THE ALBATROSS DESIGN

REPORT

SOBIN SANTHOSH, PEARL MARY JACKSON, BENNET JOSE

ISAE-SUPAERO

Contents
List of figures ......................................................................................................................................... 2
OBJECTIVE ......................................................................................................................................... 4
INSPIRATION ...................................................................................................................................... 5
ROADMAP............................................................................................................................................ 6
AIRCRAFT MATERIALS ..................................................................................................................... 7
AIRFOIL SELECTION .......................................................................................................................... 8
WING DESIGN .................................................................................................................................... 12
HORIZONTAL STABILIZER DESIGN ............................................................................................. 15
VERTICAL STABILZER DESIGN ..................................................................................................... 17
FUSELAGE AND PRIMARY STRUCTURE ..................................................................................... 19
STRUCTURAL WEIGHT ESTIMATION .......................................................................................... 23
MOTOR AND PROPELLER ............................................................................................................... 24
Propeller............................................................................................................................................ 25
Fixed wing .................................................................................................................................... 25
Lift propellers: Multirotor ............................................................................................................. 26
Electronic Speed Controller .............................................................................................................. 26
PRIMARY BATTERY SELECTION ....................................................................................................... 27
FLIGHT PERFORMANCE .................................................................................................................. 28
Stability ............................................................................................................................................. 30
CONTROL SURFACES ...................................................................................................................... 33
ACTUATORS: SERVO MOTORS ...................................................................................................... 36
LANDING GEAR ................................................................................................................................ 38
MODULAR DESIGN FOR EASE OF TRANSPORT......................................................................... 40
PLACEMENT OF EQUIPMENT ........................................................................................................ 42
PAYLOAD BAY .................................................................................................................................. 44
FINAL DESIGN ................................................................................................................................... 45
MAINTENANCE ................................................................................................................................. 46
OPERATION ........................................................................................................................................ 47
CONCLUSION ..................................................................................................................................... 48
FINAL DRAFT ...................................................................................................................................... 49

List of figures
Figure 1: The majestic wandering albatross ........................................................................................... 5
Figure 2: Performance of Albatross Opt Foil and NACA 0012............................................................ 11
Figure 3: Albatross in cruise ................................................................................................................. 12
Figure 4: The wing design in XFLR5 ................................................................................................... 13
Figure 5: Wing Design .......................................................................................................................... 14
Figure 6: Anhedral of the Wing adapted from the albatross ................................................................. 14
Figure 7: HTP design in XFLR5 ........................................................................................................... 15
Figure 8: Horizontal tail plane .............................................................................................................. 16
Figure 9: Preliminary CFD Analysis revealed an ineffective horizontal stabilizer in a conventional
empennage ............................................................................................................................................ 16
Figure 10: Vertical Tail design in XFLR5 ............................................................................................ 17
Figure 11: T- tail was chosen for better effectiveness and stability ...................................................... 18
Figure 12: Fuselage requirement - space for given components........................................................... 19
Figure 13: Primary Structure ................................................................................................................ 19
Figure 14: Structural Stress Analysis in ABAQUS .............................................................................. 20
Figure 15: Cross section of carbon fibre tube in the nose ..................................................................... 20
Figure 16: Cross section of carbon fibre tube in the main structure and arms ...................................... 21
Figure 17: Cross section of carbon fibre tube in the wing spars and horizontal tail ............................. 21
Figure 18: Final design of the Albatross ............................................................................................... 22
Figure 19: Final assembly of the Albatross .......................................................................................... 22
Figure 20: Tiger motor U11 120 KV Brushless DC Motor .................................................................. 25
Figure 21: Mejzlk 26x14 inch propeller for fixed wing....................................................................... 25
Figure 22: Mejzlk 26x15 inch propeller ................................................................................................ 26
Figure 23: T-MOTOR FLAME80A Electronic Speed Controller ........................................................ 26
Figure 24: Max Amps Li Po 16,000 12S 44.4v Battery Pack ............................................................... 27
Figure 25: Hover Performance .............................................................................................................. 28
Figure 26: Performance of the fixed wing mode .................................................................................. 28
Figure 27: Motor characteristic in hover mode ..................................................................................... 29
Figure 28: Motor Characteristics in fixed wing mode .......................................................................... 29
Figure 29: Motor Partial Load ............................................................................................................... 29
Figure 30: The Albatross modelling in XFLR5 .................................................................................... 30
Figure 31: Lift, drag and moment over the wing .................................................................................. 30
Figure 32: Rudder design (in mm) ........................................................................................................ 33
Figure 33: Elevator design (in mm) ...................................................................................................... 34
Figure 34: Alieron design (in mm) ......................................................................................................... 35
Figure 35: Aileron in Sky Surfer V2 ....................................................................................................... 35
Figure 36: Position of the Rudder Servomotor Figure 37: Position of the elevator servomotor ...... 36
Figure 38: Servo placement on the ailerons .......................................................................................... 37
Figure 39: JR DS8921HV Ultra High Torque Digital Servo ................................................................ 37
Figure 40: Control horns ....................................................................................................................... 37
Figure 41: Landing Gear Design ........................................................................................................... 38
Figure 42: Comparison of various materials for the landing gear cap .................................................. 39
Figure 43: Assembling component ....................................................................................................... 40
Figure 44: Joining two components for assembly ................................................................................ 41

