ABDUL AZHIM

DESIGN AND DEVELOPMENT

WING IN GROUND (WIG) CRAFT FOR FLIGHT TEST
BAET (HONS) MECHANICAL

ABDUL AZHIM BIN ABDUL RAHIM

53259212123
DECEMBER 2015

UNIVERSITY KUALA LUMPUR

MALAYSIAN INSTITUTE OF AVIATION TECHNOLOGY

DECEMBER 2015
 DESIGN AND DEVELOPMENT
WING IN GROUND (WIG) CRAFT FOR FLIGHT TEST

ABDUL AZHIM BIN ABDUL RAHIM

53259212123

Report Submitted to Fulfil the Partial Requirements

For the Bachelor of Aircraft Engineering Technology (HONS) Mechanical
University Kuala Lumpur
Malaysian Institute of Aviation Technology

DECEMBER 2015
 DECLARATION PAGE

I declare that this report is my original work and all references have been cited
adequately as required by the University.

Date: 26 November 2015

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 APPROVAL PAGE

I have supervised and examined this report and verify that it meets the programmed
and University‟s requirements for the Bachelor/Diploma in (insert your programme
name here).

Date: 26 November 2015 Signature:………………………………………….

Supervisor‟s Name: Assoc. Prof. Ir. Abu Hanifah
Haji Abdullah
Official Stamp:

Date: Signature:………………………………………….
Co-Supervisor‟s Name:
(Optional)
Official Stamp:

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 ACKNOWLEDGEMENT

I would like to thanks a lot to my experience and helpful supervisor, Assoc. Prof. Ir.
Abu Hanifah Haji Abdullah because of his supervision and support that he gave in
progressing of my Final Year Project, and also thanks a lot to my coordinator Madam
Nur Faraihan Binti Zulkifli. It is truly smoothness all of my research on producing
my project. The cooperation is much indeed appreciated.

Last but not least, I would like to give my highest gratitude to my beloved parents,
wife and my member as well for keep supporting me in what I had done. Without
their constant support, sacrifice, love and also encouragement, this report would not
be able to finish in time.

Great deals appreciated go to the contribution of my University lecturer and stuff that
never tired to help me in finish this project. All the facilities that given by the
University is more than enough for my project, to the library member, workshop
supervisor, hangar member, thanks a lot and your service will not forgotten. Thanks
again and again to all member that involve to give encourage, support and help me in
completing this project successfully.

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 TABLE OF CONTENTS

DECLARATION PAGE ............................................................................................... i

APPROVAL PAGE ..................................................................................................... ii
ACKNOWLEDGEMENT .......................................................................................... iii
TABLE OF CONTENTS ............................................................................................ iv
LIST OF TABLES ...................................................................................................... vi
LIST OF FIGURES ................................................................................................... vii
ABSTRACT ................................................................................................................ ix
CHAPTER 1: INTRODUCTION ................................................................................ 1
1.0 OVERVIEW .................................................................................................... 1
1.1 PROBLEM STATEMENT ........................................................................... 4
1.2 AIM AND OBJECTIVES ............................................................................. 5
1.3 INVESTIGATION TECHNIQUES .............................................................. 5
1.4 SCOPE AND LIMITATION ........................................................................ 5
CHAPTER 2: LITERATURE REVIEW ..................................................................... 6
2.0 HOVERWING (WIG) WING IN GROUND .................................................. 6
2.1 TECHNICAL DEVELOPMENT HISTORY ............................................... 6
2.2 FUSELAGE DESIGN ................................................................................... 8
2.3 WING DESIGN ............................................................................................ 8
2.4 AIRFOIL DESIGN ........................................................................................ 9
2.5 EMPENNAGE DESIGN ............................................................................. 12
2.6 LONGITUDINAL AND DIRECTIONAL CONTROL DESIGN .............. 13
2.7 LIFT COEFICIENT .................................................................................... 13
2.8 DRAG COEFFICIENT ............................................................................... 15
2.9 LIFT AND DRAG CURVE ........................................................................ 16
2.10 LAMINAR AIRFLOW............................................................................ 16
2.11 THICK AIRFOIL .................................................................................... 17
2.12 ASPECT RATIO ..................................................................................... 17
2.13 STALL SPEED ........................................................................................ 18
2.14 GROUND EFFECT AERODYNAMIC .................................................. 19

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 2.15 LONGITUDINAL STABILITY.............................................................. 21
2.16 REYNOLDS NUMBER .......................................................................... 22
CHAPTER 3: METHODOLOGY ............................................................................. 24
3.0 DESIGN APPROACH ................................................................................... 24
3.1 TITLE PROJECT ........................................................................................ 26
3.2 DATA COLLECTION (RESOURCE OF LITERACTURE REVIEW) .... 26
3.3 DESIGN AND DEVELOP HOVERWING ................................................ 27
3.4 FABRICATE SCALE ................................................................................. 27
3.5 FLIGHT TEST ............................................................................................ 39
CHAPTER 4: RESULTS & DISCUSSION .............................................................. 40
4.1 Data Collection and data analysis................................................................ 40
4.2 Data Collection and data analysis................................................................ 42
4.3 Data Collection and data analysis................................................................ 43
4.4 Recommendation and discussion ................................................................ 45
CHAPTER 5: CONCLUSIONS AND FUTURE WORKS. ...................................... 51
REFERENCES........................................................................................................... 52
APPENDIX ................................................................................................................ 57

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 LIST OF TABLES

Table 4-1 Data collection of take-off vs speed .......................................................... 40

Table 4-2 Data collection take-off distance vs angle engine mounted ...................... 42
Table 4-3 Data collection cruising height vs angle of engine mounting.................... 43

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 LIST OF FIGURES

Figure 1-1 Flight 8 [Z.T. Pagowski & K. Szafran, 2014] ............................................ 1

