Amar Final Report

303SE
Bird Strike Impact
Analysis on Compressor
Blades
Individual Project- BEng Final Semester
Amar Sajjad/EAU0913701
EMIRATES AVIATION UNIVERSITY

AMAR SAJJAD/EAU0913701 1
Table of Contents
Acknowledgement..............................................................................................................................6
Abstract/Summary..............................................................................................................................7
Introduction.......................................................................................................................................8
Aims and Objectives ...........................................................................................................................9
Gantt Chart......................................................................................................................................10
Initial Gantt Chart.........................................................................................................................10
Revised Gantt Chart......................................................................................................................11
Theory.............................................................................................................................................12
Factors influencing bird strike impact.............................................................................................12
FAA Regulations............................................................................................................................13
Finite Element Analysis .................................................................................................................15
Selected Engines...........................................................................................................................16
Trent 900..................................................................................................................................16
Trent 700..................................................................................................................................17
Project Research...............................................................................................................................19
Variation of Impact with Small and Large engines...........................................................................19
Bird Shape....................................................................................................................................19
Hemispherical Shape.................................................................................................................20
Ellipsoid Shape..........................................................................................................................20
Straight Ended Shape.................................................................................................................20
Fan Blade .....................................................................................................................................22
Trent 900..................................................................................................................................22
Trent 700..................................................................................................................................22
Material Specification................................................................................................................24
Airfoil Data...................................................................................................................................25
Centrifugal Force ..........................................................................................................................26
Calculations......................................................................................................................................26
Trent 900 .....................................................................................................................................26
Trent 700 .....................................................................................................................................27
Solid Works......................................................................................................................................28

Trent 900 Design...........................................................................................................................28
Trent 700 Design...........................................................................................................................30
Bird Design...................................................................................................................................32
Solid Works Troubleshooting.............................................................................................................35
Ansys Setup......................................................................................................................................37
General setup of Ansys..................................................................................................................37
Trent 700 Design.................................................................................Error! Bookmark not defined.
Explicit Dynamics Setup.................................................................................................................40
Simulation Results............................................................................................................................49
Trent 900 .....................................................................................................................................49
Trent 700 .....................................................................................................................................53
Ansys Solution Report (Trent 900 & Trent 700)...................................................................................58
Project.........................................................................................................................................58
Contents......................................................................................................................................59
Units............................................................................................................................................59
Model (A4)...................................................................................................................................59
Geometry .................................................................................................................................59
Coordinate Systems...................................................................................................................62
Connections..............................................................................................................................63
Mesh........................................................................................................................................64
Explicit Dynamics (A5)...................................................................................................................66
Solution (A6).............................................................................................................................71
Material Data...............................................................................................................................76
Structural Steel .........................................................................................................................76
Polyethylene.............................................................................................................................78
Titanium Alloy...........................................................................................................................79
Troubleshooting...............................................................................................................................81
Future Recommendations.................................................................................................................87
Appendix A.......................................................................................................................................88
Project Proposal ...........................................................................................................................88
Appendix B.......................................................................................................................................96

Interim Report..............................................................................................................................96
Analysis of Bird Strike Impact on Fan Blades (LPC).......................................................................96
Interim Current Progress Report.................................................................................................96
Objective One: To Analyze the damage caused to the compressor blades due to the bird
strike........................................................................................................................................96
Objective Two: To study and evaluate the extent of damage caused by the bird strike
impact......................................................................................................................................97
Objective Three: To study and analyze different materials that are used for compressor
blades and conclude which one is less prone to damage. ....................................................98
Individual Project – 303SE..........................................................................................................99
Project Ethical Evaluation form ..................................................................................................99
Student Name: Amar Sajjad .......................................................................................................99
1. Project Details ...................................................................................................................99
2. Risk to Participants .......................................................................................................... 101
3. Risk to students............................................................................................................... 101
4. Participant Confidentiality and Data Protection.................................................................102
5. Student Declaration......................................................................................................... 102
Student:..................................................................................................................................102
Supervisor............................................................................................................................... 102
Conclusion .....................................................................................................................................103
References.....................................................................................................................................104
Figure 1- Engine Bird Strike Test..........................................................................................................8
Figure 2- Initial Gantt Chart...............................................................................................................10
Figure 3- Revised Gantt Chart............................................................................................................11
Figure 4- Trent 900 engine on A380...................................................................................................16
Figure 5- Trent 900 fan blades...........................................................................................................16
Figure 6- Trent 700 on A330 ..............................................................................................................18
Figure 7- Hemispherical Shape Model................................................................................................20
Figure 8- Ellipsoid Shape Model.........................................................................................................20
Figure 9- Straight-ended shape model ...............................................................................................20
Figure 10- Trent 900 blade dimensions ..............................................................................................22
Figure 11- Trent 700 blade dimensions ..............................................................................................22

