AIRFRAME DESIGN AND MANUFACTURE OF ULTRALIGHT FUSELAGE
“I declared that this thesis is the result of my own work except the ideas and summaries which I have declared their sources. The thesis has not been accepted for any degree and is not concurrently submitted in candidature of any degree. “
t hesis and in my point of view this thesis is qualified in term “I declared that I read this thesis of scope and quality for the purpose of awarding the Bachelor of Engineering (Hons) Mechanical. “
AIRFRAME DESIGN AND MANUFACTURE OF ULTRALIGHT FUSELAGE
MOHD ZAIREN BIN MOHAMMAD ZIN (2009848424)
ACKNOWLEDGEMENT
In the name of Allah, Most Gracious, Most Merciful. I wish to appreciate my supervisor, Prof. Dr. Ir. Wahyu Kuntjoro for giving much of his time and experience throughout the project from beginning until the end. I am very
ABSTRACT
Ultralight aircraft airframe is an extremely lightweight aircraft and categorized as an experimental aircraft by Federal Aviation Regulations (FAR). FAR 103 states that the ultralight airframe design is less than 70 kg if unpowered with fuselage and wing
TABLE OF CONTENTS
ACKNOWLEDGEMENT ACKNOWLEDGEMENT ................... ......... ................... .................. ................... ................... .................. ................ ....... i ABSTRACT ................... ......... ................... ................... ................... .................. .................. ................... ................... ............... ...... ii LIST LIST OF FIGURES: FIGURES: .................... .................................... ................................. .................................. ......................... ........ v
CHAPTER 3:
2.6
Finite Element Method .............................................................. 16
2.7
Material Strength ...................................................................... 18
METHODOLOGY............................................................................... 21 3.1
Introductions ............................................................................. 23
3.2
Visit Malacca 4B Flying Club .................................................... 23
3.3
Material Source ........................................................................ 24
3.4
Preliminary Design.................................................................... 25
3.5
Fuselage Design ....................................................................... 27
3.6
Manufacturing Process ............................................................. 28
3.7
Material Testing ........................................................................ 40
3.8
Finite Element Analysis of Fuselage Airframe ........................... 44
3.9
Fuselage Structure Test ........................................................... 47
3.10 Assembly of Airframe................................................................ 49 CHAPTER 4:
RESULTS AND DISCUSSIONS................
50
LIST OF FIGURES:
Figure 2.1: Ultralight Quicksilver MX Sprint [15] ............................................................ 6 Figure 2.2: Fuselage Airframe Design [16].................................................................... 8 Figure 2.3: BWB Baseline II-E2 UAV airframe model [6] ............................................... 9
Figure 3.12: Sample of square cutoff from 33mm tube aluminium hollow ....... ............ 30 Figure 3.13: Hydraulic Swing Beam Shearing Machine............................................... 30 Figure 3.14: The plate for different joints of the trike ................................................... 31 Figure 3.15: Using Drilling Machine for drilling process of joints .................................. 31 Figure 3.16: Precision Lathe Machine ......................................................................... 32 Figure 3.17: Threading the shaft ................................................................................. 32 Figure 3.18: Shaft of rare wheel assembly along with dipole joint ............................... 33 Figure 3.19: Rare Left side of Trike Joints................................................................... 33 Figure 3.20: The bending process of seat frame ......................................................... 34 Figure 3.21: Seat assembly process ........................................................................... 34 Figure 3.22: Front trike joint ........................................................................................ 35 Figure 3.23: Trike assembly ........................................................................................ 35 Figure 3.24: Foot Paddle ............................................................................................ 36 Figure 3.25: Nose plate of Trike .................................................................................. 36 Figure 3.26: Grinding process for most edges of the airframe ..................................... 37 Figure 3.27: Assembly of front wheel at Trike nose ..................................................... 37 Figure 3.28: Front view of trike.................................................................................... 38
