Kingston University: London

Kingston University
London
AEM011/ AEM111
Further Aerospace Structures and Materials
Analyses of a Helicopter Airframe and Bodyshell
Lecture: Dr. George

Simpson
Done By:
Nicolau Iralal Morar (K0535886)
Alexander Tadesse (K0541566)

AEM011/AEM111Further Aerospace Structures and Materials
ABSTRACT
A FEA analysis of helicopter airframe and bodyshell is undertaken for design requirements.
Static and modal analyses are performed using commercial software ANSYS 12.1. The Shell
Elements are applied to model the airframe skin and strengthen the bodyshell while
Structural Mass used to apply additional loads to model in present helicopter airframe and
bodyshell. Real Constant is defined for each main component for structural improvements
and the type of materials in used are defined so that the different components can be
meshed at different settings. The restrains and forces were applied for the static analysis.
The areas of maximum displacement were identified as well as the von Mises stress
concentrations, deflection analysis. The model was subjected to vibration analysis and
indentifying the critical areas for the further improvement of the internal structural of the
helicopter airframe design. The model is subjected to further improvement by replacement of
the aluminium sheet to honeycomb material. The approach has proven significantly
improvements on the critical areas.
1|Page
TABLE OF CONTENTS
ABSTRACT............................................................................................................................ 1
TABLE OF CONTENTS......................................................................................................... 2
LIST OF FIGURES................................................................................................................. 3
LIST OF TABLES................................................................................................................... 4
INTRODUCTION.................................................................................................................... 5
AIM......................................................................................................................................... 7
1. STRESS/DEFECTION EVALUATION................................................................................8
1.1 INITIAL SETUP.............................................................................................................8
1.1.1 ELEMENT TYPES............................................................................................9
1.1.2 SETTING UP THE REAL CONSTANTS.........................................................10
1.1.3 ADDING MATERIALS MODEL.......................................................................11
1.1.4 MESHING THE MODEL.......................................................................................11
1.1.5 MODEL SOLUTION.............................................................................................12
1.2 LOAD CASES........................................................................................................15
1.2.1 LOAD CASE 1......................................................................................................15
HAND CALCULATIONS................................................................................................15
1.2.2 LOAD CASE 2......................................................................................................... 16
2. VIBRATION CHARECTIRISTICS..................................................................................18
REFERENCES..................................................................................................................... 20
2|Page
LIST OF FIGURES
Figure 1 -Actual Helicopter Bell 206/FEA Model of Helicopter Bell 206..................................5
Figure 2 - Key Locations [2]....................................................................................................6
Figure 3 – Element Types [2].................................................................................................9
Figure 4 – Adding Element Type............................................................................................9
Figure 5 – Hand Calculations for the ADMSUA set up.........................................................10
Figure 6 - Adding Real Constants.........................................................................................11
Figure 7 - Adding Materials Model........................................................................................11
Figure 8 -.............................................................................................................................. 12
Figure 9 -.............................................................................................................................. 12
Figure 10 – Adding Structural Gravity/Displacement............................................................13
Figure 11 – Adding Structural Force & Solve Model.............................................................13
Figure 12 – Reaction Force Applied.....................................................................................15
Figure 13 – Adding Structural inertia....................................................................................16
Figure 14 – Applying Solver Solution....................................................................................16
Figure 15 - Modal Analysis Command Menu Options...........................................................19
Figure 16 – Solve Modal Analysis command menu..............................................................19
Figure 17 – Displacement for vector sum Mode 80.304 Hz..................................................21
Figure 18 - Displacement for vector sum Mode 80.304 Hz...................................................22
Figure 19 - Displacement for vector sum Mode 76.39 Hz.....................................................22
Figure 22 - Displacement for vector sum Mode 37. 978 Hz..................................................24
Figure 23 - Displacement for vector sum Mode 36.54 Hz.....................................................24
Figure 24 - Figure 23 - Displacement for vector sum Mode 13.603 Hz.................................25
3|Page
LIST OF TABLES
4|Page
INTRODUCTION
The design of the helicopter airframe structure has been a physical phenomenon of interest
for the challenging requirements for high strength-to-weight ratio without affecting the
acceleration levels imposed by high pull-up. And the structural vibration phenomena that
occurs due to as a result of excitation from the engine, main rotor and tail rotor. This requires
achieving minimum of structural vibration levels in the airframe and bodyshell. The present
FEA analyses focus on a simplified airframe and bodyshell modelled upon a commercial
helicopter, Bell 206.
Figure 1 -Actual Helicopter Bell 206/FEA Model of Helicopter Bell 206
The main crucial components in a helicopter design model that affects the airframe and
structural performance are: main engine and gearbox mount, tail and rotor, fuel area,
payload and cabin area, canopy and windscreen. All such parts are made by metal or
composites. Typically, tubular and sheet metal panels are made of aluminium and
windscreens and windows are formed by polycarbonate sheeting [1].
The supra cited components are lightweight and stiff as they support load or resist a stress
placed on it. The stress creates a defection or deformation in the airframe or panel. The
present project involves static analysis to evaluate structural self weight loading, a modal
analysis to identify and investigate the engine-induced vibration effects and characteristics
5|Page
on the airframe structure. Finally, improvements to the airframe structure using sandwich
panel and re-analysis of the structural performance of the model.
The key locations on airframe and bodyshell structure on the present model are as shown:
Figure 2 - Key Locations [2]
6|Page
AIM
The aim of this project study is to exercise an analysis of the designing a helicopter airframe
and bodyshell through an evaluation of the stress and vibration behaviour of internal parts of
structure design of the helicopter model.
OBJECTIVES
The main objectives for the present project are as follow:
1) Undertake a static analysis, a stress/deflection evaluation for the basic airframe and
bodyshell using software ANSYS:
 Model an acceptable structure entirely from solid sheet material and with added
masses.
 Perform self-weight analysis of the helicopter model to instigate the complete
mass of the airframe and bodyshell at two different load cases.
I. To achieve a maximum deflection of 10mm in any direction, when
applying main rotor full power torque + vertical acceleration of 3.5g at
gearbox mount location point. .
II. To achieve the target mass of 450kg for the airframe and bodyshell
structure, excluding added masses.
2) To perform modal analysis of the final airframe and bodyshell structure and highlight
the worst case modes.
3) Re-analysis of the airframe and bodyshell structure to improve its stress, self-weight
and vibration behaviour by replacing aluminium alloy sheet to honeycomb sandwich
sheet material at appropriate components.
7|Page
8|Page
1. STRESS/DEFECTION EVALUATION
1.1 INITIAL SETUP
The global model has been provided, however it is essential to define the element type, real
constants, and material numbers for helicopter model before setting up in the ANSYS. The
bellow table from 1 to 3 provides data for the initial setup. For the solid sheet material, an
Aluminium Alloy 2024-T3 is used and a Cast Acrylic for the cabin and payload bay window
panels. The aluminium honeycomb used in afterwards analysis and its material properties is
defined on the further section of this report, although the real constant will remain same as
Set 1.
Al-Alloy Cast
2024-T3 Acrylic
Material Type No. 1 2
Density (kg/m3) 2800 1200
Young Modulus, E (GPa) 70 3
Yield Stress (MPa) 300 80
Poison’s Ratio 0.3 0.3
Element Type Shell 93 Shell 93
Real Constant 1 2
Table 1- Model Materials
For the subject analyses, the aluminium plate thickness is available in increments of 0.5 mm
(1, 1.5, 2, 2.5, and 3), available thickness for acrylic are: 6, 9, 12, and 15. The concentred
masses added to the model using the point mass element MASS 21, as follows (Refer to
figure 2).
Real Constant (Key Locations)

