Stevens Institute of Technology

Castle Point on Hudson

Hoboken, NJ 07030
ME-424 – Senior Design
Phase IV Report

Unmanned Chopper

Advisor: M.G. Prasad

Group 15 Members:
Christopher Alexander
Brandon MacWhinnie
Michael Manzione
Sonal Pujji
Juan Rodriguez

Date – 2/14/2008

“I pledge my Honor that I have abided by the Stevens Honor System.”

_____________________ _____________________ _____________________

_____________________ _____________________
I. Abstract

The purpose of this senior project is to design and fabricate an unmanned aerial
vehicle. This report will serve as a means to illustrate the progression of the project from
the design stage to the fabrication stage. In this report the group will focus on outlining
the objectives we plan to achieve this semester and will address the comments from
Phase III, as well as discuss the final design of the product. This report will analyze the
purpose of prototyping and manufacturability of our chosen design. It will provide a
platform with which to move through the prototyping and performance testing phase of
the project.
 Table of Contents

I. Abstract …………………………………………………………………… i
II. Project Objectives ………………………………………………………… 1
III. Phase III Issues …………………………………………………………… 1
IV. Design Finalization ……………………………………………………….. 3
V. Prototype Justification ……………………………………………………. 4
VI. Prototype Manufacturability ……………………………………………… 5
VII. Prototype Testing …………………………………………………………. 7
VIII. Conclusion ………………………………………………………………… 8
IX. References ……………………………………………………………….... 9
X. Appendix
i. Gantt Chart
ii. Bill of Materials
iii. Nugget Chart
II. Project Objectives

In order to gain knowledge of enemy terrain surveillance and reconnaissance

missions must be completed. The United States Army has always conducted these
missions using mostly human power. Recently, automated robots and all-terrain
vehicles have been in use. For our senior design project we wish to add another
dimension to reconnaissance and surveillance which the military can utilize. We
intend to design and fabricate an unmanned aerial vehicle to conduct surveillance
missions

Designing an aerial surveillance vehicle will allow many more aspect of the
terrain to be analyzed, as opposed to ground vehicles. The aerial vehicle we intend to
design will be a helicopter. The group will be modifying designs of current products,
as well as introducing new aspects in the design. Although there are many unmanned
vehicles in existence, we wish to create a smaller, faster, lightweight helicopter which
can send real-time video back to its home base. These videos will then be able to be
analyzed and a safe plan of attack can be generated. At this time, the main focus of
the project will be demonstrating the ability of the design we have created. We hope
to pursue the video option at a later time.

The helicopter will be able to be deployed and operated by a single person,

which will ultimately assist troops entering enemy territory. The main focus is to
create a product which the armed forces can use to survey enemy territory. A low
manufacture price would be ideal, however, safety and the life of the chopper is the
main focus.

The group aims to market this product to United States Armed Forces and other
government agencies, such as the Border Patrol. Using an unmanned helicopter to
gather information removes the chance of a person being injured or even killed in
hostile environment. The group’s final product will be targeted toward the armed
forces as the primary customer, with government agencies, and law enforcement
agencies as secondary customers. The versatility of the vehicle will allow it to be
used in combat, in a search and rescue mission, or even to follow the presidential
motorcade. It can even be the first to document a compromised crime scene.

A plethora of engineering subjects will be utilized in the completion of this

project. For the mechanical engineering aspect, aerodynamics and material selection
are two extremely important topics. Electrical engineering will also play an important
role in the incorporation of the real-time video camera.

III. Phase III Issues

The first and foremost concern of the panel at the end of Phase III was the flight
capability of the vehicle. Since the UAV has an unconventional design there are few
precedents to provide an example of how to produce lift and achieve successful
maneuvering. This issue was the most often mentioned aspect of the design. Many of
the panel members were unsure of the maneuverability of the vehicle and how it was
to be achieved through the design. The panel also suggested limiting the scope of the
vehicle’s uses, as it is unnecessary to the design and presupposes too much of the
final product.

The scope of the project was initially too large, and it was suggested that
exploring the surveillance capabilities of the vehicle be postponed until a successful
test flight was conducted. As a result, the design was simplified and would carry less
electronics. The majority of the groups focus was spent on the design of the vehicle
with controlled flight being paramount. Initially, a video camera was going to be
equipped to allow remote viewing from the vehicle’s point of view. However, after
taking into account the comments and guidance of the panel, the camera was
tentatively removed from the design. It was not incorporated directly in the design
during the first phases of the project. However, that being said, the camera is still
important to the group and should the group have extra time after demonstrating a
successful prototype, the camera will be added to the vehicle.

