Professional Documents
Culture Documents
Kazi Mohammed Faisal Waseem Riaz - Amed Abu Bakr Ahmed Saleh - Yousef Ehab
5/24/2012
Amphibious Aircraft
Project - HND Sept 10
Index
S. No.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27.
Topic
Abstract Introduction History Of Amphibious Aircraft Proposal for the Aircraft / Chosen Design Material Research Parametric Design Mission Project Gantt Chart Aerofoil Selection Design in 2D & 3D Graphs Calculations Centre Of Gravity Construction of The Aircraft Engines Servos Remote Control Components & Tools Used Budgeting Risk Assessment & Safety Precautions Test Flight Phase 1 Test Flight Phase 2 Results & Conclusion References Interim Report - Part 1 Interim Report - Part 2 Interim Report - Part 3
Page
4 5 6 7 9 16 18 18 20 24 30 31 58 60 86 87 88 89 91 93 95 97 98 100 102 104 106
Amphibious Aircraft
Project - HND Sept 10
Abstract
This detailed information gives an overview on the work done, design concept, construction and flight-testing of a light-weight, unmanned amphibious aircraft. The aircraft itself is as a whole is being controlled with a ranged remote control. The aircraft as the name suggested is capable of landing and take-off from land & water; whichever geologically suited and required. The main impression for this aircraft is that, it's using two engines which are located on the wings, unlike the traditional fuselage mountings of engines. This model has been designed and was built, giving its utmost importance to the total length of the wingspan which is about 1 meter. It was built so that it can provide an endurance almost close to 25 minutes, though ranging from 20-25 minutes. Flights of the aircraft are carried out on both land and water simultaneously to test its amphibious characteristics. A remote control of 5 channels has been used to perform the test and built this flying machine. The result are, easy control of the aircraft, performing basic maneuvers with ease during flight with ideal take-off and landing motions.
Amphibious Aircraft
Project - HND Sept 10
Introduction
As the name suggests, the amphibious aircrafts are able and featured to land on both water and land surfaces. This types of aircrafts generally comes under the seaplanes since their major characteristics suits that class. The only difference is that these sort of aircrafts are equipped with retractable landing gears. This is ideal and complicating mechanism and construction of aircraft tends to its heavier and costly characteristics. It also leads to fuel economy factors and range of the flight of the aircraft which reduces considerably than its counterpart types of aircraft which are constructed for 1 sole purpose; landing on aquatic surface or land. The usual floatplanes faces much more complexity to attach retractable landing gear to its pontoons, more commonly known as floats. This leads to the decreased frequency of the aircraft's construction. Majority of the amphibious aircraft thus tends to be flying boat type. Constructing Amphibious aircraft requires much more studies, expense and it is complex than the usual aircrafts. The factor that its heavier and slower also included in its disadvantageous side. But some of the aircrafts are usually faster than helicopters and can be used for specific purpose. The Project will give a full account on its construction technique and will give brief information about its usage and applications of this type of aircraft. The name of the aircraft was given "Beasty Bee". The name relates to its appearance of black and yellow, principle visual feature of a bee.
Amphibious Aircraft
Project - HND Sept 10
Figure 1
Floatplanes:
History of this kind of aircrafts dates back as far as to 1910 when the French built the first ever floatplanes. This were under service during both World War I & World War II, mainly for bombing runs, air-sea rescues and scouting. In later years, they were wildly used among the so called "bush" pilots who flew around countryside and remote areas where there was a possible chance that, landing strips might not be a an option and there was presence of lakes or aquatic surfaces.
Figure 2
Amphibious Aircraft
Project - HND Sept 10
Flying Boats:
This is another type of amphibious aircraft that differs from the floatplanes in certain physical and functional characteristics. It usually fashions it's fuselage as the hull of a boat, to float its entire fuselage on the aquatic surface. Most of the types will also contain two small floats that are attached with the wing of the aircraft to provide stability when the aircraft is on water. Flying boats got into production in early 1900's when lack of large airstrip limited the destination of flight path. This were also used in the WW-I & WW-II, mainly for scouting and rescue missions. As this types of aircraft was largest among the planes during 1900s, they were extensively used to transport passengers and cargo across the Atlantic Ocean. The Wheels are usually attached to the belly of the fuselage which extracts during landing on land. This types of aircraft are now generally used by the firefighter services. One of the specialized Firefighter amphibious aircraft of this type is the Bombardier 415. According to the Company's statement: " It is the only aircraft designed and built specifically for fire fighting. It can scoop up to 6,137 litres (1,621 US gallons) of water from a nearby water source, mix it with foam suppressant if desired, and make repeated drops on a fiFre without having to return to base to refill its tanks. The Bombardier 415 delivers massive quantities of suppressant to a fire in its initial stages, preventing it from getting out of control ".
Bombardier 415
Figure 3
Amphibious Aircraft
Project - HND Sept 10
Wing:
We have agreed upon using the traditional high wing used in amphibious aircraft. High wings are the most convenient type of wings that are used in this type of flying vehicles. Though there are certain few dilemmas and drawbacks present in this specific type, it is mostly beneficial regarding usage in an aquatic environment. One of the most important point that we considered for building with high wing is, avoiding engine contact with water; which may disturb the engine performance leading to breakdown.
Figure 4
Figure 5
Advantages: 1. As the wings are higher, the propeller has sufficient clearance from the ground, hence the probability of touching the water decreases significantly while landing on aquatic surfaces. 2. Increases the lateral stability and lowers stall speed due to the increase of dihedral effect. 3. Smoothens the progress of the takeoff and landing performance from aquatic surfaces. 4. More lift due to more exposure than the conventional mid-wing and lower wings. 5. Allows the installation of landing gear within the fuselage without the excessive length and increasing the stress handling capability of strut overall. 6. Easier to construct. Disadvantages: 1. The structural weight of the aircraft increases significantly compared to other types of wings. 2. Wing produces more induced drag due to higher lift coefficient. 3. Weaker lateral control due to increase in dynamic lateral stability.
Amphibious Aircraft
Project - HND Sept 10
Hulls / Fuselage:
The hull that has been selected for our aircraft is the deep V-shape, which incidentally acts better on aquatic surface as commonly seen in water vehicles. The advantage to such hull are: 1. 2. 3. 4. It can handle rough water surfaces. Operates at very high speed. Smoothers the ride than any other shaped hulls. A wide variety of V-hull are available for selection.
Figure 6
Tail Selection:
A conventional tail as provided in the plan, due to its convenience to build and its effective.
