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TABLE OF CONTENTS

PAGE
Abstract 3
Introduction, Criteria, and Project Background 3
Background Information from Sources 3
Design Requirements 4
Subsystem Requirements Identified Internally 5
Design Criteria 5
Design Overview of the IRMA 6
Exterior Design and Features 6
Model of Current Design 9
Response Situations 10
Design Trade-Offs 11
Subsystem: BOX Payload/Fuselage Interior Design Functions 12
Interior Layout Design Drawings 16
Fuel Weight 18
Wing Design 19
Automation/Description of Automated Features 22
Use Case Diagrams 24
Sequence Diagrams 26
Activity Diagrams 28
Arduino Automation 30
Testing and Evaluation 32
Finances 32
Conclusion 33
Resources/Works Cited 34
Appendix A 35
Appendix B 36
Appendix C 37

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ABSTRACT

This Disaster Relief Project Final Report summarizes the initial procedures, research, findings, and conclusions of
the 8-week Sparky Aid Designs (herein ‘the Company’) proposal for the creation of a humanitarian disaster
response airplane. This report promotes and displays the various processes our design engineers undertook, from
establishing the initial problem to developing subsystem designs using directed criteria to finally drawing
conclusions on the best aircraft to move forward with, based on all the factors and metrics tested. What follows is a
detailed overview of the proposed design, aptly named The Incident Response Aircraft, or IRMA.

INTRODUCTION, CRITERIA & PROJECT BACKGROUND

The Sparky Aid Designs’ engineering contract supports the development of an aircraft design that will be operated
by specialized pilots (the end user) and serve the needs of disaster relief and rescue organizations (the lease payer)
and their operations personnel (users), as a response vehicle. The current proposal outlines that Sparky Aid Designs,
as the payer, will design, maintain, and own the aircraft and lease it out to contracted government and non-
governmental organizations (NGOs) that would spearhead disaster relief aid. The current disaster response relief
model used by aid and rescue personnel is failing to successfully deliver material aid and ambulatory medical relief
to locations/victims affected by disasters. Disasters may be assumed to be in the form of earthquakes, hurricanes,
mudslides, tornadoes, etc., where conventional vehicles are not suitable to operate in. In support of humanitarian
missions, the Company problem required: Relief personnel to be inserted (or provide deliverables) into disaster
zones by air as fast as possible, with the primary goal being critical incident/aid response to disaster victims.

The design solution is predicated specifically to address the earthquake response situation that Dr. Zhu provided a
earlier briefing on [1]. With just the right design, a specialized craft should be able to respond to flood/tornado and
hurricane disasters, as well as provide search and rescue support. If designed correctly, users of the craft should be
able to operate all facets of the vehicle involved with storage, hoisting/winching, and refueling. This aspect was
brought up in early discussions by a potential client: Harvey Johnson, President of Humanitarian Services, The
American Red Cross. As of this writing, Mr. Johnson plays a leading role in Red Cross disaster policy and
preparedness, having previously held executive positions at the Federal Emergency Management Agency (FEMA)
and in the United States Coast Guard.

In situations where conventional road vehicles are not viable response solutions, and if waterways are not available
to deliver assistance, then an aircraft was deemed the remaining alternative to a quick response. Any proposed
design needed to address many response requirements, such as the ability to reach a location quickly and
deliver/exfiltrate cargo or victims, support general ambulatory services, and possibly conduct surveillance and
search and rescue operations. The design of a craft that responds to incidents will not primarily be designed for
sustained flight but will instead be designed to move people or products between the impact location and a response
triage staging location. In addition, the aircraft will have no defensive weapons, to avoid an argument that the craft
functions as anything other than a humanitarian/EMS response vehicle.

As pointed out from our research, the main customer/payor issue with the current rescue model is that vehicles don’t
have the ability to reach victims quickly and are not capable of multi-use purposes. A feasible design needs to
account for these issues (and more), as well as being cost-effective and reasonable to maintain. Designing an
aircraft that reduces the overall mission time will reduce the overall costs/expenses borne by the humanitarian
organizations, which is an important residual effect of the aircraft design. At this time, creating a design for
addressing such situations like fighting wildfires will require a completely different vehicle design and the
development of new fire-fighting methods and chemical fire-retardant solutions that incorporate the vehicle. So the
Company is not proposing that this aircraft be recommended for any other mission classifications not already
identified.

BACKGROUND INFORMATION FROM SOURCES

The complexities of disaster response continue to perplex policy makers, given that when improvements are made in
how a response is executed during one crisis, it opens the door to another problem. For example, with the Hurricane
Maria response in Puerto Rico, the Federal Emergency Management Agency (FEMA) experienced issues with

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“personnel shortages, was caught with a critical lack of aid supplies, had trouble coordinating logistics and found
itself struggling to do the work of the territorial government…” [9] Many of the problems may have been
aggravated by the geographic proximity of Puerto Rico, but couldn’t this have been predicted? FEMA addressed
concerns about having ample supplies for coastal states, but never considered the logistics issue of shipping supplies
offshore to hard-to-reach island governments. FEMA should respectfully consider taking lessons from local state
agencies, and then expand on their methods. When Hurricane Harvey hit Texas in August 2017 as a Category 4
hurricane, the Montgomery County Hospital District (MCHD) prepared for the outcome by hiring back staff and
prepositioned personnel, strategically placing trucks and equipment, installing diesel generators at all (response)
stations, and equipping each station with extra supplies and emergency fuel. [10] In a 2000 report compiled by the
Atmospheric Policy Program of the American Meteorological Society (AMS), the AMS identified that present
hurricane response strategies are increasingly strained and that there is a poor understanding and application of
uncertainties in hurricane forecasts, risk assessments, population responses, infrastructure capacities, and media
coverage. Overall, the AMS concluded that the nation pays insufficient attention to hurricane preparedness and
response. [11] While the emergency needs of distraught victims don’t change with time, enacting an improved
response to administer aid can, and should, change.

While hurricanes are given the most media attention and have a reasonable degree of predictability, earthquakes can
strike spontaneously, shifting the rock layer beneath the Earth’s surface and damaging building, utilities equipment,
communications service, and triggering landslides and other events that can damage or cause harm. The U.S.
Department of Labor’s Occupational Safety and Health Administration identifies that recovery efforts in response to
earthquakes often rests with having a plan to search collapsed structures, as part of the search and rescue process.
[12] In identifying a need for search and rescue support, we offer the IRMA as an ideal aircraft for not only
infiltration and exfiltration options, but the IRMA can be loaded with sensitive sonar and infrared equipment to aid
in the collapsed building search efforts. As technology and response assessment has progressed, David Raths at
Government Technology.com has pointed out seven (7) major improvements and/or areas of improvement that
support better earthquake response situations: Modern emergency operations center, standardized emergency
management system, use of social media and mobile devices, closer ties with community organizations, conducting
practical drills (in preparation), utility infrastructure coordination, and ongoing efforts on seismic retrofitting and
land-use planning. [13] Many of these areas have been improved over time, but we still have the issue of developing
aircraft with the ability to quickly respond to the chaos on the ground.

In contrast to the proposed IRMA initiative, current aircraft used for response are often commercial variations of
U.S. Coast Guard vehicles, both fixed wing and rotary wing. In fact, the Coast Guard is often the lead first
responders for disasters, having both the personnel and finances to execute their mission. Unfortunately, not all
situations can be handled efficiently by either the Coast Guard or National Guard, which is where the IRMA fits in.
As will be discussed in the report, the IRMA can be customized for a leasing client to respond or adjust to any
disaster situation that may erect, with the exception of wilderness fires. With wilderness fires, there are specialty
response aircraft that serve to address that problem.

Design Requirements
Per the requirements outlined by the customer, in additional to the information provided herein, the following
requirements must be met by the design:
 Provide aid as fast as possible from the air above;
 Have the ability to transport medical personnel, disaster victims, and life-support cargo to and from a
disaster site [2];
 Be able to support multiple disaster scenarios (earthquake, hurricane response, etc);
 Be able to function without the bottleneck of requiring airport infrastructure that previous humanitarian
aircraft would need [3];

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  Be able to incorporate hover technology; and
 Be able to sustain emergency, off-airport landing situations [4].

Subsystem Requirements Identified Internally:

 External Design: An overall design that is efficient with respect to size, carrying capacity, shape, wing
design (fixed wing), engine size, and color;
 Internal Layout: The ability to reasonably maintain the vehicle in a functioning state and be able to have the
vehicle address one or multiple emergency situations;
 Wing Shape: Fixed wing design for maximum speed to arrive at disaster locations. Will incorporate the
hover technology designed in-house;
 Wing Structure: Reasonable judgement and accountability with regards to materials being used in the
design;
 Automated Features: Incorporate automated features that will aid in the rescue, awareness, or maintenance
of the aircraft or survivors.

Design Criteria
Current design criteria emphasis will be on:
1. Safety and Durability: A design that meets FAA safety and design regulations and can support high-tempo
use. Recommended a review of design standards used for Boeing V-22 Osprey, Lockheed C-130 Hercules,
and Harrier Jump Jet;
2. Speed and Carrying Capacity (Cargo Space): A design that incorporates both the ability to very quickly
reach a location and deliver cargo.
3. Materials and Design Cost must be managed. Address the use of incorporating/expanding current
technologies to offset costs of using higher quality wing and fuselage materials. Review Lockheed SR-71
exterior material testing as reference.
4. Engine Design that incorporates rescue personnel interviews/concerns and must-have capabilities.
5. Fuel Efficiency as a consideration for mission effectiveness and time/duration of on-site use.

