SAROD 2009 – 147

Symposium on Applied Aerodynamics and Design of Aerospace Vehicles (SAROD 2009)

December 10-12, 2009, Bengaluru, India

Design of Adaptable Wing for Micro Air

Vehicle for Higher Endurance

Shreyas Vathul, Shashank Mishra1, Aditya Sarathy2,

Prashanth Sarathy3, Racheet Matai3,
Prakhar Jindal3 and Vikram Goel3
National Institute of Technology, Surathkal
1
NAL Tech, Bengaluru
2
Vellore Institute of Technology, Vellore
3
University of Petroleum and Energy Studies, Dehradun
E-mail: shreyasvathul@ieee.org, shashank.ae@gmail.com, aditya.sarathy@gmail.com
prash90@gmail.com, rvl565@gmail.com, prakharjindal@gmail.com, v.vi.vik@gmal.com

ABSTRACT
This paper presents a conceptual design of a retractable wing for the Micro Air Vehicle for
increased endurance. The restricted dimension of the MAVs due to covert operation, low noise
and easy portability sometimes conflicts with the requirement from low flying speed and increased
endurance. Design of a variable aspect ratio wing (retractable type) using numerical computation
is carried out. The effect of the change in the aspect ratio on the aerodynamic characteristics and
endurance is discussed. Fabrication of the wing deployment or retractable mechanism is described.
Preliminary flight trials will be carried out with a prototype fabrication.

Keywords: Extendable and Retractable wing, Aspect Ratio, Retracting Mechanism,

Endurance, Micro Air Vehicles

NOMENCLATURE
Cd = Sectional drag Coefficient (2D-Airfoil)
Cl = Sectional lift coefficient (2D-Airfoil)
Clmax = Maximum Lift Coefficient
Cd0 = Zero Angle drag coefficient
498 Shreyas Vathul et al.

CD = Drag coefficient (3D-Wing)

CL = Lift coefficient (3D- wing)
CDmin = Minimum drag Coefficient
CLmax = Maximum lift coefficient
CLmin = Minimum lift Coefficient
Cm = Pitching moment coefficient
Cmo = Zero Angle Pitching moment coefficient

CmC = pitching moment coefficient about the quarter-chord

4

L/D = Lift-to-Drag Ratio

CG = Center of Gravity
MAC = Mean Aerodynamic Chord
AC = Aerodynamic Centre
t/c = Thickness to Chord Ratio
α = Angle Of Attack

1. INTRODUCTION
The term Micro Air Vehicle (MAV) refers to a new type of remotely controlled aircraft that
is significantly smaller in dimensions than usual UAV’s [1]. MAVs are intended for use in
close proximity to a target area by surveillance teams to quickly gather critical information
without being detected. This potential military use is one of the driving factors for the
development of these vehicles.
Due to the small size of MAVs, all the designs generally uses a flying wing
configuration to maximize the lift [2]. The aim of the present work is to address the
development of a MAV with variable aspect ratio wing to achieve the higher endurance
and lower stall velocity. The endurance is a function of aerodynamic efficiency, here we
would attempt to increase the endurance by increasing the Aspect ratio thereby reducing
the induced drag. The variable aspect ratio wing will provide the advantage of dashing at
higher speed at lower aspect ratio and loiter at lower velocity with higher aspect ratio. In
the flying wing configuration a retractable mechanism is used to extend the wing during
loiter [3].
The aero prediction code XFLR5 is used to analyze the cropped delta planform in both
retractable and extendable configuration.

2. DESIGN METHODOLOGY
Design methodology begins with the weight estimation of the commercially off-the shelf
(COTS) components and structural weight of the wing. The methodology also consist the
 Design of Adaptable Wing for Micro Air Vehicle for Higher Endurance 499

retractable mechanism to extend the wing in spanwise direction during the flight sorties.
The schematic of the design methodology can be seen in Figure 1.
Weight Estimation and Conceptual Design

