that the values of aircraft weight plus the payload (PV + CV) exceeds this limit,
the flight will be invalidated.

8.12 Takeoff Distance

The maximum length for the takeoff distance is 50m. There will be bands marking the
beginning of the takeoff and the limit distance of 50m. To start the takeoff, the aircraft
will be positioned with the main landing gear in the initial band. A takeoff valid is that in
which the aircraft takes off before the limit of 50 meters and no component touches the
ground until the moment of landing.
The initial point of taking off is always chosen to ensure the safety of persons present in
the environment of competition. In this case, the team has no right to contest the fiscals
on the direction of takeoff and initial position of the takeoff run.
The takeoff must be as "smooth" as possible. The pilot must maintain a small rate of
climb until it is the aircraft is far from the area of public and competitors. When the
aircraft away from this area, it can effectively "gain altitude."

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8.13 Scores Advanced Class
The score of each flight battery is the sum of the flight scores PVOO and PAC (described
in Sections 8.13.1 and 8.13.3) and the additional scores BPO , B RC , BTV and B AD
(described in Sections 8.13.4, 8.13.5, 8.13.6.1 and 8.13.6.2) as applicable.
The penalties (delay in delivery of radios (Section 6.11), lateral escape (Section
10.1.7.3), among others (APPENDIX 11)) will be taken of the final the team score.

8.13.1 Pay Load Ratio [For flight Battery]

The Advanced Class score assigned to each flight battery will be made as follows:
CP
RCP =
CP + PV
where:
RCP is the Pay Load Ratio, CP is the Pay Load in kg and PV is the empty weight in
kg.
The score will be calculated through:
PVOO = 8 * FPV * RCP * CP

where FPV is the factor for empty weight estimation, described on Section 8.13.2.

8.13.2 Empty Weight Estimation [For flight Battery]

Teams can get an extra 20% on flight score, based on the accuracy of the aircraft
empty weight estimation. In contrast, high errors have the effect of reducing the flight
score.
This factor is calculated by the following formula, with the Real Empty Weight and
Empty Weight Estimated expressed in kilograms (kg):
2 ,1
PV PVREAL
FPV = 1,2 12 abs ESTIMATED
PVESTIMATED
The minimum FPV for the Advanced Class is 0.5. If the value calculated by the team is
less than 0.5, the minimum value will be used.
It is extremely important and recommended that the calculation procedures used for
determining the empty weight as well as experimental methods are detailed in the
Project Report. It should be noted that the use of engineering processes for setting this
value is considerably more valuable in the evaluation of reports compared to "mere
estimations."
The empty weight must be properly presented in the draw that contains the "three
views" of the aircraft. This value MUST also be clearly stated in the Design Report. If
the team does not report this data on the draws (or report) it is automatically applied to

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the minimum FPV value. The value of the empty weight shall be inserted in the
Electronic Spreadsheet of Parameters and data (template) as described in Section 11.3.
Not sending the aircraft's empty weight automatically implies the adoption of the
minimum FPV mentioned above.

8.13.3 Accuracy [For flight Battery]

Additional points will be added based on the accuracy of the estimated payload. The
resulting score of "accuracy" is calculated as follows, with the calculated payload weight
and real payload in kilograms (kg):
1,75
CP CPREAL
PAC = 30 830 abs CALCULATED
CPCALCULATED
and since the term has positive value. Otherwise, the score is equal to zero (0).
Where:
PAC : Accuracy score

CPPREVISTA : Calculated Pay load (From the calculated payload graph)

CPREAL : Real Pay load (obtained from flight)

The "accuracy" will be calculated for all valid flights, respecting the curves present in the
graph of calculated payload. See Section 11.5.

8.13.4 Landing Distance until Complete Stop

The teams who make a valid flight (see Section 10.1.7.5), and complete land and stop
within a distance of 50m, 75m or 100m defined as a landing runway, will receive a
bonus as follows:

(4 n ) CP 2
B PO = 0 ,15 2
PV
where:
BPO = points obtained as a bonus for stop within a specified distance

CP = Pay load (kg)

PV = Empty Weight (without fuel) (in kg)
n = Number of consecutive sectors used for landing. A landing in two (2) consecutive
sectors represents a landing within 50m. Three (3) sector represents a landing within
75m and using all four (4) sectors represents the landing within 100m. When the aircraft
exceed the runway limit, no score will applied. The landing in one sector will be scored
the same as landing on two (2) sectors. In other words, it is only assumed the values 2,
3 or 4, as appropriate.

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Attention: The following restrictions must be observed in order to have a valid flight:
1. The brakes must be capable of being deactivated (released) without the need
to raise the aircraft from the ground and without direct human interference,
i.e., it must be turned off via its own radio control.
2. The aircraft must be able to roll on its wheels after stopping on the track and
release its brake(s). This check will be made by Flight Judge (yellow shirt).
Brake devices that prevent contact of the wheel(s) with the ground are no
longer allowed. The wheels should always be in contact with the ground
during landing and the stop of the aircraft.
3. Aerodynamic devices that may be used to stop (or help the stop) the aircraft
on the runway must be retracted remotely, i.e., by the radio control. The
aircraft must be in the takeoff configuration immediately after the stop and
brakes release or aerodynamic devices retraction.
Observations:
a) The brake system, if adopted by the team, must be clearly shown in one of the
draws in the Design Report (see Section 11.4).
b) In case of a break system jam after landing and if it is not possible to unlock it
using the radio system, the Technical Commission (yellow shirts) will judge the
situation and decide on the application or not of the landing score.
The points considered in the final score obtained by the team will be only those from the
better battery. This score WILL NOT be cumulative.
All the cases where the landing score is applied are shown in the figure:

Landing within 2
consecutive sectors (50m)

Landing within 2
consecutive sectors (75m)

25m
Landing within 2
25m
consecutive sectors (100m)
25m
25m

8.13.5 Chronometed Draining [for flight battery]

The opening of the cargo bay (or hopper) after each valid flight will be chronometed,
and bonus points will be given to the teams who can perform the complete operation
(i.e.: open the cargo compartment and remove (or drain) all the pay load in the default
container) in up to 120 seconds, according the following equation:

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 t 2
B RC = 10 1 if t <120 seconds
120

Where:
BRC : Score for time to remove (or drain) the cargo bay

t : Time, in seconds, to remove (or drain) the cargo bay, chronometed as stated below:
The score will be applied, since the term has positive value. If the load is not removed
within 120 seconds, the score is equal to zero (0).
See too the item A.10.2.2.2. Required item of advanced class.
For the bonus to be valid:
The aircraft should be placed on a standard table at the take of configuration. The
standard table is made using a residential door with approximated dimensions of 70 x
210 cm which is positioned at a height of approximately 80cm from the floor (the
measures of this table may vary according to availability). In the center of this table
(intersection of the diagonals) there will be a 200mm diameter hole. More details are
listed below.
The team may use any aids to guide the water flow, but the drainage should be done
only by gravity. There can be no form of pumping. The aircraft must remain on the table
with its landing gear (all wheels) in contact with the tabletop.
The team must provide their own container for collecting water drained from the aircraft.
It is vital that BEFORE the drainage, the recipient of the team to be weighed and
identified. The team is responsible for remembering the supervisor over the weight
of the container prior to drainage. If the container does not have their weight
determined before the drainage, this should be done immediately after the load
weighing and emptying the container. If the particular field in the flight battery form to be
filled with the empty weight of the container is not filled, the flight will be invalidated.
The drained water is stored in the container of the team, which is responsible for taking
it from the drainage site (tent in front of the operational area) to the weighing area (scale
specific operating inside the tent).
It is suggested that the container possesses a lid in order to prevent any loss of water
(payload). In case of rain, this MUST be capped after collection of water carried by the
aircraft (obviously not allowed to collect rainwater!).
Timed drainage procedure:
After the authorization of the timed drainage fiscal (or fiscals), the team member
selected by the team will be standing next to the aircraft (anywhere) must open the
cargo compartment (hopper) to start draining. The chronometers will be stopped when
the flow of water into the container is stopped by the same team member who initiated
the transaction and in two different ways.
Through a lid or a device on the team container,

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 By blocking the hole in the table with a cover or device mounted at the table
which will be installed by the Organization team.
The drainage time is that measured between the fiscal command to the begin the
operation and closure of the container of the team or closing the hole in the table by the
team member.
The aircraft will remain on the table throughout the draining operation. It is not allowed
to turn it to drain any residual liquid. Once closed the container (or table) it will be no
longer allowed to fill it with more water.
The cargo compartment of the aircraft must remain sealed after drainage and the
sealing used (whether it is) cannot be disposable, i.e., the cargo compartment should be
reusable without the need for maintenance.
It is forbidden the use of any cutting tool (scissors, knife or similar) to cut the cover or
any other component of the hopper, at the time of cargo opening. Any part or
component thereof must be able to be reused, so it cannot be destroyed in the opening,
even if unintentionally. The closure system of the cargo should be such that can be
reused without having modified characteristics.
For more detailed information, see the document: "Operating Procedures AeroDesign
SAE 2012" to be released.

8.13.6 Bonification for Embedded Systems

With the intention to encourage the use of embedded electronic systems, the Advanced
Class teams that choose to develop these systems will receive a bonus in accordance
with sections 8.13.6.1 and 8.13.6.2.
The developments must be authored by the team. The acquisition system can have
components commercially found, but cannot be characterized by a complete package
sold commercially. The system must be part of the aircraft, i.e., its weight will be
computed in the empty weight of the aircraft.
Details of the system and its operating principle should be described in the Design
Report and Progress Report Section 8.10.

8.13.6.1 Measurement of Flight Time [by flight battery]

The bonus for measuring the time of flight is characterized by the accuracy in
measuring the time of flight by a data acquisition system on the aircraft, with no external
aid. The system must have a display (display an analog or digital) on the aircraft, and it
is taken as reference for determining the flight time. If it is found that the team used any
kind of external aid for determining the flight time, it will be invalidated and the team will
no longer be eligible for this bonus.

abs(t SAA t FISCAL ) 1,5

BTV = max 0 , 20 1
10

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where:
max = Function that results in the maximum between the two input values
t SAA is the flight time in seconds measured by "Aircraft Acquisition System", determined
by measuring the time between takeoff and landing.
t FISCAL is the official time of measurement, in seconds, measured by the competition
fiscals using a simple chronometer and a visual check of the moment of takeoff and
landing.
The flight time is counted from takeoff to landing, as follows:

Trigger timer on takeoff  it will be done at the first moment that the main
landing gear leaves the floor. That is, even if the aircraft take a few "jumps" within
the valid takeoff distance (Section 8.12), it will be at the first loss of contact with
the ground that the fiscals will trigger the chronometers.

Interruption of timer on landing it will be done at the first instant that the main
landing gear touches the ground. That is, even if the aircraft take a few "jumps"
within the valid landing distance (Section 10.1.7.3), it will be at the first contact
with the ground that the fiscals will stop the chronometers.
The following figure illustrates these moments described above:

Chronometer stop

Takeoff start

Chronometer start

8.13.6.2 Data Acquisition during Flight (BAD) [by flight battery]

The team that opt for this bonification must record the flight data (known as parameters)
via an embedded system as described in the second paragraph of Section 8.13.6.
The teams who opt for this bonification can receive up to 30 points. The Scores
will be assigned based on the detailing of the system in the Design Report, the number
of groups and parameters recorded, and the recording quality.

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At first, for the bonus to be valid, the system shall provide the parameters time (t) and
"Weight On Wheels" (WOW), which indicates that the aircraft is in contact with the
ground or in flight. These parameters are required because they will be used as a basis
for comparison with the flight time measured by the fiscals (Section 8.13.6.1), ensuring
the quality of the recording.
Besides these two mandatory parameters, the team should select a few more based on
the table below. The selection criteria must contain at least two (2) groups. The number
of parameters for each group, and the maximum number of groups is the team choice.
It will not be accept parameters that are not listed in the table.
Group Parameter Abbreviation Unity
Time (OBLIGATORY) t s
-
Weight on Wheels (OBLIGATORY) WOW -
Angle of Attack () AOA
1
Sideslip Angle () BETA
Altitude Pressure HP
2
Calibrated Airspeed CAS m/s
3 Propeller speed RPM rpm
Elevator deflection ELEV
4 Aileron deflection AIL
Rudder deflection RUD
Roll rate P /s
5 Pitch rate Q /s
Yaw rate R /s
Load factor in X NX g
6 Load factor in Y NY g
Load factor in Z NZ g
Position in X XDIST m
7 Position in Y YDIST m
Position Z (heigh) ALT m
Attitude () THETA
8
Bank angle () PHI
The sampling rate must be greater than 10 Hz, i.e., at least ten measurements in a
second.
The Data must be submitted in the format ".csv" or ".xls". The parameters must be
recorded in separate columns, with one for each parameter. The first column shall
obligatory have the time data, the second column data from WOW, and the third column
on the discretion of the team. The first line must contain the variable name as the table
above.
The number of rows cannot exceed the limit of 65536 rows.
The data on the aircraft must be accessed through a personal computer of the team.
Recorded data shall be provided to the organization soon after the flight, during the
process of weighing the aircraft, via a USB stick, CD, DVD or other media.
The access, recording and any data formatting must be done within 10 minutes.

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9. Requirements Micro Class
9.1 Eligibility Team members
The MICRO CLASS is limited to undergraduate students in Engineering, Physics an
Technology areas related to mobility, check section 6.1, associated with SAE BRASIL.
To know about other courses, check Section 6.1.
Students who have graduated during the school semester immediately preceding the
Competition ARE NOT eligible to participate. It is mandatory that the documentation
regarding enrolment in the second semester of 2012 be sent until the deadline fixed at
APPENDIX 13.

9.2 Engine

9.2.1 Engine description

The airplanes of the Micro Class may only have electric motor propulsion engines. More
than one engine is allowed, and any the brand of engine may be used. Internal
combustion engines are prohibited.
The team must necessarily include, as an annex to the Project Report, documentation
of the manufacturer (s) engine (s) to indicate its main features, as well as descriptive
text about the modifications made to the engines. The total number of pages devoted to
this Annex shall not count as part of Project Report. See in APPENDIX 12 the
suggested location for this document.

9.2.2 Gear boxes, belts and propeller shafts

Gear boxes, belts and propeller shafts are allowed. The ratio between the engine and
the propeller can be different from one.

9.3 Payload
The Micro Class aircraft must be designed so that its payload is composed of tennis
balls, like Wilson Championship.