Table 1: Analytical Hierarchy Process (AHP) for Design Criteria (Using Saaty’s Fundamental Scale 1-10)
Safety & Speed & Materials Engine Fuel TOTAL %age
Durability Carrying & Design Design Efficiency (Approx%)
Capacity Cost
Safety & 1 1/5 1/3 5 5 11.533 19
Durability
Speed & 5 1 1/3 7 7 20.333 33
Carrying
Capacity
Materials 3 3 1 7 7 21 34
& Design
Cost
Engine 1/5 1/7 1/7 1 1/5 1.686 3
Design
Fuel 1/5 1/7 1/7 5 1 6.486 11
Efficiency
TOTAL 61.038 100

Summary of AHP Table: From the prioritized list of design criteria, the AHP table above identifies that Materials
and Design Cost (34%) is just fractionally higher than Speed and Carrying Capacity (33%), with Safety and
Durability listed as the third most important criteria (19%). Engine Design and Fuel Efficiency were significantly

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distant from the top two criteria selections. The AHP appears to fall follow along the important concerns of the
payor, leading us to consider the table findings as valid.

DESIGN OVERVIEW OF THE IRMA

As will be reiterated exhaustively throughout the report, the design purpose of the IRMA is air response and incident
support to earthquake, hurricane, tornado and flood disaster locations. As part of the response support, the medium-
sized, short-to-medium distance IRMA will be designed to deliver life-support cargo (food, water, sanitation
supplies) and medical personnel and equipment to locations impacted by the disaster situation. In addition, the
IRMA will have the capacity to evacuate and transport displaced persons away from the disaster site and over to a
secure triage location for treatment. In theory, the IRMA can also support reconnaissance efforts in locating victims
that may be stranded under debris, at which point the IRMA can fast-rope rescue personnel from a hovering state
and offer aid where needed. While this may not be how the aircraft is primarily used, it’s certainly a capability
worth considering.

Exterior Design and Features

As identified below, the IRMA was designed to combine the best commercial and military aeronautical designs into
a formidable aircraft, able to deploy at a moment’s notice to engage disaster situations and provide humanitarian
relief. The aircraft features and proven technologies were initially designed for earthquake response but have shown
to be effective in response to disasters such as floods, hurricanes, search and rescue operations, and tornados.

Over the course of the design period, the Company assessed the subsystem requirements mandated by executive
management, identifying design areas of strength, but also mindful of conflicts. In reviewing the subsystem
requirements that balanced to overall external design, internal layout, wing shape, wing structure, and automated
features, there were a number of design conflicts/trade-offs (discussed in the report) that played a significant role in
the finalizing the 3-view engineering design below, which included factors such as:
1. In order to carry cargo to and from a location, an aircraft must be willing to give up some performance
speed; In addition, ferry range may be affected;
2. In order to increase speed, you have to reduce weight, use lighter materials, have improved aerodynamics,
and reduce your payload weight;
3. The more weight that the aircraft carries, the more fuel will be burned. The more engines that you have,
the faster you can travel and carry, but it will not be cost effective or fuel efficient;
4. You may develop some speed and weight efficiencies the higher you fly and break away from the Earth’s
gravity, but a craft with a heavy payload will burn a lot of fuel just ascending to reach altitude, so any
efficiencies will be offset.

The IRMA is not an aircraft that incorporates engine design, but rather, is a design that focuses on two sets of
engines with an aircraft built around them. The IRMA features that are the drivers for meeting the users’ needs, and
therefore addressing the customer problem, rests in the following areas: The engines, the detachable payload, and
the wing design.

1. The Engines. As its primary thrust engine, the IRMA has two (2) General Electric GE-TF34 engines,
situated as external engines in the rear of the aircraft. At a cost of $1.95 Million, each engine is capable of
delivering over 9,000 pounds of thrust and has proven to be a historically reliable engine with low
operating costs. This brand delivers the highest thrust-to-weight ratio and the lowest fuel consumption in
its class. [5] In addition to these engines, the IRMA also has two (2) Rolls-Royce Pegasus 11 Mk 107
engines used for both hovering and supplementing sustained flight (for use when the IRMA is carrying the
maximum weight). These engines use the same technology that makes up the Harrier Jet engines and
delivers approximately 23,000 pounds of thrust. Because of the size and load that the IRMA could

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 potentially carry during VTOL (vertical take-off and landing), the Pegasus engines cannot absorb the load
of maximum weight aircraft. Therefore, the IRMA’s GE-TF34 engines will have a tilt/swivel capability to
support the IRMA during suspended VTOL. By having four (4) engines, the IRMA can not only fulfill its
hover-mode requirements but may be able to have a greater improved speed versus other cargo aircraft.
The IRMA’s Pegasus engines have a dry weight of 3,960 lbs. versus the TF34’s dry weight of 1,478. [5][6]

2. Detachable payload. As discussed in other sections of the report, the IRMA is not only designed to carry a
fuselage payload, but it is specifically designed to drop that fuselage payload. This central characteristic
allows the IRMA to deploy quickly. The unique fuselage is structured that: The body can be physically
changed out, depending on the mission requirements. No longer will a team of load masters be required to
change out the internal components of the aircraft body, as the IRMA will allow a crew to attach and
detach ready-made fuselages based on the immediate need. This concept is not too dissimilar from a
handgun that requires an insertable magazine to feed the ammunition. The IRMA will have the ability to
respond to the situation, with the aid of a Pegasus hovering engine, by dropping the fuselage in place and
returning to the origin station.

Fuselage designs will be established for medical personnel and medical response, cargo supply drops,
personnel transport, and a hybrid fuselage that may involve design options for all these topics. Each
fuselage is called a ‘BOX’, or Backbone Outward Extension, as with nomenclature box design examples:
Medical Box, Cargo Box, (Personnel) Carrier Box, etc. The Company will have the ability to create
custom boxes for each aircraft, depending on a customer’s request or criteria. Currently, once a Cargo Box
or Medical Box is dropped at a central location, the idea is that it is disposable: it does not need to be
retrieved, although it is possible for an IRMA crew to re-insert a detached box if required. The driver for
developing this kind of design is for victims to receive immediate aid, either from medical staff or from a
supply dump to deliver them short-term relief (water, food, batteries, blankets, etc.). The Carrier Box,
which is primarily designed to transport displaced residents, can transport approximately 45 adult bodies
from a disaster scene. Each Box has unique survival features that allow displaced victims to receive
immediate relief. Referencing the customer’s requirements, each Box delivered on the important criteria
that was needed: The ability to drop off supplies and medical personnel, aid in a quick response time,
provide life support services, and offer search and rescue support. Similar to the razor/blade or
printer/cartridge business model, the BOX fuselage serves as a potential profit point for the Company,
while also allowing the Company to tailor BOX layouts to suit customized user needs.

3. Wing Design. Accounting for the fuselage Box dimensions, the tentative total length of the IRMA, with
cockpit and tail section, is approximately 78 feet, with a wingspan of approximately 30 meters (or 98.5
feet). Adjustments to the Zhukovsky Aerofoil put the adjusted wingspan as having a Lift-to-Drag ratio of
102.92 (Figure 1). The addition of winglets will also aid to improve the LD ratio.

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 FIGURE 1: AIRFOIL OUTPUT CALCULATIONS FOR A 30 METER WINGSPAN

The Figure 1 wing design is specific to the IRMA. The wing design was considered while accounting for
the four (4) engines that the IRMA utilized. Referencing information from Figure 1, the predicted statistics
and performance characteristics for the IRMA are:

Crew: Approximately 3-4 (two pilots, one Load Master, and one Flight Engineer)
Chord: 2.2 meters
Camber: 0.04
Max Thickness: 0.25
Angle of Attack: 0
Wing Span: 30 meters
Aircraft Length: 78 to 80 feet
Wingspan: 30 meters (or 98.5 feet)
Maximum Speed: 320 mph
Range: 1500 to 2500 miles
Empty Weight (OEW): 36,000 lbs
Maximum Takeoff Weight: 59,000 lbs (or 262.45 kN)

These three (3) unique features are what sets this aircraft apart from others and is what allows the aircraft to meet the
disaster scenario mission requirements and thus create value for the customers/users. In addition, the design allows
the craft to have the custom flexibility to address other demands as well.

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Model of Current Design

30 meter Wingspan

78-80 feet long

30 Foot Body Winglets

Cockpit for 3 GE-TF34

Pegasus II Mk 107

The rendering of the IRMA shows both engines and their positions, with the GE-TF34 engines on top and the
Pegasus II Mk 107 on the bottom. As proposed, the aircraft body is very wide, to allow for room to attach and
detach the Box payload. The wingspan is approximately 30 meters. The aircraft length is approximately 78 to 80
feet long from the nose to the tail. The main portion of the aircraft, the body WITHOUT the Box payload, is
approximately 30 feet. Much of the body and wing storage that doesn’t contain avionics and communication
components is used to store fuel. The heavy nose and midsection counterbalances the heavy weight of a full Box
payload, which is why the GE-TF34 engines must be tilt designs, to support heavy VTOL procedures. The cockpit
has room for two (2) pilots and a flight engineer, who also serves as a load master monitoring the attachment or
detachment of the Box payloads. The addition of winglets serves to reduce drag caused by wingtip vortices and
improve fuel usage. Because the IRMA relies heavily on the power and capabilities of its engines, all available
storage and components must serve to support the engines. The design of the IRMA is the middle-point where the
standard fighter jet meets the cargo plane.

