DESIGN AND CFD ANALYSIS OF

AN AMPHIBIOUS QUADCOPTER

A PROJECT REPORT

Submitted by

NAJMA BINTH M KANNANTHODY

(611311101014)

SRUTHI SADANANDAN

(611311101019)

BEENA CHRISTOPHER

(611311101702)

In partial fulfilment for the award of the degree

Of

BACHELOR OF ENGINEERING
In
AERONAUTICAL ENGINEERING
MAHENDRA ENGINEEERING COLLEGE, SALEM

ANNA UNIVERSITY: CHENNAI 600 025

APRIL 2015
1

ABSTRACT
The objective of the project is to design an Amphibious Quad copter
Flying Machine, with the intention of suitable operations in dangerous or hostile
environments such as forest, urban and aquatic areas and to perform CFD
Analysis on the Aerodynamic forces. The maximum weight that can be carried
is calculated and provided with the margin of safe operation. A micro controller
is used to avoid the difficulties of controllability which has inbuilt gyros for
auto stabilization and the gyros are tuned for stabled flight. The multi rotor is an
emerging Unmanned Air Vehicle (UAV) that may have limitless applications.
Evolving from a century old design, modern multi rotors are turning into small
and agile vehicles. A number of multi rotor configurations were reviewed for
this purpose and finally quad rotor configuration was selected. Our present
focus is on developing a suitable design configuration for an amphibious quad
copter with the help of CATIA and CFD tools. The design was initiated by the
approximate payload the quad copter should carry and weight of individual
components. Based on the approximate weight of the quad copter, the
appropriate motors and corresponding electronic components were selected. The
selection of materials for the structure was based on weight, forces acting on
them, mechanical properties and cost. Since this quad copter is amphibious we
specially designed an unconventional foam landing gear so that it could float,
take-off and land on water. If possible we were planning to incorporate First
person view (FPV) into the system to carry to surveillance with the help from
GPS tracking system and live/recorded imaging.

ACKNOWLEDGEMENT
A well-educated sound and motivated work force is the Bed rock of special
and economic progress of our nation. Our heartfelt thanks are due to following
personalities for helping us to bring this project in a successful manner.
We take immense pleasure in thanking and grateful acknowledgement to
our

Chairman

THIRUMIGU

M.G.BHARATHKUMAR

,Mahendra

Educational Trust, Namakkal, for providing ample facilities in our college.

We

extend

our

extreme

gratitude

to

our

beloved

Dr.M.MADHESWARAN,M.E.,Ph.D,(IIT-BHU),MBA.,(Ph.D),

Principal
for

his

valuable suggestions and encouragement.

We have immense pleasure in expressing our sincere gratitude to our
respectful Head of the Department Mrs.C.DHAVAMANI,M.E.,(Ph.D),for her
meticulous guidance which was an inspiration to us.
We wish to express our deep sense of gratitude to our project
supervisor,Mrs.G.MOHANAPRIYA,B.E.,for her able guidance and useful
suggestions,which helped us in completing the project work in time.
Finally,we would to express our heartfelt thanks to our beloved parents
for their blessing, our friends for their help and wishes for successful
completion of this project.

TABLE OF CONTENTS
CHAPTER NO

TITLE

ABSTACT

ii

LIST OF TABLES

vi

iii

LIST OF FIGURES

vii

iv
1.

LIST OF SYMBOLS
INTRODUCTION

2.
2.1

PAGE NO

ix
1

1.1

UAV

1.2

AMPHIBIOUS QUAD COPTER

1.3

CLASSIFICATION OF UAV

1.4

CLASSIFICATION BY TYPE OF WING

LITERATURE REVIEW

ANALYSIS OF MILITARY UAV

2.1.1 EXISTING VTOL AIRCRAFT

11

2.1.2 F-35B JOINT STRIKE FIGHTER

12

2.1.3 V-22OSPREY

13

2.2

WIRLESS CONTROL QUAD COPTER

15

2.3

CONTROL OF AN UNCONVENTIONAL

15

VTOL UAV
2.4

DESIGN OF AN AUTONOMOUS

16

QUADROTOR UAV
2.5

DESIGN OF A QUAD ROTOR CAPABLE

16

AUTONOMOUS FLIGHT
2.6
2.7

ANALYSIS OF LANDING GEAR

DESIGN AND STRUCTURAL ANALYSIS

17
17

OF LANDING GEAR
2.8

STYROFOAM PRODUCTION
DESCRIPTION
4

18

2.9
2.10

Al EXTRUSION

18

DESIGN AND DEVELOPMENT OF

18

AMPHOBIOUS QUAD COPTER

2.11

QUAD COPTER

19

2.12

WIRELESS CONTROL UAV

19

3.

METHODOLOGY

20

BUDGET ESTIMATION

22

3.3

PRELIMINARY DESIGN

22

3.3.1 DESIGN CALCULATION

3.4

SELECTION OF COMPONENTS

23

3.4.1 PLATFORM

23

3.4.2 PROPULSION SYSTEM SECTION

24

3.4.3 MOTOR

24

3.4.3.1OUTRUNNERS

24

3.4.3.2INRUNNERS

25

3.4.3.1.1SPECIFICATIONS

25

3.4.4 ELECTRONIC SPEED CONTROLLER

26

3.4.1.1FEATURES

3.5

23

27

3.4.4.2SPECIFICATIONS

28

3.4.5 BATTERIES

28

3.4.5.1SPECIFICATIONS

29

3.4.6 CONTROL BOARD

29

3.4.6.1SPECIFICATIONS

30

3.4.7 PROPELLER

30

3.4.8 ACROLYTE SHEET

31

3.4.9 FOAM BOARD

32

CONTROL SYSTEM

32

3.5.1 SOME GENERAL MULTIROTOR TIPS

32

3.5.2 SAFETY

33
5

3.5.3 RECEIVER

33

3.5.4 MOTOR ESC

33

3.5.5 PREPARING THE TRANSMITTER

34

3.5.6 ARMING AND DISARMING THE

34

FLIGHT CONTROL
3.5.7 STEP BY STEP SETUP GUIDE

34

3.5.7.1CHECK IF THE THROTTLE STICKS

34

3.5.7.2CALIBRATING THE THROTTLE

35

RANGE IN ESC
3.5.7.3CHECKING THE DIRECTION OF THE

35

TRANSMITTER CHANNEL
3.5.7.4CHECKING THE GYRO

36

COMPENSATIONS

3.6

3.5.7.5 REVERSING THE G YRO

36

3.5.7.6 REVERSING THE POT DIRECTION

37

3.5.7.7FINAL ADJUSTMENTS

37

3.5.8 LIFTOFF PROCEDURE

37

3.5.9 FINDING THE CORRECT GAIN

38

3.5.10 EPA, D/R AND EXPO

38

QUADCOPTER MOVEMENT

39

MECHANISM
3.6.1 TAKEOFF AND LANDING

40

MECHANISM
3.6.2 FORWARD AND BACKWARD

41

MECHANISM
3.6.3 LEFT AND RIGHT MOTION

42

3.6.4 HOVERING AND STATIC

43

POSITION
4.

RESULT AND DISCUSSION

6

44

4.1

WEIGHT ESTIMATION
4.1.1

WEIGHT ESTIMATION OF

44
45

COMPONENTS
4.2

CG CALCULATION

45

4.3

ENDURANCE CALCULATION

46

4.4

CATIA MODELLING

47

4.4.1 AMPHIBIOUS QUAD COPTER WITH

47

CONVENTIONAL LANDING GEAR

4.4.2 AMPHIBIOUS QUAD COPTER WITH

48

LIVE IMAGING RECORDER

4.5

CFD ANALYSIS

49

4.6

RESULT

57

5.

CONCLUSION

57

6.

REFERENCE

58

LIST OF TABLES
TABLE NO.
1.

TITLE

PAGE NO.

CLASSIFICATIONS BY WEIGHT

AND ALTITUDE
2.

CLASSIFICATION BY RANGE

AND ENDURANCE
3.

DESIGN PARAMETERS

4.

BUDGET ESTIMATION

22

5.

INITIAL CONFIGURATION

23

6.

WEIGHT ESTIMATION OF

45

COMPONENTS

LIST OF FIGURES
FIGURE NO.

TITLE

PAGE NO.

1.

GLOBAL HAWK

2.

MICRO AIR VEHICLE

3.

F-35B JOINT STRIKE FIGHTER

12

4.