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NOTE: The Organization will not provide tennis balls to the teams. Each team is
responsible for purchasing their own balls. If the team can not acquire the tennis ball
specified, the Committee must be consulted about possible replacements. It will not be
allowed to use any other type of tennis ball without prior Commission approval.
The balls must be placed inside the aircraft so that no deformation occurs to them,
which means that the outer diameter of the ball must remain unchanged (approximately
6.5 cm). The arrangement of the balls can follow any pattern desired by the team,
however these should be placed so as to prevent moving during flight. There can be no
drilling or gluing the balls to fix them. The balls can not be joined together in any
way.
The payload will consist ONLY of the total sum of the weights of tennis balls loaded.
The weight of the load-bearing, fasteners and other components will NOT be
considered as payload.
NOTE: The standard weight of a tennis ball is about 57 grams. The ratio between the
payload and the number of transported balls must be something close to this (57 grams
per ball). If this ratio is considerably lower than this value, it will be adopted 57 grams
per ball, and the number of balls used for calculating the score will be determined by the
ratio Payload (kg) divided by 0.057, according the Microsoft EXCEL through the
expression ROUND (CP / 0.057; 0).

9.4 Assembly and Package requirements

The aircraft must be designed in such way that, when disassembled, fits in a
parallelepiped-shaped box, which may be easily transported by a person at the most.
The shipping box should contain all parts of the aircraft necessary to conduct a flight,
including radio, battery and receiver.
The aircraft should also be designed in such way that, from the shipping box, two
people would be able to set it up quickly. The aircraft must be assembled in the takeoff
configuration and be fully operational, except for the battery installation.
This assembly requirement is mandatory, all teams must obey it. Teams that do not
present themselves to this verification will be penalized in accordance with APPENDIX
11.
Teams will receive a bonus [single bonus] by their assembly time, only if this time be
lower than 3 minutes. The bonus will follow the equation bellow.

t 5
BMO = max 0 , 20 1
180
and:
max = function that results in the maximum between the two input values

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 t is the assembly time in seconds. If after assembling (after the timers have been
stopped) the inspector does not notice that the aircraft is in flight condition, which
means , missing the assembly of some component, the team can continue the
installation, and the inspectors will time the assembly of the new components. The time
to be computed in the equation above is the sum of all time periods plus a 10 seconds
penalty for each stop performed.

9.4.1 Shipping box requirements

The shipping-box must have a maximum internal volume of 0.175 m. This box is
defined as a parallelepiped, whose sides are to be orthogonal to each other, and the
measures of length ( L ), width ( W ) and Height ( H ) must match the inside dimensions
of the box (see APPENDIX 6).
It is recommended that the inside of the box is padded with foam (or similar material) to
protect the aircraft and have separation walls (partitions) or cavities to accommodate
their parts (or parts of the aircraft). The aircraft MUST be properly packaged and
protected for shipping.
The box should have not more than a carrying handle. The location can be determined
by the team.
It can be made of lightweight material, but it must be sufficiently durable to withstand the
wear of constant use and strong enough to keep its contents to fall out of the box.
The design of the access to the contents of the box is at the discretion of the team.
The box should be made by the team and its walls must be free from distortion or be
more flat as possible. The internal measures that will be considered are the ones that
present the highest values, or those which describes the biggest volume.
The engine battery must have a proper place inside the shipping box, ie, the battery
may NOT be pre-installed on the aircraft. The battery of the flight control system can be
pre-installed on the aircraft, according to the position defined in the project. If the team
chooses not to pre-install the battery from the flight control system, they should include
it in the shipping box, in its proper place, properly identified with a label or in a similar
way. During the display of mounting, the battery of the propulsion system is not going to
be installed due to safety reasons.

9.5 Electronic

9.5.1 Battery pack

For the Micro Class there is no minimum current specification for the battery, however
its sizing must be made in a way to comply with the required system loads, in a safety
manner.
The battery sizing, as well as the electrical diagram and sizing must be mandatory
demonstrated in the project report.

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The batteries may be charged at any time on the ground, as long as they follow the
safety standards for each type.
The types of batteries allowed are:
Nickel Cadmium (NiCad)
Nickel-metal Hydride (NiMH)
Lithium Polymer (LiPo): this battery has serious safety recommendations. Risk of
explosion or fire, especially during charging or in high temperatures (50 C (possible
temperature inside the aircraft under a hot sun)).
NOTE: The battery type Lithium Iron Polymer (LiFePO4) are about to be released to be
used in SAE AeroDesign 2012 but they are still under study. Its use is conditioned to the
occurrence of an official notification by the Technical Committee via message sent to
the teams and posted on the website. Only after written approval of the Technical
Commission they can be utilized.
Important:
 The aircrafts will NOT be able to use systems with Battery Eliminator Circuit, which
allows the use of a single battery pack to power the motor and electrical systems.
 The electric motor shall be powered by a dedicated battery, other than the battery of
the electric system. In the event of a "dry Crash" (total discharging of the engine
battery), the flight will be invalidated.
 For details about electric installations and extensions manufactured by the team,
check Section 6.19.

9.5.2 Flight Control System

The use of gyroscopes and any other automatic control system is allowed.

9.6 Video of Flight (bonus) and Qualifying Flights

In order to encourage the teams to test their aircraft exhaustively and train pilots, the
teams that submit a complete video of the flight (continuous shooting, free editing and
good quality), within the period specified in APPENDIX 13, will receive a bonus of until
15 points. After the deadline, will still be accepted to send videos of flights, but the
maximum bonus will be reduced by half a point per day of delay in shipment.
Example: Sending video with seven (7) days late  maximum subsidy = 15 - 7 x 0.5 =
11.5.
Teams must post the video on the website www.youtube.com, and send an e-mail
(Section 3) to the Committee containing the link of the video. The date to post the video
on the website will be counted for purposes of bonus. It is essential that the
Commission be notified by email about the posting of the video (Section 3). If it does
not, there is no way of knowing that the video is on the site.
Flight videos sent by CD and DVD will not be used for this. Only videos posted on
Youtube.

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Warning: the value of the bonus will depend not only on the technical quality of the
video, but also the possibility of seeing the flight characteristics of the aircraft as well as
the additional information sent in the video, for instance, weight of cargo in flight (or
number of balls), etc.. Sending the video does not guarantee an automatic bonus of 15
points. The video will be reviewed by appointed judges who decide the value of the
bonus. Note that it is a final credit, there being no protests regarding this.
Qualifying flights in Sao Jose dos Campos, on the eve of the competition, are not
required for Micro Class aircraft, however some teams that have not submitted the
video mentioned above, may be requested to submit videos demonstrating a full flight
(flight circuit default) at the discretion of the Technical Commission. In the case of failure
to comply with this request, the team will be penalized by up to five (5) points and may
not be allowed to fly in the competition environment. The demonstration of this flight
may be made no later than the day of the oral presentations (see APPENDIX 13) and
the video should be given to a member of the Technical Commission (yellow shirt) until
this very day.

9.7 Take off

Micro Class aircraft MUST take off through manual launch, freehand.

9.7.1 Freehand lounch [Mandatory]

The launch will be done by one person, freehand and without help of auxiliary
equipment which are not part of the aircraft. The motion for launch must be longitudinal
in the direction of flight of the aircraft. It is not allowed rotations in order to take
advantage of centrifugal force.
It is not allowed to use rubber bands, springs or any other type of equipment that, even
being part of the aircraft, provides extra propulsion, besides launching free hand.
There will be a marquee in the center of the landing track, in rectangular shape, 4m x
1m, with the largest dimension aligned with the runway. A person must make the launch
freehand without stepping outside the rectangle launch at risk of having the launch
invalidated by a member of the Technical Commission (yellow shirt) present on this
track. Touch the lines with a small part of the feet is allowed, as long as it is considered
an involuntary touch. The decision is unquestionable and irrevocable.
The aircraft will be launched towards the course, choosing the most convenient
direction to the wind.
The freehand launch of Micro Class may be slightly oblique to the axis of the track
4x1m, demarcated on the ground, since this launch is done preferably in the direction of
the lawn. Launch directed toward the public area or teams area is expressly prohibited.
Details about this launch are described in the "Operating Procedures AeroDesgn SAE
2012" to be released.
The pilot can accelerate (speed up) the aircraft still in the hand of the thrower, since him
is using a helmet, in addition to the EPIs required.

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Regardless of accelerating the aircraft in hand, or after the launch, the launcher will be
required to wear goggles, which will not be provided by the Technical Committee of the
competition and therefore should be provided by the team itself. Other protective
equipment are allowed and recommended.
After launch, the aircraft must be able to maintain level flight. It will not be allowed a
entirely downward flight, and if it occurs, the flight will be invalidated. More details may
be found in Section 10.1.7.1.2.

9.8 Aircraft Configuration Not allowed for Micro Class

Due to the risk associated with freehand launching, which is mandatory for this category
in 2012, aircraft in the pusher configuration (or the propeller positioned behind the
aircraft) will not be permitted.
Micro Class aircraft, due to the need of being thrown out and, as in most cases these
launches are made with full power engine, the proximity of the propeller in high rotation
with the arm of the launcher can cause injury (cuts), this could result in the interruption
of the Competition due to the exit of the local ambulance.
This decision was taken by the Technical Committee for the safety and good running of
the competition and therefore will not be accepted against arguments on this issue.

9.9 Score Micro Class

PVOO PAC BVC BRC
The score of each battery is the sum of the scores , FPV, , and
(described in Sections 9.9).
Only the highest scoring flight (score for the best battery of the team) will be counted in
final score.
Accounting for other penalties (delay in delivery of radios (Section 6.11), lateral escape
(Section 10.1.7.3), among others (APPENDIX 11)) will be applied on the final statement
of the team score.

9.9.1 Score per flight [flight round]

The Micro Class aircraft will be scored as follows:
The score is given by:

100 n B 5
PVOO = FPV (2,3 PV ) 1,2
n B + 17,5 PV nB
and:
FPV is the factor of empty weight as defined in Section 9.9.2

nB is the number of tennis balls loaded

PV is the empty weight in kg

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Note: For Micro Class, the empty weight ( PV ) is measured with the batteries
installed in the aircraft. They can not be removed for weighing the empty aircraft.

9.9.2 Empty weight prediction [flight round]

Teams can get an increase of up to 10% on flight score, based on the prediction
accuracy of the empty weight of the aircraft. In contrast, very high errors have the effect
of reducing the score obtained flight.
This factor is calculated by the following formula, with the Real Empty Weight and
Empty Weight Estimated expressed in kilograms (kg)::

FPV = 1,10 (8 abs( PVPREDICTED PVREAL ) )

3

The FPV minimum for Micro Class is 0.95. If the calculated FPV by the team is less
than this value, the minimum value will be used.
It is extremely important and recommended that the calculation procedures used for
determining the empty weight as well as experimental methods are detailed in the
Project Report. It should be noted that the use of engineering processes for setting this
value is considerably more valuable in the evaluation of reports compared to
estimates."
The predicted empty weight must be presented in the blueprint that contains the three
"views" of the aircraft. This value MUST also be clearly stated in the Project Report. If
the team does not report this data indicated on the plan (or report) it is automatically
applied to the minimum FPV . The value of the empty weight shall be inserted in the
Spreadsheet and Data Parameters (template) as described in Section 11.3. Failure to
send the aircraft's empty weight automatically implies the adoption of the minimum
FPV mentioned above.

Will not be accepted under any circumstances, corrections of this value after the date of
reporting. The empty weight must be provided during the design phase and it needs to
be sent in the spreadsheet (template) cited above and in the Report. Only values in the
CD and at the Project Report will be considered. If there are discrepancies between the
values, it will be considered the one in the template.

9.9.3 Accuracy [flight round]

Additional points will be added for the Micro Classes based on the exactness of the
useful load (payload) prediction. The score resulting from the accuracy of the
estimated useful load (payload) is calculated according to the following formula, with
the weights of the predicted useful load and real useful load expressed in kilograms
(kg):
1,75
nB nBREAL
PAC = 30 500 abs PREDICTED
nBPREDICTED

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and as long as the expression is a positive value. Otherwise, the score will be equal to
zero (0).
and:
PAC
: accuracy score

nB PREDICTED : Prediction of the number of tennis balls loaded (obtained from the graph
of load prediction)

nB REAL
: Real number of tennis balls loaded (by flight)
The "accuracy" will be calculated for all valid flights respecting the curves present in the
graph of load prediction. See section 11.5.
As the number of balls to be loaded is always an integer, the number obtained by the
equation shown in the graph of load prediction is approximated using the formula
ROUND of Microsoft EXCEL. It is suggested that the team evaluate the rounding
method used for this function.
Example: For a given altitude and density, the predicted outcome of load is 17.45 balls.
For the "accuracy" score the value used in Microsoft EXCEL is obtained through the
expression: ROUND (17.45, 0).

9.9.4 Bonus for shipping box volume [unique bonus]

The Section 9.4.1 defines the requirements for shipping boxes accepted in the
competition. However, the team will receive a bonus as great as the lower the shipping
box is designed.
This bonus will be calculated according to the equation, and will be counted only once
throughout the competition.

V 2
BVC = max 0 , 30 1 C
0.125
and:
max = function that gives the maximum value between two entry values

VC
is the internal volume of the shipping box in m.

9.9.5 Time to remove payload [each flight round]

The opening of the cargo bay after every valid flight will be timed, and bonus points will
be given to teams who can perform the complete operation (ie: open the cargo
compartment and remove the entire payload) within 15 seconds, obeying the following
rule of bonus:

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 t 0,7
BRC = 10 1
15 if t <15 seconds
and:
BRC
: Bonus because of the payload removal time
t : time, in seconds, of the payload removal,

The score will be applied, as long as the term has positive value. If the load is not
removed in less than 15 seconds, the score will be equal to zero (0).
For bonus effects, only one member of the team can make the opening of the load
compartment from an initial standing position, besides the aircraft which will be
positioned with the center of its load compartment in the center of the square marked on
the floor. For more detailed information, see the document: "Operating Procedures
AeroDesign SAE 2012" that will be released soon.
It is forbidden the use of any cutting tool (scissors, knife or similar) to cut the cover or
any other component, during the opening act of the cargo compartment. Any part or
component of the cargo should be able to be reused, so it can not be destroyed in the
opening, even if unintentionally. The closure system of the cargo should be such that
can be reused without having modified its characteristics.
The score will be valid in the case of total removal of the load of the aircraft. If after the
procedure of removal of load it still remains a tennis ball inside the airplane the
procedure will be considered INVALID, and the team will receive no points regarding
this bonus.