Figure 4.4: Deformation of Airframe at 3.8g ................................................................ 58 Figure 4.5: Plot Results for maximum Stress at 3.8g .................................................. 58 Figure 4.6: Deformation of Airframe at 2.5g ................................................................ 59 Figure 4.7: Plot Results for maximum Stress at 2.5g .................................................. 59 Figure 4.8: Deformation of Airframe at 1g ................................................................... 60 Figure 4.9: Plot Results for maximum Stress at 1g ..................................................... 60 Figure 6.1: Trike Part Design ...................................................................................... 78 Figure 6.2: Trike Joint Design ..................................................................................... 79 Figure 6.3: Trike Nose Design .................................................................................... 80 Figure 6.4: Trike Part Design ...................................................................................... 80
LIST OF TABLES:
Table 2.1: Lift Force Based on BWB Area Percentage ............................................... 17 Table 2.2: Weight Percentage..................................................................................... 17 Table 2.3: Distribution of Weight ................................................................................. 17
LIST OF ABBREVIATION:
BWB
Blended Wing Body
CFD
Computational Fluid Mechanic
LIST OF SYMBOLS:
Ag
Silver
Al
Aluminium
Li
Lithium
Ll
Length
n
Load Factor
Mg
Magnesium
Mn
Manganese
Na
Sodium
Ni
Nickel
P
Phosphorus
Pb
Lead
Si
Silicon
Sn
Tin
CHAPTER 1:
INTRODUCTION
1.1
Background of study
Ultralight is defined as extreme light weight airplane. Airframe is defined as the body of an aircraft as distinct from its engine. Ultralight airframe is the body of an aircraft at minimum weight without consideration of its engine. The project produces the result of strength requirement or static behavior of the ultralight airframe fuselage part.
The fuselage of the ultralight airframe has several sections included with the connections to other important sections such as the wing. It consists both trike and empennage components. The trike is the part of the cockpit where the pilot is. It is a main component used for installations of other part such as the front wings, the empennage, the power plant (engine and fuel compartment) and the controls of the airframe. The study is done as such in consideration of all the loadings applied at those parts of the fuselage where the airframe is static.
Ultralight airframe design gives further understanding of the specifications of the
standard given to determine the safety feature of the airframe design of the fuselage of the ultralight aircraft as it is the main body for the whole product.
1.2
Problem Statement
Design of ultralight airframe fuselage deals with the safety consideration in use during aviation purpose. It could bring harm to the user and public without proper analysis done on the airframe structure. There are several reports considering the safety of the structure is not valid. 13 th March 2010, a 54-year-old ultralight pilot (Antares) was severely injured during an accident in Chugiak, Alaska where there was evidence of in-flight airframe failure [11]. This proves t hat the structure of the ultralight airframe can fail anytime without pr ior to the user’s knowledge. Therefore, it is mandatory to check the safety of airframe design of ultralight aircraft of the trike to minimize the damage.
1.4
Scope of Project
The study is done by adopting the design of existing ultralight fuselage airframe, the Quicksilver MX 2S design. It is also to consider the regulations established for the type of aircraft. This is done based on the airframe selection and its static behavior. The material strength is tested by sparking test, bending test and tensile test. Analysis can be done by implementing Finite Element Method for the fuselage of the ultralight airframe.
1.5
Significance of Project
The importance of this project is to give out more understanding for the ultralight airframe in this country. The airframe itself is important in terms of the
CHAPTER 2:
LITERATURE REVIEW
Figure 2.1: Ultralight Quicksilver MX Sprint [15]
Ultralight is identified as a vehicle not aircraft. Because they are vehicles and not aircraft, this regulation allows individuals to operate ultralight vehicles without requiring FAA pilot or vehicle certification. Upon publishing Part 103 the FAA said it did not wish to issue pilot certificates for ultralight operators. FAA understood individuals who want to fly ultralight should participate in industry-established self-regulation and
2.2
Ultralight Regulations
There are several types of regulations needed to be considered before building the airframe of the ultralight which determines the expected and limitations of the specifications of the airframe. The first important part of the regulations is from the airframe weight. One of the regulations is the Federal Aviation Regulations (FAR) [4] (Page 23).
