Modeling of Bird Strike On A Composite Helicopter Rotor Blade

AIAA 2017-1991
AIAA SciTech Forum

9 - 13 January 2017, Grapevine, Texas
58th AIAA/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference
Modeling of Bird Strike on a Composite Helicopter Rotor

Blade
Zana Eren1, Samet Tatarolu2, Demet Balkan3, Zahit Mecitolu4
Istanbul Technical University, Faculty of Aeronautics and Astronautics,

Structural Impact Research Group, 34469, stanbul, TURKEY
Bird strike is one of the most important concerns about safety in the aviation industry.
Downloaded by NANYANG TECHNOLOGICAL UNIVERSITY on March 3, 2017 | http://arc.aiaa.org | DOI: 10.2514/6.2017-1991
Bird strikes have been the cause of significant damage to aircraft and rotorcraft structures
and the loss of life. In this study, the transient response of a Lagrangian composite helicopter
blade impacted by a bird is simulated in LS-DYNA software. The smoothed-particle
hydrodynamics (SPH) method and a suitable equation of state are employed for the bird
modeling. Firstly, the impact response of hemispherical-ended cylindrical bird, striking a flat
rigid panel, is studied. After verifying the bird model, a composite helicopter rotor blade is
modeled using MAT54 material model for carbon fiber reinforced plastic face sheets,
MAT126 for NOMEX honeycomb core and MAT181 for rubber material. For this purpose,
SHELL and SOLID cards are employed. The stress effect of centrifugal force and rotation of
blade are investigated in addition to the bird impact scenario that is specified in certification
criteria.
Nomenclature
= Weighing factor for shear term in tensile fiber mode
= Diamater of the bird
= Axial stress in primary direction
= Axial stress in secondary direction
= Shear stress in a-b plane
= Compressive strain value in fiber direction
= Tensile strain value in fiber direction
= Tensile strain value in fiber direction
= Compressive strain value in matrix direction
= Centrifugal force
m = Mass of the bird
= Density of the bird
= Radius to the center of gravity
= Shear strength
= Longitudinal compressive strength
= Longitudinal tensile strength
= Transverse compressive strength
= Transverse tensile strength
= Rotational velocity
I. Introduction
B ird strike is one of the enormous threats that can cause crashing of an aircraft or structural damage resulting in
economic loss. Aircraft fan blades, airfoil edges, windshield or rotorcrafts blades are the parts that mainly
1
Research Engineer, erenza@itu.edu.tr, Corresponding Author
2
Research Engineer, tataroglu@itu.edu.tr
3
Assistant Professor, kececidem@itu.edu.tr
4
Full Professor, mecit@itu.edu.tr
1
American Institute of Aeronautics and Astronautics
Copyright 2017 by Zana EREN. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission.
susceptible to bird strike during the service time. Therefore, authorities request bird-strike proof designs that can
provide protection against these incidents.
In aviation, most of the failures caused by foreign objects have been seen in engine fan blades. The bird strike
incidents involving helicopters are somewhat rare considering most helicopters operate low-down where birds fly
most frequently. Particle strike to the windshield has probably been held in 60% of the fatal helicopter accidents,
generally after colliding with heavy birds. The trend towards faster and quicker helicopters might result in future
problems, especially, windshields might become more vulnerable. Despite the low accident rate of helicopter cases in
all aircraft incidents, there are a high number of incidents affecting flight performance of helicopters.
Between the years 1990-2005, 370 (0.6%) of the 64,734 reported bird strikes to civil aircraft involved helicopters.
Among the reported strikes to helicopters, 186 (50%) caused damage, and only 4% of them have resulted in substantial
damage. Despite the low number of strikes involving helicopters (0.6%) they accounted for more than 12% (2 out of
16) and 24% (34 out of 141) of the total reported aircraft damage and human injuries, respectively 1. During the period
1990-2011, bird strikes involving civil helicopters caused 52 crew injuries and fatalities 2. These statistics show the
high importance of a bird-strike investigation on helicopter components. There is no doubt that experimental
procedures are time consuming and expensive methods. However, for the numerical models, researchers have
investigated bird-strike phenomena experimentally while there have been strong efforts for numerical solution
methods. Willbeck3 developed substitute bird model by doing bird-strike experiments in different velocities. There
are still not many studies due to the fact that doing experiments are rather expensive. After the importance of the bird-
strike has been understood, some bird-strike experimental studies have been conducted48. In some of the studies, full-
scale bird-strike analyses have been conducted such as the impact on windshield area of the helicopter 911. In all of
this studies, results of the experiments are aimed to be used in numerical analyses as a verification tool. In numerical
analysis tools such as LS-DYNA and ABAQUS, Arbitrary Eulerian and Lagrangian (ALE) and Smoothed Particle
Hydrodynamics (SPH) techniques are used to obtain bird-strike on structural components. Some researchers made
numerical studies using Abaqus softwares Coupled Eulerian and Lagrangian (CEL) mesh method for bird-strike
damage analyses on composite parts12,13. LS-DYNA software has extensively been used with ALE or SPH methods
that both of methods contains Lagrangian target parts14. In recent years, bird strike phenomenon which is classified as
a soft body impact due to birds structure has been reviewed by some researchers15,16,17, respectively. In addition to
mentioned research studies, rotational parts such as engine blades and tail rotor parts have been studied by some
researchers 18. However, a bird-impact modeling study for rotating composite rotor blades has not been encountered
in the literature. In this study, numerical analyses of a bird-strike on a rotor blade of a helicopter has been conducted.
Stress distribution due to the rotation is tried to be understood with progressive crush material model such as MAT-
54 in LS-DYNA. In addition to that, related modeling method is explained with the keywords in LS-DYNA. As the
first step of bird-strike analyses, bird substitute model with SPH nodes has been verified by using a previous
experimental study. In addition to the composite progressive crushing material model, MAT181 material card for the
rubber material and MAT126 material card for the honeycomb such as NOMEX has been employed to observe bird
impact damage on helicopter main rotor blade. This study is also a part of the research progress to investigate the
numerical capability of different software while there is an increasing demand for the designing of bird-proof
structures.
II. Verification of the Bird Model

