Design and building of UAVs (for civil and military missions) is a field of actuation where the most important Universities, research Centers and Aeronautical designers have dedicated a lot of human effort. This paper describes a long research work carried out by a group of UPM professors who are currently coordinating the design and building of an Unmanned Aerial Vehicle (UAV) at the EUIT. Aeronáutica to synthesize the work done in the twelve years. We first focus with the validity of this experience as a means to develop some skills and to achieve some teaching competencies which will be essential for engineers in the 21st Century, according to the Bologna Process project Tuning. The second part presents the highlights of the project: all the features and stages of this engineering project, and the current moment of evolution in the process will be presented, together with a description of the main difficulties the project has undergone, as a global experience in engineering design and development

Barcala Montejano, Miguel Angel

Gandia Agüera, Fernando

Rodríguez Sevillano, Angel

Servicio de Coordinación de Bibliotecas de la Universidad Politécnica de Madrid

ASSIGNING NEW RESPONSIBILITIES FOR UNDERGRADUATE 
STUDENTS IN THE DESIGN PROCESS OF UAV PLATFORMS 
Gandía-Agüera F., Barcala-Montejano M.A., Rodríguez-Sevillano A.A. 
Universidad Politécnica de Madrid, E.U.I.T. Aeronáutica (SPAIN) 
fernando.gandia@upm.es, miguel.barcala@upm.es, angel.rodriguez.sevillano@upm.es 
Abstract 
Design and building of UAVs (for civil and military missions) is a field of actuation where the most 
important Universities, research Centers and Aeronautical designers have dedicated a lot of human 
effort. This paper describes a long research work carried out by a group of UPM professors who are 
currently coordinating the design and building of an Unmanned Aerial Vehicle (UAV) at the EUIT. 
Aeronáutica to synthesize the work done in the twelve years. We first focus with the validity of this 
experience as a means to develop some skills and to achieve some teaching competencies which will 
be essential for engineers in the 21st Century, according to the Bologna Process project Tuning. The 
second part presents the highlights of the project: all the features and stages of this engineering 
project, and the current moment of evolution in the process will be presented, together with a 
description of the main difficulties the project has undergone, as a global experience in engineering 
design and development. 
Keywords: Preliminary design, unmanned air vehicles, student cooperative work, multidisciplinary 
skills, general competences.  
1 INTRODUCTION 
The experience of the authors is the area of design and construction of UAVs for civil applications and 
rapid prototyping and manufacturing for UAVs is presented. In the UAV design and manufacturing 
area, they have directed the activities of a group of students to in practice design and build an UAV; in 
that sense, the following articles can be looked up [1] y [2].  
The concept “rapid prototyping” (quick prototype generation) has become usual in conceptual design 
processes and prototype design applied to engineering and other parts of the applied sciences. Our 
experience was presented in [3]. Other universities present similar experiences in activities of 
undergraduate students [4]. In the aerospace industry, also this concept of rapid prototyping has been 
used with relative importance. For instance [5] show the use of rapid prototyping in the manufacturing 
to generate airfoils to be tested in aerodynamic tunnel. 
In the other hand, the results in the design of robust optimal controllers for UAVs is show in [6] and 
their utilization in the set up of mission design in the flight envelope of unmanned aerial vehicles [7]. 
In the development of this vehicles play an important role the real time acquisition and management of 
on board data. In this sense interesting reference to that applied to rotorcraft can be found in [8]. Other 
applications as those presented in [9] refer to micro-UAVs. In the paper presented by [10] is shown the 
solutions taken to integrate several sensors in small rotorcrafts. 
Some computational toolboxes have been developed to simulate real time signals related with optimal 
flight path control. The results related with this concept are presented in [11]. A computational 
approach to generate real-time, optimal trajectories for a flight control experiment is presented. 
Trajectories are computed for hover-to-hover and forward flight maneuvers for both maneuvers and in 
the presence of obstacles. QoS (Quality of Service) techniques have also been applied to aircraft FMS 
(Flight Management System) with good results as is exposed in [12]. 
In other hand, is important to take into account some classical references for preliminary aircraft 
design: [13], [14].  
2 A REVIEW OF UAV DESIGN STAGES 
2.1 Preliminary sizing and initial layout 
The aim of the project is to design an UAV for civil aerial observation. Once its mission has been 
defined, a wide research analysis of similar airplanes is carried out since, in the initial stage of the 
project, it is quite common to resort to similar airplanes for estimating some important data of our 
design. Next, the preliminary sizing is undertaken, taking as a basis weight and wing loading 
estimations. 
First, a group of graphic representations of several airplanes sharing common characteristics (thrust –
weight, payload-weight) will be developed. In the pre-design stage we will point out two main 
parameters: weight estimation and wing loading estimation. 
We concluded that the preliminary values for weights will be: WPL = 8 Kg, WMTOW = 30 Kg , WE = 13Kg 
, WF = 9 Kg. 
Before calculating the wing area, and, therefore, being able to establish our prototype‟s wingspan, we 
needed to calculate the wing loading. This value is conditioned to the corresponding phase of flight we 
are going through; as a consequence, we had to determine the wing loading for each of the possible 
situations.  
  
