UAV: POWERED GLIDER.

Submitted by: Bartal Dounia

Tajdin Zaynab
Ameziane Rim
Soussi Basma
Supervised by: Dr. Ali Mohamed Omar Ashraf

Report due: 18/11/2024

Course: Aircraft Design
School of Aerospace and Automotive engineering
INTERNATIONAL UNIVERSITY OF RABAT (UIR)
RABAT 11100
 Abstract.

This report presents the conceptual and detailed design of a UAV-powered glider
prototype, developed as part of an aircraft design course. The objective is to
achieve controlled flight to a predetermined altitude, performing a mission
defined within the scope of specified constraints. The design adheres to strict
weight, velocity, and structural requirements, necessitating calculated
assumptions to balance aerodynamic performance and power efficiency.

The process incorporates the design and analysis of critical components, including
the fuselage, wings, tail, and control surfaces, to ensure stability and control.
Aerodynamic simulations and structural evaluations guide the selection of
materials and propulsion systems to achieve the desired performance.
Preliminary results suggest the feasibility of the design under these constraints,
with recommendations for further refinement in propulsion and mission-specific
adaptations.

This study demonstrates the integration of theoretical principles and practical

engineering approaches in designing a lightweight and efficient UAV-powered
glider capable of fulfilling diverse operational objectives.
 LIST OF FIGURES.

I. Introduction .............................................................................................

a. Background .............................................................................................
b. objectives ...............................................................................................

II. Part1: Conceptual design ........................................................................

Chapter 1: Takeoff Weight
Mission Profile ............................................................................................
Requirements and Specifications ................................................................
Takeoff Weight Estimations .........................................................................
Background ..................................................................................................
Buildup Method ...........................................................................................

Chapter 2: Airfoils and Wing loading

Airfoil Selections ...........................................................................................

Wing Loading ................................................................................................

Chapter 4: Wing, Tail, Fuselage, landing Gear and Control Surfaces Sizing

Flap Geometry .................................................................................

Aileron Geometry ............................................................................
Elevators Geometry .........................................................................
Rudder Geometry ............................................................................
Fuselage Dimensions .......................................................................
Sizing of Landing Gear .....................................................................

Chapter 5: CATIA Plots

 Chapter 6: Centre of Gravity

III. References .............................................................................................

List of tables: (insert name of tables we used and the page)
 Introduction.

As fifth-year aerospace engineering students, our education has provided us with

a robust foundation in both theoretical and practical aspects of aeronautical
design. This UAV-powered glider project represents a culmination of the
knowledge and skills gained throughout our studies, offering a unique
opportunity to apply concepts from key courses such as flight control, fluid
dynamics, computational fluid dynamics (CFD), engine performance, and more.
This project is not only an academic exercise but also a practical exploration of
real-world design challenges, pushing us to innovate within the constraints of
aerodynamics, propulsion, and structural engineering.

The project serves as an integral part of our aircraft design course, emphasizing
the importance of translating theoretical principles into functional designs. It
challenges us to approach problems systematically balancing constraints, making
assumptions, and employing simulations to guide critical design decisions. By
focusing on a powered glider, we explore the interplay between unpowered flight
and motorized propulsion, aiming to develop an efficient prototype capable of
achieving specific performance objectives.
The design process involves several interconnected steps, starting from mission
profile definition and weight estimation to the detailed sizing of critical
components, including wings, tail, fuselage, landing gear, and control surfaces.
Leveraging tools like CATIA for modeling and applying principles from our
coursework, we ensure the design adheres to the specified requirements while
optimizing for stability, performance, and manufacturability.
 This project not only demonstrates our ability to integrate diverse areas of
aerospace engineering but also prepares us for future challenges in the field.
Through this report, we aim to document our design process comprehensively,
reflecting our technical understanding, analytical rigor, and creative problem-
solving abilities.

List of objectives:

• Design a UAV-powered glider prototype capable of reaching a specified

altitude during a defined mission (to be determined).

• Estimate the takeoff weight by analyzing the mission profile and adhering
to specific design constraints.

• Select appropriate airfoils and determine optimal wing loading to achieve

desired aerodynamic efficiency.