Figure 2-1 The fundamentally simple nature of WIG, no more complex than a
conventional boat. [Klaus Matjasic, 2003] .................................................................. 7
Figure 2-2 NACA 0021 airfoil [Eastman N. Jacobs, 1931] ....................................... 10
Figure 2-3 NACA 0021 airfoil [Eastman N. Jacobs, 1931] ...................................... 10
Figure 2-4 NACA 0021 airfoil [Eastman N. Jacobs, 1931] ....................................... 11
Figure 2-5 airfoil nomenclature [Harris, Charles D, Mar 01, 1990] .......................... 12
Figure 2-6 lift equation McCormick and Barnes W,1979) ........................................ 14
Figure 2-7 aspect ratio equation [Willard G. Smith Jan 12, 1953] ............................ 17
Figure 2-8 Contour plot of static pressure on an airfoil without of ground effect ..... 20
Figure 2-9 Contour plot of static pressure on an airfoil with ground effect [H.H.
Chun, 2002] ................................................................................................................ 20
Figure 3-1 Display the typical flow chart that governs the overall airfoil analysis
process. ....................................................................................................................... 25
Figure 3-2 Creating Airfoil Coodinate using Profscan .............................................. 27
Figure 3-3 High Density Foam .................................................................................. 28
Figure 3-4 Cutter ........................................................................................................ 28
Figure 3-5 Hot Glue Gun ........................................................................................... 29
Figure 3-6 Fibre Tape................................................................................................. 29
Figure 3-7 Sand Paper ................................................................................................ 30
Figure 3-8 Tie Rap ..................................................................................................... 30
Figure 3-9 Screw Driver............................................................................................. 31
Figure 3-10 Polystyrene Gum .................................................................................... 31
Figure 3-11 Pliers ....................................................................................................... 32
Figure 3-12 Gorilla Glue ............................................................................................ 32
Figure 3-13 Measuring Tape ...................................................................................... 33
Figure 3-14 Polycarbonate ......................................................................................... 33
Figure 3-15 Soldering Iron ......................................................................................... 34
Figure 3-16 DC Power Regulator .............................................................................. 34
Figure 3-17 Carbon Rod ............................................................................................ 35
Figure 3-18 Wood Engine Mounting ......................................................................... 35
Figure 3-19 Fuselage Structure NACA 0021 ............................................................. 36
Figure 3-20 Wing Structure NACA 0021 .................................................................. 36
Figure 3-21 WIG Craft Structure NACA 0021 .......................................................... 37
Figure 3-22 Engine Mounting .................................................................................... 37
Figure 3-23 Servo installing ....................................................................................... 38
Figure 3-24 Servo Motor and Wire Connector .......................................................... 38
Figure 4-1 Data analysis take-off vs speed ................................................................ 41
Figure 4-2 Data analysis take-off distance vs angle engine mounted ........................ 42

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Figure 4-3 Data analysis cruising height vs angle of engine mounting ..................... 44
Figure 4-4 Control Surface Linkage (Tail) ................................................................ 45
Figure 4-5 Control Surface Linkage (Wing) .............................................................. 46
Figure 4-6 Propeller 10 inch ...................................................................................... 46
Figure 4-7 Rudder ...................................................................................................... 47
Figure 4-8 Elevator .................................................................................................... 47
Figure 4-9 Aileron ...................................................................................................... 48
Figure 4-10 Engine Mounting Damaged ................................................................... 48
Figure 4-11 Washer .................................................................................................... 49
Figure 4-12 Servo Motor ............................................................................................ 49
Figure 4-13 WIG Craft Structure ............................................................................... 50
Figure 5-1 WIG Craft Flight Model complete set ...................................................... 51

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 ABSTRACT

This report, was written about the investigation of airfoil section for designing of
Hoverwing (WIG) craft. The analysis of airfoil for hoverwing (WIG) craft has been
reviewed based on the parameters of take-off distance and cruising height. One of the
important focuses in this phase is by fabrication on WIG Craft to do a flight test.

This report sole objective is to determine NACA0021 airfoil that is best suited for the
hoverwing (WIG) craft. The selecting NACA type was taking from UIUC airfoil
databse website. NACA 0021 were tested and analysed by using scale model for
flight test.

NACA 0021 was tested on flight test and the results are positive thus relevant for the
real WIG Craft operation. NACA 0021 provides a good lift that is applied to
fuselage, wing and tail structure section. Several test such as take-off distance at
various speeds of engine rpm at zero degree of engine mounting. Take-off distance at
various engines mounting at constant engine speed. Cruising height at various engine
mounting at constant engine speed.

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 CHAPTER 1: INTRODUCTION

1.0 OVERVIEW

Now days, the need for fast transport between and around many coastal cities has
become important for both work and recreational travel. The development of tourism
has increased the need for ferry operators, which in turn led to the discovery of new
vehicle types with higher speed and greater transport efficiency. The main reason to
build a wing-in-ground effect craft (WIG) is payload capacity and cost. WIG crafts
have the potential for payload capacities closer to fast marine crafts and the cost of
construction is much lower than aircrafts.

Figure 1-1 Flight 8 [Z.T. Pagowski & K. Szafran, 2014]

Wing in Ground Effect vehicles (WIG) as shown at figure 1-1 are an emerging
technology that provide a surface transport utility that is between aircraft and existing
marine craft, in terms of speed, cost (capital and running) and load carrying capacity.
With a cruising speed of circa 90+ knots they are faster than almost all other
seagoing craft and over short/medium distances they provide journey times
comparable with helicopter and aircraft.

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Yet they can be built, certified and operated as boats. Skimming above the water but
without water contact, they provide efficient long endurance, with no sea motion
fatigue, no wake, and have natural stealth. Such vehicles are of potential use in both
civil and paramilitary fields. (Klaus Matjasic, 2003)

The Hoverwing can also be used in paramilitary applications that include littoral
operations, drug-running interdiction, anti-piracy, border patrol, search and rescue,
etc. In addition, the WIG crafts may be difficult to detect by mines or sonar, making
them suitable for crossing minefields and mine clearance. WIG crafts allow for high
speed marine transportation at 100 knots in comfort, without water contact, slamming
shock, stress, wake, wash or seasickness. These crafts are extremely fuel efficient.
The ability of WIG crafts to handle sea state opens the potential usage to coastal,
inter island, and major rivers. Hundreds of millions of people living and working in
these locations would benefit from WIG Craft.

Benefits of this WIG craft:

 Faster travel allows for more trips, customers, and thereby more revenue

 Brings new destinations closer

 New routes becomes possible

There are benefits of zero water contact such as no sea motion or sea sickness, low
fatigue for passengers, no wash, shallow water operations. Due to these benefits,
WIG crafts would be ideal for a civilian market. This project is to design a WIG
craft, called Hoverwing and to design a Hoverwing that carries 10 passenger of
payload. The Hoverwing uses air from the propeller that is captured by a door in the
engine pylon to power up the cushion.

