VIBRATIONAL ANALYSIS OF AIRCRAFT WING

WITH COMPOSITE MATERIALS

[Link] (19951A2191)
[Link] (19951A2193)
[Link] (19951A2198)
VIBRATIONAL ANALYSIS OF AIRCRAFT WING WITH
COMPOSITE MATERIALS

A Project Report
Submitted in Partial Fulfilment of the
Requirements for the Award of the Degree Of

Bachelor of Technology
in
Aeronautical Engineering

by

[Link] - 19951A2191
A. Vidyasagar - 19951A2193
N. Prajwal - 19951A2198

Department of Aeronautical Engineering

INSTITUTE OF AERONAUTICAL ENGINEERING

(Autonomous)
Dundigal, Hyderabad – 500 043, Telangana

May, 2023

© 2023, Varsha, Vidyasagar, Prajwal. All rights reserved.

 DECLARATION

We certify that
a. The work contained in this report is original and has been done by us under the guidance of our
supervisor(s).
b. The work has not been submitted to any other Institute for any degree or diploma.
c. We have followed the guidelines provided by the Institute in preparing the report.
d. We have conformed to the norms and guidelines given in the Ethical Code of Conduct of the
Institute.
e. Whenever we have used materials (data, theoretical analysis, figures, and text) from other
sources, we have given due credit to them by citing them in the text of the report and giving
their details in the references. Further, we have taken permission from the copyright owners of
the sources, whenever necessary.

Place: Signature of the Student

Date: Roll No: 19951A2191

Signature of the Student

Roll No: 19951A2193

Signature of the Student

Roll No: 19951A2198

III
 CERTIFICATE

This is to certify that the project phase-II report entitled Vibrational Analysis of Aircraft
Wing with Composite Materials submitted by Ms.B.V. Varsha, [Link],
[Link] to the Institute of Aeronautical Engineering, Hyderabad, in partial
fulfillment of the requirements for the award of the Degree Bachelor of Technology in
Aeronautical Engineering is a bonafide record of work carried out by him/her under
my/our guidance and supervision. In whole or in parts, the contents of this report have not
been submitted to any other institute for the award of any Degree.

Supervisor Head of the Department

Mr. Ch. Sai Krishna Dr. D. Govardhan

Assistant Professor Head and Professor

Date:
 APPROVAL SHEET

This project phase-II report entitled Vibrational Analysis of Aircraft Wing with
Composite Materials submitted by Ms. B.V. Varsha, Mr. [Link] and
[Link] is approved for the award Degree Bachelor of Technology in Aeronautical
Engineering.

Examiner Supervisor

Principal

Date:

Place:

V
 ACKNOWLEDGEMENT

We wish to take this opportunity to express our deep gratitude to all those who helped,
encouraged, motivated and have extended their cooperation in various ways during our
project work. It is our pleasure to acknowledge the help of all those individuals responsible
for foreseeing the successful completion of our project.

We want to thank Head of the Department Dr. D. Govardhan Head and Professor, our
supervisor Mr. Ch. Sai Krishna, Assistant Professor, and express our gratitude with great
admiration to the faculty of Department of Aeronautical Engineering, for their valuable
advice and help throughout the development of this project by providing required
information without whose guidance, cooperation and encouragement, this project couldn’t
have been materialized. And special thanks to our friends for helping us to develop this
project.

Last but not least, we would like to thank our principal, Dr. L V Narasimha Prasad, the
management and our parents for extending their help in all circumstances.

VI
 ABSTRACT

An aircraft wing is the most important part of the aircraft structure as it greatly
affects the aerodynamic performance of the aircraft. Maintaining aircraft stability involves
many factors, including controlling the vibration of the aircraft's wings. Using ANSYS, we
were able to investigate the effects of vibration loading on a simple composite object which
is wing and make a clear comparison between composite and base metal. Modal analysis is
carried out in ANSYS workbench by specifying of the wing geometry and the material
properties. The vibrational analysis is performed through modal analysis, which involves
determining the natural frequencies, mode shapes, and damping characteristics of the
composite wing. These results provide valuable insights into the wing's dynamic behavior
and can aid in identifying potential areas of concern, such as high-stress regions or potential
failure modes.

The study investigates the effects of various parameters, including composite layup,
ply orientation, and stacking sequence, on the wing's vibrational characteristics.
Additionally, different load cases, such as aerodynamic forces and landing impacts, are
considered to assess the wing's dynamic response under realistic operational conditions.

The findings of this vibrational analysis contribute to the overall understanding of

the performance and reliability of composite aircraft wings. They can guide the design and
optimization of future aircraft structures to ensure enhanced safety, improved fuel
efficiency, and reduced maintenance costs.

Keywords: Aircraft wing, Vibrational Analysis, Composite Materials, Natural frequencies,

Mode shapes, ANSYS, CATIA.

VII
 TABLE OF CONTENTS

DECLARATION ............................................................................................................ 4
CERTIFICATE ............................................................................................................IV
APPROVAL SHEET .................................................................................................... V
ACKNOWLEDGEMENT ...........................................................................................VI
ABSTRACT................................................................................................................ VII
TABLE OF CONTENTS .......................................................................................... VIII
LIST OF TABLES ........................................................................................................ X
LIST OF FIGURES .....................................................................................................XI
NOMECLATURE ...................................................................................................... XII
INTRODUCTION ................................................................................... 1
1.1 Background ............................................................................................................ 1
1.2 Effects of vibrations ................................................................................................ 2
1.3 Composites ............................................................................................................. 4
1.3.1 Types of composites ......................................................................................... 5
1.3.2 Introduction of Materials .................................................................................. 8
1.3.3 Material Properties ........................................................................................... 9
1.4 Wing Configurations ........................................................................................... 14
1.4.1 Airfoil ............................................................................................................ 14
1.5 Wing Dimensions ................................................................................................. 15
1.6 Software Required ................................................................................................ 16
1.7 Organization of the Project ................................................................................... 16
LITERATURE SURVEY ...................................................................... 17
2.1 Problem Definition ............................................................................................... 20
2.2 Objective .............................................................................................................. 21
METHODOLOGY ................................................................................ 22
3.1 Methodology ........................................................................................................ 22
3.2 Design using CATIA V5 ....................................................................................... 23
3.3 Steps to import airfoil ........................................................................................... 24
3.4 Design .................................................................................................................. 26

VIII
 3.4.1 Design Modeller ............................................................................................. 26
3.5 ANSYS................................................................................................................. 28
3.6 Modal Analysis ..................................................................................................... 29
3.7 Pre-Processing ...................................................................................................... 30
3.7.1 Governing Equations ...................................................................................... 30
3.8 Mesh Generation................................................................................................... 31
3.9 UDF in ANSYS Modal ......................................................................................... 33
3.10 Computational Analysis ...................................................................................... 34
3.10.1 Mesh Parameters .......................................................................................... 34
3.10.2 Boundary Conditions .................................................................................... 34
RESULTS AND DISCUSSION............................................................. 36
4.1 Modal Analysis ..................................................................................................... 36
4.1.1 : Structural steel.............................................................................................. 37
4.1.2: Aluminum alloy ............................................................................................ 39
4.1.3: Aluminum alloy for skin and Epoxy carbon for Spars and Stringers .............. 41
4.1.4: Aluminum alloy for skin and Spars and Epoxy carbon for Stringers .............. 43
4.1.5 : Aluminum alloy for skin and Stringers and Epoxy carbon for Spars ............. 45
4.1.6: Equivalent stresses ........................................................................................ 47
4.2 Comparison Results of Deformation ..................................................................... 49
CONCLUSION ...................................................................................... 51
References..................................................................................................................... 53
APPENDIX ................................................................................................................... 55

IX
 LIST OF TABLES

Table 1.3.1: Physical Properties of Structrual steel…………...…………………………21

Table 1.3.2: Compostion of T3 Aluminum alloy………………………..………………23
Table 1.3.3: Physical Properties of Aluminum alloy……………..……………………..24
Table 1.3.4: Physical Properties of Epoxy carbon……………………...……………….25
Table 4.1.1: Natural frequencies for Structural steel.………………………..……….….50
Table 4.1.2: Natural frequencies for Al alloy……………………………………………52
Table 4.1.3: Natural frequencies for Al alloy and Epoxy carbon………………………..54
Table 4.1.4: Natural frequencies for Al alloy (Skin & Spars) and Epoxy carbon
(Stringers)……………………………………………………………………………….56
Table 4.1.5: Natural frequencies for Al alloy (Skin & Stringers) and Epoxy carbon
(Spars)…………………………………………………………………………………..58
Table 4.1.6: Equivalent Stress for all modes…………………………………………....60

X
 LIST OF FIGURES

Figure 1.2. 1 Flutter.......................................................................................................... 3