• Size critical components, including:

o Wings: For optimal lift and drag performance.

o Tail: For stability and control.
o Fuselage: To accommodate the propulsion system and ensure
structural integrity.
o Control surfaces: Including flaps, ailerons, elevators, and rudder, for
effective maneuverability.
o Landing gear: For safe and efficient takeoff and landing.
 • Develop a CAD model using CATIA to visualize and validate the design.

• Determine the center of gravity (CG) to ensure balanced flight dynamics.

• Apply knowledge from relevant courses (e.g., fluid dynamics, CFD, flight
control, and engine performance) to guide the design process.

Chapter 1: Take off weight.

Mission profile:

The mission of the UAV-powered glider prototype is to demonstrate its capability

to perform aerial surveillance by reaching a predetermined altitude and
maintaining stable flight.

The operation begins with pre-flight preparations, including system checks and
ensuring the launch area is clear. During takeoff, the prototype uses its propulsion
system to achieve lift-off and ascend steadily to the target altitude, with
adjustments to the throttle and control surfaces ensuring stability.

Once at altitude, the prototype demonstrates its surveillance function using a

lightweight onboard camera, simulating data collection and transmission.
After completing this phase, it transitions to an unpowered glide for an energy-
efficient descent, landing smoothly in the designated area.

➢ As a prototype, the mission focuses on validating the design, assessing

performance under controlled conditions, and identifying areas for
improvement to optimize efficiency, stability, and adherence to weight and
propulsion constraints.
 Fig a. This graph
represents our mission
profile

Weight estimation:

The buildup equation for

weight is given as: 𝑊𝑜 =
𝑊𝑐𝑟𝑒𝑤 + 𝑊𝑝𝑎𝑦𝑙𝑜𝑎𝑑 +
𝑊𝑒𝑚𝑝𝑡𝑦 + 𝑊𝑓𝑢𝑒𝑙 ;
𝑊𝑝𝑎𝑦𝑙𝑜𝑎𝑑
+ 𝑊𝑜 = 𝑊𝑐𝑟𝑒𝑤 + 𝑊𝑝𝑎𝑦𝑙𝑜𝑎𝑑 + 𝑊𝑓𝑢𝑒𝑙 + 𝑊𝑒𝑚𝑝𝑡𝑦 𝑊𝑜 = 𝑊𝑓 𝑊 :
1−𝑊𝑜 −𝑊𝑜𝑒
𝑊𝑝𝑎𝑦𝑙𝑜𝑎𝑑
+ We use no fuel so 𝑊𝑓 =0 then the equation summarizes to 𝑊𝑜 = 𝑊
1− 𝑒
𝑊𝑜

𝑊𝑒
=? : We call this ratio mass fraction it can be obtained as follows:
𝑊𝑜

𝑊𝑒
+ Mass fraction: = 𝐴 ∗ 𝑊𝑜𝑐 ∗ 𝐾
𝑊𝑜
+ We have a fixed sweep wing so K=1
+ The constants related to our UAV glider are c=-0.05 and A=0.91 (see table 3.1)

We did some iterations using excel to find the right takeoff weight.

Table: iterations to get final takeoff weight

 → We chose our final takeoff weight to be 3.85kg.

𝑊𝑡𝑎𝑘𝑒𝑜𝑓𝑓 = 8.48 𝑙𝑏

Overall Assumptions:

From Fig a. We can obtain the assumptions for velocities at each phase, height desired and
range.

+ We want our powered glider to reach a height of h=2133ft and R=984.25 ft

+ For our maximum velocity, we should respect the range given for powered gliders such
as: 30 𝑚⁄𝑠 ≤ 𝑉𝑚𝑎𝑥 ≤ 40 𝑚⁄𝑠 , converting to SI units
98.42 𝑓𝑡⁄𝑠 ≤ 𝑉𝑚𝑎𝑥 ≤ 131.23 𝑓𝑡⁄𝑠

+ We chose a moderate velocity: 𝑉𝑚𝑎𝑥 = 124.67 𝑓𝑡⁄𝑠

+ Let us now calculate the other velocities at different phases using the common formulas
given:

𝑉𝑐𝑟𝑢𝑖𝑠𝑒 = 0.8 × 𝑉𝑚𝑎𝑥 , then we obtain 𝑉𝑐𝑟𝑢𝑖𝑠𝑒 = 99.74 𝑓𝑡⁄𝑠

𝑉𝑐 lim 𝑏 = 0.75 × 𝑉𝑚𝑎𝑥 , then we obtain 𝑉𝑐 lim 𝑏 = 93.5 𝑓𝑡⁄𝑠

2×𝑊
𝑉𝑠𝑡𝑎𝑙𝑙 = √𝜌×𝑆×𝐶 : formula for stall
𝐿𝑚𝑎𝑥

+ We can’t use this formula because we don’t have the right assumption for the wing
surface area, so we use this formula instead: 𝑉𝑠𝑡𝑎𝑙𝑙 = 0.3 × 𝑉𝑚𝑎𝑥

We get 𝑉𝑠𝑡𝑎𝑙𝑙 = 37.4 𝑓𝑡⁄𝑠

 , we get 𝑉𝑡𝑎𝑘𝑒−𝑜𝑓𝑓 = 41.14 𝑓𝑡⁄𝑠

+ Now for our maximum rate of climb we get it by dividing our height by maximum 3min
ℎ𝑒𝑖𝑔ℎ𝑡 2133(𝑓𝑡)
(𝑅⁄𝐶 ) = = = 711 𝑓𝑡⁄min , then (𝑅⁄𝐶 ) = 12 𝑓𝑡⁄𝑠
3𝑚𝑖𝑛 3𝑚𝑖𝑛
 → If this obtained value doesn't give reliable results use the rate of climb assumption given
as: (𝑅⁄𝐶 ) = 20 𝑓𝑡⁄𝑠

Table to sum up the assumptions:

Parameter English units SI units

Maximum altitude h 2133 ft 650.13 m
Range R 984.25 ft/s 300 m/s
Maximum Velocity 𝑉𝑚𝑎𝑥 124.67 ft/s 38 m/s
Cruise velocity 𝑉𝑐𝑟𝑢𝑖𝑠𝑒 99.74 ft/s 30.5 m/s
Stall velocity 𝑉𝑠𝑡𝑎𝑙𝑙 37.4 ft/s 11.4 m/s
Takeoff velocity 𝑉𝑡𝑎𝑘𝑒𝑜𝑓𝑓 41.14 ft/s 12.54 m/s
Climb velocity 𝑉𝑐 lim 𝑏 93.5 ft/s 28.5 m/s
Rate of climb (R/C) (12 or 20) ft/s (3.65 or 6.09) m/s
Table: assumption parameters in English and SI units

Chapter 2: Airfoils and Wing loading.

+ We chose three types of NACA airfoil for the glider’s wings, and we tried to estimate
projections to find the maximum Cl/Cd for the corresponding angle of attack
+ The data used is from the website airfoiltools , the graphs used are below for each NACA
airfoil.
(naca4415-il) NACA 4415
NACA 4415 airfoil
(naca4412-il) NACA 4412
NACA 4412 airfoil
(naca23015-il) NACA 23015
NACA 23015 airfoil
 + In the NACA airfoil designation system, the last two digits represent the maximum
thickness of the airfoil as a percentage of the chord length.
+ We want our airfoil’s thickness to be 12𝑐𝑚 ≤ 𝑡 ≤ 15𝑐𝑚
+ Our choice will narrow down to 4- digits airfoils instead of 5 digits. Why is that?

Family Advantages Disadvantages Applications

4-Digit (Ex. NACA 1. Good stall 1. Low maximum lift 1-General aviation
2415) characteristics coefficient 2. Horizontal tails
2. Small center of 2. Relatively high
pressure movement drag Symmetrical:
across large speed 3. High pitching 3. Supersonic jets
range moment 4. Helicopter blades
3. Roughness has 5. Shrouds
little 6. Missile/rocket fins
effect
5-Digit (Ex. NACA 1. Higher maximum 1. Poor stall behavior 1. General aviation
23012) lift coefficient 2. Relatively high 2. Piston powered
2. Low pitching drag bombers, transports
Moment 3. Commuters
3. Roughness has 4. Business jets
little
effect
Table: Comparision between 4digits and 5digits airfoils

→ 4-digit airfoils like the 4412 provide well-documented and predictable lift and drag
characteristics, making them suitable for a small-scale UAV where performance must
align closely with theoretical predictions.
→ The 4-digit series offer a good balance between lift and drag, making them ideal for
applications like gliders that require steady, efficient flight.
→ The 5-digit airfoil tends to have higher pitching moments, which could necessitate more
robust tail designs or control systems, increasing overall design complexity and weight.

