Research and Application of MAEU UAVs

Dr Thae Maung Maung*, Dr Khaing Khaing Soe*, Dr Zaw Zaw Oo*, Thet Naing Soe*,
Thein Than Lin*

Abstract
Unmanned aerial vehicles have been developed and applied to support military and
civilian areas. Compared with piloted aircraft, an Unmanned Aerial Vehicle (UAV) can focus on
project areas at lower flight altitudes than regular aircraft to perform site specific management
with higher precision. They can also fill in the gap in locations where fixed wing or rotary
wing piloted aircraft are not readily available. This paper presents an overview of the UAV
platform progress in the UAV research at Myanmar Aerospace Engineering University. The
research process included an optimization of airframe design, flight stability, reliability, safety
improvement and flight performance. A number of design iterations were performed to achieve
the required flight performances and characteristics. This iteration was relatively moderate due to
employing practical and theoretical analysis performed parallel to the design and redesign
process. This paper offers practical help to be involved with an unmanned platform to be well
optimized for required mission, giving a lot of practical information about many aspects of
MAEU-UAVs design evolution and their autopilot performances. The current MAEU UAVs are
researched for aerial photographing, as well as future needs and suggestions for development and
application of the UAV technologies in other civilian areas.
Keywords: unmanned aerial vehicle, aircraft design and structure, autopilot technology, precision
and reliability, aerial application technology.
*Department of Unmanned Aerial Vehicles Research,
Myanmar Aerospace Engineering University,
Meiktila, Myanmar
E-mail:thaemaungec@gmail.com, poepoetmm@gmail.com

1. INTRODUCTION
In recent years, there has been rapid development of autonomous unmanned aircraft
equipped with autonomous control devices called unmanned aerial vehicles (UAVs) and micro
aerial vehicles (MAVs). These have become known as robotic aircraft, and their use has
become wide spread. The development of Unmanned Aerial Vehicles (UAVs) has become an
active area of research nowadays, and very interesting devices have been developed. UAVs play
a predominant role in the modern day warfare where emphasis is on numerous applications, such
as forest surveillance and fire detection, coastal and economic exclusive zone surveillance,
detection of watershed pollution and military missions.
This paper is based on the practical approaches which were developed in department of
UAV research at Myanmar Aerospace Engineering University. In 2007, UAV research was
initiated by the author with another five members to gain the strong technology. The department
of UAV research have been playing important role in aeronautical field in Myanmar since 2010.
As a research for economics, this department was able to operate aerial photographing for
civilian applications. In the research for UAV technology, airframe, autopilot, sensor, navigation
system and communication system were divided as sub-groups to emphasize in their respective
field.
In the developing countries, two aspects that limit the adoption of unmanned vehicles
technology for research purposes are the high cost and optimized design philosophy. The paper
attempts to solve these problems by presenting airframe design that is focused on low cost while
maintaining a resonable level of performance. The researches for airframe were permitted to use
low budget. Therefore, these researches were based on low cost materials which were easily
available in regional resources. The Letpan and Shaw-phyu from Myanmar forests, were
prepared in sequence at wood factory to obtain the required products for UAV airframe
construction. These wood are high strength and light weight that are the major requirements of
aircrafts. The designs and structures of MAEU-01, MAEU-02, MAEU-03, MAEU-04 and
MAEU-05 were considered according to the properties of this wood. The above aircrafts were
built by using theorectical calculation results. During the manual flight tests, the experiment
results of aircraft performance, stability and structure were checked and compared with
2

calculated design data. Some minor preparations were made by using trial-and-error method to
improve the performance of the aircrafts. The lack of test instruments lead to use trial-and-error
method.
Road Map for MAEU UAVs
o

