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Project Final Report – CUDBF April 30 th , 2009 ASEN 4028: Aerospace Senior Projects Propulsion, 2.025 Aircraft, 4.225 Missions, 0.65 Avionics, 0.6 Figure 10: Overall Aircraft Mass Budget 2.4.2 Electrical System Schematics For competition flights, the aircraft electrical system is comprised primarily of the transmitter, receiver, microcontroller, and propulsion system. During test flights, a telemetry system will also be integrated in order to gather data. The transmitter will be controlled by the pilot at all times and will communicate with the receiver onboard the aircraft. The receiver, powered by a devoted receiver battery, powers and controls all onboard servos. A microcontroller on the aircraft controls the payload release servos. A devoted propulsion battery will control the power to the propulsion motors. When integrated, the telemetry system will be powered by the receiver battery. Figure 11: Aircraft Electrical Schematic 24
Project Final Report – CUDBF April 30 th , 2009 ASEN 4028: Aerospace Senior Projects 3.0 Development and Assessment of System Design Alternatives Author: Shivali Bidaiah Co-Author: Ben Kemper 3.1 Mission Sensitivity Analysis In this design problem, an aircraft configuration had to be chosen to accomplish the mission goals and objectives. The missions and the scoring for each mission are described in the Concept of Operations, Section 2.2. A mission score sensitivity analysis was performed for each flight mission to determine the factors needed to weigh the system alternatives. This can be found in Table 2. The sensitivity parameters were the assembly time, load time, system weight and flight time. The assembly time is the time required to assemble the aircraft from the box to a flight ready state. This factor can vary based on the type of aircraft configuration chosen. The assembly time involves opening the storage container, removing the aircraft, stores, transmitter, and any required tools, assembling the aircraft, attaching the stores, returning any used tools to the container, and closing the container. The load time is the time required to load the payloads onto the aircraft i.e. time to load each of the four wing stores and centerline store. This time is independent of the aircraft configuration since the time required to load the payload onto the aircraft is dependent on the ground crew. As a result, this was not included as a factor in determining the aircraft configuration. The system weight is the combined weight of all stores, the aircraft, transmitter, containers, and assembly tools. System weight depends on the aircraft configuration, so it was considered to select the aircraft configuration. The aircraft flight time is the time for the aircraft to complete two laps. This is not included in the aircraft configuration choice. This is because the aircraft is required to meet a certain flight speed and therefore a flight time independent of configuration. The flight time is built into the performance sizing of the aircraft. From the four sensitivity parameters and the accompanying equations based on competition score, a set of four partial derivatives were created, one from each parameter. By combining the score weighting of each mission, an equation for the total flight score was created (Equation 6). A maximum mission score was assigned to each mission. The scores were 50, 75, and 100 for missions 1, 2, and 3 respectively. This is how performance at competition will be weighted. The total flight score will consist of the sum of the three individual flight scores. Equation 6: Total Flight Score 25
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