There are several parts within the regulation. The basic part is the FAR23 for determining the minimum takeoff weight. Ultralight is an experimental aircraft within the special category but the airworthiness certificate can be deducted as a normal category aircraft [11].The regulation states as follows:
The Maximum Takeoff Weight; normal, utility or acrobatic category ≤ 5670kg.
The Maximum Takeoff Weight; commuter category ≤ 8618kg.
Ultralight also has its own unique regulations within the FAR. Ultralight is within the
(4) Has a power-off stall speed which does not exceed 44.5 km/h calibrated airspeed. 103.3 Inspection requirements. (a) Any person operating an ultralight vehicle under this part shall, upon request, allow the Administrator, or his designee, to inspect the vehicle to determine the applicability of this part. (b) The pilot or operator of an ultralight vehicle must, upon r equest of the Administrator, furnish satisfactory evidence that the vehicle is subject only to the provisions of this part. 103.5 Waivers. No person may conduct operations that require a deviation from this part except under a written waiver issued by the Administrator. 103.7 Certification and registration. (a) Notwithstanding any other section pertaining to certification of aircraft or their parts
The design of the fuselage is considered along with the positions of each component of the airframe within the fuselage. It is also where the position of the pilot is located as to initiate the controls of the aircraft along the rest of the airframe parts design of the aircraft such as the positioning of the wingspan, the engine or power plant, pilots and passengers seats, the empennage and back wings. It is an important part within the airframe of every aircraft design as the design requires the determination of the center of gravity for the whole airframe [9] (Chapter 5, page 86).
There are several examples of fuselage design such as the Unmanned Aerial Vehicle (UAV) at Universiti Teknologi MARA (UiTM) which is a radio controlled aircraft called “Kenyalang” of the conduct a research titled Unmanned Aerial Vehicle with Fuel Cell Propulsion System. The airframe is designed based on balsawood rib with aluminium framework that holds the engine, fuel cell, hydrogen tank, remote control, instrumentation and landing gear position; and the fuselage is carbon fiber laminated.
Other example is based on the Blended Wing Body (BWB) Baseline I1-E2 Unmanned Aerial Vehicle (UAV). This UAV relates to the combination of both the
development of Blended Wing Body concept. This research is in correlation to the Unmanned Aerial Vehicle (UAV). Using the fundamentals of fluid mechanics, 0.3 Mach number of the BWB model can be analyze with Computational Fluid Dynamics (CFD) to various elevator deflection sequence. Finite Element Model of the BWB is designed using ANSys software, the same software applying the CFD function, to do the structural analysis. Without elevator deflection, it is tested through wind tunnel analysis of 0.1 Mach number for the wing pressure distribution. This is done to confirm the reliability of CFD and wind tunnel test. BWB design sets the pressure drag as crucial to the total drag compared to conventional designs due to intrinsic nature of lower surface to volume ratio of the BWB shape [6].
2.4
Ultralight Airframe example
2.4.1 The wing structure
Microlight possesses flex wings that have complex wing structure than conventional wing. The leading edges for the wing primary structure with two segmented tubes of 4.5-5.5m long are joined together at the nose to the keel tube extended from the trailing edge as shown in Figure 2.4 that runs the length of the wing. The wing cover seen as a fabric is made from a polyester Dacron, a high strength nonporous fabric which is overextended at the wingspan like a sail. During rigging, the rigidity and form are ensured by cross tubes that are being hinged to each other overhead the keel tube and half-span of the leading edges at the center where the structure is applied considerable internal loads. The form of the wings is formed based on the tensioning cable where it runs throughout the length of the keel. The above statement can be identified using the following Figure 2.5.
