Team Members: Dharun Krishnan Anusha V Nishanth Shankaran Azarudeen Shanmuganathan Saravanan Vikram Kiran Anupama Ashwin Sunderraj Nazeer shah Aasim Mohammed Gopikrishnan Santosh
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Statement Of Compliance: ASTRA 2014 3
Contents:
List of figures and tables 4
1. Introduction 5
2. Design Process 6 2.1 Research 6 2.1.1 Aerofoil selection 6 2.1.2 Design methodology 6 2.1.3 Avionic selection 7 2.2 Design Analysis and Review Process 7 2.3 Engine Selection 8
3. Analysis of the Aircraft 8 3.1 Sizing of aircraft 8 3.1.1 Main wing selection 9 3.1.2 Overall Configuration 10 3.2 Aircraft Stability and control 10 3.2.1 Longitudinal stability 11 3.2.2 Lateral stability 11 3.2.3 Directional stability 11 3.2.4 Control surface sizing 11 3.3 Aircraft Performance 11 3.4 Weight distribution and analysis 12 3.4.1 Payload variation 13 3.4.2 Drop mechanism 14
4. Construction and manufacture of GRYPHON 3.0 16 4.1 Main plane 16 4.2 Tail plane 18 4.3 Fuselage 18 4.4 Landing Gear 18 4.5 Weight breakdown 18 4.6 Applications 20
5. Conclusion 23
6. References 24
7. 3-D plot of GRYPHON 3.0 25 ASTRA 2014 4
List of figures and tables:
Fig1. Static thrust performance of O.S. 46 8 Fig2. Plot of CH10(SMOOTHED) 9 Fig3. Lift Coefficient (C L ) versus Drag Coefficient (C D ) 9 Fig4. Lift Coefficient (C L ) Versus Angle of Attack (Alpha) 9 Fig5. Stability sketch of Aircraft 10 Fig6. Airfoil velocity distribution 13 Fig7. Payload Prediction graph 13 Fig8. Drop mechanism 15 Fig9. Main wing on standoff 17 Fig10. CG of the Wing 19 Fig11. CG of the Aircraft 20
Table1. Dimensions of the aircraft 10 Table2. Aircraft performance at takeoff and cruise stages 12 Table3. Properties of Balsa wood 17 Table4. Weight breakdown of GRYPHON 3.0 19
Abbreviations: C L Co efficient of Lift - Density C D - Co efficient of Drag v- Velocity Angle of Attack C D0 Zero lift Drag co efficient FPV- First Person View C Di - Induced drag Co efficient UAS- Unmanned Arial System S- wing span RPA- Remotely Piloted Aircraft MALE- Medium Altitude Long Endurance T 0 Static Thrust P- Pitch GPS- Global Positioning System C Lmax - Maximum Co efficient of Lift DAS- Data Acquisition System CG- Center Of Gravity AC- Aerodynamic Center RPM- Revolutions Per Minute ASTRA 2014 5
1.Introduction
ASTRA is a looming team comprising of ingenious undergraduates of Hindustan University, Chennai. The team currently includes 12 students brought together by the similar interest in aero designing and modeling. The team was formed in August 2013 and has been working ever since. The objective of Advanced Class -SAE Aero Design 2014 is to create an aircraft that is bound by the laws of the competition. The team is comprised of undergraduate students with multiple talents brought together to make a mark in the field of aviation, designing and fabrication of Remotely Piloted Aircraft (RPA) to compete in the Advanced Class - SAE Aero Design 2014. The goal of the competition is to design and build a remote piloted heavy-lift aircraft, which must be able to carry the payload, maintain aircraft stability, drop the payload precisely and land successfully. Typical challenges of designing and building the plane include wing design, stability, weight reduction and structural integrity. The team is methodically organized with detailed software analysis, experimental data and expert validation to back the optimization. The Advanced Class aero design series teams shall design an UAS which should be capable of accurately dropping humanitarian aid package from a minimum of 100 feet above the ground. The aircraft can be used for similar applications like surveillance, Aerosol Sampling and in the field of agriculture. The GRYPHON 3.0 carries two types of cargos, the first being static cargo and the second being expellable cargo which together make the payload of the aircraft. The aircraft must not weigh more than sixty five pounds with payload and fuel. The wing span of the aircraft is not limited. The GRYPHON 3.0 has a wing span of approximately ten feet. It must be powered solely by an internal combustion engine. The total displacement of the engines cylinder must not exceed 0.46 cubic inches. The aircraft must also possess a Data Acquisition System (DAS) to record the altitude at which the aircraft is present at the time when the expellable cargo drop is made. The aircraft is required to use 2.4 GHz radio. Gyroscopic assist may be used in order to maintain the stability of the aircraft. The competition provides interesting challenges like designing and building of stable UAS, optimizing its control, and strategizing drop trajectories and pilot communication. ASTRA 2014 6
2. Design Process With reference from numerous books and discussing with various specialized personnel in the field of Unmanned Aviation Systems, Astra came to a conclusion in the design of GRYPHON.