Engine Gearbox Tail Gearbox Pilots & Fuel
Payload
Attachment Attachment Attachment Equipment Tank
Mass
120 (30x4) 160 (40x4) 30 (15x2) 200 (100x2) 400 600
(kg)
Real
3 4 5 6 7 8
constant
Load
Nnnnnnn ADMSU ADMSU
Points Points Points Points
Applied A A
Table 2 – Real Constant for Model
1.1.1 ELEMENT TYPES
Defining element type is essential for the effective meshing of the global model. The present
study analysis a shell element is suggested for use on airframe and bodyshell. The shell
9|Page
element in use is SHELL 93 for the part 1 and 2, and SHELL 93 for part 3. These elements
as following features:
Figure 3 – Element Types [2]
The SHELL 93 is mainly well defined to structure shell curve models. However, SHELL 91
can be applied for thick sandwich structure model. Both element types have six degrees of
freedom at each node. The element(s) has plasticity, stress stiffening, large deflection and
large strain capabilities [2]. The SHELL 91 is applied to replace the Al-Alloy sheet to
honeycomb sheet for stress/weight/vibration improvements. The structural mass element
type MASS 21 is used to apply on the point masses to the model at different key locations
(Refer to Figure 1 and the table 2). This element has a single node point having up to six
degrees of freedom and nodal translations can be seen in the figure 4.
Figure 4 – Adding Element Type
1.1.2 SETTING UP THE REAL CONSTANTS
The following step was to set up the real constants for the thickness of the shells, added
masses, and distributed load. A set of 8 different real constant been added to solver model,
10 | P a g e
as map in figure 1. The main advantage of having different real constants at key locations is
that the changes can be done in order to identify deficiencies and achieve structural
improvements for an acceptable stress to weight ratio and vibration characteristics for the
global model assigned.
The distributed load is applied on the fuel tank floorplate and payload area. This application
is followed by mass per unit area to the Real Constants for Shell Elements using ADMSUA.
However, hand calculations were performed for the payload area and fuel tank floorplate.
Figure 5 – Hand Calculations for the ADMSUA set up
11 | P a g e
Figure 6 - Adding Real Constants
1.1.3 ADDING MATERIALS MODEL
The materials defined for the model and properties being used are referenced on the table 1.
However, the aluminium honeycomb material properties are referenced on the section 3 of
this report. These materials are added to the solver as shown:
Figure 7 - Adding Materials Model
1.1.4 MESHING THE MODEL
The model mesh set up is defined by the default attributes according to the element type,
material number and real constant so that specific mesh area is correctly run by the solver.
The model and key components were meshed using Tri Free option. This meshing option is
used for curve and irregular shaped objects. Alternately, Quad Mapped would be an option
for regular shaped object such as payload area. However, due to the overall geometry of the
12 | P a g e
global model the Tri Free mesh yields better results as Quad Mapped mesh. The key areas
where the shell element used was 0.1m element edge length.
Meshing the key point masses on the model is performed by the MASS 21 elements option.
(Refer to Table 2) More, the key areas are meshed either by areas or key points on the
mesh tool command.
Figure 8 – Mesh Options
Figure 9 – Setting Meshing Atributes
Once the meshing sequence is completed, the model is then restrained and forces applied
to run the solution. The command menu is explained in the next paragraph.
13 | P a g e
1.1.5 MODEL SOLUTION
The global model has 3.5 x gravity force to taken in account for the inertia, also a restrain at
gearbox attachment points due to pull-up with zero displacement at all degrees of freedom.
The restrain is in all degree of freedom so that the model is completely stationary at that
point. The force acting on the model is applied on the tail gearbox attachment points. An
appropriate choice of displacement and force restrains were applied at the gearbox
attachment points as shown in the figure 10 and 11.
Figure 10 – Adding Structural Gravity/Displacement
Figure 11 – Adding Structural Force & Solve Model
14 | P a g e
After adding restrains and forces to the model, solution can be obtain through post
processing. The common command menu as follows:
 Utility Menu/General PostProc/Plot Results/Contour Plot/Nodal Solution/Stress/von

