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24
Chapter 3
Aircraft Fabrication
The aircraft was constructed using materials purchased from hobby suppliers, chiey hobby
wood (balsa, basswood, and thin plywood), RC Monokote covering, and cyanoacrylate (CA)
glue. Other materials for construction, such as servo pushrod connections and berglass
tape, were provided to groups in a standard kit. For pieces requiring precise fabrication,
design was carried out in PRO/E and actual pieces were cut using a special laser cutter in
the basement of Fitzpatrick Hall.
3.1 Wing Fabrication
Wing fabrication began by determining rib sizing and prole. Using these layouts, 16 ribs
were cut (2 each of 8 dierent sizes to form a 40% taper) with the laser cutter. These
ribs were cut from
1
8
-inch balsa, with the exception of four ribs that were cut from
1
8
-inch
plywood. Two plywood ribs on either side of the wing allowed for a secure mounting platform
for
1
4
-inch-square basswood sticks, into which small aileron servos could be screwed. Using a
special wing construction jig, the ribs were spaced at a constant distance of 4 inches for the
entire wingspan.
With the ribs positioned,
1
4
-inch-square spar rods were glued to notches cut in the top
and bottom of each rib. Since the wing was tapered and the spars were mounted on roughly
the quarter-chord of each rib, the spars did not join perfectly in the wing center. At this
point, the two wing halves were joined at the spar with a liberal application of berglass
tape and epoxy. Additionally, the leading edge of the wing held its shape by way of a
1
4
-inch
diameter hardwood dowel that ran the whole span of the wing.
To reinforce construction, a piece of
1
4
-inch balsa was added between the spars in the
space between the ribs. This eectively resulted in an I-beam design, which was then further
stiened by adding a sandwich piece of
1
8
-inch plywood glued directly to the spar rods on
one side of the I-beam. The leading edge was then wrapped in
1
16
-inch balsa sheeting. This
wrap extended to the spars at the quarter-chord.
Of the eight ribs, the ve outboard ribs on either side had 25% of the aft chord length
removed. Across these ribs, a plywood plate was mounted for the purpose of creating a
secure mounting surface for ailerons. The ailerons themselves were created using trailing-
edge balsa stock, which was cut and shaped to taper along with the wing. These ailerons
25
Figure 3.1: Gold Leader constructing the wing
were mounted to the hardwood surface at four points on either side and were controlled with
a single small servo on either side.
To complete the design, the inboard trailing edge was wrapped in
1
16
-inch balsa, and the
entire middle section (between the two most inboard ribs in the center) was sheeted similarly
from front to back. A square section in the bottom of the wing center was left open for access
to servo connections and pressure taps leading to a pitot tube, mounted on a wingtip. In
this way, connections to the fuselage could be made quickly, and the wing could be mounted
simply with rubber bands. Following a few further simple additions, such as thin cap strips
added to the tops and bottoms of ribs and plates added around the servo horns, the wing
was wrapped in Monokote, and the iconic eagle design was added.
3.2 Fuselage Fabrication
The main fuselage structure was designed in PRO/E and cut from large pieces of balsa using
the laser cutter. This preliminary structure was secured with CA glue. The preliminary
structure consisted of the sides glued to a frontal base portion, followed by attachment of a
back base portion achieved by bending the side pieces and bottom piece to eectively form
a seamless taper in the rear section. Support beams were added throughout the fuselage
along the base and in the corners to reinforce the structure to allow for joint strength and
the mounting of a landing gear.
The top portion of the aft section of the fuselage was added after component placement
was determined. This top section included mounting holes for small servo motors that
controlled the rudder and elevator. These mounting points were reinforced with small strips
of hardwood for strength. Internally, rewalls were added for torsional rigidity, with a front
26
rewall made of hardwood acting as a mounting point for the engine bracket.
Figure 3.2: Laser cutter in operation
The front section of the fuselage was left open at the top, as this was the section over
which the wing would be mounted. This wing saddle section was reinforced with light
plywood and saddle cushions were added. Short dowels were added on top to act as tie
points for the rubber bands that would hold the wing in place. A small access door was
designed to be placed over components during ight, but this piece was left unattached. The
fuselage was then covered in Monokote, with holes cut out of the Monokote in the aft section
of the fuselage to allow for airfoil and FASS component access.