Figure 1.2. 2 Buffeting in the air ...................................................................................... 4

Figure 1.3. 1 (a)Large particle composite (b)Particle reinforced composite ....................... 8

Figure 1.4. 1 Wing Dimensions ..................................................................................... 16

Figure 3.3. 1 CATIA Design .......................................................................................... 25

Figure 3.4. 1 NACA4412 Airfoil ................................................................................... 27

Figure 3.4. 2 NACA4412 airfoil with spars and stringers................................................ 27

Figure 3.4. 3 Spars and Stringers ................................................................................... 28

Figure 3.9. 1 Mesh Generation ....................................................................................... 33

Figure 4.1. 1 Total Deformation at 6 modes of Structural steel ....................................... 37

Figure 4.1. 2 Total Deformation at 6 modes of Al alloy .................................................. 39

Figure 4.1. 3 Total Deformation at 6 modes of Al alloy for skin and Epoxy carbon for

Spars and Stringers......................................................................................................... 41

Figure 4.1. 4 Total Deformation at 6 modes of Al alloy for skin and Spars and Epoxy

carbon for Stringers ........................................................................................................ 43

Figure 4.1. 5 Total Deformation at 6 modes of Al alloy for skin and Stringers and Epoxy

carbon for Spars ............................................................................................................. 45

Figure 4.1. 6 Equivalent stresses .................................................................................... 47

Figure 4.1. 7 Comparison Results of Natural frequencies of all case studies ................... 49

XI
 NOMECLATURE

CATIA- Computer-Aided Three-dimensional Interactive Application

ANSYS- Analysis of Systems.

XII
 INTRODUCTION
1.1 Background
Vibration is defined as the oscillating, reciprocating, or other periodic motion of a rigid
orelastic body or medium forced from a position or state of equilibrium. For a vibration,
if the frequency and magnitude are constant, then it is harmonic in nature. Otherwise,
it is called random vibration. Vibration is of the technical or mechanical problems that
most aircraft experience and efforts are in line for minimizing it.
Vibration analysis is the process of monitoring vibration signal levels and
patterns within a component, machine, or structure to detect unusual vibration events
and assess the overall condition of a test object. Several factors influence material
selection, but the combination of strength and lightness is the most important.
Composites are known for their excellent combination of high structural stiffness and
light weight. Composite laminates are becoming increasingly popular due to their
higher stiffness-to- weight ratio or strength-to-weight ratio compared to isotropic
materials.

Vibration tests on aircraft were developed from 1940 to verify the resistance of parts
and equipment prior to their first use.

Such tests became necessary as a result of:

 The increasing complexity of on-board flight equipment which was more

sensitive to vibrations;

 Improved performance of aircraft (and, more generally, of vehicles), to the

extent that the sources of vibration initially localized in engines became
extended substantially outwards to the ambient medium (aerodynamic
flows). [1]

Modal analysis, which is a part of the wider subject of structural dynamics, is the
theory dealing with the dynamics of mechanical systems described by modes. The stability
of the periodic oscillation is influenced by the phase relationship between the aerodynamic

1
forces and the airfoil displacement, as well as the damping of the airfoil. Understanding and
controlling the periodic oscillation of airfoils is therefore a critical aspect of aerodynamic
design and engineering.

1.2 Effects of vibrations

In the aeronautics field of study, Flutter and buffeting are specific types of vibrations
that occur in aerospace engineering, particularly in aircraft. Here are the effects of flutter
and buffeting:

Flutter: Flutter refers to a self-excited, potentially destructive vibration that can

occur when aerodynamic forces interact with a flexible structure, such as aircraft wings or
control surfaces. It occurs at specific airspeeds and can lead to catastrophic consequences
if not addressed. The effects of flutter include:

Structural Damage: Flutter can cause severe structural damage to aircraft

components, leading to failure or even breakup of the aircraft in extreme cases. It can result
in fatigue, cracks, and deformation of wings, ailerons, elevators, or other flexible surfaces.

Reduced Control: Flutter can compromise the aircraft's controllability. The

vibrations can disrupt the pilot's ability to maintain precise control over the aircraft, leading
to instability and difficulties in manoeuvring.

Safety Risks: Flutter-induced failures can compromise the safety of the aircraft and
its occupants. If flutter is not adequately addressed, it can result in the loss of the aircraft
and potentially endanger human lives.

Buffeting: Buffeting is another form of vibration encountered by aircraft during

flight. It occurs when the aircraft encounters unsteady, turbulent airflow, typically behind
the shockwaves generated by high-speed flight or other aerodynamic phenomena. The
effects of buffeting include:

Structural Stress: Buffeting can subject the aircraft structure to varying aerodynamic
forces, causing stress, fatigue, and potential damage to the airframe. It can accelerate wear
and tear on aircraft components, necessitating regular inspections and maintenance.

2
 Control Challenges: Buffeting can create control difficulties for the pilot. The
vibrations can make it challenging to maintain stable flight and precise control inputs. This
can affect manoeuvrability and overall handling of the aircraft.

Passenger Discomfort: Buffeting can lead to a bumpy ride for passengers, causing
discomfort and potential motion sickness. The unsteady airflow can result in jolts,
vibrations, and noise in the cabin.

Addressing flutter and buffeting is crucial for the safe operation of aircraft.
Engineers employ various techniques such as aerodynamic design improvements, structural
modifications, and active control systems to mitigate and prevent these vibrations from
occurring or reaching dangerous levels. Rigorous testing and analysis are performed during
aircraft development to ensure that flutter and buffeting effects are well understood and
effectively managed.

Conversely, if the surface is not naturally damped at the frequency of the excitation
force, its amplitude of oscillation will continue to grow, and likely structurally fail,
catastrophically, it is called flutter.

Figure 1.2. 1 Flutter [4]

3
 Figure 1.2. 2 Buffeting in the air [5]

1.3 Composites
Composites are widely used in various industries due to their exceptional strength-
to-weight ratio, high stiffness, corrosion resistance, and other desirable properties. They
offer advantages over traditional materials such as metals and polymers. Here are some
common types of composites:

These are just a few examples of the types of composites available. Composites
offer a wide range of possibilities and can be tailored to specific application requirements
by selecting appropriate reinforcement and matrix materials.

To avoid structural damages caused/induced due to unwanted vibrations, it is

important to determine:

1. The natural frequencies of the structure to abstain resonance.

2. The mode shapes to determine the right positions to reduce weight.

A composite material is a high strength material that is manufactured from the

combination of two or more materials of different physical and chemical properties in order
to form a new material which has combination of both the properties. As the individual
components remain distinguished and separated within the final structure, so the composites
are generally different from the mixtures and solid solutions. New materials such as
composites, could also be considered for various reasons. Common examples considered

4
include materials which are stronger in structural integrity, lighter in weight and less
expensive when compared to main materials. Composite materials are extensively used in
aerospace industries, bridges, construction industries, buildings etc. Major types of
composites are fiber reinforced composites, high performance composites, high strain
composites, matrix composites, thermo plastic & thermo setting composites, etc. It
primarily consists of matrix and reinforcement. The reinforcement is supported and
surrounded by the matrix by withholding its spatial orientation.

They generally have two phases of a composite:

 The Matrix Phase.

 The Dispersion (Reinforcing) Phase.

Matrix Phase
A matrix is a preliminary/primary phase which has a continuous character. Matrix
usually has less strength i.e.; it displays a nature of high ductility and minimal hardness
phase. Dispersed phase is just by the matrix phase and it shares load along with it.

Dispersed (reinforcing) phase

This phase is rooted in the matrix phase in a discontinuous form which is the
secondary phase called as dispersed phase of the composite. Dispersed phase is
comparatively stronger compared to the matrix phase. Therefore, it can also be referred to
as the reinforcing phase of the composite. Most of common materials like metal alloys,
doped ceramics and polymers mixed with additives, have some amount of dispersed phases
with in their structures, but are not considered as composite materials since their properties
are found to be similar to those of their base constituents.

1.3.1 Types of composites

PARTICLE REINFORCED COMPOSITE
Fiber-Reinforced Composites: In fiber-reinforced composites, high-strength fibers,
such as carbon fibers, glass fibers, or aramid fibers, are embedded in a matrix material,
often a polymer resin. The fibers provide the strength and stiffness, while the matrix
material provides protection, transfer of loads, and other properties. Fiber-reinforced

5
composites are extensively used in aerospace, automotive, sporting goods, and construction
industries.

Carbon Fiber Composites: Carbon fibers are lightweight and possess exceptional
strength and stiffness properties. Carbon fiber composites are commonly used in aerospace
applications, high-performance sports equipment, and automotive components.