Engine:
We are planning to mount one engine on each wings; 2 stroke nitro, minimum of 24,000 rpm. An extra fuel tank, probably given that the duration of the aircraft.
Landing Gear
We are looking into a possible retractable landing gear placed in the fuselage body. Complete mechanical, or hydraulically operated.
Amphibious Aircraft
Project - HND Sept 10
Material Research
COMPPOSITES Making a material from different several substances is the basic definition of composites. the main purpose of combining materials in composition is to obtain specific characteristics and properties. the components of the composite material can be noticed physically and the boundary between one another. The word composite can be defined as a mixture or a compound of a unit made up of different parts but in the aerospace industry, it is defined as any material that isn't metal as a composite for an example, plastics are considered as composite, which is one form. while true composites contains other materials linked together with some form of resin system. Advanced composites is the term used in the industry today for the usage of the high strength materials and stronger resin systems. the term presents lighter, stronger and newer materials. There are different methods that can be used to manufacture any unique advanced composites. each method has different qualities and properties which should be acknowledged to understand why we use a specific method. There are different classes of composites: The materials composed of fibers with or without matrix are called fiber composites. The materials composed of flat flakes with or without matrix are called flake composites. The materials composed of particles with or without matrix are called particulate composites. The materials composed of continuous skeletal matrix filled by a second material are called filled composites. Laminar elements or layer made up the laminar composites. Direct and indirect materials are used for the fabrication of composite assembly.
Amphibious Aircraft
Project - HND Sept 10
RELEASE OR PARTING AGENTS: Release agents are available in different forms such as pastes, liquids, films , tapes and cloth. Polymers of silicones, fluorocarbons, polyesters, nylons, etc., and from stearate and paraffin (soap) type materials are compounded to produce various forms of release agents. There are different types of adhesives that are commonly used: supported films, unsupported films, foaming type strips and liquids. the usage of each adhesive rely on different requirements such as the form, air dry, type, temperature and the time it takes to dry.
DIRECT MATERIALS:
Glass Fiber: Glass is the most used fiber because of the many advantages it provides as a composite such as the high corrosion resistance and the low cost, and the efficient manufacturing potential , low stiffness, and moderate strength and weight. the glass fiber is mainly used for making different commercial products such as piping in the chemical industry because of its high corrosion resistance, boats, tanks and cloth as well. The glass fiber one disadvantage is that it tends to loss it strength when its under moisture and load. Carbon Fiber: In the aerospace industry, the carbon composites are commonly used to fabricate some of the structural components, for an example: the ribs, the tailplane and randome and the skin surface of the wing. It is used for these applications in order to reduce weight and for its exceptional strength and stiffness. The strength and modulus of the carbon fibers will be different depending on the way it was it was produced: Ultra-high modulus High modulus Intermediate modulus High strength Very high strength
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Amphibious Aircraft
Project - HND Sept 10
Aramid Fibers: The aromatic polyamides is used to make the aramid fibers thats why it is called so and the aromatic polyamides are a type of nylon. it is usually identified by its yellow color, lightweight and extraordinary flexibility. The aramid fiber provides high strength and stiffness. The most type of aramid fibers that is commonly used is the Kevlar under the trademark name of the Dupont Corporation. There are three forms of kevlar: Kevlar 29: is used on boats. Kevlar 49: is used for fiber-reinforced composites especially in aircrafts. Kevlar 129: is used mostly for bulletproof vests because of the extremely good impact resistance. The aramid fibers have few disadvantages such as: The bonding of the aramid fibers does not go very well. The UV light will severly affects the aramids. The fibers are hard to machine. Boron Fibers: The chemical vapor deposition (CVD) technique is used in a single filament reactors to produce the boron fibers which provides a exceptional mixture of high modulus , high strengt, extreme hardness and good compressive capability. Usially, it is not used because of the high cost and the risk in working with it. Graphite The graphite is an element of carbon which is non metalic. It is heated to a certain temperature to achieve the graphite state. There are three types of forms the graphite can be used: Woven form Unidirectional tow Continuous tow.
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Amphibious Aircraft
Project - HND Sept 10
BAGGING MATERIALS:
Laminate Quality:In composites, the material is not complete until the cure cycle is finished. The cure cycle is done with awareness during controlled conditions. The three main elements in the cure cycle are: Heat: it is essential only for wet layups. Pressure: it provides good consolidation and inter-laminar bonds. Vacuum: it improves the resin flows by drawing out volatiles and trapped air. Release Agent:A release agent will be applied on the tool which might be a liquid release coating, a wax, or even a solid barrier such as Teflon tape. The edges of the tool must be masked off so the bag sealant tape (BST) will stick to the tool. Bag Sealant Tape:The bag sealant tape is a material which comes in rolls and it has a diameter of inch. It has a release tape on one side. It is used to adhere the bagging film to the tool surface together. The tape usually is used after the part is layed up, especially, if it is a wet layup. Peel Ply:The peel ply is woven fabric, often nylon, and combined with some type of release agent. The peel ply is able to stick to the laminate even thou it is not difficult to pull away. It is used to give the laminate a rough finish. The peel ply usage is optional, if it is used, it will result in a small amount of resin absorption.
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Amphibious Aircraft
Project - HND Sept 10
Release Film:The peel ply will then be followed by the release film, which is a thin plastic that will not bond to the laminate because it was heat treated. It can conform to complex geometries because of the high capability of stretching. It is used to allow the process of the volatiles gassing out. Breather/ Bleeder:The bleeder goes above the release film. It is a thick, cloth like materials, which, is required to absorb excess resin. The breather is a non woven polyester system which is requires for air evacuation. It can only be used up to a pressure of 85psi (5.8 bars). Bagging Film The bag is a thick plastic layer which is the last item to be placed. It is heated for a long stabilized terms, which makes it a high grade film. The films are able to put up with high temperatures.
Fibers Properties:
Fiber Type Kevlar 29 Kevlar 49 Carbon/Graphite E-Glass S-Glass Teflon Density (g/cc) 1.44 1.44 1.77 2.54 2.48 2.1 Moisture Regain (%) 7 3.5 None None None None Elongation at Break (%) 3.6 2.4 1 4.8 5.7 35 Breaking Tenacity (g/Denier) 23 23.6 21.3 15.3 19.8 1.7 Initial Modulus (@ 177 C) 4,900 7,814 2,900 3,500 110 Melting Point (C/F) 427/800 T 427/800 T 315/800 T 1121/2050 1493/2719 327/621 TT
Advantages of Composites: Corrosion resistance. Fatigue resistance. Sales through offset. Weight reduction. Lower assembly costs Better mechanical properties. Good thermal properties High compressive strength
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Disadvantages of Composites: Low impact resistance. The material is subject to moisture. Higher materials costs. Requires specials equipments and skills. To prevent galvanic corrosion isolation is needed in adjacent aluminum part.
