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Asian Australian Rotorcraft Forum and Exhibition 2012
February 12-15, 2012, BEXCO, Busan, Korea
1. INTRODUCTION
Repeated exposure to severe loading condition can induce
damage in helicopter blades requiring continuous inspection
and maintenance. Most of the studies in damage modeling for
rotor blade applications are done for isotropic beams using an
equal percentage reduction in the bending and torsion stiffness
[1, 2]. Some studies have considered crack models based on a
fracture mechanics approach [3] but these have been limited to
isotropic materials. However, there is a need for detailed
modeling of the damage progress in thin walled composite
beams for rotor blade applications. Very few studies have
addressed damage in such thin-walled composite beams.
Lakshmanan and Pines [4] modeled damage in the form of a
transverse crack, which extends across the entire width of the
flexbeam.
Generally, the first damage mode in composite material is
dominated by matrix cracking. The number of cracks increases
monotonically with load or with the number of load cycles
until saturation density is reached. Due to the interlaminar
cracks, separation of the plies locally takes place. These
separations of plies are called interior delaminations as against
the exterior delaminations associated with free edges in
laminates. The final failure mode is fiber breakage which is
associated with the ultimate failure of the ply. Matrix cracking
[5] occurs in both monotonic loading and fatigue loading and
leads to more serious damage such as delamination [6] or fiber
fracture, with final failure usually involving a combination of
damage modes. The stiffness reduction due to matrix cracking
in composite materials has been modeled by various
approaches such as the ply discount method [7], shear-lag
model, self-consistent scheme [8], variational approach [9],
approximate elasticity approach [10], continuum damage
approach [11,12] and internal variable method [13]. Most
studies on matrix cracking such as those discussed above
consider cross-ply laminates. However, realistic aerospace
structures such as helicopter rotor blades require models of
matrix cracks in arbitrary lamina composites. Very few studies
have looked at such problems. Gudmundson et al. [14] derived
high accuracy closed form asymptotic expressions for
laminates of arbitrary layups with dilute and infinite matrix
crack densities. Comparisons between numerically and
experimentally determined laminate stiffnesses, thermal
expansion coefficients and local stresses and strains for
laminates of different layups proved that dilute theory worked
extremely well up to certain matrix crack densities and that
estimates based on infinite crack densities were good for
matrix crack densities above certain limits. Gudmundson and
Zang [14] and Adolfsson and Gudmundson [15] developed
and further modified an analytical model for thermoelastic
properties of composite laminates containing transverse matrix
cracks. This model was applicable for thin composite
laminates having generalized layups under combined bending
and extension loading.
Few researchers have initiated damage modeling in
composite beams using approximate modeling for matrix
cracking [16] and delamination [17,18] modes. Pawar and
Ganguli [19] introduced detailed modeling of damage in thin
walled composite structures by modeling matrix cracking in a
hollow circular composite beams with [m / 90n]s family of
composites. They have extended work to study the effects of
matrix cracking on the thin walled composite with arbitrary
lay ups with box beam and a two-cell aerofoil section-beam
[20]. Further, Pawar and Ganguli [21] considered progressive
damage growth in the composite blade which includes the key
damage modes in the composite materials such as matrix
cracking, debonding / delamination and fiber breakage. The
variation of beam cross-section stiffnesses, bending slopes and
twist was studied with the progress in damage. It was found
that the torsion stiffness shows much larger change due to
damage compared to the bending stiffnesses due to composite
damage growth. Therefore, the assumption of an equal
reduction in elastic stiffness for the bending and torsion modes
which is often made to model damage is not accurate.
Most of damage prediction studies [22-25] have tested the
robustness of these algorithms by adding the uncertainties
