Design And Manufacturing Of Generic Unmanned Aerial Vehicle Fuselage .

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DESIGN AND MANUFACTURING OF GENERIC UNMANNED AERIALVEHICLE FUSELAGE ASSEMBLY (PAYLOAD BAY, EMPENNAGE,WHEEL ASSEMBLY AND WINGBOX) VIA LOW COST FIBER GLASSMOLDING PROCESSANG ENG LINGA project progress report submitted in partial fulfillment of the requirementsfor the award of Bachelor of Engineering (Hons) Mechatronics EngineeringFaculty of Engineering and ScienceUniversiti Tunku Abdul RahmanApril 2012

iiDECLARATIONI hereby declare that this project report is based on my original work except for thecitations and quotation which have been duly acknowledged. I also declare that it hasnot been previously and concurrently submitted for any other degree or award atUTAR or other institutions.Signature:Name:Ang Eng LingID No.:08UEB05561Date:13 APRIL 2012

iiiAPPROVAL FOR SUBMISSIONI certify that this project report entitled “Design and Manufacturing of GenericUnmanned Aerial vehicle fuselage assembly (Payload bay, empennage, wheelassembly and wingbox) via low cost fiber glass molding process” was preparedby ANG ENG LING has met the required standard for submission in partialfulfillment of the requirements for the award of Bachelor of Engineering (Hons.)Mechatronics Engineering at Universiti Tunku Abdul Rahman.Approved by,Signature:Supervisor:Date:

ivThe copyright of this report belongs to the author under the terms of thecopyright Act 1987 as qualified by Intellectual Property Policy of University TunkuAbdul Rahman. Due acknowledgement shall always be made of the use of anymaterial contained in, or derived from, this report. 2012, Ang Eng Ling. All right reserved.

vSpecially dedicated tomy lovely parentswho are so concerns of my health

viACKNOWLEDGEMENTThe successful of this project laid on the good guidance and instructions of both mysupervisors, Mr. Chuah Yea Dat and Mr. Julian Tan Kok Ping. Their expertise inmanufacturing and aeronautics assisted me in solving difficulties faced in the project.Besides their guidance, they sacrificed their precious time in exploring me to variousfields of knowledge to enhance the quality of the project and prototype.

viiDESIGN AND MANUFACTURING OF GENERIC UNMANNED AERIALVEHICLE FUSALAGE ASSEMBLY (PAYLOAD BAY, EMPENNAGE,WHEEL ASSEMBLY AND WINGBOX) VIA LOW COST FIBER GLASSMOLDING PROCESSABSTRACTThe use of generic unmanned aerial vehicle (UAV) is getting common as its smallsize can easily replace bulky aerial vehicle such as helicopters and airplanes inperforming surveillance missions. However, spacious room is need to store the UAVand the cost for a generic UAV is relatively high and seldom be owned by normalcommercials and industries other than military forces. The purpose of this project isto produce a detachable, and yet low cost generic unmanned aerial vehicle (UAV).This aircraft should be light weight enough to be hand launched to the air. Hence alot of conventional methods to produce an aircraft are not suitable in manufacturingthis generic unmanned aerial vehicle. For example, the use of bulkhead will bereduced to minimum in order to decrease the weight of the generic UAV andincrease the cargo space for the payload bay. In addition, the generic UAV has to bedetachable. This enables the user to attach it when performing surveillance activityand detach it for easy storage so that the generic UAV could be packed in smallspace. The proposed method in this project to manufacture the generic UAVeconomically is by using low cost fiber glass to mold the fuselage of the place. Apair of male and female mold will be constructed and the shape of the fuselage willbe imitated using flexible fiber glass in the molding part of the mold. Epoxycohesive and hardener will be used to harden and sustain the shape of the fuselageduring the molding process. Finishing touches will be applied to the new moldedfuselage to refine the aerodynamics flow around the body.