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Amphibious Aircraft
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because of their properties such as the high strength to weight ratio. Space structure was one of the first to use carbon for its construction because of its exceptional thermal expansion properties. Helicopters and military aircrafts uses carbon fibers and a small amount of aramid fibers in their construction because of the high strength to weight and the high stiffness to weight. The carbon fiber/epoxy is used on the horizontal rear stabilizer, control surfaces, nacelles, fairings and access doors in the airbus A340. The Boeing 777 uses the carbon fiber/epoxy for horizontal and vertical rear stabilizers construction. The carbon fiber was mainly used in the structure of military aircraft for some time. Nowadays, the modern commercial aircraft usage of carbon fiber shows great advantages such as decreasing the problems of design, manufacturing, reliability and cost. Materials Used During Construction Our Aircraft was mainly built on Balsa wood & Bass Wood Spars. We Used a limited amount of plywood as the engine platforms on the wings and servo platform on the fuselage. Bass spars are widely used, as our principle structure. The bass wood in other hand gave the supportive structure including coverings, floats, water tanks and body floats. Due to its extreme light weight considering other woods it is much preferable to use balsa. It is also easy to work with since it can be easily shaped and at times appropriately bend. Figure 8
Plywood
Balsa
Figure 7
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Amphibious Aircraft
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Parametric design
Model Wingspan (cm) Wing Area (dm2) Length (cm) Flight Weight (kg) Radio Channel Servos Engine
Seagull Nemesis NXT Seagull Silence Twister ARTF Seagull Cap 232 Hanger 9 Funtana 125G Black Horse liberty 182-II Yak-54 28CC 4CH Deluxe Mini Cessna (KATANA) F0081 Gas Plane CAP232-3D F091
142
33.2
117
2.8
SC Engine 52FS SC Engine 91A-S OS Max .61SF Evolution 26GX SC Engine 52FS OS Max .61SF (Electric Motor) n/a OS Max .61SF OS Max .61SF AP15 MAX (2 engines)
170
44.4
135.3
n/a
145
39
131.4
3.4
176.5 165
71.5 n/a
176.5 1260
n/a 3
4 5
6 7
180
64
175.5
3.6-3.8 kg
92.8
n/a
72.3
0.584
178
61
171
3.6-3.8
114.8
47
100.8
1.7-1.85
194.5
52.9
124.5
2.9-3.4
Proposed Aircraft
100
n/a
82
2-2.3
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Amphibious Aircraft
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Aircraft Model
Length (cm)
Aircraft Model
Aircraft Model
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Amphibious Aircraft
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Mission
Parameters Wingspan Length Height Width (fuselage) Weight No. of Engines Values 100 (cm) 82-90 (cm) 13-14 (cm) 12 (cm) 2000 -2300 (g) 2
Starting Date
28/02/2012 06/03/2012 08/03/2012 15/03/2012 18/03/2012 22/03/2012 28/03/2012 31/03/2012 1/04/2012 11/05/2012 15/05/2012 19/05/2012 21/05/2012 24/05/2012 24/05/2012
Duration (days)
8 2 7 3 5 7 2 1 41 4 1 2 3 1 2
End Date
05/03/2012 07/03/2012 14/03/2012 17/03/2012 22/03/2012 28/03/2012 30/03/2012 31/03/2012 10/05/2012 14/05/2012 15/05/2012 20/05/2012 23/05/2012 24/05/2012 25/05/2012
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Amphibious Aircraft
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Duration (days)
45 40 35 30 25 20 15 10 5 0
Duration
28.2.12 9.3.12 19.3.12 29.3.12 8.4.12 18.4.12 28.4.12 8.5.12 18.5.12 28.5.12
Design Concept
Sketch & AutoCAD implementation Calculations Material Selection Budgeting Construction Risk Assessment/ Safety Cost Assessment Testing & Troubleshooting Further Development/ Correction Conclusion Reporting Duration (days)
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Amphibious Aircraft
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Aerofoil Selection
Selected Aerofoils:
E214:
Thickness: Camber: Trailing edge angle: Lower flatness: Leading edge radius:
Max CL: Max CL angle: Max L/D: Max L/D angle: Max L/D CL: Stall Angle: Zero-lift angle:
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Amphibious Aircraft
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NACA - 0011
Thickness: Camber: Trailing edge angle: Lower flatness: Leading edge radius:
Max CL: Max CL angle: Max L/D: Max L/D angle: Max L/D CL: Stall Angle: Zero-lift angle:
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Clark Y:
Thickness: Camber: Trailing edge angle: Lower flatness: Leading edge radius: Max CL: Max CL angle: Max L/D: Max L/D angle: Max L/D CL: Stall Angle: Zero-lift angle: 1.295 8.5 51.615 7.0 1.18 8.5 -3.5 11.7% 3.4% 15.3o 71.8% 1.2%
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Comparison Of The Aerofoils: For selection of the aerofoil, the comparison of the selected aerofoils are done. The selected aerofoils type are: E214, NACA-0011 & Clark Y
Types of Aerofoil
Thickness (%) Camber (%) Trailing Edge Angle (%) Lower Surface Flatness Leading Edge Radius (%) Maximum Lift (CL) Maximum Lift Angle-of-Attack (deg) Maximum L/D Lift at Maximum Lift-to-drag Angle-of-Attack for Maximum L/D
E214
11.102 4.031 11.543 86.620 1.891 1.549 9.000 65.951 1.308 5.500
Clark Y
11.707 3.433 15.259 71.818 1.236 1.295 8.500 51.615 1.180 7.000
NACA 0011
10.980 0.014 14.236 22.634 1.446 0.923 15.000 38.632 0.831 7.000
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After Comparing the Lift and Drag of the aerofoils with Angle of Attack and Moment Coefficient; and due to low Reynolds no. of E214 comparing the other aerofoil types we choose it. It is also selected due to the aircrafts requirement to lift off from the aquatic surface and limitation of 1 meter span of the wing. The overall lift capacity must be high.