Aerodynamic Analysis for the Retractable and

Extendable wing

Retracting Mechanism for Extending the Wing

Prototype Fabrication and Flight Testing

Figure1: Schematic of design methodology

3. WEIGHT ESTIMATION AND CONCEPTUAL DESIGN

The designed MAV have a span of 300mm with retractable wing and span with
extended one having span around 700mm span, so the increase in the weight due to the
extendable wing and the retracting mechanism which increases the payload capacity of the
wing, hence the weight estimation is important criteria in terms of aerodynamic
characteristics of the MAV wing. The weight of the 300mm span wing MAV is around 250
grams which includes the COTS component. The weight increases due to the retracting
mechanism and extra structural part of the wing around the 60- 70 grams. Hence the total
weight of the MAV in retracted position around 320 grams. The weight estimation is
necessary as the wing loading is going to change during the flight condition, which affects
the aerodynamic parameters.
The conceptual design consists of selection of airfoil and planform for the MAV wing.
From the large number of low Reynolds number airfoil (Eppler, Selig, Martin Heppler
(MH), and Clark-Y) cited in literature [4], Martin Heppler-45 (MH-45) is selected due to its
thickness, as the structural part of the extendable wing and retractable mechanism will be
housed in the wing itself. The schematic of the MH-45 can be seen in the Figure 2. The aero-
prediction code XFLR5 is used to analyze the MH-45 airfoil for the various aerodynamic
coefficients. The characteristics of the MH 45 airfoil can be seen in Table 1.

Figure2: Schematic of MH-45 airfoil

Table1: Aerodynamics characteristics of MH-45 airfoil

Camber(%) t/c (%) Cd0 Cm,c/4 (Cl/Cd )max Clmax
1.71 9.84 0.0.110 -0.0093 53.48 1.114
500 Shreyas Vathul et al.

The planform for the designed MAV is chosen from the wide variety of flying wing
configuration available in the world. The cropped delta planform is selected which gives
feasibility for extending the wing without any much protruding surface. Retracted wing
provides the storage capacity and small surface area which gives small drag. The extendable
wing will provide the large surface area which reduces the stall velocity due to which it will
be able to loiter at low angle of attack. The iso-geometric view of retractable and extended
configuration can be seen in the Figure 3. The geometric details are tabulated in Table 2.

Figure3(a): Retracted configuration Figure3(b): Extended wing configuration

of the design MAV wing of the designed MAV wing
20

15

10
CL/CD

5
R e tr a c te d W i n g
C E xte n d e d W in g
0
-5 0 5A n g le 1o 0f A tta c 1k 5 20 25

-5

Figure3: MAV configuration with variable aspect-ratio

Table2: Geometric details of the designed MAV wing

Properties Retracted Wing Extended Wing

Span(b) 300mm 800mm
Aspect Ratio 1.3 5.6
MAC 234.5mm 191.22mm
CG 60mm From LE 78.35 From LE
AC 45mm From LE 45mm From LE
Area 0.07 m2 0.12m2
 Design of Adaptable Wing for Micro Air Vehicle for Higher Endurance 501

4. AERODYNAMIC ANALYSIS
The behavior of the flow around the wing configuration is analyzed using aero-prediction
code based on 3-D Panel method , XFLR5 [5].It is an open source code modified by many
developers and is an excellent tool for the preliminary aerodynamic analysis of the airframe
with the selected airfoil. It uses two different methods namely: Vortex Lattice method and
3D Panel method which gives reasonably good results in the Low Reynolds number regime.
Two winglets are added to counter the moment caused by propulsion systems. NACA0006
airfoil is used in the winglets because of symmetry and thickness of the airfoil. The 3-D
Panel analysis carried out at 15m/s as a typical cruise condition of the vehicle for an angle
of attack ranging from -5° to 25°.
The data obtained for the Cropped Delta MAV wing for 300m span is detailed in
ref. [6]. The result shows the extended wing has many advantages over the retracted wing
in terms of aerodynamic characteristics and endurance capability of the designed MAV.
The result shows the increase in CLmax which can be seen in Figure 4(a). The retracted wing
shows high Lift-to-Drag ratio close to 16 at an angle of attack 10o which can be seen in figure
4(b).
1 .5
Coefficient of Lift (CL)

0 .5
R e t r a c t e d W in g
E x t e n d e d W in g
0
0 10 20 3
A n g l e o f A tt a c k

-0 .5
Figure4(a): Coefficient of lift vs angle of attack

20

15

10
CL/CD

5
R e t r a c te d W in g
E xt e n d e d W in g
-5 00 5A n g l e o
1 f0 A tta c1k 5 20 25

-5

Figure4(b): Lift-to-drag ratio vs angle of attack

502 Shreyas Vathul et al.

0 .2
A n g le o f A tta c k
0 10 20 30
0

- 0 .2

- 0 .4

Cm - 0 .6

- 0 .8
R e tr a c te d W in g
-1 E xte n d e d W in g

Figure4(c): Pitching moment coefficient vs angle of attack

15
CL^3/CD^2

R e tr a c te d W in g
10 E x te n d e d W i n g

0
0 5 10 15 20 25
A n g le o f A tta c k
Figure4(d): CL (3/2)/CD vs angle of attack
Figure4: Comparison of Aerodynamics Performance of Retracted and Extended Wing