A more specific scenario was also proposed by the panel. Initially, the aircraft
was to provide surveillance inside and outside of a building. The vehicle would be
small enough to fly through doorways, yet powerful enough to resist wind gusts and
the elements of being outside. However, after consideration of the panel’s comments,
the design needed to be limited. Since there exist a few larger vehicles of similar
characteristics, such as the USAF Predator and Sikorsky’s Cypher, the decision was
made to specialize the vehicle to indoor uses. Indoor use would simplify the design
by having more uniform and favorable flying conditions. The aircraft would not have
to withstand buffeting winds. Also, indoor flight would limit the aircraft’s overall
chassis size, and building a smaller aerial vehicle was important to the group.

The main concern of the panel was the vehicle’s maneuverability and flight
characteristics. The design is unconventional and is not particularly intuitive.
Additionally, the group was weighing a few options on how to tackle steering the
aircraft. However, at the end of the design phase, the group had selected a steering
system to easily control the vehicle.

The vehicle steering seems daunting because of its coaxial dual rotor design;
however it consists of simple and tested mechanisms. The coaxial design was chosen
to reduce the footprint of the aircraft which would make it small and portable.
Maneuverability would also increase with a smaller more nimble chassis. Despite
these benefits, very few full size helicopters use a coaxial design. A coaxial helicopter
requires more complex gearing to power two main rotors with one engine. Coaxial
helicopters also require more power to move two sets of main rotors through the air.
IV. Design Finalization

The final design employs two electric motors, which do not require complicated
gearing. The two motors would also provide sufficient power to the rotors to achieve
lift. The drawback of dual motors and rotors is additional weight, but calculations
have showed that enough thrust would be produced to lift the estimated weight of the
vehicle. The engines that will power the unmanned aerial vehicle have been selected
to be Great Planes Rimfire 28-30-1450 Outrunner Brushless motors.

Steering will be achieved by actuating the top rotor assembly in the same way a
helicopter steers. The group decided to actuate only the top rotor set to simplify the
design and reduce added weight. Actuating the bottom rotor assembly may also create
unstable flight by pushing out the bottom of the aircraft. This is very similar to the
systems used in small radio controlled helicopters. In such coaxial R/C helicopters,
the bottom rotor set is actuated with a swash plate to simplify the design, as the
helicopter body remains below both sets of rotors. Since the chosen design has a
centrally mounted body, the top rotor could just as easily be actuated. As seen in the
R/C helicopters, flight is stable and in some aspects easier to control. Coaxial rotors
where only one rotor set is actuated result in less maneuverable aircraft. However, all
necessary motions are able to be performed, just not to the extremes of a single rotor
set up because of rotor interaction and clashing. The final design has the rotors spread
far apart vertically to reduce potential clashing and will not tilt far enough to pose a
problem. The limited rotor head tilt will decrease the translational (forward-
backwards, left-right) flight speed, but still provide movement in all directions. The
slower flight speed can reduce possible crashes and decrease the time it takes to
master the controls.

Finally, flight will be stabilized by the design of the chassis. As with all
researched helicopters the weight of the chassis is suspended below the rotors to
provide stable flight. Rather than trying to balance the weight of the chassis above the
rotors, the rotors are used to pull the weight of the chassis off the ground. Helicopters
obtain stable flight by keeping the weight below the rotors. Since the group wanted to
keep the chassis as small as possible the rotor diameter and separation would provide
the basis for the largest dimensions. An encompassing chassis shell was used to shield
the rotors from damage cause by collisions. The chassis does not extend far above or
below the top and bottom rotor set, respectively. This design does not utilize the
weight of the chassis as a good stabilizing mechanism. To provide the most stable
flight, weight would have to be concentrated as low in the chassis as possible. The
outside shell was then redesigned to be hollow to allow storage of electronics and
batteries. The motors needed to remain in the center of the chassis to directly power
the rotors, but all other electronics could be moved to the outer ring. The cross section
of the chassis allows for positioning of the electronics low on the fuselage. This
storage space in the chassis creates a lower center of gravity which will help produce
more stable flight.
V. Prototype Justification

Some of the many reasons for building prototypes prior to implementing a

design into full-scale production are to reduce costs, assess potential risks, discover
and resolve any issues associated with production, and to demonstrate the
functionality of the product. The majority of these reasons are intertwined with one
another, which provides further justification that building a prototype is a useful step
in the design process.

Cost reduction is a key motivation in constructing a prototype. The other

reasons that support prototype building tie into cost reduction. For example,
discovering a flaw in your design that can only be found through the construction
phase drastically lowers cost impact if it is discovered while only building one
prototype as opposed to a whole lot during production that would have to be
scrapped. Assessing the potential risks, which could prove to be very expensive,
during the prototype construction phase could also save a lot of money as opposed to
discovering the risks during production. These discoveries could also save a lot of
time, which is often referred to as money. Aside from reducing costs, risk assessment
during the prototype building process is a vital part of the design to production
process as it allows the designers and potential customers to discover any risks that
may be associated with the product. This allows them to make informed decisions
related to the design, production process, and post production phases associated with
the product.

