The work in this thesis, explores methods of Additive Manufacturing applied to Remotely Piloted Aircraft Systems. The objective was to implement and test an alternate method of Fused Filament Fabrication using non-planar/curved layers. This was met by adapting a desktop 3D printer with an adapted nozzle and using a software offering non-planar layers. Both planar and non-planar prints were made to compare the strength using tensile and bend specimens. By completing flexural testing, it was determined that including non-planar layers did not provide a benefit to flexural strength with four or six non-planar top layers. Through printing different types of samples and angles, it was determined that using thicker layers and at low angles, non-planar printing provided improved surface quality. Recommendations for future work includes testing samples with different parameters, and improvements of printing hardware such as a custom printing nozzle or software.iii Thank you to the students of the MC3041 office for their moral support. I couldn't have asked for a better group of hard working people to have as friends and role models. A special thank you to Brendan Ooi for helping with the 3D printer and teaching me how to fix and run it myself, as well as always being a helping hand.Thank you to Olivia Chamberland for helping out when I was out of town and to always being there for me. Thank you to Anthony Dewar in assisting with printing samples needed for testing and for sharing a lot knowledge about 3D printing. Thank you to Steve Truttmann for assistance in mechanical testing, endless knowledge, helpful insight, and moral support. Thank you to David Raude for assisting in mechanical training and Alex Proctor and Kevin Sangster for machining parts. I would also like to thank my family and friends for their ongoing support and encouragement in this process. Thank you Adam DeVos for investing your time and energy into my success and giving me the motivation and reality check I needed. Last but not least, a big thank you to my supervisor Jeremy Laliberte that oversaw and offered guidance and support through the duration of this thesis. v

No abstract

The Atlas motion platform was conceptually introduced in 2005 as a 2.90 m diameter thin-walled composite sphere housing a cockpit. Three active mecanum wheels provide three linearly independent torque inputs enabling the sphere to enjoy a 100% dexterous reachable workspace with unbounded rotations about any axis. Three linearly independent translations of the sphere centre, decoupled from the orientation workspace, are provided by a translational three degree-of-freedom platform. Small-scale and half-scale demonstrators introduced in 2005 and 2009, respectively, gave us the confidence needed to begin the full-scale design. Actuation and control of the Atlas full-scale design is nearing completion; however, resolution of several details have proven extremely elusive. The focus of this paper is on the design path of the 24 passive mecanum wheels. The 12 passive wheels below the equator of the sphere help distribute the static and dynamic loads, while 12 passive wheels above the equator, attached to a pneumatically actuated halo, provide sufficient downward force so that the normal force between the three active wheel contact patches and sphere surface enable effective torque transfer. This paper details the issues associated with the original twin-hub passive wheels and the resolution of those issues with the current split-axle design. Results of static and dynamic load tests are discussed.