Mini Project Report on

Mechanical – Characterization of

Multi-Layer Hybrid Composite Laminates with Quasi-

Isotropic Stacking Sequences

Submitted to

VISVESVARAYA TECHNOLOGICAL UNIVERSITY, BELAGAVI

In partial fulfillment of the Semester V curriculum of

BACHELOR OF ENGINEERING
in

AERONAUTICAL ENGINEERING
by
ARSHA.G(1GD23AE003) CHAMPA(1GD23AE009)
ROVIN JOHN(1GD23AE043) SIYA THOMAS(1GD23AE050)

Under the Guidance of

Dr. Konada SirikondaMallik
Assistant Professor
Department of Aeronautical Engineering

carried out at
DEPARTMENT OF AERONAUTICAL ENGINEERING
GOPALAN COLLEGE OF ENGINEERING AND MANAGEMENT
(An ISO 9001:2015 Certified Institution)
Approved by All India Council for Technical Education (AICTE), New Delhi
Whitefield, Bangalore- 560048
2024-25
 DEPARTMENT OF AERONAUTICAL ENGINEERING
GOPALAN COLLEGE OF ENGINEERING AND MANAGEMENT
Whitefield, Bangalore-560048

CERTIFICATE
Certified that the Mini Project on “ Mechanical – Characterization of Multi-
Layer Hybrid Composite Laminates with Quasi-Isotropic Stacking Sequences
“carried out by ARSHA.G(1GD23AE003), CHAMPA(1GD23AE009),
ROVINJOHN (1GD23AE043) , SIYA THOMAS(1GD23AE050) Bonafede
students of Gopalan College of Engineering and Management, Bangalore is in
partial fulfillment of the Semester V Curriculum of Bachelor of Engineering in
Aeronautical Engineering of Visvesvaraya Technological University, Belagavi
during the year 2024-2025. It is certified that all corrections/suggestions indicated
for Internal Assessment have been incorporated in the report. The report has
been approved as it satisfies the academic requirements in respect of Mini Project
prescribed for the said Curriculum.

Continuous Internal Evaluation Marks:

Mr. Suprith M Dr. G Purushotham

Assistant Professor Professor and Head
Dept. of Aeronautical Engineering Dept. of Aeronautical Engineering

Dr. Arun Vikas Singh

Principal
Gopalan College of Engineering and
Management Bangalore- 560048
 ACKNOWLEDGEMENT
We would like to express our heartfelt gratitude and acknowledge the invaluable
contributions of various individuals and entities who have played a crucial role in the
successful completion of this Mini-Project work.

First and foremost, we extend our gratitude to the Management of Gopalan College of
Engineering and Management, Bangalore, for their unwavering support and provision
of necessary resources throughout the carrying out of the Mini-Project.

We would like to extend our sincere thanks to Dr. Arun Vikas Singh, Principal,
Gopalan College of Engineering and Management (GCEM), Bangalore, whose
constant support have greatly contributed to our personal and professional growth during
this period.

We are grateful to Dr. G Purushottam, Professor & Head, Department of

Aeronautical Engineering, GCEM, for his valuable insights and support throughout the
work.

We would like to express our gratitude to our Guide Dr. Konada Sirikonda Malik,
Assistant Professor, Department of Aeronautical Engineering whose expertise,
patience, and availability have been crucial in navigating the intricacies of the Mini-
Project and ensuring its successful completion.

Our humblest gratitude goes to Mr. Saviraj A S, Assistant Professor, Department of

Aeronautical Engineering and Mini-Project Coordinator, for his continuous guidance
and mentorship.

Lastly, we extend our sincere gratitude to all the teaching and non-teaching staff of the
Aeronautical Engineering Department at GCEM. Their collective efforts and expertise
have played a pivotal role in shaping our professional development and ensuring the
successful completion of our Mini-Project.