Design

&

Structure
Improvement
Autopilot
Reliability

GCS & Com

Improvement
< Function >

Research Level

Airframe Structure
Strengthen,
G Limit

HIL simulation
Test

Improve Radio
Communication
Radius

Airframe reliable
and durable

Autopilot Test
visual range

Servo
Control
Links

Autopilot Test invisual

range 30 miles

GCS system

Payload
Application Level

The intention is to share this researchs experience and facilitate collaborative efforts in
the research and education community for developing countries. Although some defects may be
encountered in designing and constructions of aircrafts, the utilization of low cost materials can
be a bridge for researchers to upgrade the technologies beyond their current capabilities.
Stability is one aspect of UAV performance that must be balanced with all others. The
second research focuses on the planning the architecture and basic functions of a ground
platform by hardware in loop simulation method, modeling an aircraft with gust disturbances and
discussing the effect of level flight stability conditions on an UAV. The results were compared
with the experimental data and apply the valuable results to the control algorithms design of
autopilot system.
3

While the design and development of a modular multi-tasking research UAV was being
worked on, several aircrafts have been building and autonomously flying to demonstrate the lowbudget approach through the integration and utilization of available technologies. This initiative
has consequently led to the formation of a UAV Research Group with members working on a
wide variety of UAV related research projects. This paper outlines the MAEU UAVs evolution
of this group over the past 5 years. The development of UAVs in MAEU has the following
mission:
1.
2.
3.
4.
5.

Develop know-how of UAV for several applications

Provide experimental platform and tool for multi-research related to UAV applications
Develop human resources for the aerospace technology
Applying civilian applications by using UAV technology
Upgrade research developing economy (RDE)

2. DESIGN AND STRUCTURE IMPROVEMENTS

2.1 DESIGN CONSIDERATIONS AND LIMITATIONS
UAVs can be classified according to their application for military or civil use. There are
five main categories of UAVs in the Unmanned Vehicle Association:
(1) Close range - fly in a range of less than 25 km and usually extremely light;
(2) Short range- operate within a range of 25-100 km;
(3) Medium range- able to fly within a range of 100-200 km. Need more advanced
aerodynamic design and control systems due to their higher operational performance.
(4) Long range- fly within a range of 200-500 km. Require more advanced technology to
carry out complex missions. Need satellite link in order to overcome the communication
problem between the ground control systems and aircraft created by the curvature of the
earth.
(5) Endurance- operate in a range more than 500 km, or can stay in the air for more than 20
hrs. This is considered the most sophisticated of the UAV family due to their high
capabilities.
The specific UAV should satisfy the following:
Able to accommodate for equipments related to multi-disciplinary research and

development work
Safe to operate
Reliable for local environment
Comply with local regulation of communication
4

Fig. 1 Research Process Flow Chart

Building a UAV demands a vast knowledge of base vehicle platforms, flight dynamics,
control theory and real-time software. The flight system enables the aircraft platform to serve as
5

the autonomous agent. It requires sophisticated navigation sensors and integration methodologies
for accurate and reliable autonomous operation. Key UAV system technologies were identified to
be in: airframes; propulsion units; autonomous flight controllers; launch and recovery;
navigation and guidance; self-protection; ground control stations; payloads; and data
communication, storage, processing, and dissemination (Information Technology).
Our research is mainly emphasized on the research and development of UAVs. It features
a step-by-step description of how a typical design is developed by using statistical analysis on
historical UAVs and Multi-Disciplinary Optimization (MDO) method. These methods saved time
and also gave reliable data in research platform. The flow chart of research process is shown in
Fig (1).
Technically, a UAV system comprises a number of elements, or sub-system of which the
aircraft is but one. The development plan of research is shown in Fig (2).

Fig. 2 Development Plan

2.2 SELECTED MATERIAL IN CONSTRUCTION
Wood is an ideal material for light airframes because it can absorb the bending loads
associated with flight without developing fatigue, and it does not corrode. Composite
6