19
Wilbeck firstly demonstrated that a gelatin mixture could be used as a substitute while the advantage of
guaranteeing uniform projectiles. Lastly, open source test results as gelatin bird replica were presented by Lavoie et
al 20. In the present study, verification of the numerical model is done according to Lavoies research, too. Numerical
models are prepared in LS-PrePost environment; 0.305 m by 0.305 m rigid plate is modeled as the target and clamped
from all sides, bird substitute is modeled as a hemispherical ended cylinder and set to 1 kg according to CS 29.631

requirement. As being suggested by many authors previously, a density value of 950 3 is used for the bird model 20.

During the preparation of a bird replica, various values of density can be attained by changing constituents, as stated
in the reference 20. Since the bird anatomy consists of several complex components such as air bags, bone structures
etc., it is not convenient to model a bird anatomy in exactly same way. For that reason, bird-strike researchers have
simplified the bird torso using basic geometric shapes such as straight-ended cylinder, hemispherical-ended cylinder,
ellipsoid and sphere (Fig. 1). Several studies have been carried out for an appropriate shape of the bird, and the
hemispherical-ended cylinder with a length to diameter of 2 has been suggested 21,22. Considering the hemispherical-
ended cylinder and using geometrical relationships, the diameter of the bird can be calculated as:
2
3 8 (1)
=
4
( + 2)
3
Polynomial EOS and hydrodynamic material behavior are taken
from 20. It is noticed that Lavoie et al. 20 took
*MAT_ELASTIC_PLASTIC_HYDRO card data from ref. 23. In the
elastic region, the shear modulus is set to 2 GPa. and yield stress is
set to 0.02 MPa and a plastic hardening modulus of 0.001 MPa.
These parameters do not have a significant effect on the stresses
generated during the impact, as the elastic region is quickly
exceeded. They are set more or less based on the combined
experience of different researchers found in the literature 23,24 and a
polynomial equation of state is used according to the theory

developed by Wilbeck 19. More information on the theory of bird
equation of state can be found in Lavoie et al. 25. The current
Figure 1. Rigid plate and SPH bird verification study was done with the bird impacting the target
(38734 node) model created in LS perpendicularly at a velocity of 100 m/s to compare with one of the
PrePost latest experimental research works (Fig. 2). Contact interaction
between bird and the rigid plate was created with