Mises Stress
 Utility Menu/General PostProc/Plot Results/Contour Plot/Nodal Solution/DOF
Solution/Displacement vector sum
 Utility Menu/General PostProc/List Results/Reaction Solution/FY
As an example, the structural force and reaction is in Y direction for the dry self-weight
analysis and in the direction that gravity was applied, thus the structural FY reaction option
can be selected. The post-processing can display a variety of plots in different reaction
directions and provides an excellent tool for structural analysis.
1.2 LOAD CASES
For the present section two load cases are investigated. The first case, main rotor full-power
torque to be resisted by an appropriate thrust load on tail gearbox attachment points in order
to achieved a maximum deflection of 10mm in any direction. Second, a self- weight
evaluation for an acceptable airframe and bodyshell structure (excluding added masses) to
be on target range of 450kg.
15 | P a g e
1.2.1 LOAD CASE 1
HAND CALCULATIONS
In order to establish the load and constrains to apply on the gearboxes key points, moments
on the main rotor full power torque needed to be determined.
Figure 12 – Reaction Force Applied
The reaction force applied at each point on the tail gearbox attachment points found to be
524.20 Newton’s.
16 | P a g e
1.2.2 LOAD CASE 2
The self-weight evaluation is carried out in ANSYS in order to determine the target total dry
weight of the global model. A table was created on Excel spreadsheet for the evaluation,
which illustrates the material type, element type, real constant and the weight analyses at
different material thickness. The material thicknesses used for the evaluation are defined by
the real constants and the static solution run. Initially a constant fixed thickness of the
acrylic panel was applied with increments of 0.5mm on the aluminium alloy airframe and
bodyshell (refer to table 4). The self-weight evaluation sequence as follow:
First, applying the different material thicknesses as initially defined from the table 1. Next,
applying the inertia, gravity on the subject model:
Figure 13 – Adding Structural inertia