9.9.6 Reliability bonus [unique bonus]

In order to give benefits to teams whose project has great reliability, and that can do
more than one flight with plenty of load, the following bonus will be awarded:

(P P ) 2
BCF = 15 1 5 B1 B2

PB1
As long as the term has a positive value. Otherwise, the score is equal to zero (0).
And:
PB1 = total score of the best flight round.

PB 2 = total score of the second best flight round.

Warning: The team's strategy to maximize the value of this bonus should be based on
calculations of their own team based on the data present in the form of the flight round,
which is allowed to be photographed after the end of the battery.

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The processing of the scores of each flight round by the Technical Committee (which
includes the processing of all data and all categories) will follow its normal rhythm. It will
not be allowed any form of pressure from teams on the Technical Committee (and in
particular the judges of score processing) in order to accelerate the results. Teams
should seek to maximize reliability score bonus through their own means.

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10. Mission Requirements All the classes
10.1 Flight competition
In order to participate in the Flight Competition, the team must have met all of the
requirements of the Design Competition and already have flown the airplane. The team
must submit on the first day of the event, during the reception of teams, a statement
made by the teacher adviser, signed also by the school authority, certifying that the
airplane in the condition it was taken to the competition (after any significant repair has
been made) flew prior to competition (see APPENDIX 9). Will not be accepted the
statement made only by employees or other students.
The flight competition is arranged like shown in the diagram below, where each block is
explained in the following items.

Calling for
inspection
Not approved Return to workbench
Safety inspection
and wait for calling of
next round

Fuel supply
Approved

Queue to flight

Invalid Return to workbench

Flight and wait for calling of
next round

Removal of the fuel

Valid

Removal of the Wheighting of payload Measurement of

Payload and of empty airplane Airplanes

Other bonus Team score for this

and penalties round

The flow diagram of the operations shown above may change slightly depending on the
category Regular, Micro or Advanced.

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 10.1.1 Workbenches of teams
During all the flight competition, the teams will be allocated in the Tent of the Teams.
In this tent each team shall have only one workbench. Even though the team has more
than one airplane, the workbenches are limited on one for each team. On the
workbenches the teams can execute all the services that they need. It is the
responsibility of the team to keep your workbench and around ALWAYS clean.
Materials, parts and etc., CAN NOT BE LEFT ON THE FLOOR. Trash bags will be
supplied for the teams. It's all part of a campaign that began in 2010 against the FOD
(Foreign Object Damage). The presence of foreign objects into the runaway or taxiways
can cause serious damage to aircraft engines due to the ingestion of this foreign
objects. Because the competition is conducted in a taxiway, it is extremely important
that teams are aware of this fact.

10.1.2 Calling for the Safety inspections

The teams will be called like following:

For the three (3) first rounds , that are of qualifications (see section 10.2.1), the
teams will be called in the same order of score, in the other words, the first
placed is called first of all, next will be the second placed and so on until the last
placed.

For the competitions rounds, (see section 10.2.2), the teams will be called on the
inverse order of score, in the others words, the last placed will be called first, and
so on until the first placed.
1st round (qualification): direct order of the design score;
2nd round (qualification): direct order of the design score;
3rd round (qualification): direct order of the design score;
4th round (qualification): Inverse ordem of the design score;
5th round (qualification): Inverse ordem of the score updated until the 3rd round and so
on.

The teams will be called three (3) times to present themselves for safety inspections
and the interval between each calling will be five minutes. After the 5 minutes of the last
calling, fifteen (15) minutes since the first calling, the team is automatically out of the
round and must be wait for the next.

There will be no exceptions with respect to the calling order of the teams.
NOTE: It is the responsibility of the team, be alert to the call of preparation for flight.

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 10.1.3 Safety Inspections
The airplane must pass through the safety inspection before each flight. The safety
inspection is not penalized in points, but it can prevent the team from flying.
Micro Class: the teams should present themselves for safety inspections with the
airplane no loaded and should load the airplane during the inspection.

Advanced Class: the teams should present themselves for safety inspections (in
the safety inspections tent) with the cargo bay empty (without water) to execute
the procedures describes on sections 8.4.1 e 8.4.2. The airplanes should be
loaded after the safety inspection be realized at the area designed for it. After the
load of the airplane the procedures described in section 8.4.2 will be executed.
The Advanced class teams should have your own tools to load the airplane.

Regular Class: teams should present themselves for inspection with the cargo
bay empty and fully assembled with the support to perform the procedures
described in Sections 7.5.1 and 7.5.2. Attention: the loads type A and B should
be together and the cargo bay assembled and ready to be installed and locked
on the airplane.
For all the classes (Regular, Advanced and Micro), only two team member + the pilot,
can be present in the safety inspection (if the pilot is not a team member). If the pilot is a
team member, will be accepted only two (2) members (the pilot and one team member).
Will not be allowed the use of the competition weighing scale in any condition. The
weighting scale will be for use only of the fiscals. Exceptions are not appropriate from
the standpoint of operating to any team.

The safety inspections Will be divided in two different phases:

Pre-inspection: the teams will present themselves, they will place the airplane on
the workbench and will not touch the airplane while the checker does the pre-
inspection visually. The order of the pre-inspection is ensure that the airplane is
on a minimum appropriate condition necessary to start the inspection. If the
airplane is not approved on the pre-inspection, the team must return to
workbench and prepare for the next round.

Inspection: more complex items will be checked and if necessary, corrections
indicated by the inspectors may be held. Failure to comply with safety features
prevents the aircraft from flying. If repairs needed in the aircraft are on a large
scale, and the inspectors estimate that the team will take a lot of time in the
inspection (much more than the average of the others teams) may be decided
that the team returns to workbench and prepare for the next round. This kind of
preview is difficult to be made, the final decision will be made by the inspector
and it can not be questioned by any team. It is recommended, is this cases, the
inspector consults one member of the Technical Commission before return the
team to workbench.

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Only members of the Technical commission (Yellow T-shirts) will can decide not
approve an airplane on the safety inspection. The inspectors (gray T-shirts) can only
reprove the airplanes on the pre-inspection phase.
As the course of the competition, the technical commission will can be more flexible with
the time of inspection of the last classification round. In all of rounds, the goal is to meet
the criteria specified above to the maximum extent possible.
In the Manual of Safety Good Practices SAE Aerodesign 2012, will be provided a
copy of the checklist of safety inspections which can be verified the itens of pre-
inspection phases. It is suggested the teams use this checklist in own airplanes, in order
to do your own check on your workbench and attend the inspection prepared and ready
for flight.
The same document contains a series of recommendations and security solutions
known and may be approved more easily in the safety inspection.
The itens of safety inspection will be present at check-list, but other items may also be
checked as appropriate. If inspectors judge that the plane is not safe for flight, due to
the failure of the items of check-list the flight may not be authorized until all required
items are included.

It is prohibited:

Metal propellers;

Repared propellers;

Improperly mounted engine;

Sharp edges;

Use of any element made of lead (Pb). Bars of lead as load or as ballast to adjust
the CG are FORBIDDEN to AeroDesign SAE Competition. (If you need to use
ballast, they shall be of steel);

Small balance weight that are not appropriately fastened to the airplane
structure. Such elements are characterized as FOD, and its use is explicitly
banned in the area where the competition takes place. 'Leads fishing' are not
allowed to be used as ballast to adjust the CG;

Balance weight or any heavy part not appropriately fastened to the airplane
structure.

Spinner or sharp propeller fastener;

Radio equipment that is not protected against vibrations or interference.

Install the receiver antenna in direct contact with carbon fiber parts.

Freedom excessive elasticity in the commands. These are enough reasons for
the impediment of flight.

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Even using eletric engines, it is prohibited to Micro class airplanes realize the
engine tests in the safety inspection tent. There will be a appropriate place for
this, as is shown on section 10.4.1.
When a team is reproved in the Safety inspection, and after the problem's corrections in
own workbench, the team must show to the safety inspector the modifications or repairs
made.

10.1.4 Fuel
After be approved in the safety inspection, the airplane Will be taken to the fueling.
For Advanced class teams that use your own fuel, read the section 10.1.4.1.
For the Advanced class teams who choose to use fuel supplied by SAE, and also for all
the regular teams , the fuel is already available on the competition, with no more
responsability on the part of the team.
In the last editions of competition, the fuel supplied by SAE was a Byron 10%
nitrometano, because is a high quality fuel. This fuel will be the first option of the
Techincal commission, and the use only will not be if there is no availability in the
market, or if the financial is not enough.

10.1.4.1 Special Delivery Fuel During Competition

Advanced Class teams will deliver the fuel in the supply tent, ALL sealed gallons (or as
they were purchased) to be used in Flight Competition. These gallons must be labeled
with the number and team name, as well as the institution that this team belongs. This
identification can not be mounted on the label identifying the type of fuel.
The fueling and the removal of the fuel can be made by the team itself using its own
pump and under the supervision of a qualified inspector. IS NOT ALLOWED TO TEAM
REMOVE THE FUEL OR WITHOUT AN ACCOMPANYING OF THE INSPECTOR or
outside the appropriate location.
In the case of the fuel or remove the fuel be done by a inspector (may use only the team
bumb) is recommended tha the team be together during all the process is highly
recommended that the team closely monitor this process in order to assist the
supervisor of supply when necessary.
No caso do abastecimento ou desabastecimento ser feito por um fiscal (deve-se usar
somente a bomba da Equipe) is highly recommended that the team closely monitor this
process in order to assist the supervisor of supply when necessary.

10.1.5 Hold queue for flight

At this stage, teams will be queued, waiting to fly. The order of the queue will be
determined according to the order of the teams they've finished the previous phases
(inspection and supply).
At this moment, teams can not work in the airplane more.

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 10.1.6 Queue for Flight - Possibility of Load Review
Due to weather changes (pressure and temperature), the teams during their stay in the
queue, they may modify the cargo loaded, to fit better to the conditions near the time of
flight. However, some conditions are necessary for the revision of the load while the
aircraft is in the line of flight:

The load review may not be realized without a supervise of a inspector.

May there is

There must be at least three (3) teams in front of the queue to fly (excluding the
one that is already on runway to fly).

As the queue continued, if the time comes for the team that is reviewing the load,
and she is not ready, this team will be automatically removed from the battery,
and should return to their workbench and wait for the next call to the round.
Teams must follow the explicit guidance of the inspectors and especially members of
the Technical Comission (yellow shirts) during their stay in the line of flight. Only one
member of the Comission may interfere with the order of this queue.

ATTENTION: In the case of aircraft of the Advanced Class, the revision load will be
allowed ONLY for small adjustments, in others word, will not be allowed any team to
make this category of water leakage in the line of flight. This can be withdrawn from the
compartment if it is a manual pump or via siphon and only through the same opening
that is used to supply. Dumping the water load in the line of flight, involuntary or not, will
result in a penalty to the team responsible for what happened, as described in
APPENDIX 11.

10.1.7 Flight

10.1.7.1 Valid Takeoff

10.1.7.1.1 Takeoff
Each team,Regular and Micro Class, will have up to three (3) minutes to take off from its
call queue for the runway. In the case of Class Advanced this time is up to five (5)
minutes. Within the regulation time for each category, the team may have up to three (3)
attempts to take off. If the team is not ready for the flight when requested lose his time,
having to wait until the next battery to fly. Any interruptions can happen (aircraft
operating at the airport) making the attempt is interrupted. A new count is started after
the release of the runway.
The airplanes must takeoff in a region demarked in the takeoff runway for each class
(see section 7.10 for regular class and 8.12 for Advanced class and section 9.7 for
Micro class). The runway width is 10m in general, but more details will be effectively
displayed in the "Operating Procedures - SAE AeroDesign 2012" and at the time of
competition.

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The initial position of the plane is the main landing gear brand in the starting line on the
runway as shown in the figure below for each set of landing gear.

The airplane must takeoff into the maximum distance defined so the attempt is invalid.
The lines are marked off by the judges of the track of the Technical Commission. These
lines are the lines of demarcation for official takeoff, whether precisely the distances of
Sections 7.10, 8.12. The strip width is the area of uncertainty.
The figures below show the wheels of the landing gear at the last minute touch with the
ground and after the plane had taken off completely (being held by the wings). The
white band represents the maximum takeoff. The flight is considered valid if the aircraft
is clearly in the air before the track. If the aircraft does not take off until the limit of the
distance (right figure) the flight is considered invalid.

Note: The general airplanes, taking off near MTOW, may passing close to the grass
during the ascent. This event can not possibly invalidate the flight provided that during
this low pass the aircraft obviously do not touch the ground or has changed his attitude
or direction as a function of touch. When the aircraft only "licks" the grass, no change in
their flight path happens. The decision on the validation of the flight or not, it will be only
to Judges that are in the runway (shirts yellow) or members of the Technical
Commission (yellow shirts) who witnessed the fact.

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If the plane in flight indicate that controllability is not adequate or that it has structural
problems may be banned from flying in the following batteries.
10.1.7.1.2 Valid launch with his hand [only Micro Class]
Each Micro Class team has 3 minutes to stand in the center of the rectangle to launch in
the sense that it is more convenient, as Section 9.7.1.
The rectangle of launch (area allowed for the launch of Class Micro) will be marked on
the track and have the dimensions of 4 x 1m. Are two rectangles with the measures
listed, one for each direction of takeoff.
The aircraft shall demonstrate that it is able to maintain level flight. For this, after launch,
the pilot shall maintain flight in front (toward the launch) on the trail to the 50m mark
(runway classes Regular and Advanced). When crossing the 50m mark, the pilot will be
authorized to start a turn, continuing the circuit pattern 360 (Section 10.1.7.2).
If after launching the aircraft can not maintain altitude and touch the ground with any
component, the flight will be invalidated, even if she regains altitude immediately. If the
aircraft lost altitude and "landing in front", and still time left, further attempts to launch
will be permitted, subject to a total of three (3) attempts
The launch of the hand of Class Micro may be slightly oblique to the axis of the runway
marked on the ground, since this release is made toward the grass. Launch directed
toward the public or area teams is expressly prohibited.
Further details on the procedure for launching and flight range of about 50m will actually
be shown in the document "Operational Procedures - SAE AeroDesign 2012" and at the
time of competition, with all the pilots briefing before the first round of competition.