viiiTABLE OF CONTENTDECLARATIONiiAPPROVAL FOR SUBMISSIONiiiACKHNOLEDGEMENTSviABSTRACTviiTABLE OF CONTENTviiiLIST OF TABLESxiLIST OF FIGURESxiiLIST OF APPENDICESxviiiCHAPTER12INTRODUCTION11.1 Background11.2 Objectives21.3 Chapter Outline3LITERATURE REVIEW42.1 Recent UAV Development42.2 Design of Fuselage and Empennage of UAV72.3 Ways of Deployment of UAV92.4 Breakthrough in Aerospace Composites Manufacturing132.5 Low Cost Composites Structure Manufacturing Techniques152.6 Low Cost Expandable UAV19

ix34METHODOLOGY233.1 Project Design Overview233.2 Designing the UAV253.3 Fabrication of UAV Fuselage26DESINING AND MANUFACTURING THE UNMANNED27AERIAL VEHIVLE4.1 Designing the UAV274.1.1 Fuselage Design274.1.2 Empennage294.1.2.1 Single Boom or Double Boom294.1.2.2 Empennage Design314.2 Material Selection4.2.1 Fuselage Material32324.2.1.1 Fuselage Frame324.2.1.2 Bulkhead344.2.1.3 Fuselage Skin354.2.2 Summary of Material Selected384.3 Manufacturing Method Selection394.4 UAV Fabrication404.4.1 Fuselage Frame404.4.1.1 Longerons414.4.1.2 Bulkheads424.4.1.3 Vertical and Diagonal Supportive Structures454.4.1.4 Connecting the Jigsaws474.4.2 UAV Skin474.4.2.1 Preparing the Mold484.4.2.2 Molding the Skin494.4.3 Problems Encounter during Fabrication Process514.4.3.1 Balsa Woods514.4.3.2 Fuselage Frame Warping524.4.3.3 Mixing the Right Ration and Amount of Epoxy52Adhesive53

x4.4.3.4 Spreading Right Amount of Epoxy Adhesive534.4.3.5 Laying the Fiberglass and Health Issues544.4.4 Completed Fuselage Frame with Skin Molded4.5 Fabricating the Empennage555564.5.1 Fabricating the Tailplane and Elevator574.5.2 The Fins and Rudder584.5.3 Filming the Empennage694.5.3.1 Ironing the ToughLon604.6 Landing Gear61ASSEMBLING THE UAV FUSELAGE, WINGS AND64EMPENNAGE5.1 Assembling the UAV67645.1.1 Assembling the UAV Empennage655.1.2 Wiring and Servo Motors685.1.2.1 Problems of Wiring Installation705.1.3 Wings715.2 Completed UAV74TESTING THE UNMANNED GENERIC VEHICLE756.1 Test Flight756.2 Flutter Test79CONCLUSION AND RECOMMENDATION807.1 Conclusion807.2 Recommendation81REFERENCES82APPENDICES84

xiLIST OF TABLESTABLETITLEPAGE2.3Decision Matrix for UAV Deployment Options122.6aList of Material in Consideration192.6bSelection Material for UAV fuselage224.1.2.1Advantages and Disadvantages of Single Boom and30Double Boom4.2.1.1Material Selection for Fuselage Frame334.2.1.2Material Selection for Bulkhead344.2.1.3aMaterial Selection for Fuselage Skin364.2.13bTensile Strength and Compressive Strength for37Fiberglass4.2.2aMaterial Selection for Fuselage Frame384.2.2bMaterial Selected for Bulkhead384.2.2cMaterial Selected for Fuselage Skin38

xiiLIST OF FIGURESFIGURETITLEPAGE2.1.1aSilver Fox Block – B4UAV42.1.2aManta UAV Block B52.1.2bManta UAV Launched to Air by Catapult System52.1.3Coyote with Sonobouy62.2aSide view and rear view of the fuselage72.2bInternal layout of the fuselage72.2cAircraft Dimension used to size the empennage82.4Diagram of the Design of a Filament Wound Body for Small14Propeller Driven Aircraft2.5aGeoSurv II Solid Model152.5bSchematic Representation of VARTM Processes162.5cMoldless VARTM Flow Simulation and Infusion Setup162.5dVacuum Forming Work Station17