 1 Finally, Static Solution:
17 | P a g e
Figure 14 – Applying Solver Solution
Complete solutions of the results are tabulated bellow for the evaluation. The ANSYS
simulations on the global model are saved under file Simulations part1_LC1. The main folder
contains five files for each analysis defined, since the only thickness fixed was real constant
set 2 (1, 6, 9, 12, 15mm) for the cast acrylic and aluminium alloy set 1 is in increment of 0.5
starting from 1 mm.
Table 3 – Self-Weight (excluded masses)
The Table 3 highlights the results from the static solution run for the dry self-weight. For the
acceptable and target mass criteria of 450 kg is in the region of material thickness
highlighted in yellow and green. However, the yellow highlighted material thicknesses region
is out of limits in terms of design due to the constraint of the material applicability, the stress
levels and safety of factor would breach the specified. More, ANSYS simulations were run in
order to investigate the effective stiffness for the helicopter and further improvements are
made, by replacing the aluminium sheet to aluminium honeycomb.
18 | P a g e
2. VIBRATION CHARECTIRISTICS
In this section, a vibration analysis is to carry out an evaluation of the helicopter model
natural frequencies in order to minimise the structural and human body integrity. A modal
analysis on the final airframe and bodyshell structure from the section 1 with no constrains
applied to the model. The analysis is run in a suitable range frequencies based upon the
driving frequencies arise from the helicopter power plant due to fundamental rotary
aerodynamics. The minimum frequency that the helicopter must meet is 100 Hz for the
modes in analysis. The minimum frequency is found through the following relationship:
The engine speed at full power = 6000 rpm
Main rotor speed at full power (two bladed rotor) = 400 rpm
Tail rotor speed at full power (two bladed rotor) = 2500 rpm
Since,
The engine,
Main rotor,
Tail rotor,
The three selected frequency bands of about 30 Hz as follows:
Ban Frequency
d Range (Hz)
Low 5 – 35
Mid 35 – 65
High 75 -105
Table 4 – Frequency Range
19 | P a g e
These entails capture and select appropriate modes from the airframe and bodyshell, and
critical areas such as the cockpit and pilot cabin. The six worse case modes are highlighted
with respective frequencies and investigation their effect on the helicopter model.
The initial set up for the modal analysis command sequence, as follow:
1. Utility Menu/File/Switch Output to/ extension out. file

2. Utility Menu/Preprocessor/Loads/Analysis Type/New Analysis/Modal/ok
3. Analysis options/ Block Laczos (Refer to Figure 14 for the options to be selected)/ok
4. Utility Menu/ Solution/ Solve/ Current LS
Figure 15 -
Modal
Analysis Command Menu Options
20 | P a g e
Figure 16 – Solve Modal Analysis command menu
A modal analysis determines the vibration characteristics (natural frequencies and mode
shapes) of a structure.
 Damping is ignored in a modal analysis.
 Any applied loads are ignored.
 Prestressed modal analysis requires performing a static structural analysis first. In

the modal analysis you can use the Initial Condition object to point to the Static
Structural analysis to include prestress effects.
 If the analysis is a pre-stress modal analysis and your model includes contact
connections, their effects are calculated based on their status at the beginning of the
static analysis. Commands objects can be added if a different behavior is required.
See Performing a Prestressed Modal Analysis in the Structural Analysis Guide for
more information.
Number of Modes: You need to specify the number of frequencies of interest. The default is
to extract the first 6 natural frequencies. The number of frequencies can be specified in two
ways:
1. The first N frequencies (N > 0), or
21 | P a g e
2. The first N frequencies in a selected range of frequencies.
Highlight the Solution object in the tree to view a bar chart of the frequencies obtained in the
modal analysis. A tabular data grid is also displayed that shows the list of frequencies.
You can choose to review the mode shapes corresponding to any of these natural
frequencies by selecting the frequency from the bar chart or tabular data and using the
context sensitive menu (right mouse click) to choose Create Mode Shape Results. You can
also view a range of mode shapes.
You can view the mode shape associated with a particular frequency as a contour plot. You
can also animate the deformed shape. The contours represent relative displacement of the
part as it vibrates.
Mode shape pictures are helpful in understanding how a part or an assembly vibrates, but do
not represent actual displacements. If there are structural loads present in the environment,
then the frequencies and mode shapes will depend on the loads and their magnitudes [2].
2.1 VIBRATION ANALYSIS RESULTS
The results are extracted to the output file containing Data from the modal participation at
each degree of freedom. The modal frequency and effective mass are summarised and
tabulated.
Frequency Band No. 5 -35