construction seems to be the popular method of light aircraft structural design today. However it
is important to remember that wood is a natural composite and is significantly less expensive
than exotic synthetics. On a weight-to-strength ratio, wood compares very favorably with steel,
duraluminum, and magnesium, the metals most commonly used in aircraft construction. By
itself, a piece of wood is no match for metal, but when assembled into a structure- stringers,
longerons, formers, ribs, spars- to form a unit, the difference in strength diminishes and wood is
almost identical to metal in strength. Wood is a desirable aircraft material because of the ease
with which it can be worked- simple carpenter hand tools, plus homemade jigs and fixtures, are
all that are needed to turn out a fully certifiable aircraft.
Balsa wood is commonly used in model aircraft because of its high strength to weight
ratio. Despite the advanced composite materials now available, balsa wood is still used in high
performance model aircraft. It is only the third or fourth lightest wood in the world. However, all
the woods lighter than balsa are too weak for any practical applications. In fact, balsa wood has
the best strength to weight ratio in commercial market, better than pine, oak. It can be easily
shaped and handled as it is light and soft. But it does not available in Myanmar, and so it is
expensive for research.
Letpan (Bombax ceiba L.) produces large sized timber of light weight which is used for
variety of purposes that is from manufacture of match box and match splint to veneer and
plywood. It is found in tropical areas (India, Myanmar, Nepal, Sri Lanka, Pakistan, Bangladesh
and Northern Australia). It is a large deciduous tree with straight cylindrical stem and it reaches
up to 40 meter in height and 2 meter in diameter with the clear bole of 24-30 meter. The wood is
usually white or pale pink, turning pale yellowish brown on exposure. There is usually no color
differentiation between heartwood and sapwood. The wood density is 0.373 g/cm 3 at 12%
moisture content. It is straight-grained and it does not crack while nailing. Shaw-phyu (Sterculia
versicolor Wall) is a large tree and it has also straight-grained and very fine textured. Its density
is 0.42 g/ cm3 at 17% moisture content. They can be peeled and made into plywood veneers.
They are light, strong, elastic, resistant, and water repellent. Moreover they dry well, work well,
are easy to glue, can be easily available in Myanmar at a low cost and easy to control for
research environment. Letpan and Shaw-phyu are low cost materials available in our country and
their properties are nearly same by comparing Balsa wood.

Fig. 3 Letpan (Bombax ceiba L.)

Fig. 4 Shaw-phyu (Sterculia versicolor

Wall)

Balsa

Letpan

Shaw-phyu

Density (g/cm3)

0.364

0.373

0.42

Moisture content (%)

12

12

17

weight

Very light

light

light

Bending strength (MPa)

50.5

52

54

Modulus of elasticity (GPa)

6.41

Maximum crushing strength (MPa)

23.4

22.7

28.8

Cost (length 100/ wide 10/ thickness 0.2

4 US$

1.5

1.5 US$

cm)

US$

Table (1) Properties and Cost of Selected Materials and Balsa

2.3 AIRFRAME DESIGN CONCEPTS
Airframe technologies include the development and optimization of structures such as wings,
fuselage, stabilizers, flight control surfaces and landing gear. One main difference between the
MAEU UAVs structures and materials and other UAV structures and materials lies in the weight.
The main influential force in the airframe design is to reduce weight and at the same time being
strong enough to withstand the forces acting on it during flight. Therefore the structural creations
in general for MAEU UAVs must have a high strength to weight ratio so as to be deemed
8

suitable for research application. The MAEU UAVs structures must be designed to ensure that
every part of the material is used to its full capability. This leads to the use of airframe structures,
which requires the assembly, and joining of numerous parts together.
A. Wing and Tail
The wing and tail unit are made up of 4 main types of structural member, namely spars,
stringers, ribs and skin. The spar is a beam running span wise to take transverse shear loads and
span wise bending. Wing ribs are planar structures capable of carrying in planeloads and are
placed chord wise along the wingspan, supported by the span wise spars. Ribs reduce the
effective buckling length of the stringers and thus increase their compressive load capability. The
cover skin of the wing forms an efficient torsion member. Because MAEU UAVs are flying at
subsonic speeds, the skin is relatively thin to make no contribution to bending of the wing and
the bending moment is taken by spars and stringers. The wing is given an airframe design to
drastically reduce the overall weight of the UAVs. Two spars, which are main structural
members, one located at quarter chord and the other at chord to take the transverse shear loads
and span wise bending. These two spars also help to support the wing ribs that are placed chord
wise along the wingspan to prevent buckling of the ribs. The wing ribs are placed at increasing
intervals, from the end meeting the fuselage, to carry the planeloads. This is required as the
nature of span wise lift force distribution over the wing is such that a higher lift force is
experienced closer to the fuselage.