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Response Situations
The IRMA is the first response aircraft of its kind: With the speed and thrust capabilities near that of a Fairchild
Republic A-10 and the range and cargo capacity of an Antonov An-32, the IRMA is a medium-sized multi-purpose
aircraft that can be deployed at a moment’s notice. The central characteristic that allows this aircraft to deploy
quickly is the unique fuselage structure that underlies the design: The body can be physically changed out,
depending on the mission requirements. No longer will a team of load masters be required to change out the internal
components of the aircraft body, as the IRMA will allow a crew to attach and detach ready-made fuselages based on
the immediate need. The IRMA will have the ability to respond to the situation, with the aid of a proprietary
hovering engine, by dropping the fuselage in place and returning to the origin station. The IRMA will have a final
structural design that resists harsh weather and wind conditions, allowing the craft to be deployed while the disaster
situation is unfolding.

The IRMA was initially envisioned to require a crew of four (4), which are all cross-trained in each other’s
disciplines: Two (2) pilots, one (1) Flight Engineer, and one (1) Load Master. The Flight Engineer and Load Master
can potentially perform each other’s roles, which can reduce the number of required crew to three (3). By the end of
the design process, it was determined that a crew of 2 pilots (with room for an optional Flight Engineer) was the best
selection.

The IRMA was developed as a medium-sized, long-body multi-purpose aircraft, taking into account the weight
constraints of the hover engines and the fact that smaller aircraft may have a greater chance of landing inside
disaster zones versus large-body aircraft. With an approximate manufacturing price of $20 Million, the IRMA can
operate as a solo aircraft or be designed to interact as part of a fleet of IRMA response aircraft. Future designs will
also have the plane operating in an unmanned capacity. The low manufacturing cost comes about by using existing
aeronautical technology, combined with a simple design that incorporates an inexpensive Box fuselage body.
Hypothetically, the aircraft should reach a maximum speed of approximately 320 mph and have a range of
approximately 1,500 to 2,500 miles.

The Company advises at least three (3) mission profiles/performance characteristics that the IRMA is suited to
address:

1. Hurricane and Earthquake Response Profile: In the wake of a hurricane or earthquake disaster scenario,
prior to any ground personnel response, an IRMA can be deployed with rescue personnel and supplies to
provide immediate relief to an area, with a “hybrid box” that can be deployed to a central location in an
affected neighborhood. While that hybrid box response team is assessing the situation on the ground, the
IRMA can return to the triage station to refuel and load the required box (of supplies) that the ground team
will dictate. For example, after the team on the hybrid box assesses the situation on the ground, they may
determine that there are few major injuries but that water, food, and sanitation supplies are required before
a ground response team can reach them. In that situation, the IRMA can have a cargo box attached to the
aircraft frame and be deployed back to the location. In this manner, time is efficiently used, so while the
initial deployed ground team is working and assessing, the IRMA is getting refueled and preparing to take
off again with another box. The multi-purpose features that the IRMA will rely on to execute the mission
will be the hovering or VTOL (Vertical Take-Off and Landing) function and the ability to deliver and
detach the requisite fuselage box to the disaster site (medical box, cargo box, or carrier box). In addition,
the VTOL capability allows for the transport of wounded residents to a nearby triage site or trauma center.
In situations where a cargo box gets deployed to an island disaster where even the hospitals are damaged,
places such as Haiti or the Virgin Islands, then the cargo box can be customized to be outfitted with solar
panels that feed wall battery packs for power and/or can contain instructions on how to take the box apart to
convert it to a makeshift shelter. In this instance, the structure of the box can be instrumental to providing
relief beyond the delivery aspect.

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 2. Flood Response Profile: The requirements that the Hurricane and Earthquake Response has is the same as
the Flood Response, with the exception being that a local area may be completely submerged in water, so
deploying a supply or medical box may not be feasible. In this instance, the IRMA may provide relief by
being used purely for search and rescue. Using the aircraft’s native hovering capability, response personnel
onboard a customized box may be able to hover over a location and either drop supplies on a rooftop or
hoist up stranded people.
3. Tornado Response Profile: This situation is similar in response to the Hurricane and Earthquake Response
Profile, except that tornados often hit in open regions, where farms and ranchers live. In this disaster event,
besides the damage to homes, there may be farm animals that are either killed, injured, or displaced. If
farm animals are displaced, then it’s possible for the IRMA to drop off an empty cargo box with partitions
to allow rescue personnel to herd the animal into the box. From there, a cargo truck or helicopter can
identify each of the box’s homing signals and pick up the boxes and deliver them to a central location,
where the animals can be fed, treated, and returned to their owners. To meet this need, the primary feature
that the IRMA offers is the VTOL ability to drop cargo boxes at precision locations.
4. Reconnaissance Response Profile: In all the situations described herein, there is the possibility that the
only assistance that will be needed from an IRMA will be locating victims and identifying their GPS
positions to rescue personnel. In those situations, a customized smaller box can be attached to an IRMA
that contains specialized communications and meteorological radar equipment, infrared (heat-signature)
camera technology and other sensitive sound and movement location devices which can assist in locating
victims. For this type of response, an unmanned mission may be more suitable, where the problems of pilot
fatigue don’t become an issue.

Design Trade-Offs
There were a few trade-offs that were unique, and concerned three (3) areas that would affect the overall mission
requirements (and therefore the customer needs): Wing shape, ferry range, and aircraft crew. The design of the
aircraft was meant to have an effective Lift to Drag ratio over 100. With a 30 to 32 meter wingspan, that LD ratio
stays above 100. But a trade-off may come where the wingspan may be too long (to land in tight areas), and will
have to be reduced, which will directly impact the LD Ratio. While this adjustment negatively affects the overall
efficiency of the craft, it adds value to the mission by allowing the aircraft to land in spaces that it couldn’t
otherwise. Reducing the wing shape can easily reduce the LD ratio down to 80 or less.

In selecting engines that have high thrust and can generate faster cruising speeds, we must consider that the trade-off
for speed is distance. The IRMA, with four (4) powerful engines, burns up too much fuel to allow for a long ferry
distance range, which means that the IRMA will need to be staged within a reasonable distance from the disaster
location. It’s best to be conservative and assume that the aircraft will always be carrying at least 70% of its max
weight, which might justify needing the IRMA to be staged between 300 to 500 miles max from the disaster area.
The IRMA was never designed for lengthy sustained flight, so this model fits the current need and still works in the
best interest of the customer, but should a longer distance flight be required, then an aircraft such as a Chinook may
be the best fit for the mission.

As previously identified, the original proposal was for four (4) crew members: 2 pilots, 1 Load Master, and 1 Flight
Engineer. As design space became tighter and the needs of the engines had to be met, space needed to be freed up,
so one of the crew member seats needed to be eliminated. As the design moves forward, it may become apparent
that the third seat may have to be removed, leaving the IRMA staffed with a crew of two (2) pilots. This won’t
change the mission requirements of the aircraft, but should the disaster zone require addition bodies on the ground
for help, then the adjusted design changes would curtail that need.

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Subsystem: BOX Payload/Fuselage Interior Design Functions
As summarized earlier in the report and reiterated in more detail in this section: the IRMA is unlike other response
aircraft in that the passenger fuselage is removable and can be outfitted with a fuselage that can meet the specific
mission requirement that is requested. This removable fuselage, called a ‘BOX’, is the determining factor in
responding to the “mission profiles” identified above. To address the requirements of the mission profile, we need
to determine the type of payload, or box design, that the IRMA will carry and/or deliver. Each removable and
interchangeable box has a defined dimension: 40 ft. long x 8 ft. wide x 6.5 ft. in height, with an approximate volume
of 2,080 ft^3. To facilitate the needs of disaster responders, we have outlined three (3) primary boxes that meet
many of the customer response needs: A Medical Box, a Cargo Box, and a Carrier Box (for transporting people).
The designs and construction were driven by the researched AHP criteria, combined with analysis of the human
factors prevalent with each referenced disaster situation.

The Carrier Box- the Carrier Box’s purpose is to address human factors and transport people to and/or from a
disaster zone. The Carrier Box requires that the maximum number of seats be placed, given the fixed dimensions of
the box. In this case, the box dimensions are 40 ft. long by 8 ft. wide by 6.5 ft. tall, which allows placement of
approximately 45 passenger seats, where the seats measure 20 inches by 2.5 feet (30 inches). The seating layout is
identified in Figure 2. In Figure 2, each small box constitutes a passenger seat, where each seat is designed in the
same format as found on a military C-130 cargo plane. The passenger seats on the side have their backs to the wall,
while the passengers in the middle are facing one of the sides and are not facing towards the front. From Table 2,
we see that, if there are nearly an equal number of males to females, if we use 23 males weighing 200 pounds and 22
females weighing 150 pounds, then our total passenger payload weight will be approximately 7,900 pounds (weight
of the passengers alone).

Accounting for seat weight and miscellaneous weight that each passenger may choose to bring, the total box weight
is approximately 10,375 pounds before fuel considerations. The weight calculations account for only adults and no
children, to err on the side of heavier weight. The IRMA is tentatively designed to carry a maximum 23,000 pounds
(take-off), so this passenger weight is well within the capabilities of the craft. There will be some roof rack storage
space inside the box, but that storage space limited to necessities and should not be compared to the storage space
that might be found on a commercial airplane. The individual seats are of a bare-bones military cargo plane strap
design and can be removed and reconfigured to create stretchers for the injured. (*Note: Measurements are not
metric).