F-35B DURING LANDING

13

5.

V-22 OSPREY

14

6.

BRUSHLESS DC MOTOR

25

7.

ELECTRONIC SPEED CONTROLLER

26

8.

LIPO BATTERY

28

9.

MULTICOPTER BOARD

29

10.

PROPELLERS

31

11.

ACROLYTE SHEET

31

12.

STYROFOAM

32

13.

PITCH DIRECTION OF QUAD

39

14.

ROLL DIRECTION OF QUAD

39

15.

YAW DIRECTION OF QUAD

40

16.

TAKE-OFF MOTION

41

17.

LANDING MOTION

41

18.

FORWARD MOTION

42

19.

BACKWARD MOTION

42

20.

RIGHT MOTION

43

21.

LEFT MOTION

43

22.

CO ORDINATE SYSTEM

44

23.

CG REPRESENTATION

46

24.

CATIA DESIGN QUAD COPTER 3D

48

25.

QUAD COPTER 2D

48

26.

AMPHIBIOUS QUAD LIVE IMAGING 3D

49

27.

AMPHIBIOUS QUAD LIVE IMAGING 2D

49

28.

AMPHIBIOUS QUAD LIVE IMAGING 3D

48

29.

AMPHIBIOUS QUAD LIVE IMAGING 2D

49

30.

COEFFICIENT OF LIFT

50

31.

COEFFICIENT OF DRAG

51

32.

COEFFICIENT OF MOMENT

51

33.

COEFFICIENT OF PRESSURE

52

34.

COEFFICIENT OF STATIC PRESSURE

52

35.

DYNAMIC PRESSURE

53

36.

ABSOLUTE PRESSURE

53

37.

TOTAL PRESSURE

54

38.

KINETIC ENERGY

54

39.

SHEAR STRESS

55

40.

SKIN FRICTION COEFFICIENT

55

41.

VELOCITY VECTOR

56

10

LIST OF SYMBOLS AND ABBREVIATIONS

A

Ampere

ACTD

Advanced Concept Technology Demonstrator

BEC

Battery Eliminator Circuit

C.G

Center of Gravity

CFD

Computational Fluid Dynamics

CATIA

Computer Aided 3D Interactive Application

CW

Clock Wise

CCW

Counter Clock Wise

Cl

Coefficient of Lift

Cd

Coefficient of Drag

Cm

Coefficient of Moment

D/R

Dual Rates

DARPA

Defense Advanced Research Project Agency

DARO

Defense Airbone Reconnaissance Office

Exponential

EXPO

Exponential

Endurance

EPA

End Point Adjustments

ESC

Electronic Speed Controller

GUI

Graphical User Interface

gm

Grams

HAE

High Altitude Endurance

Maximum current drawn from battery

KV

KiloVolt

mah

Milli ampere per hour

Power available

Thrust

Voltage
11

1. INTRODUCTION
1.1. UNMANNED AERIAL VEHICLE
An Unmanned aerial vehicle (UAV) is a type of aircraft which has no
onboard

crew

or

passengers.

UAVs

include

both

autonomous

drones and remotely piloted vehicles (RPVs). A UAV is capable of

controlled, sustained level flight and is powered by a jet, reciprocating, can
also fly upside down or electric engine.
In the 21st century, technology reached a point of sophistication that the
UAV is now being given a greatly expanded role in many areas of aviation.
A UAV differs from a cruise missile in that a UAV is recovered after its
mission while a cruise missile impacts its target. A military UAV may carry
and fire munitions on board, while a cruise missile is a munitions. Austrian
balloons, the earliest recorded use of an unmanned aerial vehicle for war
fighting occurred on August 22, 1849, when the Austrians attacked the
Italian city of Venice with unmanned balloons loaded with explosives. At
least some of the balloons were launched from the Austrian ship Volcano.
Although some of the balloons worked, others were caught in a change of
wind and blown back over Austrian lines.

The Austrians had been

developing this system for months: "The Press, of Vienna, Austria, has the
following: 'Venice is to be bombarded by balloons, as the lagoons prevent
the approaching of artillery.
Five balloons, each twenty-three feet in diameter, are in construction at
Treviso. In a favorable wind the balloons will be launched and directed as
near to Venice as possible, and on their being brought to vertical positions
over the town, they will be fired by electro magnetism by means of a long
isolated copper wire with a large galvanic battery placed on a building. The
bomb falls perpendicularly, and explodes on reaching the ground. Although
balloons do not generally meet today's definition of a UAV, the concept was

12

strong enough that once winged aircraft had been invented, the effort to fly
them unmanned for military purposes was not far behind.
Unmanned Aerial Vehicles, or UAVs, as they have sometimes been
referred to, have only been in service for the last 60 years. UAVs are now
an important addition to many countries air defense. Modern UAVs have
come a long way since the unmanned drones used by the USAF in the
1940s. These drones were built for spying and reconnaissance, but were not
very efficient due to major flaws in their operating systems.
Over the years UAVs have been developed into the highly sophisticated
machines in use today. Modern UAVs are used for many important
applications including coast watch, news broadcasting, and the most
common application, defense. The military use of unmanned aerial vehicles
(UAVs) has grown because of their ability to operate in dangerous locations
while keeping their human operators at a safe distance. The larger UAVs
also provide a reliable long duration, cost effective, platform for
reconnaissance as well as weapons. They have grown to become an
indispensable tool for the military.
The question we posed for our project was whether small UAVs also had
utility in military and commercial/industrial applications. We postulated that
smaller UAVs can serve more tactical operations such as searching a village
or a building for enemy positions.
Smaller UAVs, on the order of a couple feet to a meter in size, should be
able to handle military tactical operations as well as the emerging
commercial and industrial applications and our project is attempting to
validate this assumption.
To validate this assumption, my team considered many different UAV
designs before we settled on creating a Quad copter. The payload of our
Quad copter design includes a camera and telemetry that will allow us to

13

watch live video from the Quad copter on a laptop that is located up to 2
miles away.
1.2. AMPHIBIOUS QUADCOPTER
An amphibious aircraft or amphibian is an aircraft that can take off and
land on both land and water. Fixed-wing amphibious aircraft are seaplanes
(flying boats and floatplanes) that are equipped with retractable wheels, at
the expense of extra weight and complexity, plus diminished range and fuel
economy compared to planes designed for land or water only. Some
amphibians are fitted with reinforced keels which act as skiis, allowing
them to land on snow or ice with their wheels up and are dubbed triphibians.
In the United Kingdom, traditionally a maritime nation, a large number of
amphibians were built between the wars, starting from 1918 with the
Vickers Viking and the early 1920sSupermarine Seagull and were used for
exploration and military duties including search and rescue, artillery
spotting and anti-submarine patrol .
The most notable being the Short Sunderland which carried out many
anti-submarine patrols over the North Atlantic on sorties of 8 12 hours
duration. These evolved throughout the interwar period to ultimately
culminate in the post World War 2 Super marine Seagull, which was to
have replaced the wartime Walrus and the Sea Otter but was overtaken by
advances in helicopters.
Starting in the mid-1920s and running into the late 30s in the United
States, Sikorsky produced an extensive family of amphibians (the S-34, S36, S-38, S-39, S-41, S-43) that were widely used for exploration and as
airliners around the globe, helping pioneer many overseas air routes where
the larger flying boats could not go, and helping to popularize amphibians in
the US.

14

The Grumman Corporation, late-comers to the game, introduced a pair of

light utility amphibious aircraft - the Goose and the Widgeon during the late
1930s for the civilian market. However, their military potential could not be
ignored, and many were ordered by the US Armed forces and their allies
during World War II. Not coincidentally, the Consolidated Catalina (named
for a Catalina Island, whose resort was partially popularized by the use of
amphibians in the 1930s, including Sikorskys, and Douglas Dolphins) was
redeveloped from being a pure flying boat into an amphibian during the
war.
After the war, the United States military ordered hundreds of the
Grumman Albatross and its variants for a variety of roles, though like the
pure flying boat was made obsolete by helicopters which could operate in
sea conditions far beyond what the best seaplane could manage.
Development of amphibians was not limited to the United Kingdom and
the United States but few designs saw more than limited service - there
being a widespread preference for pure flying boats and floatplanes due to
the weight penalty the undercarriage imposed.
Yet Russia also developed a number of important flying boats, including
the widely used pre-war Shavrov Sh-2 utility flying boat, and postwar the
Beriev Be-12 anti-submarine and maritime patrol amphibians.
Development of amphibians continues in Russia with the jet engines
Beriev Be-200. Italy, bordering the Mediterranean and Adriatic has had a
long history of waterborne aircraft going back to the first Italian aircraft to
fly. While most were not amphibians, quite a few were, including the
Savoia-Marchetti S.56A and the Piaggio P.136.
Amphibious aircraft were particularly useful in the unforgiving terrain of
Alaska and northern Canada, where many remain in civilian service,
providing remote communities with vital links to the outside world.