Figure 45: Parts after joining................................................................................................................. 41

Figure 46: Payload bay (in grey) and the payload................................................................................. 44
Figure 47: Payload Bay .......................................................................................................................... 44
Figure 48: The Albatross ...................................................................................................................... 48

OBJECTIVE
The objective of this project is to design a UAV capable of VTOL and fixed wing motion satisfying the
following conditions

The design shall be capable of vertical takeoff and landing

The aircraft shall include at least one fixed wing for forward flight
Maximum takeoff mass (MTOM) shall be below 25 kg
The maximum wing span shall be below 5 meters and the maximum aircraft length shall be
below 4 meters
The aircraft shall be modular for the ease of transportation.
The maximum length of the individual parts shall not be longer than 2 meters
Payload range requirement:
o 5 kg payload: > 60 km range
o 3 kg payload: > 100 km range
Minimum payload bay dimension shall be 450 x 350 x 200 mm
The cruise speed in fixed wing mode shall be at least 80 km/h
Max speed shall not exceed 194 km/h
The aircraft shall use at least 4 direct drive lift rotors/propeller but not more than 10 direct drive
lift rotors/propellers
For energy storage off the shelf rechargeable batteries shall be used
Have reserved weight, space and power for the items outlined in the Ignition Kit
Capable of sustained flight in all flight states while experiences 10 m/s head and cross wind
Weather conditions:
o -30 to 50C
o Moderate rain

INSPIRATION
The design of the albatross as the name suggests is inspired by one of natures largest flying bird the
albatross. The weight, wingspan and aerodynamic conditions of the required UAV and the albatross are
comparable. The team firmly believes that nature is the best teacher and one should draw inspiration
from the same for innovative solutions. The albatross makes use of dynamic soaring and uses the
velocity gradients of the atmospheric boundary layer for a very efficient flight. Our team wishes to
incorporate dynamic soaring in the future to be as efficient as possible.
Based on an extensive literature survey the aerodynamic characteristics of natures largest bird was
incorporated into our design as a tribute towards the marvels of Mother Nature.

Figure 1: The majestic wandering albatross

ROADMAP

The Albatross

Objective

Design

Design
Parameters

Material Selection

Control and Power

System

Autopilot

Payload

Components

Wing

Battery

Stabilizers

Motor and
Propeller

Flight Dynamics

ESC

Control Surfaces

Servo Motors

Final UAV

Module Design

AIRCRAFT MATERIALS
Material Selection is the first step towards the design as it helps in the preliminary weight estimation.
The various properties that must be considered while selecting an appropriate material are:

Hardness and Strength

Density
Fatigue life
Conductivity
Thermal Expansion

The most important parameter is specific strength in order to make the aircraft as light as possible.
Table 1: Properties of Materials
Sl
No
1

Material
Balsa
Carbon
Fibre
T300/5208
EPS Foam
(Shah &
Topa, 2014)
EPP Foam1

3
4

Youngs
Modulus
(G Pa)

Density
(Kg/m3)

130

Compressive
/Tensile
Strength
(M Pa)
7

181

1600

3
1.2

Shear
Modulus
(G Pa)

Poisson
Ratio

Thermal
Expansion
(10-6 m/K)

0.23

0.38

6.5

1500

7.17

0.28

0.41

12.75

0.055

1.4

120

16

0.077

0.041

0.1

362, 683

Based on experience and many iterations of designing, the following materials were selected:

Main structure: Truss- Carbon Fibre T300/5208

Substructure : EPP Foam

JSP ARPRO Ultra Low density foam

-40 C to 20 C
3
20 C to 80 C
2

AIRFOIL SELECTION
The wing is one of the most crucial aspects of the design as it is the lift producing part and at the same
time has to bear most of the stress acting on the airplane. Therefore the design is a careful compromise
of performance, easiness to manufacture and economy. Airfoil is a device that provides reactive force
when in motion relative to the surrounding air; can lift or control a plane in flight. Hence airfoil selection
is the most important aspect in the design.
Assumptions:

MTOW: 25 Kg
Wing Span: 5m
Cruise velocity between 20-30 m/s
Reynolds number: 900,000 to 1,000,000

Criterion for selection was based on:

Higher CL at lower angles of attack

Higher CL/ CD ratio at lower angles of attack
Ease of fabrication
Scope for reinforcement

Based on a literature survey and experience, a list of airfoils was chosen for comparison.

NACA 4412
CLARK Y
CLARK Z
NACA 2412
NACA 23012
AG03
MH45
MH60
NACA 0012
NACA 0006

List of airfoils

NACA 0012 in XFLR5

Albatross optimized Airfoil

MH60 was found to be the best airfoil for the given conditions, therefore it was chosen as the base for
optimization. NACA 0012 was selected for the vertical and horizontal stabilizer over NACA 0006 to
accommodate structural reinforcements.

Figure 2: Performance of Albatross Opt Foil and NACA 0012

The airfoil was optimized to give:

CD0 = 0.004636
CL max = 1.46 at 14
CL/CD at CL cruise = 64.46

WING DESIGN
The wing is one of the most crucial aspects of the design as it is the lift producing part and at the same
time has to bear most of the stress acting on the airplane. Therefore the design is a careful compromise
of performance, easiness to manufacture and economy. The procedure is adopted on the basis of the
performance requirements of the aircraft. The current design involved modification of operating high
wing aircraft to carry more loads and provide more endurance.
Inspiration: The wing design was based on that of the albatross, the largest bird capable of flight.
Weight: 10 kg
Aspect Ratio: 11
Cruise speed: 16 m/s
Glide ratio: 18.4
Wingspan: 3 m
Geometric Angle of Attack: 2 degrees

Figure 3: Albatross in cruise

The albatross is able to fly very efficiently because it makes use of dynamic soaring of the atmospheric
boundary layer. We decided to incorporate the wing characteristics of the albatross in facilitate the use
of the same principle for our UAV in the future.
Requirements of the mission:
Total weight: 25 Kg
Wing loading: 10 Kg/m2 (Structural constraints)
Wing Span: 5m
Chord length: 0.5
Aspect Ratio: 10 (inspired by albatross)
There is a significant similarity in the operating conditions too.
The anhedral, taper ratio and sweep of the albatross wing were incorporated into the wing design.
Wingspan: 5m
Root Chord: 0.62m
Tip chord: 0.170m
Anhedral at 1.4m: -10
Sweep at 1.4m: 8.8
Geometric angle of attack: 1.6

Figure 4: The wing design in XFLR5

The Oswald factor was calculated was estimated to be 0.76.

Figure 5: Wing Design

Figure 6: Anhedral of the Wing adapted from the albatross

A high wing design was chosen mimicking that of the albatross. Moreover, high wing adds to
stability due to the dihedral effect i.e. increase in Cl. Additionally, it prevents the disturbances in
the flow arising due to presence of the motors from affecting flow over the wing.

HORIZONTAL STABILIZER DESIGN

Stability is an important characteristic in an aircraft. The characteristic is achieved by the means of the
tail of an aircraft. The horizontal stabilizer is associated with longitudinal stability. Aspect ratio, span,
chord and tapering are the important characteristics calculate on the basis of the wing used. A symmetric
airfoil is used as the forces on both sides are to balance in a steady state without the need for trimming.
AIRFOIL:
A symmetric airfoil with ease to be fabricated had to be chosen. Therefore based on a literature survey
of the current trend and lower cost of fabrication NACA 0012 was chosen as the airfoil. Compared to
NACA 0006, the former has a higher thickness enhancing the opportunity for reinforcement.
CALCULATIONS
Based on the data in the Aircraft Design - A Conceptual Approach by Raymer, the various parameter
of the horizontal tail were calculated.