Glass Fiber Composites: Glass fibers offer good strength and stiffness at a relatively
lower cost compared to carbon fibers. Glass fiber composites find applications in
construction, marine industry, and automotive parts.

Aramid Fiber Composites: Aramid fibers, such as Kevlar, have high tensile strength
and excellent resistance to impact and heat. They are used in ballistic protection, aerospace,
and high-performance applications.

Polymer Matrix Composites (PMC): Polymer matrix composites utilize polymers,

such as epoxy, polyester, or phenolic resins, as the matrix material. The reinforcing fibers
can be glass, carbon, aramid, or natural fibers. PMC composites find applications in aircraft,
automotive, marine, and consumer goods industries.

Metal Matrix Composites (MMC): Metal matrix composites consist of a metal

matrix, such as aluminum, titanium, or magnesium, reinforced with ceramic or metallic
fibers or particles. MMCs offer improved strength, stiffness, thermal conductivity, and wear
resistance. They are used in aerospace, automotive, and electronic industries.

Ceramic Matrix Composites (CMC): Ceramic matrix composites utilize ceramic

fibers embedded in a ceramic matrix material. They exhibit high-temperature resistance,
excellent mechanical properties, and chemical stability. CMCs find applications in
aerospace, gas turbines, and high-temperature environments.

Natural Fiber Composites: Natural fiber composites use plant-based fibers, such as
jute, hemp, flax, or bamboo, as reinforcement. The matrix material can be a polymer or bio-
based resin. Natural fiber composites are gaining popularity due to their eco-friendly nature,
low cost, and lightweight characteristics. They are used in automotive interior parts,
furniture, and packaging.

6
LARGE PARTICLE COMPOSITE
The phases of composites refer to the different components or constituents that make up a
composite material. Typically, composites consist of two main phases: the matrix phase and
the reinforcement phase. Let's explore these phases in more detail:

Matrix Phase: The matrix phase is the continuous material that surrounds and binds the
reinforcement phase within the composite. It provides support, transfers loads, and protects
the reinforcement from external factors. The matrix material is usually a polymer, metal,
ceramic, or a combination of these. The properties of the matrix, such as strength, stiffness,
toughness, and resistance to chemicals and environmental conditions, influence the overall
performance of the composite.

Reinforcement Phase: The reinforcement phase is composed of fibers, particles, or other

materials embedded within the matrix. It imparts strength, stiffness, and other desired
properties to the composite. The reinforcement materials can be in the form of fibers
(continuous or discontinuous), particles, or structural elements. Common reinforcement
materials include carbon fibers, glass fibers, aramid fibers, natural fibers, metallic particles,
ceramic fibers, or whiskers.

The reinforcement phase can be further classified based on its geometry and arrangement
within the composite:

Discontinuous Reinforcement: In composites with discontinuous reinforcement, the

reinforcing material is present as discrete particles or short fibers randomly distributed
within the matrix. These composites are also known as particle-reinforced composites or
short-fiber composites.

Continuous Reinforcement: Composites with continuous reinforcement have long fibers or

filaments arranged in an ordered or aligned manner within the matrix. Continuous fibers
can be unidirectional (aligned in a single direction), woven (interlaced in a crisscross
pattern), or stitched. Continuous fiber-reinforced composites offer higher strength and
stiffness compared to discontinuous reinforcement composites.

Hybrid Reinforcement: Hybrid composites combine different types of reinforcements, such

as a combination of fibers or particles with varying properties or compositions. This allows

7
for tailoring the composite material to achieve specific performance requirements.

Figure 1.3. 1 (a)Large particle composite (b)Particle reinforced composite

1.3.2 Introduction of Materials

Wings are a vital part of an aircraft, hence the materials used play a key role in the
performance of the wings. The desired properties for wing materials are lightweight, high
strength and stiffness, resistance to fatigue, resistance to stress.

Structural steels are the most widely used steels because of their sufficient qualities
and comparatively low price. This combination makes them useful in different sectors.
Mechanical engineers favor it when building machinery that does not have many special
needs like high durability or resistance to heavy loads. Sometimes resistance to material
wear is important, while maintaining a low weight itself and corrosion Protection

Therefore, material selection is one of the most important steps in aircraft wing
design. Aluminum is the most widely used material for aircraft structures. However,
composite materials are slowly emerging as the best alternative to aluminum and steel due
to its high strength, stiffness and less weight.

Therefore, two materials Aluminum alloy and carbon fiber epoxy composite have
been considered for this study to compare the simulation results and identify the most
suitable material for the wing.

 T3 Aluminum alloy

 Epoxy carbon UD (230 GPa) Prepreg

8
1.3.3 Material Properties
Table 1.3.1 Physical properties of Structural Steel

Yield strength: 240 MPa

Tensile strength: 360 MPa

Elastic modulus: 2e+11 Pa

Poisson's ratio: 0.3

Mass density: 7,850 kg/m3

Shear modulus: 7.6923e+10 Pa

Thermal expansion -1.2e-05 /℃

coefficient:

Physical properties of T3 Aluminum alloy

T3 aluminum alloy refers to an aluminum alloy that has been heat-treated to achieve
specific mechanical properties. The T3 temper designation represents a solution heat
treatment, followed by artificial aging, which results in improved strength and hardness.
Here are some typical physical properties of T3 aluminum alloy:

Density: The density of T3 aluminum alloy is around 2.7 grams per cubic centimeter
(g/cm³). This value is relatively low, making it a lightweight material suitable for
applications that require weight reduction.

Melting Point: The melting point of T3 aluminum alloy is approximately 660

degrees Celsius (1220 degrees Fahrenheit). This relatively low melting point allows for
easy processing and shaping of the material through casting, extrusion, or forging.

Thermal Conductivity: T3 aluminum alloy exhibits excellent thermal conductivity,

which is around 190-210 watts per meter-kelvin (W/(m·K)). This property makes it suitable
for heat dissipation applications such as heat sinks and thermal management systems.

9
 Electrical Conductivity: Aluminum, including T3 aluminum alloy, is known for its
good electrical conductivity. The electrical conductivity of T3 aluminum alloy is
approximately 35-40% of the International Annealed Copper Standard (IACS). This
property makes it suitable for electrical applications where conductivity is important.

Coefficient of Thermal Expansion: The coefficient of thermal expansion of T3

aluminum alloy is typically around 22-24 x 10^(-6) per degree Celsius (μm/(m·°C)). This
property indicates how the material expands or contracts with temperature changes and is
important for applications involving temperature variations.

Mechanical Properties: T3 aluminum alloy exhibits improved mechanical properties

compared to its untampered form. It typically possesses high tensile strength, good yield
strength, and moderate ductility. The specific values vary depending on the alloy
composition and heat treatment parameters.

It's important to note that the physical properties of T3 aluminum alloy can vary
depending on the specific alloy composition, processing methods, and any additional
treatments or modifications. It's advisable to refer to material data sheets or consult with
manufacturers or material suppliers for precise and comprehensive information about a
particular T3 aluminum alloy.[2]

10
 Table 1.3.2 Composition of T3 Aluminum alloy
Element Weight (%)

Cu 4.67

Mg 1.50

Mn 0.644

Fe 0.211

Si 0.050

Cr 0.003

Zn 0.073

Ti 0.029

Ni 0.002

Ga 0.0005

V 0.008

Al Remaining
Aluminum offers advantages over other engineering materials including:

 Attractive appearance

 Wide range of finishes

 Virtually seamless

 Easy to fabricate

 Joinable by various methods

 Complex, integral shapes

 Easy assembly designs

 Precise, close tolerances

 Uniform quality

11
 Recyclable

 Cost effective

 Freedom of design

 High strength-to-weight ratio

 Ductile at low temperatures

 Resilient

 Light

 Strong

 High strength-to-weight ratio

 Resilient

 Ductile at low temperatures

 Corrosion resistant

 Non-toxic

 Heat conducting

 Reflective

Table 1.3.3 Physical properties of T3 Aluminum alloy

Yield strength: 5.05 x 10^8 N/m2

Tensile strength: 5.7 x 10^8 N/m2

Elastic modulus: 7.2 x 10^10 N/m2

Poisson's ratio: 0.33

Mass density: 2,810 kg/m3

Shear modulus: 2.69 x 10^10 N/m2

Thermal expansion coefficient: 2.36e-05 /Kelvin

12
Physical properties of Epoxy Carbon UD (230 Gpa) Prepreg
Carbon fiber reinforced composites have exceptional mechanical properties. Epoxy
carbon unidirectional (UD) prepreg refers to a composite material consisting of epoxy resin
matrix reinforced with unidirectional carbon fibers. The value "230 GPa" you mentioned
likely refers to the modulus of elasticity or Young's modulus of the carbon fibers. Here are
some typical physical properties of epoxy carbon UD (230 GPa) prepreg:

Density: The density of epoxy carbon UD prepreg can vary depending on the
specific resin and fiber content. However, a typical range is around 1.5-1.6 grams per cubic
centimeter (g/cm³).