using white noise which makes it difficult to get realistic data.
However, it is important to estimate the robustness of these
algorithms using realistic data by introducing uncertainties
through stochastic analysis of structure in presence of damage.
Few studies have focused on modeling of uncertainties in thin
walled composite beams [26,27] for helicopter rotor blade
application. Pawar et al. [28] developed an analytical approach
based on fuzzy arithmetic for the estimation of the influence
of material uncertainties on cross-sectional stiffness properties
of thin walled composite beams. Recently, Gayatri et al. [29]
studied effects of matrix cracking on the behavior of
composite plate with various boundary conditions along with
Forward Flight Simulation of Composite Rotor Blades with Matrix Cracking
under Uncertainties
Prashant M. Pawar*, and Babruvahan P. Ronge
**
* Department of Civil Engineering, SVERIs College of Engineering, Pandharpur, India
(Tel : +91-2186-225083; E-mail: pawarpm@gmail.com)
**Department of Mechanical Engineering, SVERIs College of Engineering, Pandharpur, India
( Tel : +91-2186-225083; E-mail: ronge_bp@rediffmail.com)
Abstract: Forward flight simulation of composite rotor blades with matrix cracking under material and fabrication uncertainties is
carried in this study. The uncertainties are modeled using Monte Carlo simulat
ion based on the stochastic behavior available in the literature. The cross-sectional stiffness properties are obtained using mixed
beam approach. An aeroelastic analysis of the helicopter rotor based on finite elements in space and time is used to study the effects
of key damage modes in a composite rotor in forward flight. Stochastic behavior of various properties of the composite rotor blade
such as stiffnesses, frequencies, deflection, root forces and root moments at different crack densities in forward flight are studied
using an aeroelastic analysis.
Keywords: Forward Flight Simulation, Matrix Cracking, Uncertainty Analysis, Composite Blades
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Asian Australian Rotorcraft Forum and Exhibition 2012
February 12-15, 2012, BEXCO, Busan, Korea
material uncertainties. They have estimated probabilistic
estimates of damage detection reliability in composite plates
based on static and dynamic measurements. Pawar [30] has
studied effect of matrix cracking under material uncertainties
on responses of thin walled composite beams. This study
demonstrates that the responses of beam of different crack
densities get mixed due to these uncertainties.
In this paper, the forward flight behavior of composite rotor
blade with matrix cracking damage having material and
fabrication uncertainties is studied. The matrix crack damage
is modeled through the extension, bending and
extensionbending stiffness matrices. The material and
fabrication uncertainties are introduced using Monte Carlo
simulation using the stochastic properties obtained from
previous experimental work. The cross-sectional stiffness
properties are obtained using mixed beam approach. The
histograms of the cross-sectional stiffness proper-ties at
different crack densities are obtained using thin walled beam
theory, matrix cracking model and Monte Carlo simulation.
Further, the effects of the material uncertainties and matrix
cracking damage on the bending slopes and twist are studied.
The effects of matrix cracking under uncertainty are also
studied on the first three modes of frequencies. Assuming that
while growing the damage the uncertainty remains same, the
histograms of delta values of cross-sectional stiffness
properties and frequencies are also obtained.
2. FORWARD FLIGHT ANALYSIS
For the comprehensive aeroelastic analysis of composite rotor
blades, the cross-sectional properties of the blade should be
determined a priori. The mixed beam approach developed by
Jung et al.[31] is used to obtain the stiffness constants that
represent extension, torsion, flap bending, lag bending, and
couplings. This theory can model thin-walled multicelled
beams with open and closed cross sections. The influence of
elastic couplings, shell wall thickness, transverse shear,
warping, and warping restraint effects is taken into account in
the beam formulation. The 5x5 stiffness matrix relating the
generalized beam force vector and the generalized
displacement vector
q
can be obtained following the
procedures described in [32] as