*CONTACT_NODE_TO_SURFACE keyword
by assuming target plate as slave surface. The
total number of SPH nodes and density are main
parameters that are affecting time cost of the
solution. Then spaces between nodes of each
direction in SPH creation card of LS-PrePost was
decided as 5 mm in order not to have too many
nodes by using smaller spaces. Mass of each
node should be checked by dividing the total
mass of SPH nodes to the number of SPH nodes
in text editor due to possible LS-PrePost
inconsistency.
III. Finite Element Modelling of a

Composite Rotor Blade
A. Construction of the model in LS-PrePost

The composite blade skin is consisting of 6
plies of CFRP with 2 mm thickness per each ply.
Front interior of rotor blade has weight
equilibrium material that is made of rubber
material. The rotor blade is modeled as in the Fig.
3 after simplifying the rotor example in the
laboratory. MAT54, the
*MAT_ENHANCED_COMPOSITE_
DAMAGE which is one of the different
Figure 2. a)Reference test study 20 b) Reference numerical
composite material models for shell elements in
study 20 c)Verification results as a part of our study
LS-DYNA was used. It has been reported in
numerous research that MAT-54 is capable of
simulating the progressive crash response of unidirectional fiber reinforced composites. This model is only valid for
shell elements. *PART_COMPOSITE card using *SHELL elements is not capable of modeling delamination failures
3
as layer by layer. However, other options;
solid and thick shell elements have not been
chosen due to a high number of elements.
Chatiri et al. 26 classified and compared
different modeling techniques of layered
elements including thick shell element in LS-
DYNA. If shell elements are chosen for
composite modeling, using
*ELEMEN_SHELL_COMPOSITE gives
more accurate results on layer direction of
curved surfaces due to fact that this keyword
provides local element coordinate directions.
The elastic material behavior of the

individual plies is calculated depending on
the input of Youngs modulus, shear
modulus and Poissons ratio. Damage occurs
as soon as one of the four criteria defined by
Figure 3. Simplified rotor blade and hemi-spherical ended bird
Chang/Chang criteria27 is met. In addition to
model
these stress-based criteria, the user can
define failure strains as well. When these failure strains (DFAILx) in MAT-54 are defined, the stress level after
meeting the Chang/Chang criteria is kept at a constant level until the failure strains are reached. Then the respective
layer is assigned with zero stiffness properties. Inside a particular shell element, a number of sub-layers can be defined
in thickness direction representing the laminate lay-up. In this study, each single ply was defined by one integration
point with the respective ply thickness and fiber orientation angle. Once all single layers of the shell element have
failed, the whole element is eroded, i.e. deleted from the calculation. The material properties used for modeling of the
blade are summarized in Table 1. Under integrated shell elements of the type Belytschko-Tsay (ELFORM=2) with
the stiffness-based hourglass control (IHQ=4) were used for the modeling of the composite plate. It can be surely
chosen different hourglass control and element type to measure the efficiency of them. The failure calculation of
MAT54 is presented in Eq. 2-6.
Tensile failure, fiber direction:

2 2 0 (2)
> 0 2 = ( ) +( ) 1, {
2 < 0
Degradation after failure: = = = = 0
Compressive failure, fiber direction:

2 2 0 (3)
< 0 2 = ( ) 1, { 2
< 0
Degradation after failure: = = = 0
Tensile failure, matrix direction:

2 2 2
2
0 (4)
< 0 =( ) +( ) 1, { 2
< 0
Compressive failure, matrix direction:

2 2 2 0
2 (5)
2 = ( ) + [( ) 1] ) 1, { 2
+(
2 < 0
Tensile and compressive failure, matrix direction used by the Tsai-Wu failure criterion (MAT55) 28
4
2 2 ( ) 2 0 (6)
2
> 0 =( ) +( ) + 1, { 2
< 0
NOMEX honeycomb core is modeled via *MAT_MODIFIED _HONEYCOMB (MAT126) in LS-DYNA, which
is an orthotropic elasticplastic model used for solid (brick) elements. The hexagonal cell structure of the honeycomb
is thus represented by means of a homogeneous solid element with orthotropic properties. The magnitude of the
components of the stress tensor is defined by 6 loaddisplacement curves, which needs to be experimentally generated
and input to the model via LS-DYNA material cards. 3 curves represent stress-strain curves of compression in W, L,
T directions and the remaining curves are shear stress-strain curves in WT, LT, LW planes. Failure is reached when
the elements stress components under load exceed the permissible values dictated by the empirical loaddisplacement
curves. As a part of this study, curves are provided from ref. 29. Element type formulation for honeycomb material is
chosen from one of the ELFORM=0 and ELFORM=9 that are 1 point co-rotational elements. These element
formulations are provided for only *MAT_MODIFIED_HONEYCOMB by LS-DYNA. It is important to realize that
W, L and T directions should be selected rightly via AOPT option of material definition card. Mechanical properties
of honeycomb material are obtained from ref 2931. Since the LS-DYNA MAT126 material model for honeycomb core
requires the input of stress-strain curves for normal and shear loads, compression-shear tests data are taken from the
reference 29.
As a result, simplified rotor blade with CFRP face sheets and NOMEX honeycomb is modeled as in Figure 5.
CFRP material data is listed in Table 1. The rotor blade is modeled with 4.25 m. length and beam in the middle section
is used as rotor hub connection. The blade
Table 1: Overview of CFRP elastic and failure properties used in this has rubber section as the front spar to
study 34 balance the total weight according to a
() () () decided center of mass. It is well known
153000 10300 5200 that there are a lot of blade designs that
XT () XC () YT () can have a different type of materials such
2540 1500 82 as honeycomb or metal foam as a frontal
YC SC DFAILT DFAILC interior balance weight. the rubber data is
236 90 0.017 -0.0135 taken from the literature 32.
DFAILM DFAILS () () When viscoelastic (in other words rubber
0.1 0.03 225 640 or foam alike) materials are considered, a
various selection of models is provided in
LS-DYNA. Some of these models enable
the use of tabulated input in cases which the actual test data for the material itself is available. MAT_181 (MAT_
SIMPLIFIED_RUBBER) model is adopted as the front spar material. It is possible to use tensile test data of a
specimen with specific dimensions (gauge length, width and thickness). It is also another convenience of the material
that different force displacement curves can be implemented for various strain rates. However, unloading curve of
the material (i.e. hysteresis) cannot be modeled which confines its use to the cases where the damage is limited.
For rubber material, due to its being the front side of the blade with a high possibility of deformation, triangular
mesh elements have been selected. It is inferred from the literature that while using tetrahedral elements for modeling
deformable materials, ELFORM=4 (for moderate strains) and ELFORM=13 (high strains) should be selected due to
their being suitable for complex solid parts 33. For the rubber foam, ELFORM=4; S/R quadratic tetrahedron elements
with nodal rotations are used. The blade that rotates at a constant speed is subject to a constant centrifugal body force
with the magnitude:
(7)
= 2
where F is the centrifugal force, m is the blade mass, is the rotational velocity, and is the radius to the center of
gravity. This is a static load and the resulting stress in the blade is a constant and is referred to as the blade pre-stress.
The term objective stress is used to describe the behavior that this stress is invariant with respect to rigid body rotation.
Fluid induced loads to the blade that are normally being carried by the blade are not modeled in this study. Normally,
fluid induced shape of the blade become reverse conical and it carries twisting, bending loads. However, the current
5
study contains only rotational effects without fluid
interaction on the blade. * CONTROL_ DYNAMIC_
RELAXATION card is employed in explicit solver to
able to have rotational effects. 1 seconds pre-loading
section is cut to not wait a long time after observing
convergence check via
*DATABASE_BINARY_D3DRLF in post-process
section. Additionally, stability of solution is observed
via energy outputs. *LOAD_BODY_R(Y) is employed
for uploading centrifugal force effect as a pre-stress.
*BOUNDARY_PRESCRIBED_ MOTION _SET is
used at root nodes of the model for both dynamic-
relaxation and subsequent dynamic phases. Analyses
were conducted according to the certification criteria.