X Y Z ROT X ROT Y ROT Y
Total
MOD FREQUENC Effectiv Effectiv Effectiv Effectiv Effectiv Effectiv
Effective
E Y e Mass e Mass e Mass e Mass e Mass e Mass
Mass (kg)
(Kg) (Kg) (Kg) (Kg) (Kg) (Kg)
9.84E- 7.13E- 9.07E- 5.47E- 1.03E- 1.42E-
1.034E-05
1 11.6095 21 21 23 09 05 11
8.31E- 9.42E- 7.83E- 1.12E- 6.54E- 4.40E-
1.118E-07
2 12.846 23 21 23 07 13 12
4.40E- 1.64E- 2.82E- 1.95E- 4.57E- 4.47E-
1.952E-07
3 13.0158 22 20 24 07 11 13
7.04E- 6.34E- 1.11E- 4.15E- 5.02E- 1.51E-
4.155E-07
4 13.6026 22 20 22 07 11 11
1.00E- 2.39E- 1.75E- 3.08E- 7.13E- 4.16E-
3.085E-10
5 14.4692 22 23 24 10 14 13
6 14.5566 4.23E- 4.73E- 1.16E- 3.02E- 5.18E- 5.11E- 5.655E-11
22 | P a g e
22 23 27 13 12 11
4.93E- 2.72E- 3.15E- 3.66E- 2.04E- 3.48E-
3.662E-07
7 17.4083 24 20 22 07 11 12
1.54E- 9.18E- 7.82E- 1.26E- 1.88E- 1.64E-
1.264E-06
8 17.6491 22 20 22 06 10 10
7.35E- 1.86E- 2.72E- 2.32E- 1.63E- 6.12E-
2.338E-07
9 17.6717 23 20 22 07 09 11
3.06E- 7.82E- 7.14E- 9.32E- 1.76E- 5.54E-
9.339E-10
10 18.7319 24 23 22 10 12 13
1.18E- 2.34E- 2.37E- 2.59E- 1.03E- 3.15E-
Total = 20 19 21 06 05 10 1.293E-05
Table 5 - Modal Frequency in the range of 5 – 35 Hz
Frequency Band No. 2 (35 - 65 Hz)

Total
MOD FREQUENC Effective Effective Effective Effective Effectiv Effective
Effective
E Y Mass Mass Mass Mass e Mass Mass
Mass (kg)
1.34E-
1 35.0164 2.66E-02 9.23E-05 1.18E-02 4.03E-02 03 3.44E-02 0.11
9.44E+0 3.79E- 2.77E+0
2 35.2881 0 4.50E-09 3.04E-04 1.11E-03 01 1 37.49
3.66E-
3 35.8555 1.80E-03 7.80E-01 3.90E-01 9.83E-01 04 5.37E-03 2.16
1.30E+0 1.33E- 3.80E+0
4 36.54 0 1.25E-03 1.03E-04 4.87E-04 01 0 5.24
1.69E-
5 36.8319 2.59E-03 3.18E-02 2.78E-02 3.84E-01 04 7.45E-03 0.45
4.75E+0 1.22E-
6 37.2945 7.05E-05 0 2.35E-02 4.02E-02 06 2.31E-04 4.81
1.98E+0 4.85E+0 1.68E+0 2.77E-
7 37.9784 5.97E-09 0 1 2 07 2.67E-07 218.41
1.14E+0 3.59E+0 2.06E-
8 38.5539 1.04E-04 1.76E-01 0 0 07 3.21E-04 4.91
2.88E-
9 38.9038 2.06E-06 2.21E-04 1.85E-01 7.50E-01 07 4.98E-06 0.93
7.63E-
10 38.9938 1.65E-02 7.30E-10 1.94E-03 7.10E-03 02 2.21E-02 0.12
1.08E+0 7.71E+0 5.02E+0 1.74E+0 5.90E- 3.15E+0
Total = 1 0 1 2 01 1 274.65
Table 6- Modal Frequency in the range of 35 -65 Hz
Frequency Band No. 3 (75 - 105 Hz)