Other very important reasons that justify the construction of a prototype before
proceeding to production are to discover, and correct, any problems that may be
associated with the design to production process as well as to demonstrate the use and
functionality of the product. In discovering any problems related to the design the
product can be easily corrected to fix the problem without significant impact or extra
costs added to the development process. Discovering these problems associated with
the design also increases development and production speed as a change can be made
easily during the prototyping phase, but would require much more extensive work to
correct during the production phase, which also saves a lot of time and money.

Prototypes are also very useful in that they can be used to check the product
against set requirements and/or project objectives that the team wishes to achieve. In
doing this, it lets the designers see where they are in the process and what they need
to do or change to get where they need to be. Another benefit of building a prototype
of ones product is to present to potential customers. This allows them to see what the
product is capable of and how it could prove to be beneficial to the company. The
designers can also get feedback from the potential customers at this time in order to
better the product and make any changes that may be desired. Demonstrating the
product’s potential uses and functionality could also prove to be a source of funding if
this occurs during the early stages of design of a research and development type
project that a customer or venture capitalist believes in.
 The prototyping phase is a very important part of the design to production
process for numerous reasons that include, but are not limited to, cost reduction,
problem or design error detection, assessing risks associated with the product, and
presenting the functionality of the product to potential customers as well as investors.
In considering the entire product development process from concept to design to
production, the construction of prototypes is very justified in numerous ways, but
each one alone provides enough sound reasoning to move forward with the building
of a prototype before going on to full scale production. All of the involved parties
from engineers to customers benefit from the process of prototype building, as it is a
great opportunity to make sure the product is exactly what is desired or make the
necessary changes quickly and easily to achieve the best product in the least amount
of time.

VI. Prototype Manufacturability

For the manufacturing of the shell we chose to use a fiberglass composite

material because of its high strength to weight ratio. As with many other composite
materials, the two materials act together, each overcoming the deficits of the other.
Whereas the plastic resins are strong in compressive loading and relatively weak in
tensile strength, the glass fibers are very strong in tension but have no strength against
compression. By combining the two materials together, the fiberglass composite
becomes a material that resists both compressive and tensile forces.

Fiberglass also appealed to us because of the ability of fiberglass to be molded

into complex shapes. A layer of fiberglass mat is applied over a shape of our
choosing, and resin is applied over it. Next all air bubbles are removed; this is done
because the presence of air pockets will significantly reduce the strength of the
finished mold. Once the final layers of fiberglass are applied to the mold, the resin is
allowed to set and cure. In addition fiberglass has very low chemical reactivity
characteristics. Low chemical reactivity becomes an asset not only from a
maintenance stand point but it also allows our unit to be deployed in a wider range of
environments.

After the completion of the fiberglass the internal frameworks will be

manufactured. The internal frame will hold the electrical equipment such as the
motors, servos, and speed controller. The internal frame consists of lightweight
aluminum to minimize the weight. The frame will be bolted to the fiberglass and the
motors will be enclosed in a hollow aluminum cylinder. The motors are enclosed in
the hollow cylinder in order to have them coaxial. The servos and other equipment
will rest outside the aluminum cylinder and bolted to the arm of the frame that
attaches to the fiberglass. View the images below for a section view and conceptual
drawing.
 The aluminum frames such as the hollow cylinder and flat plate will be
purchased already manufactured. The frame and plate would then be cut to meet our
requirements of height and width. Other components such as the swashplate
assembly, rotor blades, speed controller, and rotor shaft will also be purchased.

The decision to purchase these components are base on quality control, cost and
time. Four blades are used for the UAV, all of the blades must be symmetrical and
weigh the same, or else an imbalance develops during flight that may make the craft
unstable. Manufacturing the blades would be difficult and time consuming, the most
readily available material is wood and wood working can produce inconsistent
results.

The swashplate assembly and rotorshaft were also purchased because of the
high tolerances needed to produce them. The swashplate assembly and rotorshaft are
relatively inexpensive components to purchase but require special equipment and
intensive labor to produce if done by hand.

Once all components are manufactured and received, the team will then begin
testing and building the prototype UAV. Prior to assembly the team will test
individual components to verify that they meet the performance requirements of the
group. Batteries will be tested to verify that they output the correct voltages, the
motors and actuators will be tested to verify that they are capable of working
according to specifications, the speed controller, and radio receiver/transmitter will be
tested as well.

Once all components are verified to be working correctly the prototype will then
be assembled. The mechanical components attached to the inner aluminum frame and
the inner frame to the fiberglass.