Figure 7: HTP design in XFLR5

Figure 8: Horizontal tail plane

Figure 9: Preliminary CFD Analysis revealed an ineffective horizontal stabilizer in a conventional empennage

A T-Tail configuration is preferred so as isolate the disturbances in the flow in different planes. This
is improve the efficiency of the horizontal stabilizer.

VERTICAL STABILZER DESIGN

The vertical stabilizer is associated with directional stability. Aspect ratio, span, chord and tapering are
the important characteristics calculate on the basis of the wing used. A symmetric airfoil is used as the
forces on both sides are to balance in a steady state without the need for trimming.
CALCULATIONS
Based on the concepts in the Aircraft Design - A Conceptual Approach by Raymer, the various
parameter of the vertical tail were calculated.

Figure 10: Vertical Tail design in XFLR5

Figure 11: T- tail was chosen for better effectiveness and stability

FUSELAGE AND PRIMARY STRUCTURE

Requirements for the fuselage design:

Payload bay: 450 x 350 x 200 mm

Space and position requirements of the given components.
Separation distance between the motors for non-interference of flows
Position of vertical and horizontal stabilizers: T-tail
Position of the wing
Preventing disturbed flow over the wing and tail.
Structural rigidity and strength
Modularity

Figure 12: Fuselage requirement - space for given components

Figure 13: Primary Structure

Figure 14: Structural Stress Analysis in ABAQUS

The primary structure was optimized to withstand various stresses acting on aircraft. The various
forces and moments acting on the main structure were:

Weight: Net weight 25Kg

Max Thrust in VTOL mode: 130N per motor
Max thrust in fixed wing mode: 130N
Lift acting on the wing: 25 x 1.1x 9.81 : 270 N
Max load on the vertical stabilizer: 85 N
Max load on horizontal stabilizer: 80 N

Carbon fibre pipes of the following cross sections were used to optimize the structure:

Figure 15: Cross section of carbon fibre tube in the nose

Figure 16: Cross section of carbon fibre tube in the main structure and arms

Figure 17: Cross section of carbon fibre tube in the wing spars and horizontal tail

After many iterations, the weight of the primary structure was reduced from 3.976 Kg to 1.699Kg.
This primary structure will be covered by EPP foam to obtain an aerodynamic shape. The wing, HTP
and the VTP will also be made of EPP foam reinforced by 2 carbon fibre pipes.

Figure 18: Final design of the Albatross

Figure 19: Final assembly of the Albatross

STRUCTURAL WEIGHT ESTIMATION

The primary structure was optimized to be 1.9 Kg. The secondary structure is to be made of EPP
Foam whose density is 16 Kg/m3.
Table 2: Component weight estimation with safety margin4

Component
Wing
HTP
VTP

Component
Primary Structure
Wing
HTP
VTP
Fuselage
Additional Mass
Total Mass

Wingspan
(in m)
5
2
0.751

Chord length (in

m)
0.5
0.26
0.53

Max length (in m)

3.625
5
2
0.751
3.625
0.5

Ka5

Mass6

0.6
0.6
0.6

1.5
0.31
0.24

Max Width (in m)

2
0.5
0.26
0.53
0.6
0.4

Mass (in kg)

1.9
1.5
0.31
0.24
0.35
1.2
5.5

The overall structural weight was optimized to be 5.5 Kg. However in order to account for the
manufacturing errors, we decide to give it an additional margin of 25%. So the structural weight used
in calculations would be 7Kg.
The EPP foam was also found to withstand the shear loads produced way below its failure stress as
desired.

Safety margin 1.13 added to account for the plastic coating on the surfaces for waterproofing them
Correction factor for airfoil area: http://ocw.mit.edu/courses/aeronautics-and-astronautics/16-01-unifiedengineering-i-ii-iii-iv-fall-2005-spring-2006/systems-labs-06/spl10b.pdf
6
Weight= density*wingspan*chord length*thickness*Ka*1.13(Safety margin)
5

MOTOR AND PROPELLER

BRUSHLESS DC MOTORS
The primary advantages of brushless D.C. motors are:

Reliability
Lasts 10 times as long as motors with commutators and brushes
Less noisy(no electronics and frictional loss)
Smaller in size and lighter in weight
More efficient to operate
No arcing
Faster dynamic response and higher speed ranges
Higher torque-to-size ratio
Simpler to maintain
No commutator or brushes to wear out
Ideal for use in small devices
Reduced requirements for heat dissipation