In response to the situation, the box may be dropped right on site to address immediate concerns (such as with a
Cargo Box). For example, if it was a situation where people needed to be evacuated, the IRMA can land directly
on-site, with the Carrier Box attached, load up 45 people, and take off. The only other airborne vehicle that has the
capability to land in place and take that many passengers is the Boeing CH-47F Chinook, but it won’t have the speed
of the IRMA to drop passengers off to a safe zone and return to the disaster site to pick up more people. Ideally, the
IRMA would operate in unison with cargo helicopters. If the IRMA needed to respond to another location with
medical personnel, medical equipment, and the ability evacuate injured, then the Carrier Box can be removed by
Load Masters and a Medical Box can be attached, contemporaneous to refueling the IRMA.

All medical supplies and trauma equipment requirements needed will already be situated on the IRMA’s Medical
Box, so whether the box needs to stay attached to the IRMA or detached and left on-site as a triage bivouac, the first
response needs will have been met. While this is occurring, ground ambulatory vehicles may or may not eventually
make it to the impacted location, but lives will already be saved from the quick medical response.

12
 Accounting for Width
20” 1.5’ 20” 1.5’ 20” 2.5’ wide *Each Small Box is a Seat; Passengers Face the Side

FIGURE 2: CARRIER BOX SEAT LAYOUT WITH PROPOSED DIMENSIONS (TOP VIEW)

TABLE 2: PASSENGER PAYLOAD WEIGHT AND SEAT/MISC WEIGHT W/O FUEL

45 SEAT CAPACITY APPROXIMATE WEIGHT
23 Males (2.5’ wide x 6’ tall) x 200 LBS = 4,600 LBS
22 Females (2’ wide x 6’ tall) x 150 LBS = 3,300 LBS
SUBTOTAL = 7,900 LBS (People Only)
SEAT & MISC ITEMS
45 seats (2.5’ x 20”) x 40 lbs/seat (C-130 style = 1,800 LBS
seats/ not commercial brand)
45 seats x 15 lbs misc carry per person = 675 LBS
APPROXIMATE TOTAL = 10,375 LBS (w/o fuel)

The Medical Box- The Medical Box, as its name suggests, is a detachable medical response box that essentially acts
as a mobile Level-1 Trauma center. Reviewing Figure 3, the Medical Box has room for approximately ten (10)
mobile stretchers, seven (7) medical personnel, and three (3) large custom cabinets that house all the equipment that
medical personnel will be required to access. The Medical Box can act as an airborne trauma center or can be
detached from the IRMA and act as an on-site treatment facility for wounded disaster victims. Addressing the
wounded victims immediately until they can be evacuated by an IRMA, a helicopter, or ground personnel will aid in
the goal of saving lives. If the detached Medical Box needs to be relocated, it can be either reattached to the IRMA
or attached to a helicopter and moved.

Table 3 identifies the weight parameters of the Medical Box. Without fuel considerations, a full Medical Box will
weigh approximately 9,830 pounds, which is within the total IRMA weight parameters for take-off. Without
detailing the exact list of medical equipment that will be housed in the box cabinets, I have allotted for
approximately 2,000 pounds per cabinet, for a total of 6,000 pounds (3 cabinets x 2,000 pounds each).

13
FIGURE 3: MEDICAL BOX SEAT LAYOUT WITH DIMENSIONS (TOP VIEW)

TABLE 3: APPROXIMATE PAYLOAD WEIGHT OF MEDICAL BOX W/O FUEL

ITEM CALCULATION WEIGHT
Mobile Medical Stretcher (7’ x 2’) 10 x 15 lbs = 150 LBS
Medical Personnel (2.5’x6’) 7 x 200 lbs = 1,400 LBS
Seats (2.5’x20”) 7 x 40 lbs = 280 LBS
Cabinets, Medical Supplies, and = 6,000 LBS
Miscellaneous Gear (3 x 2.5’
wide x 7’ long)
Transporting Injured (10 people 10 x 200 lbs = 2,000 LBS
on stretchers)

APPROXIMATE TOTAL = 9,830 LBS

The Cargo Box- The Cargo Box, as the name suggests, is a container for the express purpose of delivering supplies
to a disaster zone. Figure 4 illustrates that there is room for approximately 18 pallets to fit inside the Cargo Box,
although realistically there will only be 12 to 14 pallets inside, depending on how much space will be required to
secure the pallets with straps to the floor. The Cargo Box is slated to have a 10,000-pound max payload, but by
designing the box with lighter, reinforced PVC materials, it may be possible to allow for a greater payload (supply)
weight. Each Cargo Box will have a 175-pound pallet jack with the container, allowing accessing personnel to
feasibly pull out each heavy pallet and distribute the associated goods. The included pallet jack can move
approximately 4,400 pounds of pallet gear, which is more than suitable. Each pallet has a 48” by 40” configuration,
with the jack-end of the pallet being located on the 40” side. Stacking the pallets in the box with the 40” side facing
the 8-foot ends will make off-loading with the pallet jack extremely easy.

In addition to providing supply relief to disaster victims, the Cargo Box can also function as a make-shift shelter,
where the roof will contain solar panels that will feed into storage power cells on the box walls, with plugs, so that
it’s possible to run extension cords out to devices that need power. Instructions provided with the box will allow

14
those accessing it to also understand how to take the box apart to build other survival structures, assuming that
ground response teams will not reach them right away.

Picture of the referenced Pallet (unknown source)

FIGURE 4: CARGO BOX PALLET LAYOUT (TOP VIEW)

15
Interior Layout Design Drawings

FRONT VIEW TOP VIEW

FIGURE 5: CARRIER BOX FRONT AND TOP VIEW

The shape of each Box that is inserted and attached to the IRMA is actually the shape of a box, not the traditional
aircraft cylindrical fuselage. The lower portion of the box is curved, to offer some improved aerodynamic
efficiency, but overall the shape of the box is maintained throughout the cabin design. For the Carrier Box, which is
the transport box, each simple designed side seat is part of the wall, similar to the C-130 design. For the side seats,
the back is against the box wall, while the middle row of seats is facing the side wall, and not the front. A steel pole
braces the seats during turbulence and simple seat belts are in place to keep the passengers from physically being
launched out of the seat unintentionally. There are no bathrooms or other amenities that might be found on
commercial aircraft, other than safety fixtures that FAA Federal guidelines identifies as being required. The purpose
of the box is not for long term comfort, but to transport disaster victims away from the incident site and to a point of
safety.

3’ TALL

2.5’ WIDE 20” LATERAL WIDTH

TALL
FIGURE 6: CARRIER BOX SEAT DIMENSIONS
In Figure 7, the Medical Box is shown, with similar size and design elements to the Carrier Box, except seats are
removed for placement of mobile stretchers and customized medical cabinets. There is room for seven (7) adult
seats (same as Carrier Box seats), ten (10) stretchers (7 feet by 2 feet), and three (3) cabinets (2.5 feet by 7 feet).
The arrangement conditions are tight, but it may be possible to widen the measurements for the fuselage in the final
IRMA design, to accommodate more interior space.

16
 FRONT VIEW TOP VIEW

FIGURE 7: MEDICAL BOX FRONT AND TOP VIEW

Figure 8 illustrates an Analytical Hierarchy Process (AHP) Decision Matrix that was generated to help decipher
what criteria options were important in the overall design. The criteria were selected based on a list of what
characteristics were important in the box design and capabilities, as they are applied to the disaster scenarios.
Questions that were asked: What outcome do users really want to see? What criteria will make that outcome
happen? What criteria are actually important, versus what criteria we think is important? What criteria make sense
to have that gets the result the user expects? Is it still possible to incorporate the criteria that are deemed less
important?

The ranking and subsequent weighting scale is taken from The Fundamental Scale for Pairwise Comparisons.

17
From the results provided by the AHP Decision Matrix, there were four (4) criteria that were considered important
in the overall design, in the following order: (1) Ability to Drop Off Supplies & Medical Personnel (22%), (2) Quick
Response Time/Speed (21%), (3) Provide Life Support Services with the Box Design (20%), and (4)
Reconnaissance/Search & Rescue Capabilities (12%). These four (4) criteria account for 75% out of 100% of the
criteria that is important to incorporate into the IRMA BOX designs.

Question to Ask: Has the Box Design met the important criteria selected?
 (1) Ability to Drop Off Supplies & Medical Personnel (22%): The design of “box” fuselage attachments
allows for the IRMA aircraft to infiltrate the disaster location, navigate to a precise location, and drop the
box fuselage containing life-support supplies and/or medical personnel and equipment. The IRMA has the
ability to strategically drop boxes and exfiltrate victims or displaced residents and transport them to a
secure location;
 (2) Quick Response Time/Speed (21%): The IRMA was designed with the best of both the current
aerodynamic technologies for tactical aircraft as well as multi-purpose cargo/transport aircraft. This
combination provides for an aircraft design that will quickly reach a location and then subsequently provide
emergency response services at the location;
 (3) Provide Life Support Services with the Box Design (20%): Besides dropping boxes off with supplies
and life-support necessities, the multi-use box can act as a shelter-in-place until further emergency crews
arrive on scene and can provide renewable solar energy power to power up communication and utility
devices that require power;
 (4) Reconnaissance/Search & Rescue Capabilities (12%): The IRMA was designed to have custom
fuselage cabins to respond to one of any number of disaster scenarios. A reconnaissance/search and rescue
customized box can be outfitted to contain specialized communications and meteorological radar
equipment, infrared (heat-signature) camera technology and other sensitive sound and movement location
devices which can assist in locating victims. Once located, the IRMA can send out an exact location for
emergency services to respond to.