The first step in designing any craft is to develop mission requirements and identify
critical requirements. A Hoverwing starts in displacement mode at lower speed to
accelerate from stand still to its normal service speed over water. After displacement
mode, it transits from planning mode to flying mode. During transition, the craft

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operates as a hydroplane. A hydroplane uses the water it‟s on for lift, as well as
propulsion and steering. When traveling at high speed water is forced downwards by
the bottom of the boat's hull. The water therefore exerts an Equals and opposite force
upwards, lifting the vast majority of the hull out of the water.

The technology of the WIG effect craft is fairly new. A WIG craft is a high-speed
“dynamic hovercraft” surface/marine vehicle. Most WIG crafts have been developed
from analytical theory, model testing and building prototypes. WIG craft theory and
technology covers wide range of possible craft configurations. WIG craft size and
speed ranges from single passenger prototypes operating at 50 km/h to large military
craft at 500 km/h.

WIG craft is about high speed marine transportation, 100 knots, in comfort, without
water contact, slamming shock, stress, wake, wash or seasickness. It is extremely fuel
efficient. The ability to handle sea state of WIG crafts open potential usage in
coastal, inter island and major rivers. Hundreds of millions of people living and
working in locations these locations would benefit from WIG craft. WIG craft is
about series/mass production of high speed marine craft at a manufacturing scale
similar to the volume of the speedboat sector.

The market potential for WIG craft is huge that it is worth trying hard for. Low fuel
consumption of high lift-to-drag ratio does not make WIG craft cheap. In the end,
WIG is simply about being a fast, comfortable transport solution which asks little of
other infrastructure investment. Making WIG craft commercially successful is a long
journey, but it is worth taking.

WIG craft is a new product, a new market and a new industry. For it to be successful
the technology must work, the Manufacturing company must be feasible, the
Operating company must be feasible. It must also mean something to the ultimate
customers/users in the civil and military markets. To an Engineer, the benefit of the
WIG craft is in its power efficiency but to an investor, the benefit of the WIG is in its
ability to make profit, which means lower operating cost. Thought WIG craft would
be cheaper than an aircraft at one point, currently that is not the case. One needs to
take into account the costs of research and development, wind tunnel testing, tank

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tests, safety assessment, certification procedure, general design cost. If all these costs
were included in the price of one WIG, it would be more expensive than an aircraft.

In order to make WIG cheaper, mass production of “identical” vessels must take
place. In order to make money in WIG craft, the key is to find the right market. WIG
crafts can be used to military or civil purposes. Why it is important to find the market
and what does product mean to the market? There are benefits of zero water contact
such as no sea motion or sea sickness, low fatigue for passenger, no wash, shallow
water operations. Due to these benefits, WIG crafts would be ideal for civil market.
As for the military application, though WIG crafts have benefits, the slowness of
adaption of new technology is costing military to frown upon WIG crafts. Someday
the WIG craft market is equal to the helicopter business. According to author,
Graham Taylor, demand will outstrip supply of WIG craft at least the first decade,
giving manufacturers the opportunity to pick their customer. (Taylor. G, 2005).

1.1 PROBLEM STATEMENT

Marine now day use boat as their main transportation includes passenger, cargo and
military. Without boat or ship, marine unable to do their operation and service.
However, by using this kind of transportation, it has several problems that occur on
the marine industries, such as time delay during travel. This is because the boat has a
lot of drag contact to the water surface.

To overcome the problem, hoverwing has been utilized in this project to solve the
problem time delay and drag or friction between boat and water. So it can save more
time and will produce good performance on marine related aviation.

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1.2 AIM AND OBJECTIVES

This project is to do a flight testing on hoverwing aircraft flight model which this
airfoil shapes on wing, fuselage and empennage section.

 To manufacture scale model ( 1 : 30 ) WIG Craft for flight testing

 To analysis take-off distance at various speed and various angle of engine

mounting position.

 To analysis cruise height at various angle of engine mounting position and

engine speed.

1.3 INVESTIGATION TECHNIQUES

For investigate techniques, hoverwing craft will involve on flight test that use radio
transmitter to control the aircraft movement and for lift and drag testing, it will be
tested using wind tunnel at aerodynamic lab.

1.4 SCOPE AND LIMITATION

The scope and limitation of this project is to use a scale design of hoverwing aircraft
for flight testing. The wingspan for model is 1.5 meter and 1 meter for fuselage
length.

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 CHAPTER 2: LITERATURE REVIEW

2.0 HOVERWING (WIG) WING IN GROUND

WIG (Wing-In-Ground) craft is a multimodal craft which, in its main operational

mode, flies by using ground effect above the water or some other surface, without
constant with such a surface and supported in the air, mainly, by an aerodynamic lift
generated on a wing (wings), hull, or their parts, which are intended to utilize the
ground effect action. Originally, WIG craft was developed for military purposes in
Russia in 1960‟s. Although Russian WIG craft, Ekranoplans boasted their size and
speed, they were used only in the military area. Contrarily, German engineers have
started from small-sized WIG craft but accomplished meaningful progress in
commercialization of the WIG craft. From every distinguished reverse delta wing to
very innovative Hoverwing, they made robust foundation for commercial WIG craft,
(H.J.Lee et all, 2011)

2.1 TECHNICAL DEVELOPMENT HISTORY

In 1971 Mr Fischer (Founder of Fischer Flugmechanik) worked with Dr Lippisch to

German Navy specifications for a manned prototype ground effect aircraft capable of
flying below enemy radar detection. Fischer Flugmechanik have acquired the rights
and intellectual property of that early work and, since that time seven manned
prototype vehicles have been built, culminating in the Airfish AF8 (FS8) 8-10
passenger seat WIG vehicle launched in 2001. This craft is currently undergoing
certification trials for passenger service in Australia, and is going into licensed series
production.

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During the course of development the concept has evolved away from the ultra-low
altitude aircraft design. Capability for free flight has been removed, to be replaced by
the power-efficiency, simplicity and economy of a pure ground effect surface vessel,
constructed and certified for operation as a boat. In the course of their research and
development Fischer Flugmechanik have evolved two strands of WIG technology:
the first generation Airfish concept and the second generation Hoverwing concept.
This paper concern the Hoverwing concept.