Based on Figure 2.4, the end view of the wing shows an A-frame that have a basebar and two uprights which are clearly demonstrated in Figure 2.5. The basebar plays a vital role in flight control giving the roll and pitch control during normal flight. It is also the principal structure of supporting the tension via flying cables and wires the wing loads outboard of the leading edge and cross-tube junction. The most part that is compressed is the A-frame uprights and the leading edge of the inboard sections. The ideal location of then basebar is critical as it aids in the correct control of the airplane where some may refer to it as the ‘piano-playing position’. Adjusting the position of the basebar during wing development is done usually through the adjustment of the front rear wires located at nose to the end of the basebar as displayed in Figure 2.5. These wires are fundamentally important for weight shifting the wings against the structure of the aircraft as it locates the base bar and provides maneuvering for wing pitch control. Structural wires are 20-60mm away jointed together as parallel wires to provide more clasps for the form and shape of the aircraft. Different than those lines function are the luff lines which yield small amount of actual load in flight although aerodynamically crucial to the system. Therefore, the
The wingspan is 8 to 10 meters long and the length of the leading edge or nose till the trailing edge is 3 meters long. The wing is weight shifted with no tail of horizontal or vertical stabilizer as any normal airplanes. The trike is hanged to the wings directly along with the crew, power plant and undercarriage which are gripped by the hang point with a joint of all three axes free degree of freedom to f reely rotate in pitch and roll without interference. The joint is fundamentally stable with no pendular stability but provided longitudinal stability. The arrangement of the twist of the wing between root and tip, the reflex that is at the inboard trailing edge shaped as an inverted airfoil and the wing sweep gives the longitudinal stability that is behind the center of gravity (CG). It gives the down force at the wingtips. The minimized washout rods known as tip sticks are cantilever rods connected through the leading edge perpendicularly from beneath the wing edge supports the sail of the wing that tends to smoothen out during high speed operation of the aircraft. The sail tendency to f latten causes the decreasing in static stability which is intolerable affecting loss in longitudinal stability. The tipsticks acts as a limiter for the
Figure 2.7: Trike structure Monopole is the bone structure and most vital part of the trike where it holds up the main wheels to the hang point vertically as a pole. All the parts such as wing, power plant, main wheels and the seat are joined at the structure of monopole. The monopole is set up so that it can withstand dire stress failure such from f atigue crack propagation. The design also includes cable at the center of the monopole itself to provide safety precautions towards the design that connects the engine mount or undercarriage connections to the hang point.
2.5
Maneuvering Control System
The maneuvering system consists of several parts which hold onto the positioning control in-plane and height. There are several control features for ultralight which have 3 axes of motions. There are the elevator motion, rudder motion, and ailerons motion. These parts are crucial for the airframe to be able to produce motion airborne and for taking off [1] (page 230). The parts produce the following motions: Elevator Motion
Climbing/descending
o
Pitching
Rudder Motion
o
Side slipping/Skidding
o
o
Yawing
Ailerons Motion
o
Rolling
Using motion of control directly from the control yoke 1.
Controls the elevator for up and down motion
2.
Controls the ailerons for rotational motions
b) Horizontal motion The motion for the rudder is based on footwork which moves left when the left foot is pressed and moves right when the right foot is pressed.
2.6
Finite Element Method
Using Finite Element Analysis, the analysis for static structure beam or frame
modules area. The following table shows the distribution of weight and lift force with respect to BWB modules area [6]. Table 2.1: Lift Force Based on BWB Area Percentage
Table 2.2: Weight Percentage
Table 2.3: Distribution of Weight
BWB Static Results is shown by the resultant BWB stress tensor and displacement contour. It was found that the maximum stress value is 81.1 MPa at node 238, and the maximum displacement value is 156.0 mm at node 1463. The maximum stress occurs at the point connection between wing body and canard modules. The maximum displacement was found to be at the wing tip of canard [6].
Table 2.4: Aluminium Alloy Properties Comparison Aluminium Alloy Properties
6063-T6
7075-T6
Ultimate Tensile Strength
241 MPa
572 MPa
Tensile Yield Strength
214 MPa
503 MPa
Modulus of Elasticity
68.9 GPa
71.7 GPa
Density
2.7g/cc
2.81g/cc
Poisson’s Ratio
0.33
0.33
The Stress-Strain relationship allows the identification of mechanical properties such as the yield strength and modulus of elasticity. The following figure shows a stress-strain curve.
1: True elastic limit 2: Proportionality limit 3: Elastic limit 4: Offset yield strength
CHAPTER 3:
METHODOLOGY
3.1
Introductions
In this project, several processes have been carried out and were included in the research methodology. The processes consist of the study on the structure of airframe fuselage, build the airframe, conduct the test analysis and gain data, hence compare with the theoretical and the actual value of the adopted design of the ultralight airframe.