2.1 Research Research on designing and building GRYPHON 3.0 was made by taking the scoring system into consideration. Astra has constructed GRYPHON 3.0 in all possible ways to obtain the maximum scores possible.
2.1.1 Aerofoil selection: Astra chose CH10, a cambered Airfoil for its main wing. The initial choice for the main wing was NACA 6412. This was later replaced by CH10 (SMOOTHED) for a better lifting property compared to the NACA 6412. CH10 has a maximum thickness of 12.8% and chord of 30.8%, low Reynolds number and high lift. The overall conclusive aim is to carry heavy payload hence the airfoil with better lift property was considered.
The vertical stabilizer of GRYPHON 3.0 consists of NACA 0012 airfoil, a symmetrical aerofoil. NACA 0012 airfoil has no camber, and has a thickness of 12% of the chord length. It gives better stability and propagates a better yaw movement. The horizontal stabilizer was decided as AG36, a flat bottom aerofoil which fits the design requirements. AG36 has a maximum thickness 8.2% at 27.9% chord and a maximum camber of 2.3% at 37% chord. Due to its drag compensating property when inverted, we have arrived at this unanimous choice so as to balance a heavy nose.
2.1.2 Design Methodology:
The fuselage design is of great importance in this competition. It must be constructed in such a way as to carry a heavy payload. The payload includes telemetry system, Static cargo, expellable cargo and other essential components. GRYPHON 3.0 has a box type fuselage that can carry a large payload with low weight factor. The expellable cargo is released by servo actuation. Astra incorporated the three components of the flight score FS into three primary design criteria: precise flight control (S1), minimized aircraft weight (S2), and lifting capability of maximum takeoff load WTO = 26 lbs (S3). These criteria drove the weight minimization in all structures and materials and also focus on aircraft stability ASTRA 2014 7
and control. The scoring system specifies that, if the humanitarian package is dropped precisely within 50 feet drop target, the team will get a non zero flight score FS. Similarly, the team worked on weight reduction because the empty weight of the aircraft shall not be greater than 12 pounds to receive non-zero FS.
2.1.3 Avionic Selection The 2014 Advanced Class competition calls for a number of Data Acquisition System (DAS) functions. To meet these requirements, Astra made sure that the DAS would be able to display the altitude of the plane in real time and log the altitude when the payload is dropped. Additional DAS goals were to record GPS and air speed data as well as provide a real time stream from a camera to assist the payload dropping. The team has used ArduPilot Mega 2.6 to perform the telemetry works. ArduPilot Mega 2.6 is a fully programmable autopilot that requires a GPS module and sensors to create a functioning Unmanned Aerial System (UAS). The autopilot handles both stabilization and navigation, eliminating the need for a separate stabilization system. It also supports a "fly-by-wire" mode that can stabilize an aircraft when flying manually under RC control, making it easier and safer to fly.
2.2 Design Analysis and Review Process
Astra has conducted experiments for analysis of the design. It is in order to make sure that all the needs of the competition are purely satisfied by the team. This process of analysis includes construction of the prototype, stress analysis of the wing, carbon fiber testing and engine test. The team decided to test the wing design innovation by constructing a miniature aircraft, called the mini plane, so that qualitative analysis could be performed on it practically. Though our first prototype ended in failure, we then came up with our present successful design, meeting all the requirements of the competition. To be able to meet the weight requirements, Astra also experimented with various composite material arrangements of foam, wood, and carbon fiber to determine the lightest and strongest materials to be used on the aircraft. The fuselage was to be made out of a wood/composite sandwich for rigidity. The tests showed the rigidity differences between wood types is negligible (unlike the weight differences), with ASTRA 2014 8
plywood being more suitable for carrying such a payload, and thus resulting in lighter materials with high strength properties. The tensile strength of plywood is 845Kgf/cm 2 .