xiii2.6aList of Material in Consideration192.6bSelection Material for UAV Fuselage223.1Project Overview Flowchart243.2Designing Flowchart of the UAV Fuselage253.3Manufacturing Flowchart of the UAV Fuselage264.1.1Fuselage Design284.1.2.2Empennage Design314.4.1Fuselage Frame Design404.4.1.1aBalsa Wood and Balsa Stripper414.4.1.1bMe Cutting the Balsa Strips414.4.1.1cCutting Away the Excessive Balsa Wood424.4.1.2aBulkhead Outline424.4.1.2bCut Paper Bulkhead Outline pasted on the 3-ply Hardened43Plywood4.4.1.2cSquare Bulkhead with Pasted Outline434.4.1.2dMe sanding the Bulkhead444.4.1.2eFinished Bulkhead44

xiv4.4.1.3aDiagonal Supportive Structure Outline454.4.1.3bPaper Outline Pasted on the Balsa Wood Strip454.4.1.3cFinish Diagonal Supportive Structure with Pasted Actual46Dimension Paper Outline4.4.1.4Fuselage Frame474.4.2.1Fuselage Female Mold484.4.2.2aApplying Wax on the Fuselage Female Mold494.4.2.2bSpreading the Epoxy Evenly494.4.2.2cLaying the Fiberglass504.4.3.1aFigure of Good Cut Balsa Wood514.4.3.1bFigure of Bad Cut Balsa Wood524.4.3.4Fiberglass Peeled Off534.4.5Completed Fuselage Frame with Skin554.5aEmpennage Design564.5bActual Size Mock Up Empennage564.5.1aMe Sanding the Horizontal Stabilizer574.5.1bTailplane Sanded to Desired Curve Edges57

xv4.5.1cCompleted Tailplane and Elevator584.5.2Completed Fin and Rudder584.5.3Figure of Me Covering the Empennage with White Film594.5.3.1Damaged ToughLon Film604.6aDesign Landing Gear614.6bBending the Downlock Struck614.6cHammering the Downlock Struck624.6dCutting the Excessive Part away624.7eComplete Landing Gear634.7fLanding Gear Fully Compressed635.1.1aTailplane and Elevator Fiberglass Hinges655.1.1bHinged Tailplane and Elevator655.1.1cHinged Fin and Rudder665.1.1dAdhering the Boom to the Fin665.1.1eAdhered Boom to the Fin675.1.1fTwo Identical Set Fabricated675.1.1gCompleted Empennage67

xvi5.1.2aFin with Hole685.1.2bServo Motor Installed685.1.2cInstalling Wiring (1)695.1.2dInstalling Wiring (2)695.1.2eInstalling Wiring (3)705.1.2fWiring Installed Complete705.1.3aTrimming the Wings715.1.3bDrilling Holes on the Mid Wing725.1.3cDrilling Holes in Carbon Rod725.1.3dEmpennage Mounted on the Mid Wing735.1.3eWhole Wing and Empennage735.2Completed UAV746.1aScreen Shot of Video756.1bOne of the Photos Showing a Ground Survey on the Field766.1cA Photo Shows Housing Layout766.1dA Photo Showing the Middle of the Field with Us Standing77on It

xvii6.1ePhotos were Stitched to Show Aerial Survey786.2Fluttering Test Video79

xviiiAPPENDICESAPPENDIXTITLEPAGEIThe Progress84

CHAPTER 1INTRODUCTION1.1 BackgroundGeneric unmanned aerial vehicle (UAV) is undoubtedly the future equipment forscouting and surveillances. It is small in size, versatile, and low in fuel upkeep.However, the demand of generic UAV is low in commercial sector as its high initialcost. Besides that, maintenance cost could be fly high as generic UAV mostly landon uneven ground as there is always wear and tear due to fragile fuselagecomponents. All generic UAV are not detachable and need a roomy space to store itwhen it is not in service. This could not be handy and it’s a waste of space as thestorage compartments cannot be fully utilized.There the purpose of this project is to design a durable fuselage assembly thatcan tolerate raft conditions. In the same, it has to light weight to be hand launchedwhile supporting the structures and components firmly. Another important criteria inthis project is to minimize its initial cost. Besides using low cost fiber glass as thematerial for the fuselage and components assembly, the manufacturing process andmethod are crucial for building a low cost generic UAV.

21.2 Objectives To study and learn about the current design and manufacturing techniques ofgeneric unmanned aerial vehicle. To design and manufacture generic unmanned aerial vehicle fuselage assemblyvia low cost method. To apply the knowledge learnt by producing a generic unmanned aerial vehicleprototype. To learn practical experience through producing prototype of generic unmannedaerial vehicle. To perform test flight of the prototype of the generic unmanned aerial vehicle.