q K F =
(1)
Where

T
w z y s
M M M T N F =
(1a)


T
xx x z x y x x
U q
, , , , ,
| | | | =
(1b)
Where N is the axial force; M
y
and M
z
are flap bending
moment and lag bending moment, respectively; T
s
is the St.
Venant twisting moment; and M
w
is the Vlasov bimoment. In
addition,
, , ,
z y
U | |
and
|
are the axial displacement,
cross-sectional rotations about the y and z axes, and elastic
twist deformation, respectively. The
K
in Eq.(1) represents
the beam stiffness matrix at an EulerBernoulli level of
approximation for the extension and bending and Vlasov level
for the torsion [31].
Uncertainties in the cross-sectional stiffness properties of a
composite rotor blade inevitably introduce dissimilarities in
the rotor system. A comprehensive aeroelastic analysis system
based on the finite element method in both space and time [33]
is used to evaluate the blade response and hub vibration
response of a helicopter with a dissimilar rotor system. For the
aeroelastic analysis, the helicopter is represented by a
nonlinear model of rotating elastic blades dynamically coupled
to a six-degree-of-freedom rigid fuselage. Each blade
undergoes flap (out-of-plane) bending, lag (in-plane) bending,
elastic torsion, and axial displacements. The governing
equations of motion for the blades are derived using
Hamiltons principle applicable to a nonconservative system:
0 ) (
2
1
= = [
}
o o o o

d W T U
e
(2)

Where is the azimuth angle measured along the rotor disk; ,
and are the virtual variation of strain energy, the variation of
kinetic energy, and the external virtual work done,
respectively; and represents the total potential of the system.
It is noted that and include energy contributions from
components that are attached to the blades (e.g., pitch link and
lag damper). The aerodynamic forces acting on the blades
contribute to the virtual work variational .The aerodynamic
forces and moments are calculated using the unsteady
aerodynamic model developed by Leishman and Beddoes [34]
along with a free-wake model developed by Bagai and
Leishman [35].
Applying the finite element method into the discretized form
of Hamiltons principle, one can construct the nonlinear
equations of motion for blades expressed in terms of global
nodal degrees of freedom q, which can be written in symbolic
form as
) , , ( ) ( ) , ( ) ( q q F q q C q M = + (3)

where M, C, K, and F are the global inertia, damping, stiffness
matrix, and load vector, respectively. The blade structure is
discretized into a number of beam finite elements. A
15-degree-offreedom beam element composed of two end
nodes and three internal nodes is used to describe the
flaplagtorsion behavior of hingeless composite blades [36].
In addition, the blade response along the rotor azimuth is
obtained by using the temporal finite element technique, in
which the time period of one rotor revolution is discretized
into a series of time finite elements. The periodic boundary
condition is imposed by connecting the first and last time
finite elements. For an isotropic rotor system, only the
vibratory load harmonics that are multiples of the number of
blades (designated as , where m is the integer and Nb is the
number of blades) are transmitted to the fuselage through the
rotor hub. For a dissimilar rotor system, however,
non-Nb=rev harmonics would also appear and transmit to the
fixed-frame hub parts. Unlike the isotropic blade analysis,
when blades are dissimilar with each other, the blade response
should be evaluated individually [37,38]. Steady and vibratory
components of blade loads for the mth blade are calculated
using the force summation method. In this method, blade
inertia and aerodynamic forces are integrated directly over the
length of the blade for blade loads. The fixed-frame hub loads
are then obtained by summing the contributions from
individual blades. A coupled trim procedure is used to obtain
the blade responses, pilot control inputs, and vehicle
orientations in a simultaneous manner. The detailed
formulation for the derivation of equations and their
discretization procedures are given in [34,37].
3. Matrix Crack Modeling
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Asian Australian Rotorcraft Forum and Exhibition 2012
February 12-15, 2012, BEXCO, Busan, Korea
In this study matrix cracking is modeled in the composite
material having stochastic properties using Gudmundson
model. The matrix cracking in the composite is inserted
through the extension (A), extension-bending (B) and bending
(D) stiffness matrices. The stiffness matrices for the presence
of matrix cracks A
(c)
, B
(c)
and D
(c)
are obtained by subtracting
damage matrices A A , B A , and D A from the stiffness
matrices A, B and D of the virgin laminate
D D D
B B B
A A A
c
c
c
A =
A =
A =
These stiffness matrices reduce with increasing crack
density. The dimensionless crack density
k
|
for the ply k
is defined by
k
k
k
s
t
= |
Here,
k
s is the average crack spacing and
k
t is the
thickness of ply k
.
The changes in stiffness matrices can
be obtained by relating the strain increment produced by an
array of cracks to the local face displacement and written as
[2]