Despite the technical nature of the concept, at its core WIG is a fundamentally simple
concept comprising little more than four elements: aero/hydrodynamic body,
propulsion, rudder, and stabilizer. This can result in rugged craft with stubby wings
that need be no more complex than a conventional high speed boat, as shown at
figure 2-1. (Klaus Matjasic,2003)

Figure 2-1 The fundamentally simple nature of WIG, no more complex than a
conventional boat. [Klaus Matjasic, 2003]

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For Hoverwing design, the design is much more involve than designing an aircraft or
a ship alone as there is only a limited amount of published literature and data on the
design of WIG crafts. Therefore during the design phases, certain guidelines and
rules are taken from aircraft and ship designs.

In the conceptual design phase, the overall shape, dimension and weight of the
hoverwing craft is determine. The size of the craft is limited by the availability and
constraint of off the shelves component like servos, electrical engines and propellers
in order to reduce the cost and fabrication time. Being a heavier than air vehicle, the
weight of the craft will be an important consideration in the design. Also, the craft
must be able to float on water as well, therefore a material that is less dense that
water is also a requirement.

2.2 FUSELAGE DESIGN

The hoverwing will have a catamaran empennage configuration with a T- tail since it
is safer and easier to operate in water. A catamaran empennage configuration helps
to build a static air cushion by diverting some of the propeller slip-stream, which
creates about 80% of the craft weight as lift while the speed is 0. Hoverwing flies
very close to surface, therefore the cabin does not need to be pressurized. The seating
arrangements are not being discusses since his craft is designed to carry cargo only.
(Nita B Shah,2011)

2.3 WING DESIGN

The wing configuration will be the convention one as there were significant
problems with the other wing configurations, which would make the design and
construction process more difficult as well as piloting. The overall structure wing
configuration will be reserve rectangle symmetrical wing. Not choosing delta wing
because delta wing has several disadvantage especially in order tailless delta wing
design, are loss of total available lift caused by turning up the wing trailing edge or

8
the control surface and the high induces drag of this low aspect ratio type wing. This
is the reason that causes delta winged aircraft to lose energy in turns, a disadvantage
in aerial maneuver combat and dogfighting. Since the hoverwing will be flying very
close to the water surface, this problem will be very little to no impacting hoverwing
craft performance even choosing delta wing.

2.4 AIRFOIL DESIGN

The airfoil is essence of the airplane, which the take-off, landing, cruising and stall
speed. Also, its maximum aerodynamic efficiency and lift and drag at defined
cruising speed will increase the duration of the flight. The hoverwing airfoil designs
should be more focused on the cruising condition than other flight phases, such as
take-off and landing. This is because mission requirement show that cruising
condition is nearly 90% of total flight time as it is for surveillance mission.

Many institute such as NACA type have designed and tested laminar flow airfoil at
various Reynolds numbers to achieve a higher lift to drag ratio. NACA 0021 airfoil
has the best general characteristic, it is a symmetrical airfoil having a thickness ratio
21 per cent. NACA 0021 is airfoil members of large family of the scale effect in
greater details. The other airfoil type have higher profile drag coefficient than NACA
0021. [Eastman N. Jacobs, 1931]

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Figure 2-2 NACA 0021 airfoil [Eastman N. Jacobs, 1931]

Figure 2-3 NACA 0021 airfoil [Eastman N. Jacobs, 1931]

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The lift data for the NACA 0021 airfoil from test in the closed throat tunnel are
presented. The maximum lift coefficient of all the cambered airfoils decreased with
increasing value of the Reynolds Number, the moderately cambered airfoils, which
give high maximum lift coefficient in the usual range of model test, suffer the greater
loss. The scale effect on the symmetrical airfoil however may be favorable but is not
large and is somewhat dependent on the degree of air stream turbulence.

Figure 2-4 NACA 0021 airfoil [Eastman N. Jacobs, 1931]

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 Figure 2-5 airfoil nomenclature [Harris, Charles D, Mar 01, 1990]

Figure 2-5 show the characteristic of airfoil nomenclature such as C, chord length is
the length from the leading edge to the trailing edge of a wing cross section that is
parallel to the vertical axis of symmetry. For mean camber line, its half way between
the upper and lower surfaces. Leading edge is point on mean camber line.

Camber is a maximum distance between the mean camber line and the chord line,
measured perpendicular to the chord line. 0 camber or uncambered means thee airfoil
is symmetric above and below the chord line. For thickness, distance between upper
surface and lower surface measured perpendicular to the mean camber line.

2.5 EMPENNAGE DESIGN

The tilted vertical tail protects the tail wing from exposure to a downwash of the
front wing compared to a T-tail configuration. The tilted vertical tail improves
product of tail moment arm as well as the tail lift curve slope. Since the vertical tail
interfere with the fuselage and the horizontal tail, its aspect ratio increase. The local
dynamic pressure is reduced due the converging fuselage flow going over tail. The
horizontal stabilizer helps pull the plane‟s tail down to balance the wing C.G
moment. Though this type of configuration is easy and safe, it is not aerodynamically
efficient since the engine has to use twice as much power to balance the plane. By
having T-tail, some aerodynamics advantages can be gained.

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Having mounted T-tail, the tail plane is kept out of airflow behind the wings. By
having smooth flow over the tail, the better pitch control can be gained. T-tail is high
mounted therefore, it can be out of way of rear fuselage and this configuration is
beneficial for planes that have engines in the rear fuselage.

Another advantage of having T-tail is the increased distance between wings and tail
plane since it does not have significant effect on aircraft weight. But there are some
other disadvantages of having T-tail. During deep stall, a stalled wing will block the
flow over the tail plane, resulting in total loss of pitch control. To support the forces
produced by the tail, the fin has to be made stiff and stronger which results
increasing aircraft weight. Since the elevator surfaces are distant from the ground, it
makes difficult to check elevator from ground.

2.6 LONGITUDINAL AND DIRECTIONAL CONTROL DESIGN

The vertical tail will have a rudder and the horizontal tail will have an elevator. The
rudder surface area will be 30% of the vertical tail area. This will provide enough
force for directional control and maneuvering. Since Hoverwing is designed to
mostly fly in straight path, the rudder and elevator will not need to be larger as they
will only be used for small directional change. The elevator will be 35% of the
horizontal stabilizer area. This will provide an effective elevator authority to control
the aircraft and provide longitudinal stability. (Torenbeek,1982)

2.7 LIFT COEFICIENT

The lift coefficient , as currently defined for fixed wings, has been successfully used
in aerodynamic for almost a century. Aviation pioneer Otto Lilienthal was the first to
use a form of dimensionless coefficient in equation for lift and drag, but the lift
coefficient in its standard form was developed by Ludwig Prandtl around the time of
the world war, and first published in English in 1923. (Alexander DE, 2012) the lift
coefficient, initially applied only to fixed wings, compare the wing loading- the lift

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force L distributed over a wing surface S against a benchmark, the dynamic pressure

Figure 2-6 lift equation McCormick and Barnes W,1979)

Where L is lift, is the air density, V is oncoming or effective air speed, and S is the
wing area. The figure 2-6 show definition of lift coefficient at wing is used for steady
and quasi-steady flight analysis. When using this equation for flapping flight, which
involves quasi-steady aerodynamics, the effective velocity V of the wing relative to
the surrounding flow field is calculated by a time-dependent series of steady state
flow cases over the static wing at appropriate intervals of static angles of attack.

