RIT MAV System Review Dr. Jeffrey Kozak – Faculty Guide Michael Reeder – Team Leader Kevin Hand – Lead Engineer Todd Fernandez – ME Susan Bieck – ME Jeremy Teets – ME Cody Rorick – ME Adam Bosen – CE …where the sky is only the beginning… …and the ground is likely the end… Sponsored By:

Re-Introduction of Team Members Mike Reeder Kevin Hand Sue Bieck Jeremy Teets Adam Bosen Todd Fernandez Cody Rorick

Presentation Overview Organizational Structure Identification of Customer Needs Introduction/Objective of RIT MAV Personal Grading Rubric Current State of MSD I Effort/Completed Objectives Bill of Materials (BOM) with budget Goals/Milestones for MSD II

Organizational Structure Mike Reeder- Team Leader Kevin Hand- Lead Engineer: Design of Experiments, Systems Integration Todd Fernandez- Propulsion and Composites Sue Bieck - Airfoil Analysis and Aero Structures Jeremy Teets - CAD Generation and Aero Structures Cody Rorick - Flight Dynamics and Component Integration Adam Bosen - Component Integration and Operating Software

Identification of Customer Needs Itemized customer needs:  Create an expandable MAV for future RIT research  Developed plane is simple, robust and stable in design  Incorporate sensory system to measure pitch, roll and yaw rates along with speed and angle of attack of aircraft

Introduction/Objective of RIT MAV Primary Objective:  Create a Micro Aerial Vehicle, expandable in nature for future RIT research  Simple, robust and stable in design  Capable of reading back information regarding the vehicle’s speed, angle of attack, pitch, yaw and roll rates  Flight Dynamics competition (held internationally) establishes target specifications (engineering metrics) Max linear dimension is 80 cm Max weight is 1 kg Required flight time is 4 minutes Secondary Objective:  Compete in international Flight Dynamics competition

Introduction/Objective of RIT MAV Previous MAVs have been designed around control by an operator with a RC controller on the ground Control systems are essential to achieving fully autonomous flight The RIT MAV will be at a level of development between being fully remote controlled and semi-autonomous with the introduction of control systems being the next step in the development process

Personal Grading Rubric

Current State of MSD I Effort/Completed Objectives Platform design decided upon Engineering metrics/product specifications completed List of components and materials compiled 3-D CAD model of plane created (XFOIL, Pro-E, etc.) Foam model built based on concept generations Experiments designed to test components’ proper functionality Components ordered/in team’s possession Components in possession are in test process Foam plane is built and glide tested

Flight Dynamics – Results of Analyses Flight Dynamics calculations completed to determine stability of aircraft Calculations performed aided in finalizing design of tail of aircraft as well Symmetric airfoil for tail chosen for simplicity  resulted in large rear airfoil (% area of main airfoil)

Flight Dynamics – Stability Longitudinal Static Stability Criteria Directional Static Stability Criteria Lateral Static Stability Criteria Where = Coefficient of Pitching Moment = Coefficient of Yawing Moment = Coefficient of Rolling Moment = Coefficient of Lift = Angle of Attack = Sideslip Angle

Flight Dynamics – Longitudinal Static Stability Setting & equal to zero and solving for S H you arrive at: Assuming:

Flight Dynamics – Lateral Stability Setting & equal to zero and solving for l V you arrive at: Assuming:

Flight Dynamics – Summary Using the above equations, the following parameters were determined: Then S H was increased by a factor of 1.25 to assure that the aircraft would be stable, resulting in the following parameters:

Airfoil Analysis – Results of Analyses Second analysis of Selig S1210 vs. Selig S1223 airfoil performed using XFOIL Determined that Selig S1210 is still the better airfoil for MAV application:  Optimum AOA at 15mph: 9 deg  Stall AOA at 15mph: 10 deg  Min linear AOA at 15mph: -3 deg  Optimized lift at 15mph: 515 g  Max lift at 15mph: 540 g  Optimum AOA at 30mph: 7 deg  Stall AOA at 30 mph: 10 deg  Min linear AOA at 30 mph: -3 deg  Optimized lift at 30 mph: 1896 g  AOA required for L=1 kg at 30 mph: -1 deg  AOA required for L=500 g at 30 mph: -5.5 deg