10.1.7.2 Circuit pattern in the Air

The aircraft, taking off into the distance or thrown by hand, in the case of Micro, must
make at least a 360 degree turn and then land.
There is no limit on how many laps you can make the plane before landing, provided
there is no fuel drought or crash and conflict with the defined airspace before the
competition.
Note: The available airspace that is regulated by the document "Operational
Procedures - SAE AeroDesign 2012" and is based on safety standards for flight "model
airplanes". These should be strictly observed. The flight outside the defined limits may
result in disqualification of the team. The definition of "flight box" can be seen in the
"Operating Procedures" and will also be made during the "briefing" before Flight
Competition.

10.1.7.3 Valid landing

The airplane must land within the area designated as a landing zone 100 meters long.
"Touch and go" are not allowed. If the pilot need to go around this should do it with the
aircraft in the air. A crash invalidates the attempt. A landing is defined as a valid touch
demarcated within 100 meters, taxi and stop (no length limit). The width allowed to

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touch, stop running and will appear in the "Operating Procedures - SAE AeroDesign
2012" and also at the time of competition. The initial touch of the airplane on the ground
must be within the area designated for landing, but the taxi to stop may be beyond the
runway. If the aircraft exceeds the limit longitudinal landing area, he must do so taxing,
that is, with at least one wheel of the main gear touching the ground.
Zig-zagues, unexpected taxi curves, e oscillating lands (landings like Boeing or
jumps) are not allowed, but its not recommended.
The criterion to validate the landing (inside the marked area), is defined as:

If after the stop, the C.G. of aircraft is within the defined area, the flight is valid.

If after the stop, the C.G. of aircraft is outside the defined area, the flight will not
be valid.
The runways inspectors will judge based on this criteria. The word of the inspector shall
be final and irrevocable. In cases considered most critical is to consult the members of
the Technical Commission in order to define a final decision.
When the aircraft leaving the runway side, the team will have the option to validate the
flight, getting a penalty of 20 points. This penalty is cumulative, and will apply each time
the team choose to validate a flight to "side scape". That is, a team that you want to
validate two flights that escaped the side of the landing, will be penalized 40 points. This
option to validate the flight receiving the penalty is the responsibility of the team, that is,
the team should notify the inspector of their intentions, otherwise the flight will be
considered invalid by the inspector (default option for teams who do not manifest).This
option is only valid for a break in the landing side, and is not valid under any
circumstances during takeoff.

10.1.7.4 Airplane condition after landing

The plane should take off and land with all original parts (ie those defined in the project)
to receive the points of the attempt. The plane must land with the same parties that took
off, therefore not allowed to dispose off shares in (or before) or at any other time of the
flight. All parties should remain fixed on the plane to a landing valid, except that the
propeller can be broken by contact with the ground.

a) Conditions of the aircraft (or events) that invalidate the flight.

Ruptured or broken parts, even if they remain attached to the aircraft, invalidate the
flight, ie, elements that break down completely and that by means of cables or wires
remain "attached" to the aircraft structure, DO NOT WARRANT THE VALIDATION OF
FLIGHT.
The loosening or failure of a wheel (whole or in part), an axis or any number that has a
function and the original aircraft descaracterize or does not enable (or affect) a flight
without the subsequent need of repair, it invalidates that flight. We do not accept
discussions about the possibility of later flight without any of the elements which fit
above. For example: a "flat tire" (or "o-ring" loose), or a wheel excessively deformed or

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damaged item is considered "no-go" for the next takeoff, because it prevents or at least
affect the controllability on the ground during runinng and therefore must be repaired.
"Doors" of the cargo compartment, fasteners servants actuators or other components
that are critical and which are detached from the aircraft, invalidate the flight
b) Conditions of the aircraft (or events) that NOT invalidate the flight.
Wood chips (wing tip for example), small pieces of coating (eg, Monokote ) or other
small element that is definitely not descaracterize and / or compromise the structural
integrity of the aircraft and does not affect the safety to the next flight does not
necessarily invalidate the flight. Cables broken rigging, provided that the aircraft
together with one of its ends, can not invalidate the flight. The final word on the
invalidation of the flight or not, in a situation of this nature, will always be a member of
the Technical Committee (yellow shirts). It may be a Judge of runway (yellow) that is
close to the event occurred and has accompanied the flight. The decision of this judge
shall be final and irrevocable.
c) Deformations in landing gear that are acceptable and NOT invalidate the
flight.
Deformations in the legs of the landing gear (main or nose) are permitted provided that
immediately after the stop and without a team member touches the aircraft, it can be
moving easily by an inspector (or a member of Technical Committee) to along at least
two (2) meters. If this moving is possible without dragging on the ground the aircraft, the
flight may be considered valid. If the aircraft present deformed or broken wheels prevent
rolling on the ground, the flight will be invalidated. The moving does not necessarily
need to be made straight, but you can not drag or apply force to perform this rolling. We
reiterate that the loss of "o-ring's" or excessively deformed or damaged wheels
invalidate the flight.
After the full stop of the plane, a team member who is in the role of 'mechanical Runway
"or even the pilot of the team may not exceed the area bounded to fly (or run) until the
plane is completely stopped. Even after the full stop, no team member may be less than
two meters of the aircraft until the inspector has come to track aircraft and inspected the
integrity of it. If this rule is not obeyed, the flight may be invalidated at the discretion
Judge of the Runway (yellow).

10.1.7.5 Standard Flight (Flight totaly valid)

A flight is considered valid when the takeoff is valid (Section 10.1.7.1), the circuit pattern
is performed (Section 10.1.7.2), the landing is valid (Section 10.1.7.3) and the
conditions of the aircraft after landing are in agreement with Section 10.1.7.4.

10.1.8 Defulling
All teams, regardless of effecting valid flight, must remove the fuel from the aircraft
immediately after the flight.
The removal of fuel weighing and determining factor EE may be made by the team, but
ONLY WITH RESPONSIBLE FOR MONITORING THE INSPECTOR AIRCRAFT. IS
PROHIBITED WITHOUT THE REMOVAL OF FUEL DUE UP. This procedure aims to

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facilitate the logistics of the competition by preventing the aircraft to return to the tent to
remove the fuel supply and handling of fuel in areas not reserved for this purpose.

10.1.9 Removing Payload

The team will remove the payload of aircraft for weighing.
NOTE: open the cargo bay of the aircraft without the permission of a judge invalidate
the flight.
For the Regular Class see Section 7.11.6 regarding the bonus. For Class Micro, see
Section 9.9.5. For Class Advanced the water load is removed (drained) as Section
8.13.5.

10.1.10 Process Weighing

The planes of the Advanced Classes, Regular and Micro will make the aircraft empty
weight and payload. In the case of Regular Class load to be weighed must be
segregated (separated) conforms described in Section 7.6.2.
Flights invalidated can not do the weighing. Eventually the Technical Committee may
require the weighing of a flight is not validated to make up the database used during the
preparation of new rules.
The team will be granted no authorization to carry out the weighing of the aircraft and /
or weighing the load, outside of the normal battery.

10.1.11 Dimensional Scanning and Cargo Compartment

The Regular Class aircraft and who have their flights Micro valid may be re-submitted to
the verification process dimensional as described in Sections 7.2.1 and 7.2.2 (Regular
Class) and 9.4.1 (Class Micro).
It is the responsibility of teams to ensure that the external and internal dimensions of the
aircraft conform to the project and with this Regulation, not to apply penalties and
invalidations flight, as appropriate and Class in which the team competes.
Eventually the Technical Commission may request the measurement of a flight is not
validated to make up the database used during the preparation of new rules.

10.2 Structure of Competition and Flight Rounds

The competition is structured in flight rounds, each round matches the one that each
team will attempt to fly. The rounds are divided into sorting batteries and competition, as
follows.

10.2.1 Classification Rounds

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The airplanes, during the rounds classification, must flight with a minimum mass of 4.0
kg (Regular Class) or 7.0 kg (Advanced Class). For the Micro Class, the minimum
number of tennis balls to be loaded must be equal to or greater than 17 times the empty
weight (EW) (kg) of the aircraft with batteries installed. The value is rounded by the
following expression for Microsoft EXCEL: ARRED(17*EW);0).
No flights are allowed below the loads on each qualifying category. If, after a flight valid,
the heavy load is less than the rating team will be penalized as APPENDIX 11.
Attention: For the Regular Class at maximum load to be transported during the battery
rating shall not exceed 7 kg. If the load exceeds this value loaded, the score will be
calculated considering a payload of 7 kg.
This flight classification may be done in any of three rounds of classification of the first
day (or up to 2 days) of flight competition will be knockout, in other words, the teams will
have at most three likely being that now classified into one of only three chances to fly
back in the rounds of competition. After three rounds of classification, in later day
(determined by the number of remaining teams) flights will be dedicated only to
classifications rounds.
If you can not do all three rounds of classification in the first day of competition, these
will be finalized no later than the end of the second day of flight. The third day will be
dedicated to the only competition where round are only eligible to participate in teams
classified into one of three rounds of classification. Ideally, classification rounds occupy
at most 50% of the competition flight time, ie, one and a half day. Each team will have
up to three chances to qualify. Not getting into any of these three chances, this can not
continue in the competition. If you can qualify on the first round of classification, this
team will return only to fly in the fourth round (or the first heat of competition). The same
goes for those who classify themselves in the second round of classification, ie, they will
not fly in the third heat rating. These three rounds of classification are dedicated
exclusively to provide teams, effective up to three chances to qualify.
The flight will be scored classification.

10.2.2 Rounds Competition

Only classified aircraft can fly in the batteries of competition.
Demonstration flights of any kind, even though the teams not ranked, are not provided
due to the large number of participating teams. The intention is to achieve the greatest
possible number of rounds.
As the time available for the end of the competition, a final round with the first placed
can be performed.

10.2.3 Final round (Best placed)

It is not always possible to perform complete rounds of all categories or after the
competition, ie, all classified teams. Thus to ensure maximum competitiveness among

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the teams who are in leadership, there may be a round between the finalists. The
number of teams accepted this battery will be determined by the Technical Commission
of the competition based on points accumulated so that no team with a chance of
winning the competition has been left out.
However, there is no guarantee on the part of the Technical Commission of the event
that this round is made. The time available for the final proof is the criterion used for this
decision. Further details on this item see the document "Operational Procedures - SAE
AeroDesign 2012."

10.3 Alterations and repairs

The original design of the plane as shown in the Project Competition can be repaired
during the course of the competition. However, the plane will reach the final with their
original parts (or replaced by replacement parts identical to the originals), with the
exception of the propeller, engine, servos, radio and landing gear components that can
be replaced or exchanged at any time .
The engines of the top five in the Competition (Regular Class) will be dismantled,
revised and checked for changes at any time during the competition or after
competition.
Replaced parts, mentioned above, should be identical to the original, except for the
propeller. Any change from the original design must be informed of the Technical
Committee as indicated in Section 6.9.
For the Advanced Class is expressly forbidden in the repair parts or sets of primary
structures such as:

Wing Spar

Boom ou Tail-boom of fuselage

Horizontal Stabilizer Spar

And others, depending on the airplane.
In case of crash, the aircraft will only be permitted their participation again if the part or
assembly is replaced with an identical one and after the aircraft be thoroughly checked.
The coordinator of fiscal security MUST be informed when the repair or replacement of
any component of the aircraft. The information may not result in severe penalty to the
team.
Changes may be made only with the permission of the judges to meet the changes
required by them during the safety inspection.

Note 1: Any change (due to repair or not) in relation to the original design must be
declared, and eventually will be permitted subject to penalties determined by the judges.

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Note 2: Aircraft Advanced Class, even those which have, fulfilled all the "Minimum
Requirements" as defined in APPENDIX 10, may not have primary structural parts
changed under any circumstances except if the modification has been requested or
approved by a judge of the Competition and / or Inspector Security experienced in the
Advanced Class. Eg: a spar or a torsion box of a wing can not be modified without your
project has been requested, or without prior authorization of a judge of the Competition.
The use and addition of coating material, tape, glue, small screws or rivets and
components (or increases) internal structural repair are not considered design changes.
The replacement of parts identical to the originals for any part of the plane is allowed.
So the team is allowed to take an second airplane (reserve).

10.4 Tests in specific locals

10.4.1 Softening and testing of engines

Will not be provided fuel for test flights or softening of the engines. Teams must use
their own fuel. In the competition, there is a reserved area for this purpose. More
information about this area can be found in the "Operating Procedures - SAE
AeroDesign 2012."
Teams, when softening the engine must always remember to security concerns, in
order to maintain the directions tangent to the propeller free, no point for any person.
Failure to comply with this requirement provides a picture of risk and may result in
warnings and / or penalties.
Micro-class engines, even if electric, should also be tested in the same location
appropriate.

10.5 Score
The preliminary release of the score will be performed at the time of the award
ceremony on the last day of the competition. The final score will be posted to the
website of SAE BRAZIL on the Internet and sent to the teams, within ten (10) days after
the competition.
The overall score is calculated as follows:

10.5.1 Design Competition

The Design Competition will be scored according to the following criteria:

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Report, Plans, Graphic of payload: maximum 185 scores;

Oral presentation: maximum 35 scores.

10.5.2 Flight Competition

The sections corresponding to the scores applicable to each class are:

Regular Class : see Section 7.11;

Advanced Class: see Section 8.12;

Micro Class: see Section 9.9.
In each of these sections there are subsections for each type of score. Some of these
subsections are classified into two types (as detailed in the title of each):

[to flight round] Scores are not cumulative. This means that each round has
its own score. The score used in the final classification is the best round, or one
with more points.

[single bonus] bonus are awarded only once throughout the competition and
will be added to the final score.

10.5.3 Penalties
Some penalties are presented in the tables of APPENDIX 11, but as appropriate, other
penalties may occur.

10.6 General Conduct and security

In the event of non-sporting conduct, the team will initially receive a verbal warning or
written by the Technical Commission. A second violation may result in severe penalties
or even disqualification of the team.
The organizers, judges or inspectors will may prohibit any flight of any aircraft deemed
unsafe until these conditions are changed and the airplane has been thoroughly re-
inspected by the judges or inspectors.
Safety rules for the Flight Competition will be exposed to all participants throughout the
year and before the Competition. However, any action that is considered by organizers
as unsafe, even if not sanctioned by the safety rules will be subject to penalty under
APPENDIX 11.
Regarding the operational aspects, as mentioned above, the Technical and Organizing
Committee is preparing the document entitled "Operating Procedures - SAE
AeroDesign 2012" in which a priori be inserted the following items, not necessarily in
this order:

Important aspects concerning the design competition;

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Getting Started Competition Flight.

Description of the procedures used during the Flight Competition.
o The dimensional checks;
o Quickly removing of load;
o Weighing the cargo and the aircraft empty;
o Among the other.