Parameters for motor selection:

Low power consumption

High Thrust
Low weight
Waterproof

Based on a vast literature survey, the Tiger RC U11 120Kv Motor was selected.
Specifications:
KV: 120
Configuration: 12N14P
Shaft Diameter: 15mm
Motor Dimension (Dia.*Len): 8050mm
Weight (g): 730g
Idle current (10) at 10V (A): 0.7A
No. of Cells (Li Po): 6-12S
Max Continuous current (A) 180S: 80A
Max Continuous Power (W) 180S: 4000W
Internal resistance: 57m
Thrust: 13559g
The electronic speed controller was chosen on the basis of the manufacturer requirements. The motor
will operate at 44.4 V.

Figure 20: Tiger motor U11 120 KV Brushless DC Motor

Propeller
Fixed wing
Requirements:

Thrust> 12.5 Kg thrust/motor

High thrust to weight ratio
Power should not exceed
Should not over heat

For thrust> 12.5 Kg thrust/motor, a Mejzlk 26 x 14 inch propeller was selected.

The pitch speed: 97km/hr.

Tip speed: 563 km/hr.
Static Thrust:13559g/ 478.3oz
Revolutions maximum: 4525 rpm
Stall Thrust:10387g/ 366.4oz
Thrust @ 90 km/h:925 g
Weight< 94g

Figure 21: Mejzlk 26x14 inch propeller for fixed wing

Lift propellers: Multirotor

Requirements:

Thrust> 12.5 Kg thrust/motor

High thrust to weight ratio: 10 m/s crosswind and headwind
Power should not exceed
Should not over heat

Figure 22: Mejzlk 26x15 inch propeller

Based on numerous iterations a 26x15 inch propeller was chosen. It gives the following
performance:

Maximum Tilt: 42
Maximum Speed: 52km/h
Rate of climb: 6.1m/s
Thrust to weight ratio: 1.6

Custom propellers from the Mejzlk Company are to be obtained for clockwise and anticlockwise propellers.
Electronic Speed Controller
The ESCs were chosen as per the manufacturer requirements as well as the maximum current in the
motors. They will be placed inside the fuselage

Figure 23: T-MOTOR FLAME80A Electronic Speed Controller

PRIMARY BATTERY SELECTION

Criterions for selecting batteries for a UAV are:

Light weight
Reliability
Storage time
Activation time
Maintenance
Availability

The Max Amps Li Po 16,000 12S 44.4v Battery Pack was chosen because of it high battery specific
energy.

16,000mah capacity
12S 44.4 volts
True 20C rating
Lifetime warranty
5C fast charge capable
Waterproof
12AWG Deans Ultra wire
138mm x 50mm x 252mm, 3708g

Figure 24: Max Amps Li Po 16,000 12S 44.4v Battery Pack

FLIGHT PERFORMANCE
Required performance:

100 Km with 3Kg payload

60 Km with 5 Kg Payload
VTOL
Cruise Altitude: 300 Ft.
Hover: 2 minutes
Loiter: 5 minutes
Stability

The aircraft is take-off vertically as a multi rotor and transit into a fixed wing in 1 minute.
For primary flight performance, both fixed wing and multi rotor modes performances were estimated
first independently.
Stall velocity: 10.47 m/s
Cruise velocity: 25m/s
In case of headwind: 35 m/s
From experience, a reliable platform e-Calc was used to perform the initial performance of both the
modes. The following results were obtained:

Figure 25: Hover Performance

Figure 26: Performance of the fixed wing mode

Figure 27: Motor characteristic in hover mode

Figure 28: Motor Characteristics in fixed wing mode

Figure 29: Motor Partial Load

Stability
The natural aircraft stability analysis was performed on XFLR5.

Figure 30: The Albatross modelling in XFLR5

Static Stability:

Center of Gravity Position Body axis

CoGx= -0.0170 m
CoGy= 0.0000 m
CoGz= -0.1793 m
Neutral Point position= 0.35818 m

Figure 31: Lift, drag and moment over the wing

Static Margin: 70%

Dynamic stability:

Stability Analysis was performed using XFLR5.

