AAE 451 UAV PROPOSAL CONCEPTUAL DESIGN REVIEW .
TEAM 4, Conceptual Design ReviewAAE 451UAV PROPOSALCONCEPTUAL DESIGN REVIEW DOCUMENTATIONTEAM 4Kevin KwanSara TassanDan PothalaJohn ThorntonMohammed Abdul RahimSean WoockNicole RisleyAlvin YipApril 26, 2007Page 1 of 103
TEAM 4, Conceptual Design ReviewTable of ContentsTable of Contents . .2Executive Summary . .41.0 Introduction . . .61.1 Product Definition .62.0 Business Case Recap . . . . .62.1 Customer Attributes .62.2 Business Strategy . . .63.0 Concept Selection . 93.1 Selected Concept . .93.2 External Layout . . 113.3 Internal Layout 134.0 Payload . 155.0 Constraint Analysis . . . 185.1 Constraints 185.2 Take off Constraints . 195.3 Sustained Turn Constraint . 205.4 Landing Constraint . 205.5 Constraint Results 225.6 Sizing . 225.7 Fuel Fraction for Cruise and Loiter . 225.8 Carpet Plot 245.9 Design Trade-offs . 255.10 Aspect Ratio Analysis 276.0 Propulsion System . 286.1 Engine Selection 306.2 Propeller Sizing . 326.3 Inlet Sizing . 326.4 Exhaust System. 327.0 Aerodynamic Analysis . . 337.1 Airfoil Selection 337.2 Wing Sweep . 377.3 Taper . 377.4 Twist . 398.0 Performance. 408.1 V-n Diagram. 408.2 Load Distribution. 408.3 Operating Envelope. 439.0 Structures. 449.1 Landing Gear. 459.2 Materials. 4810.0 Stability Analysis 4810.1 Longitudinal Stability. 4810.2 Neutral Point Calculation 5010.3 Group Weights and Aircraft Center of Gravity. 53April 26, 2007Page 2 of 103
TEAM 4, Conceptual Design Review10.4 Static Margin Analysis. 5510.5 Canard and Horizontal Stabilizer Sizing.5710.6 Lateral Stability – Vertical Stabilizer Sizing.6110.7 Control Surface Sizing.6411.0 Cost Analysis.6712.0 Summary.73R.0 References .75A.0 Appendix A 78A.1 Project Timeline Description.80A.2 UAV Database.81A.3 Pough’s Method. 82A.4 Code.83April 26, 2007Page 3 of 103
TEAM 4, Conceptual Design ReviewEXECUTIVE SUMMARY:Throughout the world today, there is an increased demand for Unmanned Aerial System (UAS) inmany different industries for many different purposes. A particularly high need has developed forUAVs with continuous area coverage capabilities. There are several industries in which thesevehicles would be useful; however, few options are available for the customer at an affordableprice. In recent years, there has been a realization among aircraft manufacturers and the public ofthe huge potential that exists in a civilian UAS market. Law enforcement and news agencies, withtheir helicopter fleets, have to deal with acquisition costs in the millions, and operating costs in thethousands of dollars every hour. The market is ready for the introduction of an Unmanned AerialSystem that can provide most of the advantages of a helicopter, while providing huge cost savingsand eliminating the risks of putting a crew in the air.The Metro-Scout UAS is designed specifically around payload packages such as the Cineflex V14high resolution aerial TV camera, and the ThermaCam SC3000, both of which are recognized astop of the line equipment in their respective categories of news coverage and surveillance. Inaddition, customers can pick a camera of choice to use as long as it meets weight, size, and mountadaptability requirements for the Metro-Scout. The Metro-Scout will be capable of carrying twosimilar, but alternate payload load-outs based on the mission requirements. For instance, a customerusing the Metro-Scout for news coverage would be able to carry single high-resolution TV cameraweighing 67 lbs, while a customer using the Metro-Scout for news coverage would be able to carrya payload package comprised of a low to moderate resolution surveillance day/night/IR camera, astill-shot camera, and a radar gun weighing 64 lbs in total. The Metro-Scout will be able to take-offfrom small airports in runway distances as short as 1000 feet. It can travel as far as a 200 miles, andloiter on-station for 7 hours. Current estimates put the take-off gross weight at 381 lbs.The Metro-Scout features an unconventional and innovative three surface design featuring canards,mid-fuselage mounted main wing and a horizontal stabilizer, that provide a number of advantagesin terms of stability, stall safety, drag reduction, and fuel-savings. The high aspect ratio main wingallows the Metro-Scout to loiter on station for nearly 7 hours, and have a range of nearly 200 nm.In addition, the use of winglets to complement directional stability also allows the Metro-Scout toApril 26, 2007Page 4 of 103