The resultant time-dependent lift is then summed along the wing area through the
wing beat cycle. The mean lift coefficient is then calculated dividing the resultant lift
by the product of an “effective dynamic pressure” and a reference area. (McCormick
and Barnes W,1979)

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2.8 DRAG COEFFICIENT

In fluid dynamic, the drag coefficient, Cd is a dimensionless quantity that is used to

quantify the drag or resistance of an object in a fluid environment such as air or
water. It is used in the drag equation, where a lower drag coefficient indicates the
object will have less aerodynamic or hydrodynamic drag.

The drag coefficient is always associated with a particular surface area. The drag
coefficient of any object comprises the effects of the basic contributors to fluid
dynamic drag: skin friction and from drag. The drag coefficient of a lifting airfoil or
hydrofoil also includes the effects of lift-induced drag. The drag coefficient of a
complete structure such as an aircraft also includes the effects of interference drag.
(Wright,2010)

Where D is the drag force, which is by definition the force component in the
direction of the flow velocity, is the mass density of the fluid, V is the speed of the
object relative to the fluid and A is the reference area and Cd is a drag coefficient.
The reference area depends on what type of drag coefficient is being measured. For
automobiles and many other objects, the reference area is the projected frontal area
the vehicle.

This may not necessarily be the cross sectional area of the vehicle, depending on
where the cross section is taken. For airfoils, the reference area is the plan form area.
since this tends to be a rather large area compared to the projected frontal area, the
resulting drag coefficients tend to be low much lower than for car with the same drag
and frontal area, and at the same speed.

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2.9 LIFT AND DRAG CURVE

The chart below is typical for the wing section for general aviation aircraft. It depicts
the coefficients of Lift and Drag against Angle of Attack. There are three curves on
this chart. The curve labeled CL is the lift coefficient. The curve labeled CD is the
drag coefficient. The third curve is the ratio of lift coefficient to the drag coefficient.
This curve is labeled L/D.

The coefficients CL and CD are simply dimensionless numbers that when multiplied
by the square of the velocity, the density of air and the wing area give the result in
Lift or Drag in Pounds of Force. (Abbott, Ira H., and Von Doenhoff,1959)

2.10 LAMINAR AIRFLOW

Laminar flow may be useful for reducing skin friction drag, increasing maximum lift,
or reducing heat transfer. It may be achieved without too much work at low Reynolds
numbers by maintaining a smooth surface and using an airfoil with a favorable
pressure gradient. Airfoil and flow investigation of the type considered must be made
under tunnel-flow conditions approaching freedom from turbulence. Under this
suitable condition, truly laminar-boundary layers may be maintained to unusually
high values of the Reynolds number. Transition surface roughness and air-stream
turbulence. (Eastman N. Jacobs)

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2.11 THICK AIRFOIL

The difficulty with thick airfoils is that the minimum pressure is decreased due to
thickness. This results in a more severe adverse pressure gradient and the need to
start recovery sooner. If the maximum thickness point is specified, the section with
maximum thickness must recover from a given point with the steepest possible
gradient. This is just the sort of problem addressed by Liebeck in connection with
maximum lift. (Liebeck, 1973)

2.12 ASPECT RATIO

Aspect ratio is a measure of how long and slender a wing is from tip to tip. The
aspect ratio is shown as figure 2-7 of a wing is defined to be the square of the span
divided by the wing area and is given the symbol AR. The stability and control
effectiveness characteristics wing span of aircraft flying at high subsonic and
supersonic speeds are of paramount importance in the design of airplanes.
Researches has been done before prior to the military purposes to produce fighter jets
and missiles which are able to travel with supersonic speed. In addition, UAVs are
now is not restricted for only military purposes which can be used for many
missions.

Figure 2-7 aspect ratio equation [Willard G. Smith Jan 12, 1953]

17
The previous study conducted by Willard G. Smith has shown the results of a wind
tunnel investigation of the static ability and control characteristics of a model of a
fighter airplane employing a low aspect ratio swept-back wing with trailing-edge
elevons, a swept-back vertical tail but no horizontal tail. Two models were tested
which are the basic-wing (rounded wing tips) and modified wing (triangular wing
tips) with elevons undeflected were longitudinally stable, through the Mach number
range for which data were obtained. (Willard G. Smith)

2.13 STALL SPEED

There have several factors that can effect on the stall speed, well defines the factor
such as hoverwing weight, air density, maximum lift coefficient, and the load factor.
For the aircraft weight, stall speed is proportional with the aircraft weight. Stall speed
increase, as the weight increase, and decrease as the weight decrease. While for air
density, aircraft stall speed are usually given in term of calibrated airspeed or
indicated air speed as an aircraft limitation.

However as it seen , it is actually a true airspeed which is inversely proportional with

the density. Therefore, although it is constant in term of CAS, it increases with the
altitude because of the density variation. Maximum lift coefficient of a hoverwing
can be varied by high lift device such as flaps and slats. Effects of flaps on flaps on
the lift and drag characteristic. Load factor also can cause stall speed happen, stall
speed increase as the load increase. (saunders,1975)

A stall speed occurs when the smooth airflow over an airplane‟s wing is disrupted,
and it loses lift rapidly. This causes the aircraft to descend. This is caused when the
wing exceeds its critical angle of attack (the angle of wing relative to the direction of
the airflow) .This can occur at any airspeed, at any attitude, any at any power setting.

To maintain lift and control of an aircraft in flight, the aircraft must be above a
certain minimum airspeed (called the stall speed, or Vs).The stall speed depends on a
complicated relationship of factors such as gross weight, wing load factor, the use of
high-lift device such as flaps and slats, and the density of air at the altitude the

18
aircraft is flying at. When an aircraft approach the stall speed, the effect of flight
controls are diminished, airframe buffeting may occur, and it can be difficult for the
pilot to maintain altitude.