Fig. 5 Wing skeleton structure

Fig. 6 Empennage structure
The trailing edge structure includes the ailerons and flaps. Ribs may have large holes to
reduce weight. The wooden skin may be fixed to the internal structure by bonding (gluing).
Similar to the wing, the tail is designed to have an airframe structure. Two spars, both at quarter
chord and chord are used to take the span wise bending and support the ribs. Due to the short
span, only the number of ribs is less in tail to reduce the back weight of the vehicle than in wing.
9

B.Fuselage
The fuselage is the central body of the aircraft since the power plant, wings, empennage and
landing gear are attached to it. For our research UAVs, the fuselage design is made by using
bulkheads, frames, longerons, and stringers to get high strength and light weight. Primary
bending loads are taken by longerons, which usually extend across several points of support. The
longerons are supplemented by other longitudinal members (stringers). Stringers are more
numerous and light weight than longerons. The vertical structure members, bulkheads, and
frames, are located at intervals to allow for concentrated loads. The strong longerons hold the
bulkheads. The stringers have some rigidity but are chiefly used for giving shape and for
attachment of skin. The bulkheads hold the stringers. All of these join together to form a rigid
fuselage framework. Stringers and longerons can prevent tension and compression stresses from
bending the fuselage. The fuselage skin thickness and bulkhead thickness vary with the load
carried and the stresses sustained at particular location. The main advantage of this innovation is
that it depends on many structural members for strength and rigidity. Because of its skin
construction, the fuselage can withstand damage and still be strong enough to hold together. The
engine mount is made entirely of plywood and is connected to rear fuselage. All of structure is
made of Letpan and Shaw-phyu by using gluing. Control surfaces are attached to main structural
members such as the wings, horizontal and vertical stabilizers, by means of hinge assemblies.

Fig. 7 Fuselage skeleton structure

Fig. 8 Engine Mount

C.Glue
The three glues that were tested are epoxy, carpenters wood glue and cyanoacrylate glue.
Both the wood glue and cyanoacrylate glue were stronger than the actual wood itself as the wood
broken before the glued joint did. The epoxy proved to give the worst results breaking before the
10

wood reaches its fracture point. Based on the results, the wood glue that was used in testing will
be used with large surface areas whereby clamping of the bonded surface is possible. At parts
whereby clamping is impossible and short drying time is required, the cyanoacrylate glue is used.
Table (2) Specifications of MAEU UAVs
(SI units)

MAEU-01

MAEU-02

MAEU-03

MAEU-04

MAEU-05

Wing span

2.5 m

2.5 m

4m

3.65 m

2.7 m

1.8 m

2m

2.4 m

2.1 m

8 kg

10 kg

30 kg

34 kg

13 kg

96 km/hr

105 km/hr

145 km/hr

145 km/hr

100 km/hr

500 m

700 m

1500 m

1500m

1000 m

1 hr

1.5 hr

5 hr

6 hr

1hr

1 kg camera

2 kg camera

9.5 kg camera

10 kg camera

2 kg

Semi

Fully autopilot

Fully

Fully

Fully

autopilot

autopilot

autopilot

500 US$

500 US$

350 US$

Length

1.8 m

Takeoff
weight
Max speed
Service
ceiling
Endurance
Payload
Autonomous
system

autopilot

Cost/

250 US$

300 US$

airframe only

Table (3) Design Comparison of MAEU-UAV

Name

Type

Design performance and Stability condition

MAEU-

Single boom, pusher

The horizontal stabilizer imposes a bending and twisting

01

type, 2.95Hp, single

load on the vertical stabilizer, requiring a stronger and a

boom T-tail design

heavier structure. T tail allows high performance

aerodynamics and excellent glide ratio as the horizontal
tail is less affected by wing slipstream, and less
11

interaction drag. Tail plane has weakness in rigidity due

to the vibration of single boom.
A twin boom tail is a more structural complexity and
weight, and its configuration is extremely strong,
MAEU02

