A

MAJOR PROJECT REPORT

on

“DESIGN & FABRICATION

OF

AN RC PLANE”

in partial fulfillment

for the award of the degree

Bachelor of Technology

in

Aeronautical Engineering
Submitted By:
Guided By:
Abhijeet Singh (15/477)
Mr. Sanjay Kumar
Yogesh Rathore (15/626)
(Asst. Professor, NPIU)
Yatendra Kumar (15/624)
Mr. Kuldhir Singh Bhati
(Asst. Professor, AE dept.)

DEPARTMENT OF MECHANICAL ENGINEERING

RAJASTHAN TECHNICAL UNIVERSITY KOTA

 DEPARTMENT OF MECHANICAL ENGINEERING
RAJASTHAN TECHNICAL UNIVERSITY,
KOTA

CERTIFICATE

This is to certify that Abhijeet Singh (15/477), Yatendra Kumar (15/624) and Yogesh
Rathore (15/626) have submitted the project report entitled “DESIGN & FABRICATION OF
AN RC PLANE’’ in partial fulfillment for the award of the degree of Bachelor of Technology
(Aeronautical Engineering). The report has been prepared as per the prescribed format and is
approved for submission and presentation.

Signature of Guide Signature of UG Coordinator

Mr. Sanjay Kumar Dr. Brajesh Tripathi

Asst. Professor, NPIU Associate Professor

Mechanical Engg. Dept. Mechanical Engg. Dept.

UD, RTU UD, RTU

 ACKNOWLEDGEMENT

We express our sincere thanks and profound sense of gratitude to Mr. Sanjay Kumar,
NPIU Faculty, Department of Mechanical Engineering, University Departments, RTU,
Kota for initiating us into this work and guided us in the successful completion of the
project entitled “DESIGN & FABRICATION OF AN RC PLANE”

We take privilege to thank Dr. Brajesh Tripathi, Co-ordinator, Aeronautical Engg.

Department, who encouraged us for the selection of project.

Abhijeet Singh (15/477),

Yogesh Rathore (15/626),

Yatendra Kumar (15/624)

 ABSTRACT

Solar powered aircraft are becoming more and more interesting for future long endurance
missions at high altitudes, as they can provide Earth monitoring, telecommunications, etc.
Without any atmospheric pollution and hopefully in the near future with competitive costs
compared with satellites, the research activities carried out till now have been mainly focusing
on flying wings or conventional aircraft configurations, with a great emphasis on the
technological aspects. This report aims to define a model for solar powered aircraft design &
fabrication has been done. A preliminary analysis is carried out in order to obtain the revised
plan of the aircraft using 8 solar cells over wing surface. Different weight estimations, wing
loading and thrust to weight ratios are calculated to determine the most appropriate values of
flight parameters for a fail-safe flight.
 Contents
CERTIFICATE ............................................................................................................................................ 2
ACKNOWLEDGEMENT ............................................................................................................................. 3
ABSTRACT................................................................................................................................................ 4
Contents .................................................................................................................................................. 5
List of figures ........................................................................................................................................... 6
1. INTRODUCTION ................................................................................................................................... 7
1.1 SELECTION OF AIRFOIL .................................................................................................................. 7
1.2 CONGIFURATION........................................................................................................................... 7
2. CALCULATION OF CENTRE OF GRAVITY .............................................................................................. 8
2.1 INTRODUCTION ............................................................................................................................. 8
2.2 C.G. CALCULATION FOR WING ..................................................................................................... 8
2.3 C.G. CALCULATION FOR FUSELAGE .............................................................................................. 9
2.4 C.G. CALCULATION FOR HORIZONTAL AND VERTICAL TAIL ......................................................... 9
2.5 CONCLUSION ...............................................................................................................................12
3. Load Configuration and Estimation of Shear Force and Bending Moment for Main Wing ..............13
3.1 Introduction ................................................................................................................................13
3.2 Theory .........................................................................................................................................13
3.3 CALCULATIONS ............................................................................................................................14
4. Wing Design ......................................................................................................................................17
4.1 Introduction ................................................................................................................................17
4.2 Calculations .................................................................................................................................17
4.2.1 Calculation of allowable stress and moment of inertia ........................................................18
4.2.2 Calculation for flange area of spar .......................................................................................19
4.2.3 Calculation for webs ............................................................................................................19
4.2.4 Checking of results...............................................................................................................20
5. STAGES OF FABRICATION ..................................................................................................................20
5.1 WING CONSTRUCTION ................................................................................................................21
5.2 HORIZONTAL AND VERTICAL STABILIZERS ..................................................................................21
5.3 SERVO MOTOR ............................................................................................................................21
5.4 FUSELAGE ....................................................................................................................................21
5.5 PROPULSION SYSTEM .................................................................................................................22
5.6 BATTERY ......................................................................................................................................23
5.7 SOLAR CELLS ................................................................................... Error! Bookmark not defined.
6. COMPLETED MODEL .........................................................................................................................24
REFERENCES ..........................................................................................................................................25