Design in 2D & 3D
Initial hand-drawn design of the aircraft:
Then simplified, 2D Drawings which includes side, top & front view respectively:
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The complex design of the fuselage done in AutoCAD first and then later modified in 3D model during construction. So, the 2D model shows the first proposed design & the 3D model with dimensions illustrates the actual construction of the aircraft.
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3D drawings of the hind part of the fuselage with the dimensions provided. The next illustrations is 3D-view of 2D drawings in AutoCAD.
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Wing Design:
The chord of the wing has been taken as 25 cm and this lead us to make the flaperon to be 6 cm and the rest to be 18 cm. The spars that are placed between the chord are 6.5 cm apart from each other; while the spar itself are of 1 cm bass wood. This strengthens the base of the wing and can carry the load of the 2 engines, fuel tanks and servos. If noticed properly in the AutoCAD drawing, it can be seen that the wing is made of 2 individual 100 cm length of spars.
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Graphs
Most this graphs are taken from the book: "Fundamentals of Flight - 2nd Edition" by Richard S. Shevell
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Calculations
All the calculations will be measured in 'cm' & 'm' as units in appropriate calculations. The calculations will be started with individual characteristics of parts of the aircraft. Since we plan to built the wing first, we will start calculations with the wing.
Wing characteristics:
The wing that is used is straight. It has wing span of 100 cm & chord length of 25 cm.
Span (b): 100 cm Chord (c): 25 cm Surface area of the wing (SRef) = b x c = 100 x 25 = 2500 cm2 = 0.25 m2
Wetted surface area of the wing (SWet) = 2.04 x SRef x Exposed area
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Aspect ratio = =
=4
The horizontal stabilizer is a perfect rectangular in shape & since its situated middle of the vertical stabilizer some part of it is unexposed.
Surface area = b x c
= 30.4 x 8.3 = 252.32 cm2 = 0.0252 m2 Unexposed area = 0.4 x 4 = 1.6 cm2 % unexposed area = = 0.6% Thus the % of exposed area = 99.4% Wetted area of H.S. (SWet) = 2.04 x SRef x Exposed area = 2.04 x 252.32 x 0.996
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Vertical Stabilizer characteristics: The vertical stabilizer used in this aircraft can be said to be a triangle and certain percentage of its body is unexposed. The rudder is almost 5 cm wide.
Surface Area of V.S. = area of vertical fin + area of the rudder = (1/2 x 22.2 x 20.4) + (4.5 x 17.5) = 328.44 cm2 = 0.0328.44 m2
Since the vertical stabilizer is triangular its m.a.c. = 19/2 = 9.5 cm Unexposed area = = 27% Thus, the exposed area is 73%
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Wetted area of V.S. (SWet) = 2.04 x 328.44 x 0.78 = 489.1 cm2 = 0.04891 m2
Fuselage characteristics:
Side tail sections = (36x4)2 + (1/2 x 36 x 4)2 + (1/2 x 36 x 3)2 = 540 cm2 Upper & lower tail section = (5 x 36)2 + (1/2 x 3 x 20)2 + (3 x 12.2)2 = 576 cm2 Fuselage middle: side & top sections = (29.6 x 11)2 + (29.6 x 12.2)2 = 1391.2 cm2 Float body area = (3.3 x 10.5)2 + (1/2 x 3 x 20)2 + (3 x 12.2)2 = 198 cm2 Nose Section: Area 1 = l x b = 110.5 cm2 Area 2 = 1/2 x b x h = 36 cm2 Area 3 = l x b = 78 cm2 Area 4 = l x b = 99 cm2 Area 5 = Area 6 = Area 7 =
= 39.3 cm2
= 25.1 cm2
= 63 cm2
Total area of the fuselage = 3156 cm2 = 0.3156 m2 length of the fuselage = 80 cm = 0.8m2
Nacelles:
Total Surface Area = (7.5 x 10.5) + (17 x 10.5) = 257.25 cm2 SWetted = 2 x 257.25 = 514.2 cm2 = 0.0514 m2 L/D = 17/13 = 1.3
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Floats
W = 6.5 cm || L = 15.5 cm || h = 5cm = 2LW + 2(L+W)h = 2*(15.5 x 6.5) + 2*(15.5 + 6.5)*5 = 465.5 cm SWet = 465.5 x 2 = 931 cm = 0.093m L/D = 2.2
R = 287.05 Nm/Kgk
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Amphibious Aircraft
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CRUISE PERFORMANCE:
Total weight of the aircraft = 2,105 g, which is = Since the aircraft is at cruise, Lift = Weight which is = While cruising the angle of attack is , using profili the G is approximately 0.8
=>
=>
=>
=>
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Fuselage Drag Calculation Length of the fuselage = 0.8m Diameter of the fuselage = 19cm = 0.19m Finess Ratio =
=>
Horizontal Stabilizer Drag Calculation Reynold Number: K from the graph => => => => =>
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=>
Vertical Stabilizer Drag Calculation Reynold Number: (from the graph ) => => => => =>
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=>
=>
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=>
=>
=>
=>
Total
Calculation
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=>
(from profile)
=>
=>
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Thrust Calculation:
As we know during cruise thrust is equal to drag and lift is equal to weight. From engine specifications, the power output = 1.6 hp @ 14,000 rpm. The The propeller efficiency (), assumed to be: 0.8engine runs at 14,000 rpm and the velocity is 13 m/s = 42.7 ft/s
Power = 1.6 hp x 500 ft-lb/s Power = power = 66.7 N Power to weight ratio = = 3.2
= 14.98 lb 15 lb
= 0.015 hp
CL at Minimum power = CL (mp) = CL (mp) = x 0.6 CL (mp) = 1.04 CL induced Drag at minimum power = CL i(mp) = 3 x CDp CL i(mp) = 3 x 0.031 = 0.093 Thrustmin = 1.052
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Endurance:
Propeller efficiency () = 0.8 S = 0.25 m2 = 2.69 ft2 = 0.002377 slug/ft3 = = 1 slug/ft3 c=1 Wi = 2105g = 2.105 kg => 2.105 x 9.8 = 20.6 N => 20.6 x 0.2248 = 4.63 lb Wf = 2105 - 300 = 1805 g = 1.805 kg => 1.805 x 9.8 = 17.69 N => 17.69 x 0.2248 = 3.97 lb te in hours = 37.9 te = 37.9 te = 15.7 hrs Since the value of the 'c' and propeller efficiency are assumed; the manual provides the endurance as 15 minutes.