15

The Canadian Vickers Vedette was developed for forestry patrol in

remote area; previously a job that was done by canoe and took weeks could
be accomplished in hours, revolutionizing forestry conservation.
Although successful, flying boat amphibians like it ultimately proved less
versatile than floatplane amphibians and are no longer as common as they
once were. Amphibious floats that could be attached to any aircraft were
developed, turning any aircraft into an amphibian, and these continue to be
essential for getting into the more remote locations during the summer
months when the only open areas are the waterways.
Despite the gains of amphibious floats, small flying boat amphibians
continued to be developed into the 1960s, with the Republic Seabee and
Lake LA-4 series proving popular, though neither was a commercial success
due to factors beyond their makes control.
Many today are home built, by necessity as the demand is too small to
justify the costs of development, with the Volmer Sportsman being a
popular choice amongst the many offerings.
With the increased availability of airstrips in remote communities, fewer
amphibious aircraft are manufactured today than in the past, although a
handful of amphibious aircraft are still produced, such as the Bombardier
415, and the amphibious-float equipped version of the Cessna Caravan.
1.3. CLASSIFICATION OF UAV
The UAVs can be grouped into so many categories, in which few of them
are considered for our reference,
Weight
Maximum altitude
Endurance and range
Type of Wing

16

Table 1. Classifications by weight and maximum altitude

Table 2. Classifications by Range and Endurance

1.4. CLASSIFICATION BY TYPE OF THE WING

The UAV can be classified as,
Fixed wing and
Conventional wing
The conventional winged aircraft includes multi-copters like
Tri-copter
Quad-copter
The type of UAV we have chosen is a Quad-copter.

17

Table 3.Design parameters

SL.NO.

DESIGN

SPECIFIED

PARAMETERS

RANGE

Weight

<5kg

JUSTIFICATION
Micro UAV fall
under this category
Since it is a micro

Altitude

<1000m

UAV its altitude is

kept under low

Endurance

Conventional

Could be easy to

quad-copter

design and fabricate

Hence it uses a

Wing type

<5hrs

electric propulsion
system

Propulsion

Electric

More efficient and

system

propulsion

less noisy

2. LITERATURE REVIEW
2.1. ANALYSIS OF MILITARY UAV, SHASHAKAR.C
UAVs for military use were reduced to practice in the mid-1990s with the
High-Altitude Endurance Unmanned Aerial Vehicle Advanced Concept
Technology Demonstrator (HAE UAV ACTD) program managed by the
Defense Advanced Research Projects Agency (DARPA) and Defense
Airborne Reconnaissance Office (DARO). This ACTD laid the groundwork
for the development of the Global Hawk shown in Figure (1).
The Global Hawk flies at altitudes up to 65,000 feet for up to 35 hours at
speeds approaching 340 knots while costing approximately 200 million
dollars. The wingspan is 116 feet and it can fly 12,000 nautical miles which
is considerably greater than the distance from the U.S. to Australia. Global
18

Hawk is designed to meet domestic needs including homeland security and

has been demonstrated in drug interdiction. Global Hawks are also approved
by the FAA to fly in U.S. airspace. (SHASHAKAR.C)
Another very successful UAV is the Predator which was also created in
the mid-1990s but has since been enhanced with Hellfire missiles. Named
by Smithsonians Air & Space magazine as one of the top ten aircraft that
changed the world, Predator is the most combat-proven Unmanned Aircraft
System (UAS) in the world.The original version of the Predator, built by
General Atomics, can fly at 25,000 feet for 40 hours at a maximum airspeed

Fig.1. Global Hawk

Of 120 Knots. In addition to missiles, the Predator can carry cameras, high
resolution all weather radar and laser designators. The Predator is a little
smaller than the Global Hawk but still has a wingspan of 55 feet.
At the very other extreme of size are the Micro Air Vehicles (MAVs)
which are an interesting research focus area. There are many designs, some
of which are bio-inspired such as the flapping wing version shown in Figure
(2).
This design is being developed in Germany at the Bio mimeticInnovation-Centre and is inspired by a bird called the swift. Micro air

19

vehicles are also modeled after various insects and generally use exotic
designs and materials and are physically small.
Additionally, although this design claims to be able to glide, the erratic
motion caused by flapping wings could make this a difficult platform to
operate a camera from. Although the designs in this class of UAV are
fascinating, our interest was in attempting to produce a small UAV which
could support a broad mission capability and these MAVs were dismissed
as being too small.
In addition to reviewing very large and very small UAVs, we were also
intrigued by the requirements of DARPAs UAV forge competition which
was posted around the time we started our project.
The UAV forge challenge uses crowd sourcing techniques to design and
build a micro-UAV that can take off vertically, go to a designated distant
location, monitor the location for up to three hours, identify specific objects
and then return home.

Fig.2. Micro Air Vehicle

20

We found this challenge interesting because, since it was a DARPA

research project, it represented pushing beyond the limits of what a small
UAV had ever achieved.
The requirement for vertical liftoff also aligned with our thinking about
the optimum form factor for a small UAV. Many of the deployed UAVs are
fixed wing aircraft; however, we were looking for something more versatile
that we believed could be built in small scale.
The Quad copter, like other helicopter designs, is able to take off without
a runway, take video from a fixed hovering position, and finally maneuver
through tight spaces as required.
The Quad copter also provides a superior payload capacity when
compared to the helicopter and is a more stable platform. Since the Quad
copter was a vertical liftoff design, it aligned well with both our team goals
as well as the DARPA UAV forge goals and therefore it became our
baseline form factor.
In addition to the military uses of the small UAV, we were interested in
evaluating applications in the commercial and industrial sector. Our premise
was that if smaller and cheaper UAVs become readily available, new
markets and uses will emerge.
Potential new markets in commercial and industrial applications include
inspecting pipelines or even inspecting dangerous areas like a meltdown site
at a nuclear power plant.
Disaster relief or crop assessment seems also to be likely areas where
small UAVs could be useful.
We were also motivated by on-campus uses such as monitoring parking
or quick-look video of an incident, or monitoring hard to reach locations, or
exploration of a collapsed building or other dangerous location.
The state of the art in small UAVs seems to be a few hand launched
vehicles used by the military which are far too expensive to be of interest to
21

our project and the amateur community represented by the DIY drones
website.
This community is dedicated to open source development and distribution
of information and technology related to UAVs. They have developed
control modules, software, and various sensors that can be mixed-andmatched to build a low cost UAV.
They also produce a low cost rudimentary Quad copter system that is
available for purchase. The existence of this resource makes a Quad copter
senior project feasible because some of the component parts can be reused
instead of reinvented.
It would not be feasible for a small three person team to create all the
technology required for a Quad copter for a very limited budget and
compressed time schedule.
From the perspective of our senior project, DIY drones provides
components for a quick baseline implementation that will allow us to focus
on the problems of flight stability, payload management, and mission
applications with more resources than if we had to reinvent the base
technology.
The DIY drones components are also most importantly very low cost
when compared to military alternatives and they are well documented and
understood.
For all these reasons, we decided to take the DARPA UAV forge as the
starting point for performance metrics and the DIY drones components as
the baseline design and then test our hypothesis from that starting point.
2.1.1. EXISTING VTOL AIRCRAFT
Model aircraft are typically based on existing full-size aircraft. In this
section a critical Analysis of existing VTOL aircraft is presented.

22

2.1.2. F-35B JOINT STRIKE FIGHTER

The Joint Strike Fighter program is the focal point of the US Department
of Defense for creating advanced and affordable next-generation strike
aircraft for all four branches of the U.S. armed forces and their allies (JSF,
2005).
It attempts to do this by creating three variants; each suited to a particular
niche in the armed forces with up to 80% parts commonality between
models (Jarrett et al., 2004).
The variant of particular interest to this project is the F-35B Short TakeOff and Vertical Landing (STOVL), shown in Figure.