31.3 Chapter OutlineChapter 1 introduced the reason for this title selection and the problems occur bymost generic UAV. The objectives needed to be archived are also stated in thischapter.Chapter 2 in the literature review done about the title selected. Related information isreview for example the current development of UAV, deployment methods,manufacturing techniques, and low cost material selection.Chapter 3 is the flowchart of the design and the manufacturing process that isplanned in order to producing a successful generic unmanned aerial vehicle.Chapter 4 is the design and fabrication of the UAV. The design of fuselage andempennage of the UAV is first discussed follow by the material selection andmanufacturing method selection. Then the fabrication process of fuselage,empennage and landing gear are discussed in detail. Problems faced during themanufacturing process are also included.Chapter 5 is assembling the UAV. The assemble steps of UAV empennage, wings,wiring and servo motors are discussed.Chapter 6 is the UAV testing section. Fluttering test and test flight are done. Resultis shown.Chapter 7 is the conclusion and recommendation. What I had learnt throughout theprocess is jotted down. Recommendations are written for further improvement infuture.

CHAPTER 2LITERATURE REVIEW2.1 Recent UAV developmentThis section reviews the recent development of UAV that were designed to performsurveillance and monitoring for the US navy.2.1.1 Silver FoxThe Silver Fox UAV was first designed and built in 2001 to meet a US Navyrequirement to search for and monitor the movement of whales. It has the size andshape with a 5 inch fuselage and a 94 inch wingspan. The initial success of this UAVand the ease of launch and recovery gained support within the Navy with the goals ofproving an organic intelligence capacity, in real time, to small contingents of forwarddeployed military personnel. The Silver Fox system can be fully employed by a teamof two individuals, who if desired can fly multiple UAVs simultaneously. (Patterson& Brescia, 2007)Figure 2.1.1: Silver Fox Block – B4 UAV (Patterson & Brescia, 2007)

52.1.2 MantaManta UAV was designed in 2002 with a purpose to provide larger payload than theSilver Fox for a wider range of missions. With the same wingspan as the Silver FoxUAV, the fuselage region is significantly larger and enabling to carry a standardpayload of 6.81 to 8.17 kg compared with 2.27-3.63kg for the Silver Fox. It carries ahyperspectral imaging unit and other advanced cameras. A catapult system wasdeveloped for the maritime operations. (Patterson & Brescia, 2007)Figure 2.1.2a: Manta UAV Block B(Patterson & Brescia, 2007)Figure 2.1.2b: Manta UAV Launched to Air by Catapult System from theStiletto Experimental Hull Vessel(Patterson & Brescia, 2007)

62.1.3 CoyoteThe coyote was built to be stored and launched from a standard sonobuoy tube. It isto provide surveillance capability for aircraft. The defined mission would bepreloaded into flight control software prior to launch and the Coyote would gathersurveillance data of the defined target. It has a cruising airspeed of 50 knots and dashairspeed of 75 knots. It can operate up to 25,000ft. (Patterson & Brescia, 2007)Figure 2.1.3: Coyote with Sonobuoy (Patterson & Brescia, 2007)

72.2 Design of Fuselage and Empennage of UAVFigure 2.2a: Side View and Rear View of the Fuselage (All Dimensions inInches) (Alioto et al., 2010)Figure 2.2b: Internal Layout of the Fuselage(Alioto et al., 2010)Figure 2.2a above shows the fuselage exterior and figure 2.2b shows the internallayout of the fuselage. Alioto et al. (2010) realize that the main constraint for thefuselage is the overall size. The collapsed aircraft needs to fit in a standardizedARLISS deployment tube with an inside diameter of 5.5 inches and length of 10.5inches. Empennage will be situated on a boom, which will be spring loaded to allowautomatic deployment in midair. These parts will be made of rolled fiberglass andcarbon fiber tubes in order to provide the tailboom, with a maximum amount ofrigidity.