Twin boom, pusher

especially in resisting torsion. The twin boom type for

type, 2.95 Hp, H-tail

MAEU-02 is developed to reduce vibration and to have

design

more rigidity. Because tail boom is fixed in a box type

structure, the airframe becomes more compact. MAEU02 was significantly found more reliability in airframe
design performance than MAEU-01.
The structure form of MAEU-03 is same as the MAEU-

MAEU03

Twin boom, pusher

type, 10 Hp, separate
wing, H- tail design

02 type. It is a twin boom pusher type. Because the

engine power has 10 Hp, the overall airframe is bigger
and its wing span has 4m. So, the separate wing design
has weak point in rigidity because its design was
intended for the mobility.

MAEU04

MAEU05

Twin boom, pusher

After the experience with MAEU-03 design, the wing

type, 10 Hp, H-tail

was not separated and it was specifically developed to

design

get more rigidity and more reliability.

Twin boom, pusher

MAEU 05 design was drawn by using comparison

type, 4 Hp, H-tail

results of MAEU 02 and MAEU 03.

design
The MAEU UAVs are designed practical research aircraft in Myanmar Aerospace

Engineering University which is unique, low-cost technology demonstrator and reliable working
model of a conceptual design. The entire airframe costs less than 50% to produce, while a
comparable balsa airframe can be one thousands US dollars for MAEU-03 or MAEU-04.
Results improved dramatically to approach the optimized design and structure reliability based
on low cost budget. The design of these airframes will use more sophisticated optimization
techniques to increase both the performance and reliability of these products. But the importance
of wood in aircraft construction will also be subjected to niche products in the research level for
developing countries. The MAEU-UAVs have succeeded in aerial photographing and design
12

conditions meet the good performance criteria. As being reliable in design criteria, MAEU-UAVs
have to be tested in the mission applicable level.
3. AUTOPILOT RELIABILITY
The functions of the control and stability of an UAV will depend in nature on the different
aircraft configurations and the characteristics required of them. Control may be defined for our
purposes as the means of directing the aircraft into the required position, orientation and velocity,
whilst stability is the ability of the system to maintain the aircraft in those states. Control and
stability are inexorably linked within the system, but it is necessary to understand the difference.
Flight control for stabilization and trajectory flight of an UAV may seem to constitute the most
challenging task in the design of the system architecture of an UAV.
The purpose of this research is to outline the development of an autopilot that can be used
in MAEU UAVs. Several significant technical challenges were overcome during the autopilots
development. The first includes a model of physical, inertial and aerodynamic platform of
MAEU UAVs with atmospheric conditions. The model was constructed in flight simulation
software and its simulation checks the characteristics of flight stability. Additionally, the
hardware in the loop simulation (HIL) model was also constructed for initial flight test planning
and gain tuning for autonomous system. Especially, in the flight testing process, the accuracy of
control algorithms, atmospheric conditions or electronic magnetic interference leads to UAV
crash. Therefore, the pre-flight testing and flight characteristics prediction play an important role
in UAV design and its autonomous flight. This research focuses on developing stable airframes at
Reynolds numbers at which MAEU UAVs operate and then covers the control algorithms used to
stabilize and navigate the UAV.

13

Fig. 9 Research procedure for autopilot reliability

3.1 AUTONOMOUS FLIGHT CONTROL SYSTEM
For our research UAVs, the flight variables are (a) direction, (b) horizontal speed, (c)
altitude, and (d) rate of climb. The speed command is compared with the actual airspeed as
sensed as and any error between the two is obtained. Provided that the power unit response is
progressive, and that the correction takes place the airspeed above the minimum power speed of
the UAV, the motion is stable and normally will need no damping term. The actual heading of the
aircraft can be measured by a magnetometer monitored attitude gyro and compared with the
commanded heading. The height is recognized as its vertical distance above ground as measured
by radio altimeter and is often referred to as tape height. Its altitude also known as the pressure
height is its height above mean sea level and this is obtained by measuring the ambient air
pressure outside the aircraft and comparing that with the ambient air pressure at mean sea level.
the rate of climb or descent can be obtained by differentiating the change in measured height
with respect to time. The speed, rate of climb and engine power needed are inextricably linked.