Fig.3. F-35 B joint strike fighter

The F-35B is powered by the Pratt & Whitney F135-PW-600 turbojet
engines which is coupled to a lift fan fore of the main turbine, as shown in
Figure 2.2.
Vertical thrust at the rear of the aircraft is generated by vectoring the
turbine exhaust through especially developed three bearing swivel nozzle. A
landing F-35B with its nozzle in the vertical position is shown in figure.
23

Differential thrust from the exhaust and the lift fan allows for pitch
control of the aircraft.
The air ducts protruding from the sides of the turbine direct jets of air out
to the wings, controlling roll.

Fig.4. F-35B during landing

2.1.3. V-22 OSPREY
According to Boeing (2005) the V-22 Osprey is the first aircraft designed
from the ground up to accommodate the needs of all four branches of the
U.S. armed forces.
Winning the Naval Air System Command contract in April 1983 the
project that was to be known as the Osprey was a collaboration between
Bell, known for their experience with tilt wing rotorcraft, and Boeing Vitol,
known for their experience with heavy lifting helicopters (Rogers, 1989).
The V-22 is designed for both Vertical Take-Off and Landing (VTOL)
and Short Take-Off and Landing (STOL), with the former used for larger

24

payloads. Capable of 510 km/h (Boeing, 2005) in conventional flight the V22 combines the advantages of helicopters and fixed wing aircraft.
A V-22 Osprey in its hover configuration is shown in Figure Powered by
two Allison T406-AD-400 turboprop engines, each developing 4,586 kW of
power, the V-22 drives each of its tri-blade 11.58 m diameter prop rotors to
achieve the large amount of thrust required for vertical take-off (Boeing,
2005).
Utilizing both cyclic and collective propeller pitch control, the V-22 can
control all six of its degrees of freedom when in hover while the nacelles
remain stationary and in their upright position (Rogers, 1989).
A cut away of the port nacelle to show these pitch control mechanisms is
shown in, as well as a cut away of the starboard nacelle showing the tilt
jack. In April 1983 this project that was to be known as the Osprey was
collaboration between Bell, known for their experience with tilt wing
rotorcraft, and Boeing Vitol, known for their experience with heavy lifting
helicopters (Rogers, 1989).

Fig.5. V-22 Osprey in Hover operational mode

25

2.2. WIRELESS CONTROL QUADCOPTER WITH

STEREO

CAMERA AND SELF BALANCING SYSTEM, MONGKHUN

QETKEAW A/L VECHIAN, UNIVERSITY TUHUSSEIN ONN
MALAYSIA
This research mainly focused on remotely operated quad copter system.
The quad copter is controlled through Graphical User Interface (GUI) and
done by using wireless communication system.
The quad copter balancing condition is sensed by FY90 controller and
IMU SD0F sensor.
The experiment shows that it can hover by maintaining the balance and
stability .Quad copter can accept load up to 250gm during its hover
condition. (MONGKHUN QETKEAW)
Maximum operated time of quad copter is 6min using 2200mAh Pico
battery and operate time can be increased by using largest battery capacity.
2.3. CONTROL OF AN UNCONVENTIONAL VTOL UAV FOR
COMPLEX MANUEUVERS, NASIBEH AMIRI, UNIVERSITY OF
CALGARY
This research is mainly focused to design a nonlinear control
methodology that enables the vehicles to use the full potential of its flying
characteristics for independent control of its degree of freedom including
orientation and position of the UAV.
The focus of this research is on a newly built configuration of smallrotary wing VTOL aerial vehicle with ducted fans, each of which has two
rotors named e Vader.(NASIBEH AMIRI)
It investigates the maneuvering inside obstructed environments in the
presence of external disturbances .Achieving this goal is possible due to
revolution in aviation control by introducing Oblique Active Filtering

26

(OAT) mechanism. Capabilities of OAT system will be fully used in

controlling the UAV to enhance its maneuverability
2.4. DESIGN OF AN AUTONOMOUS QUADROTOR UAV FOR
URBAN

RESEARCH

AND

RESCUE,

ROBERT

D'ANGELO

&ROBINSON LEVIN, WORCESTER POLYTECHNIC INSTITUTE

This research includes design and testing of an indoor quad rotor UAV
capable of autonomous take-off, landing, and path finding. The propulsion
system produces 1500g of thrust at 46% throttle using 7" propellers,
minimizing craft size, but allowing for sufficient payload to carry a LIDAR,
a

CMOS

camera,

and

rangefinders.(ROBERT

DANGELO

&

ROBINSONLEVIN)
These sensors are interfaced to an Overo processor, which sends highlevel commands to a low-level flight controller, the HoverflyPro. Flight
tests were conducted which demonstrated flight control and sensor
operation.
2.5. DESIGN OF A QUADROTOR CAPABLE OF AUTONOMOUS
FLIGHT AND COLLABORATION WITH UGV, JOHN J.SIVAK,
WOECESTER POLYTECHNIC INSTITUTE
This research was to design and implement an autonomous quad rotor
aerial vehicle for collaborative operations with autonomous ground
vehicles. The main design constraints were to maximize payload and flight
time.
The quad rotor consists of a Delrin hub with four aluminum arms, and is
infused with an IMU and multiple range finder sensors. All of the
electronics on the quad rotor were implemented and the equations of motion
were derived, however at the time this report was written the control
equations were not yet programmed.(JOHN J.SIVAK)
The ground robot is also currently unable to communicate with the quad
rotor despite the communication framework being set in place. However,
27

further work programming both the quad rotor and the ground robot could
result in a fully-functional system.
2.6. ANALYSIS OF DIFFERENT DESIGNED LANDING GEARS
FOR A UAV, ESSAM.A.AL-BAHKALI,WORLD ACADEMY OF
SCIENCES,ENGINEERING AND TECHNOLOGY
This research is mainly focused on the Analysis of Different Designed
Landing Gears for fundamental light weight, high strength, coupled with
techno economic feasibility. In this advanced CAE techniques is used.
The maximum principle stresses for each model along with the factor of
safety are calculated for every load .Different landing gear configuration
have been analyzed and modeled using a commercial finite element code
(ABAQUS).(ESSAM.A.AL-BAHAKALI)
Different landing conditions are considered (thirteen different loading
conditions that were calculated from different landing speeds), the
maximum principle stresses for each model along with the factor of safety
are calculated for every loading condition.
2.7. DESIGN AND STRUCTURAL ANALYSIS OF WEIGHT
OPTIMISED MAIN LANDING GEARS FOR UAV UNDER IMPACT
LOADING,

RAEES

FIDA

SWAT,

JOURNAL

OF

SPACE

TECHNOLOGY
In this analysis Landing Gears are designed by considering the values of
stress, strain/deformations and stress intensities using computational tools
for the maximum values of loads with a reasonable and logical safety factor.
Weight is optimised in a way such that an optimised structure for the
landing gear can withstand deformations.(RAEES FIDA SWAT)
Commercially available computational tools are used for the evaluation
of the initial structure design in Try-cycle modeland modified model.
The models were used for computation of stresses, strains, and stress
intensities and finally a lightweight and reliable strctuture design is evolved.
28

2.8. STYROFOAM PRODUCT DESCRIPTION, Dr.ABID ALI KHAN.

In this analysis we had taken the FOAM material and are tested under
different conditions.
It is highly resistant to water and water vapour.STYROFOAM Brand
Scoreboard Insulation is hydrochlorofluorocarbon (HCFC) free with zero
ozone-depletion potential. STYROFOAM Brand Scoreboard Insulation is
reusable in many applications. (Dr.ABID ALI KHAN)
It is combustible; protect from high heat sources.It is very easy to handle,
cut and install.
2.9.

ALUMINIUM

EXTRUSION:

ALOOYS

'SHAPES

AND

PROPERTIES. (MAHIN M.A)

In this analysis cylindrical billet of Aluminum is used for testing the
properties. By doing the EXTRUSION PROCESS we came into a
conclusion that longer billets can be extruded, i.e. for a given extrusion ratio
longer sections can be produced. (MAHIN M,A)
Higher extrusion ratio can be used. Extrusion temperatures are lower.
Extrusion speeds are higher. Uniform metallurgical structure is achieved.
2.10.