Range:
Range = Endurance x velocity of cruise Range = 15 x 60 x 13 Range = 11,700 m => 11.7 km
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Glide Calculation:
a=
= 0.105 radians = 6o
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Maneuvers:
Left turn Load factor, n = = is the bank angle, and our calculation will be based on assuming the bank angle n=
=>
n=
=>
n=2
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n= R=
=>
=> L = 2
L = 41.2N
V = 13m/s G = 9.8m/ => R = 9.95 m Vertical pull up R= = = R = 17.24m => = => = 1.3 rev/sec
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Take-Off Performance
During take-off we assume the lift to be 20% greater than the weight. W = 2.105 kg; W = 2.105 x 9.8 = 20.6 N L = (1+0.2)W => L = (1+0.2) 20.6 => L = 24.72 N VTO = 1.2 x VS => VTO = 1.2 x 9.2 = 11.04 m/s M= CL = => M = = = 0.032
=> CL =
Drag Calculation Of the Wing Reynold Number: Parasite Drag Thickness ratio = = 0.092 => => => =>
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Induced Drag AR = = =4
Drag Calculation of fuselage Length = 0.8m || Diameter = 0.19m Fineness ratio = K = 1.379 CDp wing = => => = 4.21
=>
=>
Drag Calculation for Horizontal stabilizer. SWetted = 2.04 x 252.32 x 0.996 = 512.67 cm2 = 0.0512 m2 => =>
=>
=>
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Thickness ratio = 0.052 K = 1.09 (from graph 3) CDp V.S. = => CDp V.S. = 0.01055
Drag Calculation for Nacelles. Fineness ratio = K = 3.368 SWet = 0.0514 m2 => =>
=> = 1.3
=>
CDp nacelles =
=>
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Drag Calculation for Main Landing Gear. SWet = 0.0141 m2 Fineness ratio = 2.5 K = 1.848
CDp wing =
=>
Drag calculation of nose landing gear: S wet = 0.005 L = 0.04m Fineness ratio = 2 K = 2.2
RN = Cf = CDp NWG=
=>
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Drag calculation for floats: Swet = 0.09m2 L = 0.015m K = 2.034 Fineness ratio = 2.2 => RN = Cf = => RN = 11, 336 => Cf = 0.01247 => CDp floats = 0.00913
RN = Cf = CDp floats =
Total drag co-efficient: CDp wing + CDi + CDp Fuselage +CDp horizontal + Cdp vertical + CDp nacelles + CDp MLG + CDp NLG + CDp floats CD = 0.00638 + 0.146 + 0.0029 + 0.0012 + 0.0104 + 0.00256 + 0.000708 + 0.00033 + 0.0087 CD = 0.179 Lift to drag ratio at take off:
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a=
=> = >a=9.4m/s2
d TO =
=> d TO = 13 meters
Landing Performance
Total weight of the aircraft during landing = 1.905 kg = 1.905 x 9.8 = 18.6 N VS = => VS = => VS 8.87 m/s
During Landing We assume that the landing speed 'VL' = 1.25 VS VL = 1.25 x 8.87 = 11.08 m/s M= => M = => M = 0.032
During landing CL must be maximum to produce more drag. Since CL max = 1.55 and the stall angle is 9o. L= L = 29.1 N
=> L =
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Drag Calculation Of the Wing Reynold Number: => => => =>
Parasite Drag Thickness ratio = 0.092 K = 1.18 (From Graph 3) CDp wing = CDp wing = 0.00636 Induced Drag AR = = =4 =>
Drag Calculation of fuselage Length = 0.8m Diameter = 0.19m Fineness ratio = K = 1.379 => => = 4.21
=>
=>
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CDp wing =
Drag Calculation for Horizontal stabilizer. SWetted = 2.04 x 252.32 x 0.996 = 512.67 cm2 = 0.0512 m2 => =>
=>
=>
Thickness ratio = 0.06 K = 1.12 (from graph 3) CDp H.S. = => CDp H.S. = 0.001213
Thickness ratio = 0.052 K = 1.09 (from graph 3) CDp V.S. = => CDp V.S. = 0.0105
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Drag Calculation for Nacelles. Fineness ratio = K = 3.368 SWet = 0.0514 m2 => =>
=> = 1.3
=>
CDp nacelles =
=>
Drag Calculation for Main Landing Gear. SWet = 0.0141 m2 Fineness ratio = 2.5 K = 1.848
CDp wing =
=>
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Drag calculation of nose landing gear: S wet = 0.005 L = 0.04m Fineness ratio = 2 K = 2.2
RN = Cf = CDp NWG=
=>
Drag calculation for floats: Swet = 0.09m2 L = 0.015m K = 2.034 Fineness ratio = 2.2 => RN = Cf = => RN = 11, 377 => Cf = 0.01245 => CDp floats = 0.00911
RN = Cf = CDp floats =
Total drag co-efficient: CDp wing + CDi + CDp Fuselage +CDp horizontal + Cdp vertical + CDp nacelles + CDp MLG + CDp NLG + CDp floats
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CD = 0.00636 + 0.2 + 0.00296 + 0.001213 + 0.0105 + 0.00255 + 0.000709 + 0.000335 + 0.00911 CD = 0.233
dG =
dG = 24 m/s
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Centre of Gravity
X-axis Centre of Gravity.
Parts of the Aircraft. Horizontal Stabilizer Vertical stabilizer Micro Servos 2 & 3 Micro Servos 1 & 4 Engines Fuel Wing + Floats Nose Landing gear Main Landing Gear Battery Main Servo Fuselage Total Weight (g) 35 45 60 60 330 250 468 45 100 150 120 856 2519 Length from nose (cm) 72 72 36 41 28.5 36 34 9 41 4 42 40.5 Moment (gcm) 2520 3240 2160 2460 9405 9000 15912 405 4100 600 5040 34668 89510
Centre of Gravity = Total Moment Total Weight = 89510 2519 Y-axis Centre of Gravity
Parts of the Aircraft. Horizontal Stabilizer Vertical stabilizer Engine 1 Engine 2 Micro Servo 1 Micro Servo 2 Micro Servo 3 Micro Servo 4 Fuel Tank 1 Fuel Tank 2 Nose Landing Gear Main landing Gear Floats 1 Weight (g) 35 45 165 165 30 30 30 30 125 125 45 200 20 Length from nose (cm) 50 50 31.5 68.5 28.5 30.5 64.5 66.5 35 71 50 50 7.5 Moment (gcm) 1750 2250 5197.5 11302.5 855 915 1935 1995 4375 8875 2250 10000 150
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Centre of Gravity = Total Moment Total Weight = 131340 2619 y-axis C.G. = 50.14 cm
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We had to carefully calculate the placement of the shaped ribs on bass spars so that in the end we could end up with a perfectly balanced wing structure. To obtain the equal distance from one rib to another, we printed out "cm ruler" on A4 sized sticker paper placed carefully on the spars.