= =
= =
= =
+ = A
= A
= A
N
k
N
l
kl
BB
l k
kl
EE
l k l l k k
kl
EE
l
N
k
N
l
l l k k
kl
EE
N
k
N
l
l l k k
C
t t
C z z t t D
C z t t B
C t t A
1 1
1 1
1 1
)
4
(
) (
| |
| |
| |
where N is the number of lamina and the matrix C takes
account of the elastic properties and crack orientation relative
to applied stress and can be written as[3]
l l kl
m
k k kl
m
Q N N Q C | ) ( = BB EE m , =

where EE and BB denote pure extension and bending,
respectively. The matrix N
k
is defined from the constant unit
normal vectors n
k
for crack surfaces of ply k can be written as

(

=
k k
k k
k
n n
n n
N
1 2
2 1
0
0

Thus, damage matrices are proportional to the crack density
and crack displacement vector bkm [14]. The results of the
components connected to pure extension were obtained from
Gudmundson and Zang [14] and the components required to
be added to take bending into account are obtained from
Adolfsson and Gudmundson [15] using the least square fit to
the results from numerical integration.
4. NUMERICAL RESULTS
Forward flight simulation of composite rotor blade with
matrix cracking damage under various uncertinaties is
demonstrated using a four-bladed stiff-in-plane rotor system.
The stochastic behaviors of material properties E1, E2, G12
and 12 are obtained from the earlier experimental studies
[37-40]. These studies show that the stochastic behaviors of
the material properties of composites can be reasonably
represented as the normal (Gaussian) distribution with a
deviation to characterize most of the randomness. Table 1
shows the mean, standard deviation (SD) and statistical
distribution of the random variables used in the material
uncertainty. Thin walled composite beam is modeled as a
single-cell box beam with outer width 203.2 mm and outer
depth 38.1 mm, having 28 plies with ply thickness 0.127 mm
and a balanced layup as in all the walls. The beam length is
considered as 5 m whereas mass per unit length is 6.46 kg/m.
These properties are of a typical model of thin walled box
beam equivalent to stiff-inplane helicopter rotor blade [42].
Table1: Stochastic material properties of graphite/epoxy
Material
Properties
Mean COV Distribution
E1 141.9 GPa 3.39 Normal
E2 9.78 GPa 4.27 Normal
G12 6.13 GPa 4.27 Normal
12 0.42 3.65 Normal
Fig. 1 Outlines of histograms of cross-sectional stiffness
properties of different crack densities.
For the deterministic analysis, values of cross-sectional
stiffnesses decrease with increase in value of crack density and
become constant at crack density of 3.0 where matrix crack
saturation takes place. The cross-sectional stiffness properties
of the 6000 samples of beam are obtained for matrix crack
densities of 0, 1.0, 2.0 and 3.0. Figure 1 shows outlines of
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Asian Australian Rotorcraft Forum and Exhibition 2012
February 12-15, 2012, BEXCO, Busan, Korea
histograms of out-of-plane bending (EIy), in-plane bending
(EIz) and torsion (GJ) cross-sectional stiffness properties of
Fig. 2: Outline of histograms of Hub Shear Forces
the beam with crack densities of 0, 1.0, 2.0 and 3.0. These
histograms are obtained by normalizing the stiffness values
with respect to their deterministic values at zero damage.
From the figure, it is observed that the material and fabrication
uncertainties of laminas get transmitted to the cross-sectional
stiffnesses, resulting in a normal distribution. Histograms of
bending cross-sectional stiffnesses show that the crack density
of 3.0 is clearly separable from undamaged case. The
histograms of crack densities of 1.0 and 2.0 get slightly
overlapped with the histograms of zero crack density. From
the histograms of torsion stiffnesses, it is observed that the
torsion stiffnesses show well separation as compared to that of
the bending stiffnesses. In case of torsion stiffnesses, damage
level of crack density of 1.0 is also separated from the
undamaged case. The histograms also show that the damage
level of crack density of 1.0 can be separated from the damage
level of a crack density of 3.0. However, separation of damage
level of crack densities of 2.0 and 3.0 becomes difficult.
Figure 2 shows the outlines of the histograms of 4/rev hub
forces at different crack densities. From these figures it is
observed that hub shear forces Fx, Fy and moment Mz are not
useful for separating crack densities. Shear force gives
considerable separation of histograms of undamaged blade and
crack density of 3.0. However, histograms of crack densities
1.0 and 2.0 are mixed with the histograms of crack density of
3.0 and undamaged blade. Histograms of Moments Mx and
My give distinct separation for undamaged blade and blade
with crack density of 3.0. Histogram of crack density of 2.0
gives considerable separation from crack density of 1.0 and
undamaged case whereas as histogram of crack density of 1.0
gets mixed with neighboring histograms.
Figure 3 shows maximum and minimum blade root forces and
moments at different crack densities. From these plots it is
observed that the variations in blade root forces at different
crack densities cannot be separated clearly. Similarly, Figure 4
shows the maximum and minimum blade tip responses at
different crack densities.
The blade root forces, tip responses and mode shapes at
different crack densities shown in Figures are steady-state
response of a helicopter blade rotating at speed is periodic,
with a period of 2 in a dimensionless time scale, = t.
Therefore, these aeroelastic responses can be represented as a
Fourier series as:
where () represents blade root forces, blade tip forces and
mode shapes in time domain. The Fourier coefficients or
harmonics a