List of figures

Figure 1: Effect of CG location on stability .................................................................................... 8

Figure 2: Location of CG .............................................................................................................. 10
Figure 3: Main wing & stabilizer .................................................................................................. 11
Figure 4: Chord length distribution .............................................................................................. 16
Figure 5: Shear Flow Diagram ..................................................................................................... 16
Figure 6: Bending Moment Diagram ............................................................................................ 16
Figure 7: Wing structure ............................................................................................................... 21
Figure 8: Modified wing structure .................................................. Error! Bookmark not defined.
Figure 9: Horizontal stabilizer ........................................................ Error! Bookmark not defined.
Figure 10: Vertical stabilizer .......................................................... Error! Bookmark not defined.
Figure 11: Servo motor ................................................................... Error! Bookmark not defined.
Figure 12: Fuselage Structure ........................................................ Error! Bookmark not defined.
Figure 13: Brushless dc motor with propeller .............................................................................. 22
Figure 14: Propeller attached at the nose of fuselage .................... Error! Bookmark not defined.
Figure 15: Electronic Speed Controller ........................................................................................ 22
Figure 16: Battery ......................................................................................................................... 23
Figure 17: Sun Power C60 Solar Cell............................................. Error! Bookmark not defined.
Figure 18: Solar Cell Dimension .................................................... Error! Bookmark not defined.
Figure 19: Model ............................................................................. Error! Bookmark not defined.
 1. INTRODUCTION

1.1 SELECTION OF AIRFOIL

On further analysis we decided to choose NACA 0012 as it has higher value of 𝐶𝐿𝑚𝑎𝑥 and
𝐿
(𝐷)𝑚𝑎𝑥 . These two parameters are of prime importance for choosing airfoil. Further the
𝐿 𝐿
high(𝐷)𝑚𝑎𝑥 is more important because higher the value of (𝐷)𝑚𝑎𝑥 , lower will be the minimum

drag. This drag multiplied by the cruise velocity will give the power required corresponding to
minimum drag condition. During ascent, the wing is flying at a lower speed and therefore at a
higher lift coefficient.

1.2 CONFIGURATION
In the present report the major basic geometric details of the aircraft are provided based on the
previous report calculations,

Table1: Dimensions & weight of the aircraft

Dimensions
Wing span 1000 mm
Wing chord 160 mm
Fuselage length 750 mm
Horizontal tail chord 104 mm
Elevator chord length 26 mm
Aileron chord length 40 mm
Propeller 8inch  6inch
C.G. location from nose of
281.5 mm
fuselage
Weights
Empty structural weight 626.15 gm

Payload 100 gm

Power plant weight 256 gm

Total weight ~1000 gm

 2. CALCULATION OF CENTRE OF GRAVITY

2.1 INTRODUCTION
The CG is the point at which the total weight of the aircraft is assumed to be concentrated, and
the CG must be located within specific limits for safe fight. The center of gravity is not
necessarily a fixed point; its location depends on the distribution of weight in the airplane. As
variable load items are shifted or expended, there is a resultant shift in CG location. We are
considering only half of the section of the model aircraft. As long as the CG is maintained within
the allowable limits for its weight, the airplane will have adequate longitudinal stability and
control. If the CG is too far aft, it will be too near the center of lift and the airplane will be
unstable, and difficult to recover from a stall.

