RADIO CONTROLLED AIRCRAFT

Made By

Anupam Gautam (1614540004)

Alpesh Yadav (1714540901)

Shivam Raghav (1614540013)

Braj Bhushan Pratap Singh (1614540005)

Gaurav Namdev (1614540006)

Submitted to the Department of Mechanical Engineering

In partial fulfillment of the requirement

For the degree of

Bachelor of Technology

In

Mechanical Engineering

Dr. A. P. J. Abdul Kalam Technical University

August, 2020

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 DECLARATION

I hereby declare that this submission is my own work and that, to the best of my knowledge
and belief, it contain no material previously published or written by another person nor
material which to a substantial extent has been accepted for the award of any other degree
or diploma of the university or institute of higher learning, except where due
acknowledgment has been made in the text.

Signature

Name

Roll no.

Date

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 ACKNOWLEDGEMENT

It gives as a great sense of pleasure to present the report of the B. Tech Project undertaken
during B. Tech Final Year. We owe special debt of gratitude to Professor Divya Kushwaha,
Department of Mechanical Engineering, S. R. Group of Institutions, Jhansi for her constant
support and guidance throughout the course of our work. Her sincerity, thoroughness and
perseverance have been constant source of inspiration for us. It is only his cognizant efforts
that our endeavors have seen light of the day.

She also take the opportunity to acknowledge the contribution of Professor J. M. Khare,
Head, Department of Mechanical Engineering, S. R. Group of Institutions, Jhansi for his full
support and assistance during the development of the project.

We also do not like to miss the opportunity to acknowledge the contribution of all faculty
members of the department for their kind assistance and cooperation during the development
of our project. Last but not the least, we acknowledge our friends for their contribution in the
completion of the project.

ANUPAM GAUTAM

ALPESH YADAV

SHIVAM RAGHAV

BRAJ BHUSHAN PRATAP SINGH

GAURAV NAMDEV

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 CERTIFICATE

This is to certify that Project Report entitled “RADIO CONTROLLED AIRCRAFT” which is
submitted by ANUPAM GAUTAM, ALPESH YADAV, SHIVAM RAGHAV, BRAJ BHUSHAN
PRATAP SINGH & GAURAV NAMDEV in the partial fulfillment of the requirement for the
award of degree B. Tech. in Department of Mechanical Engineering of U. P. Technical
University, is a record of the students own work carried out by them under my/our
supervision. The matter embodied in this thesis is original and has not been submitted for the
award of any other degree.

Date: Supervisor:

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 ABSTRACT

The system of interest for this Systems Engineering analysis is a radio controlled (RC)
aircraft and the transmitter to control the movement of the Radio Controlled aircraft. The
term RC aircraft system will be used in this paper when discussing both the Radio Controlled
aircraft and the transmitter controller. In this report, all of the components, functionalities,
operational scenarios and details will be defined. Concepts and principles discussed in the
Systems Engineering course will be applied to describe RC plane from a systems point of
view.

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 TABLE OF CONTENT

TITLE PAGE………………………………………………………………………………….1

DECLARATION……………………………………………………………………………2

ACKNOWLEDGEMENT…………………………………………………………………..3

CERTIFICATE ……………………………………………………………………………..4

ABSTRACT………………………………………………………………………………….5

CHAPTER 1: INTRODUCTION……………………………………………………………6

1.1. PROJECT SCOPE……………………………………………………….10

1.2. RC AIRCRAFT ESSENTIALS…………………………………………10

CHAPTER 2: DESIGN PROCESS…………………………………………………………16

2.1. BACKGROUND RESEARCH……………………………………….16

2.2. MATERIALS…………………………………………………………..23

2.3. DESIGN CONCEPT GENERATION…………………………………24

2.4. PLANE DIMENSION RELEVANT TO AERODYNAMICS…………26

ANALYSIS

CHAPTER 3: OPERATIONAL CONCEPT………………………………………………..27

3.1. PROJECT CONCEPT………………………………………………….27

3.2. SYSTEMS DEFINITION……………………………………………...28

3.3. OPERATION SCENARIOS…………………………………………..29

3.4. EXTERNAL SYSTEM DIAGRAM…………………………………..33

CHAPTER 4: REQUIREMENTS………………………………………………………….37

4.1. INPUT/OUTPUT REQUIREMENT……………………………………37

4.2. TECHNICAL & SYSTEM WIDEREQUIREMENT FOR……………38

DEVELOPMENT

4.3. QUALIFICATION REQUIREMENT…………………………………39

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CHAPTER 5: FUNCTIONAL ARCHITECTURE………………………………………..40