2.3 Engine Selection: Astra has chosen 0.46 OS engine as the teams are restricted to use engines having displacement of 0.46 cubic inches. Choosing the power plant is always a major part while building any aircraft. To efficiently size and configure its aircraft, Astra needed an estimation of engine performance. The team derived the results by testing propellers of various configurations at the maximum safe RPM attainable by the engine and recording static thrust mounted on the test bench. The resulting maximum thrust measurement allowed Astra to predict takeoff equilibrium conditions.
Fig1. Static thrust performance of the O.S. 46
3. Analysis of the Aircraft This section includes the sizing of the aircraft, stability, structural analysis and payload prediction.
3.1 Aircraft Sizing: The aircraft must be sized to meet the mission requirements. Hence, Astra gave importance to the construction of a UAS that must have low empty weight, more space to carry cargo and also high durability during flight. Materials used are prioritized for their high strength to weight ratio.
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3.1.1 Main wing Selection: ASTRA opted for a highly under cambered CH10 (SMOOTHED) airfoil. It was designed by Chuch Hollinger and was thus named CH10 (SMOOTHED). This airfoil was designed for heavy lift. It has a thickness of 12.75%, a camber of 10.20% and a Cm value of -0.92. The maximum co efficient of lift value for CH10(SMOOTHED) was found to be CL, max = 1.95.
Fig2. Plot of CH10 (SMOOTHED)
The main plane of the aircraft plays a major role in producing maximum lift. Hence a prototype of the wing was made and after continuous tests with change in chord length and thickness, the team optimized the wing. The CL versus CD graph was also plotted by the team. The CL, max value from the graph was found to be 1.95 for the given airfoil.
Fig3. CL versus CD Fig4. CL versus
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3.1.2 Overall Configuration: The overall sizing of the aircraft is another important attribute of the mission. According to the mission requirements the aircraft must have enough room for the bay to carry the static cargo, telemetry system and other basic systems needed for the working of GRYPHON 3.0. In accordance with these the aircraft was sized as mentioned in the table below.
Parts Length (ft) Area(ft 2 ) Main Plane 8.98 290.118 Tail Plane 3.41 60.684 Fuselage 2.26 13.998
Table1. Dimensions of the aircraft
3.2 Aircraft Stability and Control: The mission of the competition is to precisely drop the package within the target area for which the stability of the aircraft is a necessity. Control surface of GRYPHON 3.0 has large control surface area. This will provide effective maneuvering for pilots commands through the transmitter. Static stability of an aircraft refers to attaining the equilibrium state when disturbed. Dynamic stability is attaining stability after getting disturbed over a period of time.
Fig5. Stability sketch of an aircraft
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3.2.1 Longitudinal Stability: The stability maintained along the longitudinal axis of the plane is called its longitudinal stability. The longitudinal axis of an aircraft is the axis passing through the tips of the wings. The longitudinal stability of GRYPHON 3.0 is maintained by exact positioning of Center of Gravity (CG). CG of the aircraft is highly influential to attain natural stability both during flight and ground run. Longitudinal stability of the aircraft affects the pitching moment. Thus it plays a role during takeoff and landing. For an aircraft to be longitudinally stable it must respond to disturbances in pitching moment with an opposing force so as to maintain the equilibrium. Longitudinal disturbances may occur when the aircraft experiences pitching movement. Owing to the condition to being longitudinally stable the GRYPHON 3.0 has its neutral point behind the CG.
3.2.2 Lateral Stability: Lateral stability is the ability of the UAS to regain equilibrium condition after a disturbance in the roll movement. Lateral stability is the ability of the UAS to be affected by various parameters like dihedral wing structure, ailerons, vertical stabilizer, and rudder size. GRYPHON 3.0 is laterally stable as its CG is below the AC. GRYPHON 3.0 is a high wing UAS which has good lateral stability. The wing is placed dihedral position. Dihedral angle is the upward angle from horizontal of the wings of a aircraft. This produces dihedral effect. Dihedral effect is a critical factor in the stability of an aircraft. This dihedral angle can increase the roll stability. This incorporation is done with the pilots and control system commands.