, a

and b

represent the motion of the rotor

as a whole. The outlines of histograms of coefficients are
shown in Figures 5-8 of forces and moments. These figures
show well separation of histograms of undamaged case and
case of matrix cracking with crack density of 3.0. These
histograms also also show that other crack densities can also
be separated from undamaged case, however, the separation of
crack densities from 1 to 3 becomes difficult.
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Asian Australian Rotorcraft Forum and Exhibition 2012
February 12-15, 2012, BEXCO, Busan, Korea
Fig 3: Normalized Blade Root Forces and Moments at
different crack densities
Fig. 4: Normalized Curves of Beam responses at different
crack densities
Fig 5. Outline of Histograms of Harmonics Blade root
forces Fx
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Asian Australian Rotorcraft Forum and Exhibition 2012
February 12-15, 2012, BEXCO, Busan, Korea
Fig. 6: Outline of Histograms of Harmonics Blade root
forces Fy
Fig. 8: Outline of Histograms of Harmonics of Blade
root Moments Mx
5. CONCLUSIONS
In this paper forward flight simulation of composite rotor
blade with matrix cracking is carried out under material and
fabrication uncertainties. The cross-sectional stiffness
properties are obtained using mixed beam approach. The
histograms of the cross-sectional stiffness proper-ties at
different crack densities are obtained using thin walled beam
theory, matrix cracking model and Monte Carlo simulation.
The effects of the material uncertainties and matrix cracking
damage on the bending slopes and twist are studied. The
effects of matrix cracking under uncertainty are also studied
on the first three modes of frequencies. From this simulation,
it is observed that the matrix cracking case of higher level can
be well separated from undamaged case even under
uncertainties. However, separation of matrix cracking levels
becomes difficult due to uncertainties.
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