Ms. ARSHA.G 1GD23AE003

Ms. CHAMPA.L 1GD23AE009
Mr. ROVIN JOHN 1GD23AE043
Ms. SIYA THOMAS 1GD23AE016
i
 ABSTRACT

Hybrid composite laminates continue to gain importance in modern engineering applications due to their
ability to combine the advantages of multiple fiber types within a single matrix. In this study, quasi-
isotropic hybrid laminates were fabricated with varying numbers of layers to investigate how stacking
sequence and laminate thickness influence overall mechanical behavior. The fabrication process employed
a hand lay-up technique followed by vacuum bagging to ensure proper fiber alignment, reduced void
content, and improved fiber–matrix adhesion.
The primary objective of this work was to develop quasi-isotropic hybrid laminates that approximate
uniform stiffness and strength in multiple in-plane directions. By systematically varying the number of
layers, the study aimed to understand the relationship between laminate configuration and mechanical
performance. The fabrication process was designed to maintain consistent quality across specimens so that
the effect of layer count and orientation could be accurately evaluated.
Mechanical testing was conducted according to ASTM standards, focusing on tensile strength, tensile
modulus, hardness, and ductility. The results showed that laminates with higher layer counts demonstrated
increased stiffness, improved load-carrying capacity, and enhanced resistance to deformation. This
improvement was attributed to better stress distribution and higher structural integrity created by additional
reinforcing layers.
A key comparison was made between quasi-isotropic layups and other laminate orientations. Quasi-
isotropic laminates consistently performed better because their balanced fiber orientations allowed the
applied loads to be distributed evenly along multiple directions. Unlike unidirectional or angle-specific
layups, quasi-isotropic configurations minimized anisotropy, delayed failure initiation, and improved
overall durability.
Overall, the findings confirm that quasi-isotropic hybrid laminates offer significant mechanical advantages
over non-quasi-isotropic layups. Their balanced design, enhanced load distribution, and improved
structural response make them highly suitable for applications requiring multi-directional strength,
stability, and reliability. The study highlights the importance of optimized layer configuration in achieving
superior composite performance.

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 LIST OF FIGURES
FIGURE NO. TITLE PAGE NO.

Fig 1.1 Thrust Test Rig 1

Fig 1.2 Brushless Motor Thrust stand 4

Fig 1.3 Thrust stand to measure thrust 5

Fig 1.4 Drone Testing Equipment 5

Fig 1.5 3D model Thrust Test Rig 6

Fig 5.1 Flow Chart 14

Fig 5.2 Bread Board Circuit Diagram 16

Fig 5.3 Temperature Sensor 17

Fig 5.4 Triple Axis Accelerometer 19

Fig 5.5 Arduino Board 21

Fig 5.6 Potentiometer 23

Fig 5.7 Voltage Supplier 24

Fig 5.8 Motor and Propeller 26

Fig 5.9 Load Cell 27

Fig 5.10 IR Sensor 29

Fig 5.11 ESC 30

Fig 6.1 Static Structural Analysis 35

Fig 7.1 Developed Thrust Test Rig 37

iii
 CONTENT

CERTIFICATE

ACKNOWLEDGMENT i

CONTENTS ii

LIST OF FIGURES iii

CHAPTER 1 INTRODUCTION 1-8

1.1 Background Information 1
1.2 Motivation 2
1.3 Presently used Technologies 3
1.4 Advantages 6
1.5 Limitations 7
CHAPTER 2 LITERATURE REVIEW 9-11
CHAPTER 3 PROBLEM STATEMENT 12
CHAPTER 4 OBJECTIVES AND SCOPE 13
4.1 Objectives 13
4.2 Scope of the present work 13
CHAPTER 5 METHODOLOGY 14-16
5.1 Methodology 14
5.2 Work flow 15
5.3 Components used 17-32
CHAPTER 6 ANALYSIS 33-36
6.1 Practical Calculation 33
6.2 Theoretical Calculation 35
CHAPTER 7 RESULTS 37-44
7.1 Result Graph 37
7.2 Programming Code 39
REFERENCE 44
Mechanical – Characterization of Multi-Layer Hybrid Composite Laminates with Quasi-Isotropic Stacking Seque

CHAPTER 1

INTRODUCTION

1.1 Background Information

Multi-layer hybrid composite laminates combine two or more different fibers (e.g.,
carbon, glass, aramid) within multiple stacked layers to achieve superior mechanical
performance.