Tensile Strength: Epoxy carbon UD prepreg exhibits high tensile strength due to the
presence of carbon fiber reinforcement. The tensile strength can vary depending on the
specific resin and fiber configuration but can be in the range of 1,000-1,500 megapascals
(MPa).

Modulus of Elasticity: The carbon fibers in epoxy carbon UD prepreg contribute to

a high modulus of elasticity. A value of 230 gigapascals (GPa) suggests a high stiffness of
the carbon fibers used in the prepreg.

Flexural Strength: The flexural strength of epoxy carbon UD prepreg is typically

high, typically in the range of 1,200-1,800 MPa. This property makes it suitable for
applications where bending or flexing loads are involved.

Coefficient of Thermal Expansion: The coefficient of thermal expansion of epoxy

carbon UD prepreg is relatively low, typically around 10-15 micrometers per meter-kelvin
(μm/(m·K)). This property means that the material expands or contracts to a lesser extent
compared to many other materials when subjected to temperature changes.

Thermal Conductivity: Epoxy carbon UD prepreg exhibits relatively low thermal

conductivity, typically in the range of 0.5-1.5 watts per meter-kelvin (W/(m·K)). This
property suggests that it is not as efficient in conducting heat compared to metals but can
still offer some degree of thermal insulation.

13
 It's important to note that the specific physical properties of epoxy carbon UD (230
GPa) prepreg can vary depending on the specific resin formulation, fiber architecture, and
manufacturing processes used. It is advisable to consult with the material manufacturer or
refer to material data sheets for precise and comprehensive information regarding the
specific prepreg you are using. [3]

Table 1.3.4 Physical properties of Epoxy Carbon UD (230 Gpa) Prepreg

Yield strength: 894 MPa

Tensile strength: 1050 MPa

Elastic modulus: 8.6e+09 Pa

Poisson's ratio: 0.3

Mass density: 1,490 kg/m3

Shear modulus: 4.7e+09 Pa

Thermal expansion coefficient: 10e-05 /Kelvin

1.4 Wing Configurations

Aircraft wings are the major cause of lift for the whole aircraft. The aircraft wing is
modelled using CATIA and the air foil coordinates are imported from Air foil tools.

1.4.1 Airfoil
An airfoil is the 2D representation of the aircraft wing or in other words, it is the
cross-sectional view of the wing. It is a fluid determined body and responds to movement
by aerodynamic forces. The front of the airfoil is named the leading edge and the rear of
the trailing edge.

Airfoil used is NACA4412 airfoil, Max thickness 12% at 30% chord. Max camber
4% at 40% chord.

14
 Figure 1.4.1. 1 Airfoil [6]

1.5 Wing Dimensions

The wing structure modelled in this study has an aerofoil cross section NACA4412.
The internal structure of the wing consists of 2 spars and 8 stringers, the front and rear spars
and also stringers are made of rectangular cross section beams.

The wing used for this project is NACA4412. The dimensions are changed for research
purposes. The dimensions of the wing are as follows.

 Root Length = 2000mm

 Tip Length = 800mm

 Wing Span = 5000mm

 Swept Back Wing with 60% Taper ratio.

15
 Figure 1.5. 1 Wing Dimensions [7]

1.6 Software Required

 CATIA V5

 ANSYS WORKBENCH

1.7 Organization of the Project

The project is organized as follows:

Chapter-1 Introduction of the project and software we used

Chapter-2 Explains literature surveys done while studying the project.

Chapter-3 Explains the approach/methodology we used

Chapter-4 Shows the implementation and expected outcomes

Chapter-5 Shows the Results and Discussions of the project.

Chapter-6 About the conclusion.

Chapter-7 It is about the references cited for the completion of the project.

16
 LITERATURE SURVEY
Minxiao Lin, Shijun Guo, et al. [8] mainly focuses on the structural Health
Monitoring (SHM) of a composite wing. Machine Learning and Deep learning algorithms
are used in this. Convolutional Neural Network model was used to investigate the
composite wing for structural Health Monitoring. CNN model is very efficient in all types
of deep testing of an object. composites. are made of different types of reinforcements,
laminates etc. These may have small damages during flight which cannot be detected. To
avoid the damages, we detect them through SHM by placing composite fastener as an
alternative to metallic rivets at some places in ribs, Spars and stringers which have sensors
that detects the damages caused by loads during test section. Deep learning is used in this
method of testing on composites. Finite Element Model is also used in SHM of composite
reinforced wing model. Testing model was divided into Datasets as DI, D2, D3 as damaged
locations to be tested. These test sections were involved in training Sets (CNN), Validation
sets and testing sets. This is combinedly comes under SHM. This CNN based testing model
is helpful in SHM. CNN based SHM model is of ha highly accurate in structure damage
classification and localization of damages and demonstrates its feasibility for application.
Ali H. Daraji, Jack M. Hale, et al. [9] discusses about modelling considers a beam
enhanced composite shell with fully coupled piezoelectric sensors. The laminated
composite shell and stiffeners are assumed to be anisotropically homogeneous, and the
structural mass, stiffness, damping, and piezoelectric coefficient are said to be time-
invariant and linearly elastic. Twenty node isoperimetric 3D solid elements are used in
modelling to discretize shells, stiffeners and sensors. The proposed optimal piezoelectric
sensor placement method, a composite cantilever plate was studied to select the six best
sensor locations and the obtained results were compared with published results. The
composite aircraft wing to be studied in this paper is constructed as a composite shell
stiffened.

17
 Akash Tiwary, Raman Kumar, et al. [10] focuses on the characteristics of
Composite materials and how to enhance and make use of those characteristics in a best
possible way. Many types of composites such as Reinforced Carbon-Carbon (RCC), High
Temperature Reusable Surface insulation (HRSI), Flexible insulation blanket (FIB), Felt
Reusable Surface Insulation (FRSI) have been adopted/studied to know how to build an
effective Shield to space shuttle from fluctuating environmental conditions. Thermal
protection system of space shuttle have been reviewed to increase it's capacity by
reinforcing different types of composites on the space shuttle. During the re-entry of space
Shuttle, it undergoes/ increases the temperature rapidly due to atmospheric pressure, to
encounter the temperature and increased pressure different layers of Composites have
been reinforced on space shuttle skin which can bear up to 2000℃ temperatures. Parker
solar probe has also been discussed which incredibly resisted temperature up to 5000℃
in Suns Corona. It's taken as an inspiration. TPS concept, re-entry challenges, future
implications are discussed. In this, temperature resistance plays a lead role and thermal
diffusivity of materials are reviewed to get better outputs. Many types of alloys such as
aluminum, Vanadium and Titanium are discussed. These alloys and Composites have
made the fabrication of space Shuttle much effective than earlier.

Rowan Healeya, John Wang, et al. [11] elaborated about laminated composites are
known to be susceptible to crack initiation and subsequent propagation along the layered
interfaces. Delamination is one of the most common modes of crack growth and has a
significant impact on structural life due to the associated reduction in in-plane strength and
stiffness. It can also lead to catastrophic failures. In addition, they can occur in materials
with no obvious surface markings, making them difficult to locate with non-destructive
testing techniques. For metals, considerable effort has been expended to study overload
clipping, often resulting in conservative lifetime estimates for structures. This is a result of
the retardation effect caused by plastic deformation that occurs at the crack tip and causes
crack closure. Essentially, this means that no clipping process is required when performing
fatigue spectrum simplification. This is because clipping the maximum load in the sequence
significantly increases the fatigue life of the specimen under test.

18
 Jeffin Sam George, et al. [12] discusses about the vibrational analysis of interplay
hybrid composite of an aircraft wing. Interplay hybrid composite consists of aramid fiber
fabrics and carbon fiber fabrics. in an alternative stacking sequence. The composites
used are carbon, aramid, basalt and glass. The hybrid configuration fibrated were CGC
(carbon - Glass - Carbon), AGA (aramid-glass- aramid) and BGB (Basalt-Glass- Basalt).
So, Vibrational analysis of hybrid composites of fibers of like bagasse and glass showed
that the higher the bagasse content better the mechanical features. These combinations
have the better impact resistance. So, the method/ the process used in analysis fiber
hybridization. Thevibration analysis is done using the experimental set up consists of
transducers, mallet, wing specimen, accelerometers, a data acquisition system and a
computer with signal display and processing software. The frequency of the hybrid
composite is found during the experiment and has better results.