3.2
Visit Malacca 4B Flying Club
During the duration of the project, the flying club for ultralight in Batu Berendam, Melaka has been visited to carry out actual process of understanding the mechanism built for the airframe of the aircraft.
Figure 3.2: MX Sport 2S in Melaka The preliminary design is set up to be the same model, the Quicksilver MX Sport 2S. The design of the fuselage is tampered to be a single seated instead of a double seated aircraft. The entire dimension is obtained by measuring the design using measuring tape.
Figure 3.4: Measurement of Material
Aluminium hollow tube available
Diameter range of 25-38mm
Figure 3.8: top view of design
Figure 3.10: Disc Cutting Machine The material is based on type 26mm and 33mm hollow tubes. The following figure shows the materials cut.
Figure 3.12: Sample of square cutoff from 33mm tube aluminium hollow The figure shows the sample needed to be tested through sparking test at the foundry lab to obtain the chemical composition data sheet allowing identifying which grade the material belongs to.
Figure 3.14: The plate for different joints of the trike The hollow beam of each joint is then drilled respective to the length of the hole of each joint.
Figure 3.16: Precision Lathe Machine The result of the lathe process is then threaded out to provide an up thread for the shaft to be bolted together to fix the wheel in place as illustrated in Figure 3.17.
Figure 3.18: Shaft of rare wheel assembly along with dipole joint The figure shows that the joint for rare dipole and the shaft of rare wheel is being assembled together to provide strong connection in and out of the tube. The tube itself is 33mm hollow of 1.37 thicknesses. By inserting the shaft, the joint is reinforced and less distortion can occur at the point as the plate of t he rare dipole holds together the
Figure 3.20: The bending process of seat frame The seat frame is then assembled and connected together with the seat as shown in the Figure 3.21.
Figure 3.22: Front trike joint The trike structure can be fully assembled as shown in the following Figure 3.23.
Figure 3.24: Foot Paddle The front or nose of the trike is then plated together to from a platform for the support of the front wheels. It is designed base on the latter Quicksilver MX 2 Sprint visited at Melaka airport.
Figure 3.26: Grinding process for most edges of the airframe The plate is drilled to produce a hole of diameter 34mm to provide shaft hole for the support of the wheel along for maneuvering purpose of the wheel to rotate. The front wheel support is done simply by bending of plate and welded together to a shaft. The smooth rotation is provided by the installed ‘burger bearing’ that functions solely as a bearing on two plate surfaces.
Tie rods
Figure 3.28: Front view of trike
Figure 3.30: Preliminary stage Trike
3.7
Material Testing
The structure of the airframe needed to be tested in terms of material strength. Several test such as sparking test, bending test and tensile test were conducted to evaluate the aluminium strength in terms of the Modulus of Elasticity and Yield Strength.
3.7.1
Sparking Test
The analysis of the fuselage can be done using the ANSys software. Before the analysis can be done, testing to determine the material properties is carried out. The purpose of the testing is originated to identify the strength of t he material used based on standards given. The first is to identify which category the material belongs to and the chemical composition. A short test for sparking is done based on sample in Figure 3.12.
This test is operated using simple mechanism without accordance to any other standard. The bending test is carried out to search for the value of Modulus of Elasticity for the hollow beam.
Figure 3.33: Simple Bending Test Configuration Figure 3.33 displays the set-up of simple apparatus which includes the clamp to fix the
Length, l Deflection, v
Load, 40.05N
Figure 3.35: Deflection of 33mm hollow beam The result of the test is recorded on the piece of paper and all measurements. The experiment is repeated to get a more accurate value of the reading.
Figure 3.37: Specimen of 26mm Tube The samples are tested out in to the machine and the results are based on the input key of dimension for each cutoff sample. The dimension of the sample is based on the European Standard EN 10002-1: 2001. The dimension is as follows:
The cross-section area, Al = 0.000017995 The sample was tested and resulted as follows.