The Markings are done calculating the rib's width and no. of ribs we could cut out in reference to the length of the spars. Later we marked the spar easily with the help of the paper ruler.
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Using wood glue, we worked overnight and completed the wing as fast and as accurately as possible. The distance between the ribs later has been measured so that the weight difference between the two extremes of the spars are nullified.
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End of the work and the final product, the completed structure of the Aircraft:
Soon after that we started building the flaps/flaperons for the wings, with the pieces that are shaped as to suit the E214 aerofoil type as they were separated from the original aerofoil.
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After we are done with the wings we followed up by building the fuselage structure with bass spar and balsa formers.
Using the protractor we managed to draw the front part of the base of the fuselage as a semicircle.
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We worked and was done with the structure of the fuselage eventually, building fuselage body, vertical stabilizer & horizontal stabilizer. Later on we started building the floats and installing them on the wings.
Installing the floats in the wing. 8mm bass wood sticks are used to accommodate the installation. The sticks than screwed with the spar of the wing.
Marking the length of the spar needed for the float attachments.
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After we are done with our structure construction of the main parts, we started covering them. First we took the dimensions of the structure and cut out the thin balsa sheets. The first thing we covered was the fuselage, we also worked on building a nose float for the aircraft. The following pictures will illustrate the procedure we worked on.
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The lower part of the Fuselage and hind part of the fuselage is covered.
The Nose float of the aircraft. It has been designed such that it acts as a locked placement and fits perfectly on the original structure.
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Once the glue, perfectly placed we covered the structure. For uniformly distribute the pressure needed above the balsa sheet till the glue dries we used "cricket bat", by placing them over the structure carefully. This innovative method proved to be very useful as holding the wooden pieces together with hands proved to be a daunting task!
We applied the glue all over the structure where the cover/skin of the balsa sheet will be attached. The pillars and the spars of the strictures are manually fixed to give the desired shape.
Once we found a method to apply uniform pressure on the sticking points, we developed it into much more suitable and controllable method, by introducing water bottles filled with the equal amount of water in them.
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Once the above activities are done we placed the float of the aircraft on to the structure and got the desired shape.
Once we completed the lower part of the nose of the aircraft, we started to build the upper part of the nose. We soaked the thin balsa sheet in water till they can be easily re-shaper or bend without damaging the wood. To stick together the thin-bend wood we had to place few pillars, so that the shaping of the nose is uniform.
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Total of 4 pillars cut out of bass wood placed at designed place to give the ideal shape of the nose. This particular design has been chosen to be aligned with the boat type shape of the aircraft.
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Once we are done with the lower part and covering the sides of the nose we tried to cover the top part, which proved to be the most challanging in the construction of the fuselage. First we cut and used sanding method to create a block that is identical to the real life aircraft's top part. With much work, we were able to mount the balsablock on the fuselage with a lower support.
Like the side walls of the nose of the aircraft, we first soaked the wood in water and slowly bend it in the desired shape. Once the wooden piece has been shaped and dried we carefully glued it to the base and the balsa block that we shaped and attached previously.
Though extremely time consuming, we attached the upper portion of the nose. Once done with the nose aircraft, it seems to be completely rough. Thus, trimming and sanding of it was a necessary to give the ideal and required shape. The shape of the nose will affect the aerodynamics of the aircraft and will reduce drag in water.
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The completed nose of the aircraft. After few hours of sanding and trimming. There's possibility that the nose might be heavier than anticipated. As the fuselage is completed the next step was to make a custom-made water tank that can carry up to 500 mg of water. The design of the water tank has been inspired by the tail section of the aircraft. According to it the design is made. The following illustrations will explain the water tank's capacity.
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If we assume that 1 cm3 of water is approximately equal to 1 gm then we need a water tank that can have volume of minimum 500 cm3 to store water in it. According to the shape of the water tank, the volume can be calculated such as: The length of the tank = 12 cm = l the height (a) = 7 cm the height (b) = 8.5 cm using the formula to find the area of the trapezium = 1/2 (a+b)*l = 1/2 *(7+8.5)*14 = 93 cm2 Since the width of the water tank varies in both end, we took the average of the two: = (7 + 7.7)/2 = 7.35 cm. multiplying the width and the area of the trapezium we get the volume of the tank. Thus: = (7.35 * 93 ) cm3 = 683.6 cm3 The volume of the tank is 183.6 cm3, so it can be said that it will carry approximately up to 680 gm of water. This is 180 gm more than the condition payload that was required. The construction of the water tank will be illustrated below:
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After the water tank and other all important tasks has been we achieved we set our next task, installing the engines and servos that will be used for controlling the engines and moving of the flaperons. Since our aircraft has the design which places its engine on the wing, we had to find a solution to built the engine mount. We did as much as investigation and research on the types of mountings that can be used for our wing, and came up with a simple mount which can house the engines and as well as the components that will run the engine such as fuel tank & servos. The attachment of the mount was placed on the spars of the wing with the help of epoxy.
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After we completed the installation of the engine and servos on the wing, we started building a nacelle for the engine. Later we covered it with monokot and installed around the engines.
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As we were done with all the basic construction needed to complete the aircraft we started covering and installing servos to get ready for the final product of the aircraft. The first thing we concentrated on was the stabilizers and flaperons.
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Rudder
Vertical Stabilizer
Horizontal Stabilizer
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The fuselage was next in line to get covered with the monokote, we first covered the lower part of the fuselage including the bottom.
After the aircraft's lower part covered, we let the upper part as it, is since it was time consuming to put on a monokote. Our main focus was the below part, since we were planning to fly the aircraft from an aquatic surface later on.
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Once all the coverings are done, we installed all the servos, hinges & rods.
Antennae & Receiver of the control system. Micro-servos are used to control the flaperons & the engine throttle system.
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The Aircraft all the connections and the building was done.
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Engines
The engines are one of the main component of the aircraft. It took the team almost 34 working days to research, calculate and assume the type of engine that can be used for our aircraft. Unlike many others, our engine were to be mounted on the wings, thus we gave our priority not only to the power & rpm required but also the weight of the engines. We came up with AP15 engines which fitted the slot of our requirements in both the accordance of power and weight. We imported brand new engines from U.S. since local market do not posses such engines. It came with attached muffler.