Airfoil Analysis – Graphical Summary Coefficient of Lift vs. AOA

Airfoil Analysis – Graphical Summary

Airfoil Analysis – Summary Characteristics of S1210 airfoil:  Tip-to-tip wingspan: 29.5 in  Effective wingspan: 25.5 in  Chord length: 8 in  Plane weight: 500 – 1000 g (lower weight = slower speed capability)  Design AOA: deg (dependent upon airspeed)  Incident angle to fuselage: 0 deg  Speed range: 15 mph or greater (for 500 g plane) Concerns:  Need to spoil lift at higher speeds (flaperon deflections)  No reduction in wingspan (will result in loss of low speed flying)

Platform Design – Final Decisions Previous plane design presented issues with:  Blending fuselage and wing  “Machining” time  Complexity New design utilizes:  Stream-lined cylindrical fuselage  Fuselage designed to incorporate airfoil into body  Large symmetrical rear airfoil for stability

Platform Design – CAD Generated Model

Platform Design - Concerns Aerodynamic Center is in front of Center of Gravity  Not common practice in smaller planes  Usually ends up being the case in larger planes  Requires correcting by adding lifting tail to plane

Propulsion System – Final Decision Motor originally chosen proved to be too complex for our purposes, however:  Did provide sufficient thrust for payload  Highly efficient for our application  Possible expandability factor? New motor chosen provided:  Sufficient thrust  Excellent battery life  Light yet robust  3 cell configuration

Propulsion System - Selection Esskay 400XT  1.5 oz brushless motor  Allows for several prop sizes to achieve various speeds Thunder Power TP9103  3 cell configuration  910 mAh **Several props will be bought and tested to determine optimal speed of the MAV**

Electronics/Internal Components Main component to be used is O-Navi microcontroller  Contains angular accelerometer, GPS, among others  Use of microcontroller will enable complex information to be sent to and received from MAV  Paparazzi considered for software architecture Pressure transducers (velocity, AOA) Tri-axial accelerometers (nose and tail) Servos (flight control)

Electronics – Function Diagram transceiver motors Servos 6 or 9 Maximum camera transmitterreceiver RF-232 communication NTSC video Laptop with TV tuner user Flight controller Sensor suite

Design of Experiments Differential pressure sensor used in conjunction with a pitot tube to determine aircraft velocity One differential pressure sensor on each wing to determine pressure difference which will yield AOA experimentally Accelerometers placed in nose and tail to determine pitch, roll and yaw of aircraft during flight LabVIEW, LabVIEW, LabVIEW!!!

Design of Experiments Test Matrix of each component completed (1 st draft) Components will be tested to ensure they are in working order, as well as sending accurate information (for necessary components)  Certain components, such as accelerometers, do not usually require preliminary testing  Pressure sensors need testing to determine velocity table  Limiting component testing will enable immediate testing of entire system (MSD II) Experiments will be carried out by entire team Statistical verification techniques will confirm experiments are accurate and valid Lead Engineer will be responsible for document control

Tentative Bill of Materials (BOM) Tentative BOM is shown to the right Impact Technologies has generously donated $1, to the MAV Senior Design effort for 2008.

Summary – Completed Objectives as of February 15, 2008 Platform design decided upon – COMPLETED Engineering metrics/product specifications completed – COMPLETED List of components and materials compiled – COMPLETED 3-D CAD model of plane created (XFOIL, Pro-E, etc.) – COMPLETED Foam model built based on concept generations – COMPLETED (1 st run model) Experiments designed to test components’ proper functionality – WIP Components ordered/in team’s possession – WIP Components in possession are in test process – WIP Foam plane is built and glide tested – WIP (airfoil creation)

Goals/Milestones for MSD II Deliverables for MSD II:  Plane is built and fully controllable by an operator on the ground  Testing of components is complete; team has been able to successfully simulate how components will acquire data  Integration of components into a single system for use on the MAV is designed  System of components is integrated into the MAV (ground model)  Flight tests being conducted on the MAV to see how integrated systems perform on MAV  Base station established can retrieve data from MAV and tabulate the acquired data so that it may be reviewed and interpreted  MAV is completely operational and integrated system components read effectively back to the base station what MAV is experiencing while in flight

Q & A