Figure 12- Airfoil Plot........................................................................................................................25
Figure 13- Trent 900 Blade Design .....................................................................................................28
Figure 14- Trent 900 Blade Side view .................................................................................................28
Figure 15- Trent 900 hub with Root Cavity .........................................................................................29
Figure 16- Trent 900 assemblywith Bird ............................................................................................29
Figure 17- View of Trent 700 blade....................................................................................................30
Figure 18- Side view of Trent 700 blade..............................................................................................30
Figure 19- Trent 700 hub...................................................................................................................31
Figure 20- Trent 700 assembly side view............................................................................................31
Figure 21- Selecting dimensions of rectangle......................................................................................32
Figure 22- Extruding the rectangle by 60 mm .....................................................................................32
Figure 23- Extruded version of Rectangle...........................................................................................33
Figure 24- Fillet by 20 mm radius.......................................................................................................33
Figure 25- Fillet the length by 20 mm radius.......................................................................................34
Figure 26- Completed model of Bird Polyethylene..............................................................................34
Figure 27- Shows the cavity on Trent 900 hub ....................................................................................35
Figure 28- Shows the cavity on Trent 700 hub ....................................................................................36
Figure 29- Command SelectionPage..................................................................................................37
Figure 30- Command setup ...............................................................................................................37
Figure 31- List of materials................................................................................................................38
Figure 32- Ansys Setup......................................................................................................................39
Figure 33- Trent 700 blade ......................................................................Error! Bookmark not defined.
Figure 34- Trent 700 blade side view........................................................Error! Bookmark not defined.
Figure 35- Trent 700 hub with cavity'.......................................................Error! Bookmark not defined.
Figure 36- Trent 700 assemblywith Bird ..................................................Error! Bookmark not defined.
Figure 37- Engineering data sources ..................................................................................................40
Figure 38- Design Modular................................................................................................................40
Figure 39- Explicit Dynamics Setup.....................................................................................................41
Figure 40- Hub Properties .................................................................................................................41
Figure 41- Bird Properties .................................................................................................................42
Figure 42- Blade Properties...............................................................................................................42
Figure 43- Bonded bodies..................................................................................................................43
Figure 44- Frictional Body..................................................................................................................43
Figure 45- Mesh generation ..............................................................................................................44
Figure 46- Initial velocity condition....................................................................................................45
Figure 47- Lift force...........................................................................................................................45
Figure 48- Centrifugal Forces.............................................................................................................46
Figure 49- Showsfixed support..........................................................................................................46
Figure 50- Surfaces selectedfor total deformation .............................................................................47
Figure 51- Surfaces selectedfor equivalent stress...............................................................................48

Figure 52- Surfaces selectedfor normal stress....................................................................................48
Figure 53- Surfaces selectedfor shear stress ......................................................................................49
Figure 54- Trent 900 total deformation..............................................................................................50
Figure 55- Trent 900 equivalent stress ...............................................................................................51
Figure 56- Trent 900 normal stress ....................................................................................................52
Figure 57- Trent 900 shear stress.......................................................................................................53
Figure 58- Trent 700 total deformation..............................................................................................54
Figure 59- Trent 700 equivalent stress ...............................................................................................54
Figure 60- Trent 700 normal stress ....................................................................................................55
Figure 61- Trent 700 shear stress.......................................................................................................56
Figure 62- Saving the geometry.........................................................................................................81
Figure 63- Cavity on hub ...................................................................................................................82
Figure 64- Cavityfilled.......................................................................................................................83
Figure 65- Blade coming off...............................................................................................................85
Figure 66- Blade issue rectified..........................................................................................................86
Table 1- FAA Regulations...................................................................................................................14
Table 2- Specifications of Trent 900 ...................................................................................................17
Table 3- Specifications of Trent 700 ...................................................................................................18
Table 4- Properties of Polyethylene ...................................................................................................21
Table 5- Engine Specifications Difference...........................................................................................23
Table 6- Titanium Alloy Properties.....................................................................................................24