An important feature of pilot training is to develop the pilot ability to estimate the
margin of safety above the stalling speed in different situations, environmental
conditions, and aircraft configurations, and ensure that aircraft is above the speed at
all times. Stall warning device are an additional help, activating when the aircraft
speed is about 20 per cent above Vs. (FAA,2004)

2.14 GROUND EFFECT AERODYNAMIC

Increase in lift as well as reduction in drag is observed which result in an overall

increase in lift to drag ration when a wing approaches on the ground. This is result of
the chord dominated ground effect (CDGE) and the span dominated ground effect
(SPGE) which causes an increase in lift and a decrease in induced drag respectively.

In the study of CDGE, the main causes for the increased in lift is due to a ramming
effect whereby the static pressure on the bottom surface of the wing is increased.
Theoretically, as the height approaches 0, the air will become stagnant hence
resulting in the highest possible static pressure with a unity value of coefficient of
pressure. Figure 2-8 and figure 2-9 show different between an airfoil without ground
effect and with ground effect.

19
 Figure 2-8 Contour plot of static pressure on an airfoil without of ground effect

Figure 2-9 Contour plot of static pressure on an airfoil with ground effect [H.H. Chun,
2002]

20
On the other hand, the induced drag occurs in finite wings where there is a „leakage‟
at the wing tip which creates the vortices that decrease the efficiency of the wing is
now bounded by the ground.

As a result the strength of the vortex decreases, the wing now seems to have a higher
effective aspect ratio as compared to its geometric aspect ratio therefore a reduction
in the amount of induced drag. This is known as the span dominated ground effect.

In the presence of ground effect, the force and moment acting on the body changes
with height. Hence for a WIG craft, there are two aerodynamic centre the centre of
pitch, which is the same as the aircraft aerodynamic centre and the centre of height
where the moment is independent of height. These two centres can be calculated by
the following given relationship. (H.H.Chun,2002)

2.15 LONGITUDINAL STABILITY

Stability is very important criterion in the design of aircraft. For aircraft, two
conditions must be met for longitudinal stability.

For WIG craft, the aerodynamic forces and moments vary with ground effect.
Besides the need for pitch stability, there is also a need for height stability. (Robert
C.Nelson,1998)

21
2.16 REYNOLDS NUMBER

Where: V is velocity of the fluid

L is the characteristic length, the chord width of an airfoil

is the density of the fluid

µ is the dynamic viscosity of the fluid

As an object moves through the atmosphere, the gas molecules of the atmosphere
near the object are disturbed and move around the object. Aerodynamic forces are
generated between the gas and the object. The magnitude of these forces depend on
the shape of the object, the speed of the properties of the gas, the viscosity, or
stickiness, of the gas and the aerodynamicists use similarity parameters which are
ratios of these effects to other forces present in the problem. If the two experiments
have the same values for the similarity parameters which are ratio of these effects to
other forces present in the problem. If two experiments have the same values for the
similarity parameters, then the relative, then the relative importance of the forces are
being correctly modelled. Representative value for the properties of air are given on
another page, but the actual value of the parameter depends on the state of the gas
and on the attitude.

22
Aerodynamic forces depend in a complex way on the viscosity of the gas. As an
object moves through a gas, the gas molecules stick to the surface. This creates a
layer of air near the surface, called a boundary layer, which in effect, changes the
shape of the object. The flow of gas reacts to the edge of the boundary layer as if it
was the physical surface of the object.

To make things more confusing, the boundary layer may separate from the body
create an effective shape much different from the physical shape. And to make it
even more confusing, the flow conditions in and near boundary layer are often
unsteady (changing in time). The boundary layer is very important in determining the
drag of an object. To determine and predict these conditions, aerodynamicists rely on
wind tunnel testing and very sophisticated computer analysis. (O.Reynolds,1883)

23
 CHAPTER 3: METHODOLOGY

3.0 DESIGN APPROACH

Start

Title

Title Accepted

Data Collection Resources of

Literature Review

Design and Develop Hoverwing

Fabricated Scale using high

density foam

24
 Testing

Flight Test

Data Analysis

Take-off distance and

cruising height for
Hoverwing flight test

Report Writing

END

Figure 3-1 Display the typical flow chart that governs the overall airfoil analysis
process.

25
3.1 TITLE PROJECT

Design and Development scaled Model Wing In Ground (WIG) Craft For Flight Test
is the title for this project. The major testing for this project is flight test. Using high
density foam as material for develop this project, 1 meter length for fuselage and 1.5
meter for wingspan length.

The type of NACA that are choosing for this project is NACA 0021 for fuselage,
wing and stabilizer. Reason for choosing NACA 0021 because it is a symmetrical
airfoil that has the best general characteristic.

3.2 DATA COLLECTION (RESOURCE OF LITERACTURE

REVIEW)

Before start design and develop the scaled for this project, the data that related to this
project of literature review must be collected to ensure the project going well. Data
of this project also must review every section that involve to Hover wing project.

All of the resources related to project such as articles, books and journals be able get
from Universiti Kuala Lumpur Malaysian Institute of Aviation Technology library
and also all of online articles and journal may get from UNIKL online library
database.

The resource that will collect from library or online website must ensure related to
project, find the journal about lift and drag, also theory about aerodynamic that
include control surface.

26
3.3 DESIGN AND DEVELOP HOVERWING

The airfoil shapes that are choosing for hoverwing is obtained from UIUC Airfoil
Database website. NACA 0021 were choosing for develop scale hoverwing project
that applied on fuselage, wing and stabilizer. Before design and develop hoverwing
on high density foam, NACA 0021 database must import to Computer Aided Three
dimensional application CATIA V5 R20 software that will create design for
hoverwing. The airfoil coordinate is get from UIUC Data Site, that consist of number
of coordinate of related airfoil that format in (.dat) data file. After that, software is
uses to converted data file (.dat) are by using Profscan software as shown on figure
3-2. This software is to create airfoil shape based on the airfoil coordinate (.dat) file.