5.1. FIRST LEVEL DEVELOPMENT……………………………………...40

5.2. SECOND LEVEL DEVELOPMENT………………………………….41

CHAPTER 6: PHYSICAL ARCHITECTURE……………………………………………..43

CHAPTER 7: DERIVED ARCHITECTURE……………………………………………....45

7.1. TRANSMITTER…………………………………………………………45

7.2. AIRCRAFT………………………………………………………………45

CHAPTER 8: STATE TRANSITION……………………………………………………….46

CHAPTER 9: INTEGRATION……………………………………………………………...48

CHAPTER 10: RISK…………………………………………………………………………

49

CHAPTER 11: QUALIFICATION………………………………………………………….50

CONCLUSION……………………………………………………………………………...52

REFERENCES……………………………………………………………………………….53

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 CHAPTER 1
INTRODUCTION

A radio-controlled aircraft (often called RC aircraft or RC plane) is a small flying

machine that is controlled remotely by an operator on the ground using a hand-held
radio transmitter. The transmitter communicates with a receiver within the craft that
sends signals to servomechanisms (servos) which move the control surfaces based on
the position of joysticks on the transmitter. The control surfaces, in turn, affect the
orientation of the plane.

Flying RC aircraft as a hobby grew substantially from the 2000s with improvements

in the cost, weight, performance and capabilities of motors, batteries and electronics.
A wide variety of models and styles is available.

Scientific, government and military organizations are also using RC aircraft for
experiments, gathering weather readings, aerodynamic modeling and testing. Distinct
from recreational civilian aeromodeling activities, Unmanned aerial vehicle (drones)
or spy planes add video or autonomous capabilities, are used for public service
(firefighting, disaster recovery, etc.) or commercial purposes, and if in the service of a
nation's military, may be armed.

1.1. Project scope

The system of interest for this Systems Engineering analysis is a remote

controlled (RC) plane and the transmitter to control the movement of the RC
plane. The term RC Plane system will be used in this paper when discussing
both the RC plane and the transmitter controller. In this report, all of the
components, functionalities, operational scenarios and details will be defined.

8
 Concepts and principles discussed in the Systems Engineering course will be
applied to describe RC plane from a systems point of view.

1.2. RC Aircraft Essentials

Every radio controlled (RC) aircraft requires, at minimum, the following

components:

1. Fuselage
2. Wings
3. Elevators and rudder
4. Landing gear and motor mound
5. Electronics used onboard the plane

i. Motors
ii. Electronic speed controllers (ESC)
iii. Batteries
iv. Transmitter and receiver

This section will discuss the function of each component, why it is necessary, and
what considerations to make when selecting that component.

1.2.1. Fuselage

The fuselage was primarily made of wood, plastic and cardboard. It was 4mm
in thickness. The bonding was achieved using high strength glue. In order to
provide additional stiffness or strength at stress points thin strips of galvanized
metal sheets about 1mm in thickness were cut and placed at stress points. These

9
 were the points where the landing gear was connected and the point that would
be held during launch. A section (horizontal) was cut out to fix the wing in
place.

1.2.2. Wings

The wing is designed to slice the air, the flowing fluid, into two streams; one
that flows over the wing, and the other flowing under it the wing. In standard
design, the wing geometry and orientation are designed such that the air
flowing on its topside has a greater velocity than the air flowing underneath.
This is important because the higher velocity air stream exerts less pressure on
the wing than the lower velocity stream beneath it, this pressure difference
results in the upward acting force referred to as lift.

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1.2.3. Elevator and rudder

These are the flight control surface of an aircraft which adjust and control the
movement and altitude of an aircraft. The elevators, rudder and ailerons were
made of the same 4mm thick Corox, since it had high toughness and could be
rigid throughout the flight.

1.2.4. Landing gear and motor mound

The front and rear landing gear were made of aluminum strips since they were
proven to be light weight and sturdy to withstand the impact forces during
landing.

1.2.5. Electronics used onboard plane

1.2.5.1. Motor

1400 KV brushless DC motor is used to provide required thrust for lifting

the aircraft. And two servo motors are provided for adjusting flight control
surfaces i.e. rudder and elevator.