Total
MOD FREQUENC Effective Effective Effective Effective Effective Effective
Effective
E Y Mass Mass Mass Mass Mass Mass
Mass (kg)
1 75.2427 1.06634 1.87E-03 1.89E-04 1.59E-03 7.07E-02 3.63612 4.78
23 | P a g e
2 76.1123 6.37E-03 0.854249 0.432309 2.34881 4.67E-05 2.26E-02 3.66

3 76.3931 12.5207 1.68E-02 2.70E-02 0.124329 4.41E-02 45.0347 57.77
4 76.4188 0.234928 6.16E-02 6.67E-03 5.53E-03 9.31E-04 0.845681 1.16
5 76.945 11.0891 7.23E-05 5.00E-05 1.11E-04 2.46E-02 40.3311 51.45
6 77.4783 6.35E-03 0.742173 3.57E-02 0.396741 4.76E-04 2.12E-02 1.20
7 79.0965 0.576825 1.17E-03 3.97E-03 1.72E-02 5.95E-02 1.93314 2.59
8 79.7835 0.176669 3.04162 0.742126 4.77338 4.14E-04 0.627387 9.36
9 80.3037 5.42761 7.71E-05 1.01E-02 3.65E-02 8.59E-02 19.0667 24.63
10 80.4732 42.02 3.56E-04 1.58E-02 6.22E-02 0.577163 147.433 190.11
Total = 73.12 4.72 1.27 7.77 0.86 258.95 346.70
Table 7 -Modal Frequency in the range of 75 -105 Hz
The effective mass values illustrate in what extent of the total mass is in displacement at
each mode. By analysing the results of the mode shapes and effective mass values, A
selection of six worst mode cases are highlighted and corrective actions being analysed to
mitigate and improve the internal structure behaviour.
Figure 17 – Displacement for vector sum Mode 80.304 Hz
24 | P a g e
Figure 18 - Displacement for vector sum Mode 80.304 Hz
High displacement values on the fuel bay area on left side wall with a maximum
displacement of 154.156 mm at 76.945 Hz. Mode 5 at Frequency Band no. 3.
High displacement values on the pilot cabin window area on the right hand side with a
maximum displacement of 97.055 mm at 80.304 Hz. Mode 10 at Frequency Band no. 2
25 | P a g e
Figure 20 -
Displacement for vector sum Mode 80.473 Hz
High displacement values on the fuel bay area on the left hand side with a maximum
displacement of 81.463 mm at 76.39 Hz. Mode 3 at Frequency Band no. 3.
Figure
21 - Displacement for vector sum Mode 35.288 Hz
High displacement values on the on the pilot cabin window area on left hand side with a
maximum displacement of 97.805 mm at 80.473 Hz. Mode 10 at Frequency Band no. 10
26 | P a g e
Figure 22 - Displacement for vector sum Mode 37. 978 Hz
High displacement values on the on the payload area on left hand side with a maximum
displacement of 104.898 mm at 35.288 Hz. Mode 2 at Frequency Band no. 2
Figure 23 - Displacement
for vector sum Mode 37. 978 Hz
High displacement values on the on the payload back side area with a maximum
27 | P a g e
High displacement values on the on the payload bay window area with a maximum
Figure 25 - Figure 26 - Displacement for vector sum Mode 13.603 Hz
High displacement values on the cabin windshield window area with a maximum
28 | P a g e
The graph and the screen plots illustrate the most important frequencies and modes of
participation ratio and effective displacement cause by the vibrations on the internal structure
of the helicopter model.
1. At the 37.978 Hz mode, the plot illustrates a huge deflection on the payload back side
area as can be seen in the Figures 21. The maximum displacement values are high in
range of 172.228 mm. The frequency in range may cause head, neck, and vision
problem. Thus, the area in reference needs to be replaced in order to reduce this
displacement.
2. At the 76.945 Hz and 76.39 Hz, the fuel tank left hand side area shows evidence of
maximum displacement in range of 81.483mm to 154.168mm as illustrated in Figures 17
and 19. This frequency mode may create risk to structural integrity of the fuel tank area.
The airframe and bodyshell has to be replaced to improve the stiffness in local area.
3. The mode frequency 35.288 Hz, gives clear illustration of the maximum displacement of
104.98mm on the payload floorpate as per Figure 20. This modal frequency will put in
risk the all payload section of the helicopter. Thus a further improvement on the area is
necessary
4. The payload bay window area shows evidence of high maximum displacement values at
approximately 164.506mm at 36.54 Hz as per Figure 23. This requires also strengthen of
the adjacent airframe and bodyshell.
5. Both cabin window areas, exhibits a frequency in the range of 81.00 Hz and a maximum
displacement at approximately of 97.08mm as show in the Figures 18 and 20. This mode
of frequency creates risk and integrity of the pilot. The window panels may have to be
reinforced in order to reduce the risk by increasing the material thickness or replacing the
surrounding airframe.
29 | P a g e
6. At 13.602 Hz mode, the main windshield window illustrates a huge displacement at
approximately of 337.7 mm. This mode of frequency is critical to human conditions and
may cause discomfort. The structural of the cabin and pilot area will be strengthening in
the next section of this report.