Figure 3.39: Tensile Sample Test after Run
Figure 3.40: Section Data input By plotting the node sequence in coordinate system, the data can be obtained in the
This is based on the weight balance configuration for the airframe fuselage. The following is the force applied on the nodes of the FEA airframe fuselage as shown in Table 3.2. Table 3.2: Load Distribution Node
1g Force(N)
2.5g Force(N)
3.8g Force(N)
Part/Component
1
-49.05
-122.625
-186.39
Fuel Tank
-206.53
-516.32
-784.8
Pilot
-196.2
-490.5
-745.56
Powerplant
43, 44, 45, 46 53
Table 3.3: Fixed Support Fuselage Boundary Condition:
Fuel Tank Load
Engine/ Powerplant Load
Pilot distributed Load
Figure 3.42: ANSys Load Definition
96.3cm
Figure 3.43: Hanging on cranes The Figure 3.43 shows the airframe of the trike being held at the position of the fixed
3.10
Assembly of Airframe
The airframe was assembled together. The fuselage was completed with the wings and joined as shown:
CHAPTER 4:
RESULTS AND DISCUSSIONS
Table 4.2: Chemical Properties of Aluminium Alloy 6063 (%) Al =
Si =
Fe =
Cu =
Mn =
Mg =
Cr =
Ti =
Zn =
remainder
0.2~0.4
<0.35
<0.1
<0.1
0.45~0.9
<0.1
<0.1
<0.1
Other elements = <0.05
The minimum mechanical properties of the aluminium alloy 6063 can be produced as such: Table 4.3: 6063 Aluminium Alloy Mechanical Properties Ultimate Tensile Strength
89.6 MPa
Tensile Yield Strength
48.3 MPa
(4.2.1)
The formula can be done:
The same result can be said for different thickness and diameter of hollow beam. This concludes that the test occur some error due to standard or the material itself is not in standard. The test further continues using standardize tensile test of the material.
4.3
Tensile Test Results
The results are as shown in Table 4.4. Using the tensile test machine, the result clearly shows that even using standards, the results are slightly similar to the bending test. But the result can be corrected as t o follow the standard by changing the cross section area which is inputted into the machine in square surface instead of arc surface. The following is the table of the specification of sample inputted into the machine.
Figure 4.1: Stress vs. Strain Graph of 26mm tube
Table 4.6: Result of Material Strength from Figure 4.2 Yield Strength, σyield Specimen 1
80 MPa
Specimen 2
80 MPa
Average
80 MPa
Modulus of Elasticity, E E1
40 GPa
E2
40 GPa
Average
40 GPa
Stress Vs Strain 33mm
Table 4.7: Result of Material Strength from Figure 4.3 Yield Strength, σyield Specimen 1
120 MPa
Specimen 2
120 MPa
Average
120 MPa
Modulus of Elasticity, E E1
30 GPa
E2
30 GPa
Average
30 GPa
The result is used in ANSys by inputting into the material model library as shown:
The following is the result of the ANSys application for 3.8g;
Figure 4.4: Deformation of Airframe at 3.8g
For 2.5g;
Figure 4.6: Deformation of Airframe at 2.5g
For 1g;
The results for the experiment can be concluded based on the tensile t est done on the material used and the analysis done for the fuselage airframe. The results can be formed from the largest stress on the beam analyze against the yield strength of the material. The largest stress can be resolved from the ANSys of the airframe where the 4 nodes of node 43, 44, 45, 46 are applied to the pilot weight average on 1g, 2.5g and 3.8g. This is done to compare maximum load factor, n of the airframe. Table 4.9: Maximum Stress Comparison Load Factor, n
Deflection (mm)
Maximum Stress (at same node 45,46)
1g
0.95
18.07MPa
2.5g
14.55
36.33MPa
3.8g
36.49
57.48MPa
The largest stress value is;
load factor shows that the load can be increased up to 1.39g.The following is the result of load factor calculation: Table 4.10: Load Factor Comparison Load Factor, n
Safety Factor
1g
4.43
2.5g
2.20
3.8g
1.39
Therefore, the results show a maximum load factor of 4.43 for 1g load distribution. The airframe is still safe at restricted maneuvering when submitted to 2.5g as the load factor is 2.2 the airframe is not safe when the airframe is submitted by load of 3.8g.