TEAM 4, Conceptual Design Reviewhave a decreased vertical tail area, and reduce induced drag off the main wing. The Metro-Scoutwill also feature a pusher-prop engine in order to minimize vibrations and electrical interference tothe camera payloads it will be carrying. It also incorporates the use of an innovative exhaust systemsimilar to some that are used in automobiles, which diverts exhaust gases away from the propellerin order to significantly reduce the noise footprint of the aircraft.Main Wing(tapered) AR 11Engine Air-Inlet4-Bladed PropWingletsBoom Twin Tailw/ HorizontalStabilizerCanards (AR 12)Plexi-glassCanopyMW AntennaFixed Tricycle LandingGear w/ Wheel FairingsFigure ES.1: Metro-Scout concept layoutIn addition, the Metro-Scout UAS will have a competitive acquisition cost of 285,000 andoperating costs of just 117/hour including ground crew/operator expenses, far below the currentaverage for news and law enforcement helicopters, and competitively on par with similar UAVs.Team 4’s goal with the Metro-Scout UAS is to provide news coverage and law enforcementcustomers with an intelligently and collaboratively-designed competitive, efficient UAS to achievemission objectives with less risk, less expenditure, and a greater degree of customer satisfaction.April 26, 2007Page 5 of 103
TEAM 4, Conceptual Design Review1.0 Introduction1.1 Product DefinitionThe Metro-Scout will be a remotely flown, multi-purpose Unmanned Aerial Systemdesigned to operate over highly populated metropolitan environments safely and quietly, insupport of the activities of various news agencies and law enforcement departmentsnationwide. It will be designed to perform continuous area coverage and meet all currentFAA regulations for an Unmanned Aerial System operating in airspace over urban areas inthe United States. The aerial activities of news and law enforcement agencies have missionrequirements that have distinctly different goals, but similar characteristics in terms ofendurance, range, and many other aspects. Each type of customer would require differentpayload load-outs for their type of mission. However, both types of mission load-outs havesimilar payload weights and set-ups, and therefore, a single airframe can satisfy the missionrequirements of both types of customers.2.0 Business Case Recap2.1 Customer AttributesThe anticipated primary customers of the Metro-Scout include news agencies and lawenforcement departments in urban areas nationwide that currently depend on helicoptersand to a much lesser extent, manned fixed-wing aircraft for their aerial operations. Thedisadvantages of using helicopters are primarily cost-related. Helicopter operations areextremely expensive, with operating costs on the order of several hundred dollars an hour.In addition, putting a crew in the air introduces a risk factor that can result in additionalinsurance and other miscellaneous expenses.2.2 Business StrategyTeam 4’s business strategy is centered around providing the target customers with a costeffective alternative to either replacing or supplementing their current helicopter fleets.Team 4 envisions that the introduction of the Metro-Scout will reinvigorate sales in thetarget market, and open up many new smaller markets for sales that previously could notafford the steep prices associated with helicopter operations. As a result, Team 4 believesthat the Metro-Scout will gain marketplace acceptance very rapidly, and outsell thecompetition within just three years of introduction. The cost-savings and risk-reductionApril 26, 2007Page 6 of 103
TEAM 4, Conceptual Design Reviewalone should be enough to convince a number of target customers to use the Metro-Scoutfor a majority of their operations in order to relieve the pressure on their helicopter fleets.Table 2.1 below highlights the expected market-share for the Metro-Scout againstcompeting options such as helicopters and other UAVs in three year periods from the startof sales in 2010 through 2021 when product retirement is expected.According to studies conducted by Helicopter International Association ([3.1], [2.2]),approximately 650 helicopters have been sold to law enforcement agencies, and 250 tonews agencies over the past 20 years. The HIA and AOPA reports suggest that the numberof helicopters currently in use by the target customers is mostly composed of new salesmade in the past 20 years. This allows the team to predict a large number of sales,approximately 75 a year from 2010 through 2021. As with the introduction of any newtechnology, Team 4 anticipates that the number of sales will be small right after productintroduction. Team 4 predicts 20 sales in the first year of production, 50 in the second year,75 in the third year and so on. The justification for this expected near-exponential growth insales is product acceptance in the marketplace as a cost-effective alternative to existingalternatives. Additionally, a number of smaller market customers should see the MetroScout as an attractive option for aerial operations, and these smaller market customersshould net the Metro-Scout a sizeable proportion of sales.Period2010 - '122013 - '152016 - '182019 - '21Average /(3 years)Market Share (%) Metro-Scout Sales Total Sales (Helis UAVs)44.714530560.734556845.129565227.916057044.6 %236523Table 2. 