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 BLDC Motor

Servo Motor

1.2.5.2. Electronic speed controller (ESC)

The ESCs are used to control the speed or thrust produced by the motor. It
has 3 ends 2 of which are connected via Deans‟ plug to the battery and the
other end to the receiver. The other 3 ends of the ESC are connected to the
motor by soldering it using connectors of 2mm. This was then run to
maximum throttle and the effect was noted.

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1.2.5.3. Batteries

The battery used has a rated voltage of 11V, 30C and 1000 mAh current.
This was chosen depending on the time the plane could be airborne given
the thrust produced by the motor which was the major current drawing
factor apart from servos. It was found that the flight could last for 4-5
minutes with the use of 2200mah Lithium polymer batteries and was hence
chosen.

1.2.5.4. Transmitter and reciever

To control the movement of elevators for takeoff and landing and also the
throttle of the motor a 2.4 GHz transmitter and 6 channel receiver was used.
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In particular, 1 for the rudder, 1 for the elevators and other for the motor.
Three other channels were left free.

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 CHAPTER 2

DESIGN PROCESS

2.1. Background research

2.1.1. Lift and lifting bodies

Lift is defined as a mechanical force generated by a solid object

moving through a fluid. Essentially, lift is the force that opposes
the weight of the airplane allowing the airplane to achieve flight.
A lifting body is any part of the plane that generates lift.
Although lift can be generated by every part of the airplane, the
majority of the lift acting on an aircraft is generated by the
aircraft’s wings.

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2.1.2. Wings

The wing is designed to slice the air, the flowing fluid, into two
streams; one that flows over the wing, and the other flowing
under it the wing. In standard design, the wing geometry and
orientation are designed such that the air flowing on its topside
has a greater velocity than the air flowing underneath. This is
important because the higher velocity air stream exerts less
pressure on the wing than the lower velocity stream beneath it,
this pressure difference results in the upward acting force referred
to as lift.

The lift acting on the RC airplane is a crucial part of ensuring that

the design is capable of carrying the maximum payload with the
given engine size. Thus, it is important to assess the various
factors that influence lift on an airplane. Lift is affected by the
angle of attack, wing loading, wing geometry, the speed at which
the airplane travels through the fluid, and the properties of air. All
of these can be influenced by design considerations with the
exception of the air properties.

The wing profiles on most aircrafts are typically in the shape of

airfoils, as shown in the figure below. Airfoil shape is important
as it will affect the lift generated. The lift generated is determined
by the flow turning on the trailing edge of the foil – with greater
flow resulting in a greater lift.

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 Examples of aero-foils in nature and within various vehicles

The thrust, generated by the propeller and hand launch, is important to offset the effect
of drag as a result of variances in wing geometry and orientation. This allows a greater
angle of attack to be utilized in the design. It will also affect the velocity at which the
craft body moves through the fluid, and as such, affects the maximum amount of lift
that the plane can generate. The thrust generated by the plane requires optimizing the
propeller design to ensure that the motor is being used in the most efficient manner to
generate the most thrust.

2.1.3. Plane control surfaces

There are four mechanisms that control the flight of an aircraft;

flaps, ailerons, elevators, and a rudder. Airplanes make the use of
flaps or slats to change the shapes of their wings and tails. The

17
 purpose of the flaps and slats is to alter the amount of lift and
drag, ultimately controlling how the airplane flies.

Flaps are located on the back of the wing and are used during
take-off and landing to adjust the shape of the wing. The flaps
extend downward from the trailing edge to cause more lift during
take-off. The change in shape also increases drag that assists in
slowing down for landing.

The rudder and elevators are stabilizers located on the tail of an

airplane. The rudder is a vertical flap and is used to turn the plane
left or right. Elevators, located on the horizontal part of the tail,
are deployed to make the plane go up or down.

2.1.4. Wing design parameters

2.1.4.1. Wing span

Wingspan refers to the end-to-end length of the aircraft

from one edge of the wing to the other. Deciding the
wing span is one of the most basic decisions to be
made in the design of a wing. It is best to utilize the
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 largest wing span consistent with structural dynamic
constraints. This should reduce the induced drag
directly and create more lift.

It is important to note that as the wing span is

increased, the wing structural weight also increases,
from which the weight increase offsets the induced
reduced drag. However, it is difficult to reach this
point.

2.1.4.2. Aspect ratio

Aspect ratio has two general definitions. It can be

defined as the ratio of the wing span to the mean wing
chord, but is commonly defined as the ratio of the wing
area to the wing span squared. The formulaic
representation is shown below.