Overall the main key locations needed be improved, will highlight on the next section.
3. SANDWICH PANEL
It is imperative to model the sandwich panel in a correct manner. Accompanied by a hand
calculation, it is possible to predict the Young’s modulus of the honey comb material to be
used. Figure 27 shows the dimensions of the sandwich material to be used.
200mm
51.96 mm
20 mm
Figure 27 - Sandwich panel to be modelled
The initial test piece dimension has Al skin thickness 1mm each separated by 20mm by a
Aluminium core 0.1mm (equilateral hexagonal prisms). Since we want to model a core
thickness of 20 mm, there is no need of scaling operation of the geometry. However, the
scaling process is worth exploring and describing for future work.
If in case it was required to scale a 10mm core thickness, scaling will be applied to the
model to the area only using the commands as shown below. This operation only the core
30 | P a g e
thickness and will not in any way affect the shape or size of the hexagonal honeycomb cell.
The scaling process is discussed to show that different thickness of core material can be
used to obtain an optimized result.
Figure 28 - scaling command
Figure 29 - Scaling areas by a factor of 0.5 to obtain 10mm core
31 | P a g e
Figure 30 - Checking the Scaled core thickness by KP distance tool.
For the 20 mm thick Aluminium core material, the original test piece will be used to simulate
the static loading. To do this, Shell 93 element is selected followed by two real constants for
the skin and core material thickness as shown in the figure below
Figure 31 -real constants showing shell thickness
32 | P a g e
The material properties can now be included with the respective Young’s modulus,
Poisson ratio and density. (Aluminium alloy 2024-T3 density 2800 kg/m3 , Young’s
Modulus 70 GPa )
Figure 32 - Aluminium alloy 2024 material Property
At this point, the sandwich panel is now ready to be meshed. It should be noted that
the skin and core material be meshed using Quad Mapped and Tri Free respectively.
This is to obtain an optimized mesh due to the geometrical variation. Quad mapped
is more effective for a flat surface where there are not bends or curvatures. Since the
core material is arranged in the form of hexagonal prisms, using tri free mesh will
deliver better results.
Once the correct mesh attribute is selected using [Select---Entries---Areas--By
Num/Pick—Unselect--ok] , the core and skins can be meshed explicitly. A global
element size of 0.005 will be set for mesh. Figure 32 shows the selection technique
employed to separately select the relevant areas.
33 | P a g e
Figure 33 -Selection filtering tool
Once the meshing is complete, boundary conditions can now be applied to the model.
Figure 34 -Meshed sandwich panel with real constant numbering and colouring
34 | P a g e
As part of the boundary condition, a global inertial vertical acceleration of 9.81 m/s2 is
applied to the model.
Figure 35 – Sandwich panel Modelling Applying gravitational acceleration
The sandwich panel can now be constrained as follows.Structural displacement constraints
are added by apply displacements UY=0 on the shorter edges, UX=0 on key points at the
two left-hand corners and UZ=0 at the origin. The constrained model is shown in the figure
below.
Figure 36 - Restrained sandwich structure
35 | P a g e
The model is now ready for the simulation and follows the command
Menu—Solution—Solve--Current LS---Ok
Figure 37 - Deformed Contour plot for deflection due to self weight.
The analysis outputs a maximum deflection of 2 x 10-6 m . This deflection value will help
predict an approximate Young’s Modulus of the honey comb core that will equivalently
represent by using a shell 91 element
Once the sandwich panel is installed as follows …….
36 | P a g e
CONCLUSION
The static and vibration analysis of the helicopter has demonstrated that the model needed
further structural improvement. The approach of changing the material thickness showed
that the weight increased and structural behaviour showed no changes. The honeycomb
approach has significantly improved the stress and vibration characteristics due to the
aluminium honeycomb having high strength to weight ratio. The structural improvements
yielded in good results as well as modal vibration.
To sum up the report, the project in study was the most important learning curve, familiarise
with ANSYS interface and FEA applications in modelling and designing of components. The
use of the FEA software applications can be advantageous in reducing the weight of
structures and cost of the materials and manufacturing.
37 | P a g e
REFERENCES
[1] http://www.madehow.com/Volume-1/Helicopter.html (Accessed on 03/04/2011)
[2] www.kxcad.net Home > CAE Index > ANSYS Index > Release 11.0 Documentation for
ANSYS (Accessed on 03/04/2011)
38 | P a g e