1: Anticipated Market Share for the Metro-Scout ProductTable 2.1 above, shows that Team 4 expects to have an average market share of 44.7%within the first three years as customers begin to realize the potential that the Metro-Scoutoffers them in terms of cost-savings, and ease of operations compared to traditionalhelicopter operations. The market-share should increase quite dramatically to 60% in theApril 26, 2007Page 7 of 103
TEAM 4, Conceptual Design Review2013-2015 period as the Metro-Scout reaches peak sales due to its increasing attractivenessto the target customers. By 2021, the single year market share should however have droppedto just below 20%. This is because Team 4 anticipates that the market will receive an influxof newer UAV designs aimed at the target customers around 2015-’16 as othermanufacturers catch on to the market potential of Team 4’s target market. Depending on theactual success of the Metro-Scout, the 2019-’21 period might be the time for themanufacturer of the Metro-Scout to investigate developing and introducing a newer modelor a brand new product to compete with the newer UASs that will start to flood the targetmarket.In summary, Team 4 anticipates that a total market for over 900 sales for the Metro-Scout.This seems like a reasonable figure considering the current size of the helicopter fleet in useby the target customers is nearly 2000. Team 4’s business goal is to capture 40% of thisexisting market size, with sales to newer smaller markets constituting the remaining marketshare for the product.It should finally be noted that Team 4 does anticipate the future use of the Metro-Scout forapplications it wasn’t specifically designed for, but might be quite reasonably adapted for.For instance, Search and Rescue operations could take advantage of the Metro-Scout’s highendurance and range to cover vast stretches of land or ocean. Wildlife film-makers andscientists could find it very economical and efficient to use the Metro-Scout for aerialobservation activities – (For example, Planet Earth – a mini-series on the Discoverychannel made news this year for their ingenious use of helicopter mounted cameras such asthe Cineflex V14 to capture stunning aerial wildlife footage). Homeland Security, Trafficobservation, forest service use, wildfire observation, climate observation – the possibilitiesare nearly infinite for the Metro-Scout due to the generic nature of some of its operatingcapabilities. Predicting the number of sales to these miscellaneous not-designed for users ishard to predict, but a good marketing effort targeted at such potential customers might net aprofitable number of sales, beyond those already covered.April 26, 2007Page 8 of 103
TEAM 4, Conceptual Design Review3.0 Concept Selection3.1 Selected ConceptTeam 4 has selected a three surface twin tail pusher prop aircraft concept to be the mostviable solution for the mission engineering requirements, based on the results from the useof Pugh’s method of concept selection. The three surfaces are the main wing, canards upfront, and a boom mounted horizontal tail mounted in between two vertical tails.Shown below is a walk-around view of the selected concept, detailing the layout of theMetro-Scout.Main Wing(tapered) AR 11Engine Air-InletWinglets4-Bladed PropBoom Twin Tailw/ HorizontalStabilizerCanards (AR 12)Plexi-glassCanopyMW AntennaFixed Tricycle LandingGear w/ Wheel FairingsFigure 3.1: CAD walk-around image of the Metro-Scout concept - Note the Canards and Pusher PropThe external and internal layouts are explained further in sections 3.2 and 3.3 below.April 26, 2007Page 9 of 103