Aspect ratio is a major factor determining the

dimensional characteristics of the ordinary wing as
well as its lift-drag ratio. There are generally two
options available for selecting aspect ratios; one can
design a low aspect ratio wing or a high aspect ratio
wing. Increasing aspect ratio results in an increase in
lift experienced by the craft at a given angle of attack.
It will result in changes to the wing lift distribution by
intensifying the effects of all other parameters. An
increase in aspect ratio with constant velocity will also
decrease the drag the aircraft experiences, an effect that
becomes more apparent with higher angles of attack.

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 This will improve the performance of the wing when in
a climbing attitude.

2.1.4.3. Sweep

Sweep can be defined as the slant of a wing, horizontal

tail, or other airfoil surface. It is typically employed for
its effect on drag as it permits a greater lift coefficient
without drag divergence. However, it has negative
impacts on stall, increases the wing loading and
destabilizes the airplane. It is best employed with lower
aspect ratio planes.

2.1.4.4. Taper ratio

The taper ratio can be in either planform or thickness,

or a combination of the two. It is defined as a ratio
expressing the decrease from wing root’s chord length
(Croot) to wing tip’s chord length (C tip). The formulaic
expression is shown below

𝑇𝑎𝑝𝑒𝑟 𝑅𝑎𝑡𝑖𝑜 = 𝐶𝑡𝑖𝑝/𝐶𝑟𝑜𝑜t

The taper ratio is important for design consideration as

it can affect the weight of the wing. A lower taper ratio
will typically result in lighter wings, leading to a
smaller load on the engine. Also, increasing the root
chord of the plane will create more space to
accommodate a landing gear. A short tip chord length;
however, can result in a reduced lift coefficient and

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 unacceptable stall characteristics hindering the
reduction of the taper ratio.

Essentially, the design goal is to keep the taper ratio as

small as possible without creating excessive variation
in the lift coefficient or poor stalling characteristics.

2.1.5. Thrust and the propeller

Thrust is a mechanical force that pushes or pulls the aircraft

through the air. Its purpose is to overcome the drag of the
airplane and cause forward motion. Generally, thrust is generated
by the motor of the aircraft through some sort of propulsion
system, which in this case is a motor powered propeller.

A propeller generates thrust by converting the power provided by

the motor into thrust in a similar manner to the means by which
lift is generated by the wing. By forcing the working fluid over
the blades of the propeller, it creates an imbalance of pressures on
the faces of the blades resulting in forces leading to translation.

The characteristics of a propeller are determined by two main

physical properties; the diameter and the pitch. The diameter
refers to the tip-to-tip length across a two blade propeller or twice
the length of a single blade for multi-blade propellers. A larger
diameter propeller is more efficient and allows more thrust to be
produced by the engine, thus, the airplane will be able to pull or
push a greater payload. However, there is a limit to which the
propeller diameter can be extended. Overextending the propeller
diameter will result in a gyro effect which will counteract the yaw
and pitch of the craft, making it less responsive.

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 Because of the loads experienced on the motor, it is important
that propeller specifications, diameter and pitch, are made with
motor effects in mind.

Ther
e are two methods for which the propeller can provide thrust for
the plane; pull or push. Conventional propeller design assumes
that the propeller is to be placed in the front of the craft pulling it
forward. Alternatively, the motor can be mounted on the back
and the plane can be pushed by the propeller. However, if this
path is chosen, the motor spin direction must be reversed and the
front face of the propeller should be oriented opposite to the
convention.

2.2. Materials

List of materials used are as follows-

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 1. Cardboard
2. Wood
3. Aluminum sheet
4. Plastic
5. Adhesives
6. Fasteners

The whole structure is constructed by using the materials listed above.

2.3. Design concept generation

To facilitate design process, the team decided on and set areas of focus
for the design. These foci were at the background of each design and
they are as follows;

1. Maximize lift

a) Reduced wing loading

b) Wing shape & geometry (Applying wing design aspects from
background research)

2. Minimize drag

a) Higher aspect ratio

b) Plane geometry

3. Maximize thrust

a) Proper motor sizing and propeller dimension selection

4. Minimize weight

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a) Material selection
b) Design implementation considerations. Utilizing wireframe structures,
trusses and avoiding thick solid parts as much as possible.

2.3.1. Design

We have adopted the design of Mig-21 fighter aircraft which is

one of the best fighter jet in the inventory of Indian Air Force
(IAF). This is the same aircraft which was manned by Wing
Commander Abhinandan Varthaman during Balakot Airstrike
and he shot down the American made F-16 Pakistani fighter jet.