3.2.3 Directional Stability: Directional stability is stability around the vertical or normal axis. The most important feature that affects directional stability is the vertical tail surface, that is, the fin and rudder. The directional stability of the aircraft deals with the yawing movement of the aircraft. Yawing is movement of the aircraft along the vertical axis of the plane. Any disturbance in yaw will be opposed to retain the equilibrium state if disturbed. Astra have designed GRYPHON3.0 with a single rudder having control surface of 210 cm 2 (0.226 ft 2 ).
3.2.4 Control Surface Sizing: The control surfaces of the aircraft are made for effective maneuverability. The rudder helps in the yaw movement of the aircraft, ailerons for roll and elevators for the pitching movement. The ASTRA 2014 12
control surfaces are sized to about 6 cm in length for an effective repositioning of the UAV, when disturbed from its flight. GRYPHON 3.0 uses rudder, aileron and elevators of selective airfoils with required qualities for effective repositioning. All the control surfaces have large surface area. This is to provide GRYPHON 3.0 effective maneuverability. Though maneuverability is not an important part of the mission, control surfaces will help maintaining stability of the aircraft.
3.3 Aircraft Performance: ASTRA used various equilibrium conditions for calculating aircraft performance at both cruise and take off conditions.
Velocity(ft/s) Thrust(lbf) Lift (lbf) L/D Induced Drag(lbf) Take off 33 5.25 24.6 8.1 2.3 Cruise 58 2.56 26.5 9.2 1.0
Table2. Aircraft Performance at take off and cruise stages
The induced drag is 130% more during takeoff than cruise. At cruise condition the aircraft needs more thrust to overcome the drag. The aircraft travels with almost twice the velocity than takeoff condition. At cruise condition, the thrust produced will be equal to the drag produced, which is not the case during takeoff. The team then calculated the drag coefficients for each part which is the sum of zero lift drag (C D0 ) and Lift induced drag (C Di ).The total drag is the sum of C D0 and C Di for fuselage, main wing and tail wing separately.
(By using the formulas C L and
C D values required were found by the team.)
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Fig.6 Airfoil velocity distribution
3.4 Weight Distribution and analysis:
3.4.1 Payload prediction: The payload of an aircraft includes frame weight, fuel weight, static cargo, expellable cargo and other systems of the aircraft. Among these the fuel weight keeps decreasing proportional to the throttle inputs. The team has decided to keep the expellable cargo outside the fuselage. Expellable cargo will be dropped off as per the mission of the competition. As the aircraft travels particular distances, fuel weight keeps decreasing. When the aircraft lands the fuel weight will differ to the initial weight.
Fig7. Payload Prediction graph ASTRA 2014 14
The above graph explains in detail about the payload variation with respect to altitude. The equation used to plot the graph is mentioned in the graph.
3.4.2 Drop mechanism:
Dropping with precision is the most competitive part of the competition. Astra has followed a projectile drop mechanism in order to drop the expellable cargo from the aircraft. When the aircraft releases the expellable cargo it will have an initial velocity equal to aircrafts velocity. As the expellable cargo travels, its velocity keeps decreasing, leading to a projectile motion. The FPV used in the aircraft helps the secondary pilot to assess the position of the aircraft above dropping zone. The expellable cargo must be dropped at a distance x ahead of the dropping zone. This value of x depends on the height and the velocity with which the package will be dropped. By knowing the speed and altitude the secondary pilot will be able to predict the drop position of the package. The team has calculated the value of x for different predicted velocities of GRYPHON 3.0 during its cruise. This will help in increasing the precision of the drop. Team Astra have decided to keep the expellable cargo at the belly of GRYPHON, externally. The expellable cargo is held by means of a latch. This latch lock and release will be done with the help of servo actuation. Astra have a primary pilot within the team. Thus the secondary pilot who is also a team member is responsible for drop the package. The secondary pilot by using the FPV system will drop the expellable cargo. This will help improve the precision in dropping the package. Our secondary pilot has done dropping test as many times as possible to end up in precision. According to the rules the primary pilot cannot drop the package. The Data Acquisition System (DAS) is used to record the real time altitude reading from the ground station and the altitude at the time of expellable cargo release. This will stay as a record to show if it was a successful mission for the team. The team has opted for Ardupilot 2.6 Mega for the telemetry system. After the expellable cargo is dropped the UAS will lose its stability. According to the rules laid for 2014 advanced class competition Gyroscopic assistance is allowed. The Ardupilot board contains gyro assistance and hence it is taken care of. ASTRA 2014 15
Fig8. Drop Mechanism
As the Ardupilot board is gyro assisted, GRPHON 3.0 can maintain a stable flight even after the cargo is dropped. In other conditions when gyro assist is not used it will be very difficult for the pilot to maintain the stability of GRYPHON3.0. This telemetry system has all pre programmed functions for the Gyro assistance, GPS tracking and other telemetry works. Hence, GPS tracking system can be a choice for dropping the package accurately by using the GPS coordinates. In the above figure as shown the velocity keeps decreasing and looses height consistently from the time of release.