Figure 1: Effect of CG location on stability

2.2 C.G. CALCULATION FOR WING

From design foil software,

Xrib = 42.19%*x/c
= 0.4219*16
Xrib = 6.7504 cm from leading edge

From previous calculations,

Xspar = 0.3*c
= 4.8 cm
 ∑ 𝑚𝑖 𝑥𝑖
𝑋𝑐.𝑔. =
∑ 𝑚𝑖

Since we are using 20 ribs over the whole wing, which means that there will be 10 ribs
on each side.
Weight of the spar = 12 gm
Weight of each rib = 4.92 gm

10 ∗ 4.92 ∗ 6.7504 + 12 ∗ 4.8

𝑋𝑐.𝑔. =
10 ∗ 4.92 + 12

(𝑿𝒄.𝒈. )𝒘𝒊𝒏𝒈 = 𝟔. 𝟑𝟔𝟖 𝒄𝒎 (from the leading edge)

(𝑋𝑐.𝑔. )𝑤𝑖𝑛𝑔 = 25 + 6.368 𝑐𝑚

(𝑿𝒄.𝒈. )𝒘𝒊𝒏𝒈 = 𝟑𝟏. 𝟑𝟔𝟖 𝒄𝒎 (from the nose tip of the fuselage)

From design foil software,

𝑥
(𝑍𝑐.𝑔. )𝑤𝑖𝑛𝑔 = 3.14 ∗ 𝑐 %

(𝑍𝑐.𝑔. ) = 0.5024 + 6
𝑤𝑖𝑛𝑔

=6.502 cm (from fuselage base)

2.3 C.G. CALCULATION FOR FUSELAGE

Our fuselage is tapered at the end and at the beginning. Assuming equal cross section
throughout the length of the fuselage as it will not affect much on the fuselage cg.
Hence,

(𝑿𝒄.𝒈. )𝒇𝒖𝒔𝒆𝒍𝒂𝒈𝒆 = 𝟑𝟕. 𝟓 𝒄𝒎 (from the nose tip of the fuselage)

(𝒁𝒄.𝒈. ) = 𝟑 𝒄𝒎 (from fuselage base)

𝒇𝒖𝒔𝒆𝒍𝒂𝒈𝒆

2.4 C.G. CALCULATION FOR HORIZONTAL AND VERTICAL TAIL

(a) For horizontal tail
C = (S(A+2B)) / (3(A+B))
= (0(10.4+2*10.4)) / (3(10.4+10.4))
C=0
 Figure 2: Location of CG

MAC = A-(2(A-B)(0.5A+B) / (3(A+B)))

= 10.4-(2(10.4-10.4)(0.5-10.4+10.4) / (3(10.4+10.4)))
MAC = 10.4

(𝑿𝒄.𝒈. )𝑯.𝑻. = % MAC B. P.∗ (MAC) + C

The balance point(B.P.) is not the Center of Gravity. Generally it is about 25% of the
chord back from the leading edge.

(𝑿𝒄.𝒈. )𝑯.𝑻. = 0.25*10.4 + 0

(𝑿𝒄.𝒈. )𝑯.𝑻. = 2.6 cm (From the horizontal tail leading edge)

(𝑿𝒄.𝒈. )𝑯.𝑻. = 15 + 46.2 + 2.6

(𝑿𝒄.𝒈. ) = 63.2 cm (From the nose tip of the fuselage)

𝑯.𝑻.