We have scaled down the dimensions of the aircraft according to

our requirement.

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 Design of Mig-21

2.4. Plane dimension relevant to aerodynamic analysis

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Wingspan 30cm
Wing Area 60sq.cm
Aspect ratio 2
Root chord length 20.5cm
Taper ratio 0.0975

CHAPTER 3

OPERATIONAL CONCEPT

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3.1. Project concept

The motivation for this project is to analyze and apply systems engineering concepts
to a technology or concept of choice. Our team has decided to analyze the remote-
controlled airplane from a systems engineering point of view.

Remotely-controlled airplanes have a variety of uses which includes recreational

activity, education of heavier-than-air flight principles, and serves as applications in
the national defense field, to name a few. In the latter sense, human operators flying a
plane through transmitted signals allows them to utilize the benefits of air travel
without risking the safety of the operator.

The transmitter controller and the RC plane interact by sending and receiving signals
to and from each other by which the controller determines the airplane’s altitude,
speed, and direction. The system’s essential functions are to accept inputs from the
transmitter operated by a user and convert the inputs into signals that will then be
transmitted to the airplane. The airplane will then receive the airborne signals that will
play the primary role in manipulating the airplane control features, which include the
elevator, rudder, and throttle. This project will examine the relationship and
interaction between the operator, who controls the system, the transmitter and the
airplane.

3.2. Systems definition

Our defined system is comprised of two subsystems which are the transmitter
(controller) and the airplane. External systems that interact with the two subsystems
include the operator and the operational environment, such as the weather conditions
and the terrain surrounding the airplane. The user interface for the system is the

27
control panel of the transmitter through which the user can provide inputs to the
system that determines the movement of the plane.

Controls are processed in both the transmitter and the airplane. Microcontrollers are
used for most of the output functions. For example, the operator’s request to increase
the airplane’s throttle will be requested using the transmitter interface in which the
transmitter’s microcontroller will interpret the signal and transmit it to the airplane.
On the contrary, the airplane’s microcontroller support several functions such as the
ability to receive information, interpret the information, and to actively sense and react
to fail-safe mode in an occurrence of a failure mode, such engine overheating or
electrical short in the circuit.

Physical inputs from the user are converted into signals usable by the airplane
component of the system through an appropriate formatting mechanism. These
physical inputs from the user, which can be an activated switch or the movement of a
joystick, will cause certain electrical contacts in the controller to touch, thereby
completing a circuit. The completed circuit is connected to a specific pin of an
integrated circuit (IC) that is part of the microcontroller that will generate a pattern of
electrical impulses that describe the user’s input. These generated electrical pulses will
be transmitted in the form of radio waves at a particular frequency.

Meanwhile, the RC plane is constantly monitoring any incoming radio waves at the
same frequency the transmitter is operating under. Once the RC plane receives the
radio wave signals, it converts the radio waves into electrical pulses and is sent to the
IC chip that is installed on the RC plane to decode the electrical pulse pattern. Once
decoded, this will activate a motor as defined by the pulse pattern and provide
movement. The outputs delivered by the microcontroller aboard the airplane are
formatted into actual changes in such things as throttle valve position and elevator and
rudder angles.

The user finds these outputs to be useful and can make changes to her inputs based on
her satisfaction with the observed effects of previous inputs. For instance, if an input
that signals the controller to pulse the elevator motor such that the elevator angle tips

28
up, causing the plane to descend, the operator may input the opposite signal to repeat
the cycle in order to incite corrective (climbing) output action.

3.3. Operating Scenarios

There are eight operating scenarios defined in this project. These scenarios describe
the interaction between the operator, the transmitter, and the aircraft. The operating
scenarios include normal operation, maintenance required to recharge the batteries of
the airplane or transmitter, an electrical shorting of a circuit, the engine overheating,
transmitter failure, midflight malfunction, and alignment correction of the airplane.

3.3.1. Normal operation

The operator flips the transmitter switch into the “on” position and flips the power
switch of the plane to the “on” position. The operator flips a second switch on the
plane to initiate the engine. The operator uses the transmitter to send signals to the
plane to control the plane’s throttle, the elevator, and the rudder. As a result, the
plane will adjust its speed for take-off or in while in flight, the roll, the pitch and the
yaw angle accordingly. To end the operation mode, the operator will use the
transmitter to land the RC plane. Once the RC plane has landed, the operator turns
off the plane’s engine and power and the transmitter’s power.