Fuel Weight
The calculations contained in the report’s charts identify the maximum weight of the boxes without accounting for
fuel weight. It’s accepted that a gallon of gasoline weighs approximately 6.8 pounds (based on a general Internet
search). Taking into the calculation that the IRMA may potentially hold around 7,000 liters of jet fuel, or 1,849
gallons, we can broadly calculate that the maximum take-off fuel weight the IRMA is expected to contain is 12,573
pounds**. From Table 4, if the maximum total payload take-off weight (payload+fuel) for the IRMA is 23,000
pounds, then we can determine the maximum weight outcome for each Box design and whether the combined
weight violates the maximum payload take-off weight allowed by the IRMA:

Table 4: Weight Accountability of Box Payload and Fuel for Take-Off Considerations
BOX DESIGN MAXIMUM BOX MAXIMUM FUEL TOTAL OVER/UNDER
WEIGHT WEIGHT MAX. TAKE-OFF
23,000 LBS
Carrier Box 10,375 LBS 12,573 LBS 22,948 LBS Under by 52 lbs.
Medical Box 9,830 LBS 12,573 LBS 22,403 LBS Under by 597 lbs
Cargo Box 10,000 LBS 12,573 LBS 22,573 LBS Under by 427 lbs
**Fuel Calculator:
https://www.aqua-calc.com/calculate/volume-to-weight/substance/gasoline

From this table, we can draw a rough conclusion that the maximum allowable weight that goes into each Box,
combined with the maximum allowable weight for jet fuel, will not impede the IRMA’s ability to take-off.

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Wing Design
Referencing the earlier Zhukovsky Aerofoil output, it was determined that increasing the span would improve the
LD ratio, and also allow for a larger total aircraft length, but it potentially violates the tactical characteristic of
having the aircraft land in small areas.

For testing purposes in the Zhukovsky Aerofoil and Wing Deflection models, we used the initial wing design
characteristics in Figure 1, along with two (2) other wing designs that focus on a standard 30 meter wingspan,
combined with the maximum takeoff weight of 270 kN (approximately 1,700 lbs more than the maximum takeoff
weight of 59,000 lbs, to provide more conservative results), to yield a strong LD Ratio. The strong Lift-to-Drag
Ratio is why the chosen wing designs were being tested. For this purpose, the independent variables that primarily
affect the LD Ratio (dependent outcome) are Chord (length) and Max Thickness. Table 5 below identifies the
characteristics of each wing design tested:

TABLE 5: WING DESIGNS 1 TO 3

Wing Chord Camber Max Angle Span LD Max Takeoff
Design (meters) Thickness of (meters) Ratio Weight (kN)
Attack
1 2.2 0.04 0.25 0 30 102.91 270
2 2.8 0.04 0.1 0 30 132 270
3 1.8 0.03 0.13 0 30 154 270

Wing Design #1 is the current, proposed wing specifications for the IRMA. We came to select this design because it
is a balance between having a long Chord and larger Max Thickness, yielding an LD Ratio just over 100. Wing
Design #2 presents a longer Chord and smaller Max Thickness, as compared to Wing Design #1, and outputs an LD
Ratio of 132. The smaller Max Thickness may not hold up over time and prove to be more costly than effective.
Wing Design #3 moves in the opposite experimental direction, with a smaller Chord and slightly thicker Max
Thickness, where the output LD Ratio is a phenomenal 154.

In testing spar combinations for each of the three (3) wing designs, the following optimal designs were selected:

Wing Design #1

With Wing Design #1, the Chord is 2.2, the Max Thickness is 0.25, and the LD Ratio is 102.91. We went with the
Box spar shape with Steel as the material. Even though steel is heavier, the shape is a hollowed-out box, so the
volume of material used will not be significant, at 0.672m^3. The cost will be low and the final design on a 30
meter span will yield a Max Wing Deflection Angle at Tip of 2.903 degrees and Max Wing Deflection at Tip of
0.608 meters, all while measuring the wing against an airplane weight over the proposed airplane maximum weight.

Wing Design #2

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With Wing Design #2, the Chord is 2.8, the Max Thickness is 0.1, and the LD Ratio is 132. There were limited spar
combinations that were viable, but of those we chose the Rectangle spar shape with the Titanium material. Titanium
is more expensive and the volume of material used (1.2 m^3) is greater than the material needed for Wing Design
#1. For this design, the Max Wing Deflection Angle at Tip is 9.027 degrees and Max Wing Deflection at Tip is
1.891 meters, which is significantly greater than Wing Design #1, even though the LD Ratio is greater.

Wing Design #3

For Wing Design #3, which had a Chord of 1.8, Max Thickness of 0.13, and LD Ratio 154, there was only one
viable option, which was the Rectangle spar made of steel. While the volume of material used is reasonable (0.675
m^3), the Max Wing Deflection Angle at Tip is 20.246 degrees and Max Wing Deflection at Tip is 4.24 meters,
which is too close to becoming a safety issue, given that there are other reasonable design alternatives available.

Additional research was performed to take each of the selected wing designs chosen above and measure the output
changes to wing deflection and LD Ratio using the Span as the independent variable, against the airplane weight of
270 kN. We can then determine if there is a better design with either an increased or decreased wing span. Our
baseline up to this point has been 30 meters, but is there a more optimal length? Depending on the results, an
increase in the spar thickness of either a box or I-beam will result in reduced deflection values, which is also
something to consider. The results are as follows:

FIGURE 8: WING DESIGN 1 VALUES OF SPAN VS MAX WING DEFLECTION ANGLE AT TIP

In Figure 8, indications are that there is a direct relationship between wing span and all the dependent deflection and
LD Ratio values. But what is NOT displayed in the chart is that the LD Ratio’s percentage increases are reduced as
the span increases. This might infer that as the wing span continues to increase, the beneficial effect of the LD Ratio
will not increase as much with each subsequent expansion of the wing span. From the chart values, a potential wing
span of 32 meters for Wing Design #1 may be the best alternative to consider.

20
FIGURE 9: WING DESIGN 2 VALUES OF SPAN VS MAX WING DEFLECTION ANGLE AT TIP

Similar to Figure 8 measurements, there is a direct relationship between span and deflection. What is noticeable
between the two graphs is that the steepness of the Figure 9 graph curve is not as great as the steepness of Figure 8’s
graph curve. This may be where differences in spar shape and materials have the greatest impact. With Wing
Design #2, we are using a rectangle spar with Titanium, which is probably the strongest combination to work with,
and also the most expensive.

FIGURE 10: WING DESIGN 3 VALUES OF SPAN VS MAX WING DEFLECTION ANGLE AT TIP

In Figure 10 we show that Wing Design #3 has the same direct relationship of wing span to deflection. What the
chart does not identify is that after a wing span of 35 meters, the wing actually fails and exceeds the max wing
deflection point of 30 degrees. The LD Ratio is of no value here when the wing has failed and cannot support the
weight of the aircraft.

With Figures 8 to 10, we can’t necessarily draw exact conclusions with the output values presented, but it offers
something just as valuable: Perspective. We learn that the LD Ratio is a number only as useful as having a wing
design that supports the aircraft weight. And the use of stronger materials, such as Titanium, resists the effects of
deflection, which can impact the lift-to-drag ratio. Materials that are not as strong as Titanium may prove cheaper
and heavier, but then there must be a perspective of striking a balance between cost, weight, spar shape, LD Ratio,
Wing Span, and function, in order to determine the best wing design for the aircraft. From this experiment, I select
Wing Design #1 as the better option, but based on the experiments here, I would consider moving the Wing Span
from 30 meters to 32 meters and increasing the thickness of the spar box shape, which should reduce both the Max
Wing Deflection Angle at Tip and Max Wing Deflection at Tip values, which nominally affecting LD Ratio.

The design and analysis approach taken here was extremely broad to narrow. The concept was to take the current
baseline wing design and have it compete with two other wing designs that had opposite Chord and Max Thickness
values. From there, we applied all the various combinations of three (3) spar shapes and all materials, to see what

21
the output results were in terms of wing deflection, volume of material required, and LD Ratio. The three (3) spar
shapes that were used were the solid rectangle, the hollow box shape, and the I-Beam. Standard heights, widths, and
thicknesses were used for the shapes, as well as positioning each spar in the center of the wing. After conducting 45
total tests combining all the wing designs and spar shapes and materials, three (3) optimal designs were selected
from the 45 to be further assessed. Taking into account the criteria of weight, material cost, and volume, a Decision
Matrix (Table 5) was generated to assess which optimal design was the best in terms of the criteria outlined. From
the Table 5 Decision Matrix, we find that our baseline design, Wing Design #1, is the clear contender for the best
overall design.

TABLE 6: NUMERIC SCORE SIMPLE DECISION MATRIX OF CRITERA VS. WING DESIGNS 1 TO 3
Weight Material Cost Volume Total
Wing Design 3 3 3 9
#1
Wing Design 1 1 1 3
#2
Wing Design 2 2 2 6
#3
1=Worst…3=Best

In sum, with Wing Design #1, the Chord is 2.2, the Max Thickness is 0.25, and the LD Ratio is 102.91. It has a Box
spar shape with Steel as the material. Even though steel is heavier, the shape is a hollowed-out box, so the volume
of material used will not be significant, at 0.672m^3. The overall cost will be low, regardless of wing span. After
reviewing the results, there are one or two adjustments that I would consider, to improve the overall stability of
Wing Design #1. I would consider moving the span up from 30 meters to 32 meters, which adds an additional meter
to each side. It’s possible that the final design will have more engine components than other similar aircraft, so the
increased wing span may aid in supporting those changes. I would also consider increasing the thickness of the box
spar by approximately 30%, to improve wing stability and decrease wing tip deflection. The advent of winglets
should improve aerodynamics and help with fuel conservation and reduced drag.