(𝒁𝒄.𝒈. )𝑯.𝑻. = 3cm (From fuselage base)

(b) Vertical tail :

C = (S(A+2B)) / (3(A+B))
= (8.57(14.28+2*5.71)) / (3(14.18+10.4))
C = 3.67

MAC = A-(2(A-B)(0.5A+B) / (3(A+B)))

= 14.28-(2(14.28-5.71)(0.5*14.28+5.71) / (3(14.28+5.71)))
MAC = 10.60

(𝑿𝒄.𝒈. )𝑽.𝑻. = % MAC B. P.∗ (MAC) + C

(𝑿𝒄.𝒈. )𝑽.𝑻. = 0.25*10.6 + 3.67

(𝑿𝒄.𝒈. )𝑽.𝑻. = 6.32 cm (From the horizontal tail leading edge)

(𝑿𝒄.𝒈. )𝑽.𝑻. = 15 + 46.2 + 6.32

(𝑿𝒄.𝒈. ) = 67.52 cm (From the nose tip of the fuselage)

𝑽.𝑻.

𝑌
𝑆∗3 +𝐵∗𝑌
(𝑍𝑐.𝑔. ) =
𝑉.𝑇. 𝑆 + 2𝐵

14
8.57 ∗ 3 + 5.71 ∗ 14
(𝑍𝑐.𝑔. ) =
𝑉.𝑇. 8.57 + 2 ∗ 5.71

(𝑍𝑐.𝑔. ) = 5.996 𝑐𝑚
𝑉.𝑇.

(𝑍𝑐.𝑔. ) = 12 𝑐𝑚 (From fuselage base)

𝑉.𝑇.

Figure 3: Main wing & stabilizer

 Table 2: Mass & CG distance

∑𝑚 𝑥
𝑋̅ = ∑ 𝑚𝑖 𝑖
𝑖

(61.875 ∗ 37.5 + 55.2 ∗ 31.368 + 30 ∗ 63.8 + 21 ∗ 67.52 + 35 ∗ 45)

+(13 ∗ (−2) + 50 ∗ 1.08 + 40 ∗ 10 + 50 ∗ 15)
𝑋̅ =
61.875 + 55.2 + 30 + 21 + 35 + 13 + 50 + 40 + 50

̅ = 𝟐𝟖. 𝟏𝟓 𝒄𝒎
𝑿 (from the nose tip of the fuselage)

∑𝑚 𝑧
𝑍̅ = ∑ 𝑚𝑖 𝑖
𝑖

(61.875 ∗ 3 + 55.2 ∗ 6.502 + 30 ∗ 3 + 21 ∗ 12 + 35 ∗ (−6))

+(13 ∗ 3 + 50 ∗ 1.08 + 40 ∗ 1 + 50 ∗ 1.4)
𝑍̅ =
61.875 + 55.2 + 30 + 21 + 35 + 13 + 50 + 40 + 50

̅ = 𝟐. 𝟒𝟕 𝒄𝒎
𝒁 (from the fuselage base)

Since all the loadings are symmetric about X-axis. Therefore, 𝑌̅ will lie on X axis.

2.5 CONCLUSION
 𝑿
̅ = 𝟐𝟖. 𝟏𝟓 𝒄𝒎 (from the nose tip of the fuselage)
 ̅ = 𝟐. 𝟒𝟕 𝒄𝒎
𝒁 (from the fuselage base)
3. Load Configuration and Estimation of Shear Force and Bending Moment for Main
Wing

3.1 Introduction
The first step in sizing a structure is to identify the loads that act on it. For a wing these are
mainly aerodynamic forces, referring to the lift and the drag. Due to these loads the wings
is subjected to shear force and bending moment which is maximum at the root tip. Since
obtaining these values are complex, close approximations, usually classical lift line theories
are used. Schrenk’s approximation is used to get the span wise variation of coefficients.
The Schrenk’s method approximates the distribution of load as the arithmetic mean of the
planform under consideration with the same for the elliptical planform, which has the most
efficient lift distribution.