These laminates are engineered using quasi-isotropic stacking sequences, where fiber
orientations (0°, ±45°, 90°) are arranged to mimic isotropic behaviour in the plane.

Hybridization allows designers to optimize stiffness, strength, weight, and cost better than
single-fiber composites.

Quasi-isotropic layups help distribute loads uniformly, improving tensile, flexural, and
impact resistance.

Characterizing these laminates involves studying their mechanical properties, failure

modes, interlaminar behaviour, and overall structural performance.

Such materials are widely used in aerospace, automotive, marine, and sporting goods due
to their high strength-to-weight ratio and tailorability.

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Fig.1.1: Quasi – isotropic laminate orientation

1.2 Motivation for Multi-Layer Hybrid Composite Laminates with Quasi-

Isotropic Staking Sequences

The motivation for this study comes from the increasing need for lightweight, durable, and
high-strength materials in fields such as aerospace, automotive, marine, and structural
engineering. Traditional composites often provide good performance, but single-fiber systems
have limitations when engineers require a precise balance of strength, stiffness, and impact
resistance. Hybrid composite laminates offer a better alternative by combining different fibers,
but their behavior becomes more complex as layer count, orientation, and material types vary.
This creates a strong need to thoroughly understand their mechanical characteristics, especially
when used in demanding environments.

Quasi-isotropic stacking sequences are particularly important because they help achieve
uniform mechanical properties in all in-plane directions, making the laminate more predictable
under multi-directional loading. This study aims to characterize the tensile, flexural, impact, and

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interlaminar shear behavior of multi-layer hybrid laminates arranged in quasi-isotropic patterns.

By analyzing how different material combinations and stacking arrangements influence overall
performance, the research supports the development of optimized lightweight structures that
offer improved efficiency, reliability, and safety in advanced engineering applications.

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 Mechanical – Characterization of Multi-Layer Hybrid Composite Laminates with Quasi-Isotropic Stacking Sequence

CHAPTER 4

FABRICATION AND TESTING

4.1. LAYUP

Fabrication Process for Multi-Layer Hybrid Composite Laminate

1. Surface Preparation
Cleaning of sharp edges and the mold surface.

Wiping and scrubbing to remove dust, moisture, and contaminants.

Final cleaning with acetone for proper adhesion.

2. Mold Preparation

Application of mounting tape around the dimensional area to fix boundaries.

Application of release agent in multiple coats (0°, 90°, 45°).

Maintain a 10-minute gap between each release-coat application.

Provide 45 minutes gap for the final coat to dry completely.

3. Lay-up Process

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Place perforated release film on the mold.

Prepare fabric layers according to the quasi-isotropic sequence (e.g., [0/45/90/−45]).

Mix epoxy resin and hardener in the correct ratio (e.g., 100:35 based on your notes).

Apply resin uniformly on each layer.

Maintain correct fiber orientation for each ply during stacking.

4. Bagging Process

Place peel ply, perforated film, and breather fabric.

Use a vacuum bag to remove trapped air and ensure proper compaction.

5. Curing

Cure under room temperature or controlled heating (as per material requirement).

Allow sufficient curing time before demolding.

6. Post Processing

Remove excess materials, trims, and flash edges.

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Perform finishing operations and prepare samples for mechanical testing.

4.2 DEVELOPMENT

4.2.1. Development Process

Development Process (Step-by-Step)

1. Material Selection

Selection of hybrid fibers (carbon, glass, aramid) and matrix (epoxy).

2. Stacking Sequence Design

Design of quasi-isotropic sequence such as [0/+45/90/–45]s.

3. Laminate Weight Calculation

Using formula:
Weight of fabric = (Length × Width × GSM) / 1,000,000

4. Resin-Hardener Ratio Design

Example used:

Hardener: 525 g

Resin: 1500 g

Ratio: 100:35

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5. Prototype Fabrication

Mold preparation → lay-up → vacuum bagging → curing.