Important aspects regarding the Layout;

Rules Movement of Aircraft;

Score partial and final;

Among other...
The deliberate violation of any safety rule will result in immediate desqualification of the
team.
Discussion or disobedience to any judge may result in a warning or even the elimination
of the team. Members of the Technical Commission are prepared and willing to resolve
any questions (or problems) that perhaps are being experienced by some team (or team
member).
It should always remember that all Judges and Inspectors are volunteers and are
dedicated hard to ensure a successful competition for ALL involved: Teams, Sponsors,
Public, etc.. We count on the cooperation of everyone to ensure the success of the 13th
SAE Competition AeroDesign.
The contest organizers reserve the right to change the setting, as well as interpreting
the rules of the competition at any time through your own judgment in order to improve
operational efficiency and safety in the event or competition. We expect everyone to
understand if this becomes necessary.
Important notices:

NOT be allowed under any circumstances, SMOKING in public areas of the

competition because of the risks to safety and health problems that smoking can
cause. Smokers should look for areas RESERVED A SMOKING. Such areas will set
the layout of the Competition. See "Operating Procedures - SAE AeroDesign 2012." It
should be remembered that the food court is also considered an area of competition.

It will not be permitted intake of any alcoholic beverage or any illegal chemical in
the environment of competition. This rule applies throughout the Competition at any
stage. Any violation of this rule may result in immediate expulsion of all team members
from the same school, not just the team that failed. This applies to team members and

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coordinators of the school. The Technical Commission of AeroDesign asks everyone to
collaborate in this regard.
It is understood as an environment of competition any site layout set for the AeroDesign
(which is shown in the "Operating Procedures - SAE AeroDesign 2012") as well as
throughout the DCTA (which is a military area). The whole celebration (associated with
the consumption of alcoholic beverages) is "allowed" provided that it is made in
appropriate locations, outside of the Competition, and preferably at times that do not
interfere with the Contest.
The Technical Commission asks parsimony in the use of sound equipment, because if
such equipment is very powerful, they can affect the ability of teams to the
understanding of important notices or calls to the rounds. The use of systems of smaller
"micro systems" (sound power level of up to 70 dB) is permitted, provided they do not
prevent the teams around, listening to the calls made by the sound of the Competition.

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11. Report and Presentation - All Classes

Competition AeroDesign The SAE is divided into two parts:

Design competition

Flight competition

The Flight Competition, described in detail in the previous chapter (Chapter 10), prove
the actual capacity of the aircraft built.
In Project Competition, the team will present their project justifying the decisions taken
and the calculations used to design the aircraft and the prediction of maximum payload
that can be charged for the flights. This part of the competition is before the Flight
Competition.

11.1 Design competition

The Design Competition is divided into four parts:

Technical report of design;

Plans and technical drawings;

Prediction of payload (Graphic)

Oral Presentation
The total score for the design competition will be 220 points.
Of this total, 185 points will be allocated to evaluation of the report, plans and graphic
payload. The score is subdivided by area of concentration as follows:

Design and plans 40 points (30 + 10: design and plans)

Loads and Structures: 35 points (30 + 5: report and plans)

Aerodynamic: 30 points

Performance: 30 points (25 + 5: report e grafic)

Control and Stability: 30 points

Eletrical design: 20 points
The content and quality of the report, plans and graphics will be evaluated within these
scores. Creativity and innovation will also be assessed consistently within each of these
disciplines.

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The Oral Presentation will be worth 35 points.
The minimum score for Design Report and Oral Presentation is zero. That is, if by
chance, the penalties applied to team result in some negative points, it will be corrected
to zero.

11.2 Design Technical Report

11.2.1 Send of report

Each team must submit five (5) copies of the Design Report and a CD with the
electronic copy of this report (in ".pdf", see Section 6.7), detailing the methodology,
calculations and results of the design to the address described in Section 3.
The report may contain:

Description and / or demonstration of the solutions adopted by the team to define
the configuration chosen for the aircraft. Interestingly, the Conceptual and
Preliminary Design are well founded. Multidisciplinary optimization processes to
define the best aircraft in the rule are encouraged by the judges who evaluate
this course.

Consistently detailed description of the methodology of calculation and analysis
of active efforts in the aircraft structure or calculation of charges, and correct for
the later development of the structural design of the aircraft.

Methods and results of performance analysis, calculation of stability and control,
and aerodynamic calculations of the plane.

Detailed description for the maximum payload to be charged depending on the
density altitude. This description will be complemented by a graph representing
the predicted maximum payload depending on the altitude-density (see Section
11.5).

Detailed description regarding the electrical design and analysis developed by
the team of electric charges by the servants of the control surface actuators.

Any static analysis or dynamic assessment (test or trial).

Any idea innovative or unique design.

Analysis of loads and effects of the launch by hand (micro class) if it is of interest
to the team
Instructions should not be included in construction Design Report.
The way of manufacturing the aircraft can be visually explained in plants.
Descriptions of innovative or unique manufacturing of aircraft and the use of high-tech
materials may be included.
Regarding sending the CD containing an additional copy of the report in "pdf" this shall
be sent together with the reports (on consignment). Additional files can be recorded on

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the CD if the team wish, but these DO NOT form part of the evaluation process. These
additional files can be historical accounts, photos, footage and details of day-to-day
design, construction and testing of aircraft and components. These files are used to
help the Technical Commission of the competition to take note of the difficulties and
progress of the teams in order to develop new rules.
In case of international teams, the report COMPLETE (with plans and graphic
"pdf") MUST be sent only via email. Ask to the international teams that DO NOT
SEND CD's or DVD's in the same batch of reports. See important note below
(Section 11.2.1.2).
It is also suggested that within the packaging of the reports should include a copy of
proof of mailing in a small envelope to facilitate the identification of the date on which
the shipment was sent.
Reports submitted (whether on paper or "electronic") are considered by the Technical
Committee classified material where access is guaranteed only to the Judges
AeroDesign.
IMPORTANT: The electronic copy of the Design Report will be used for
evaluation. Such copies will be treated as mentioned above, with the utmost
secrecy.
It is mandatory that teams send all the files that are part of Design Report on "pdf"
format. It is essential the electronic receipt of the following items:

Complete report with cover (showing identification team, components, and
school) summary, etc.(send in "pdf" format).

Payload graphic. (send in pdf format).

Drawings (all plans required). (send in pdf format or .jpg).

Additional Documents for Classes and Advanced Micro. (send in .pdf format or
.jpg).
These can come in a single file or split into several files, since the file names no longer
clear interpretation.
Attention to resolution used for send the drawings. These should be visible in all its
details. DO NOT send drawings "dwg", "dxf" or some other format. These will NOT
be displayed and will be penalized as not sending the drawings.
It is even all files on the CD are named in order to easily identify the number and year of
team competition without the need to open the document. Example: the 99 Team it is
suggested to name the files as "99 Report_2012.pdf", "99 Plants_2012.pdf", "99
Data_2012.xls").
In drawings, when separated, it is recommended to be named after the design feature
("99 Three Views Aeronautics_2012.pdf", "99 Fuselage Detail_2012.pdf")
These reports sent electronically are always important for the development of new rules
and improvements for future competitions.

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It is the purpose of the Technical Commission, to return during the Contest, ALL five
copies of the reports sent by teams. These copies will not necessarily be returned with
any comments or opinions in writing. These should be taken at the Forum (if applicable)
or in the Competition.

11.2.1.1 Important recommendation

To improve and facilitate the internal distribution of reports + CD suggests that these
are shipped in plastic containers only, mainly in consignments containing the reports of
only one team.
The use of cardboard boxes is less desirable because they need to be inspected for
internal release which makes more difficult the start of work distribution and evaluation
reports.

11.2.1.2 International Teams Important Notices

Complete Reports (with drawings and graphics) MUST be sent by e-mail, according to
Section 6.7. Send drawings also in 'pdf'.
DO NOT SEND CDs (or DVDs) in the same batch of reports, otherwise there will
be charging tax on this shipment and so it will not be received and therefore the
reports could not be evaluated. Identify external packaging only post with the term
"Technicals documents".
In previous years, shipments identified differently or CD's that contained within it were
received late and the tax charge, causing difficulties in receiving and evaluating reports
from some international teams.
For the case of videos to be subsidized teams should post the video on the website
www.youtube.com, and should send an e-mail (Section 3) to the Commission
containing the link to the video. See Section 7.8 (Regular Class) and Section 9.6 (Class
Micro).

11.2.2 Bonus for Notice of Submission of Reports [bonus single]

Teams that send to the e-mail (Section 3) confirming the sending of five (5) copies of
the Design Report along with proof of transmission will be scanned at up to 2 bonus
points. This bonus is valid only for sending the shipment of the Design Report and the
teams that send e-mail within two weeks after the date of sending mentioned in
APPENDIX 13.

11.2.3 Report Format and limitations

The report should contain a maximum of 37 pages for Regular Class, 35 pages
for Micro Class and a maximum of 45 pages for the Advanced Class.
The number of pages is considered excluding a cover , a copy of the statement of
responsibility (whose presentation is MANDATORY bound in the report itself) and, if

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applicable, the document required in Section 6.8.2. The drawings bound by the end of
the report are not considered within this number of pages.
For Advanced and Micro Classes, the pages for information regarding the engine are
not considered pages of the report (See Section 8.2 for Advanced Class and Section
9.2 for Micro Class). All other pages will be counted. (see APPENDIX 12).
The formatting of the report should be: double-spaced, typed on A4 paper using Times
New Roman font in size 12 (with normal character spacing). The minimum margins shall
be: 2.5 cm left, 1.25 cm in the upper, 1.25 in the right and 1.25 cm at the bottom.
Margins are unprinted areas, ie, headers and / or footers must respect these margins.
Only the page numbering does not need to comply with this limitation. See figure below
for better understanding.
21,0 cm

Cabealho
1,25 cm

Margens

CORPO DO TEXTO:
Espaamento entre linhas: duplo
Fonte: Times New Roman
29,7 cm
Tamanho da fonte: 12
Espaamento de caracteres: Normal

Encadernao
1,25 cm
Rodap
N de pg

2,50 cm 1,25 cm

The report should be bound so that there can be no loose pages. The binding MUST be
in a spiral. Glued bindings or only fixed under pressure have generally had problems
after handling the reports. The Technical Commission is not responsible for the report
pages that fall due to poor binding. Missing pages can not be read by judges who
evaluate these reports resulting in loss of points.
Drawings should be folded properly (according to ABNT) so that they are bound
together with the leaves of the report without their edges exceed the dimensions of an
A4 sheet.
Each report shall be marked with the name and team number and school on the first
"sheet visible of report (title page or cover) clearly and easily visible. It is recommended
that the team name and number are closer to the center of the cover, since this position

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is for quick viewing and makes it much easier when there is a need for a quick
verification of a large number, or groups of reports.
An example of the cover of report is shown in the drawing below. This standard is not
required, but only a recommendation. Ask if special attention to the positioning of the
name and team number.
Reports can be made in English, Portuguese or Spanish. For foreign teams there is a
preference for reports in English.
School Name
College Course

Title

Team Name
No. 00

Team Member Names

Faculty Advisor Name

City / State / Country

Month 2008

11.2.4 Attachments and Appendices

The only attachments that is expected are the engine documentation for Advanced and
Micro classes(Sections 8.2 and 9.2 respectively). This attachment is a prerequisite for
participation in these classes, but is not scored as a note of the report.
No other attachment is allowed. All attachments will be disregarded in the assessment
report.
For Advanced Class any other additional documents that the team wants to send can
be sent electronically, along with the Monitoring Report (APPENDIX 10, Section A.10.1)
but will not be a part of the assessment project. Submitting more information regarding
the Design of Class Advanced aircraft is recommended by the Technical Commission,
but will not be accepted if bound in Design Report.

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11.3 Spreadsheet and Data Parameters - Template
In order to avoid errors in the computation of the equations of "accuracy" and geometric
data of the aircraft, as well as create a database for further studies of possible
regulations, the Commission asks to be sent with the CD data a copy of the worksheet
AD2012_Template.xls" with all the requested data filled.
The spreadsheet should be copied from the site of SAE (Section 3). If it is not possible
through the site, please send an e-mail in accordance with Section 3 requesting the
spreadsheet via email.
The worksheet is equipped with a "button" that performs a simple check of data entered
and saved as a spreadsheet format and with the correct file name. However, if by
differences in Excel version of the button does not work, the team must perform
manually, the following process:

Check that all required items have been completed

Save the file with the name of the form: "No Equipe_Dados_2012.xls"

Save necessarily in Excel 2003 or earlier (see Section 6.7) (The spreadsheet is
not usefulness in other formats such as "pdf" or "jpg")
Failure to do these tasks and send the resulting spreadsheet incorrectly may result in
penalty as APPENDIX 11.

Note:
The worksheet shown is
an example of the
template used in 2011.
The template to be used
in 2012, is still
understudy.

The graph from the Template,

MUST NOT be used as a
graphical "accuracy" to be
entered (or pasted) the end of
the Design Report.
A specific graph, as explained in
Section 11.5 and APPENDIX 4
must be done by the team for
this purpose.

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 11.4 Blueprint
The blueprint required for each category, the respective sizes of paper sheets (A2 or
A3, as appropriate) are described below:

Suggested
order to
drawings Regular
Three views of Airplane
1
(A3) *
Layout of the fuselage, cargo
2 bay, landing gear and
brakes, etc.. (A3) *
Complete details of the
3 load support, fuselage
attachment, etc.. (A3) *
Wing (structure and details)
fuselage attachments and
4 fuselage attachments and
commands systems, etc.
(A3) *
Horizontal and Vertical
5 Stabilizer, command
systems, etc. (A3) *
Detailing the installation of
electrical system
(batteries, servos,
6 wiring diagram + inst.
voltwatch, etc.) and
electrical diagram, etc..
(A3).
7 Free (A3) *
* For the Regular Class one of the plants (but only one) at the discretion of the team, can be made in A2.
Class
Advanced
Three views of Airplane
(A2)*
Layout of the fuselage, cargo
bay, landing gear and brakes,
etc.. (A2)
Details of hopper,
(construction / opening),
fuselage attachment, etc.
(A2)
Wing (structure and details)
commands systems, etc. (A2)
Horizontal and Vertical
Stabilizer, command systems,
etc. (A2)
Detailing the installation of
the electrical system and
onboard instrumentation
(bonus), etc.. (A2).
Free (A2)
Micro
Three views of Airplane
(A3) *
Layout of the fuselage, cargo
bay, landing gear and
brakes, etc.. (A3) *
Complete details of the
load support, fuselage
attachment, etc.. (A3) *
Wing (structure and details)
fuselage attachments and
commands systems, etc.
(A3) *
Horizontal and Vertical
Stabilizer, command
systems, etc. (A3) *
Detail of the installation
diagram + electrical system
(batteries, BEC, engine,
etc..) (A3).
Airplane disassembled into
the box (A3).