The high wing loading also decreases maneuverability. Wing loading affects stall speed,
climb rate, takeoff distance, landing distances and turn performance. The wing loading
determines the design lift coefficient and influences drag, through its effect upon wetted
area and wingspan.

3.2 Theory
The lift force is produced by the airflow around the wing shape and along the span.
Therefore, it cannot be considered a concentrated force applied in a single point of the
structure. The lift is better described as a distributed load with a particular shape along the
wing. The Kutta-Joukowski theorem shows this expressing the lift per unit span with
equation,

𝐿′(𝑦) = 𝜌𝑣Γ(𝑦)

ρ is the air density, v is the stream velocity, and Γ is the local circulation as a function of
the spanwise coordinate y. The result of this wing theory is that the most efficient wing
distribution is elliptical as described by equation

2𝑦
(𝑦) = 𝜌𝑣Γ0√1 − ( )2
𝑏

Here, b is the total wing span. This ideal distribution is attainable only with elliptical
wing geometry. For straight rectangular wings, like the one in this case, a correction is
needed in order to find more realistic results. The correction that was used in our case
consists of the ideal elliptical distribution averaged with a rectangular distribution in
equation,
𝑦
𝐿´(𝑦) = 𝑏

L is the total lift acting on the airframe which is known from the airplane weight, W,
and load factor, n.

L=nxW

Finally, two different expressions for total lift can be used to calculate the lift
distribution (Right and left sides of equation). It gives lift as a function of Γ0 by
integrating L’(y) with respect to y.

1 𝜋
𝐿= 𝜌𝑣 2 𝑆𝐶𝐿 = 𝜌𝑣𝑏Γ0
2 4

Here, S is the wing surface area and 𝐶𝐿 is the wing lift coefficient. Solving for Γ0 , the
result of this equation can then be combined with the Kutta-Joukowski equation and
used to complete the expression of L’(y).

Chord for elliptical section distribution is given by,

2𝑦 2
𝐶𝑒𝑙𝑙 = 𝑎√1 − ( )
𝑏

4𝑆 2𝑦
𝐶𝑒𝑙𝑙 = √1 − ( )2
𝜋𝑏 𝑏

Average elliptical planform,

(𝐶𝑒𝑙𝑙 +𝐶𝑟𝑒𝑐𝑡 )
𝐶𝑎𝑣𝑔 = 2

Lift is given by,

1
L = nW = 2 𝜌𝑉 2 𝐶𝑎𝑣𝑔 𝐶𝐿

3.3 CALCULATIONS
Chord : 160 mm

Span : 1000 mm
 Equivalent chord of ellipse at root (a) : 0.229

𝐶𝑒𝑙𝑙𝑖𝑝𝑡𝑖𝑐𝑎𝑙 : 0.2262 (from equation)

Y, m 0 0.1 0.2 0.3 0.4 0.5

𝐶𝑒𝑙𝑙 0.229 0.2265 0.2181 0.203 0.1806 0.1464

Average elliptical plan form

Y, m 0 0.1 0.2 0.3 0.4 0.5

𝐶𝑎𝑣𝑔 0.2046 0.2032 0.199 0.192 0.1803 0.1632

Span wise lift distribution

Y, m 0 0.1 0.2 0.3 0.4 0.5

L(N/m) 18.32 18.19 17.82 17.16 16.15 14.62

Figure 4 shows the chord length distribution for the wing. The shear flow and bending
moment diagrams are given in figure 5 & 6.
 0.25

0.2

0.15
CELL

0.1

0.05

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

Y,M

Figure 4: Chord length distribution

20

15
L (N/m)

10

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7
Y,m

Figure 5: Shear Flow Diagram

0.25

0.2

0.15
CAVG.

0.1

0.05

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7
Y,M

Figure 6: Bending Moment Diagram

 4. Wing Design

4.1 Introduction
The basic function of an aircraft structure is to transmit and resist the applied loads, to provide an
aerodynamic shape and to protect the passengers, payload, systems etc. The wing structure consists
of spar, ribs, stringers and skin. In this chapter we will calculate the forces and dimensions of
spars.

