Several companies are experimenting with multicopters drones to deliver packages to customers. Although they are less aerodynamically efficient than fixed-wing aircraft, their ability to do the vertical take-off and landing (VTOL) makes them ideal for delivery services. In this study, two methodologies will be used to build the drone which is software simulation and experimental approach. Software such as SIMNET is used to simulate and design an electronic operation of the drone while Mission Planner is used to setup the flight controller. Electronics layout is done prior to ensure a clear sight of work, components and information through the software. The flight controller used is called Pixhawk which is an open hardware mainly used for drone. The radio control system is also setup to be used as the link to control the flight controller. Flight tests were also performed to study the behavior of the drone at various percentage of throttle. At 60 percent throttle, the drone yaws continously to the left at 63.43 degrees at 4.879 degrees per second during test flights. With a payload weight of 516g, it tilted to the front nose down, with support provided at the tip of the left wing. With more design and calibration advancements, experimental findings that are similar to theoretical outcomes might be attained. Flight data after each test flight is extracted from the software and analysed for further improvement. The fabrication of complete prototype could not be finished within the stipulated time due to a delay in acquiring new parts such as propeller due to a problem, as well as procuring the appropriate material for the wing. A test of the drone motions including roll, pitch, and yaw, is also carried out using flight charts to validate the suggested design parameter. The drone tends to fly better with the motor turning with the same orientation rather than turning with different orientation due to better stability.This flight chart allows users to choose the best design parameters by determining the length of the wingspan, motor RPM, and propeller diameter that are expected to meet the performance requirements in these three flying motions. The procedure for estimating the drone's battery usage has also been presented in the flight chart.

A number of companies are experimenting with multicopter drones to deliver items to clients. Because electric planes have a restricted range, their flight range is usually limited. However, if propelled by gasoline, electric multicopter drones can only travel a short distance because of high power consumption and noise difficulties. Despite their lower aerodynamic efficiency than fixed-wing aircraft, multicopters' ability to perform vertical take-off and landing (VTOL) makes them an ideal delivery vehicles. A hybrid fixed-wing VTOL system with a tilting system that alters the flight mode could be an upgradeto the current design of hybrid fixed wing VTOL. The goal is to effectively manufacture a fixed-wing drone with an appropriate structural design and a functional tilting mechanism that can take off vertically. SolidWorks and SIMNET aero were the two approaches used throughout the design software. The drone's aerodynamic qualities were investigated in order to better understand its behaviour, such as range of flight at a given altitude, stall speed, and maximum lift created, in order to determine the maximum parcel weight the drone can carry. The drone was built using SolidWorks 3D-Solid modelling and SIMNET aero design software. The tilting mechanism is 3D printed with Polylactic Acid (PLA) material since it is both light and strong. The structural strength can also be altered by changing the in-fill. After the drone was manufactured,numerous test flights were made to examine the drone's actual behaviour and enhance its functionality. The drone's theoretical stall speed was determined to be 12.74 m/s with a maximum payload of 500g and 11.43 m/s at no load. The maximum glide distance was estimated to be 1.2 kilometres. The drone yaws to the left during test flights at a rate of 63.43 degrees per second and 4.879 degrees per second at 50% throttle. It slanted to the front, nose down, with a weight of 516 g while support was given at the tip of the left wing. The pitch rate was 2.5 degrees per second without a payload and 3.12 degrees per second with the 516g payload. With further design and calibration advancements, experimental findings that are comparable to theoretical outcomes might be possible.