VII. Prototype Testing

After all the components are assembled the team will commence testing. The
testing phase will reveal any inherent instability or excessive vibrations that can cause
catastrophic failure during operations. The testing will be methodically performed in
order to insure correct system response.

The servos will be raised and lowered to verify that they are functioning
properly and that the blades are not coming in contact with each other. Once the
actuators are verified to be functioning, power will be gently throttled up and down to
verify that the motors are spinning opposite of each other and that both are in
synchronous speed. The speed controller will then be tested to verify that the motors
can come in and out of synchronization automatically. After this is verified enough
power is then applied to cause the UAV to raise 6inches off the ground. The UAV
will be anchored from all sides to prevent it from drifting out of control or from rising
too high from the ground during initial testing.

The UAV’s ability to rotate and maintain hover will then be examined. Should
the UAV have a tendency to drift, it may mean that the center of gravity is not on
center, in which case mechanically mixing using the controller would be applied to
negate the affects. If high vibrations are evident it may mean a component is not
sufficient secured. Once the pilot has command of the UAV’s rotation and hovering
ability, the anchor will be removed and then the UAV will be tested with waypoints
such as traveling around the room or to specific spots and hovering.
VIII. Conclusion

The mission of the Unmanned Aerial Vehicle has greatly expanded over the
years as military operations increase in complexity and human resources dwindle.
The UAV allows the military to survey hostile situations without committing soldiers
into harm’s way. With UAV’s the military can explore the caves of Afghanistan
without the dangers of soldier stepping on Improvised Explosive Devices or walking
into an ambush.

Our objective is to give the soldier on the ground flexibility to search, locate and
identify targets and locations, without plunging headfirst into a hostile situation. The
use of the UAV is also not limited to military applications. The UAV can be utilized
by government agencies such as the Department of Home Land Security to monitor
sites of interest such as power plants, landmarks, and critical infrastructures. The
vehicle can also be used by the Border Patrol for various search and rescue missions.
For example, it can be used to rescue a lost mountain climber. The uses for the UAV
are virtually up to the imagination of its owners.

The final selected design of the Unmanned Aerial Vehicle is a ducted coaxial
rotary blade. The coaxial configuration allows a compact design, as a tail boom is not
needed. The selected design will be able to maintain a hover and level flight as well
as be able to maneuver on all three axes. The minimum flight time is approximately
fifteen minutes and maximum operating altitude is one hundred feet. The UAV will
be upgradeable to transmit a live video feed back to the operator; the camera can be
maneuvered independently of the UAV. The technical areas of focus for the UAV are
the aerodynamics and flight characteristic, the wireless transmission and radio
control, the structural integrity of the airframe, and the power plant.

Existing designs used similar technologies such as ducted coaxial blades.

However, their disadvantages are their size and weight. The blade diameter of the
Sikorsky Cypher is 6.5 feet, which greatly exceeds the team’s blade diameter of 14
inches. The team’s compact weight and design allows the UAV to be transported by
infantry and deployed within buildings and in close proximity to obstacles and
structures. The parts needed to create the prototype have been ordered and once they
arrive the group will begin building and testing the UAV.
IX. References

ƒ www.towerhobbies.com
ƒ www.heliproz.com
ƒ www.trendtimes.com
ƒ www.shopmaninc.com
ƒ www.xheli.com
ƒ http://www.army.mil/factfiles/
ƒ http://www.gizmag.com/go/2440/
ƒ http://www.cbp.gov/xp/cgov/border_security/
ƒ GlobalSecurity. 14 August 2005. 20 September 2007
http://www.globalsecurity.org/intell/systems/uav.htm
ƒ GlobalSecurity.org. Sikorsky Cypher II - Dragon Warrior . 20 February 2005. 20
September 2007
http://www.kansasuav.org/index.php?option=com_content&task=view&id=2
2&Itemid=2
ƒ Cypher. 2007. 20 September 2007
http://www.globalsecurity.org/intell/systems/cypher.htm
ƒ www.radioshack.com
ƒ www.dynaspy.com
ƒ FLUID MECHANICS by Frank M. White
ƒ Gessow, Alfred and Garry C. Myers. Aeryodynamics of the Helicopter. New
York: The Macmillan Company, 1952.
ƒ How Helicopters Fly and are Controlled. 12 October 2007 <http://www.rc-
airplane-world.com/how-helicopters-fly.html>.
ƒ Morris, Charles Lester. Pioneering The Helicopter. New York: McGraw-Hill
Book Company, Inc., 1945.
ƒ Shapiro, Jacob. Principles of Helicopter Engineering. London: Temple Press
Limited, 1955.
ƒ Additional References Listed In Bill of Materials
X. Appendix

i. Gantt Chart

ii. Bill of Materials

iii. Nugget Chart