3.3 Empanage Fabrication
The stick-built horizontal and vertical tail layouts were determined in PRO/E. For ease of
construction, these layouts were plotted full-scale on large sheets of paper to provide an
accurate template for tail construction. The entirety of the tail was constructed using
1
4
-
inch-square balsa sticks, which were cut to specic sizes using the template. The structures
of the horizontal and vertical tails each consisted of nine pieces and were glued together
using the plotted templates for accuracy. The horizontal tail also included a center support
plate cut from
1
4
-inch balsa sheet using a band saw.
The rudder and elevator were cut from
1
4
-inch balsa sheets using a band saw. It was
determined that adding lightening holes in these surfaces would carry a high strength penalty
and was not overall benecial in terms of weight, so the pieces remained solid. The leading
edges of these surfaces were rounded with sandpaper to allow the pieces to hinge. Hinge slots
in these pieces were cut with an X-acto knife for the insertion of CA hinges to connect the
surfaces to the tail structures. Lastly, holes were drilled in the center plate of the horizontal
27
tail. This was for the purpose of allowing the bottom sticks of the vertical tail to slot in and
the tail to remain squarely positioned. All parts were then Monokoted.
3.4 Tail Dragger and Gear
A detailed PRO/E drawing of the desired landing gear was produced and presented to the
Notre Dame AME machinist, who fabricated the gear structure from aluminum sheeting.
Holes for wheel axles were not included, so these were drilled on each end of the gear. Rubber
wheels were xed onto the axles with two set-screw stoppers, and the axles were attached to
the gear structure. Four holes were also drilled into the structures top with a drill press to
mount the gear to the fuselage belly.
The tail dragger was constructed with triangular scrap pieces of
1
8
-inch balsa sheeting.
These were glued together with CA glue and then sanded to the desired shape and size. The
piece was then Monokoted except for the top surface, where it was glued to the fuselage with
epoxy to strengthen the attachment against any strong ground forces.
28
Chapter 4
Flight Testing
4.1 Flight Data
Flight testing took place over a two day period at the South Bend Radio Control air eld
located 15 miles south of Notre Dame. On Day 1 of ight testing, the FASS sensor was
removed from the aircraft. The rst ight served primarily to allow the pilots ample oppor-
tunity to become familiar with the aircraft, and to ensure that center of gravity location was
correct. The second ight tested the planes acrobatic performance, with the pilots perform-
ing minimum radius turns, extreme climb and descent rates, and various acrobatic stunts.
During Day 2 of ight testing, the FASS sensor was reattached to collect fog data. The rst
ight with the FASS attached was used to determine the ight characteristics and acrobatic
capabilities of the aircraft with the new payload. The second and third ights were used to
collect fog data.
According to the Flight Test Program, the pilots gathered ight performance data at
altitudes ranging from 30 to 300 feet. The pilots completed minimum radius turns at low
altitudes in order to simulate performance in a low level valley. Using data gathered from
Day 2, the minimum instantaneous and sustained turn rates and their corresponding turning
radii were calculated. The results are shown below in Table 4.1.
Table 4.1: Predicted and Actual Turning Characteristics
Actual Instantaneous Sustained
Turn Rate 173.5
/sec 35.3
/sec
Turn Radius 11.9 feet 96.8 feet
Predicted Instantaneous Sustained
Turn Rate 108.2
/sec 67.2
/sec
Turn Radius 23.38 feet 37.6 feet
The instantaneous turn rate and radius achieved during the ight test were much better
than predicted. However, the sustained turn characteristics were not as impressive as those
expected according to the spreadsheet.
29
Figure 4.1: Completed aircraft prior to testing
Also of importance is the climbing capability of the aircraft. By analyzing several points
from the Day 1 data, a hodograph for climb performance at low level altitude was produced.
Figure 4.2: Hodograph for climb performance
According to Figure 4.2, the maximum rate of climb is 16.81 feet/sec. With a horizontal
30
speed of 51.94 feet/sec, the angle of ascent is 17.9