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3.3.2. Maintenance required: recharge battery

The plane’s sensors detect that the battery level is low. It sends these signals to the
transmitter indicating low battery on the plane. The operator will end the operation
mode and removes the battery pack from the plane and recharges the battery. Once the
batteries are fully charged, the operator will install the charged batteries into the plane
and the plane will send signals to the transmitter indicating that the battery is fully
charged.

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3.3.3. Maintenance required: refuel plane

The plane’s sensors detect that the plane’s fuel tank is low. It sends these signals to
the transmitter indicating the plane’s fuel tank needs to be refilled. The operator will
end the operation mode and provides more fuel into the plane’s fuel tank. Once the
fuel tank is filled, the plane will send signals to the transmitter indicating that the tank
is full.

3.3.4. Short circuit in airplane

A short circuit occurs in the plane’s electronics, causing a current spike. This spike is
detected and the power to the component being affected by the current spike is shut
off. A signal is sent to the transmitter, notifying the operator of this error so that the
operator will attempt to safely land the plane and provide maintenance to the plane.

31
3.3.5. Engine overheated

A temperature sensor on the RC plane’s motor detects that the temperature is

dangerously high. The plane will send a signal to the transmitter addressing this issue.
If the plane remains in operation mode and the temperature continues to increase, the
fuel will shut off to prevent overheating.

3.3.6. Transmitter failed to send/receive signals

The remote control unit is unable to send or receive signals from the airplane for an
extended period of time. The plane, in response, initiates a glide protocol that assumes

32
flat ground ahead and will prepare all adjustable flaps into the best static position to
maximize the chance of landing safely without input from an operator.

3.3.7. Mid-flight malfunction

If the plane experiences any sort of mid-flight malfunction that would cause it to
crash, the impact shall be detected as beyond operational magnitude and the fuel shall
be shut off and the motor shall discontinue operation. This scenario presents no
interaction between transmitter and airplane; the airplane relies on its own internal
programming for this scenario to play out.

3.3.8. Alignment correction

The controller tells the plane to keep a straight path, yet it always veers to one side.
The operator will land the plane and switch the power off. The operator will adjust the
alignment settings of the wings and/or tail fins to correct this drift. If the plane still
does not fly straight under normal operation, repeat the above steps until straight flight
is achieved.

33
3.4. External systems diagram

The external systems diagram demonstrates the interaction between the interaction
between the transmitter (A0) and the RC plane (A1) in which both subsystems are
controlled by the operator (A2). The operator handles inputs to the transmitter to
control the movement of the plane as well as handles all maintenance requests by the
subsystems.

34
35
 CHAPTER 4

REQUIREMENTS

4.1. Input/output requirement

4.1.1. Input requirement

4.1.1.1. The airplane shall accept signals from the transmitter.

4.1.1.2. The transmitter shall accept signals from the airplane.
4.1.1.3. The airplane shall accept fuel.
4.1.1.4. The airplane shall accept electrical power.
4.1.1.5. The transmitter shall accept electrical power.
4.1.1.6. The airplane shall accept conditions from the surrounding
environment.
4.1.1.7. The system shall accept maintenance from the operator.

4.1.2. Output requirement

4.1.2.1. The airplane shall provide signals to transmitter.

4.1.2.2. The transmitter shall provide signals to airplane.
4.1.2.3. The airplane shall provide feedback to the transmitter that the
airplane’s batteries are low.
4.1.2.4. The airplane shall provide feedback to the transmitter that the
airplane’s fuel tank is low.
4.1.2.5. The airplane shall provide flight.
4.1.2.6. The airplane shall provide in-flight maneuverability.