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4. Construction and manufacture of GRYPHON 3.0: The team consisting of undergraduate students has put together all their innovative ideas in the construction process of the aircraft. The ideas of all individuals in the team were taken into consideration during the construction of the GRYPHON 3.0. Various discussions and analytic work was carried out before construction. Construction is also a crucial part of the competition which is because of the empty weight restriction to 8lbs.
4.1 Main Plane: The main wing of GRYPHON 3.0 is made out of balsa wood. Balsa has a high strength to weight ratio which is the major reason for its choice. The wing ribs, spars and control surfaces are all made out of balsa of different thickness according to their use. At the course of construction it was constructed as 3 parts for the ease in shipment as well as construction. Spars which provide support to the ribs were made out of spruce. Spruce wood has an elastic modulus of 11.03 GPa and a modulus of rupture of 70 GPa which highly suits our needs to the design. We have used a swept wing in the GRYPHON 3.0. The UAS has larger wing area and control surface area. A cambered airfoil with a huge wing span is capable of carrying heavy payload for which the power plant is restricted. Thus a wing span of 10 feet was chosen. Wing with large wing span and control surface area can also result in gaining stability of the aircraft. The standoff for the construction was made out of high density foam. It was perfectly shaped to fill the under camber section of the ribs. The control surfaces were also shaped from high density balsa wood. At the end sections of the wing, the wing gets tapered. This is done in order to reduce the induced drag created on the UAS. Density 163 10 kg/m Compressive Strength Low density Medium Density High Density
4.7 MPa 12.1 MPa 19.5 MPa Tensile Strength Low Density Medium Density High Density
7.6 MPa 19.9 MPa 32.2 MPa ASTRA 2014 17
Elastic Modulus- Compression 460 71 MPa Elastic Modulus- Tension 1280 450 MPa Low Density Medium Density High Density 75 kg/m (0.0027 lb/in) 150 kg/m (0.0054 lb/in) 225 kg/m (0.0081 lb/in)
Table3. Properties of Balsa Wood
Each section of the wing is attached using carbon fiber tubes and bolted at the sections. Carbon-fiber-reinforced polymers are composite materials. Carbon fiber has high stiffness, high tensile strength and low weight. Carbon fibers are used commonly in the field of UAS. Reinforcements are present in CFRP which provides strength and rigidity; measured by Stress (mechanics) and Elastic modulus respectively. Unlike isotropic materials like steel and aluminum, CFRP has directional strength properties. The properties of CFRP depend on the layouts of the carbon fiber and the proportion of the carbon fibers relative to the polymer. Youngs modulus of a standard carbon fiber rod is 70GPa. The wing is constructed in a way as to weigh low and produce more lift.
Fig9. Main wing on the standoff
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4.2 Tail Plane: The tail plane of the aircraft is connected to the fuselage using a carbon fiber tube of 25mm diameter. The purpose of this is to reduce the empennage weight of GRYPHON 3.0. As it has high stiffness when travelling at high velocity it will be resistant to bending. The tail plane consists of the vertical and horizontal stabilizer. The horizontal stabilizer is made from a flat bottom aerofoil AG36 while the vertical stabilizer or the rudder is made out from NACA 0012. The ribs and spars for these are made from balsa wood as well. The carbon fiber boom is angled and it can sustain the amount of torsion produced. It is angled so as to show the difference in height between the main wing and tail wing.