A. Viglietti, E. Zappino, et al. [13] discusses about the Variable angle-tow

composites, its strength, weakness and Vibrational analysis of it. Variable angle-tow
composites / laminates have the property in which fiber orientation varies in spatially in
a plane in a continuous manner yet is place wise constant through thickness. Variable
angle-tow (VAT) laminates have a great efficiency of performance because of its
characterization of curvilinear fibers. They can have maximum stiffness/mass ratio. So,
in this paper various tests have been conducted to determine the stress and strain
distributions of VAT plates using different refined theories. One- dimensional model
with refined kinematics is well used to test the VAT plates. It allowed curvilinear
trajectories of fibers in formulation by reviewing this paper we can conclude that
Variable angle-tow Composites / laminates have a good dynamic behavior and torsional
frequency. wing structures made out of this can improve in dynamic behavior and
torsional frequency factors.

A Horst Baier [14] focuses on the aerospace systems, specific aspects of function,
such as to limit dynamic fatigue loads and load cycles to achieve adequate fatigue life,
or to provide adequate passenger comfort in aircraft and rocket payloads. A low vibration
response level is essential for several reasons. This also means that significant and often
more extensive design changes are required to significantly change the vibration

19
behavior of a structure at the design stage. This is because changes in stiffness and mass
affect the natural or resonant frequency via the square root or inverse square root law.
Stiffness distribution. Primarily determined by the geometry of the structure and the
stiffness properties of the material.
Seher Eken [15] Investigates about the Thin Wall Beam (TWB) structures are used
as a major structural component in various engineering disciplines. For example, airplane
wings, robotic arms, helicopter/turbine rotor blades, and chimney are designed as thin-
walled structures. In particular, the use of these structures in advanced aerospace vehicles
for has greatly expanded with the advent of fiber composites that offer higher strength-to-
weight ratios, higher corrosion resistance, and superior fatigue life compared to
conventional materials. is increasing to In addition to these beneficial properties, the
directional properties of fiber reinforced composites also provide thin-walled structures
with a wide range of elastic couplings in, allowing structural properties to be tailored to
design requirements.

2.1 Problem Definition

An aircraft will depend on behavior of wing under various loading conditions.
vibrational analysis for an aircraft wing, finding different mode shapes of bending and
maximum stress locations due to this different mode shapes. Here designing, analysis
approach is considered for the simplified aircraft wing. In analysis the simplified wing
geometry is gathered so that it will reduce the complexity of analysis but at the same time
practical case it should also be resemble.
For designing the aircraft various task should be considered because it should be
more efficient and accurate while model build. Air worthy is considered for designing the
aircraft, several standards is also considered for research and development approach.
one of the futures based and manufacturing cost reduction by modelling failure
component, these will reduce the failure when it is in working condition. In this paper
designing, analysis approach is considered for the aircraft swept wing. In analysis the
simplified wing geometry is considered so that it will reduce the complexity of analysis
but at the same time practical case we have taken the composite materials. For predicting
failure of aircraft wing of modes of vibration test can be done. Also, comparing the base
metal (Al) to the composite materials of the wing.

20
2.2 Objective

The main objective is vibrational analysis of the real wing we used NACA4412
is done to increase its efficiency and to decrease its weight by using composite materials.
The strength of the composite materials is tested by using vibrational analysis in
ANSYS.
The design of the wing is done using CATIA then it is imported into the ANSYS
for the analysis of the wing. The results are based on the comparative study between
aluminum-based wing and with composite materials-based wing. This information can
then be used to optimize the design of an airfoil to minimize the risk of dynamic stall and
reduce drag, increase lift and improve the overall performance of the aircraft.

In summary, the objectives of analyzing dynamic stall in CFD are:

 Predict the behavior of an airfoil under vibrational analysis.

 Understand the underlying physical mechanisms that lead to airfoil.
 Study of natural frequencies around an airfoil.
 Identify regions of high and low Frequencies.
 Analyze the total deformation and bending modes acting on the airfoil.
 Analyze the Equivalent stress and node shapes creating on the airfoil.
 Optimize the design of an airfoil to minimize the weight and improve overall
performance of the aircraft.

21
 METHODOLOGY
3.1 Methodology

Design using CATIA

V5

ANSYS Workbench

Mesh Generation

Modal Analysis

Data Analysis

22
3.2 Design using CATIA V5
CATIA (Computer-Aided Three-dimensional Interactive Application) is a computer- aided
design (CAD) software developed by Dassault Systems. It is widely used in various
industries, including aerospace, automotive, and industrial machinery, for designing and
modelling complex systems and components.

For wing design, CATIA offers a range of tools and features that allow designers to
create and refine wing models with high accuracy and precision. Some of the key features
of CATIA for wing design include:

3D modelling: CATIA provides a variety of 3D modelling tools and techniques to

create and modify wing geometries, including surface modelling, wireframe modelling, and
solid modelling.

Parametric modelling: CATIA's parametric modelling capability enables

designers to easily adjust wing parameters, such as wing shape, size, and material, to
evaluate the impact on performance.

Automated design: CATIA provides a range of automated design tools and

processes, such as automatic sweep, lofting, and blending, to help speed up the design
process and reduce the risk of human error.

Analysis tools: CATIA integrates with simulation software, such as ANSYS, to

allow designers to evaluate the aerodynamic performance of wing models and make design
changes as necessary.

Overall, CATIA provides a comprehensive and integrated solution for wing design,
enabling designers to create, modify, and analyse complex wing models with ease and
efficiency.

We are using CATIA V5 and Ansys workbench software for designing and
analysis of the NACA4412 airfoil configurations. CATIA provides a comprehensive 3D
modeling environment for enabling us to create highly accurate and detailed models of
the NACA4412 airfoil configurations.[12]

23
3.3 Steps to import airfoil
 Open profscan

 Import the .dat file of the airfoil coordinate. [see appendix]

 Export the airfoil coordinates as .dxf file

 Open .dxf file in CATIA

 Select and copy the airfoil

 Open new part design, start sketch in any desired plane and paste the airfoil.

24
a. Importing dat file [16] b. Generating dxf file [16]

c. Opening dxf file in CATIA [16]

d. Copying the airfoil [16]

e. Desired plane and paste the airfoil.[16]

Figure 3.3. 1 CATIA Design
25
 Import the co-ordinates of the air foil using the excel GSD spline sheet or prof scan
tool, join the co-ordinates using the spline tool, scale the air foil to the required dimensions
that is root chord of [Link] the profile to create the solid 3D model of the wing
using Pad tool in Part design workbench, since the Wing span of the Wing is chosen to be
5000mm therefore the Pad is done to 25 mm. Also, the root chord of the wing is 2000mm
and the tip chord is 800mm. Apply the desired fillets or chamfers to the wing edges to round
off the sharp corners and improve the aerodynamics. Export the final model as a IGS file
or another suitable format for analysis.

3.4 Design
3.4.1 Design Modeller
The NACA4412 airfoil is a commonly used airfoil shape in aerodynamics, known
for its symmetric profile and moderate thickness. While I cannot create visual designs or
diagrams directly, an overview of the outcomes one might expect when designing the
NACA4412 airfoil in CATIA.

When designing the NACA4412 airfoil in CATIA, you would typically follow these
steps:

 Create a new CATIA project: Start by creating a new project in CATIA and
selecting the appropriate design module for aircraft wing design.
 Define the airfoil coordinates: The NACA4412 airfoil is defined by its coordinates
along the chord length is 2000mm and tip chord is 800mm. These coordinates are
calculated based on specific parameters, such as the maximum camber, maximum
thickness, and the position of the maximum camber.
 Draw the airfoil shape: Use CATIA's sketching tools to draw the NACA4412 airfoil
shape based on the defined coordinates. This involves creating points and
connecting them with splines or straight lines to form the airfoil profile.
 Extrude the airfoil: Extrude the 2D airfoil shape along the desired span to create the
3D wing profile. CATIA offers various tools to perform this extrusion, allowing you
to specify the wing's span 5000mm and desired thickness is1mm.
 Analyse and refine the design: With the 3D wing model created, and pad is 25mm.

26
 Iterate and optimize the design: Analysis results NACA4412 airfoil shape is
obtained. This iterative process helps optimize the design for specific performance
requirements or constraints.

Figure 3.4. 1 NACA4412 Airfoil [17]

Figure 3.4. 2 NACA4412 airfoil with spars and stringers [17]

27
 Figure 3.4. 3 Spars and Stringers [17]

3.5 ANSYS
ANSYS is a comprehensive simulation software suite that provides advanced engineering
simulation tools for a wide range of industries, including aerospace, automotive,
electronics, energy, and more. The software is designed to help engineers and researchers
simulate and analyse the behaviour of complex systems, including structures, fluids, and
electronics, in order to make informed design decisions and optimize performance [18].