The related CS 29.631 bird-strike certification claim say
that 1 kg bird impact scenario must be applied onto the
rotorcraft main carrier parts. For this purpose as in the
ref. 20, 1 kg bird with D=93 mm, L=186 mm geometry
Figure 4. Force versus actual change in gauge length was impacted to composite rotor blade design. Blade
for different engineering strain rates for rubber geometry model was initially created in SolidWorks,
material later, ANSYS Workbench and LS-PrePost environments
were used for both meshing and modeling. Cross section
view of the blade is seen in the Fig. 5. In addition to CS
29.631 requirement, as in the real situation; rotational
velocity of the blade is taken as 30 rad/s (approx. 300
rpm) that means around 150 m/s tangential velocity at
assumed impact location that is close to the tip of blade.
The numerical model is consisting of interior solid
parts and exterior CFRP skin. Rubber part in the Fig. 6-
c) is modeled with the connection between face sheets
and solid parts which are created via *CONTACT_
AUTOMATIC_ SURFACE_ SURFACE_TIE_BREAK.
Soft constraint formulation is selected for tie break
Figure 5. Cross section view of blade contact. After a value due to high stress, the connection
between this parts can be failed. The connection between
solid parts is provided via *CONTACT_TIED_NODES_TO_SURFACE keyword.
Figure 6. Mesh representation of a) hemi-spherical bird with 38734 SPH nodes b) rotor blade with 107100
shell elements c) rubber part with 171591 tetrahedron elements d) NOMEX honeycomb part with 47545
tetrahedron elements
6
B. Analyses on Composite Skin
For easy prediction of the pre-stress and the effect of centrifugal forces, the sole composite skin has been analyzed.
Initial rotational velocities of the related parts nodes are ignored during dynamic relaxation and are imposed at the
commencement of the regular transient analysis. In a general manner, gravity loads and centrifugal loads (spinning
bodies) are imposed using *LOAD_BODY_option. Application of loading in transient phase causes instability in
energy and velocity history. In the post-process section of the dynamic relaxation convergence history of the energy
is controlled as in the Fig. 7. It has been inferred from the pre-stress analyses on composite skin that the elements near
the root nodes show higher von Mises stresses than tip elements (Fig 8). According to the centrifugal force definition,
force increase at increasing radius. However, as all nodes are summed at root section, effective stress concentrates at
root section. In transient phase, these centrifugal effects are added to the inertial and bird impact stresses.
Figure 7. a) Dynamic relaxation convergence history curve b) Kinetic energy convergence history curve
Figure 8. Stress map on blade skin with shell elements after pre-loading of centrifugal forces
After the pre-stress phase, stresses on the rotating blade cannot be same. Figure 9 shows stress distribution on the
blade skin at 0.041 s. It has been inferred from the Fig. 9 that, while rotation is continued, stresses increase at the
nodes close to the root section of the blade due to nature of the motion.
7
Figure 9. Rotation of blade skin in transient phase at 0.041 s without pre-stress phase (no pre-stress; only rotation)
Firstly, stationary CFRP skin has been impacted from the close to the tip with 1 kg bird at 115 m/s velocity. Fixed
boundary condition has been applied to the root nodes of the skin. The result in the Fig. 10-a) show that even if the
skin has no interior parts, it withstands the bird load. At 150 m/s bird impact velocity, some of CFRP skin elements
are deleted for both composites that have 6 plies with 0/90 layup and 45/-45 layup, respectively (Fig. 10-b) and 10-
d)). However, undeleted CFRP skin having 0/90 orientation angles does not show same behavior for 45/-45 orientation
angles and some of the elements are deleted.
Figure 10. von Mises stress distribution on stationary blade skin with shell elements after bird strike a) on 0/90
lay-up at 115 m/s b) on 0/90 layup 150 m/s c) on 45/-45 layup 115 m/s d) on 150 m/s 45/-45 layup
C. Results of Impact on Filled Blade