 
Fig. 1. Wing loading vs speed. Different phases of flight 
This figure shows the wing loading variation, for each of the conditions which have been studied. 
These were considered as final numerical values with respect to estimation of the wing area. In the 
same way we can see the region of the wing area which verifies all different conditions and the final 
estimated wing loading numerical value in that region. 
Once all the preliminary sizing data had been determined, the following stage of the project was 
deciding the aircraft‟s layout. 
Making a decision on the type of fuselage to be used was one of the first objectives of this stage. 
Figure 2 shows the draft of the initial plan view and the profile of the initial configuration of our design. 
 
Fig. 2. Plan view and plotting draft 
    
2.2 Aerodynamic analysis and static load tests 
The following stage in the project, after determining the preliminary configuration, was calculating all 
aerodynamic features and the aircraft‟s performance so that they could later be checked and 
recalculated.  
To complete all these steps, a sound analysis of the most important elements of the aircraft had to be 
done, from the geometric and the aerodynamic points of view.  
As an example of the results we obtained, in fig 4, we offer the graphic illustration of the wind tunnel 
results, and the computational ones. 
We concentrated on testing aerodynamic forces using our wind tunnel. The next figure presents the 
model used in wind tunnel testing of the whole aircraft. 
 
Fig. 3. Wind tunnel tests model 
 
Fig.  4. Comparison between wind tunnel results and computational ones. Pressure distribution 
Once the study of the airplane from the aerodynamic point of view was completed, we had to carry out 
a basic structural study. Before constructing the final prototype and as an essential part of the whole 
project, we carried out a series of test at our workshop. We also checked the most critical structural 
elements by means of static load tests.  
The following photo shows one stage of the static loading test. In this stage, we load the primary 
longeron of the wing until its collapses. 
 