36
4.2. Technology and System Wide Requirements for Development

4.2.1. Technology requirement

4.2.1.1. The airplane and transmitter systems shall strictly adhere to all federal,
state, and local government regulations.
4.2.1.2. The fuselage shall be made of fiberglass composite.
4.2.1.3. The airplane system shall have a range of no less than one half mile
direct line of sight.
4.2.1.4. The airplane system shall be able to sustain flight at 30 mph and have a
maximum speed of 60 mph.
4.2.1.5. The transmitter system shall be a 4-channel system.
4.2.1.6. The transmitter system shall operate at 2.4 GHz.
4.2.1.7. The transmitter system shall have a separation between channels of 72
MHz.
4.2.1.8. The transmitter system shall transmit a frequency modulated signal.
4.2.1.9. The battery of the transmitter system shall have an operational life of
no less than 48 hours. Design goal is 60 hours.
4.2.1.10. The transmitter system shall operate using four AA batteries.
4.2.1.11. The battery of the airplane system shall have an operational life of no
less than 2 hours. Design goal is 3 hours.
4.2.1.12. The airplane system shall operate using a 1200 mAh 8.4V NiMH
rechargeable battery.
4.2.1.13. The airplane system shall be a 2-stroke engine.
4.2.1.14. The airplane’s fuel tank shall have a nominal capacity of 20 ounces.
4.2.1.15. The airplane’s engine shall be 0.50 cubic inch displacement.
4.2.1.16. The airplane system shall operate using 15% nitromethane fuel.
4.2.1.17. The airplane system shall have a 54-inch wingspan.
4.2.1.18. The airplane system shall have a 50-inch fuselage length.

37
4.3. Qualification requirement

4.3.1. Verification

4.3.1.1. The system shall require Inspection to verify the following

requirements: 4.2.1.1. - 3.2.1.2. - 3.2.1.5. - 3.2.1.11. - 3.2.1.12. - 3.2.1.16. -
3.2.1.17. - 3.2.1.18.
4.3.1.2. The system shall require Instrumentation to verify the following
requirements:
4.3.1.3. The system shall require Demonstration to verify the following
requirements:

4.1.1. All Input Requirements

4.1.2. All Output Requirements

4.3.2. Validation

4.3.2.1. The system validation shall address every scenario in the operational concept
using demonstration and inspection.

4.3.3. Acceptance

4.3.3.1. The system acceptance test shall demonstrate all functional inputs
and outputs.

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 CHAPTER 5

FUNCTIONAL ARCHITECTURE

5.1. First level decomposition

The first level decomposition divides our overall system into seven
functionalities. The control interface component, the pulse generator
component, the signal transmitter component, the signal receiving
component and the electrical power component describe the functionalities
of the first subsystem: the transmitter. In summary the transmitter will
provide an interface for the user to input signals. Another component will
interpret the user’s input as a pattern of electrical pulses and convert that
pattern into radio signal waves. Those radio waves will then be transmitted
to the RC Plane for further action. In addition, the transmitter contains a
component that will accept input electrical energy to power the transmitter
device.

In the RC plane subsystem, the signal transmitter component, the electrical

power component, the mechanical power component, the signal receiving
component and the moving component make up the functionalities of the
RC plane subsystem. The RC plane will receive and convert the incoming
signals into electrical pulses, defined by the transmitter, and will activate a
motor to change that would cause the RC plane to change directions or
speed.

By creating a first level decomposition functional architecture, some of the

same functionalities occur in both the transmitter and the RC plane. For
example, both subsystems are able to provide and accept signals and both
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 subsystems are able to provide electrical power through a battery source. In
the first level decomposition figure, a shaded gray box will indicate the
functionalities shared by both subsystems.

First Level Decomposition Functional Architecture

5.2. Second level decomposition

The second level decomposition describes the first level decomposition, but
puts focus on the principal functionality of the overall system. The intent is
to illustrate the process by which the user presses a button, and in turn the
transmitter will generate a set of electrical pulses to be sent to the plane via
radio wave signals. The radio wave signals is received by the plane in
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which it initiates a motor to create a movement. (A Materials-Energy-Flow
decomposition in the Appendix on page 23 shows the effect of throttle
control on the propulsion system sub-subsystem.) The figure also illustrates
the functions that are shared by both subsystems by highlighting the
individual block diagrams in gray, A2 and A3. In other words, both the
transmitter and receiver shall receive and transmit signals.

Second Level Decomposition Functional Architecture

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 CHAPTER 6

PHYSICAL ARCHITECTURE

The physical architecture is derived from the first and second level decomposition
functional architectures. The physical architecture lists all the components that are
comprised within the transmitter and RC plane. This is a generic list such that it can
be utilized for a similar RC system, such as a RC car. However, minor modifications
would need to be made in the moving component list. In addition, a generic list can
allow for various types of models to be listed as possible implementations when
constructing an RC plane in the later stages of the design phase. For example when
considering the user interface component, one can consider creating a controller with
different types of buttons or mostly touch screen.