DESIGN

AND

DEVELOPMENT

OF

AMBHIBIOUS

QUQDCOPTER, CHATANA H.D

In this is analysis amphibious quadcopter is designed and analyzed with
certain parameters.
By doing the design process and assembling we came into a conclusion
that it has the capability of carrying out surveillance from 25 meters height
for duration of 15 minutes. (CHATANA H.D)
Its primary application was to provide real time aerial surveillance, video
transmission for ground forces.
CAD and CAE tools were extensively used to arrive at an Optimized
design of this vehicle. Based on the appropriate weight of the quad copter
the analysis has been done.
29

2.11. QUADCOPTER, MATT PARKER, CHRIS ROBBIANO GERAD

BOTTORFF
This is mainly deals with the analysis of a quadcopter with the certain
flying tests. We can completely change what function it performs and we
are able to integrate any technology that would prove to be useful.(MATT
PARKER,CHRIS ROBBIANO GERAD BOTTORFF)
It clearly concludes that small scale UAVs are useful across a broad range
of applications.
Certain flying tests have been carried out with indoor and outdoor by
applying certain weights at different altitudes and at different speeds.
2.12. WIRELESS CONTROL UAV, ANIRUDH S.NAIK
This study concludes that it can hover by maintaining the balance and
stability .Quad copter can accept load up to 250gm during its hover
condition.(ANIRUDH S.NAIK)
Commercially available computational tools are used for the evaluation
of the initial structure design in Try-cycle modeland modified model.
This research mainly focused on remotely operated quad copter system. It
is also having an independent control system .
The quad copter is controlled through Graphical User Interface (GUI) and
done by using wireless communication system.
The maximum principle stresses for each model along with the factor of
safety are calculated for every loading condition.

This

community

is

dedicated to open source development and distribution of information and

technology related to UAVs. They have developed control modules,
software, and various sensors that can be mixed-and-matched to build a low
cost UAV.

30

3. BUDGET ESTIMATION
Table 4. Budget estimation
SL.NO

CONTENTS

DESCRIPTION

AMOUNT

Studied CATIA
V5 software and

designed the

CATIA V5

components of

training

10,000

quadcopter.Also
assembled the
components.
Studied CFDANSYS
software and

done the analysis

CFD-ANSYS

of designed

training

10,000

quadcopter for
various
atmospheric
conditions.

Data collection

Others

Report and
printouts.

1000
2000

3.3. PRELIMINARY DESIGN

From these records the preliminary design has been set with an initial
configuration which is given below

31

Table 5. Initial configuration

Sl
no

PARAMETERS SPECIFICATION

Platform

Material

Quad-copter
Aluminum
& Acrolyte

JUSTIFICATION
For more stability
Lesser weight
They can be
frequently stopped
with the rotor in a

Motor

Brush less out

defined angular

runner

position. And the out

runner type is used as
it produces more
torque.

Battery

Li-po(lithium
polymer)

For its higher

discharge and more
endurance

3.3.1. DESIGN CALCULATION

To start the designing process, initially some parameters to be assumed.
Here we have taken the designing parameter as weight. The weight of the
Quadcopter, to come under the category of MAV, the maximum weight can
be carried by the vehicle is fixed as 2.5 kg without payload.
3.4. SELECTION OF COMPONENTS
3.4.1. PLATFORM
A platform capable of hovering is required for intelligence gathering in
confined environments such as forest and urban areas. A Multi copter is a
highly complex machine and a typical RC Multi copter requires a very
32

skilled pilot or a very expensive autopilot system. Low-cost RC COTS

components have previously been shown to be incapable of controlling tail
sitter MAV3. A Quad-copter, based on a configuration experimented by a
few RC hobbyists, is a suitable MAV that is simple to fly and modify, and
will allow for the use of low-cost COTS components.
The platform that has been used for the Quad-copter is the T-section in
which the rotors are mounted along the ends with respect to its Center of
gravity. The center of gravity has been calculated by considering the entire
section inside as a Square whose C.G lies at centre or the point of
intersection of their diagonals. The platform material that has been used for
the Quad-copter is Aluminum. Since we aren't fabricating the project we
just imported the material properties and the structural calculations to CAD
(CATIA) and CFD.
3.4.2. PROPULSION SYSTEM SELECTION
Here the electric propulsion is chosen for echo operation and to reduce
the size and weight compare than gasoline engine. To perform the vertical
take-off, the propulsion should satisfy the following condition
>
3.4.3. MOTOR
Major types of DC motors which are used in aircraft industry are
brushless DC motors. The main types of brushless motors are given below
3.4.3.1. OUT-RUNNERS.
Out runners spin much slower than their in runner counterparts with their
more traditional layout (though still considerably faster than ferrite motors)
while producing far more torque.
This makes an out runner an excellent choice for directly driving electric
aircraft propellers since they eliminate the extra weight, complexity,
inefficiency and noise of a gearbox.

33

3.4.3.2. IN-RUNNERS
In runners get their nickname from the fact that their rotational core is
contained within the motor's can, much like a standard ferrite motor.
Out runner motor is selected for the Quad-copter for its reduced torque. The
motor selected is given below

Fig.6. Turnigy D2836/9 950KV Brushless Out-runner Motor

The D2836/9

950KV

Brushless Out-runner Motor

capable

of

producing 850g of thrust from a 5000mah Li-po battery. This is a 243

watt, brushless motor that weighs less than a speed 400 brushed/geared
motor, but provides about twice the thrust! It is roughly equivalent to .10 to
.15 size two stroke glow engines.
Good battery choices include the Power Up 11.1v 1300 20C,11.1v 1500
20C and 11.1v 2200 20CLipos.
To satisfy the condition > , the propeller for the
propulsion system is selected with additional thrust for provision, in case
the need of thrust.
3.4.3.1.1. SPECIFICATION
Battery: 2~4 Cell /7.4~14.8V
34

 RPM: 950kv
Max current: 23.2A
No load current: 1A
Max power: 243W
Internal resistance: 0.070 ohm
Weight: 70g (including connectors)
Diameter of shaft: 4mm
Dimensions: 28x36m
Prop size: 7.4V/12x6 14.8V/9x6
Max thrust: 850g
3.4.4. ELECTRONIC SPEED CONTROLLER
The YEP series are the best Esc's With Multi copter specific
programming options such as super smooth soft start, fixed RPM mode
and ultra high resolution.
The YEP series ESCs not only offer excellent performance for Multi
copters, they are also well suited for fixed-wing use with a whole host of
programmable features. YEP ESCs are built with the highest quality
components to ensure true-to-rating current handling and high efficiency
operation. YEP ESCs can be programmed via optional programming
card.

Fig.7. YEP Electronic Speed Controller

35

3.4.4.1. FEATURES:
Powerful 5.5V/4A Switching BEC
Optional programming card for convenient setup
Super fine throttle resolution provides first-rate and highly accurate
linearity.
Super smooth adjustable start-up mode
Constant RPM mode (governor mode)
Adjustable F3A brake.
3 steps adjustable normal EMF brake
High anti-interference capability
Low voltage cut-off protection with automatic adjustment
For NiCd/NiMH/Li-Ion/LiPo/LiFePO4
Soft cut-off option at low voltage, slows motor RPM gradual
Rather than hard cutoff (LVC)
Low voltage cut-off can be disabled
Variable cut-off voltage / cell
Active free-wheeling circuit allows for unlimited "partial load"
capability.
LED status display
Adjustable motor timing from 0 to 30
Blocked rotation protection (senses a jammed motor and stops
motor rotation)
Motor reversing from ESC (no need to change ESC/motor wires)
Over-temperature protection and overload alarm
Throttle signal lose protection. If the signal is lost for 3 seconds,
The powers will automatically cut-off.
Safe power-on. (Motor will not start until throttle is returned to
lowest position)
36

3.4.4.2. SPECIFICATION:
Max Cont Current: 30A
Max Burst Current: 35A for 10 seconds
Input Voltage: 2-4 cells li-XX or 6-12 Ni-MH/Ni-Cd battery
BEC: 5.5V/4A Switching BEC
PWM: 8~16 KHz
Max RPM: 240,000rpm for 2 Poles Brushless Motor
PCB Size: 34x24x9mm
Weight: 26g (including wires).
3.4.5. BATTERIES
The number of cells is determined according to many criteria such as
autonomy, power reserve, motor characteristics, life (number of cycles
charge/discharge, etc). The range of technologies for these elements is
huge. In the framework studied, the more appropriate are Lithium Polymer
batteries, which have higher performances than former technologies (NiCad
and NiMH) for quantity of stored energy by weight unit (cf. table).

[16]

We Choose Zippy Flight max batteries as it deliver full capacity &

discharge as well as being the best value batteries zippy lithium polymer
batteries are an ideal choice for its

higher performances than former

(NiCad and NiMH).