6. Testing & Characterization

Tensile test

Flexural test

Impact test

Interlaminar shear strength test

7. Result Analysis

Compare performance with theoretical values and literature.

Tools & Equipment Used

 Fabrication Tools

 Mold / flat plate

 Scissors / rotary cutter

 Brushes and rollers

 Mixing cups and stirrers

 Digital weighing scale

 Peel ply, breather, perforated film

 Vacuum bagging accessories (pump, sealant tape)

 Resin and hardener measuring tools

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 Protective gloves, apron, mask

 Testing Tools

 Universal Testing Machine (UTM)

 Izod/Charpy impact tester

 Shear testing jig

 Vernier caliper and micrometer

 Ultrasonic tester (optional for NDT)

Framework / Methodology Used

1. Classical Laminate Theory (CLT)

Used for calculating:

A, B, D matrices

Laminate stiffness

Failure indexing

2. Vacuum-Assisted Hand Lay-Up Method

For accurate fiber placement and good compaction.

3. Quasi-Isotropic Design Framework

Ensures equal strength in all in-plane directions.

4. ASTM Standards for Testing

ASTM D3039 – Tensile test

ASTM D790 – Flexural test

ASTM D256 – Impact test

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ASTM D2344 – Interlaminar shear strength

4.3.2 Manufacturing Techniques Employed

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CHAPTER 5
RESULTS AND DISCUSSIONS

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CHAPTER 6

CONCLUSIONS AND FUTURE SCOPE

1. Geometry Creation and Import

Objective: Model the geometry of your thrust test rig.

Process: Use CAD software (like SolidWorks, CATIA, or Design Modeler in ANSYS)
to create the 3D geometry.

Import the geometry into ANSYS Workbench.

2. Material Assignment

Objective: Define material properties for the components.

Process: Assign properties like Young's Modulus, Poisson’s Ratio, and Density.

Example materials: Aluminum, Steel, or composite materials depending on your rig.

3. Mesh Generation

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Objective: Divide the geometry into smaller finite elements.

Process: Generate a mesh to discretize the geometry.

Ensure fine mesh in critical areas (e.g., joints, load application points).

Check mesh quality (aspect ratio, element size).

4. Boundary Conditions

Objective: Define how the structure interacts with the environment.

Process: Fixed Support: Identify and fix areas of the rig (e.g., base plate).

Loads: Apply thrust force in the desired direction and location.

Other Constraints: Apply symmetry or contact conditions if needed.

5. Solution Setup

Objective: Set up the analysis.

Process: Select Static Structural analysis type.

6. Solve the Model

Objective: Compute deformation, stresses, and strains.

Process: Run the simulation and monitor convergence.

7. Post-Processing

Objective: Analyze the results.

Process: Check Total Deformation (as shown in your image).

Evaluate Equivalent Stress (Von Mises) and Safety Factor.

Identify critical areas prone to failure.

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Validate results against theoretical calculations or experimental data

The image shows Total Deformation in millimeters.

Color Legend:

Red: Maximum deformation (0.084989 mm).

Blue: Minimum deformation (2.8223e-5 mm).

The deformation appears to increase towards the top, indicating higher displacement
under applied thrust force.

CALCULATIONS(PRACTICAL):

Fig 6.1 Static Structural Analysis

CALCULATION(THEORETICAL):

FOR MILD STEEL:

Formulae:

1. δ= PL^3/3EI

2. I=π(Do^4-Di^4)/64

Data:

1. L=20.6cm = 206mm (length of steel rod)

2. P=5kg = 5*9.81N(load)

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3. E=2.1*10^5N/mm^2(Young’s Modulus)

4. Do =25mm(Outer Diameter)

5. Di=21mm(Inner Diameter)

I=π(25^4-21^4)/64(Moment of Inertia)

I= 9628.19mm^4

δ= (49.05*206^3)/(3*2.1*10^5*9628.19)

δ=0.07mm

Yield strength of mild steel is 250MPa.