The ANSYS software suite includes a range of products, each focused on a specific
area of simulation, such as structural mechanics, fluid dynamics, and electronics. The
products are integrated and can be used together to simulate multi-disciplinary problems.
Some of the most commonly used ANSYS products include:

ANSYS Mechanical: A structural mechanics simulation tool that provides linear

and nonlinear analysis capabilities for a wide range of structures and materials.

ANSYS Modal: A computational fluid dynamics (CFD) software package that

provides powerful tools for analysing and solving complex fluid flow problems.

28
 ANSYS Electronics: A suite of analysis tools that provides advanced capabilities
for electronic design, including total deformation, thermal analysis, and node shapes
analysis.

ANSYS Discovery: A analysis tool that provides fast and easy-to-use simulation
capabilities for design engineers and product developers.

The ANSYS software suite is widely used in many industries, and its advanced
simulation capabilities, combined with its user-friendly interface and wide range of
customization options, make it a popular choice for engineers and researchers around the
world.[15]

3.6 Modal Analysis

Modal analysis, which is a part of the wider subject of structural dynamics, is the
theory dealing with the dynamics of mechanical systems described by modes. Modal
analysis is the study if the dynamic properties of structures under vibrational excitation.
Modal analysis is the measuring and analysing the dynamic response of structures or fluid
during excitation.

The purpose of modal analysis is to find the shapes & frequencies at which the
structure will amplify the effect of load. Modes are inherent properties of the structure and
are determined by the material properties and boundary conditions of the structure. Each
mode is defined by natural frequencies, modal damping and a mode shape.

It helps finding out the reasons of vibrations which cause damage on the system and
used for reducing it. In short, one can improve the performance of a system by using modal
analysis method. Two primarily known methods of modal analysis are the numerical modal
analysis and the experimental modal analysis. The mathematical model is derived from the
measurement input data, which is handled by the experimental modal analysis.

29
3.7 Pre-Processing
3.7.1 Governing Equations
To find the natural frequencies and mode shapes of a structure. Modal analysis is a
linear dynamics analysis. For solving the dynamic response of a structure, our basis is
always the general equation of motion, where the unknows are acceleration, velocity and
displacement for all points over the structure.

Objective
 To find the Natural frequency of the Components/Assembly

 To check the mode shapes

 To check proper connection in assembly

 Pre-requisite for Frequency response analysis.

Equation of Modal Analysis

Any mechanical system can be represented by

[𝑀][𝑈̈] + [𝐶 ][𝑈̇] + [𝐾 ][𝑈] = [𝐹 ]

Where,

 [M]- Mass Matrix

 [𝑈̈] - is the second derivative of the displacement (acceleration)

 [𝑈̇] - is the velocity

 [F] – is the force vector

 [C] – is the damping matrix co-efficient

 [K] – is the stiffness matrix

Assume for Free-free & free modal analysis

When there is no external force [F]= 0. Assume no damping [C]=0

30
For Harmonic motion

x = Asin(𝜔𝑡) (1)

𝑥̇ = Aωcos(𝜔𝑡) (2)

𝑥̈ = − 𝐴𝜔2 sin(𝜔𝑡)

𝐹 = 𝑚𝑥̈ + 𝑐𝑥̇ + 𝑘𝑥

0 = 𝑚𝑥̈ + 0𝑥̇ + 𝑘𝑥

0 = 𝑚(−𝐴𝜔2 sin(𝜔𝑡)) + 𝑘(sin(𝜔𝑡))

𝑘
𝜔2 = 𝑚 𝜔2 = 𝐸𝑖𝑔𝑒𝑛 𝑣𝑎𝑙𝑢𝑒 (3)

𝑘
𝜔=√
𝑚

𝑘
2𝜋𝑛 = √
𝑚

1 𝑘
𝑛= √
2𝜋 𝑚

Number of modes = DOFS = size of matrix

For our simple spring mass, 2 DOFS = 2 modes

Engineers choose the range of modes to be extracted depending on frequency range of

excitation. Typically, higher frequencies are of less concern, but not always.[19]

3.8 Mesh Generation

Meshing is the process of breaking down the geometric shape of an object into
numerous elements which properly defines the overall physical shape of the object. To
generate a mesh for the NACA4412 airfoil in ANSYS, you can follow these general steps:

Prepare the airfoil geometry: Obtain the coordinates of the NACA4412 airfoil and
save them in a suitable file format, such as a text file. Ensure that the coordinates are in a
format that ANSYS can recognize.

31
 Import the geometry: Launch ANSYS and open the appropriate module (e.g.,
ANSYS Workbench or ANSYS Mechanical). Import the airfoil geometry file into the
ANSYS environment.

Create a meshing system: In the ANSYS Workbench environment, create a new

Meshing system by right-clicking on the Model cell and selecting "Insert" > "Mesh" >
"Mesh".

Define the meshing settings: In the Meshing window, specify the desired meshing
settings. This includes the element type, element size, and any other specific requirements.
For aerofoil meshing, you can typically use a structured or unstructured mesh, depending
on your preference.

Generate the mesh: Click on the "Generate Mesh" button to generate the mesh based
on the defined settings. ANSYS will perform the mesh generation process, which may take
some time depending on the complexity of the geometry and mesh settings.

Verify the mesh: Once the mesh generation is complete, review the generated mesh
to ensure its quality and suitability for your analysis. Use visualization tools provided by
ANSYS to inspect the mesh, check for element quality, and refine or adjust it if necessary.

Export the mesh: If the mesh meets your requirements, you can export it in a suitable
format for further analysis in ANSYS or any other software.

32
 Figure 3.9. 1 Mesh Generation

3.9 UDF in ANSYS Modal

The User-Defined Function (UDF) in ANSYS Modal is a feature that allows users
to define and use their own custom functions in the analysis process. It is a way to extend
the capabilities of ANSYS Modal and add custom physics, models, and algorithms to the
analysis.

A UDF is written in the C programming language and can be used to perform a wide
range of tasks, including modifying the equations solved by ANSYS Modal, adding custom
boundary conditions, and defining custom sources and sinks. The UDF can be written using
any standard C compiler and then loaded into Modal for use in the analysis process [14].

In ANSYS Modal, UDFs can be used to modify the existing models and algorithms in the
software, such as total deformations, equivalent stress, node shapes models. For example,
a UDF can be used to define a custom total deformation, implement a custom source term,
or define custom boundary conditions.

To use a UDF in ANSYS Modal, the user must first write the UDF code and compile
it using a standard C compiler. The compiled code is then loaded into ANSYS Modal, where

33
it can be used in the analysis process. The UDF can be invoked at any time during the
analysis, either as a one-time operation or as a recurring operation.

UDFs are an extremely powerful and versatile tool for ANSYS Modal users,
allowing them to customize their simulations and add custom physics, models, and
algorithms to their simulations. They are especially useful for analysis complex industrial
processes, or for adding custom physics to the simulation that is not already included in
ANSYS Modal.

Overall, UDFs provide a high degree of flexibility and customization for ANSYS
Modal users, allowing them to extend the capabilities of the software and add custom
physics and models to their analysis.

3.10 Computational Analysis

In this experiment the Vibrational analysis is tested using ANSYS Modal V22R2
(Student Version).

 Design Software: CATIA

 Meshing Software: ANSYS Workbench
 Analysis Software: ANSYS Modal

3.10.1 Mesh Parameters

Meshing:

 Static Element size: 15.0 mm

 Fine Element size: 5.0 mm
 Edge Sizing: 5.0 mm
This provides an acceptable accuracy of result consuming a moderate computation
time. At the Root of the wing frictionless fixed support was given. Frictionless support
places a normal constraint on an entire surface. Transitional displacement is allowed in all
directions.[20]

3.10.2 Boundary Conditions

Boundary conditions define the constraints imposed on the structure during the
modal analysis. They represent how the structure is fixed or supported at different locations.
Properly defining the boundary conditions is essential to obtain meaningful results.

34
For modal analysis, some common types of boundary conditions include:

 Fixed (or clamped) boundary: This condition restricts all degrees of freedom
of the structure at a particular location, preventing any displacement or
rotation.

 Simply supported boundary: It allows displacement but restricts rotation,

typically by fixing certain degrees of freedom while allowing others to move
freely.

 Free boundary: No constraints are applied at the boundary, allowing the

structure to move or rotate freely.

The selection of appropriate boundary conditions depends on the physical

characteristics of the structure and the behavior under investigation. The leading edge taken
as fixed support and the trailing edge is free and the total deformation is taken all the six
modes in the modal analysis.