8The tail volume coefficient method was used to size the empennage (Rockam.J, 2004).ܵ ௌ ܵ௩ ೇ ௌ ೡ“S, Sh, and Sv are the wing, horizontal and vertical area. Xh and XV are the distancesof the horizontal and vertical aerodynamic centres from the wing leading edge; b isthe wingspan and c is the wing chord; Vh and Vv are the volume coefficients for thehorizontal and vertical stabilizers. The figure 2.2c below shows the aircraftdimension used in the sizing of the empennage.” (Kovanis et al., 2011)Figure 2.2c: Aircraft Dimension used to size the Empennage(Alioto et al., 2010)

92.3 Ways of deployment of UAVThere are many ways to launch a generic UAV. Eight deployment options wereconsidered and these options were divided into two groups. The first is aerialdeployment and the second is surface deployment. Traditional take off method is notin consideration in order to minimize the cost of the UAV and to improve missionand location versatility. “The landing gear required for traditional take-off greatlyincreases the cost, weight, and complexity of the UAV design. In addition, a runwayis needed in controlled location, greatly reducing the reconnaissance capabilities ofthe aircraft.” (Team Lemming, 2003)There are five options in the aerial development category. They are simpledrop, parachute assisted drop, boom launch, hard point launch, and low tow line. Simple dropThis method is to push the plane out of the rear cargo door of the transportaircraft and the UAV is expected to fall a predetermined distance and then pullout of the dice once it has gained control. The advantage of this method is lowcost but will need minimal modifications to both UAV and the transport aircraft.The disadvantage is the UAV size restriction stemming from the internal storageand the stability and control issues associated with the dive recovery. (TeamLemming, 2003) Parachute-Assisted DropThis deploy method is like the simple drop, save for a parachute attached to thetail section of the UAV. After deployment, the engine will start up and the UAVwill be released from the chute. The advantages of this option are its simplicityand inherent stability provided by the chute. “The disadvantages to thisdeployment options are the size restrictions imposed on the UAV and thediscarding of the drag chute after launch.” (Team Lemming, 2003)

10 Boom Launch“Boom launch method involved the mounting of the UAV to a boom that extendsfrom the transport aircraft.” Its advantage is the simplicity in release due to thepre-launch positioning of the craft in its autonomous flight position. Thedisadvantages are the inherent cost of the boom design and the internal storagesize restrictions imposed on the UAV. (Team Lemming, 2003) Hard point launchThis option is to mount the UAV to a hard point on the transport aircraft and thenreleasing it. The released UAV will enter the sustain flight on its own. “Theadvantages to this option are the minimal modification required for the transportaircraft and the method’s proven history.” The drawback is that the externalstorage of the UAV would require a stronger structure to withstand the cruisespeed of the UAV and the separation issues associated with a deployment so farforward on the transport craft. (Team Lemming, 2003) Tow LineThe UAV is towed behind the helicopter to the deployment location and isreleased from the helicopter. The lack of UAV size restriction and the cruisespeed of the helicopter that is near to the UAV are the advantages of this method.However, only one UAV launch is possible per transport. (Team Lemming, 2003)The remaining three methods are surface deployment options. The shiprocket-assisted take-off (RATO) launch, the submarine launch, and the ship catapultlaunch. Ship RATO launchThe UAV will be launched from the deck of the ship placing a small rocket onthe underside of the UAV which is used to accelerate the UAV to its cruise speedand position. The advantages of this method are the multiple UAV launchcapacity. The disadvantages to this option are the launch would be limited tocoastal area and the increase of structure design cost due to high launch velocity.(Team Lemming, 2003)

11 Catapult launchThis launch option involves mounting a catapult to a ship and the UAV islaunched with sufficient velocity for the aircraft to sustain flight autonomously.This launch option is a proven method. Besides, multiple UAV deploymentcapability and its cost effectiveness are advantages. However, this method is onlylimited to coastal regions and calm seas as for the requirement for a catapultlaunch. (Team Lemming, 2003) Submarine launchThis launch option is similar to the RATO launch option. The difference is theUAV is first launched from the submarine in an ICBM tube before the rocket isfired above the surface of the water. “The primary advantage to this design is thestealth of the transport submarine.” (Team Lemming, 2003)The selection of deployment options will be determined by a decision basedon six factors of merit (FOM). The factors of merit were quantified with on throughfive weighting scale, respectively low to high importance. (Team Lemming, 2003) The first factor is the UAV cost, weight five of the scale. The second factor is the deployment system cost, weight three. The third factor is the feasibility of deployment option, weight four. The fourth factor is the reliability of deployment option, weight two. The fifth FOM is the safety of deployment option, weight two The final FOM is the UAV launch capacity, weight one.