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CHAPTER 7

RESULTS AND DISCUSSIONS

Fig 7.1: Developed Thrust Test Rig

1.1 Result Graph

Graph:1.1
Thrust vs Seconds and Thrust vs RPM result

Theoretical Calculation:

Graph 1.2&1.3

CONCLUSION:

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7.2 Programming
Code 1:

// Pin where the TCRT5000 sensor is connected

const int sensorPin = 25; // GPIO 25 (update pin number if needed)
volatile int pulseCount = 0; // Variable to store pulse count

unsigned long lastTime = 0; // Variable to store the last time

interval
unsigned long interval = 1000; // Interval (1 second) for RPM
calculation

void setup() {
// Initialize the sensor pin as input
pinMode(sensorPin, INPUT);

// Attach an interrupt to the sensor pin for pulse detection

attachInterrupt(digitalPinToInterrupt(sensorPin), countPulse,
RISING);

// Start serial communication at 115200 baud rate

[Link](115200);
}

void loop() {
unsigned long currentTime = millis();

// Calculate RPM every second (1000ms)

if (currentTime - lastTime >= interval) {
lastTime = currentTime;

// Calculate RPM: (pulses per second) * 60 to convert to RPM

int rpm = pulseCount * 60;
pulseCount = 0; // Reset pulse count for the next interval

// Print the RPM value to the Serial Monitor

[Link]("RPM: ");
[Link](rpm);
}
}

// Interrupt function to count pulses

void countPulse() {
pulseCount++;
}

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Code 2:

#include <Wire.h>
#include <HX711.h>
#include <WiFi.h>
#include <WebServer.h>
#include <ArduinoJson.h> // For JSON data

// Define HX711 pins

#define LOAD_CELL_DT 32 // HX711 Data pin connected to GPIO32
#define LOAD_CELL_SCK 33 // HX711 Clock pin connected to GPIO33

// Define RPM sensor pin

#define RPM_SENSOR_PIN 27 // GPIO pin for RPM sensor

// Create sensor objects

HX711 loadCell;

// Variables to store sensor readings

long loadCellReading = 0;
float thrustN = 0.0;
volatile unsigned int rpmPulses = 0;
unsigned long lastRPMTime = 0;
float rpmValue = 0.0;

// WiFi credentials
const char* ssid = "Anu";
const char* password = "12345678";

// Create an instance of the web server

WebServer server(80);

// Function declarations
void handleRoot();
void handleGetData();
void IRAM_ATTR rpmISR();

void setup() {
[Link](115200); // Initialize Serial Monitor
[Link]("Initializing sensors...");

// Initialize Load Cell

[Link](LOAD_CELL_DT, LOAD_CELL_SCK);
loadCell.set_scale(); // Set initial scale (adjust after
calibration)
[Link](); // Set the current reading as zero weight
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// Setup RPM sensor

pinMode(RPM_SENSOR_PIN, INPUT_PULLUP);
attachInterrupt(digitalPinToInterrupt(RPM_SENSOR_PIN), rpmISR,
FALLING);

// Connect to Wi-Fi
[Link]("Connecting to WiFi...");
[Link](ssid, password);
while ([Link]() != WL_CONNECTED) {
delay(1000);
[Link](".");
}

// Wi-Fi connected, print the IP address

[Link]("\nConnected to WiFi");
[Link]("IP Address: ");
[Link]([Link]()); // Print the ESP32's IP address

// Define HTTP handlers for routes

[Link]("/", HTTP_GET, handleRoot);
[Link]("/get_data", HTTP_GET, handleGetData);

// Start the server

[Link]();
}

void loop() {
// Calculate RPM
unsigned long currentTime = millis();
if (currentTime - lastRPMTime >= 1000) { // Update every second
rpmValue = (rpmPulses / 2.0) * 60.0; // Calculate RPM (assuming
2 pulses per rotation)
rpmPulses = 0; // Reset pulse count
lastRPMTime = currentTime;
}

// Handle client requests

[Link]();
}

void handleRoot() {
String html = "<html><head><title>Sensor Data</title>";
html += "<script
src='[Link]
html += "</head><body>";