AP .15 YELLOWJACKET
DUAL BALL BEARINGS SCHNEURLE PORTING TRUE ABC CYL CNC MACHINED C.C. Bore Stroke R.P.M. Weight Props 2.26 15.50 12.00 3000 - 14000 165 gm 8x6, 9x4
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Servos
This aircraft contains total of six servos of which four of them are micro-servos and 2 regular servos. The sole reason we used the micro-servos is, to decrease the weight on the wings. They provide enough power to work according to the requirements.
All the Servos were bought from Hobbies Zone, with a bargain price, since that was the only place during our search we found servos that we needed for our aircraft.
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Remote Control
Initially we planned to use 6 channels with each channel controlling one of the engines, but we scrapped that plan to introduce 1 channel 2 servo system so that it is easier to maintain the rpm of both engine at equal pace. Nevertheless we used a 6channel capable remote control.
WFT06X-C 6 Channel 2.4 GHz Dual Rate Throttle Hold Compatible with simulation software.
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Monokote
Wood Glue
Fuel line/pipe
Hacksaw
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Battery
Driller
Tool Box
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Budgeting
The total cost did go over our initial estimation which was due to the some repair and changes we brought to our stabilizers. The cost is broken down for analyzing the amount that has been spended. The simple analyses that has been used here is: Total Cost = Direct material costs + Variable Overheads Variable Overheads
Components
Printing/Photocopying Hacksaw Paper Cutter Sandpaper Scissors Wood Glue x 2 Super Glue Epoxy Glue Driller Iron Paper Pins Insulation Tape X 3 Transportation Fuel Screw Packs 5x2mm X 2 Energizer Batteries Working Space Nails Metal Epoxy Total Costs
Price/Cost (AED)
200 Available 5 15 Available 34 40 75 Available Available 4 7 350 10 40 Available 5 8 793
Materials Origin
AST Printings Stationary shop ACE Hardwares ACE Hardwares ACE Hardwares Ultimate HELI Stationary Shop ACE Hardwares ACE Hardwares Union Co-Operative ACE Hardwares Hardware shop
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Material Type
Balsa wood Balsa wood Bass wood Ply wood Styro Foam Engines Servos Fuel Fuel Tank Fuel Line Paper Hinges Bar Hinges Carbon Rods Servo Connecters Propeller Front Landing gear Monokote Rolls Main Landing Gear Battery Holder Connector Wire Remote Control Total
Quantity
8 32 21 1 1 2 6 1 2 2 2 1 3 6 2 1 2 1 1 1 1
Cost (AED)
200 480 262 19 15 500 280 85 40 18 46 20 24 210 30 15 35 10 25 10 350 2674
Material Origin
ACE Hardwares Wassam Stationary ACE Hardwares ACE Hardwares Hardware Shop Nitro Engines (Online) Hobbies Zone Hobby Centre Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Ultimate HELI Hobby King Hobby King AEON RC Centre AEON RC Centre AEON RC Centre
The Direct material cost = 2674 AED Therefore, the overall cost will be: Overhead Cost + Direct Material Cost = 793 + 2674 Total Cost = 3467 AED
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Proper face masks must be worn while sanding balsa if necessary, for some people it might affect the breathing . Fire hazards such as excess engine heat and misconnection of the power equipments can lead to the damage of electrical equipments the airframe of the aircraft as well as burn the person handling it. To prevent such disastrous result always follow the design limits and manufacturer's recommendations while operating. Improper installations of the airframe or parts of it can lead to severe damage to the materials in use and other parts of the aircrafts, always analyze and plan the best possible way to install certain parts. If following manual is hard, find other easier and proper method to achieve the goal. Backing up of research data and computed data must be absolute compulsory, since any mistreatment or accidents can lead to important data loss. Since this is an amphibious aircraft, proper care must be taken to waterproof the entire fuselage, wing & the electric components. The holes must be covered with waterproof materials. Keep Away from propellers while the engines are running! Severe injuries is possible if not taken care of.
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Trial 2: During Takeoff: Due to the previous experience, the takeoff was conducted from one end of the landing strip towards another. All the platforms suggests proper action. During the run, engines was steadily given throttle. Few seconds later when the speed of the aircraft gradually increased, it flipped! Troubleshooting: After initial analyzing there seemed to be severe damage inflicted on the aircraft. These includes: Broken Engine nacelles. Broken Horizontal stabilizer from middle. One of the engine received damage, leading to severance of carburetor's needle valve. The nose of the aircraft seemed to be bend slightly towards right.
Metal epoxy used to attach the carburetor's needle valve.
Aircraft was later repaired as close to its original state, with a new horizontal stabilizer. But the weather was extremely dusty and windy during the week. This led us to postponed the flights from further testing.
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Amphibious Aircraft
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Troubleshooting: After the onsite investigation, we could notice that although our cg was accurately positioned our engine lacked the thrust needed to take it off properly. Reason for it, according to the flyer was due to the damaged carburetor's needle valve which changes the rpm rate between the two engines. Although we repaired the needle valve with metal epoxy, we could not bring it back to its original power rate, hence the engine failed to deliver enough thrust.
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Amphibious Aircraft
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The only recommendation for this aircraft is to change the engine and use .25 OS engines. That is the only fault of this magnificent flying machine. The .15 engines failed to provide enough thrust. The cg of x & y axis is near to perfect.