Automation/Description of Automated Features

There are three (3) primary automated subsystems connected to the box fuselage technology. All the automated
subsystems identified focus on viability of safe aircraft take-off and/or the optimal use or deployment of the box
detachable fuselage body. The report previously identified three (3) different fuselage designs, or “Boxes”, each
with its own purpose: The Carrier Box (for personnel transport), the Medical Box (an active mobile trauma care
unit), and the Cargo Box (for delivering/dropping supplies to a location).

In order to develop subsystems that meet the IRMA’s mission requirements, we have determined that subsystem
priority must be given to: (1) Understanding the impact of weight for infiltration and exfiltration missions and (2)
how disaster victims can use the detached Cargo Boxes for other temporary uses, until help arrives to remove them
from the disaster site. The IRMA was designed to functionally bridge the delayed response gap of ground first
responders reaching displaced residents in a timely manner to deliver medical support and (life support) supplies.
By focusing on the needs of the IRMA and its Box payload system to perform its job, we will be able to develop a
final aircraft design that impacts the response process and adds value to the customer.

Automated Feature #1: Solar Array System (Cargo Box and Medical Box)
The Solar Array System allows the Cargo Box to act as more than just a just a delivery platform for supplies. When
the IRMA delivers the Cargo Box onsite, and it detaches from the craft, the entire fuselage serves as a delivery
payload for supplies to a hard-to-reach location. After the supplies have been off-loaded by the ground population
there, the Cargo Box can serve as a temporary shelter-in-place for the homeless. In addition to serving as a

22
temporary shelter, the Cargo Box will be outfitted with an array of solar panels on the roof, which will feed into a
Tesla-brand Power Wall energy storage system. Outlets that extend from the Power Wall can act as a power supply
to charge electronics, power medical equipment, power stoves and sanitation devices, and provide power to
communications devices. The Cargo Box can also act as a back-up power supply at night, or supply power to
electric heaters/blankets at night if it starts getting cold and ground rescue crews have not arrived. The identified
users can be classed as all people with devices and the need for power. Once the power starts being tapped, a
controller board on the Power Wall activates the roof solar array to begin drawing current into the Power Wall’s
storage containment, to replenish the power being drawn. All this functionality is automated and seamless, where
the only thing that is required of the user is to monitor the Power Wall storage levels to ensure that enough power
remains to operate priority devices. The solar array and Power Wall feature address the energy needs of the user and
provide the expected benefit (power). The Power Wall is not without its rainy-day situations/faults: In order to
replenish power storage from the solar array, it will require extended exposure to sunlight. If the IRMA drops the
Cargo Box in a fairly open location, then that should not be an issue, unless the weather provides for overcast
conditions.

Automated Feature #2: Short-Range Altimeter Sensor (For All Boxes)

The Short-Range Altimeter Sensor is an important feature of the IRMA, with the primary user and direct beneficiary
being the pilots and IRMA flight crew. When operating the IRMA on a disaster response mission, the Pilot-in-
Command must be prepared to drop the craft down softly to the ground level, either to perform a VTOL (vertical
take-off and landing) procedure or to drop a Cargo Box or Medical Box at the disaster location. Performing such a
maneuver has inherent risks that only a skilled pilot can assess. Part of that assessment is relying on instruments to
guide his/her pilot decision-making.

All along the outside of the aircraft are built-in radar sensors to measure distance. I’ve just called them “Short-
Range Altimeter Sensors” here so it will be clear as to what they do. As the pilot is in hover mode over a drop
location, while his instruments may indicate that the craft is level with the horizon, other instruments will be needed
to guide the pilot on bringing the craft safely to the ground. The short-range altimeter radar sensors built into the
IRMA’s body and wings will send a signal to the ground and back to calculate the distance the IRMA is from the
ground. With that information, the pilot can adjust how fast the aircraft’s hover descent should be. In addition,
when the radar sensors are providing the distance to the ground information, they will also be calculating whether
the landing surface is level or whether there is a slope that may jeopardize the landing procedure. If the plan is to
drop and release a Cargo Box, then putting the box down on the flattest ground possible will only help the people on
the ground that need to off-load the supplies. The radar sensors will also assist the pilot in determining if there is
clearance for the wings or whether the craft needs to move to a different location to perform the drop. The
information that the radar sensors provide is one of the most crucial elements in the IRMA’s ability to execute its
mission requirements. While the radar sensors can operate in cold temperatures and through obstructions, one rainy
day situation that the radar sensors cannot account for is: Is the ground too wet and soft to land? Will the aircraft
landing gear and payload box sink into the ground right after landing? Often, this situation is not the case, but there
is always the chance that this can happen, and cause damage to either the aircraft and/or the contents of the Cargo
Box being dropped. [7] The pilot and crew have the need to land safely and complete their mission; the feedback of
all the radar sensors will provide them the benefit of safely executing the first stage of their mission.

Automated Feature #3: Box Weight Sensor (For All Boxes)

Weight is an extremely important issue for an aircraft, whether at take-off or at cruising altitude. Weight affects not
just the aircraft’s ability to competently maneuver in the air, but impacts how much fuel is burned, which can either
negatively or positively impact a mission flight plan. With weight being so important to the function of an aircraft
and its ability to perform its job, the payload weight must be accounted for prior to any IRMA pick-up or landing
scenarios. [8] Unlike in a commercial airport, where each piece of luggage is carefully weighed and accounted for in
the aircraft’s take-off calculation, when the IRMA is operating in the field under stress and pressure, there is no

23
scale to measure each individual item or person passing through the payload doors. But if the weight is not
measured in some reasonable way, then the lives of the pilot, crew, and passengers are at stake.

In each box, the plates that comprise the box floor have simple weight sensors, which will not only measure how
much weight is on that floor plate, but whether there is too much weight being concentrated on that floor plate. The
sensors feed the weight information to the on-board flight computer, which advises the crew how the payload weight
is distributed and whether there is too much weight (which will require off-loading either equipment or passengers)
or too little weight (in which case, the load master may usher more passengers on board the IRMA). In both
instances, the output will affect both the IRMA’s take-off ability and its performance once the craft is in the air. The
maximum weight capacity may unexpectedly change the distance the aircraft can fly and may cause the pilot-in-
command to perform a flight adjustment to a different destination. If there is too much weight being concentrated in
one area, such as if an adult had another adult seated on the lap, then it will be up to the load master to remedy the
situation and make sure that the total payload weight is evenly distributed in the Box and that all items are strapped
down. With these weight sensors, the primary users are the pilot and flight crew, but all people on the aircraft
benefit from the results because it permits all the occupants to arrive safely to their destination from the disaster
zone. Two potential rainy day situations might occur: (1) The pilot-in-command does not check the weight output
and attempts to take-off with an overweight aircraft (which could spell disaster) or (2) after take-off, passengers take
it upon themselves to shift weight around, potentially affecting the performance of the IRMA and potentially
endangering the rescue mission.

USE CASE DIAGRAMS

The automated features discussed above have been transcribed into Use Case Diagrams, with a brief summary
provided:

FIGURE 11: Solar Array Use Case Diagram

Reviewing Figure 11, the primary human users of the solar array automated Box feature will be medical personnel,
pilots, and users (although pilots will only be using the solar functionality if they are remaining on the ground

24
assisting with the rescue efforts). As explained above, when the Cargo Box is emptied of its contents and/or
converted into a shelter-in-place, then users of the Cargo Box will have the ability to plug into outlets connected to
the Power Wall battery storage built into the Box. All power users will have the ability to charge electronics, power
up medical equipment, power up devices at night (such as heaters or heat blankets) and provide back-up power to
primary equipment that must remain on. The biggest impact that negatively affects the automated feature is the
rainy day scenario that nobody has control over: The sun. The ability for the Power Wall to charge and replenish its
power stores is reliant on the rooftop solar array to have extensive exposure to sunlight. But even in the absence of
sunlight, the supplies being delivered, as well as the power connectivity, are meant to buy the disaster inhabitants’
time until ground rescuers can reach them. The power features were not meant as a long-term use benefit, but if the
Cargo Box needed to be used for an extended period, such as a few weeks, then it could (assuming there is enough
sunlight exposure to charge the Power Wall).

FIGURE 12: Short-Range Altimeter Sensor Use Case Diagram

The simple Figure 12 Use Case Diagram identifies the pilots as the primary users, since the pilots and crew will be
using the output provided by the short-range radar distance sensors to execute the first stage of the mission, which
involves performing a VTOL procedure in conjunction with delivering a Cargo Box or potentially picking up
distressed passengers. The feedback of the sensor features, combined with the on-board flight computer readings,
will allow the pilot-in-command to not only land safely, but land on a level surface.

25
FIGURE 13: Box Weight Sensor Use Case Diagram

The Figure 14 Use Case Diagram identifies the users of the Box Weight Sensors as Pilots, Users/Passengers, and
Medical Personnel. As explained earlier, the users (passengers) have the need to be medically treated and/or
exfiltrated out of the disaster zone. In order to exit the location safely, weight sensors will inform the pilot and crew
whether the payload weight is too heavy to take off or whether the weight is too concentrated in one area of the Box
and needs to be more distributed. In either scenario, the Box weight sensors provide the pilot the necessary
information to properly take-off safely and reach cruising altitude. The weight output will also allow to on-board
flight computer to identify whether the payload weight will alter the predicted fuel use and require the pilot to alter
the flight path and destination

Sequence Diagrams
The features presented above are displayed below as Sequence Diagrams, along with a brief summary:

FIGURE 14: Solar Array Sequence Diagram

26
The Figure 14 Solar Array Sequence Diagram identifies what occurs when a user activates the subsystem feature.
After plugging in a device, the user’s device should start receiving power (unless there is physical damage, of
course, where plugging in a device is potentially dangerous). While the device is plugged in, the Solar Array
Controller connected to the Power Wall registers the power draw and simultaneously activates the solar array to
begin collecting the necessary power to replenish the Power Wall. Current is pushed through to the Power Wall
storage and the user is provided a visual feedback of how much power the Power Wall contains and whether current
is being circulated from the solar array to the Power Wall. Like all power sources, the Power Wall will continue to
supply power until there is only a few percent left, at which point there will only be enough power to maintain the
solar array system and system logs.