14

Thus the development of autonomous flight control system will require careful study and
research for application level.

Fig. 10 Aerodynamic Control Surfaces

Fig.11 Autonomous Flight Control System

3.2 HARDWARE IN THE LOOP ENVIRONMENT (HIL)
The HIL simulation, provided by X-plane Technologies, was used extensively for
laboratory flight simulation and pre-flight test. The HIL simulation used the same Operator
Interface used during flight. The HIL environment is very nearly representative of the airspace
and flight conditions of the MAEU UAV although several differences exist. Wind conditions,
which were desired for simulation, are same in the test flights. Altitude and airspace restrictions
were observed during flight in the HIL simulation. The gain settings, waypoints, and all other
parameters input to the Operator Interface were also identical to the settings input during actual
flight.
15

Fig. 12 HIL Environment

Fig. 13 Flight Dynamic Test for MAEU UAVs

The purpose of HITL is mainly to analyze the flight characteristic of airframe including
the output and input signal. We can tune the PID gain parameters as well as the other system
parameter and watch the effect to the airframe and flight stability. The chosen simulation
software for HITL simulator development is X-plane, because we can make an airframe based
only on its geometric dimension. It also results in extremely precise physical properties that can
be computed very quickly during level flight.
A simulation loop is form between the 6DOF simulator (software) and the autopilot
(Hardware) exchanging the simulated data back and forth. To get the optimize stability gain
parameters and to know the characteristics of level flight stability, HIL system is tested many
times with different weather conditions. We can check the level flight characteristics in the
simulator.

16

Fig.14 Testing in level flight with the wind effects

4. GROUND CONTROL SYSTEM AND COMMUNICATION IMPROVEMENT
Unmanned Aerial Vehicle (UAV) has typically been used in civil and military field all
over the world. Based on the UAV mission of autonomous flight, the ground control station
(GCS) including hardware and software become important equipment to be developed. This
research area emphasizes three parts to build a well functioning ground control station: a portable
ground station hardware system, a virtual instrument panel for the attitude information and flight
path showing, all kinds of error alert. Through the whole test on the ground and in the sky, GCS
can show the remote sensing information precisely and send the control command in time. The
system can be also used to assist in the function of autonomous cruise task for UAV. In this
development of GCS following the performances can do:

Point-and-click waypoint entry (Flight path design), using Google Maps/Bing

Select mission commands from drop-down menus

Download mission log files and analyze them

Configure/tuning Flight Control System (FCS) settings for UAV airframe

Interface with a PC flight simulator to create a full hardware-in-the-loop UAV simulator.

See the output from serial terminal

17

Fig.15 Ground Control Station connected UAV autopilot flying

The Flight Control System (FCS) communicates over a dedicated and separate 900MHz
wireless link. The data link range test in 20 km to 60 km range check in 900MHz wireless
modem between UAV and GCS distance. The manual flight mode communicates separately over
a 2.4GHz link. The wireless bridge payload link and the FCS link operate over a self pointing
directional dish antenna assembly providing a stable signal to the ground control system.
The payload consists of a high resolution camera, a two axis gimbal, an inertial
measurement unit (IMU), and an embedded computer system for control (APM). This system
allows for stabilized remote target locating. The gimbal allows for over 360 degrees of rotation
and over 90 degrees of tilt providing complete coverage of the field of view from underneath the
UAV. The gimbal utilizes high torque servos with bearings and all mettle gearing creating a
strong and stable platform capable of more than three pounds of payload. The servos were
modified for continuous operation to allow for additional gearing to be used to control the
platforms. External potentiometers provide feedback to the servo control board allowing the
position of the platforms to be directly read and any play in gearing automatically compensated
for.
5. DEPLOYMENT OF MAEU-05 UAV
MAEU 05 UAV researched by Department of UAV Research in Myanmar Engineering
University (MAEU) under Ministry of Science and Technology was successful of surveying for
route of 500 KV transmission line which is 120 miles (Taungoo to PayaGyi) along Yangon
Mandalay High way. This 500 KV transmission line for Ministry of Electrical power and

18

Electricity (MEPE) is the biggest power line ever built in Myanmar.UAV for surveying
transmission line is also the very first time and the newest technology for MEPE.