CHAPTER 5:
CONCLUSION AND RECOMMENDATIONS
5.2
Recommendation
Some recommendations can be realized in improving the design of the ultralight airframe fuselage:
Materials needed to be aircraft grade or similar to the standard of the airframe design to accomplish structural safety
The weight of the airframe should be lighter. Additional design prompt suggest reduction of modification of the airframe design by using stronger material grade
The center of gravity of the airframe is not feasible. The design based on single seated fuselage. The dimension differs from the adopted design of two seated fuselage.
REFERENCES
[1]
A.C. Kermode (2006), D.R.Philpott, R.H.Bernard, Mechanics of Flight, 11th Edition, University of Hertfordshire, Prentice Hall
[2]
Alten F. Grandt Jr. (2003), Fundamentals of Structural Integrity: Damage
[10]
Wahyu Kuntjoro (2005), An Introduction to the Finite Element Method, McGrawHill Education
[11]
Airframe Failure Accidents www.eaa.org/(http://www.eaa.org/lightplaneworld/articles/1009_trike_fatality.as p) (Accessed 15 July 2013)
[12]
Ultralight Regulations www.faa.gov/ (Accessed 15 July 2013)
[13]
Ultralight Regulations www.usua.org/Rules/faa103.htm (Accessed 15 July 2013)
[14]
Ultralight News www.flyingstart.org (Accessed 15 July 2013)
[15]
Picture of Quicksilver MX SPRINT
APPENDICES
APPENDIX A NODES
Nodes
X-Coordinate
Y-Coordinate
Z-Coordinate
0.000000000000
40.00000000000
3 0.000000000000
0.000000000000
-720.0000000000
4 0.000000000000
0.000000000000
-1495.000000000
5 -200.0000000000
-320.0000000000
-720.0000000000
6 -378.3333333333
-685.0000000000
-720.0000000000
No. 1 0.000000000000 2
19 181.2500000000
-1415.500000000
890.4000000000
20 75.00000000000
-1415.000000000
1194.000000000
21 0.000000000000
-1415.000000000
1194.000000000
22 -75.00000000000
-1415.000000000
1194.000000000
23 -181.0000000000
-1415.500000000
890.0000000000
24 -287.0000000000
-1415.000000000
586.0000000000
25 -393.5000000000
-1415.000000000
282.8000000000
26 -500.0000000000
-1415.000000000
-20.40000000000
27 -617.5000000000
-1415.000000000
-370.2000000000
28 -551.2500000000
-1415.000000000
-720.0000000000
29 -367.5000000000
-1415.000000000
-720.0000000000
42 96.00000000000
-1415.000000000
586.5333333333
43 -200.0000000000
-1315.000000000
-140.4000000000
44 200.0000000000
-1315.000000000
-140.4000000000
45 200.0000000000
-1315.000000000
-540.4000000000
46 -200.0000000000
-1315.000000000
-540.4000000000
47 0.000000000000
-1315.000000000
-540.4000000000
48 200.0000000000
-965.0000000000
-540.4000000000
49 -200.0000000000
-965.0000000000
-540.4000000000
50 0.000000000000
-1670.000000000
1194.000000000
51 -500.0000000000
-1315.000000000
-141.4000000000
52 500.0000000000
-1315.000000000
-141.4000000000
72 -3203.800000000
224.0000000000
73 -3948.600000000
276.1000000000
74 -4613.700000000
322.6000000000
75 -4693.500000000
328.2000000000
76 -124.7000000000
8.700000000000
-1476.000000000
77 -224.5000000000
15.70000000000
-1476.000000000
78 -956.3000000000
66.90000000000
-1476.000000000
79 -1351.700000000
94.50000000000
-1476.000000000
80 -1608.100000000
112.4000000000
-1476.000000000
81 -1701.100000000
119.0000000000
-1476.000000000
82 -2458.900000000
171.9000000000
-1476.000000000
95 -1434.500000000
100.3000000000
-1816.000000000
96 -2087.700000000