In the above table, the plans are only binding on those shown in gray cells, ie, MUST be
sent Plans 1 and 3 and 6 for all classes and for Micro Class Plan 7. The content of such
plans MUST BE at least what is indicated in bold in the cells marked in gray. The team
is free to enter additional items beyond those required in these plans.
The other plants do NOT have the mandatory contains but only suggested.
The order of non-mandatory plans is a recommendation, as being all reports with the
plans in the same sequence and they organized, even partially, by subject (eg group of
the fuselage, wing, the stabilizers, etc.) this makes it easier, and much, particularly the
assessment and the search for information about the design details of each aircraft.
Plans should be printed single-sided sheet. Plans duplex will not be accepted.

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Each of the five (5) copies of the Design Report must contain (bound) all plants folded
according to ABNT (see APPENDIX 12).
All plans must have a legend at the bottom right (ABNT) containing the name of the
school, name and team number.
The plans are usually judged on the following criteria:
1. Clear and Clean. Drawings very 'polluted' or confused are difficult to visualize
and / or understanding.
2. Detail of aircraft components and choice of views;
3. Possibility of reproducing the aircraft from the plans. The plans have all the visual
information (and written) required for the proper construction of the aircraft (parts,
dimensions, materials, etc.)?
4. Use of technical standards for the representation of the aircraft and its subsets
(coordinates, elevations, details, etc.).
5. General detailing of the aircraft. Load, load bearing, hopper (Advanced Class)
and fix of the fuselage. Basic structures and determination of main components,
installation of control surfaces, servos and links, installation of electrical systems
(servos, batteries, engine (Micro Class), etc.).
Asked to pay special attention to structural details of the aircraft to be represented in
plans. These should be represented in such a way that will enable judges and experts in
the field of design and structures, the complete view of how they built the main
structural elements, such as the wing stringer section, connection wing-fuselage, tail
cone fixation among other items that are relevant to the type of aircraft.
Teams may cook colorful plans since the standard colors used does not affect the
clarity or the interpretation of the drawings. An excessively colored plant is not
necessarily easier to understand than a made in black and white.
Sections 11.4.1, 11.4.2, 11.4.3, 11.4.4 and 11.4.5 below, relate, respectively, of the
details of Plants 1, 3, 6 (mandatory for all categories), Plant 7 (only for Class Micro) and
free plants.

11.4.1 Plans of Three Views of the aircraft (Blueprint 1)

A sheet must contain the drawing three views of aircraft shaped pattern, ie, top view of
the aircraft at the upper left of the sheet, with the nose down; below this, the front view
of the aircraft with its right side view with the nose to the left of the sheet (see
APPENDIX 5). At the top of the side view there should be a table summarizing the data
plane with at LEAST the information requested in the examples of APPENDIX 5. Units
should always be in the metric system as the example table.
The absence of this plan or table in the plan may incur a penalty for the team as already
defined in APPENDIX 11.
In Regular Class, the dimensions that affect the requirement of Section 7.2.1 (L, H and
Bi ) must necessarily be specified in the table, otherwise described in APPENDIX 11.

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A perspective view of the aircraft may also be added in this view, side view of the
above, since it does not adversely affect visualization of three views and the data table.

11.4.2 Plan of load detail (Blueprint 3).

This plant is important to represent the details that make up the system of cargo bay of
the category which the aircraft belongs.
In the case of Regular Class, it is important to show the plates which compose the load,
the elements of the load support, as this is fitted and fixed to the aircraft as well as
additional elements to illustrate how the load is removed from the aircraft, etc.
In the case of the Advanced Class, it is important to show the construction details of the
cargo compartment (hopper), as this is related to aircraft characteristics adopted by the
team to avoid displacement of water (slosh) and the points of supply and drainage
hopper and other details.
For Class Micro, it is interesting to show how the provision of partial load and / or total
(tennis balls) in the cargo bay, show how they are fixed or maintained in the aircraft, as
will be the form of early withdrawal charge (doors and other devices) and the integration
of the load compartment to the rest of the aircraft (fastening, mounting, etc.), among
other details the choice of the team. In the case of the absence of this plan the team
may be penalized (see APPENDIX 11).

11.4.3 Detail plan of the electrical system (Plan 6).

This plan is not only important to show the wiring diagram of the aircraft but also the
installation and fixing of components of this system in the aircraft structure (drawings). It
is interesting that the team do a breakdown of the features of the servos used (working
voltage, torque, etc.) at each position of the aircraft of battery adopted, indicate the
position of the receiver and other components of electrical system. This plan was
adopted to increase the information necessary for more complete evaluation by the
Electrical discipline. In the case of the absence of this plan, the team may be penalized
(see APPENDIX 11).

11.4.4 Aircraft plan disassembled into the box [only Micro Class].
As part of the procedure for checking the dimensions of "the Transportation Box" for
Micro Class, will be sent a plan containing the three views of the box clearly
demonstrating that the aircraft is disassembled and packed in the box developed by the
team. The plants must follow the recommendations described in Section 9.4.1 for Micro
Class (see example in APPENDIX 6).
It is essential that the table containing the INTERNAL dimensions of the box and the list
of subsets is present in this plant, in the upper right corner, as shown in APPENDIX 6.
The absence of this plant or table in the plant may incur a penalty for the team as
already defined in APPENDIX 11.

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 11.4.5 Free plans
The team can choose which drawings, views, sections, mechanisms, systems and so
on will be shown to complement the information shown in other plans.
It is recommended to use such plans to show views and details of assembly of aircraft
parts, tools or other items that perhaps have not been shown in previous plans.
The purpose of the Technical Commission is to provide a greater number of sheets
allowed for plans is just to encourage and stimulate teams to use this additional space
and providing detailed information and enriching about the aircraft designed by the
team.

11.5 Graph of Estimated Payload - "Accuracy"

The graph of prediction of the payload will be judged by its clarity, format and technical
content, as well as how the payload was provided.
The data should be linearized over a relevant range and the chart should include the
linear equation and linear line.

Each team must provide five (5) copies on A4 paper of the graph of the estimated
useful load with the weight in kilograms (kg) x altitude-density in meters (m),
according to the basic format given in APPENDIX 4. A copy of the graph must be bound
with each copy of the Report. (see APPENDIX 12).
For Class Micro the abscissa must submit to density altitude in meters (m) and the
ordinate axis, the forecast number of balls to be loaded.
The chart should have the team name and school on top, with the number of staff also
in the lower right corner. This should be done in "landscape" with the bound on the top
side (see APPENDIX 4).
The chart originated completing the Template (Section 11.3) SHOULD NOT be
presented as a graph of load forecasting ("accuracy") appended to the report. To see
this example see APPENDIX 4.

11.6 Delays Discounts

The joint report, plans and estimated graphic payload as well as other relevant
documents should be sent to the Technical Commission by the deadline indicated in
APPENDIX 13. The Technical Commission or the SAE BRAZIL shall not be liable for
loss or addressing errors. It is suggested that all reports and plans are sent by SEDEX
mail (only in very special situations these can be delivered in person, but in consultation
with penalty equivalent to delivery to the wrong address - APPENDIX 11). To remedy
any doubt about the date of reporting we recommend that you brought in the days of
competition, proof of shipment or at least one copy of this.
Only marks or official receipts of the post will be accepted as proof of date of reporting.

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The reports, plans and charts estimated payload sent late will be penalized as
APPENDIX 11. The maximum date for submission of reports with fee will be 21
calendar days after the deadline for submission (see APPENDIX 13). Reports have
been received and posted after this date will be disregarded, receiving a score of zero
as a project note. The lack of other documents is evaluated and as the case may be
penalized.
After one week the deadline for submission of reports, or when the vast majority have
already arrived at the address receive, will be the process of input record. As a result of
this record and marked a spreadsheet document received and the date of arrival will be
available on site or via e-mail to the teams. It is important that everyone become aware
of what was recorded by the judges of the way, in case of errors, they can be quickly
fixed with some anticipation to the Competition.

11.7 Errata
WARNING: DO NOT BE ACCEPTED ERRATA REPORTS, PLANS AND GRAPHIC.
Any document that comes to the Technical Committee as errata or correction of any
kind will be disregarded. Parts of the report will also be sent separately will be
disregarded.

11.8 Oral presentation

The oral presentation will be free access to the teams participating in the Competition
provided they do not interfere with or impair the presentation in progress. For a team
that is presenting itself, will be allowed to submit only one student at a time. Will be
allowed to interference from other members, provided they properly marked and
introduced by the presenter. Will be allowed to submit more than one team member,
provided that the exchange presenter are predefined at the beginning of the
presentation and be done neatly.
Interference from teachers or school counselors will not be permitted and, if they
happen, the team will be penalized. See APPENDIX 11.
Each team will have fifteen (15) minutes to present your project. The judging criteria for
the presentation include the definition of project objectives, description of efforts to
achieve these objectives and results. The quality of the presentation is also an
important part of the score. The aircraft must be completely assembled and be taken in
presenting for the assessment of judges. For airplanes of Advanced Class, it is
recommended that the plane is taken completely (even disassembled) to the room of
oral presentation, however, depending on the size of aircraft that can not set up
something very practical.
After the presentation, judges will have 10 minutes (reference) to ask questions about
the project.
The order of oral presentations will be set in a timely fashion (in the site of the SAE). To
the extent possible, the presentations of the same school teams will occur in the same
room, at times in a row.

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There will be an overhead projector and screen for presentation room. The use of "data-
show", "VCR", slide projector, multimedia projector, "flip charts", blackboard or
whiteboard, and other visual aids are allowed, but the availability of equipment, as well
as verification the existence of outlets, inlets, proper lighting, screen, support or other
resources, shall be borne by the teams and should be able to use before the
presentation. The maximum time for these facilities will be 2 minutes. The team delayed
by mistake or delay in installing the equipment, "set up", etc.. will be penalized. After
two minutes of entering the premises of the team presentation, will start counting time of
15 minutes for presentation. Any delay in the uninstallation of equipment may also be
penalized.
The presentation should be live. If the team decides to show recordings will be allowed
only to show footage of flights, tests and simulations, but the story must be live and not
recorded. Background music is allowed.
Confirmation of audiovisual resources that are available for teams will be reported until
a week before the event to all the teams through the "Operating Procedures -
AeroDesign SAE Brazil 2012". The SAE BRAZIL will endeavor to provide multimedia
projectors and computers for oral presentations as it did in previous competitions, but
this does not constitute compromise, since the cost of renting this equipment is high.
How is the rental of equipment per day of use, there is no way to make them available
the day before for tests or checks. It is known that there are more or less modern
equipment with different types of connectors. Each presentation room may differ in the
type of equipment, so some may offer a range of connectors and other equipment may
have only the most common option. It is suggested that teams wishing to use this
feature should be ready for it to avoid last minute surprises.
New and important instructions on using the equipment available for oral presentations
will be posted in the "Operating Procedures - AeroDesign SAE Brazil 2012". It is highly
recommended that teams read this document carefully in order to facilitate and expedite
the proceedings during the Competition Project and Flight.
It is also suggested that teams are also equipped with transparencies, injunction for the
case of multimedia projector crash.

11.9 Feedback About the Project by the Judges

The project (report, plan and chart) will not be corrected, but read, seen, discussed
among the judges and scored.
The notes of the judges are final and will not be accepted revisions.
The "feedback" for each project may, during the competition, be done through a variety
of ways, as exemplified below:

Questions during the oral presentation;

Review the team's performance obtained by the aircraft in flight tests and exams;

Comparative analysis of aircraft from other teams and their performance during
competition;

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Conversations with other teams;

Discussion with the judges during the competition. Members of the Technical
Committee are also judges of the competition and when possible during the
competition they may serve them.
It is highly recommended that the team (or at least one member) to attend the Forum
AeroDesign SAE 2012 (if applicable) for this event provides an extremely favorable
environment for the exchange of experiences between teams and the Technical
Committee of the SAE AeroDesign. It is above all a great opportunity to collect
"feedback's" and various information, as well as clarifications and questions
regarding the rules of the competition.

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APPENDIX 1 Example of assembly section and payload

Load Type B

Load Type A (MDF or HDF).

Load Type B

Load Type B

(the dimensions shown below are merely illustrative)

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APPENDIX 2 Additional explanations Cargo
Compartment
IMPORTANT: this appendix is valid only for the regular class.
Goal: define the main components of the cargo compartment (or cargo bay), with their
function and how they work
A.2.1 Preliminary Definitions:
Cargo compartment: Internal volume of the aircraft where the Payload Assembly
Section and the Payload are stored. This volume is established by the dimensions set
by the team and MUST have a parallelepiped form.
Payload Assembly Section: Element that will contain the payload bars to be
transported. The support and the elements associated with this load may be classified
as 'Type A' or 'Type B' as the material (Section 7.6.2). This assembly section will be
fastened to the structure when mounted inside the compartment, and on the ground.
This should be done so that it can be removed through an opening in the aircraft. This
opening should be closed with a door (or even with a lid) which is separate from the
assembly section. This assembly section can be weighed along with the payload plates,
that is, it counts as a part of the useful load. The payload assembly section CANNOT
contribute to the structure of the aircraft, that is, the structural integrity of the aircraft
should be ensured without needing the assembly section!
Payload: Bars of MDF or HDF carried by the aircraft and fastened to the payload
assembly section. These should be separated from the payload assembly section
before the weighing.
Cargo Bay Door: Element or part of the aircraft used to close the cargo bay. We
recommend that it be a structured or rigid element. This lid or door cannot be destroyed
or damaged during the process of quick payload removal (Section 7.11.6). This should
be part of the aircraft and not the load. This device can, according to the material
(Section 7.6.2), be considered as "Load Type A 'or' Type B '. This device must be a part
of the aircraft, not of the load.
Payload Assembly Section Lock: A device for fastening the payload group
(payload assembly section + payload) inside the cargo bay, to the structure of the
aircraft, so as to keep it from making any movement during the several flight phases. If
this device is a part of the payload assembly section, it is considered as part of
payload group than can be weighed as useful load (Load Type B).
Cargo Bay Door Lock: A device for fastening the door of the compartment in the
closed position. It may or may not be activated by the payload assembly section lock,
but should allow independently closing the door. This device may as material (Section
7.6.2) be considered as "Load Type A 'or' Type B '.'
The assembly section should be fastened to the structure of the aircraft at points that
are sufficiently rigid to not allow the movement of the payload group, whatever the
flight situation. No solutions will be accepted where fastening the payload group is only
on the lid (or door) unless there is an analysis that shows that these components can
resist the loads applied on this part of the aircraft under any flight conditions. The

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fastener of the assembly section in the compartment can be a part of the this assembly
or a part of the aircraft. The door can be actuated by the locking mechanism support,
but should be able to close the compartment door without the support.
The payload assembly section, the cargo bay door, and the mechanism of the
assembly section lock must be clearly presented in one of the sets of plans, so as to
facilitate an understanding of how they function.
NOTE: The load support, the load compartment cover and the locking mechanisms of
the support and the cover should be clearly shown in a blueprint, in order to facilitate
understanding of its operation.