35
 RESULTS AND DISCUSSION
4.1 Modal Analysis
Modal analysis of composite materials provides valuable insights into their dynamic
behavior, including natural frequencies, mode shapes, and damping characteristics. The
results obtained from modal analysis can be used for various purposes, such as structural
design, vibration control, and failure prediction. Here are some key aspects of the results
obtained from modal analysis of composite materials:
1. Natural Frequencies:
The natural frequencies represent the frequencies at which the composite structure
tends to vibrate without any external excitation. In modal analysis, the natural frequencies
are typically calculated as eigenvalues of the governing equations of motion. For composite
materials, the natural frequencies depend on factors such as material properties (elastic
modulus, density), geometry, boundary conditions, and stacking sequence of the composite
laminate.
2. Mode Shapes:
Mode shapes depict the spatial distribution of displacements and deformations of
the composite structure at each natural frequency. They illustrate the patterns and shapes of
vibration modes that the structure exhibits. In modal analysis, mode shapes are calculated
as eigenvectors corresponding to the natural frequencies. When using ANSYS, it is
essential to ensure the mesh is sized and shaped appropriately for reliable results. There is
a direct correlation between mesh quality and mesh density and the accuracy of the solution.
In analysis, convergence describes the relationship between number of elements and
accuracy.
 The number created mode shapes is 6 (Total deformations).

36
4.1.1 : Structural steel

a. Mode 1 b. Mode 2

c. Mode 3 d. Mode 4

e. Mode 5 f. Mode 6

Figure 4.1. 1 Total Deformation at 6 modes of Structural steel

37
 Analyzing the modal properties of a structural steel material using ANSYS software
typically involves conducting a modal analysis on a model that represents the natural
frequencies. In this Vibrational study of wing model designed by assigning structural steel
material the vibrational analysis boundary conditions as one end of the wing is fixed to the
fuselage and other end is free with no constraints applied to allow the structure to move or
rotate freely. The first six mode shapes of the wing model are solved under governing
Equations and boundary conditions and the results are obtained.

After the analysis, post-process the results to visualize and interpret the mode shapes
and associated frequencies.

Table 4.1.1 Natural frequency Table for Structural steel

Mode Natural Frequency (in Hz)

1 67.843

2 153.95

3 189.75

4 310.85

5 338.73

6 361.62

38
4.1.2: Aluminum alloy

a. Mode 1 b. Mode 2

c. Mode 3 d. Mode 4

e. Mode 5 f. Mode 6

Figure 4.1. 2 Total Deformation at 6 modes of Al alloy

39
 Analyzing the modal properties of an Aluminum alloy material using ANSYS
software typically involves conducting a modal analysis on a model that represents the
natural frequencies. In this case Vibrational analysis of aircraft wing is performed by taking
aluminum alloy as core material of wing. Modal analysis is performed by using ANSYS on
structural components of the wing such as spars, Stringers and skin.

The first six mode shapes are identified and solved under boundary conditions and
governing equations. Natural frequency and deformation at 6 mode shapes are obtained.
After the analysis, post-process the results to visualize and interpret the mode shapes and
associated frequencies.

Table 4.1.2 Natural frequency Table for Aluminum alloy

Mode Natural Frequency (in Hz)

1 67.343

2 139.07

3 188.53

4 253.84

5 309.76

6 349.35

40
4.1.3: Aluminum alloy for skin and Epoxy carbon for Spars and Stringers

a. Mode 1 b. Mode 2

c. Mode 3 d. Mode 4

e. Mode 5 f. Mode 6

Figure 4.1. 3 Total Deformation at 6 modes of Al alloy for skin and Epoxy carbon for
Spars and Stringers

41
 Analyzing the modal properties of an Aluminum alloy for skin and Epoxy carbon
for Spars and Stringers material using ANSYS software typically involves conducting a
modal analysis on a model that represents the natural frequencies. . In case 3 of vibrational
study, analysis is executed by modal analysis using ANSYS workbench. Different materials
are used in this analysis.

Aluminum to assigned to skin and epoxy carbon fiber Composite is assigned for
Spars and stringers under the boundary conditions one and is fixed and another end is free.
Using different materials on structural components of wing as given efficient results. All
six mode shapes and deformations are studied and interpreted. After the analysis, post-
process the results to visualize and interpret the mode shapes and associated frequencies.

Table 4.1.3 Natural frequency Table for Aluminum alloy (Skin) and Epoxy carbon

(Spars and Stringers)

Mode Natural Frequency (in Hz)

1 65.428

2 132.25

3 153.27

4 198.96

5 215.62

6 271.16

42
4.1.4: Aluminum alloy for skin and Spars and Epoxy carbon for Stringers

a. Mode 1 b. Mode 2

c. Mode 3 d. Mode 4

e. Mode 5 f. Mode 6

Figure 4.1. 4 Total Deformation at 6 modes of Al alloy for skin and Spars and Epoxy
carbon for Stringers

43
 Analyzing the modal properties of an Aluminum alloy for skin and Spars and Epoxy
carbon for Stringer’s material using ANSYS software typically involves conducting a
modal analysis on a model that represents the natural frequencies. In case 4 study of aircraft
wing, modal properties of aluminum alloy applied for skin, Epoxy carbon for spars and
stringers are analyzed by Modal analysis using ANSYS workbench which gives the natural
frequencies of wing model.

The analysis performed on structural components, natural frequencies and mode

shapes. The results are obtained. After the results are post-processed to visualize and
interpret the mode shapes and associated frequencies.

Table 4.1.4 Frequency Table for Aluminum alloy (Skin and Spars) and Epoxy
carbon (Stringers)

Mode Natural Frequency (in Hz)

1 76.684

2 149.33

3 176.45

4 245.94

5 274.17

6 335.99

44
4.1.5 : Aluminum alloy for skin and Stringers and Epoxy carbon for Spars

a. Mode 1 b. Mode 2

c. Mode 3 d. Mode 4

e. Mode 5 f. Mode 6

Figure 4.1. 5 Total Deformation at 6 modes of Aluminum alloy for skin and Stringers and
Epoxy carbon for Spars

45
 Analyzing the modal properties of an Aluminum alloy for skin and Stringers and
Epoxy carbon for Spars material using ANSYS software typically involves conducting a
modal analysis on a model that represents the natural frequencies In case 5 of vibrational
study of aircraft wing analysis is carried out by using ANSYS which involves in Modal
analysis of structural components of wing using different materials on different components
such as Aluminum alloy for skin and stringers and Epoxy carbon for spars.

The modal analysis is typically performed on structural components, natural

frequencies and mode shapes. The deformations and all mode shapes are identified and
obtained.

Table 4.1.5 Frequency Table for Aluminum alloy (Skin and Stringers) and Epoxy
carbon (Spars)

Mode Natural Frequency (in Hz)

1 50.278

2 139.42

3 141.91

4 235.75

5 256.27

6 303.47

46
4.1.6: Equivalent stresses

a) Strctural steel b) Aluminium alloy

c) Al alloy for skin and Epoxy carbon d) Al alloy for skin and Spars and Spars
for and Stringers Epoxy carbon for Stringers

f) Al alloy for skin and Stringers and Epoxy carbon for Spars

Figure 4.1. 6 Equivalent stresses

47
 Table 4.1.6 Equivalent stresses

Materials Equivalent stresses (MPa) Frequency

(in Hz)

Structural steel 260.09 67.843

Al alloy 121.88 67.343

Al alloy for skin and Epoxy 2379.5 76.684

carbon Spars for and
Stringers

Al alloy for skin and Spars 133.1 50.278

and Epoxy carbon for
Stringers

Al alloy for skin and 2129.3 65.428

Stringers and Epoxy
carbon for Spars

The equivalent stress is a measure of the maximum stress experienced by a

component under a given set of loads. In ANSYS, equivalent stress can be calculated using
von Mises stress or other stress criteria. The equivalent stress results will provide
information on the strength and durability of the airfoil under different loading conditions.

48
4.2 Comparison Results of Deformation
The case studies of different assignment of materials can be plotted as the
comparison study for analysis which composites are efficient to the real time wing:

Figure 4.1. 7 Comparison Results of Natural frequencies of all case studies

The comparison of natural frequencies using different materials has provided
valuable insights into the dynamic behavior of structures and the influence of materials on
their vibration characteristics. Some key findings:
Material Stiffness: The stiffness of the material significantly affects the natural
frequencies of structures. Materials with higher stiffness, such as metals or composites, tend
to exhibit higher natural frequencies, indicating faster vibration cycles and more rigid mode
shapes. Conversely, materials with lower stiffness, such as polymers or elastomers, have
lower natural frequencies and more flexible mode shapes.
Density Considerations: The density of the material also plays a role in
determining the natural frequencies. Lightweight materials, such as composites or certain
alloys, have lower densities, resulting in higher natural frequencies and faster vibration
response compared to denser materials.
Anisotropic Behavior: Certain materials, particularly composites, exhibit
anisotropic properties due to their layered or fiber-reinforced structures. This anisotropy

49
can result in different natural frequencies in different directions, leading to complex mode
shapes and vibration patterns that need to be considered during design and analysis.
Damping Effects: The damping properties of materials can influence the natural
frequencies. Materials with higher damping capacity can absorb and dissipate energy more
efficiently, leading to slightly lower natural frequencies compared to materials with lower
damping capacity.
Design Optimization: The comparison of natural frequencies using different
materials can guide design optimization efforts. By analyzing the natural frequencies of
different materials, engineers can select materials that offer desirable vibration
characteristics for specific applications, such as avoiding resonant frequencies or
optimizing structural performance.
Overall, the comparison of natural frequencies using different materials emphasizes
the importance of material selection in controlling and understanding the dynamic behavior
of structures.