12The table below shows the decision matrix for the UAV deployment options.Table 2.3: Decision Matrix for UAV Deployment Options (Team Lemming,2003)The decision matrix highlighted the highest scoring deployment options. Thethree options highlighted in yellow are the options selected. The simple drop methodis highlighted in orange as the author is not sure whether will the UAV recover itself.

132.4 Breakthrough in Aerospace Composites ManufacturingThis paper (Strong, A. Brent, 2004) suggests that airplanes are to be manufacturedby composites. The highly sophisticated developed and automated techniques formaking aircraft using a unique patent pending winding process called fibeX. Thismanufacturing system produces light weight and low cost aircraft components.The Rocky Mountain Composites (RMC) technology is able to manufacturelight weight, low cost aircraft parts represents serious potential for cost savings inaircraft manufacturing. Some important new innovations have been made principallyinvolving integral stiffening. The inclusion of the integral stiffeners, material that isput into the components is made by fibeX, is about one third to one half of materialcost as compared to typical equivalent high performance competitive materials.RMC’s technology avoided the use of autoclaves as it is believed to be impracticaland will be costly in the long run and therefore relatively inexpensive pressure moldsystem are used. (Strong, A. Brent, 2004)The technology is to reduce the three main features of an aircraft A one piece co-cured fuselage design with integrated structural elements The layup of fuselage skins using low cost materials with automated placementof skin plies. Co-cured frames from material generated by advanced winding techniques.The structure below shows a typical structural configuration and the majorelements for a fuselage for a small airplane fuselage. The selection of compositematerials for aircraft structures has several advantages. The ease of obtaining the desired aerodynamics shape and surface smoothness ofthe fuselage. Provides the ability to highly integrate many structural requirements Creates the ability to mold large structures in one piece.

14Figure 2.4:Diagram of the Design of a Filament Wound Body for Small Propeller Driven Aircraft(Strong, A. Brent, 2004)

152.5 Low Cost Composites Structures Manufacturing TechniquesThe applications of advanced composite structure have seen tremendous growthacross the spectrum of the aerospace industry over the past fifteen years. Compositesstructures offer reduced part-count, excellent mechanical properties, and significantweight savings as compared to the conventional metallic lightweight structures.Manufacturing aerospace grade required composite components by conventionalprepregs manufacturing methods to reduce the cost in ongoing area of research atCarleton over the past three years. This research will directly benefit small aerospacecompanies as new low cost techniques, Vacuum Assisted Resin Transfer Molding(VARTM) method, is being investigated to produce composites aircraft. (Maley A.J.,2008)Figure 2.5a: GeoSurv II Solid Model(Maley A. J., 2008)All major airframe components were manufactured using the conventionalVacuum Assisted Resin Transfer Molding (VARTM) Process. A typical VARTMprocessing cycle involves resin impregnation of fibrous perform under vacuumpressure. VARTM uses low cost, disposable materials, which makes this processeconomical for low parts counts. The figure below shows the schematicrepresentation of VARTM process. (Maley A.J., 2008)

16Figure 2.5b: Schematic Representation of VARTM Processes(Maley A.J., 2008)An innovative moldless VARTM method was developed and implementedon the fuselage main frame. This process uses the core material as the mold tofabricate complex-geometry sandwich structured, eliminating the additional materialand labour costs associated with mold preparation. In-house developed permeabilityevaluation techniques were used together with Liquid Injection Molding Simulation(LIMS) software to predict VARTM infusions. (Maley A.J., 2008)Figure 2.5c: Moldless VARTM Flow Simulation and Infusion Setup(Maley A.J., 2008)This new type of VARTM method continues to be investigated by the authorfor improvement in the process robustness, repeatability, and part tolerances. Theissues under further study include improved simulation of resin flow, variations tobasic manufacturing processes for better performance and strength / damagetolerance evaluation of the resulting structures. (Maley A.J., 2008)