Fig. 16 MAEU 05 UAV surveying for 500 KV Transmission line (Taungoo-PayaGyi)

This survey project is a collaboration of Department of MAEU UAV Research, and Asia
Square Power Co., Ltd. Our department was responsible to take the aerial photographing and to
operate the camera control system. KYUNGIL Co., Ltd from Korea supported an aerial photo
camera for 3D survey mapping. The pilot from Air Force, Ministry of Defense helped to take- off
and landing the MAEU 05 UAV. The UAV was started to take off from Highway and then flied
round trip 20 miles with fully autopilot mode. There was 18 times flight with altitude 250m and
400m. The total distance is 240 miles and the total flight duration 6.30 hours. UAV was
continuously monitored by Ground Control Station (GCS) during the any flight. This flight path
is a rough dangerous way which is full of hills, reservoirs, brooks of Pegu range. Although the
unexpected errors come across: the crashing of UAV by means of peak of hills and encountering
of cross wind effect, our UAV overcame these difficulties. Finally the out coming of aerial
photos from MAEU 05 UAV can be used as 3D survey mapping for transmission line. By using
UAV for surveying 500KV transmission line provides substantial benefits for our country. It will
reduce cost, labour and time consuming. UAV aerial surveys offer an effective and more
precision technique to traditional topographic surveys, satellite imagery, and ground
reconnaissance. In cases where manual survey techniques are potentially unsafe or traditional
topographic surveys are uneconomical. Moreover the total cost of a MAEU05 UAV is about
15000 USD including airframe, engine and accessories, autopilot control system, avionics
equipments and ground control system (without technician fees). It is much more cost effective
than foreign UAVs up to 60 % cheaper. The success of UAV Aerial Photographing for 500 KV
transmission line is a corner stone of Myanmar.
19

6. FUTURE RESEARCH
1. able to fly using catapult launch
2. research on the composite airframe technology
3. Improve the advance autopilot system for our UAVs
7. CONCLUSION
MAEU-01, 02, 03, 04, 05 UAVs have been designed, constructed and flight tested
successfully and implementation of autopilot system. Hardware In the Loop (HIL) simulator
have been successfully build to test the accuracy and performance of Autopilot system, and to
reduce the unnecessary risks and disturbances. Also MAEU UAV ground control station can
build successfully. Now we use MAEU UAV for applying Autonomous Aerial Photographing in
route survey project. This department collaborates with foreign and regional UAVs and Aerial
survey organization to develop and to get experiences in this field. The researchers from this
department have presented and discussed the related technology in local and International
seminars and workshops. Also this research was awarded by Ministry of Science and Technology
for playing important role of UAV in Myanmar at 2012.
8. ACKNOWLEDGEMENT
First and foremost, the research group particularly thanks to His Excellency, our Minister,
Ministry of Science and Technology, for the ingenious support, encouragement and highly
valuable advice over our research.
Special thanks go to U Win Khaing Moe, Director of General, Myanmar Science and
Technology Research Department, for his helpful suggestion, guidance and his critical comments
throughout this research.
We express our heartfelt thanks to U Kyaw Swar Soe, Director of General, Department of
Advanced Science and Technology for his kindly support and valuable ideas to our group.
The research group is greatly indebted to Dr. Kyi Thwin, Acting Rector, Myanmar Aerospace
Engineering University, Meiktila, who contribute and support closely, and special thanks for his
encouragement and intellectual input.
And this group wishes to express deepest gratitude to all persons who helped directly or
indirectly from the research level towards the application one.

20