Fig.8. zippy Lipo 8000 mah battery

37

3.4.5.1. SPECIFICATION
Capacity: 8000mAh
Voltage: 4S1P / 4 Cell / 14.8v
Discharge: 30C Constant / 40C Burst
Weight: 845g (including wire, plug & case)
Dimensions: 166x69x35mm
Balance Plug: JST-XH
Discharge plug: 5.5mm Bullet-connector (without housing)
3.4.6. CONTROL BOARD
The KK2.0 is the evolution of the first generation KK flight control
boards. It's chosen since the KK2.0 was engineered from the ground up
to bring multi-rotor flight to everyone, not just the experts. The LCD
screen and built in software makes install and setup easier than ever. A
host of multi-rotor craft types are pre-installed. Simply select your craft
type, check motor layout/propeller direction, calibrate your ESCs and
radio and your ready to go! all of which is done with easy to follow on
screen prompts.

Fig.9. KK 2.0 Multi copter Board

38

The original KK gyro system has been updated to an incredibly

sensitive dual chip 3 Axis gyro and single chip 3 axis accelerometer
system making this the most stable KK board ever and allowing for the
addition of an Auto-level function. At the heart of the KK2.0 is an Atmel
Mega324PA 8-bit AVR RISC-based microcontroller with 32k of
memory.
An additional 2 motor output channels have been added to the KK2.0
allowing for a total of 8 motors to be controlled (Octocopter). A handy
Piezo buzzer is also included with the board for audio warning when
activating and deactivating the board.
3.4.6.1. SPECIFICATION
Size: 50.5mm x 50.5mm x 12mm
Weight: 21 gram (Inc Piezo buzzer)
IC: Atmega324 PA
Gyro: InvenSense Inc.
Accelerometer: Anologue Devices Inc.
Auto-level: Yes
Input Voltage: 4.8-6.0V
AVR interface: standard 6 pin.
Signal from Receiver: 1520us (5 channels)
Signal to ESC: 1520us
Firmware Version: 1.2
3.4.7. PROPELLER
In Quad copters two sets of identical fixed pitched propellers; two
clockwise (CW) and two counter-clockwise (CCW). These use variation
of RPM to control lift and torque. Control of vehicle motion is achieved
by altering the rotation rate of one or more rotor discs, thereby changing
its torque load and thrust/lift characteristics.
39

Fig.10. Q-BOT Quadcopter - Propeller (Red)

3.4.8. ACROLYTE SHEET
The Acrolyte sheet has been used as the plat form for control
and power systems.

Fig.11.2mm Acrolyte she

40

3.4.9 FOAM BOARD

Styrofoam is an apt structure for the amphibious landing gear we
choose due to its physical properties such as its stress tolerance in
terrestrial landing and its ability to float and above all its light weight
nature. 50mm Styrofoam board is used and its cut for our
requirements.

Fig.12. Styrofoam
3.5. CONTROL SYSTEM
To get the best stability and flight performance from your KK-controller
mount it using a vibration dampening material such as gyro-tape or a
thick double sided sticky tape. Also make sure to balance you props and
motors to remove as much vibrations as possible.
3.5.1. SOME GENERAL MULTIROTOR TIPS:
Do not use bigger propellers than you need. Light propellers give faster
response resulting in a more stable platform. When designing your platform
try to get it to hover around mid-stick. This means that your platform will
have enough power at all time to respond and compensate but not have too
much power resulting in a less stable platform. To achieve these use
bigger/smaller propellers, lower/higher kV motors, more/fewer number of
battery cells or more or less weight.

41

3.5.2. SAFETY:
Never have the propellers mounted when setting up your platform! A
spinning motor without a prop isnt dangerous but a prop spinning at wide
open throttle cuts flesh better than a hot sword. Therefore, never ever have
the props attached when youre setting up or making adjustments to you
multi-rotor platform.
3.5.3. RECEIVER:
The soldered cables coming of the board are the four signal wires that
plugs into your receiver.
On a Futaba/Hitec receiver they plug in as follows:
Aileron - Channel 1
Elevator - Channel 2
Throttle - Channel 3
Rudder - Channel 4
On a Spectrum receiver simply plug the aileron into the aileron port,
elevator to elevator and so on.
3.5.4. MOTORS/ESC:
Down in the corner there are 6 motor outputs (M1 through M6)
On a Quadcopter the ESCs are plugged in as such:
M1 - Front motor CW
M2 - Left motor CCW
M3 - Right motor CCW
M4 - Back motor CW
3.5.5. PREPARING THE TRANSMITTER:
Create a new model memory and make sure that all mixes are disabled,
all trims are neutral and that all End Point Adjustments (EPA) and D/Rs
are set to 100%

42

If you have a computer-radio you can chose either airplane or helicopter

mode. It doesnt really matter. The helicopter mode will have the advantage
of setting a custom throttle curve for those who doesnt like a linear
response on the throttle. If you use the helicopter mode make sure that the
swash is set to; two servos 90. If you use 120 CCPM mixing your
platform will be unflyable!
3.5.6. ARMING AND DISARMED THE FLIGHT-CONTROLLER:
The flight-controller has a built in safety feature which disables the
throttle stick. This is a great feature that probably will save your platform or
face at least once.
The KK-board will on power up be in the locked/disarmed position.
The LED on the board indicates if the board is armed or not.
To arm the board move the throttle/rudder stick down to the right corner
and hold it there for about 5 seconds. The LED will turn on indicating that
the board is armed and ready. To unarm/lock the board again move the
throttle/rudder stick down in the left corner for 5Seconds.
3.5.7. STEP BY STEP SETUP GUIDE:
3.5.7.1. CHECK IF THE THROTTLE STICKS
This is to ensure that the throttle stick is moving the right direction and
have enough to initialize the flight-controller.
Never perform this step with the props mounted!
Turn on the transmitter and then the flight-controller
Move the throttle/rudder stick to the down-right corner
The LED should turn on, if it doesnt:
Try adding a bit of down trim on the throttle channel
Try increasing the EPA on the throttle channel
Try reversing the throttle channel

43

3.5.7.2. CALIBRATING THE THROTTLE RANGE ON THE ESCS

This is to ensure that all the ESCs have the same throttle range end
points. This step only needs to be performed once. Fail to do this calibration
can result in an uncontrollable platform. If you ever install new ESCs this
step needs to be performed again.
Never perform this step with the props mounted!
Make sure that the flight-controller is turned off
Turn the Yaw pot to the MIN position
Turn on the transmitter
Move the throttle stick to top (full)
Turn on the flight-controller
Wait until the ESC's beeps twice after the initial beeps. (Plush and SS
ESC's)
Swiftly move the throttle stick fully down (closed). The ESCs beeps
Power off the flight-controller
Restore the yaw pot to around 50%
3.5.7.3. CHECKING THE DIRECTION OF THE TRANSMITTER
CHANNELS
This step is to ensure that the sticks actually perform the action in the way
that they are supposed to.
Never perform this step with the props mounted!
Turn on the transmitter and then the flight-controller
Arm the controller. (Move the throttle stick to the down-right corner)
Start the motors by raising the throttle (around 1/4 or so)
Move the Pitch (Elevator) stick on the transmitter forward. The back
motor should speed up. If it doesnt, reverse the channel in your transmitter.
Move the Roll (Aileron) stick to the left. The right motor should speed. If
it doesnt, reverse the channel in your transmitter.
44

 Move the Yaw (Rudder) stick to the left. The front and back motor should
speed up. If it doesnt, reverse the channel in your transmitter. (This will
make the arming function reversed as well, meaning that you need to move
the stick down in the left corner to arm the controller. This can be corrected,
see step 7)
3.5.7.4. CHECKING THE GYRO COMPENSATIONS
This step is to ensure that the gyros compensate in the right direction. If
they dont the platform will be uncontrollable and flip heads over heals.
Never perform this step with the props mounted!
Turn on the transmitter and then the flight-controller
Arm the controller. (Move the throttle stick to the down-right corner)
Start the motors by raising the throttle (around 1/4 or so)
Tilt the Quadcopter forwards. The front motor should speed up. If
it doesnt, note it, youll fix this in the next step.
Tilt the Quadcopter to the right. The right motor should speed up. If
it doesnt, note it, youll fix this in the next step.
Rotate the Quadcopter to the right (clockwise). The front and
back motors should speed up. If it doesnt, note it, youll fix this in
the next step.
3.5.7.5. REVERSING THE GYROS
This is how you reverse the compensation direction of the gyros
Make sure that the flight-controller is turned off
Turn the Roll pot to the MIN position
Turn on the transmitter then the flight-controller
The LED will flash rapidly 10 times and then turn off
Move the stick for the gyro you want to reverse. (If you want to reverse
the roll gyro, move the roll (aileron) stick)
The LED will flash continually to confirm your choice
45