Spar is main structural member of the wing of a fixed wing aircraft which is running
spanwise at right angles to the fuselage. The spar carries flight loads and the weight of the wing
while on ground. Other structural members such as ribs are usually attached to the spars. There
may be one or more spars in a wing where a single spar carries majority of the forces on it is
known as main spar.

The various forces that the spar has to stand are given below:

 Upward bending loads due to wing lift force.

 Downward bending loads due to weight of the structure when aircraft is on ground.

 Drag loads dependent on airspeed

4.2 Calculations
Considering two spars for our aircraft of which one will be placed at 30% of chord and another
will be at 70% of chord. From literature, design moment is 1.5 times of maximum moment.

Mmax : 3.145 Nm

MD : 1.5 x 3.145 = 4.72 N-m

Using flexure formula, the dimensions of spars will be calculated,

𝑀𝑧 𝑥 𝑀𝑥 𝑧
𝜎𝑦 = +
𝐼𝑧 𝐼𝑥

MD = M1 + M2

where MD is design moment and M1 and M2 are moment shared by primary and secondary spar
respectively.
Flexure formula for individual spars,

𝑀1 𝜎𝑎
=
𝐼1 ℎ1
2

𝑀2 𝜎𝑎
=
𝐼2 ℎ2
2

where 𝐼1 and 𝐼2 are the moments of inertia of both the spars. Assuming both the spars to be of same
width,

𝑏ℎ1 3
𝐼1 =
12

𝑏ℎ2 3
𝐼2 =
12

From above four equations, we get

𝑀1 ℎ1
= ( )2
𝑀2 ℎ2

Here h1 = 22.4 mm and at h2 = 15.6 mm, hence from above equation,

𝑀1
= 2.05
𝑀2

𝑀1 = 2.05  𝑀2

we know,

𝑀1 + 𝑀2 = 4.72 (which is the maximum bending moment) solving above two equations we get M1
= 2.73 Nm and M2 = 1.54 Nm.

4.2.1 Calculation of allowable stress and moment of inertia

From literature, we got failure stress of balsa wood as 19.11 MPa. Hence,

19.11
𝜎𝑎 = = 4.78 𝑀𝑃𝑎
2 2

Where the first ‘2’ in denominator is factor for fatigue and other is for factor of safety
 ℎ1⁄
𝑀1  2 = 2.73 22.4 10 = 6396 𝑚𝑚
−3
𝐼1 =
𝑎 4.78 106  2

ℎ2⁄
𝑀2  2 = 1.54 15.6 10 = 2512 𝑚𝑚4
−3
𝐼2 =
𝑎 4.78 106  2

4.2.2 Calculation for flange area of spar

ℎ1
𝐼1 = 2𝐴1 ( )2
2
6.39 10−9  4
Or 𝐴1 = = 25.4 𝑚𝑚2
222.422.410−6

2.51 10−9  4
Similarly, 𝐴2 = = 20.6 𝑚𝑚2
215.615.610−6

4.2.3 Calculation for webs

We know the maximum shear force for wing is 10.24 N. Design shear force will be 1.5 times of
the calculated shear force hence,

𝑠𝐷 = 1.5  10.24 = 15.36 N

𝑠1 + 𝑠2 = 15.36

The shear stress is given by,

𝑠1 𝑠
𝑠1 = ℎ and 𝑠2 = ℎ 𝑡
2
1 𝑡1 2 2

Assuming 𝑡1 = 𝑡2 , we have

𝑠1 ℎ1 22.4
= = = 1.43
𝑠2 ℎ2 15.6

𝑠1 = 1.43 𝑠2

Solving above equations, we get shear force shared by primary spar is 9.56 N and by secondary
spar as 5.80 N.