FIGURE 15: Short-Range Altimeter Sensor Sequence Diagram

The Figure 15 Short-Range Altimeter Sensor Sequence Diagram describes how a pilot uses the radar sensors around
the IRMA to make the appropriate safe landing decisions necessary to complete the immediate mission. When in
hover mode, once a pilot identifies a place to set down the aircraft, the altimeter radar sensors will be activated and
will feed information to the on-board computer regarding the current height above ground the aircraft is and whether
the surface is level enough to drop and release a Cargo Box. If the information that the computer provides indicates
that the ground is suitable to land on, then the pilot proceeds. If it’s determined that the ground is not level and
registers to be significantly sloped, then the pilot can move the aircraft to anther suitable location and begin the
process again. Cameras situated on the exterior of the craft will assist the pilot in identifying the current conditions
below the craft, such as whether there are any burning embers or impediments that might damage the box or aircraft.

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FIGURE 16: Box Weight Sensor Sequence Diagram

The Figure 16 Box Weight Sensor Sequence Diagram will help the pilot and crew determine whether the passenger
weight that the fuselage is absorbing will allow for a safe take-off. As passengers board, the floor plate weight
sensors send data to the on-board computer, which begins a live weight calculation of not just the total weight for
the aircraft, but also how much weight is amassed across all the floor plates. Even though the take-off weight is
within reason, it’s possible that a flight engineer or load master will need to shift some of the Box weight around, to
make sure all the weight is evenly distributed. If the aircraft is too light, then it’s possible to accept more passenger
or equipment; reciprocally, if the aircraft is too heavy, then decisions will need to be made to eliminate the excess
weight, either by disembarking passengers or leaving behind heavy equipment.

Activity Diagrams
The features presented above are displayed below as Activity Diagrams, along with a brief summary:

FIGURE 17: Solar Array Activity Diagram

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Complementing what has been discussed regarding the Solar Array feature, the user takes advantage of the
functionality by plugging in the respective device to the outlet connected to the onboard Power Wall. All Boxes
should have fully charged Power Walls, ready for immediate use. After plugging, if the user does not receive
power, then he/she may have a damaged device. If the Power Wall does not have any available power to distribute,
then the information is maintained in the internal log and the user should see what the status of the Power Wall is.
It’s possible that the Power Wall is waiting to receive current to recharge its stores or it’s possible that there is
damage to the Power Wall, in which case the Power Wall should not be used. When the situation occurs where a
device successfully draws power, the Solar Array controller registers the event and enables the rooftop solar array to
processing solar current to the Power Wall. For this to feasibly happen, the sun must be out and the solar panels
must have reasonable exposure to the sunlight. If the sun is not out, such as at night, then the solar collection
process will begin once light hits the solar panels. Energy will be collected up until the point where the Power Wall
becomes full, at which time the process will go into hibernation mode. This process is no different than if the Power
Wall was installed in a residence---so long as there is available power stored, then a user can plug in a device and
receive the energy benefit.

FIGURE 18: Short-Range Altimeter Sensor Activity Diagram

The primary user of the short-range distance radar sensors is the pilot. When the pilot locates a potential landing
site, he/she activates the array of sensors positioned outside the aircraft. The sensors measure the distance to the
ground and collects information regarding the surface level. The information from the sensors is pushed to the flight
computer, which provides the data visually to the pilot. Using the feedback, the pilot makes the decision of whether
to perform a VTOL maneuver or not. If the surface is level, then the pilot may decide to land. If the surface is not
level, then the pilot will have the option to identify another suitable, safer landing site.

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FIGURE 19: Box Weight Sensor Activity Diagram

The Figure 19 Box Weight Sensor Activity Diagram identifies that the passengers are the unintentional users of the
weight sensors, which are spread throughout the floor plates of the fuselage Box. Having a quick gage of the total
aircraft weight is necessary to make a safe, and speedy, take off out of the area. When passengers board and settle
in, the weight readings are sent to the flight computer, which tabulates the total aircraft weight in real-time. Once all
passengers are situated, the pilot needs to decide whether the aircraft is overweight or underweight. If the aircraft is
overweight, then decisions need to be made on what equipment, or passengers, are required to exit the aircraft to
meet a safe take-off weight. If the airplane is underweight, then there is more flexibility to add more passengers or
miscellaneous items prior to departing. After take-off, all information will be logged with the flight computer.

Arduino Automation

Description of the Automated Feature

The automated feature described herein and in Appendix A focuses on the Cargo Box automation code for the solar
array feature that interacts with the on-board Tesla Power Wall.

The Solar Array System allows the Cargo Box to act as more than just a just a delivery platform for supplies. In
addition to serving as a temporary shelter, the Cargo Box will be outfitted with an array of solar panels on the roof,
which will feed into a Tesla-brand Power Wall energy storage system. Outlets that extend from the Power Wall can
act as a power supply to charge electronics, power medical equipment, power stoves and sanitation devices, and
provide power to communications devices. The Cargo Box can also act as a back-up power supply at night, or
supply power to electric heaters/blankets at night if it starts getting cold and ground rescue crews have not arrived.
The identified users can be classed as all people with devices and the need for power. Once the power starts being
tapped, a controller board on the Power Wall activates the roof solar array to begin drawing current into the Power
Wall’s storage containment, to replenish the power being drawn. All this functionality is automated and seamless,
where the only thing that is required of the user is to monitor the Power Wall storage levels to ensure that enough
power remains to operate priority devices. The solar array and Power Wall feature address the energy needs of the
user and provide the expected benefit (power). The Power Wall is not without its rainy-day situations/faults: In
order to replenish power storage from the solar array, it will require extended exposure to sunlight. If the IRMA

30
drops the Cargo Box in a fairly open location, then that should not be an issue, unless the weather provides for
overcast conditions.

The automation code and circuit diagram in Appendix A identify two (2) inputs, the Photoresistor and Temperature
Sensor (TMP36), and two (2) outputs, the red LED light and DC Motor. With the components situated on the Cargo
Box, the use of the inputs and outputs serves to aid the Power Wall in replenishing electric stores and identifies to
the user if the temperature is becoming too great for the Power Wall to remain functioning.

As an overview of the circuit diagram, the photoresistor is a sensor whose resistance changes based on the amount
of light it senses. When the sensors are installed as part of the solar array, as enough sunlight passes across the
sensors, the minimum value readings that are transmitted to the controller act as a switch to turn on the Power Wall.
In the diagram above, the motor takes the place of the Power Wall. Operating independent of the Power Wall, but
working within the system, are the temperature sensors and LED light. Depending on the location of the disaster
zone and the environment outside, the temperature may get so high that continued use of the Power Wall may be
dangerous, therefore the user may want to consider shutting the Power Wall down. As the temperature in the Cargo
Box fluctuates, the temperature sensors are sending over data to the controller. When the temperature reaches 50
degrees Celsius, the LED light goes on, letting the user know that he/she should be mindful of continued use of the
Power Wall. 50 degrees Celsius is the temperature of hot water and is offered as a guide to make the user aware of
potential issues surrounding the use of the Power Wall. As the temperature increases, there is no automatic shutoff
for the Power Wall, since it’s possible that the Power Wall may be connected to a life-support device. Any shut
procedures performed on the Power Wall must be conducted by the user, and the temperature sensor and LED light
are there to identify a safety issue as it arises.

Circuit Diagram
Referencing the Appendix A circuit diagram and continuing with the discussion, the input (the Photoresistor and
Temperature Sensor (TMP36)) and output components (the red LED light and DC Motor) are connected to the
Arduino controller board. The Photoresistor and Temperature Sensor input components are connected to the
Arduino via the Analog In A0 and A2 pins, respectively. The DC Motor and LED light output components are
connected to the Arduino via the Digital pins 13 and 9, respectively. While I did not use any assistance in
constructing the circuit diagram, assessing code from the provided ASU reference SIK_Circuit_1C-Photoresistor.ino
allowed me to determine how the components should be connected to the Arduino board. The power source that fed
the components was a 5 volt power supply and a 500 ohm resistor was applied across the LED, to resist current
flow.

Arduino Code
In conjunction with initializing the used variables, the code establishes that pin A0 (Photoresistor) and A2
(Temperature Sensor) are Input components and that pin 9 (LED Light) and 13 (DC Motor) are the Output
components. The code identifies that the input components are Analog, and not Digital, where the input is neither 0
nor 1, but a potential range of values extending from 0 to 1023 (which is 2^8).

As the simulation is started, the code dictates that for the photoresistor, if the input value is greater than or equal to
500, then the DC Motor (Power Wall) will turn on (value 255). If the photoresistor input value is less than 500, then
the DC Motor (Power Wall) will not turn on (value 0). Simultaneously, if the temperature reading is greater than or
equal to 50 degrees Celsius, then the LED Light will turn on (HIGH); otherwise, the LED Light will remain off
(LOW).

Besides referencing the provided ASU Videos, attribution and assistance with coding could not have been completed
without the open source help at: SIK-Guide-Code/SIK_Circuit_1C-Photoresistor/SIK_Circuit_1C-Photoresistor.ino.