50
 CONCLUSION
This study focused on the vibrational analysis of an aircraft wing constructed using
composite materials. The objective was to evaluate the dynamic behavior and structural
integrity of the composite wing under various loading conditions. Through the application
of finite element analysis (FEA) and modal analysis techniques, the study provided valuable
insights into the vibrational characteristics of the composite wing.

The findings of the study indicated that composite materials offer excellent
vibrational properties, making them a suitable choice for aircraft wings. The modal analysis
results revealed the natural frequencies, mode shapes, and damping characteristics of the
composite wing. These outcomes provide critical information for identifying potential areas
of concern, such as high-stress regions or potential failure modes, which can guide design
improvements and enhance overall structural performance.

The study also investigated the effects of various parameters on the wing's
vibrational behavior, including composite layup, ply orientation, and stacking sequence.
Understanding the influence of these parameters on the wing's dynamic response is crucial
for optimizing the design and ensuring reliable performance. The results can aid
manufacturers and researchers in developing composite materials and structures that meet
stringent safety standards while achieving improved fuel efficiency and reduced
maintenance costs.

By considering different load cases, such as aerodynamic forces and landing

impacts, the study assessed the composite wing's dynamic response under realistic
operational conditions. This comprehensive analysis allows for a more accurate evaluation
of the wing's structural integrity and performance during its service life.

Overall, this study contributes to the broader understanding of the vibrational

analysis of aircraft wings with composite materials. The insights gained from this research
can be applied to the design, development, and certification of composite structures in the
aerospace industry. Continued advancements in composite materials and analysis

51
techniques will further enhance the performance and reliability of aircraft wings, leading to
safer and more efficient air travel in the future.

Vibration analysis of composite aircraft wings involves evaluating their natural

frequencies, mode shapes, and damping properties. It is important to ensure that the natural
frequencies of the wing do not coincide with any excitation frequencies to prevent
resonance and potential failure. In general, composite materials have lower damping
properties than metallic materials, which can lead to higher vibration amplitudes. Therefore,
it is crucial to design composite wings with appropriate damping treatments to mitigate
vibration and prevent fatigue damage. Overall, vibrational analysis of aircraft wings made
of composite materials is a critical component of the design and testing process to ensure
the safety and reliability of the aircraft.

The results it is evident that the natural frequency of the wing made of carbon fiber
composite is less at the wing tip, indicating better strength.

Therefore, composite materials such as carbon fiber is the best choice due to its
immense load bearing capacity, less weight and high thermal and corrosive resistance.
These composites also provide a smooth surface finish to the whole aircraft external body
which can provide good aerodynamic performance.

52
 REFERENCES

[1] C. Lalanne, “Vibration Tests,” Sinusoidal Vibration: Second Edition , vol. 1, no. 2007,
p. 6, 2007.

[2] M. K. Egbo, “A fundamental review on composite materials and some of their

applications,” Journal of King Saud University - Engineering Sci‐, no. 2020, p. 19,
2020.

[3] N. P. S Siva Sai Krishna, “Structural Analysis of an Aircraft Wing with composites,”
International Research Journal of Engineering and Technology, vol. 8, no. 11/2021,
p. 6, 2021.

[4] [Link] +Effects of vibration.

[5] [Link] of vibration.

[6] Air foil coordinates imported from: [Link] .

[7] [Link] Aero design [Link]+wing dimensions
[8] Minxiao Lin , Shijun Guo , Shun He , Wenhao Li , Daqing Yang (2022) Structure health
monitoring of a composite wing based on flight load and strain data using deep.
[9] Ali H. Daraji a,* , Jack M. Hale b , Jianqiao Ye c, M. A(2019) " Optimisation of energy
harvesting for stiffened composite shells with application to the aircraft wing at
structural flight frequency.
[10] Akash Tiwary , Raman Kumar, Jasgurpreet Singh Chohan(2022)A review on
characteristics of composite and advanced materials used for aerospace applications.

[11] A fundamental review on composite materials and some of their applications,”

[12] Shetty, P., Subrahmanya, M. B., Kulkarni, D. S. & Rajani, B. N.(2019).
[13] A. Viglietti, E. Zappino , E. Carrera (2021) Free vibration analysis of variable angle
tow composite wing structures. MUL2 Group, Department of Mechanical and
Aerospace Engineering, Politecnico di Torino, Corso Duca degli Abruzzi 24, 10129
Torino, Italy.

[14] A Host Baier, The aerospace systems (2019).

[15] Zuo, L. X. & Wang, J. J. (2019)"Planform and Flexibility on Material Characteristics
for Modal analysis Of Wings" Journal of Aerospace Engineering, 55–61.

53
[16] [Link]
dassault/#:~:text=To%20import%20a%20STEP%20File,C2%20continuity%20on
%20Automatic%20Optimization.

[17] CATIA Inc, “CATIA Theory Guide,” USA, vol. 15317, no. November, pp. 724–746,
2013, [Online].
[18] ANSYS Inc, “Ansys Modal Theory Guide,” ANSYS Inc., USA, vol. 15317, no.
November,pp.724–746,2013,[Online].Available:
[Link]
L+Theory+Guide#0.
[19] File:/Lesson2_GoverningEquationsOfModalAnalysis.pdf.
[20] ANSYS Workbench (Version 19.2) mesh generation for structural analysis.
Hexahedral elements were used with element size controlled by the global size
function. The simulation model included a steel beam with fixed supports at both
ends. Mesh generated on (May 2, 2023).

54
 APPENDIX

Airfoil Coordinates

X(mm) Y(mm)
100 0
99.9013 0.0143
99.6057 0.0572
99.1144 0.128
98.4292 0.226
97.5528 0.3501
96.4888 0.499
95.2414 0.671
93.8153 0.8643
92.2164 1.077
90.4508 1.3071
88.5257 1.5523
86.4484 1.8106
84.2274 2.0795
81.8712 2.3569
79.3893 2.6405
76.7913 2.9279
74.0877 3.2168
71.289 3.5048
68.4062 3.7896
65.4508 4.0686
62.4345 4.3394
59.3691 4.5992
56.2667 4.8455
53.1395 5.0754
50 5.2862
46.8605 5.4749
43.7333 5.639
40.6309 5.7755
37.5655 5.8819

55
34.5492 5.9557
31.5938 5.9947
28.711 5.9971
25.9123 5.9614
23.2087 5.8863
20.6107 5.7712
18.1288 5.6159
15.7726 5.4206
13.5516 5.1862
11.4743 4.9138
9.5492 4.6049
7.7836 4.2615
6.1847 3.8859
4.7586 3.4803
3.5112 3.0473
2.4472 2.5893
1.5708 2.1088
0.8856 1.6078
0.3943 1.0884
0.0987 0.5521
0 0
0.0987 -0.5521
0.3943 -1.0884
0.8856 -1.6078
1.5708 -2.1088
2.4472 -2.5893
3.5112 -3.0473
4.7586 -3.4803
6.1847 -3.8859
7.7836 -4.2615
9.5492 -4.6049
11.4743 -4.9138
13.5516 -5.1862
15.7726 -5.4206
18.1288 -5.6159
20.6107 -5.7712
23.2087 -5.8863
25.9123 -5.9614
28.711 -5.9971
31.5938 -5.9947
34.5492 -5.9557
37.5655 -5.8819
40.6309 -5.7755
43.7333 -5.639
46.8605 -5.4749

56
 50 -5.2862
53.1395 -5.0754
56.2667 -4.8455
59.3691 -4.5992
62.4345 -4.3394
65.4508 -4.0686
68.4062 -3.7896
71.289 -3.5048
74.0877 -3.2168
76.7913 -2.9279
79.3893 -2.6405
81.8712 -2.3569
84.2274 -2.0795
86.4484 -1.8106
88.5257 -1.5523
90.4508 -1.3071
92.2164 -1.077
93.8153 -0.8643
95.2414 -0.671
96.4888 -0.499
97.5528 -0.3501
98.4292 -0.226
99.1144 -0.128
99.6057 -0.0572
99.9013 -0.0143
100 0

57