4.3 Fuselage: GRYPHON 3.0 has a box type fuselage. The fire wall is made thicker compared to the bulkheads. The bulkheads are cut everywhere except the joining sections, for weight reduction. The spars are made of spruce to give good support and strength for carrying high payload, and bear the impact while landing. A complete truss structure which was initiated for later avoided for weight reduction reason. Hence a carbon fiber rod of 25mm diameter was then used to connect the tail plane to the fuselage. The fuselage was made spacious enough to occupy all the systems of the aircraft.
4.4 Landing Gear: In GRYPHON 3.0 we have used a tri cycle type of landing gear system. The tri cycle type of landing gear system eases the movement of aircraft on ground, which means such aircrafts can be easily taxied and takeoff. It is the same reason for which GRYPHON3.0 has also opted for a tri cycle type. The landing gear used has a good suspension and is highly shock absorbent. The orientation of the UAS at ground will not be affected greatly even in case of an irregular run way. The main landing gear and nose gear has an angle difference of 60 0 . The main landing gear is placed just behind the CG position of the aircraft.
4.5 Weight breakdown: The empty weight of the aircraft is restricted to 8 Lbs according to the rules of aero design competition 2014. The team has constructed each part of the aircraft weight consciously. The weight breakdown was done by the team as tabulated below. Weight reduction is made by making holes in ribs, replacing the truss structure by a carbon fiber rod and holes in the fuselage walls.
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Parts Weight (Lbs) Fuselage 2.2 Main Plane 2.86 Tail plane 0.98 Tail boom 0.338 Flight System 1.32 Total weight 7.698 Table4. Weight breakdown of GRYPHON 3.0
Fig 10: CG of the wing The CG of the wing is calculated using WinLaengs V 2.7. The below figure shows the complete CG of the aircraft which was also theoretically determined by the same software.
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Fig 11. CG of the aircraft
4.6 Application: Our UAS Can roughly carry 17.637 Lbs payload which when replaced by fuel can increase the endurance of the aircraft providing opportunities to handle various challenges. With the area in the payload bay of the aircraft more sophisticated equipments relating to the application can be carried. The GRYPHON 3.0 has a flight control board which can be used to carry out programmed flights. The GRYPHON 3.0 can be used for various applications like surveillance and agricultural field.
4.6.1 Agriculture: Agriculture is the next booming field for RPA. Large scale farmers can use single/multiple RPA for monitoring, spraying of pesticides and fertilizers. RPA can reduce the manpower. Large scale farmers use helicopters to carry out this work which is expensive when compared to RPAs. The GRYPHON 3.0 incorporates GPS tracing system in its flight control board so its travel positions can pre fixed. This way RPAs can fly autonomously. When the location is pre fixed the operator working on the model need not be well trained as they must only to learn to land and take off the RPA which can also be converted autonomous in future versions.
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4.6.2 Surveillance: For surveillance of huge agricultural farms, industries, personal properties and solar farms RPAs are being used. Farms that are extensively large cannot be monitored easily by humans. Large scale industries can use RPA for surveillance rather than using high quality cameras. RPAs are cheaper compared to cameras that are used for surveillance. Industries having large machinery need to be monitored for good maintenance. Most of the fixed surveillance cameras have limited scope to hold on to a moving target which can be accomplished with RPA. 4.6.3 Aerosol sampling: Aerosol sampling can also be done using RPA. An aerosol is a colloid of the fine solid particles or liquid droplets, in air or another gas. Examples of aerosol include haze, dust, particulate air pollutants and smoke. Aerosol sampling includes measurement of atmospheric temperature and quality of the air.
4.6.4 Detection of illegal Imports: Persistent watch for suspicious shipping out at sea can be maintained by MALE UAV. Using this any approach to land, in places other than recognized customs ports can be reported to the Customs and Excise Authority (C & EA). The subsequent patrol of vulnerable remote coastal areas can be taken under surveillance by UAS in order to check illegal entry of goods and can also be used as a witness. This is better accomplished when stealthy slow flying UAS are used as the criminals will not notice the UAS used. GRYPHON 3.0, when modified by adding a night vision camera can be used for this kind of surveillance.