Wings as thin surfaces
Ring vortices
Neumann boundary conditions for wings
Dirichlet boundary conditions for the body
Ref. area = 2.499 m
Ref. span = 5.000 m
Ref. chord = 0.532 m
657 panel elements
Mass= 24.970 kg
Inertia - Body Axis - CoG Origin
Ibxx= 6.355 kg.m
Ibyy= 11.04 kg.m
Ibzz= 15.29 kg.m
Ibxz= -1.423 kg.m
Inertia - Stability Axis - CoG Origin
Isxx= 6.632
Isyy= 11.04
Iszz= 15.01
Isxz= -2.104
Longitudinal derivatives
Xu= -0.77494
Xw= 6.9711
Zu= -27.537
Zw= -130.95
Zq= -82.878
Mu= -0.38827
Mw= -49.134
Mq= -201.94

Cxu= -0.02845
Cxa= 0.25592
Czu= -0.00028397
CLa= 4.8076
CLq= 11.445
Cmu= -0.026808
Cma= -3.3924
Cmq= -52.446

Lateral derivatives
Yv= -11.855
Yp= 9.4809
Yr= 25.949
Lv= 6.0384
Lp= -182.6
Lr= 61.127
Nv= 27.118
Np= -22.158
Nr= -68.852

CYb= -0.43522
CYp= 0.13923
CYr= 0.38107
Clb= 0.044336
Clp= -0.5363
Clr= 0.17953
Cnb= 0.19911
Cnp= -0.065079
Cnr= -0.20222

State matrices
Longitudinal state matrix
-0.031035
-1.102820
-0.0351635
0

0.279179
-5.24439
-4.44974
0

0
14.477
-18.29
1

-9.81
0
0
0

-16.7565
11.1686
-6.15284
0

9.81
0
0
0

Lateral state matrix

-0.47476
0.379692
0.352937
-28.3232
1.7572
2.49436
0
1
Longitudinal modes

Eigenvalue: -11.77+ -4.69i | -11.77+ 4.69i | -0.01124+ -0.5371i | -0.01124+ 0.5371i

Eigenvector:
1+ 0i | 1+ 0i | 1+ 0i | 1+ 0i
70.85+ -19.49i | 70.85+ 19.49i | -0.1288+-0.006474i | -0.1288+ 0.006474i
-38.18+ -14.17i | -38.18+ 14.17i | 0.02937+ 0.002439i | 0.02937+-0.002439i
3.213+ -0.07643i | 3.213+ 0.07643i | -0.005684+ 0.05456i | -0.005684+ -0.05456i
Lateral modes
Eigenvalue: -29.49+ 0i | -2.844+ -4.917i | -2.844+ 4.917i | 0.2247+ 0i
Eigenvector: 1+ 0i | 1+ 0i | 1+ 0i | 1+ 0i
-16.47+ 0i | 0.04349+ 0.137i | 0.04349+ -0.137i | 0.1419+ 0i
1.685+ 0i | 0.1279+ 0.2934i | 0.1279+ -0.2934i | 0.331+ 0i
0.5585+ 0i | -0.02471+-0.005447i | -0.02471+ 0.005447i | 0.6312+ 0i

CONTROL SURFACES
Flight control surfaces are hinged (movable) airfoils designed to change the attitude of the aircraft
during flight.
These surfaces are divided into three groups:
1) Primary
2) Secondary
The primary group of flight control surfaces includes
1) Ailerons
2) Elevators
3) Rudders
Required performance:
10 m/s crosswind: Rudder sizing
10 m/s headwind: Elevator sizing to counter increase in moment due to increased ground speed.
The various aspects of the control surfaces were calculated based on the concepts in the Aircraft Design
- A Conceptual Approach by Raymer and Aircraft Design: A Systems Engineering Approach by M.
Sadraey.
Rudder:
C rudder: 0.13 m
L rudder: 0.751 m

Figure 32: Rudder design (in mm)

Elevator:
C elevator: 0.13 m
L elevator: 2 m

Figure 33: Elevator design (in mm)

Aileron:
C aileron: 0.130 m
L aileron: 0.820 m
Distance from COG: 1.89m
Max deflection: 20
Cl delta l: - 0.85

Figure 34: Alieron design (in mm)

The control surfaces are to br formed out of the main surface while manufacturing as in the case of
famous RC Aircrafts like Sky Surfer and Super Sky Surfer. This reduces the need for an additional
hinge, there reducing the points of failure as learnt from our experience.