31
Results of Automation
In executing the (code) simulation, there did not appear to be any syntax errors. The temperature input changes
matched the LED light output response, as predicted. A problem was identified with the Photoresistor: Regardless
of some of the research that had been conducted online, I cannot get a range of values to populate in the
photoresistor slide rule. All the components appear to be connected properly and the DC Motor receives power, but
there is a work-in-progress issue with the photoresistor. Moving past this issue, the experimental feature is
presented as such: When enough light strikes across the breadth of sensors on the solar array, a value of 500 or
greater should trigger the DC Motor (Power Wall) to turn on. Once the sun goes away and the value drops below
500, then the DC Motor (Power Wall) turns off. When the Power Wall turns on, this signifies that there is enough
sunlight across the solar panel array to convert sunlight to energy to be stored in the Power Wall. While the
photoresistor portion of the circuit did not match the expectations that I set out to establish, once the input value
problem is fixed with the photoresistor, I am confident that the automated feature will function according the needs
and requirements of the user.

TESTING AND EVALUATION

Appendix B provides an example of a testing procedure used for testing the validity of the weight sensor, which
measures how much weight enters or exits the fuselage Box and reports that weight to the flight computer.
Providing an outline of the procedures used to verify the sensor will allow anyone in the company to apply the test
procedures to any of the Box fuselage formats, since all Boxes have the same weight sensor components. The
IRMA has dozens and dozens of similar testing and evaluating procedures in place for each hardware and software
component connected to the IRMA functions. Performing the tests allows test engineers to not only improve on the
administration of the test, but identify “bugs” that require patches and/or systems that need to be improved or
outright replaced. In the example presented in Appendix A, sand bags weighing 30 pounds and 50 pounds are
sequentially brought into the Box frame. From that action, the weight sensor should correctly register the weight of
the sand bag. The sand bags are piled in various segments of the Box to simulate a male or female passenger sitting
in that space. Once all the bags have been loaded into the Box and the correct weights recorded, the process is
reversed and sand bags are taken off one by one. This reverse procedure tests the weight fluctuations are accurately
reported whether weight is added or removed. In this particular instance, the test was successful. As more tests are
conducted, test engineers can elect to add or remove individual procedures, to improve on the overall test process.

FINANCES
Summarizing the calculations borne out of Appendix C, the initial profitability numbers don’t look promising, but
the values used were purposely designed to show the cost of MINIMAL of the IRMA. Using an approximate
manufacturing cost of $20 Million, we hypothesize using the aircraft for 10 missions per year, which is very low and
close to break-even. Accounting for the response to two (2) hurricanes and eight (8) other natural disasters, we can
roughly assume that the lifespan usefulness of the aircraft will be 10 years. Of course, the aircraft will be used well
after that period, but for the purposes of calculations, 10 years. Assuming a government fuel cost of $4 per jet fuel
gallon, we can expect to use approximately $1,449,352 per year in fuel costs over the 10 missions. Operation,
Maintenance, & Repair and Payload Costs will account for approximately $475,000 per year. With an annual use of
approximately 10 weeks over 10 missions, we foresee leasing out the IRMA for approximately $2 Million per week.
Much of the costs of customizing the Box for each customer is built into the leasing charge. In calculating the such
a bare, minimal use of 10 weeks a year, we calculate a preliminary lifetime worth (LTW) of ($4.6 Million), which
translates to a Return on Investment (ROI) of -23%. While these numbers are very low, we have to account for the
fact that the IRMA is being used very minimally and that the costs associated with the Box design and construction
may be drastically low. With the costs associated with the Box construction passed on to the customer in the
contract, we can potentially see profitability increases from greater aircraft use.

32
CONCLUSION

In summary, Sparky Aid Designs presents the culmination of many weeks of work leading to the design of the
Incident Response Management Aircraft. In developing a design to meet the needs of the customer and solve the
problem at hand, we have designed an aircraft that combines speed with the ability to deliver aid to disaster victims.
The flexibility and adaptability in the design has allowed the Company to create an aircraft that can be both sensitive
to the customer needs and customizable to fit the moment. By using only the best elements of our current design
technology, we are able to save money on research and focus on improving aerodynamic efficiency.

Unlike other traditional designed military aircraft, this unconventional model allows the customer to become
involved with their mission by choosing the type of detachable fuselage they require and being able to interact with
engineers on determining what components they want inside. And this can all be done quickly and at a moment’s
notice. The ability for the customer to maintain control of their circumstance is one of the most attractive qualities
of the IRMA---it’s our way of saying that we stand with our customer and care about their mission requirements.
The results will speak for themselves.

The IRMA will always be subject to improvements. Improvements will only increase profitability and increase the
value that we can bring to the customer. Improvements might include more tests on stronger, but cheaper, fuselage
materials and more tests with experimental engines that can improve of fuel use. Continued improvements on
aerodynamic design and lift-to-drag modeling can only help the industry as a whole. To stay on top of design
engineering means to stay on top of our imagination and bringing those visions to life.

Words cannot describe how much I’ve learned from this project and every lesson leading up to this report. My one
big take away is that engineering is truly a team effort, just as the saying goes that it takes a village to raise a
child….it takes an engineering family to make a dream become real.

33
Resources/Works Cited

1. https://courses.ea.asu.edu/courses/course-
v1:ASU+FSE100+2191C/courseware/60b7d2d3b5f645a08faced7641336c3c/a1c82a7925564649bd7b6561
6752caa8/1?activate_block_id=block-
v1%3AASU%2BFSE100%2B2191C%2Btype%40vertical%2Bblock%400d1511b975d042b3804e89d76ec
c5436
2. M. Postma, “Specialty Vehicles Assist Disaster Response,” emsworld.com, para. 8-18, June 4, 2015.
[Online]. Available: https://www.emsworld.com/article/12080468/specialty-vehicles-assist-disaster-
response. [Accessed February 17, 2019].
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https://aviationbenefits.org/social-development/disaster-response/. [Accessed February 17, 2019].
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Ditching,” aopa.org, para. 1-6. [Online]. Available: https://www.aopa.org/training-and-
safety/students/flighttestprep/skills/emergency-landings. [Accessed February 17, 2019].
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powerweb.com/Engine/General-Electric-TF34.html. [Accessed March 31, 2019].
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https://en.wikipedia.org/wiki/Rolls-Royce_Pegasus. [Accessed March 31, 2019].
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measurement/radar-sensors/c/291
8. Federal Aviation Administration, The Aircraft Weight and Balance Handbook, U.S. Department of
Transportation Federal Aviation Administration Flight Standards Service, 2016.
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Washington Post, para. 1, July 12, 2018. [Online], Available:
https://www.washingtonpost.com/national/fema-admits-failures-in-puerto-rico-disaster-response-in-new-
after-action-report/2018/07/12. [Accessed April 20, 2019].
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Medical Services, para. 3, March 1, 2018. [Online], Available:
https://www.jems.com/articles/print/volume-43/issue-3/features/preparing-for-catastrophe.html. [Accessed
April 20, 2019].
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DC, 2000.
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Department of Labor Occupational Safety and Health Administration. [Online]. Available:
https://www.osha.gov/dts/earthquakes/response_recovery.html. [Accessed April 20, 2019].
13. D. Raths, “7 Ways the Response to a Devastating Earthquake Has Changed,” Government Technology
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Ways-Response-Loma-Prieta-Earthquake.html. [Accessed April 20, 2019].

34
Appendix A: AUTOMATION CODE AND CIRCUIT DIAGRAM FOR SOLAR ARRAY

35
Appendix B: TEST MEASUREMENTS

Test Title: Identifying and registering accurate weight measurements in the Box fuselage.

Scope: This test verifies that each floor segment of the Box responds to weight placed on it and then properly
conveys those weight measurements to the flight computer.

The following requirements are included in this procedure:

1. The Box must be open and available for passengers, cargo, equipment, and personnel to board so that
proper weight measurements can be verified and accounted for.

Name of Tester: Peter Conroy Date of Test: 04/07/19

Prerequisites:
 The IRMA aircraft must be positioned on the ground with the Box fuselage bay door open;
 The Pilot-in-Command performs the readings and makes the final decision on whether take-off is viable.

Test Procedure:
Step Instructions
1 With the flight computer on, personnel
bring 30 pound and 50 pound sand bags
into the Box and place them
strategically in even sections of the
floor.
2 Perform Step #1 for each sand bag,
placing each sand bag in areas of the
Box that people and/or equipment
would be situated during flight.
3 Once the maximum weight is reached
and the weight counter registers
correctly on the flight computer,
random weighted sand bags are then
removed, one by one, from the Box.
4 Perform Step #3 for each sand bag,
until all sand bags have been removed
and the weight counter registers the
original, baseline amount.
Expected Outcome Requirement Pass/
Fail
Once the sand bag is in place on
the floor and the personnel leaves 
the Box, the weight register on the
flight computer is checked to
confirm that the weight of the sand
bag brought in is exactly the
weight that is being registered.
Each sand bag that personnel bring 
into the Box should be correctly
registering with the flight
computer, as well as posting an
accurate weight subtotal. Repeat
systematically until the maximum
weight of the Box is reached.
As each sand bag is removed, the 
flight computer should register the
correct weight being removed and
the correct weight subtotal should
be displayed.
The box should be zeroed out of Requirement #1 
any Box weight and the flight
computer should register the Verifies that the
default Box weight (that was flight computer
started with). is registering the
correct Box
weight of both
the entering
weight and
exiting weight.

36
Appendix C: FINANCIAL CALCULATIONS

37