4.6.5 Electronic Intelligence: Patrol, in search of enemy electronic emissions and their interception for intelligence purposes can be a time-demanding and potentially vulnerable exercise. It is therefore more appropriate for being carried out by UAS. The payload would include sensitive radio receiving equipments capable of sweeping through a wide range of radio frequencies, recording and transmitting the data back to the CS or the other interpreting station. The GRYPHON 3.0 has a huge payload bay which will be able to carry all these electronic equipment.
4.6.6 Port protection: Naval vessels that are present in ports are vulnerable to attacks from the enemy vessels. Any damage to port facilities can deprive the fleet of operational support. An UAS with a camera fitted ASTRA 2014 22
to it, transmitting of the recording to a station at ground or sea can be used for this protection purpose. GRYPHON 3.0 has already incorporated the same system. Hence the UAS will notify or alert the station, if under attack or suspicion.
4.6.7 Over-beach Reconnaissance: Prior to approach to in a beach upon which a vessel must dock, a stealthy UAV may be launched from a ship whilst the vessel(s) is still out of sight from the beach. The UAV will survey the beach, for defensive measures using a passive EO/TI payload undetected. A decision can then be made as to where docking may best be made. Stealth is important in this operation so as not to alert defensive forces to an impending breach.
4.6.8 Forest fire detection: Another application of UAVs is the prevention and early detection of forest fires. The chief exponent of this type is the FT-ALTEA, developed by Flightech Systems. The possibility of constant flight, both day and night, makes the methods used until now (helicopters, watchtowers, etc.) become obsolete. Its payload consists of numerous cameras (HD, thermal, hyperspectral, etc.) and multiple sensors that provide real-time emergency services, including information about the location of the outbreak of fire as well as many factors (wind speed, temperature, humidity, etc.) that are helpful for fire crews to conduct fire suppression. 4.6.9 Archaeology: In Peru archaeologists use drones to speed up survey work and protect sites from squatters, builders and miners. Small drones helped researchers produce three-dimensional models of Peruvian sites instead of the usual flat maps and in days and weeks instead of months and years. [100]
Drones have replaced expensive and clumsy small planes, kites and helium balloons. Drones costing as little as650 have proven useful. In 2013 drones have flown over at least six Peruvian archaeological sites, including the colonial Andean town Machu Llacta 4,000 meters (13,000 ft) above sea level. The drones continue to have altitude problems in the Andes, leading to plans to make a drone blimp, employing open source software.
Jeffrey Quilter, an archaeologist with Harvard University said, "You can go up three meters and photograph a room, 300 meters and photograph a site, or you can go up 3,000 meters and photograph the entire valley. ASTRA 2014 23
Conclusion: Team ASTRA consists of undergraduate students, each of whom has their own specializing fields. The team decided to participate in the advanced class of SAE Aero Design competition 2014 after reviewing the capabilities of individual members. The team constructed an aircraft named GRYPHON 3.0 which is set to fulfill all the rules and regulations laid for this years competition. The weight of the aircraft, stability and precision dropping were given utmost importance. The GRYPHON 3.0 was also designed in such a manner that, with very slight modifications it can be used in various fields. It was designed so as to make maximum use of it whilst keeping open, scope and provision for important. The project is also aimed at transforming, the way various operations are carried out by inculcating the use of UASs to reduce manpower and increase efficiency. The team hopes to find the GRYPHON 3.0 and other such UASs actively used in the near future to serve the community. The team is well prepared to give a good competition at the flying field.
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6. References:
Reg Austin, Unmanned Aircraft Systems UAVS design, development, and deployment
Michael S. Selig, James J. Guglielmo, Andy P. Broeren and Philippe Giguere Summary of Low-Speed Airfoil Data
Etkin, Bernard, and Lloyd Duff Reid, New York: John Wiley & Sons, Inc., 1996. Dynamics of Flight, Stability and Control
Roskam, Jan. Airplane Aerodynamics and Performance Kansas: Design, Analysis and Research Corporation, 2005.
John D Anderson Jr, Fundamentals of Aerodynamics Fifth Edition
Nelson, R.C. Flight Stability and Automatic Control, McGraw-Hill Book Co., 1991.
A Guide to the Procurement, Design and Operation of UAV Systems, society of British Aerospace Companies, November 1991.