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APPENDIX 3 Examples of Calculation of Sum(Regular
Class) - Aircraft Examples
In order to consolidate the correct interpretation of number of Lifting Surfaces, and
calculating the sum of dimensions, it were chosen examples (historical) of aircraft with
its respective number of surfaces. This are illustrative examples only and are not
necessarily appropriate to AeroDesign! For these examples, we used the value of the
sum of 6500mm (sample value only!)
Source: Figures were obtained from the site in http://www.airliners.net 11/dez/2010, and were edited for
the purpose of this appendix.

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APPENDIX 4 Sample graph of estimated useful load

Figures above: Examples of Graphs for Payload Prediction. All Classes (Class Identificated in the graph:
Regular, Advanced or Micro) should follow the same model. As the examples above, the horizontal line
that defines the maximum payload of the project is optional. See Section 11.5. Binding as indicated in the
figure above. The graphic must be in "landscape".
NOTE: For Micro Class the Y Axis must present the number of tennis balls to be loaded.

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APPENDIX 5 Drawing in three views
(Use dimensions on the International System)

Sample mandatory table. More detailed information can be added. We suggest citing
at least MLG track, MLG base, L, H, B1 and B2

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APPENDIX 6 Dismantled Aircraft in box Plant
Example of Aircraft disassembled box ONLY FOR Micro CLASS. See Section 11.4.4
and Section 9.4.

Binding a plant (A3) in each of five copies of the report (Section. 11.4.4).

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APPENDIX 7 Statement of Responsability
Team Name:_______________________________________Team Number:________
School: _______________________________________________________________
School Autority:_________________________________________________________
Oficial E-mail: __________________________________________________________

STATEMENT OF RESPONSABILITY
As the responsible person for this school, I hereby certify that the members of the team
are regularly enrolled students of the Engineering, Physics or Technology related to
mobility courses. This team projected, built or modified a radio-controlled airplane that
will be used for the SAE BRASIL AeroDesign Competition 2012, without direct
assistance from professors or professional engineers, model airplane builders, pilots or
related professionals. If this airplane has competed in previous years, the Project
Report will include sufficient documentation to prove that this was significantly
modified. The members indicated with an asterisk participated on teams in previous
years. A copy of this Release is included as a second page of the Project Report.
Date: ____/____/____ _______________________________________________
Signature of the School Authority

Team: ____________________________________________________________________________
Pilot: Name __________________________ Signature __________________________
Capitan: 1) Name __________________________ Signature __________________________
Members: 2) Name __________________________ Signature __________________________
3) Name __________________________ Signature __________________________
4) Name __________________________ Signature __________________________
5) Name __________________________ Signature __________________________
6) Name __________________________ Signature __________________________
7) Name __________________________ Signature __________________________
8) Name __________________________ Signature __________________________
9) Name __________________________ Signature __________________________
10) Name __________________________ Signature __________________________
11) Name __________________________ Signature __________________________
12) Name __________________________ Signature __________________________
13) Name __________________________ Signature __________________________
14) Name __________________________ Signature __________________________
15) Name __________________________ Signature __________________________

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APPENDIX 8 Termo de Responsabilidade
Sobre Troca De Piloto

Team Name:__________________________________Team Number:________

School: __________________________________________________________
School Authority:___________________________________________________
E-mail: __________________________________________________________

Information on Changing the Pilot

Name of the Previous Pilot

Name of the Substitute Pilot

LIABILITY RELEASE FOR CHANGING THE

As the person responsible for the School, I hereby certify that the members of the team
accept the Substitute Pilot indicated for Flight SAE BRASIL AeroDesign Competition
2012 flight, knowing the inherent risks and exempting SAE BRASIL of any liability for
eventual accidents.
___________________________________________
Signature of the School Authority

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APPENDIX 9 Declaration that the airplane already flew

Team Name:__________________________________Team Number:________

School:__________________________________________________________
School Authority:__________________________________________________
E-mail: __________________________________________________________
As the person responsible, from the School, I hereby certify that the airplane designed
by the members of the team has already performed at least one complete and safe
flight under the conditions in which it was taken to the Competition (after any significant
repairs were made). I am aware of the importance of this declaration for the safety of
the participants in the event.
Date of last flight taken: ____/____/____
_______________________________________________
Signature of Team Adviser

Date: ____/____/____ _______________________________________________

Signature of the School Director

Team: _________________________________________________________________________
Pilot: Name__________________________ Signature __________________________
Captain: Name__________________________ Signature __________________________
Members: Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________
Name__________________________ Signature __________________________

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APPENDIX 10 Minimum Design and Testing Requirements
for Advanced Class
A.10.1 Progress Report
The "Progress Report" consists of an additional report to be sent after the Design
Report, to evaluate the progress of the project, as well as the trials and tests developed
by the teams in their aircraft. The objective is to monitor and interact with the team,
assessing the degree of maturity of the projects in this category of aircraft, thus
ensuring greater security in the Competition as well as more competitive aircraft.
This Progress Report is mandatory for all aircraft in the Advanced Class (Section 8.10)
and aims at meeting the "Minimum Design and Test" (RMPT), which will be listed in this
appendix. Some requirements are specific to the SAE Competition AeroDesign and
others are made based on requirements as defined by the Certification Bodies and
Aeronautical (eg, FAR, FAR) considered essential (or mandatory) for all aircraft project.
Teams must complete all items in the list of requirements (RMPT), and the theoretical
items not listed in the Project Report should be compulsorily submitted the Monitoring
Report. If any item is already being fulfilled in the Project Report, inform the Monitoring
Report the chapter or section and page of the Project Report in which the requirement
is.
If necessary, the Committee reserves the right to schedule a visit to his workshop and
staff, for verification of items that still have doubts.
The main objective of the Technical Committee with the introduction of the "Process
Monitoring and Validation Project" is to bring together the work of teams of any activity
normally found in aircraft industry, which consists not only in designing the aircraft, but
also certify them with based on specific requirements for each category of aircraft.
The Technical Committee through this report further aims, collect a large amount of
information necessary for proper monitoring of projects Advanced Class aircraft. Being
sent on a later date the Project Report, expected to get not only a greater amount of
information from the Project Report, but also better information due to the greater
maturity of the tests developed with the aircraft.
NOTE: Compliance with RMPT (Section A.10.2) is required for the Advanced Class, but
it is also recommended (even without sending the Monitoring Report) teams Regular
and Micro Class.
This report, for teams from Advanced Class, can be subsidized up to 15 points,
according to the attendance of the following items of RMTP.

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A.10.2 Minimum Design and Test Requirements (RMPT)
Experimental items should be included in the Monitoring Report. These items will be
pre-evaluated by the judges of the relevant disciplines and later, if necessary, checked
by visiting the team.

A.10.2.1 Minimum Requirements for Loads and Structures

A.10.2.1.1 Flight Envelope (V-n) Calculation

Demonstrate the calculation of Vn diagram of the aircraft using any of the existing
Regulations Approval. Eg (EASA) JAR VLA, RBHA Part 23, FAR Part 23, CS-23, etc.

A.10.2.1.2 Wing Loads Determination

Demonstrate the correct calculation of loads acting on the wings of the aircraft (eg
Diagram of shear force and bending moment) using the maximum load factor defined by
the team in item A.10.2.1.1.
Determine the torsional loads of the wing to the most critical case. This condition shall
be defined by the team.

A.10.2.1.3 Structural Wing Design (Wing Spar)

Show, using the item A.10.2.1.2, the calculation of the wing structure. It Must be
submitted the design and structural design of the wing spar.
Demonstrate, using the torsional loads as defined in item A.10.2.1.2 that the structural
elements of the wing designed to withstand such loads are correctly dimensioned. An
experimental evaluation of the beam subjected to the maximum torsional loading
defined on item A.10.2.1.2 must also be submitted.

A.10.2.1.4 Test of maximum loading on the wing (photo)

Demonstrate clearly through a static load test that the structure of the wing is able to
resist the efforts defined in item A.10.2.1.3.
Submit a photograph of the wing loading test, also demonstrating the main results of
this test: e.g. deflection of the tip of the wing.
Display pictures, assumptions and results on the Progress Report. This item will be
checked during the visit, if it occurs.

A.10.2.1.5 Determination of Critical Load for the connection boom fuselage

Demonstrate which operating condition (maneuvers & gusts) is the critical load for the
link boom-fuselage. Determine the values of load and show the structural design of this
region.

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 A.10.2.1.6 Maximum load for the connection boom fuselage test.
Demonstrate, using a static test, that the structural design and construction of the link
region boom-fuselage, is suitable for the maximum load specified in item A.10.2.1.5.
Display pictures, assumptions and results on the Progress Report. This item will be
checked during the visit, if it occurs.

A.10.2.1.7 Sizing the Servo Torque

It must be shown mathematically and / or experimentally that the servos operating the
aircraft control surfaces are able to withstand the aerodynamic loads.
This calculation must be performed for all control surfaces.
It must be shown mathematically and / or experimentally that the servo(s) used for
directing the aircraft on the ground (attached to the front landing gear) is(are) able to
withstand the loads from the landing and takeoff.

A.10.2.1.8 Recommended Bibliography for item A.10.2.1

Introduo s Cargas nas Aeronaves (in English: Introduction Aircraft Loads) (Paulo H.
Iscold A. O.)
Handout of Aircraft Loads used in the Course of special topics in Loads and
Aeroelasticity of EMBRAERS Engineering Specialization Program (PEE). In
Portuguese
http://www.demec.ufmg.br/Cea/principal.html link: Publicaes.

FAA (Federal Aviation Administration) webpage

Official FAA webpage. Through this website you have access to all Certification
Requirements (FAR - Federal Aviation Regulations) defined by the FAA. See link:
current FAR by Part.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/MainFrame?O
penFrameSet

A.10.2.2 Minimum Requirements for Hopper design

A.10.2.2.1 Demonstration of the CG position variation with the displacement of

water (slosh effect)..
Advanced Class Teams MUST CLEARLY DEMONSTRATE through analysis, testing
(photos or videos) that the cargo compartment (hopper) does not present a CG variation
that may be incompatible with the limits of CG of the aircraft for safe flight. Checking the
CG displacement on the X-axis (longitudinal or pitch) and Y (side, or rolling).
If the hopper has its subdivisions intercommunicating with each other (communication
channels) a test must be performed showing the time of water flow after the hopper is

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inclined at 45. A video showing this test should be sent to the Technical Commission via
YouTube.
The tests to be developed in order that this demonstration is clear and consistent are
the responsibility of the team. See section 8.3.2.1

A.10.2.2.2 Hopper Load Draining

All the teams must demonstrate in a video posted on YouTube (www.youtube.com), a
full operation of the total water load drainage.
For the teams that opt for fast drainage of water, the video must clearly demonstrate the
complete operation in the same way that the team plans to run it during the
Competition.
The container for drainage and all devices that the team will use for this operation
should be clearly demonstrated in the video.

A.10.2.2.3 Video demonstrating the water behavior in flight.

Considering that the transport of water in AeroDesign is an unprecedented challenge,
the Technical Commission asks for the teams that want, to make a video with an
onboard camera showing in the best possible way, how the water behaves in flight. This
video should also be posted on Youtube.
This is an item not required, but the Commission asks to the teams that make the video,
to share it for mutual improvement of knowledge about this new and unprecedented
challenge.

A.10.2.3 Minimum Stability and Control Requirements

A.10.2.3.1 CG Position, or CG Position limits.

Determine the position of Center of Gravity (CG) and if so, the displacement of the most
extreme conditions (check the envelope weight and CG).
After determining the position or operating range of the CG (Limits), It is obligatory the
demarcation of this position or maximum and minimum margins on the aircraft (Section
8.4.1), to assess the fiscal security and judges of the competition. (Present this item on
the technical visit or in the event of safety inspections during the competition).

A.10.2.3.2 Determination of Stick Fixed and Stick Free (servo failure) static
margins.
Determine the static margin "stick fixed" of the aircraft proving that it is statically stable.
We recommend for academic and educational issues, to determine the static margin
"stick free" checking if the aircraft is statically stable or not in case of the elevator
servo(s) failure. It is recommended redundant systems (servants) if the aircraft is not
"statically stable" in "stick free" condition. The team must test the servos used in the
elevator about its maximum torque. It is very important, especially in the aircraft design

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for AeroDesign (either Regular or Advanced Class), to validate the data provided by the
manufacturer. Historical cases of broken servos during flight tests, have led to total loss
of aircraft of the Advanced Class in AeroDesign. So such items are considered critical in
the category "security." It is suggested for the teams to check the compatibility between
all elements of the servos. "Metal gear" servos with "links" in "Nylon" may not be
compatible if the link does not have proper quality, that is, the link can dust or lose the
grooves responsible for transmitting torque.

A.10.2.3.3 Single Engine Flight Capability

Demonstrate by a test and / or calculation, that the Advanced Class aircraft with two or
more motors can be capable of controlling in an event of failure of one engine. Consider
the more critical failure.
Present this item on the Progress Report or in a separate report submitted in
accordance with Section 8.7. If the team prefer, the results of the analysis and testing
can be presented in the Design Report. The presentation of this item in the Design
Report does not exclude the requirement to present the specific report of single-engine
flight, which must be submitted by the date shown in APPENDIX 13).
To fulfill this item, the team must demonstrate that the roll and yaw control surfaces, are
sufficiently sized to ensure that the aircraft is capable of flying at a flight condition that
respect all the items described below simultaneously:

Critical engine failed

All other engines at full power

flight speed of 105% of stall speed

Maximum bank angle of 5

zero slip angle

Maximum use of 75% of the maximum control of yaw control surface. The
maximum command is when the surface stall curs, in case of null sideslip. Note:
The maximum angle of the surface command for the purpose of this calculation
is not the geometric stop of the surface!