 Turn of the flight-controller

If more gyros need to be reversed, turn on the flight-controller and repeat
the process. If youve reversed all the gyros you want, restore the pot to
50%
3.5.7.6. REVERSING THE POT DIRECTION
If you think that the pots turn in the wrong direction you can reverse the
direction. This will mean that the MIN and MAX in the picture above will
be inverted.
Make sure that the flight-controller is turned off
Turn the Roll pot to the MIN position
Turn on the transmitter then the flight-controller
The LED will flash rapidly 10 times and then turn of
Move the throttle stick for the to the top
The LED will flash continually to confirm
Turn of the flight-controller
The pots have now been reversed. If you wish to reverse the pots back
you need to turn the Roll pot fully to the other extreme and repeat the
process. Otherwise restore the pot to 50%
3.5.7.7. FINAL ADJUSTMENTS:
Make sure that all pots are set at 50% (in the middle)
Make sure that the CG of your platform is correct
Make sure that all the D/Rs are at 100%
3.5.8. LIFTOFF PROCEDURE:
Place the platform on a plane surface
The platform should be motionless before takeoff
Arm the controller by moving the throttle/rudder stick down in the right
corner for 5 seconds

46

 Raise the throttle and fly. The gyros calibrate just as the throttle stick
leaves the minimum position
3.5.9. FINDING THE CORRECT GAIN:
Increase the gain in small steps until the platform starts oscillating
(overcompensating making the platform rock from side to side)
Reduce the gain a bit
You now have the optimum amount of gain.
Fast forward flight requires lower gain.
Too low gain is recognized by a hard to control platform that wants to tip
over.
Too high gain is recognized by oscillations.
3.5.10. EPA, D/R and EXPO:
If the platform feels to fast or twitchy you can either reduce the EPAs
(End Point
Adjustment) or D/Rs (Dual Rates) or add EXPO (Exponential)
EPA and D/R makes the whole stick less sensitive and makes the
platform slower. EXPO makes the middle of the stick less sensitive but
keeps the throw at the end of the stick. This means that you can have nice
control in a hover, which requires small adjustments, but you keep the
ability to fly fast and agile.
Its not uncommon to need a couple of clicks trim to make the platform
hover perfectly leveled. This is due to the small differences in the motors,
ESCs and props.
Always disarm the platform after youve landed. (Move the throttle stick
down in the left corner for 5 seconds or so) This little procedure has the
potential to save you platform or face, so be sure to make it a habit.

47

3.6. QUADCOPTER MOVEMENT MECHANISM

Quadcopter can described as a small vehicle with four propellers attached
to rotor located at the cross frame. This aim for fixed pitch rotors are use to
control the vehicle motion. The speeds of these four rotors are independent.
By independent, pitch, roll and yaw attitude of the vehicle can be controlled
easily.

Fig.13. Pitch direction of quadcopter

Fig.14. Roll direction of quadcopter

48

Fig.15. Yaw direction of quadcopter

Quadcopter have four inputs force and basically the thrust that produced
by the propeller that connect to the rotor.
The motion of Quadcopter can control through fix the thrust that
produced. These thrust can control by the speed of each rotor.
3.6.1. TAKE-OFF AND LANDING MOTION MECHANISM
Take-off is movement of Quadcopter that lift up from ground to hover
position and landing position is versa of take (off position).
Take (off (landing) motion is control by increasing (decreasing) speed of
four rotors simultaneously which means changing the vertical motion.
Fig.13 and 14 illustrated the Take-off and landing motion of quadcopter
respectively.
Take off and landing motion are the tough tasks to be carried out where
weight and lift aerodynamic forces come into action.
During take-off motion the left and right propellers rotate clockwise also
the front and rear propellers rotate anticlockwise.

49

Fig.16. Take-off motion

Fig.17. Landing motion

3.6.2. FORWARD AND BACKWARD MOTION
Forward (backward) motion is control by increasing (decreasing) speed
of rear (front) rotor. Decreasing (increasing) rear (front) rotor speed
simultaneously will affect the pitch angle of the Quadcopter.

50

The forward and backward motions of Quadcopter are represented in

fig.15and fig.16.

Fig.18. Forward motion

Fig.19. Backward motion

3.6.3. LEFT AND RIGHT MOTION
For left and right motion, it can control by changing the yaw angle of
Quadcopter. Yaw angle can control by increasing (decreasing) counter
(clockwise rotors speed while decreasing (increasing) clockwise rotor
speed. Fig17 and 18 show the right and left motion of the quadcopter.

51

Fig.20. Right motion

Fig.21.Left motion
3.6.4. HOVERING OR STATIC POSITION
The hovering or static position of Quadcopter is done by two pairs of
rotors are rotating in clockwise and counter (clockwise respectively with
same speed.
By two rotors rotating in clockwise and counter (clockwise position, the
total sum of reaction torque is zero and this allowed Quadcopter in hovering
position.
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4. RESULT AND DISCUSSION

4.1. WEIGHT ESTIMATION
To find out the maximum permissible weight, the maximum thrust
produced by the Motors are taken since there is no tilt (i.e. fixed motors).
From the calculated thrust the total maximum permissible weight will be
estimated and it should be greater than that of total maximum Thrust.

Fig.22.Co-ordinate system
Thrust produced by the Motors is
T=T1+T2+T3+T4
Since directional and other maneuvers are obtained by varying the rpm
using Multi copter board full thrust produced by a motor can be used for
hovering.
So,
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T1= T2= T3=T4=0.85kg

T=0.85+0.85+0.85+0.85
Therefore the total resultant thrust produced by the rotors is = 3.4kg.
Hence we take the Maximum Permissible weight as, 2.5kg (without
payload)
4.1.1. WEIGHT ESTIMATION OF COMPONENTS
Table6. Weight estimation of components
Sl.No.

COMPONENTS

Number

WEIGHT(kg)

Motors

0.280

1.690

0.021

Battery
Multi copter KK
board
Accessories(wires,
nuts, bolts)
Propellers

0.020

Acrolyte sheet

0.060

Al rods

0.200

ESC

0.104

Receiver

0.015

10

Foam board

0.050

11

Permissible Payload
TOTAL

ANY

0.400

3
4

0.080

2.740

The total Calculated Weight of the Components is 2.340kg.

4.2. CENTRE OF GRAVITY CALCULATION
Centre of Gravity is the point at which the entire weight of the object
(aircraft) acts. This Quadcopter has been constructed in the squared
platform.

54

Hence the CG of a square lies at its centre or the point of intersection of

its diagonals. The following figure is the pictorial representation of the
quad-copter.

Fig.23. Centre of gravity representation

Since the CG is located at the centre All the Components are placed with
respect to CG. The Motors and Electronic Speed Controllers are placed at
equidistance from CG.
4.3. ENDURANCE CALCULATION
Endurance is the maximum time that an aircraft can fly within the given
fuel.
It depends on certain characteristics such as given below,
Maximum weight

= 2.7 kg
55

Available thrust

= 3.4 kg
2.7
3.4

Power available

= 0.79 ---> Thrust to Weight ratio

= V*I Wh
= (8Ah*14.8V)*2
= 236.8 WH

Maximum output power per motor

= 243 W

Power required = 243*0.79

= 191.97 W
For 4 motors P = 767.88 W

Endurance

power available
power required

236.8 wh
767.88 w

=0.3084*60

Endurance = 18.5 mins

4.4. CATIA MODELLING
The Amphibious Quad-copter has been designed using CATIA V5 R20
the complete model has been rendered in two phases.
4.4.1. AMPHIBIOUS

QUAD-COPTER

WITH

CONVENTIONAL

LANDING GEAR.
Each components of the amphibious quadcopter are designed in part
design work bench.
After finishing it, each of the components are assembled in the assembly
work bench.

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Fig.24. Amphibious Quad-copter with Conventional landing gear 3D.