Figure 3-2 Creating Airfoil Coodinate using Profscan

3.4 FABRICATE SCALE

After completed design on CATIA software, the 2D hoverwing design shapes were
printed into the model scale on A0 paper. Then cut the scale on A0 paper to patch on
high density foam. Hot wire cutter was used to cut and shape the airfoils. Completed
cutting the airfoil shape and structure of hoverwing craft, hot glue, polystyrene glue
and gorilla glue was able to apply on every joining of structure WIG Craft with
carefully to make sure good strength on every joining. Then to get more strength on

27
structure joining, carbon rod are utilize on wing and tail structure. After that project
focus on installing the flight control surface and flight control device. Last part is set
up the electronic component such as servo motor, receiver, wire connection, engine
with mounting, servo linkage connector and electronic speed control.

Figure 3-3 High Density Foam

Figure 3-4 Cutter

28
Figure 3-5 Hot Glue Gun

Figure 3-6 Fibre Tape

29
Figure 3-7 Sand Paper

Figure 3-8 Tie Rap

30
 Figure 3-9 Screw Driver

Figure 3-10 Polystyrene Gum

31
 Figure 3-11 Pliers

Figure 3-12 Gorilla Glue

32
Figure 3-13 Measuring Tape

Figure 3-14 Polycarbonate

33
 Figure 3-15 Soldering Iron

Figure 3-16 DC Power Regulator

34
 Figure 3-17 Carbon Rod

Figure 3-18 Wood Engine Mounting

35
Figure 3-19 Fuselage Structure NACA 0021

Figure 3-20 Wing Structure NACA 0021

36
Figure 3-21 WIG Craft Structure NACA 0021

Figure 3-22 Engine Mounting

37
 Figure 3-23 Servo installing

Figure 3-24 Servo Motor and Wire Connector

38
3.5 FLIGHT TEST

Flight test is to determine the take-off distance at various speed throttles at constant
angle of engine mounting. Second test is to show take-off distance at various angle of
engine mounting at constant speed.

Last is to test flight cruising height at various angle of engine mounting at constant
speed. During flight test, the observation of hoverwing files get from controlling by
using radio transmitter that control the flight control surface.

39
 CHAPTER 4: RESULTS & DISCUSSION

On this chapter, it will show the result of Wing In Ground Craft flight testing based
on NACA 0021 for fuselage, wing and tail section. The data was collected during
flight testing at Unikl MIAT apron. The data including take-off distance at various
speed, take-off distance at various angle of engine mounting and cruising height at
various angle of engine mounting.

4.1 Data Collection and data analysis

Table 4-1 show take-off distance for various speeds at constant angle (0°).

Table 4-1 Data collection of take-off vs speed

Throttle Speed (rpm) Take-Off Distance (m)

1985 47

3970 40

5955 32

7940 21

The speed of engine (rpm) indicated is determine maximum throttle from engine
spec 7940 rpm. This project is testing by using 4 speeds that indicating from radio

40
controller. That is 1/4 throttle (1985), 2/4 throttle (3970), 3/4 throttle (5955) and 4/4
throttle speed (7940).

Engine (rpm) vs Distance

9000
8000
7000
engine speed (rpm)

6000
5000
4000
3000
2000
1000
0
0 10 20 30 40 50
Distance

Figure 4-1 Data analysis take-off vs speed

The figure 4-1 show the differential graph distance of WIG craft take-off at various
speed of throttle. The take-off distance decrease as the increasing in throttle speed
about 7940 rpm. The angle of engine mounting is at angle 0°.

41
4.2 Data Collection and data analysis

Table 4-2 show take-off distance at various angle at constant speed 3970 rpm (Half
Throttle).

Table 4-2 Data collection take-off distance vs angle engine mounted

Angle Engine Mounted (°) Take-Off Distance (m)

0° 40

10° 37

15° 36

20° 43

Angle Engine Mounted VS Take-Off Distance

25
20
20
15
15
Angle (°)

10
10

5
0
0
36 37 38 39 40 41 42 43 44
Distance (m)

Figure 4-2 Data analysis take-off distance vs angle engine mounted

42
The figure 4-2 showing a result of take-off distance at various angle of engine
mounting. The best angle mounting is on 10° to 15° that can make short take-off
distance of WIG Craft compare to 0° and 20°. The speed for this testing is constant
speed at 3970 rpm (Half Throttle).

4.3 Data Collection and data analysis

Table 4-3 show cruising height at various angle at constant speed 5955 rpm (Third
Quarter Throttle)

Table 4-3 Data collection cruising height vs angle of engine mounting

Angle Of Engine Mounted (°) Cruising Height (m)

0 1.7

10 1.3

15 1

20 Below 1 meter

(start to stall)

43
 Cruising Height vs Angle Engine Mounting
1.8
1.7
1.6

1.4 1.3

1.2
1
Height (m)

0.8

0.6
0.5
0.4

0.2

0
0 5 10 15 20 25
Angle (°)

Figure 4-3 Data analysis cruising height vs angle of engine mounting

Based figure 4-3, graph show the result of WIG Craft cruising height at various angle
of engine mounting at a constant speed 5955 rpm (Third Quarter Throttle). The best
cruising height is on 10°. Because the best cruise performance of WIG Craft is by
taking it wing span measurement length, and it will create a ground effect between
ground/water surface and WIG craft below surface. Total wing span for this model
is 1.5 meters and at angle of 10°, the result show about 1.3 meter above ground/water
surface.

And the graph on figure 4-3 also show on angle 20°, the WIG Craft start to slow
down speed and height below 1 meter thus it will start to stall.

44
4.4 Recommendation and discussion

I. Control Surface Linkage

During flight test, the linkage that connected between flight control device and
control surface are bend to some angle as shown on figure 4-4. This will cause
problem to control the WIG Craft that effect on flight manuever and flight stability.
To encounter this problem, improve the linkage with the strongest material.

Figure 4-4 Control Surface Linkage (Tail)

45
 Figure 4-5 Control Surface Linkage (Wing)

II. Propeller Size

This WIG Craft model use 10 inch propeller size to produce thrust. It can be
improved for the next future research by changing to 11 inch propeller size for
increasing in thrust.

Figure 4-6 Propeller 10 inch

46
III. Flight Control Surface

The flight control surface for this model are quite small compare to it body. This
problem also effect on performance of WIG Craft during flight test. For the future
improvement method, design with large control surface compare to current designed.

Figure 4-7 Rudder

Figure 4-8 Elevator

47
 Figure 4-9 Aileron

IV. Engine Mounting

An engine mounting for this model are fabricated by using wood and attach to
fuselage with hot glue and high performance glue (Gorilla Glue). During flight test,
the WIG Craft was crashed from 1.6 meter height to nose down at speed 7.3 m/s to
strike ground, it happen suddenly there were crosswinds and because of that the
engine mounting was broke and damaged that structure. for future research, it can
improved by swap to carbon rod that more strength.