TEAM 4, Conceptual Design ReviewBenefits/Justification of a three surface design:Since the System Definition review, the Metro-Scout has undergone a major redesignprimarily due to tail sizing, and stability concerns. As explained later in the stability andperformance section of this report, the need to obtain a reasonable static margin of 10-15%was the primary driving force behind the addition of the aft horizontal tail. One of thelessons learned during this redesign effort was that three surface designs that incorporatecanards, main wing and an aft horizontal stabilizer can offer an aerodynamic benefit,because the canard could be designed so that the lift it generated cancels out the negative liftgenerated from the aft horizontal tail. The benefit is that unlike conventional tailed aircraft,the main wing does not need to be made larger to account for the extra lift needed to counterthe negative lift from the aft horizontal tail.Also, the length of the canard can be reduced, because the aft horizontal tail is alsocontributing to stability. This reduces the canard’s effect on reducing the main wingefficiency. An additional benefit for the Metro-Scout is that the location of the payload,camera, and fuel tank place packaging constraints in terms of the structure. The canards andtheir associated carry-through structure have to be clear of these other components. Team 4found that the canard could be located at 4 feet from the nose of the aircraft at the most. Tomaximize the distance between the main wing and canard for stability, this location of 4 feetwas chosen. The benefit of having the three surface design is that the canard and main wingcan be close-coupled without the need for a inefficient close-coupled tandem wingconfiguration. Other aircraft such as the Piaggio Avanti, and the Boeing X-50A dragonflycanard rotor wing demonstrator aircraft have used the three surface design concept to asuccessful extent.Another design change since the SDR is that Team 4 has scrapped the single vertical tailconcept and gone with a boom-mounted twin vertical tail approximately 6 feet aft of themain wing. Due to sizing concerns, it was found that the vertical tail would need to be over10 feet high for the aircraft to maintain directional stability due to the close-couplingbetween the CG and the vertical tail. Pugh’s method was used to analyze/conduct a tradestudy for five different configurations according to a list of criteria for expected benefits andApril 26, 2007Page 10 of 103
TEAM 4, Conceptual Design Reviewnegative effects (See appendix A.3 for the Pugh’s method excel worksheet) – a singlevertical tail, winglets/vertical tails mounted on wingtips, winglets a single vertical tail,winglets on a swept wing, twin vertical tails mounted on a boom, twin vertical tailsmounted on a boom winglets on the main wing. It was found that the boom mounted twinvertical tails winglets on the main wing concept provided the most benefits in terms ofboth parasite and induced drag savings, and height and total surface area required of thevertical tails with minimal weight penalty.3.2 External LayoutThe Metro-Scout is sized based primarily on the following requirements:(1) To allow all internal equipment such as payload, engine, avionics, and structure tobe mounted safely and with ample room to allow easy access for maintenance, andfreedom of interference from neighboring equipment.(2) To allow the positioning of the wings, canards, vert
Scout as an attractive option for aerial operations, and these smaller market customers should net the Metro-Scout a sizeable proportion of sales. Period Market Share (%) Metro-Scout Sales Total Sales (Helis UAVs) 2010 - '12 44.7 145 305 2013 - '15 60.7 345 568 2016 - '18 45.1 295 652 2019 - '21 27.9 160 570 Average / (3 years)
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UAV Task-Force Final Report Chapter 1 3 11 May 2004 1 INTRODUCTION 1.1 BACKGROUND The Joint JAA/EUROCONTROL initiative on UAVs (hereinafter addressed by “UAV Task-Force” or “UAV T-F”) was established in September 2002 on the basis of a joint decision of the JAA and EUROCONTROL governing bodies. This decision was taken in reaction to the growing European UAV Industry and their .
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(Figure 2), while the UAV (or drone/UAS) used was senseFly's eBee Plus UAV. This UAV had its built-in RTK/PPK function enabled (Figure 2) and was equipped with a senseFly S.O.D.A RGB camera. Figure 2: senseFly's eBee Plus UAV (left) with Trimble's SX10 hand controller (center) and SX10 scanning total station with carry case (right).
Introduction 1 Part I Ancient Greek Criticism 7 Classical Literary Criticism: Intellectual and Political Backgrounds 9 1 Plato (428–ca. 347 bc)19 2 Aristotle (384–322 bc)41 Part II The Traditions of Rhetoric 63 3 Greek Rhetoric 65 Protagoras, Gorgias, Antiphon, Lysias, Isocrates, Plato, Aristotle 4 The Hellenistic Period and Roman Rhetoric 80 Rhetorica, Cicero, Quintilian Part III Greek .