Fig. 5. Loading tests until crash 
2.3 Rapid Prototyping Equipment 
Within the framework of the UAV design project, described in the previous chapter, it was addressed 
the design of a rapid prototype generation process for design and building some important elements of 
the UAV.  
Some covers and aircraft fairings are designed like surfaces whose geometry is quite difficult to build 
by other methods, besides the obvious advantage of speed and versatility of assembly. 
Rapid prototyping is a technology that enables to produce models and prototypes directly from 3D 
solid model generated in the CAD system. 
Unlike manufacturing processes that remove material from the original part to obtain the desired 
model, rapid prototyping systems produce the piece from the additive union of liquid, layer by layer, 
starting from cross sections of the piece obtained from the 3D model. Rapid prototyping machines 
(printers) produce pieces in plastic, wood, ceramics or metals. 
Data for Rapid Prototyping machines are generated by the STL format CAD systems, which 
approximates the solid model by small triangles or facets. Once the STL file is generated, other 
operations are executed by the program that accompanies the rapid prototyping machines. CATIA© is 
the tool CAD / CAM / CAE chosen by the majority of multinational engineering-related. 
Advantages:  
 It is a communication tool that prevents different interpretations and/or erroneous reading of 
the conceptual design or assembly. 
 Allows certain functional, assembly and interference testing. 
 Facilitates the provision of improvements, either in the design and functionality, or in the 
building process.  
 The techniques of rapid prototyping can be applied to many areas such as automotive, 
aviation, architecture,  education, … 
2.3.1 Preliminary design 
As an example of this, one of the elements manufactured using this technique is shown below: the 
UAV„s tail-boom fairing. 
Once both the forward and aft part of the tail-boom fairing have been designed, it is the moment to join 
them. Tangential conditions between the forward and aft zones have to be kept so that transition is as 
smooth as possible, hence avoiding wind boundary layer separation while flow moves over the fairing. 
Fig. 6, shows the area resulting of joining the forward and aft parts of the fairing. 
 
 
Fig. 6. Preliminary design and two parts final assembly 
2.4 Building the airplane 
After we concluded the stage corresponding to the preliminary essential calculations we moved 
forward to the detailed designed and manufacturing stages. A global designed was developed and we 
had to define materials, joining elements and fasteners, the most important of which are shown here. 
We also include some comparisons between initial design of the most important elements of the 
aircraft and the final manufactured ones. 
 Fig. 7. Comparison between design and final mounting. Fin 
 