Lastly, the hemispherical bird traveling at 115 m/s velocity is impacted to the pre-stressed and rotating blade.
Rotating blade means 30 rad/s angular velocity (it means 154 m/s tangential velocity at bird impact area). According
to specified boundary conditions, root section of all parts has only prescribed boundary condition. According to the
previous analyses, it has been understood that, after pre-stress phase, the blade will be more stressed with continuing
rotation of motion. However, due to the logic of explicit analyses, modeling large period of the time is not
computationally efficient. Additionally, after the pre-stress phase, it is not waited for the complete one rotation to
impact the bird at same point. With the assumption of the increasing stresses on the blade should be in consideration
8
for manufacturing issues. It can be inferred from the analyses that root section of the blade had the highest effective
stresses. Related with the issue stress distribution on the front spar that is modeled as rubber is given in the Fig. 11-
a). During the analysis, the highest stress distribution is read from the rubber part comparing to all other parts.
However, rubber material shows highly resist behavior against this level stress. The noticeable point on the issue is
that middle part which is modeled with the elastic-plastic behavior of aluminum properties acts near the yielding
points of it that are approximately 115 MPa (Fig. 11-b)). For the root connection parts which are placed as this material
should resist higher level of stresses. In practically, middle part carries all weight of the blade due to its rotor
connection. However, in the current study because of the simplification all parts are given a rotational velocity in
addition to giving to all of them a centrifugal force effect. As stated earlier for the middle part, NOMEX honeycomb
as a core material in the trailing side shows high effective stress around the 115 MPa (Fig. 11-c)). The results conform
with experiential data that we collected from the in-service parts. Due to the fact that soft body impact is a localized
impact, the initial impact of the bird causes localized stress on the composite skin and deletes some of the elements
(Fig. 11-d)). When time-dependent stress distribution on solid parts is investigated, it is seen that stress level becomes
around 90 when impact reaches to the solid part in the middle. Since rubber material shows durability, critical stress
values are not encountered on it. Figure 12 represents localized composite failure and stress behavior on the interior
solid parts.
a) b)
c) d)
Figure 11. a) Root side of spar section with rubber material after the bird strike b) aluminum part in the middle
c) NOMEX honeycomb d) when bird strike occurred on the CFRP with 6 plies 0/90 layup
9
Figure 12. a) Model with shell skin part at 0.128 ms. b) interior solid parts at 0.777 ms.
IV. Conclusion
It is inferred from the initial analyses that efficient numerical modeling is provided via SPH method. It is observed
that stacked elements should be used to observe failures among layers instead of using integration points of one
element. However, due to a high number of elements, shell type elements are chosen for modeling of all 6 plies of the
composite via 6 integration points. It has been concluded that helicopter rotor blade after being loaded with rotational
forces shows different stiffness behavior. Higher stresses develop at root side of the blade. To show this behavior, two
phase analyses are conducted; rotating force loading as first step and dynamic impact case as the second step. In
addition to rotation effect, composite failures created by bird-strike are investigated with LS-DYNA MAT54 material
model. 6 plies lay-up of CFRP with 0/90 stack directions have shown higher strength than 45/-45 stack directions.
The efficiency of contact definitions between layers needs further investigation comparing with experimental
procedures. As a result of this study, MAT181 and MAT126 material cards are showed consistent results with
tetrahedron elements in LS-DYNA. Further study related with element types such as thick shells with ELFORM=3, 5
and different element formulations of solid parts should be conducted. For the exact decision related to the stress
distribution in all parts of the blade, fluid structure interaction should be encountered in the analyses.
Acknowledgments
The authors would like to acknowledge the financial support from the Turkish Aerospace Industries Inc. (TAI)
through the Rotorcraft Technology Center (DKTM) Research Program.
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11

Modeling of Bird Strike On A Composite Helicopter Rotor Blade

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Modeling of Bird Strike On A Composite Helicopter Rotor Blade

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AIAA 2017-1991

AIAA SciTech Forum

Modeling of Bird Strike on a Composite Helicopter Rotor

Istanbul Technical University, Faculty of Aeronautics and Astronautics,

II. Verification of the Bird Model

polynomial equation of state is used according to the theory

between bird and the rigid plate was created with

III. Finite Element Modelling of a

A. Construction of the model in LS-PrePost

The elastic material behavior of the

Tensile failure, fiber direction:

Compressive failure, fiber direction:

Tensile failure, matrix direction:

Compressive failure, matrix direction:

were conducted according to the certification criteria.

C. Results of Impact on Filled Blade

12 Heimbs, S., Bird strike simulations on composite aircraft structures.

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