Fig .25. Amphibious Quad-copter with Conventional landing gear 2D

4.4.2. AMPHIBIOUS QUAD-COPTER WITH LIVE IMAGING OR
IMAGE RECORDER.
In this, amphibious quadcopter is designed with the camera for live video
recording and photography. This type of quads will help in taking
underwater photographs.

57

Fig.26. Amphibious Quad-copter with live Imaging or Image Recorder 3D

Fig.27.Amphibious Quad-copter with live Imaging or Image Recorder 2D

4.5. CFD ANALYSIS
Through CFD the aerodynamic forces and its Coefficients given below
are analyzed,
Lift and Drag,
Lift and Drag Coefficients,
58

 Static and Dynamic Pressures,

Total Pressure and Pressure coefficients,
Kinetic Energy,
Skin Friction Coefficient,
Velocity Vectors and Path lines.
For the fluid flow analysis in amphibious quad copter various velocities
Ranging from o.1 m/s was analyzed. To counter balance the total weight
Of Quad copter, minimum 0.3 m/s velocity is required.
Hence all the aerodynamic forces and its coefficients were analyzed
based on this velocity results.

Fig.28. Coefficient of lift

Maximum Coefficient of Lift is 0.5 for Quad copter at o.3 m/s velocity.
Lift force is 2.29e-01

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Fig.29. Drag Coefficient

Maximum Coefficient of Drag is -0.90 for Quad copter at 0.3 m/s
velocity. Drag force is -0.03122

Fig.30. Coefficient of Moment

Maximum Coefficient of Moment is 0.0310 for Quad copter at o.3 m/s
velocity. Moment is -0.00224s

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Fig.31. Coefficient of Pressure

Above figure represents contours of pressure coefficient for quad copter.
Maximum values are indicated by Red color and minimum valuess are
indicating by blue color. Maximum value is 3.60e-02 and minimum value
is -1.63e-02

ss
Fig.32. Coefficient of Static Pressure
Above figure represent contours of static pressure around quad copter.
Maximum value is 5.89e-01 pa and minimum value is -2.70e-01pa.

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Fig.33. Dynamic Pressure

Above figure represent contours of dynamic pressure around quad copter.
Maximum value is 1.09e-01 pa and minimum value is 1.29e-04pa.

Fig.34. Absolute Pressure

Above figure represent contours of Absolute pressure around quad copter.
Maximum value is 1.01e+05 pa and minimum value is 1.01e+05pa.

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Fig.35. Total Pressure

Above figure represent contours of total pressure around quad copter.
Maximum value is 5.65e-01 pa and minimum value is -2.43e-01pa.

Fig.36. Kinetic Energy

Above figure represent contours of Turbulent Kinetic Energy around quad
copter. Maximum value is 7.02e-01m2/s2 and minimum value is 2.06e01m2/s2.

63

Fig.37. Shear Stress

Above figure represent contours of Wall Shear Stress around quad copter.
Maximum value is 6.97e-03 pa and minimum value is 1.10e-03 pa.

Fig.38. Skin Friction Coefficient

Above figure represent contours of Skin Friction Coefficient around quad
copter. Maximum value is 4.55e-04 and minimum value is 2.40e-05.

64

Fig.39. Velocity vectors

Above figure represents velocity vectors acting on quad copter at 0.3 m/s.

Fig.40. Path lines

Above figure represents path lines acting on quad copter at 0.3m/s.

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4.6. RESULTS
Maximum Coefficient of Lift is 0.5 around Quad copter at 0.3 m/s
velocity. Lift force is 2.29e-01.
Maximum Coefficient of Drag is -0.90 around Quad copter at 0.3 m/s
velocity. Drag force is -0.03122.
Maximum Coefficient of Moment is 0.0310 around Quad copter at 0.3 m/s
velocity. Moment is -0.00224s.
Pressure coefficient for quad copter. Maximum value is 3.60e-02 and
minimum value is -1.63e-02.
Static pressure around quad copter. Maximum value is 5.89e-01 pa and
minimum value is -2.70e-01pa.
Dynamic pressure around quad copter. Maximum value is 1.09e-01 pa
and minimum value is 1.29e-04pa.
Absolute pressure around quad copter. Maximum value is 1.01e+05 pa
and minimum value is 1.01e+05pa.
Total pressure around quad copter. Maximum value is 5.65e-01 pa and
minimum value is -2.43e-01pa.
Turbulent Kinetic Energy around quad copter. Maximum value is 7.02e01m2/s2 and minimum value is 2.06e-01m2/s2.
Wall Shear Stress around quad copter. Maximum value is 6.97e-03 pa
and minimum value is 1.10e-03 pa.
Skin Friction Coefficient around quad copter. Maximum value is 4.55e-04
and minimum value is 2.40e-05.
5. CONCLUSION
The Amphibious Quad-copter with a conventional Landing Gear has been
Successfully designed using CATIA V5 R20 and has been analyzed for the
Aerodynamic forces, moments, Pressure variations, Kinetic Energy
acquired, Shear stress acting on it etc. The Aircraft has also been designed
with Camera circuit capable of live imaging and recorded Imaging. We
66

have a scope, In Future the Aircraft will be Fabricated Along with imaging
Circuit Geo tagging and GPS recording will also be incorporated.
6. REFERENCES
1. Study of Unmanned Aerial Vehicles PhD Thesis, Carnegie Mellon
University, U.S.A, 2001
2. Classification of unmanned aerial vehicles Mech eng 3016
Aeronautical Engineering Dr. Maziar Arjomandi.
3. Comprehensive System Identification Of Ducted Fan UAV A Thesis
Presented To The Faculty Of California Polytechnic State University San
Luis Obispo.
4. Ducted Fan UAV Modeling and Simulation In Preliminary Design
Andy Ko, Osgar John Ohanian And Paul Gelhausen AVID LLC,
Blacksburg, VA, 24060
5. Development Of A Dynamic Model Of A Ducted Fan VTOL UAV A
Thesis Submitted In Fulfillment Of The Requirements For The Degree Of
Master Of Engineering, Hui Wen Zhao B.Eng.
6. R.H Stone and G.Clarke. The T-Wing: A VTOL UAV for Defense And
Civilian Applications, UAV Australia Conference, Melbourne, 2001.
7. Applications for Mini Vtol Uav for Law Enforcement, Douglas
Murphya and James Cyconb. Spie Proc. 3577: Sensors, C3i, Information,
And Training Technologies For Law Enforcement, Boston, 1998.
8. Tri-rotors uav stabilization for vertical takeoff and hovering. J.cristofol,
y. Hertienne, m. Lafleur, b. Verguet and s.vitu. Undergraduate students,
ecole centrale delectronique, paris, france.
9.Collaborative uav study. Tan han rong, ronald. Department of
mechanical engineering, national university of singapore.
10. Study of a propulsion system for a mini uav.mudrone project, ensmm,
besanon. B.le.solliec, s.bourgaigne1, b.salhi, c.stephan, p. Paquier,
67

members of the propulsion system work team ensmm coordinator of the uav
project ensmm (national superior school of mechanics and microtechnics)
11. Unmanned air vehicle (uav) ducted fan propulsion system design and
manufacture submitted by wah keng tian department of mechanical
engineering. In partial fulfillment of the requirements for the degree of
bachelor of engineering national university of Singapore.
12. Kk multicontroller v.5.5 blackboard the multicopter flight controller
based on the original design by Rolf bakke (kapteinkuk) with modifications
by jussi hermannsen and mike Barton.
13. The manual of multicopter control board i86l these papers are used to
study the electronic controls and to stabilize the uav by integrating it with
the components.
14. Plywood properties The Engineering Wood Association January
1997.
15. The Calculation and Design Of Ducted Fans A comprehensive study
done on design calculation.
16. Electrical Ducted Fan Components Hobby king.
17. Study of a propulsion system for a mini UAV Mudrone project,
ensmm, besanon. B. Le solliec, s. Bourgaigne, b. Salhi, c. Stephan.
18. Strength of materials by Rajput.
19. Solid Mechanics by Rajput.
20. Performance Study of A Ducted Fan System Anita I. Abrego,
Aerospace Engineer.
21. Investigation of Control Effectors for Ducted Fan VTOL UAV by
Richard Harris.
22. KK Multicopter Configuration based on the work of Rolf R Bakkec
original PCB.
23. Tricopter fabrication Tricopter build master thesis by Dan Salluce.
CATIA.
68

24. Tricopter wiring Wikipedia.

25. Material properties plywood a study on manufacturing materials.

69