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Generic Physical Architecture

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 CHAPTER 7

DERIVED REQUIREMENT

7.1. Transmitter (Signal transmitting)

7.1.1 Transmitter shall receive physical operator input for throttle.

7.1.2 Transmitter shall receive physical operator input for elevator and rudder control.
7.1.3 Transmitter shall format physical inputs for use in processing.
7.1.4 Transmitter shall convert formatted signals into radio wave signals.
7.1.5 Transmitter shall receive stored electrical energy (battery).
7.1.6 Transmitter shall receive radio wave signal from airplane.
7.1.7 Transmitter shall display visual signals to operator.

7.2. Aircraft (Signal Receiving)

7.2.1 Plane shall accept signals from transmitter.

7.2.2 Plane shall accept fuel.
7.2.3 Plane shall accept stored electrical energy.
7.2.4 Plane shall format received signals for use in processing.
7.2.5 Plane shall convert formatted signal into electrical signals.
7.2.6 Plane shall receive fuel level signal.
7.2.7 Plane shall receive battery level signal.
7.2.7 Plane shall provide mechanical power.

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 CHAPTER 8

STATE TRANSITION

State transition diagram

The RC plane interfaces are the locations at which the system interacts with another
system. Most of the system interactions are between the airplane and the environment,
the transmitter and the user, and the airplane and the user. Additionally, there are
several different interactions between the airplane and the transmitter, but since we are
viewing them together as one system these signals are not considered interfaces.

45
In normal operation, the environment interacts with the airplane in the form of wind,
updrafts, rain, etc. In addition, the user and transmitter both interact with each other.
The user uses controls on the transmitter to adjust the plane’s thrust, elevator, and
rudder. The transmitter sends signals in the form of LED’s to indicate the planes fuel
and battery charge statuses.

Also, there are interactions between the airplane and the user. The user sees the
airplane’s movements and how his or her interactions with the transmitter affect it, so
the plane is sending a visual signal. Additionally, the user performs maintenance on
the plane and inputs fuel and battery charge.

A summary of the system interfaces has been tabulated below:

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 CHAPTER 9

INTEGRATION

Our system will be integrated using the bottom-up technique. Each individual part -
such as motor, fuselage, etc. - will be tested separately. Then, as each sub-assembly is
completed, it will be as tested as well. This will be continued until we reach the fully-
assembled top-level system. This method ensures that problems with components or
subsystems can be worked out before they present a .risk to the system as a whole.

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 CHAPTER 10

RISK

Because this project is essentially a revamping or redesign of existing solutions, there

is low risk involved. Additionally, many of the components – engine, motor, electrical
hardware, etc. – will be purchased off the shelf. This essentially eliminates the risk
involved in these major components, assuming the vendors chosen are reliable. Cost
and staying under budget can be major a risk but this is outside the scope of our
project, so we assumed it to be low risk. Similarly, scheduling and time management
can often be of high risk in system integration projects. Assuming good leadership and
management allowed us to put this as a low risk item.

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 CHAPTER 11

QUALIFICATION

11.1. System qualification plan

The system qualification plan will ensure that the overall RC plane system correctly
works to provide the expected outputs for a given input(s). The RC plane system uses
the following qualification methods to confirm that the subsystems are functioning as
required:

1. Inspection

Inspection test will require the user’s examination to confirm that the
requirements are met as outlined in requirements section.

2. Demonstration

Demonstration tests are similar to the inspection test. In fact, demonstrating

that both subsystems are working properly will require inspection from the user
and other audiences.

3. Instrumented test

Instrumented tests will produce more accurate results. Tools such as

measurement tools, speedometer, etc., will be used to verify that both
subsystems have met the minimum requirements.

4. Analysis and simulation

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To further validate the inspection, demonstration, and instrumental tests,
analysis and simulation experiments should be conducted. This will also serve
as another way to see if the results from the previous tests are similar as well as
complete a full qualification plan.

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 CONCLUSION

It has been demonstrated that a systems approach to analyzing how the RC

plane functions sheds light on how the system works and what is required to
design such a complex system. Applying concepts and modeling tools obtained
from the Systems Engineering course has allowed our team to divide and
analyze our system in a top-down approach and, in some cases, a bottom-up
approach. By using these applied concepts and tools, the tables and figures in
this paper can be used to redesign and fully test the RC plane system.

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 REFERENCES

 http://home.iitk.ac.in/~mohite/Basic_construction.pdf

 https://en.wikipedia.org/wiki/File:Mikoyan_MiG-21_Fishbed_Schematics.png

 https://en.wikipedia.org/wiki/Aircraft_design_process

 https://en.wikipedia.org/wiki/Airfoil

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