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Project Final Report – CUDBF April 30 th , 2009 ASEN 4028: Aerospace Senior Projects dropping one rocket in between each lap. The first lap will be flown at 12 lbs, and the last lap will be flown at 7.5 lbs, with a 1.5 lb rocket being dropped in between each landing and takeoff. The batteries must be designed for a four lap endurance plus a 30 second power reserve. 6.4 Structures Design-To Specifications 6.4.1 Aircraft Wing Requirements The aircraft wing is required to sustain a +3.5g load while carrying the centerline store and a -2g load while carrying the tip stores. The required g loads were determined by including an additional 1 g of load to the worst case expected scenario for each payload. The worst case wing loading scenarios were derived from the expected in-flight bank turns the aircraft must make during each of the missions. The addition of the g loading margin creates a 1.4 safety factor for the centerline store flight scenario and a safety factor of 2 for the tip store flight scenario. The safety factor added to the worst expected loading is an added margin for unexpected factors including in-flight wind gusts and ideal assumptions made for the wing material and construction. The aircraft wing is required to fit within the aircraft container while still meeting the wingspan and payload integration requirements. This requires the wing be foldable or collapsible for incontainer storage due to the 48” x 24” x 24” dimensions specified by the competition. To guarantee the aircraft wing does not exceed the maximum container dimensions, the aircraft’s maximum dimensions on each side shall be 1” shorter than the container’s dimensions. With the maximum wing dimensions bound to 47” x 23” x 23”, a margin of safety was assured for this dimension requirement. This margin accounts for the thickness of the walls as well as some free space on any side of the aircraft in the container. The wing structure is also required to integrate the wingtip and centerline stores such that they are securely restrained in the worst case flight loading with some safety factor. The worst case g loading is expected to be a 2.5g bank turn and 1g of safety factor was added to that loading. A 3.5g loading generates 28 lbs at the centerline store mount and 10.5 lbs at each wingtip store mount. The additional 1g included in the design wing loading creates a safety factor of 1.4 for each payload’s mounting point. 6.4.2 Landing Gear Requirements The aircraft landing gear and supporting aircraft structure is required to survive the impact loads involved during landing. A successful mission requires that the aircraft survive take-off, flight, and landings. The landing gear requirement dictates that each gear strut survive a dynamic loading assumed to be approximately 3 times the heaviest aircraft weight configuration. Landing the plane on one gear in the heaviest configuration was deemed the worst case landing scenario. The 3g single gear strut loading includes a safety factor of 1.2 during the heaviest aircraft configuration and a safety factor of 2.25 in a no payload configuration. An additional 25% 50
Project Final Report – CUDBF April 30 th , 2009 ASEN 4028: Aerospace Senior Projects safety factor applied to the final gear design was required to account for additional loads in landing and for the ideal assumptions made in the gear materials and construction. 6.5 Avionics Design-To Specifications 6.5.1 Transmitter The transmitter is required to control all control surfaces, the propulsion system, and the releasable external stores. The releasable stores are required to be dropped one at a time. The transmitter is also required to have a fail-safe mode that is automatically selected during loss of transmit signal. During fail-safe the aircraft receiver must select throttle closed, full up elevator, full right or left aileron, and full right rudder. 6.5.2 Telemetry System The telemetry system must record several flight characteristics including: Motor voltage, amps, motor RPM, angle of attack, G forces, servo positions, altitude, and airspeed. 6.5.3 Microcontroller System The aircraft’s onboard microcontroller must be able to take signals from the receiver, process which order is being commanded by the pilot, and determine when to drop the payload stores. 51
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