All configurations of the aircraft must be checked (settings of flaps and landing
gear, if retractable - as applicable)

A.10.2.3.4 Video of Flight Compete Circuit..

Demonstrate in a video a complete flight video, as stated on section 8.8, APPENDIX 13.

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A.10.2.4 Minimum Requirements for Electric and Electronic Design

A.10.2.4.1 Wiring diagram of connection between servos, battery and receiver

Demonstrate clearly in the report, the wiring diagram used in the aircraft. Explain the
diagram, the symbols used for better understanding of the judges of the specific
electrical and electronic assessment. Any further explanation or diagram of the
installation (and integration) of systems is welcome.

A.10.2.4.2 Protection / sealing of electrical systems (to prevent contact with

water)
As the Advanced Class aircraft must carry water as payload, the team should be
responsible for sealing electrical equipment in all stages of the flight competition. This
sealing of the electrical system must be SHOWN on the Progress Report through
photos and explanations.

A.10.2.4.3 Battery, receiver and antenna

Batteries and receivers must be protected against vibration, shock and rain. The
antenna must be exposed, and cannot be in contact (even covered) with metallic
materials and carbon composites.
Submit photos of the installation, position and attachment of the batteries, receivers and
antennas on the Progress Report and, if possible, indicate in some plants of the Design
Report

A.10.2.4.4 Voltwatchs.
Submit photos of the installation and positioning of the voltwatch's on the Progress
Report and, if possible, indicate in some plants of the Design Report.

A.10.2.4.5 Extensions, junctions between servos and / or battery-receiver, if

applicable.
Present the calculations for sizing the extensions, wires and connectors. Welded
connections are not allowed. The connectors must be crimped. A plan showing the
access points to the connections must be provided.
In the case of extensions higher than the antenna, indicate the efforts made by the team
to eliminate electromagnetic interference (EMI).

A.10.2.4.6 Installation of embedded electronic systems

The teams which opted for the subsidy related to embedded systems must demonstrate
how the system is installed on the aircraft as well as the detailed design of the electrical
demand on this system and the sensors used in these systems.

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 A.10.2.4.7 Analysis of electrical loads in actuator servos
All actuator servos of the aircraft (except servo(s) of the engine(s)) should be analyzed
about the electrical demands in terms of maximum torque determined in item
A.10.2.1.7.
The compatibility between the voltage used by the servos and the related voltage (s) of
batteries used in aircraft must be clearly demonstrated in this item.

A.10.2.4.8 Maximum electrical demand

Present the maximum power demand calculation and description of the conditions (or
maneuvers) in which this maximum demand is reached. Show that the load and current
that the battery and electronics support are consistent with the project.

A.10.2.5 Aircraft Detailing (and / or Constructive Process)

A.10.2.5.1 Primary structures

Submit photos of the wing structure of the aircraft, ribs, stringers, torque box (or
equivalent).

A.10.2.5.2 Flight Controls

Submit photos of the connection ("links") and hinges of each control surface, primary
and secondary as well as photos or drawings of the structure of these surfaces.

A.10.2.5.3 Junctions
Submit photos of the structures connecting wing-fuselage wing-wing (in the case of
detachable wings), "tail-boom" with the fuselage and "tail-boom" with the empennages.
Any other joints relevant to the project must be submitted, depending on the design and
geometry of the aircraft.

A.10.2.5.4 Engine
Submit photos of the engine installation and the amount of the engine on the fire wall.

A.10.2.5.5 Cargo bay and Pay Load

Submit photos of the installation and setting of the load in the cargo compartment.

A.10.2.6 Minimum Design Requirement (Plans)

It is important that all these items listed below have been submitted in the Plans of the
Design Report. If not, they may be inserted into the Progress Report as supplementary
information to the process of verification of aircraft

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 A.10.2.6.1 Representation of the spar and all its constructive elements.

A.10.2.6.2 Section of the spar at the root of the wing and other critical points.

A.10.2.6.3 Drawing of the complete structure of the wing, spar, ribs, position of
the servos and draws of the structure and control surfaces.

A.10.2.6.4 Drawing of the connection wing-fuselage and "tail-boom" fuselage.

A.10.2.6.5 Details of the hopper and fixation, or form of integration of the

fuselage.

A.10.2.6.6 Demonstration of the full deflection of flight controls.

A.10.2.6.7 In the case of existence of flaps, clearly demonstrate the connection

with wing and the maximum deflection of these elements.

A.10.2.6.8 Fixing the engine and the adjacent structure.

A.10.2.6.9 Location of electronic systems (to facilitate the inspection).

A.10.3 About the Progress Report
For a better understanding of the additional report to be sent (Progress Report) there
are some tips for preparing it.

A.10.3.1 Format and Sending

The font format, paragraph, and margins should be equivalent to those already required
by the Project Report, in accordance with Section 11.2.2. The only exception is for the
number of pages, which is free. Thus, it is recommended not to save index pages, list of
figures, tables and lists of symbols.
It is essential on the cover (or cover) the following title:

PROGRESS REPORT
TEAM XXXXXXXXXX
(N XX)
It is also important to include the names of team members on the cover or any of the
initial pages of the report and the name of the teacher guiding the team. Indicate with an
asterisk (*) team members who are veterans AeroDesign (requires a minimum of three
veterans, according to Section 8.1).
For the correct presentation of various items from the list of requirements demonstrated
previously is essential that photos and explanatory drawings are presented in the
Progress Report, with clear captions explaining each one.

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As explained in Section A.10.1, some of the information required in the above listing has
been provided within the Project Report of the restatement is not mandatory. In this
case, cite only that it is present in the Project Report stating the page to make its
location faster by the judges.

The maximum date of sending of the Progress Report is presented in APPENDIX 13.
Shipping can be done in the following forms: paper, CD or e-mail.
The mailing address in case to send in paper or CD is presented in Section 3. If the
report is sent via e-mail (Section 3), follow the requirements of Section 6.7.
The Technical Commission is placed at the teams disposal to clarify any doubt as
Section 4.4.

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 APPENDIX 11 Penalties
Penalties are divided by subject:
A.11.1 Oral Presentation
1 Oral Presantation

Description Penalty
Do not have the airplane fitted and complete at the oral presentation (Regular and
Micro Class) or may not be available to the judges (Advanced Class), according to 20 points
Section 11.8.
Delay to the oral presantation 2 points/minute
Intervention and Stopping by teachers and counselors during the oral presentation 5 points
Undue interruption (without presentation) by other team members during the oral
2 points
presentation

A.11.2 Nonconformity in the Aircraft

2 Nonconformity in the Aircraft

Description Penalty
Replacement of parts different from the design without notice until 10 points
Any modification or removal of parts of the original servo actuators until 20 points
Repair primary parts without proper notification - Regular Class until 20 points
Repair primary parts - Advanced Class until 50 points
Penalty according
Aircraft with dimensions different from the specified in Sections 7.2.1 and 7.2.2.
to Section 7.2.2
Cargo compartment of the Regular and Advanced Class with dimensions larger than
until 20 points
the maximum set of 400mm (Sections7.6.1 and 8.3.2.3)
Invalidation of the
Use not allowed to load the three categories (load unregulated or modified) flight or
disqualification

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 A.11.3 Operational items
3 Operational items

Description Penalty
Do not deliver ALL radios (including reserves) at Radio Shack up at 7:30 in the
20 points / day
morning at the three days of competition flight.
Do not make the requirement for verification of assembly (Only Micro class), as
20 points
Section 9.4
Fly with a load smaller than the classification 20 points
Defined in each
Design change
case
Defined in each
No agreement with the project
case
To perform the first flight in the competition Not allowed
Liable to
Disrespect to the bounded airspace
disqualification
Unfounded protests Max 25 points
Deliberate violation of safety rules Disqualification
Non sportive attitude and / or breach of rules deliberately (misconduct proven). Disqualification
Defined in each
Attitudes against security that are not predicted here
case
Delay in delivery of the documentation required by the reception until Friday at 12
immediately preceding the beginning of the Flight Competition (statement that the
aircraft has flown, terms of agreement with the "Operating Procedures" wallet or
10 points
equivalent foreign ABA, Radio Frequency , Form pilot exchange where applicable.)
Note: the lack of any of these documents prevents the team from flying until
documentation is provided.
Minimum of 10
points to
Disrespect / disobedience to judges and prosecutors. disqualification
Rated as
appropriate.
Access to operational areas in the absence of identification (wristband or badge) Until 10 points
Misuse of identification (wristband and badge). This identification is personal and not
Until 10 points
transferable. section 4.5.
Disposal of the water load in the queue of Flight (involuntary or otherwise) during the
20 points
review process load (Section 10.1.6)

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 A.11.4 - Report and other documents - Shipping
4 Report and other documents - Shipping

Description Penalty
Late delivery of the full report at right address.
Maximum date for submission without penalty: APPENDIX 13 5 points/day
Maximum date for receipt (acceptance) of the Report: APPENDIX 13
5% at the final
Sending the report to the wrong address
grade of the report.
Prohibition of flight
Do not send the video from the aircraft's entire flight (Advanced Class) according to
in the environment
Section 8.9.
Competition
Do not present the video of the flight of the aircraft in Class Regular or Micro and this
has been requested by the Technical Committee as Sections 7.8 and 9.6 5 points
respectively

Do not send the Spreadsheet and Data Parameters (template) on the CD Project
10 points
Report or send it in the incorrect format or missing data.

A.11.5 Report format

5 Report format

Description Penalty
Report unbound (must be spiral bound) 2 points
Number of pages exceeding 2 points /page
Cover incomplete (missing the team number, name and school name) 1 points
Margin outside the specified until 2 points
Report outside of the specified format (other than A4) until 2 points
Nonstandard source for letters 1 to 3 points
Spacing between lines nonstandard until 5 points
Missing one of five copies of the report. 5 points/copy
Missing the electronic copy of the report on CD 10 points
Lack of technical specifications and modifications of the engine class Advanced 10 points

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 A.11.6 Graph of useful load prediction - format
6 Graph of useful load prediction - format

Description Penalty
2% of the graph
Out of format graph
grade
Lack of team name, number and school name on the graph 1 point
Lack of linear equation in graph 2 points
Lack of line on the graph 1 point

A.11.7 Blueprints - format

7 Blueprints - format

Description Penalty
Lack of mandatory plant "three views" (Plant 1) (for all categories) 3 points
Lack of plant or plant table in the aircraft exploded in the box (only Micro class) 3 points
Missing Data tables in the "three views" 2 points
Lack of dimensions specified in the table in Section 7.2 of the plan "three views" for 10 points
dimensional inspection (Regular class only).
Lack of required blueprints (plants 3 and 6) (all categories) 2 points / blueprint
Blueprints outside the specified format (A3 or A2 as appropriate) 2 points (total)
Blueprints not bound in the report 0,2 point / blueprint
2% of blueprints
Lack of Legend (team name, school) in blueprints
total grade

Penalties above are not predicted, if necessary, will be determined as appropriate. The
resolution on these penalties shall be of hole responsibility of the members of the
Technical Commission (yellow shirts). Only they can assign penalties not predicted in
Regulation.

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APPENDIX 12 Example of report structure

The number of blueprints and paper size (A2 or A3)

depend on the class to which the team is entered.
Check Section 11.4. Last blueprint

Blueprint 1
Useful load graph
("landscape"). Section
Only to Advanced and Micro Classes 11.5 and APPENDIX 4

Documents of the engine:

Advanced: Section 8.2
Micro: Section 9.2
Maximum 37 pages for
Regular Class, Class 35 for Final page
and 45 pages for Micro
Advanced Class.

Page 2
The formatting of the report should be:
- A4 Page 1
- Double-spaced between lines,
- Source: Times New Roman Approval document to
reuse the airplane
- Font size: 12 (with normal character (Section 6.8.2)
spacing).
The minimum margins shall be: APPENDIX 7 - Statement
of Responsibility
2.5 cm to the left
1.25 cm in the upper
Cover or title page:
1.25 right
- Name of school or
1.25 cm at the bottom. university
Margins are unprinted areas, which means - Team Name
that headers and / or footers, if exist, must - Number of staff
respect these margins. Only the page
numbering does not need to comply with
Transparent cover:
this limitation. (If the cover is not
transparent plastic
please include the name
of the school, name and
team number).

See Section 11.2.2.

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 APPENDIX 13 Dates and Important Documents
Document When should it be delivered
Enrollment February 2012
Inform the 3 veterans at AeroDesign for Advanced Class (Section 8.1) Upon registration
Proof of payment of registration and registration form Upon registration
Inform the radio frequency SAE will contact teams
Permission to reuse the plane (Section 6.8.2) June 13th of 2012
Report design propeller (6.14), when applicable. June 20th of 2012
Five (5) bound reports (as shown in APPENDIX 12) Maximum date of shipment
without penalty:
CD with electronic copy of the report (Section 11.2)
August 13, 2012
Date of transmission with
Additional plans and documents required in Sections 6.14, (propellers),
maximum penalty:
8.2 and 9.2 (when applicable).
September 3, 2012.
Communicating change in the project
Design changes reported to date are subject to penalties less severe
compared to those reported or identified after the deadline. Until September 17th of 2012
Proof of enrollment as a student at the university in the second half of
2012.
Monitoring report (Advanced Class). The items defined in the Minimum
Until October first of 2012
(RMPT) MUST be received by this date.
Report on single-engine flight (Advanced Class) Until October first of 2012
Video Flight Regular and Micro Class (as Sections 7.6 and 9.6 ):
Until October first of 2012
(Bonus as video quality).
Notice that the pilot need to SAE Until October 8th of 2012
Until October 15th of 2012 with
Flight video of Advanced class (according to Section 8.9):
no penalty
Statement that the aircraft has flown
Term of agreement with the document "Operating Procedures" On reception of the
Copy of membership card of the ABA to Brazilian or similar to pilots of competition (up to 12pm on
st
international teams. November 1 , 2012)

Exchange pilot form (pilot and SAE)

st
Receipt of Teams* November 1 of 2012
st
Oral presentations* November 1 of 2012
Flight Competition* November 2, 3 and 4, 2012
Until 5 days after the close of
Limit for complaints of punctuation errors detected at the time of award.
the competition
Until 10 days after the end of
Publication of the official score
the competition.

*: Official date of the Competition, set on February 16, 2012.

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