Figure 35: Aileron in Sky Surfer V2

ACTUATORS: SERVO MOTORS

A servomotor is a rotary actuator that allows for precise control of angular position, velocity and
acceleration. It consists of a suitable motor coupled to a sensor for position feedback. It also requires a
relatively sophisticated controller, often a dedicated module designed specifically for use with
servomotors.
Servomotors are generally used in UAVs as actuators.
Requirements:

High torque: Heavy aircraft

Low weight
Small size
High response rate
Max deflection > 20

As per the requirements the RJX FS-0521HV Metal Gear Digital Servo was selected for the control
surface actuation. Its specifications are as follows:
Operating Voltage: 6.0~8.4V
Torque: 19.5kg/cm at 7.4V
Speed: 0.055sec/60 at 7.4V
Frequency: 333Hz
Gear Type: All metal gear
Motor Type: Coreless
Plug Type: JR
Dimensions: 40x20x37mm
Weight: 68g

Figure 36: Position of the Rudder Servomotor

Figure 37: Position of the elevator servomotor

Figure 38: Servo placement on the ailerons

Figure 39: JR DS8921HV Ultra High Torque Digital Servo

Control Horns (X-LARGE) 60x30mm was selected for connecting the control rod to the control
surface.
Length: 60mm
Height: 30mm

Figure 40: Control horns

LANDING GEAR
The landing gear has the following requirements:

Withstand high compressive stress

Withstand shock loads

Should not transmit vibrations to the main structure

Light weight

Weatherproof

Protect propellers: determines height

Based on the above requirements the landing gear was designed with carbon fibre pipe of 3cm
diameter, thickness of 3mm and length 20cm.

Figure 41: Landing Gear Design

For high shock absorption, a cap made of Sorbothane is to be attached at the end of the landing gear.
It absorbs up to 94.7% of the impact shock. The cap is to be of 3cm diameter, 5mm thick and 4cm
length.

Figure 42: Comparison of various materials for the landing gear cap7

http://www.sorbothane.com/shock-absorbing-material.aspx

MODULAR DESIGN FOR EASE OF TRANSPORT

The aircraft has 8 major preassembled components:

Front fuselage

Rear fuselage

Left Wing (1.8*0.6*0.3)

Right Wing (1.8*0.6*0.3)

Quadcopter arms 4 (0.9*D0.02) with propeller

They can be easily assembled using butterfly nuts and safety bolts.

Figure 38: The splitting of the Albatross for modularity

In disassembled form they can be carried in 3 boxes:

Front fuselage box

Rear fuselage and battery box

Wings and Quadcopter arm box

Figure 43: Assembling component

The assembling component consists of two carbon fibre plates of dimensions 10cm by 4cm of
thickness 2mm. They are used to attach wing components and the fuselage components together.
They sandwich the joint by using 5mm diameter safety bolts and butterfly nuts.
The wings are joined together by the following steps:

The main wing and the attachment can be joined easily as a 10cm rod of diameter 1.9 cm
protrudes from the spars of the main wing.
This can be easily slided into spar of the attachment.
Place the upper panel directly above the predrilled holes in the wing through the front spar
Insert the bolts into the holes
Repeat the same for the rear spar
Attach the lower panel to the end of the bolts
Secure the bolts using butterfly nuts

The fuselage and the motor arms are also joined similarly.

Figure 44: Joining two components for assembly

Figure 45: Parts after joining

PLACEMENT OF EQUIPMENT
The following list of avionics had to be placed in the fuselage

1
2

Flight Control Computer

Internal Measurement Unit

170
100

180
30

Heigh
t
[mm]
80
40

ADS-B Transponder

89

46

18

Antennas and external mounted Systems

-/-

-/-

-/-

Flight Termination Parachute

280

120

50

200

55

55

97
57

95
98

97
86

42

78

49

Sl No

Equipment

7
8

Flight Termination
System/Launcher
Camera System
Communication System

Air data system

Length [mm]

Width
[mm]

The fuselage was designed to accommodate all the components as shown in the figures below.