The comparisons of aerodynamic characteristics for the retracted and extended wing
are tabulated in Table 3. The empirical formula for the endurance or power calculation is
the function of (CD2/CL3) max or 1/ (CL (3/2)/CD) max. The result shows the value of [1/ (CL
(3/2)/C )
D max] is small for the extended wing as compared to the retracted wing at all angles
of attack. Hence the power consumption for the extended wing is very less for flying the
vehicle at any angle of attacks. This helps in increasing the flight time of the vehicle as
compared to retracted wing.

Table3: Aerodynamic characteristics of designed MAV wing

Characteristics Retracted Wing Extended Wing
CLmax 0.8029 1.5893
CDmin 0.0158 0.0150
Cmo -0.0150 -0.0298
(CL/CD)max 10.3578 17.13
(CL3/2/CD)max 6.75 15.06
 Design of Adaptable Wing for Micro Air Vehicle for Higher Endurance 503

5. WING DEPLOYMENT MECHANISM

The various methods such as rack and pinion, worm and worm wheel, crank and crank
shaft mechanism can be used for extending the wing. But rack and pinion mechanisms suits
well for this class of vehicle as the dimension of different pulleys can be optimized to suits
the constraints. As this mechanism has some advantages over the other two mechanisms
like preventing slip of the belt, doesn’t load the motor heavily and gives symmetrical
movement of the rack.
In this the two pulleys are connected with the belt and the edges of the pulleys are
being jiggered to enable the rack and push, the two sub wings symmetrically. The Rack and
Pinion mechanism for extending the wing is shown in Figure 5. The Brushless DC motor
will be used to run the mechanism with the help of servos as the torque provided by the
brushed motor is small than the brushless DC motor can operate at all the speeds. The
width of the servo pulse dictates the range of the servo’s angular motion. For a complete
rotation of 3600, the servo requires a Pulse width of 8 microseconds.

Figure5: Rack and Pinion mechanisms for extending the wing

Fabrication is planned to be done with the above mechanism incorporated and later
flight trails to be carried out to assess the methodology used in the design and the increased
endurance achieved by the extended wing configuration.

6. CONCLUSIONS
An airframe that features the adaptable wing for Micro Air Vehicle is designed. The wing
aspect ratio could be varied from 1.3 to 5.6 to achieve higher endurance and the lowest stall
velocity. The preliminary CFD analysis showed the increase in CLmax and endurance for the
higher aspect ratio wing. Rack and pinion mechanism is designed and developed for the
deployment of wing at the minimum power requirements.

ACKNOWLEDGEMENT
We wish to thank the Director, National Aerospace Laboratories, Bangalore, for giving us
an opportunity to work in the esteemed organization. We are extremely grateful to Dr.
Sajeer Ahmed and Dr. G. Ramesh of Experimental Aerodynamics Division, NAL, for their
continuous guidance and motivation.
504 Shreyas Vathul et al.

REFERENCES
[1] Grasmeyer Joel, M.Keenon and Matthew T, “Development of the Black WidowMicro
Aerial Vehicle”,AIAA 2001-012.
[2] Boris Bataillé, Damien Poinsot, Chinnapat Thipyopas and Jean-Marc Moschetta, “Fixed-
Wing Micro Air Vehicles with Hovering Capabilities” Meeting Proceedings RTO-MP-
AVT-146, Paper 38. Neuilly-sur-Seine, France: RTO - 2007.
[3] Peterson Brent, Erath Byron, Henry Kevin and Lyon Mark, “Development of a Micro
Aerial Vehicle for Maximum Endurance & Minimum Size”, AIAA 2003-416.
[4] Shashank Mishra, G. Ramesh “Design and Development of Airframe for Fixed Wing Micro
Air Vehicle- GOLDEN HAWK”, NAL PD EA 0908, March 2009.
[5] XFLR5 –http://xflr5.sourceforge.net/xflr5.htm
[6] Shashank Mishra, G.Ramesh, Sajeer Ahmed, “Conceptual Design and Analysis of Airframe
for Fixed Wing MAV”, Proceedings of Symposium on Applied Aerodynamics and Design
of Aerospace Vehicle (SAROD 2009), December 10-12, 2009, Bangalore, India.