NACA airfoil 𝛼 𝐶𝑙 𝐶𝐿 𝐶𝐷 𝐶𝑑 𝐶𝑙 ⁄𝐶𝑑

4412 5 1 0.0083 120
4418 5 1 0.0085 118
23015 9.25 1.25 0.015 91.3
Table: Data for 3 NACA Airfoils.
 𝐶
We select the airfoil with the highest lift-to-drag ratio ( 𝐿 ) as it is an indication of high aerodynamic
𝐶𝐷
efficiency, offering a larger range for the glider. Comparing the aerodynamic characteristics of these
three NACA airfoils, our choice would be NACA 4412.

Wing loading:
The wing loading is one of the most important design parameters as it affects cruise
performances takeoff and landing distances, as well as power requirements. It is simply the
ratio of weight to wing area of the aircraft: W/S.

We will be selecting the smallest wing loading after calculating it during all phases of flight.

> Let’s first calculate the Maximum lift Coefficient using the following equation:

Taking 𝑆𝑓𝑙𝑎𝑝𝑝𝑒𝑑 = 𝑆𝑤𝑖𝑛𝑔 = 𝑆𝑟𝑒𝑓 and 𝑆𝑢𝑛𝑓𝑙𝑎𝑝𝑝𝑒𝑑 = 0

(We considered the wing to be fully flapped?)

For chosen airfoil (NACA 4412), we take 𝐶𝑙𝑚𝑎𝑥 = 1 .

We then obtain our Maximum lift coefficient: 𝐶𝐿𝑚𝑎𝑥 = 0.9

Wing loading during takeoff:

𝑊
The equation used to calculate the wing loading at takeoff is: ( 𝑆 ) =
𝑡𝑎𝑘𝑒𝑜𝑓𝑓
ℎ𝑝
(𝑇𝑂𝑃)𝜎𝐶𝐿𝑡𝑎𝑘𝑒𝑜𝑓𝑓 ( )
𝑊

The value of TOP is obtained from Fig. 5.4 and is specified to lie between 100 and 250. For this
analysis, a value of 100 was selected.
 𝜌𝑡𝑎𝑘𝑒𝑜𝑓𝑓−𝑎𝑙𝑡𝑖𝑡𝑢𝑑𝑒
The density ratio is defined as 𝜎 = . Since the airport is assumed to be at sea
𝜌𝑠𝑒𝑎−𝑙𝑒𝑣𝑒𝑙
level, the density ratio is taken as 1.
2
𝑉𝑠𝑡𝑎𝑙𝑙
𝐶𝐿𝑡𝑎𝑘𝑒𝑜𝑓𝑓 is calculated using the formula 𝐶𝐿𝑡𝑎𝑘𝑒𝑜𝑓𝑓 = 𝐶𝐿𝑚𝑎𝑥 (𝑉 ) . For the airfoil 4412,
𝑡𝑎𝑘𝑒𝑜𝑓𝑓

𝐶𝐿𝑚𝑎𝑥 = 1 and after applying a safety factor, it is taken as 0.9 × 1 = 0.9 .

𝑉𝑠𝑡𝑎𝑙𝑙 = 37.4 𝑓𝑡⁄𝑠.

𝑉𝑡𝑎𝑘𝑒𝑜𝑓𝑓 = 41.14 𝑓𝑡⁄𝑠.

37.4 2
𝐶𝐿𝑡𝑎𝑘𝑒𝑜𝑓𝑓 = 0.9 (41.14) = 0.7438.

The horsepower-to-weight ratio was derived from Table 5.2. Given that we are working with a
powered sailplane, this value is set to 0.04.