Figure 4-10 Engine Mounting Damaged

48
 V. Washer For Engine Tilting

Currently this model are using washer as method to change on engine angle while
take-off or cruising testing. It can be improved by using servo mechanism for engine
tilting during take-off and cruising that just can control by use transmitter/radio
control.

Figure 4-11 Washer

Figure 4-12 Servo Motor

49
VI. Fabricated Method

For this project, the design of the structure of WIG Craft are fabricated by hand
made. By using a hot wire cutter that cut by using hand and trim surface area using
sand paper. It will not have accurate and smooth surface of WIG Craft skin and that
will occur drag forming on skin also effect on performance. In future research, the
project can be fabricated by using CNC machine to make good structure and
smoothly in WIG Craft skin. Advantage of using CNC machine is smooth in skin
and less drag will form on WIG Craft skin.

Figure 4-13 WIG Craft Structure

50
 CHAPTER 5: CONCLUSIONS AND FUTURE WORKS.

From this project it is prove that NACA 0021 is a good characteristic for providing a
good lift that are applied to fuselage, wing and tail structure section. With several
flights testing that determine the best take-off distance at various speed and various
angle also during cruising time.

The research describe in this project shown a positive and negative result during
flight test and improvement method for future research. The data get during flight
testing are not 100% accurate because of several factors can be consider like pilot
error and testing area are not suitable. Overall the data get from this testing are
relevant compared to the real WIG Craft operation and will improve for the next
future research.

Figure 5-1 WIG Craft Flight Model complete set

51
 REFERENCES

Abbott, Ira H., and Von Doenhoff, Albert E. (1959): Theory of Wing Sections.
Dover Publications Inc., New York, Standard Book Number 486-60586-8

Burgers P, Alexander DE (2012) “Normalized Lift: An Energy Interpretation of the

Lift Coefficient Simplifies Comparisons of the Lifting Ability of Rotating and
Flapping Surfaces.” PLoS ONE 7(5): e36732. doi:10.1371/journal.pone.0036732

Eastman N. Jacobs, “Preliminary Report on Laminar-Flow Airfoils and New

Methods”, Langley Memorial Aeronautical Laboratory Langley Field, Va.

Federal Aviation Administration (FAA). (2004). Slow Flight, Stalls and Spins. In
Airplane Flying Handbook (FAA publication FAA-H-8083-3A) (pp. 4-1 – 4-16).
Washington, D.C.: FAA.

Harris, Charles D. Mar 01, 1990 NASA Supercritical Airfoils:A Matrix of Family-
Related Airfoils

52
H.H. Chun, C.H Chang, Longitudinal stability and dynamic motions of a small
passenger WIG craft, Ocean Engineering 29, 2002, pp 1145-1162

(H.J.Lee et all, 2011) Development of Hoverwing Type WIG Craft WSH-500

http://kgraham.eng.ua.edu/classes/AEM314/lecture_notes/airfoil_nomenclature.pdf

(Klaus Matjasic, 2003) WIG (WING IN GROUND EFFECT) CRAFT IN

MILITARY AND PARAMILITARY APPLICATIONS

Liebeck, R. H., “A Class of Airfoils Designed for High Lift in Incompressible Flow,"
Journal of Aircraft, Vol. 10, No. 10, 1973, pp. 610-617

McCormick, Barnes W. (1979): Aerodynamic, Aeronautics and Flight Mechanic . p.

24, John Wiley & Sons, Inc, New York, ISBN 0-471-03032-5

(Nita B Shah, May 2011) Design of a Hoverwing Aircraft

53
Nancy Hall, The lift coefficient, (May 05 2015)

https://www.grc.nasa.gov/www/k-12/airplane/liftco.html

Nancy Hall, The Drag Coefficient, NASA (May 05 2015)

https://www.grc.nasa.gov/WWW/k-12/airplane/dragco.html

Nancy Hall, Wing Geometry Definitions, NASA (May 05 2015)

https://www.grc.nasa.gov/www/k-12/airplane/geom.html

Nancy Hall, Reynolds Number, NASA (Jun 12 2014)

https://www.grc.nasa.gov/www/BGH/reynolds.html

NASA‟s Modern Drag Equation,.nasa.gov. 2010-03-25. Retrieve 2010-12-07

54
O. Reynolds, An Experimental Investigation of the Circumstances Which Determine
Whether the Motion of Water Shall be Direct or Sinuous, and the Law of Resistance
in Parallel Channels, Philosophical Transactions of the Royal Society of London 174,
935-982 (1883)

Robert C. Nelson, Flight Stability and Automatic Control, 2nd ed., McGraw-Hill,
1998

Saunders, G.H.,Dynamics of Helicopter Flight, John Wiley & Sons, Inc., New York,
1975, pp. 45

Torenbeek, E. Synthesis of Subsonic Airplane Design. Kluwer Academic Publishers,

Dordrecht, the Netherlands, 1982

Taylor, G. WIG d What Are You Waiting For? International Conference on Fast Sea
Transportation FASTW2005, St.Petersburg, Russia, 2005

Willard G. Smith, Jan 12, 1953 “Wind-Tunnel Investigation at Subsonic and

Supersonic Speeds of a Model of a Tailless fighter Airplane Employing a Low-
Aspect-Ratio Swept-Back-Wing – Stability and Control”, Ames Aeronautical
Laboratory Moffett Field, California

55
Z.T. Pagowski & K. Szafran, "Ground effect" Inter-Modal Fast Sea Transport, the
International Journal on Marine Navigation and Safety of Sea Transportation, June
2014

56
 APPENDIX

Semester 6
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Week
Task
Project title
Prepare the
Proposal

Introduction

Literature
Review

Methodology

Discussion,
result and
conclusion

Submit
report and
Preparation
for
Presentation

Presentation

57
 Semester 7
Week 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
Task
Experimental
Project Tests

Discussion and
Result

Submission of
Implementation
Report

Discussion
Report (with
Supervisor)

Submission
Report
Preparation for
Presentation
Presentation

Correction and
Amendments to
Draft

Submission of
Complete
Dissertation

58
Set up for flight test

Flight test model

Flight test on going

59
Flight test on going

Flight test on going

Flight test on going

60
Flight test on going

Flight test on going

Flight test on going

61
Flight test on going

Flight test on going

Flight test on going

62
Flight test on going

63