Kingston University: London

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Kingston University: London

Uploaded by

Copyright:

Available Formats

Kingston University

Further Aerospace Structures and Materials

Analyses of a Helicopter Airframe and Bodyshell

Lecture: Dr. George

Alexander Tadesse (K0541566)

helicopter airframe design. The model is subjected to further improvement by replacement of

improvements on the critical areas.

Figure 1 -Actual Helicopter Bell 206/FEA Model of Helicopter Bell 206..................................5

Figure 2 - Key Locations [2]....................................................................................................6

Figure 3 – Element Types [2].................................................................................................9

Figure 4 – Adding Element Type............................................................................................9

Figure 5 – Hand Calculations for the ADMSUA set up.........................................................10

Figure 6 - Adding Real Constants.........................................................................................11

Figure 7 - Adding Materials Model........................................................................................11

Figure 10 – Adding Structural Gravity/Displacement............................................................13

Figure 11 – Adding Structural Force & Solve Model.............................................................13

Figure 12 – Reaction Force Applied.....................................................................................15

Figure 13 – Adding Structural inertia....................................................................................16

Figure 14 – Applying Solver Solution....................................................................................16

Figure 15 - Modal Analysis Command Menu Options...........................................................19

Figure 16 – Solve Modal Analysis command menu..............................................................19

Figure 17 – Displacement for vector sum Mode 80.304 Hz..................................................21

Figure 18 - Displacement for vector sum Mode 80.304 Hz...................................................22

Figure 19 - Displacement for vector sum Mode 76.39 Hz.....................................................22

Figure 20 - Displacement for vector sum Mode 80.473 Hz...................................................23

Figure 21 - Displacement for vector sum Mode 35.288 Hz...................................................23

Figure 22 - Displacement for vector sum Mode 37. 978 Hz..................................................24

Figure 23 - Displacement for vector sum Mode 36.54 Hz.....................................................24

Figure 24 - Figure 23 - Displacement for vector sum Mode 13.603 Hz.................................25

helicopter, Bell 206.

Figure 1 -Actual Helicopter Bell 206/FEA Model of Helicopter Bell 206

windscreens and windows are formed by polycarbonate sheeting [1].

panel and re-analysis of the structural performance of the model.

Figure 2 - Key Locations [2]

structure design of the helicopter model.

The main objectives for the present project are as follow:

 Perform self-weight analysis of the helicopter model to instigate the complete

mass of the airframe and bodyshell at two different load cases.

I. To achieve a maximum deflection of 10mm in any direction, when

applying main rotor full power torque + vertical acceleration of 3.5g at

gearbox mount location point. .

structure, excluding added masses.

the worst case modes.

and vibration behaviour by replacing aluminium alloy sheet to honeycomb sandwich

sheet material at appropriate components.

Real Constant (Key Locations)

1.1.1 ELEMENT TYPES

Figure 3 – Element Types [2]

Figure 4 – Adding Element Type

1.1.2 SETTING UP THE REAL CONSTANTS

Figure 5 – Hand Calculations for the ADMSUA set up

Figure 6 - Adding Real Constants

1.1.3 ADDING MATERIALS MODEL

Figure 7 - Adding Materials Model

1.1.4 MESHING THE MODEL

mesh tool command.

Figure 8 – Mesh Options

Figure 9 – Setting Meshing Atributes

1.1.5 MODEL SOLUTION

attachment points as shown in the figure 10 and 11.

Figure 10 – Adding Structural Gravity/Displacement

Figure 11 – Adding Structural Force & Solve Model

 Utility Menu/General PostProc/Plot Results/Contour Plot/Nodal Solution/Stress/von