From literature, the yield strength for balsawood is in range of 15 – 25 MPa considering
conservative design we take 15 MPa as tensile strength.
According to maximum stress theory,
 𝜎𝑦𝑖𝑒𝑙𝑑
𝜎𝑠 = = 7.5𝑀𝑃𝑎
2

4.2.4 Checking of results

Moment of Inertia of first spar,

𝑏𝑑 3
𝐼1 = + 𝑎ℎ2
12

4 43 22.4 2
𝐼1 = + 4 4 ( )
12 2

𝐼1 = 2028.04 𝑚𝑚4

Similarly Moment of Inertia of second spar,

𝑏𝑑 3
𝐼2 = + 𝑎ℎ2
12

4 43 15.6 2
𝐼2 = + 4 4 ( )
12 2

𝐼2 = 994.77 𝑚𝑚4

Now we will check the bending stress for both the spars,

ℎ1⁄
𝑀1  2 = 2.73 22.4 10
−3
𝜎1 = = 4.35 𝑀𝑃𝑎 < 4.78 𝑀𝑃𝑎
𝐼1 2028.04 2 10−12

ℎ2⁄
𝑀2  2 = 1.54 15.6 10 = 4.47 𝑀𝑃𝑎 < 4.78 𝑀𝑃𝑎
−3
𝜎2 =
𝐼2 994.77 2 10−12

Since 𝜎1 and 𝜎2 the bending stresses at both the spars are less than allowable stress we can
say that our design of spar is safe.

5. STAGES OF FABRICATION
5.1 WING CONSTRUCTION
Wing is constructed mainly of balsa wood using ribs, spars and stiffeners as it is the lightest wood
which has high strength to weight ratio and high stiffness to weight ratio. Number of ribs used are
20 having 4mm thickness. Number of spars used are 2 having 8mm thickness. Number of
Stiffeners used are 4 having 4mm thickness.

Figure 7: Wing structure

5.2 HORIZONTAL AND VERTICAL STABILIZERS

Horizontal stabilizer and vertical stabilizer are made of Styrofoam sheet and the control surface i.e.
rudder and elevator are made of depron sheet.

5.3 SERVO MOTOR

5 mini/micro servo motors weighing 9gms. have been used which has a operating voltage of
4.8V~6.0V. Two servo motors are used for flaps, one for each ailerons, rudder and elevator
respectively.

Table 3: Specifications of servo motor

Weight 9gms
Torque 1.6kg/cm 4.8V
Speed 0.12sec/60°
Operating Voltage 4.8V
Dimension 21.5*11.8*22.7mm

5.4 FUSELAGE
Fuselage is made up of Styrofoam sheet. The total length of the fuselage is 75cm. The fuselage can
be of rectangular shape or tapered at the ends for a better view. The length of the fuselage which is
tapered is 15cm and 45cm from the nose and tail end of the fuselage respectively.

5.5 PROPULSION SYSTEM

A brushless DC motor controlled by an electronic speed controller (ESC) is used to propel the
aircraft. According to the ground tests conducted, the specifications of the motor and propeller
were found to be as follows:

 Voltage Rating – 14KV

 Propeller Diameter – 8”
 Propeller Pitch – 6”
 30 Amp ESC

Figure 8: Brushless dc motor with propeller

Figure 14: Electronic Speed Controller

 Figure 14 : Electronic speed controller

.6 BATTERY

Figure 15: Battery

 REFERENCES

1. ‘Design Considerations for a Low Altitude Long Endurance Solar Powered Unmanned Aerial
Vehicle’, J. Meyer, J.A.F du Plessis, P. Ellis ,W. Clark
2. ‘UAV Design Activities in a University Environment’, Dr K.C. Wong, School of Aerospace,
Mechanical and Mechatronic Engineering, University of Sydney