17According Zhang X.T. (2010) in his project report of UAV Design andManufacturing 2010, he manufactured the fuselage using vacuum forming technique.Vacuum forming is one of the methods using thermoforming treatment. This methodis generally been promoted as a ‘dark art’ and best left to companies withsophisticated processing equipment that is able to supply the facility and service. Thewhole fuselage requires vacuuming forming as a tool to manufacture two parts:aircraft nose and the tail cone.The process is by inserting a thermoplastic sheet in a cold state into formingclamp area and to heat it to desired temperature either with just a surface heater orwith twin heaters. Then the mould is raised from below. The trapped air is evacuatedwith the assistance of a vacuum system and once cooled a reverse air supply isactivated to release the plastic part from the mould. The heated sheet is placed over acavity mold. Contact between the sheet and the mold are made by creating a seal.(Zhang X.T., 2010)There are a few advantages of vacuum forming technique. The exact shape asthe moulds can be made easily which is one of the key factors in the UAV design. Itis relatively easy to use vacuum forming method for fabrication as the station is buildby vacuum cleaner, vacuum table, oven and a frame. Besides that, it is not a verytime-consuming process. The figure below shows the work station for the vacuumforming fuselage manufacturing technique. (Zhang X.T., 2010)Figure 2.5d: Vacuum Forming Work Station(Zhang X.T., 2010)

18However, this method do process a few disadvantages. Solutions were beinggiven in order to overcome these drawbacks. (Zhang X.T., 2010) Toxic gas will be release if the plastic is heated too much. The temperature of the oven and the time is set to desired temperatureaccording to different material. For example 0.5mm PVC, the oven is set to240 C and 1minute of heating time. Non-Uniform Wall Thickness will occur during the stretching process There are many design rules as well as process variations to lessen the impactof ‘stretching’. Drawing ratios include Aerial Draw Ratios, Linear DrawRatios and Height-to-Dimension Ratios

192.6 Low Cost Expendable UAVAnalysis of material is very important before it is used to build an unmanned aerialvehicle. The author in this research paper decided to focus his material selection onaluminum and composites as both materials are extremely popular in aircraftindustry due to their suitable qualities. (Team Lemming, 2003)Aluminum is an abundant low cost material and it has perfect characteristicto construct UAV. It is a versatile material with super corrosion resistance, goodformability, flexibility, and strength. Composites, with great fatigue resistance, gooddamping characteristics, and very light weight, cheap, are often the ideal selectionwhen cost is an important consideration. (Team Lemming, 2003)Table 2.6a: List of Material in Consideration (Team Lemming, 2003)Table 2.3 tabulated the data for material selection. In order to compare thematerials, the thickness (in), cost ( /yd2), tensile strength (lb/in) and weights (lb/yd2)were recorded. Dividing the given value by material thickness then normalized thecost. A final score (X) was obtained for each material using the following equation.

20After the analysis, the best material for the UAV was the use of aluminum6061T6 and the composite material Bi-directional Kevlar. Since there was not alarge discrepancy between the costs between both materials, the best choice was touse Bi-direction Kevlar composite. As presented in previous research from theauthor, the weight saving of up to 15% are possible with the use of compositeconstruction. The weight difference will provide crucial savings in engine power andfuel consumption. Therefore, the determination was made that the UAV airframewill be constructed of a composite material. (Team Lemming, 2003)Team Lemming (2003) revealed that bi-directional composite consists ofhigh strength fibers embedded in an epoxy matrix. These composites provide formajor weight savings, up to 20%, while maintaining similar characteristics asaluminum. Some advantages of the composites are listed below Low weight and low material: composite densities range from 0.045 lb/in3 to0.065 ib/in3 as compared to 0.10 lb/in3 for aluminum. Ability to tailor the fiber/ resin mix to meet stiffness and strength requirements Elimination of part interfaces via composites molding Low cost, high volume manufacturing methods

1.3 Chapter Outline 1 2 3 2 LITERATURE REVIEW 4 2.1 Recent UAV Development 2.2 Design of Fuselage and Empennage of UAV 2.3 Ways of Deployment of UAV 2.4 Breakthrough in Aerospace Composites Manufacturing 2.5 Low Cost Composites Structure Manufacturing Techniques 2.6 Low Cost Expandable UAV 4 7 9 13 15 19

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