The design report

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Preliminary and Detailed Design 4 Structure layout, initial sizing, and internal layout Design 4.1 Wing structure 4.1.1 The internal structure of the wing is one of the most important sections of the aircraft since the wing carries most of the load as lift is produced. The location of ribs, spars, webs, rods is important for the structural integrity of the aircraft. It was suggested by the professor that distance between ribs should be approximately 8-10cm. It was identified that the distance has to be variable as certain areas of the wing were to be placed under significantly more loads. These sections were on top of both fuselages as the weight of the fuselages would cause excessive loads and hence a reduced distance between the ribs would be ideal to transfer the load. The 6 types of ribs used in the wing are shown in figures 4.1.101 to 4.1.106. Weight reduction was achieved by cutting un-required parts in the middle. To maintain structural integrity of the rib, a distance of 8mm was kept for each hole from the edge. Figure 4.1.101 Figure 4.1.102 Figure 4.1.103 Figure 4.1.104
Figure 4.1.105 Figure 4.1.106 The ribs on top of the fuselage were extended so that they could slide in into the fuselage where they would be screwed. Figure 4.1.107 The two ribs in the middle of the wing were also extended so that the pod could be screwed on to them. Figure 4.1.108 The wing had a spar running throughout at the front of each rib. Spar caps were placed at 30% of chord at the top and bottom. These spar caps were to be joined by webbing at the front and back. At 70% of chord, a web-spar was added which would lock in the ribs and hold them together at specified distance.
Page 1 and 2: EP-UAV Project 2009 iSpy Kate Rietd
Page 3 and 4: Preliminary and Detailed Design 4 S
Page 5 and 6: Executive Summary 1 iSpy is a twin
Page 7 and 8: Design Requirements and Objectives
Page 9 and 10: Initial Sizing 3.1.2 Estimating air
Page 11 and 12: Airfoil design 3.1.4 Wing: Before t
Page 13 and 14: Tail: A symmetric airfoil with a th
Page 15: Empennage design 3.1.6 The dimensio
Page 19 and 20: Pod Layout 3.1.9 The pod of the air
Page 21: Weight estimation and Centre of Gra
Page 26 and 27: Figure 3.2.303 - Stability axis der
Page 30 and 31: CAD definition of the concept 3.2.5
Page 32 and 33: Figure 3.2.505: The vertical tail F
Page 36 and 37: Figure 4.1.109 Figure 4.1.110 The c
Page 38 and 39: Material type was chosen for each c
Page 40 and 41: The nose section of the fuselage co
Page 42 and 43: This part of the fuselage is the mo
Page 44 and 45: Empennage structure 4.1.3 Prelimina
Page 46 and 47: An ‘L’ shaped support was also
Page 48 and 49: Landing gear 4.1.5 Initial stages o
Page 50 and 51: Pod Structure 4.1.7 Figure 4.1.701-
Page 52 and 53: Fuselage fabrication 5.2 Since ther
Page 54 and 55: The servo holder plates in front of
Page 56 and 57: Landing gear fabrication 5.5 The de
Page 58 and 59: Fabrication of Pod 5.6 Like the fus
Page 60 and 61: Control surface fabrication 5.9 Ail
Page 62 and 63: Note: The weights taken after fabri
Page 64 and 65: It was here that the first problem
Page 66 and 67: Flight Test 6.2 The flight test aim
Page 68 and 69: Appendix 7 Appendix A - AVL files i
Page 70 and 71: TRANSLATE -0.450 0.384 0.00 # BFIL
Page 72 and 73: CLARK YM-15 - Re = 250000 Alfa Cl C
Page 74 and 75: Appendix C - Preparation of materia
Page 76 and 77: Appendix D - Control surface sizing
Page 82 and 83: Conceptual Design Preliminary Desig

The design report

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