146.0000000000
-1816.000000000
97 -2740.900000000
191.7000000000
-1816.000000000
98 -3394.100000000
237.3000000000
-1816.000000000
99 -4047.300000000
283.0000000000
-1816.000000000
100 -4693.500000000
328.2000000000
-1816.000000000
101 -1434.500000000
100.3000000000
-1476.000000000
102 -212.3000000000
189.3000000000
-100.0000000000
103 -209.3000000000
232.2000000000
-180.0000000000
104 -207.2000000000
262.1000000000
-380.0000000000
105 -944.9000000000
240.5000000000
-100.0000000000
118 -3933.400000000
492.6000000000
-180.0000000000
119 -3931.000000000
522.5000000000
-380.0000000000
120 -4681.300000000
501.8000000000
-100.0000000000
121 -4677.800000000
544.6000000000
-180.0000000000
122 -4676.500000000
574.6000000000
-380.0000000000
123 124.7000000000
8.700000000000
124 224.5000000000
15.70000000000
125 956.3000000000
66.90000000000
126 1351.700000000
94.50000000000
127 1608.100000000
112.4000000000
128 1701.100000000
119.0000000000
141 1701.100000000
119.0000000000
-1476.000000000
142 2458.900000000
171.9000000000
-1476.000000000
143 2917.900000000
204.0000000000
-1476.000000000
144 3117.400000000
218.0000000000
-1476.000000000
145 3203.800000000
224.0000000000
-1476.000000000
146 3948.600000000
276.1000000000
-1476.000000000
147 4613.700000000
322.6000000000
-1476.000000000
148 4693.500000000
328.2000000000
-1476.000000000
149 124.7000000000
8.700000000000
-737.9000000000
150 872.7000000000
61.02000000000
-737.9000000000
151 1608.100000000
112.4000000000
-737.9000000000
164 207.2000000000
262.1000000000
-380.0000000000
165 944.9000000000
240.5000000000
-100.0000000000
166 941.5000000000
283.4000000000
-180.0000000000
167 939.0000000000
313.3000000000
-380.0000000000
168 1689.000000000
292.5000000000
-100.0000000000
169 1686.000000000
335.4000000000
-180.0000000000
170 1683.800000000
365.3000000000
-380.0000000000
171 2447.300000000
345.6000000000
-100.0000000000
172 2443.800000000
388.4000000000
-180.0000000000
173 2441.800000000
418.4000000000
-380.0000000000
174 3190.800000000
397.5000000000
-100.0000000000
187 0.000000000000
951.5000000000
-3871.200000000
188 0.000000000000
171.5000000000
-3943.000000000
189 0.000000000000
-306.4000000000
-3872.900000000
190 0.000000000000
171.5000000000
-3485.000000000
191 100.0000000000
94.50000000000
-3485.000000000
192 376.1000000000
94.50000000000
-4075.000000000
193 1357.000000000
94.50000000000
-4075.000000000
194 1357.000000000
94.50000000000
-3485.000000000
195 1357.000000000
94.50000000000
-3207.800000000
196 750.0000000000
94.50000000000
-2785.000000000
197 500.0000000000
94.50000000000
-2785.000000000
210 4047.300000000
283.0000000000
-1476.000000000
211 -2087.700000000
146.0000000000
-1476.000000000
212 -2740.900000000
191.7000000000
-1476.000000000
213 -3394.100000000
237.3000000000
-1476.000000000
214 -4047.300000000
283.0000000000
-1476.000000000
215 -471.0940000000
94.50000000000
-2785.000000000
216 471.0940000000
94.50000000000
-2785.000000000
217 -1608.874111442
-618.3707865169
-76.55248796148
218 -1608.874111442
-618.3707865169
-753.4614537950
219 1700.366888328
-611.9502407705
-76.55248796148
220 1700.366888328
-611.9502407705
-753.4614537950
APPENDIX B DETAIL DESIGNS
Table 6.1: Bill of Materials
Paddle Nose Wheel Support
Rod End Bearing M8
Figure 6.3: Trike Nose Design
81