Now we can calculate the wing loading during takeoff:

𝑊
( ) = (100) × 1 × 0.7438 × 0.04 = 2.9752 𝑙𝑏⁄𝑓𝑡 2
𝑆 𝑡𝑎𝑘𝑒𝑜𝑓𝑓

Wing loading during climb:

𝑇 𝑇 2 4×𝐶
𝐷𝑜 )
[𝑊−𝐺]±√[𝑊−𝐺] −(𝐴×𝜋×𝑒
𝑊 ⁄𝑆 = 2 ; where
𝑞×𝜋×𝑒×𝐴

W/S: wing loading at climbing phase in lb/ft^2

T/W: Thrust to weight ratio for glider

550×𝜂𝑝 ℎ ℎ𝑝
𝑇 ⁄𝑊 = × ( 𝑊𝑝 ); where = 0.04 and 𝜂𝑝 = 0.8
𝑉𝑐 lim 𝑏 𝑊

G: Climb Gradient= Rate of climb/ Max. Climb speed

𝐶𝐷𝑜 = 0.02: (For Clean Propeller aircraft)

A: aspect ratio

𝐴 = 4.464 ((𝐿 ⁄𝐷)𝑚𝑎𝑥 )0.69

 1
𝑞: 2 × 𝜌 × 𝑉𝑐 lim 𝑏 (dynamic pressure)

with 𝑉𝑐 lim 𝑏 = 93.5 𝑓𝑡⁄𝑠 and 𝜌𝑎𝑡 𝑠𝑒𝑎 𝑙𝑒𝑣𝑒𝑙 = 0.0023769 𝑠𝑙𝑢𝑔𝑠⁄𝑓𝑡 3

𝑒 = 1.78 × (1 − 0.045 × 𝐴0.68 ) − 0.64

+ Now implementing all values, we get:

550 × 0.8
𝑇 ⁄𝑊 = × 0.04 = 0.188
93.5
1
𝑞𝑠𝑒𝑎−𝑙𝑒𝑣𝑒𝑙 = × 0.0023769 × (93.5)2 = 10.389
2
𝐴 = 4.464 × 120.69 = 24.8
12
e = 0.43 and 𝐺 = 93.5 = 0.13
4×𝐶
𝑇⁄𝑊 − 𝐺 = 0.05965 , (𝑇 ⁄𝑊 − 𝐺 )2 = 3.5590 × 10−3 , 𝜋×𝐴×𝑒
𝐷𝑜
= 2.388 × 10−3 and
2
= 1.78 × 10−4
𝜋×𝐴×𝑒×𝑞

We get two values; (𝑊⁄𝑆 )𝑐 lim 𝑏 = 16.3 𝑙𝑏⁄𝑓𝑡 2 𝑜𝑟 4.41 𝑙𝑏⁄𝑓𝑡 2

Wing loading during cruise:

Wing loading during Stall:
𝑊 1 { 2
To calculate the wing loading at stall, we use the following equation: ( 𝑆 ) = ⋅ 𝜌 ⋅ 𝑉𝑆𝑡𝑎𝑙𝑙 ⋅
{𝑆𝑡𝑎𝑙𝑙 2

𝐶𝐿𝑚𝑎𝑥

As initially determined, we have: 𝑉𝑆𝑡𝑎𝑙𝑙 = 37.4 𝑓𝑡/𝑠

𝜌 = 0.0023769 𝑠𝑙𝑢𝑔/𝑓𝑡 3

𝐶𝐿𝑚𝑎𝑥 = 0.9

𝑊 𝑠𝑙𝑢𝑔 2
𝑓𝑡 2
( ) = 0.5 ⋅ 0.0023769 ⋅ (37.4) ( ) ⋅ 0.9
𝑆 𝑆𝑡𝑎𝑙𝑙 𝑓𝑡 3 𝑠
𝑊
We get: ( 𝑆 ) = 1.4961 𝑙𝑏/𝑓𝑡 2
𝑆𝑡𝑎𝑙𝑙

𝑊
( ) ≈ 1.5 𝑙𝑏/𝑓𝑡 2
𝑆 𝑆𝑡𝑎𝑙𝑙
 W/S (lb/ft^2)
Take off 2.9752
Climb 4.41
Cruise
Stall 1.5
Table: wing loading during different phases of the flight.

Winspan calculation:
Using the smallest wing loading:
𝑊 8.48 8.48
= = 1.5 ⇒ 𝑆 = ⇒ 𝑆 = 5.65 𝑓𝑡 2
𝑆 𝑆 1.5
We know that:

𝑏 = √𝐴𝑅 ⋅ 𝑆

𝑏 = √𝐴 ⋅ 𝑆
 Figure: Wing
area for a tapered wing.