Fig. 8. Structural design of the fuselage 
 
Fig. 9. Final result 
2.5 Real Time Data Acquisition 
One of the challenges of this Project was based on the data acquisition of the UAV on board sensors. 
On board data are given by on board sensors, mainly related with the following parameters: 
• Power plant temperatures. 
• Engine speed. 
• External temperature. 
• Static and total pressure. 
• Level of fuel. 
• Stall sensor. 
• Data acquisition system temperature. 
In the developing phase, LabVIEW© software together with a data acquisition system were used to 
simulate the whole sensor reading and to perform the mathematical process related with each one. 
The aim is to perform a real time data acquisition on board as a preliminary phase for the developing 
of a flight automatic system. 
The hardware used is based on the CompactRIO© (National Instruments) platform. This hardware and 
the LabVIEW© software, form the rig to perform ground tests. This test platform is set up in the 
Aerodynamics Laboratory of the EUIT Aeronáutica of the Universidad Politécnica de Madrid (UPM). In 
this laboratory were developed the test instrumentation and were perform the UAV on board sensor 
simulations. 
3 THE ROLE OF THE UNDERGRADUATE STUDENTS 
When we first thought of designing and building an UAV at the EUITA, in the last years of the previous 
century, our aim was basically the achievement of some engineering objectives. Acquiring the 
technological knowledge in this field, proposing some modest innovations for processes and 
procedures, applying our knowledge into a wholly aeronautical project, developing our own design of 
the cell and creating the software for managing its flight were some of them.       
We conceived the Project to be developed totally by final year students, so that each of their End of 
Degree Projectworks would constitute a part of the general Project. From this, it logically followed that, 
once the initial stages were started, it was clear that the project offered another research perspective 
besides the one originally proposed. This was related to the development of the skills and 
competences that the students needed to acquire if they were to carry out the Project successfully. 
The following were considered the most relevant ones: 
• Ability for teamwork 
• Manual skills for building and assembling 
• Ability for coordinating and leadership 
• Capacity for communicating ideas and proposals 
• Capacity for the interpretation of drafts and schematics 
• Quite an important knowledge of other disciplines such as electrical plants and electronics 
• Competence in the process for selecting the materials in accordance to their…  
• Establishing the technical requirements for a system 
The objectives for this new research perspective had to be decided on, as well as the most suitable 
way to assess the acquisition of the generic competences. 
Some of them are precisely related to those a student of engineering has to develop in the process of 
carrying out his/her End of Degree Projectwork. 
It has already been stated that initial aim of our Project was the design and building of an UAV, as a 
pure engineering task. However the evolution of the students‟ involvement into the project along these 
years has led us to a point where, while being still important, the initial aim is not more important than 
the development of the learning environment, quite suitable for the acquisition of generic 
competences, which has arisen. 
4 EVALUATING THESE NEW RESPONSABILITIES 
The development of the project has required continuous monitoring on the part of the faculty, 
analysing the results obtained and presenting the students with several alternative solutions to each 
problem.  
We must also admit that not all projects have been successful and occasionally, after great efforts 
were made on the development of several solutions which did not achieve the results expected and 
were never used.  
The End of Degre Projectwork has traditionally been considered as a very valuable teaching 
instrument. It allows the development of an integrative process where students have to apply all the 
knowledge they have acquired along their course. The development of our project has shown that it 
can also be used for the acquisition and assessment of generic competences which otherwise would 
be difficult to acquire and evaluate in an engineering course.   
The students, who will be starting their professional career three or four months after completing their 
End of Degree Projectwork, will bring to their first job not only a high level of engineering knowledge 
but some experience in the application of general competences.  
The students are quite conscious of how important these competences are for the development of 
their careers, they value very positively the opportunity they have been given to develop them. They 
are particularly concerned about the following: planning and time management, problem solving, 
teamwork, ability to work in an interdisciplinary team, concern for quality, oral and written 
communication in his/her mother tongue, decision-making, critical and self-critical abilities, 
interpersonal skills and environmental concern.  
Of all these the last is the only one not mentioned in the Tuning Project‟s [15] list of generic 
competences. 
Nothing would have been done without the enthusiasm and the dedication of all the students who 
have taken part in the project.   
REFERENCES 
[1] Gandía-Agüera, F., Rodríguez-Sevillano, A. A., Barcala-Montejano, M. A., & Pérez-Álvarez, J. 
(2008). The design and building of an UAV: an actual engineering project for student cooperative 
work. International Technology, Education and Development Conference (INTED). Valencia, 3-5 
March. 
[2] Rodríguez-Sevillano, A. A., Gandía-Agüera, F., Barcala-Montejano, M. A., & Pérez-Álvarez, J. 
(2008). The design of an aircraft: using the final research projectwork to develop multidisciplinary 
skills and general competences in engineering studies. International Conference on Engineering 
and Mathematics (ENMA). Bilbao, 3-5 July. 
[3] Gómez-Pérez, J. P., Rodríguez-Sevillano, A. A., Gómez-Pérez, I., Gandía-Aguëra, F., & Barcala-
Montejano, M. A. (2009). Airfoil Rapid Prototyping for UAV Aerodynamics Modelling, Wind Tunnel, 
Simulation and Flight Test. EUCASS. Versalles. 
[4] Stamper, R. E., & Decker, D. L. (2000). Utilizing rapid prototyping to enhance undergraduate 
engineering education. Frontiers in Education Conference, FIE 2000. 30th Annual. Kansas City, 
MO, USA.  
[5] Springer, A. (1998). Evaluating Aerodynamic Characteristics of Wind-Tunnel Models Produced by 
Rapid Prototyping Methods. Journal of Spacecraft and Rockets , 35 (6), 755-759. 
[6] Gómez-Pérez, J. P., López-Otero, J., & Monteagudo, A. (2006). Robust Controllers Design 
Strategies For Unmanned Airships. ICAS. Hamburg 3-8 September. 
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[11] Kim, H. J., & Shim, D. H. (2003). A flight control system for aerial robots: algorithms and 
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[15] Tuning Educational Structures in Europe. Education and Culture. Socrates-Tempus. 


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Assigning New Responsibilities for Undergraduate Students in the Design Process of UAV Platforms

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