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References
Starting engine - Video1: http://www.youtube.com/watch?v=T2AOs47c-mc Hinge - Video2: http://www.youtube.com/watch?v=4oYTQLqa82E&feature=related installing engine -Video3: http://www.youtube.com/watch?v=ELCjnaxm13M History: http://www.bifold.com/floatplanes-history.php http://www.hobbypartz.com/hitec.html http://www.hobbypartz.com/hrc35245s.html http://www.servodatabase.com/servo/hitec/hs-311 http://www.servocity.com/html/hs-311_standard.html http://www.scribd.com/doc/51952304/11/Wing-vertical-location http://www.hobbyking.com/hobbyking/store/uh_viewItem.asp?idProduct=939 2 http://www.hobbyking.com/hobbyking/store/uh_listCategoriesAndProducts.as p?idCategory=333 The calculations are used from the book that was available and commonly related: Fundamentals Of Book By Richard S. Shevell. Introduction to Design and Analysis with Advanced Composite MaterialsStephen Swanson. Advanced Composite Material Manual, Aerospace application. Engine Break-in: http://www.youtube.com/watch?v=pAggkhHqEkw
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Glide Calculation: http://www.grc.nasa.gov/WWW/K12/airplane/glidvec.html Glide Calculation: http://www.grc.nasa.gov/WWW/k12/VirtualAero/BottleRocket/airplane/glidprob.html Form Factor Calculator: http://adg.stanford.edu/aa241/drag/BODYFORMFACTOR.HTML Figure 1 - http://www.theplanpage.com/Months/2404/kingfisher.htm Figure 2 - http://www.abpic.co.uk/photo/1057623/ Figure 3 http://www.google.com/imgres?hl=en&sa=X&rlz=1C1CHKZ_enAE436AE43 6&biw=1366&bih=600&tbm=isch&prmd=imvns&tbnid=jOyITQoFC0TyM:&imgrefurl=http://www.aerospacetechnology.com/projects/bombardier_415/bombardier_4151.html&docid=f7INapqNBDe_M&imgurl=http://www.aerospacetechnology.com/projects/bombardier_415/images/415_1.jpg&w=550&h=413& ei=Ub7ET96WAYWs8gOemdjJDw&zoom=1&iact=rc&dur=421&sig=112953 163716719514994&page=2&tbnh=129&tbnw=172&start=18&ndsp=24&ved= 1t:429,r:3,s:18,i:121&tx=142&ty=102 Figure 4 - http://briangwaltneym1a1.blogspot.com/2009_11_01_archive.html Figure 5 - http://bangalore.olx.in/r-c-high-wing-trainer-aircraft-iid-245781051 Figure 6 http://www.aeroflight.co.uk/waf/croatia/af2/pics/HRZ%20Canadair%20CL%2 0415.jpg Figure 7 - http://fly2build.com/Balsa%20wood.jpg Figure 8 - http://fly2build.com/AirCraftPlywood.jpg
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Week 1 The whole group was given the task to research on amphibious aircrafts. To understand and familiarize with types and characteristics of this type of aircraft. Once the whole team understood what we are required to build, we assigned each of the team member to research about 3 different types of RC aircraft. Held a proper meeting with the team to share and present our own finds and decide the appropriate parameters & characteristics that we had to submit. After further research and evaluation we gathered other information and data that we had to collect. Later around end of the week, we decided that we are going to follow an inspired design from the CL -215/415.
Week 2 After meeting with the instructor, we finalized the selection of our aircraft type and decided upon using 2 engines, in our aircraft. Engines That was our primary choice for the aircraft as to the team's research:
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1. 2. 3. 4. 5.
Evolution 26GX (1.6) Gas Engine. SC Engine 52FS Aero Ringed Engine. SC Engine 36A-S Aero ABC engine. SC Engine 46A-S Aero ABC Engine. AP 15 Yellow Jacket.
The group was assigned to find and research on CL-215 & 415. They were asked to find anything relative to the construction of the aircraft. While some of us undertook the task to find the plans and construction methods, others were asked to take care of the Aerofoil analysis. We also took down the possible parameters. Later during the week we found the plans we were looking for and half the team started work on modification of the basic plans according to our own requirements. End of this week we decided upon the finalized aerofoil analysis and the aircraft plans.
Week 3 Starting of the week we met with our instructor to show our progress and the design of the aircraft, he gave us go-ahead to work on the 3D model. There were other research that was needed for different tasks and materials we would need. So the team was separated to work on individual tasks and to build the 2D & 3D model of the aircraft. Calculations of scaling & corrections are all done by the end of the week & half the team went to buy materials for initial constructions.
Week 4 Once the 3D modeling is done and we know what we are going to build, initial phase of the construction was started. Using profili we acquired the shape we needed for our aerofoil, E214, with calculated chord that we needed. We started cutting the ribs as soon as we printed the shape & the team was able to cut out 24 ribs in total.
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Later in the week the instructor asked us to shorten the ribs, so by the end of the week we worked on to modifying the ribs and cutting of the spars for the wing.
Week 5 Construction work was on its initial phase building the wings, flaperons. Some of the team member went to the Ajman to get more materials, so that we can move on to later phase of the construction. As soon as the construction of the wing was completed, the team concentrated on to the building the structure of the fuselage. As the work continued on the construction and correction of the wing, we ordered for the decided engine - AP 15 Yellow Jacket.
Week 6 We completed the aerofoil with flaperons and we showed our instructor. We modified the original plans that we received, to modify the fuselage construction techniques and type of formers that are used.
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Amphibious Aircraft
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The new plan was followed to build the fuselage. Once the primary parts were done, we showed to our instructor who advised us to reduce the size of the aircraft.
Week 7 Early of the week we were done building the middle part of the fuselage, soon after that we concentrated on building the tail part of the fuselage. We worked on building and then attaching the parts of the structure. Half the team were concentrated on building it, while the other half concentrated on building the formers and base of the fuselage. The whole team worked on the construction around whole week, some worked on stabilizers others on floats.
Week 8 We received the engine of the aircraft. From here on the team was divided in two parts mainly. One of the part would concentrate on the reports and the other on the constructions. As usual, when needed all would come together to help in the construction and the report. Float-base of the aircraft were constructed since it was suppose to be a flying boat type.
Week 9 The team had two priorities, completing the report and building the aircraft. AbuBakr and Kazi concentrated much on the report on other hand Waseem & Saleh worked on the aircraft construction. Ehab was given the task to complete the calculation in due time.
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Week 10 The whole team came together to help in covering the aircraft and giving the final touch to it. We worked on the report and monokoting of the parts of the aircraft. The whole week went by working on this two tasks. We met our instructors in between to discuss about the timing of submission.
Week 11 Engine Mountings and servo mountings are built out of thin plywood. The mount for the Fuel tank, water tank are also built. Later they are all mounted in appropriate positions on wings and fuselage. Building of Nacelles and connection of the servo with rods are been reflected on. End of the week all the connections are done. Including the batteries. Final cover of the Nacelle was built and placed.
Week 12
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Starting of the week we did our first engine test. It didn't go as we expected, as the engines needed to be properly broken in. After few days correcting all the possible problems we went to Nad Al Shiba for our first test flight. Series of incidents led to serious damaged was received by the aircraft. rest of the week passed by repairing the engine and replacing the broken horizontal stabilizer. The weather was bad therefore, further test was postponed.
Week 13 Starting of the week, we did our final test of the aircraft. Due to the damage sustained earlier, the engine failed to deliver thus the test was resulted as semi-satisfied. Work on the Report was completed, with appropriate contents and conclutions.
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