Figure 40: Position of the various components in the fuselage, the yellow box is the payload

Figure 41: Front view showing the placement of the components

Figure 42: Side view of the equipment placement, the battery is kept directly in front of the payload
bay for easy accessibility

PAYLOAD BAY

The payload bay is located directly below the aerodynamic centre of the wing.
The payload is fastened to the payload bay by means of Velcro straps
The payload bay is of attached to the main structure.
There is a panel below the fuselage to facilitate the access to the cargo bay.
It is secured by butterfly nuts.
Dimensions of payload bay
o Outer:460 x 360 x 210 mm
o Inner :454 x 354 x 204 mm

Figure 46: Payload bay (in grey) and the payload

Figure 47: Payload Bay

The payload is placed in the payload bay and is secured using Velcro straps. The payload bay is then
pushed into the slot in the fuselage and is secured using Velcro straps arising from the upper beams of
the main structure of the aircraft. The lower panel made of foam and surrounded by rubber ring is used
to seal the fuselage. There are four plastic bearing in the panel through which bolts arising from the
lower beams of the fuselage passes through. The panel is then secured by butterfly nuts. Therefore the
mechanism is failsafe. The aircraft can operate even when one of then fails.

FINAL DESIGN
The final design was optimized for minimum weight and maximum performance. The major features
of the design are:

Comprises four motors which are equidistant from the centre of gravity

Four U11 100KV Tiger motors are used vertical take-off and landing

One U11 100KV Tiger motors for the fixed wing mode.

The motors arms are of circular cross section to minimize drag o Airfoil in the arms would
affect the stability of the aircraft due to lift at high angles of attack

Weight reduction
Ease of maintenance

T-tail configuration: Smooth flow over the wing and HTP

Spherical nose cone to maximize the camera field of view

MAINTENANCE
The aircraft components can be divided into the following categories:

Safe Life

Damage tolerant
Structure
The aircraft is made of a carbon fibre primary structure which is unlikely to get damaged unless in
case of a catastrophic failure.
Motor bearing
The motor, U11 Tiger motor is a military grade system, therefore the bearing is tolerant to wear.
All the servos used are metal gear servos, which has a very long life its plastic alternates.
Damage Tolerant
The secondary structure made EPP foam can be easily repaired using glass fibre tapes in case of dents
or slight damages.
Since the aircraft is modular the damage part can be easily replaced in case of a major damage.
In case of failure
In case of power loss and rapid deceleration the parachutes will be deployed. The parachute systems
are connected to the primary structure as the secondary structure may not be able to withstand such
high loads. The parachute tube will be connected to the
The aircraft is naturally stable, therefore the aircraft can land safely manually even in case of the
failure of the autopilot system.
Waterproofness
The motors -Tiger RC U11 are water proof. The ESCs and the major components would be inside the
fuselage. The only component that might be exposed to water is the battery, which as per the
manufacturer is 100% waterproof.
The EPP Foam is covered with an extremely thin coating of plastic which makes it waterproof. Ease
of handling.

OPERATION
Requirement: 20 minute turnaround between max-distance missions
The major delay in turnaround is payload loading and unloading and the replacement of batteries.
These delays are avoided by use of butterfly nuts to secure the payload bay. This avoids the
requirement of a screw driver, Allen wrench etc. and reduces the time to fasten and unfasten the
bolts.
A single Max Amps Li Po 16,000 12S 44.4v Battery Pack is used instead of a multiple batteries. It is
located right in front of the payload bay, thereby increasing the ease of accessibility. So the battery is
easily swappable.
Operating conditions: -30 to 50C with moderate rain
These conditions were taken into account during material selection. The materials chosen i.e. carbon
fibre and EPP foam have low thermal expansion coefficients.
The water absorption coefficients are also very low for both the materials.
The aircraft is designed and sized to fly comfortably with 10 m/s crosswind and 10m/s headwind.
Human Factors and Safety Provisions
Considering the fact that human error is responsible for majority of the UAV crashes, safety bolts are
to be used while assembling the UAV in order prevents the components from detaching in flight.
Butterfly nuts are to be used to easily assemble and disassemble the components.
In order to avoid electrical connection error, the electronics bay is not easily accessible unlike the
battery and the payload bay.

Figure 43: Butterfly nut

Limit time on ground with rotors spinning: The Albatross has maximum rate of climb of 7.9 m/s and
the thrust to weigh ratio is 1.7. Therefore the Albatross can reach an altitude of 60ft in 4.64s.

CONCLUSION
The Albatross is a high endurance hybrid unmanned aerial vehicle and satisfies the requirements of
the competition.

Figure 48: The Albatross

FINAL DRAFT