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html += "<h1>Real-Time Sensor Data</h1>";

// Section for live chart

html += "<h2>Live Chart</h2>";
html += "<canvas id='myChart' width='50' height='10'></canvas>";
html += "<script>";
html += "var ctx =
[Link]('myChart').getContext('2d');";
html += "var myChart = new Chart(ctx, {";
html += "type: 'line',";
html += "data: {";
html += "labels: [],"; // Empty array for timestamps
html += "datasets: [";
html += "{ label: 'Weight (kg)', data: [], borderColor: 'green',
fill: false },";
html += "{ label: 'Thrust (N)', data: [], borderColor: 'purple',
fill: false },";
html += "{ label: 'RPM', data: [], borderColor: 'orange', fill:
false }";
html += "]},";
html += "options: { scales: { y: { beginAtZero: true, title:
{ display: true, text: 'Values (kg / N / RPM)' } } } }";
html += "});";
html += "setInterval(function() {";
html += "fetch('/get_data').then(response =>
[Link]()).then(data => {";
html += "[Link]([Link]);";
html += "[Link][0].[Link]([Link] /
1000);"; // Convert grams to kilograms
html += "[Link][1].[Link]([Link]);";
html += "[Link][2].[Link]([Link]);";
html += "[Link]();";
html += "});";
html += "}, 1000);";
html += "</script>";

// Section for live textual data

html += "<h2>Live Textual Data</h2>";
html += "<div id='textData'></div>";
html += "<script>";
html += "setInterval(function() {";
html += "fetch('/get_data').then(response =>
[Link]()).then(data => {";
html += "[Link]('textData').innerHTML =
'<p>Weight: ' + ([Link] / 1000).toFixed(2) + ' kg</p>'
+ "; // Convert grams to kilograms

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html += "'<p>Thrust: ' + [Link](2) + ' N</p>' + ";

html += "'<p>RPM: ' + [Link](2) + ' RPM</p>';";
html += "});";
html += "}, 1000);";
html += "</script>";

html += "</body></html>";
[Link](200, "text/html", html);
}

void handleGetData() {
if (loadCell.is_ready()) {
loadCellReading = loadCell.get_units(10); // Average over 10
readings
}

// Convert load cell reading to thrust in Newtons

thrustN = loadCellReading * 0.0098; // Convert grams to Newtons

// Create JSON response

StaticJsonDocument<200> doc;
doc["timestamp"] = millis();
doc["loadCellReading"] = loadCellReading;
doc["thrustN"] = thrustN; // Add thrust in Newtons
doc["rpmValue"] = rpmValue; // Add RPM value

String response;
serializeJson(doc, response);

// Send JSON response

[Link](200, "application/json", response);
}

void IRAM_ATTR rpmISR() {

rpmPulses++

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Reference
[1] Walter S. Diehl: “Static Thrust of Airplane Propellers”. T. R. No.447,

N.A.C.A., 1934.

[2] Durand, W. F., and Lesley, E. P.: Experimental Research on Air

Propellers-II. T. R. No.30, N.A.C.A., 1920.

3] G. M. Hoffmann, H. Huang, S. L. Waslander, C. J. Tomlin,

“Precision flight control for a multi-vehicle quadrotor helicopter

testbed”, Control Engineering Practice, 19(9), pp. 1023-1036,

2011

[4] S. Bouabdallah, P. Murrieri, R. Siegwart, “Design and control

of an indoor micro quadrotor”, Proceedings of the 2004 IEEE

International Conference on Robotics and Automation, New

Orleans, LA, 26 April-1 May 2004.

5] Agrawal, G. Foil Gas Bearings for Turbomachinery. In 20th Intersociety Conference on

Environmental Systems, SAE Paper 901236, Society of Automotive Engineers, 1990.

[6]. DellaCorte, C.; Pinkus, O. Tribological Limitations in Gas Turbine Engines: A Workshop to

Identify the Challenges and Set Future Directions; NASA TM 2000-210059; National

Aeronautics and Space Administration: Cleveland, OH, 2000.

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