Acknowledgement
Firstly, I would like to thank my project supervisor Mr. Nasser Chakra for letting me work
on this interesting topic as I got many opportunities to learn new numerical simulations
software’s like Ansys Workbench and Solid Works. I had many problems throughout this
project and Mr. Nasser Chakra helped me get over it one by one. I had major difficulty in
finding the engine Fan blade dimensions and geometry and Mr. Nasser Chakra
suggested me where to search for the information regarding blades and he also
suggested me that I should use my connections which was the key in getting Fan blade
dimensions. Also, I was facing big problem while working with Ansys as the computer
lab PC’s are not powerful enough to run Ansys in less time. It was Mr. Nasser Chakra
who informed me about the Super Computer present in the structural lab as that
computer had 64 GB ram which helped me solve my solution in 2 days running time. I
would thank Mr. Nasser Chakra for his guidance.
Secondly, I would like to thank Mr. Omar Chafiq for encouraging me to work on Ansys
without any professional help. I heard from my seniors that it is impossible to learn
Ansys in just 1 month but Mr. Omar Chafiq told me that I have potential and I can do it
and this motivated me. It is because of his motivation that I’m able to work on software
which I just heard about few months back at Coventry University workshop.
I would like to thank my close friend and his father who works in Emirates Engineering
as he managed to get me vital information about Trent 900 blade including dimensions
as without dimensions I wouldn’t be able to progress further.
Lastly, I would like to thank Mr. Hamad who is Ansys instructor in Dubai for guiding me
throughout the troubleshoot process of my thesis. Also, I want to thank Mr. Shoaib for
helping me recover my Ansys simulation file which was erased earlier from the project
computer in university.

Abstract/Summary
Bird Strike is an event which takes place when an airborne animal such as Canadian
Goose bird hit or collide with man-made structures which includes aircrafts. Since Fan
Blades help in ingesting high amount of air for engine to work, they are always exposed
to the atmosphere which makes them air inlet and are the first objects which comes in
birds’ way prior to collision. The Fan blades used in this thesis report belong to Rolls-
Royce Trent 900 and Trent 700 engines. Both the blades will be of real dimensions
which are good as we would be able to get results as real as possible. The reason for
simulating two blades of two different engines is just for comparison. The dimensions of
the blades are different as one engine is used for long-haul aircrafts such as A380 and
other engine is used in Boeing 737 and different dimensions would mean they will react
differently to impacts.
There are various factors which influence bird strike impacts such as bird axial speed,
location of impact, weight of bird and orientation of bird. Federal Aviation Authority
standards and regulations from chapter 14 CFR Part 33-77 are used to consider the
initial conditions and factors which determines whether the blade is safe to use or not.
Per FAA, aircraft engines are designed to bear the ingestion of single 8 LB bird at speed
of 200 Knots and the engine should be able to produce approximately 50% of the thrust
for the next 14 minutes after the ingestion. This thesis report consists of one simulation
for each blade obeying the FAA conditions mentioned above and the location of impact
is near the blade tips as this is where the blade is more prone to damage or breaking.
Both the blades were designed using Solid works software and Ansys simulation
software is used to carry out the simulation. The results generated will give the author
all information of Total Deformation of blade and bird, Equivalent stress on blades,
Normal stress on blades and Shear stress between blade and bird. It took author
exactly one and a half months to understand and learn Ansys software. The details of
the simulation and troubleshooting are discussed ahead.
KEYWORDS: Fan Blade; Bird Strike; Trent 900/700; ANSYS (FEA); Stress Analysis

Introduction
Bird strike events are very common and they contribute to about $1.2 billion worth of
annual worldwide commercial aircraft damage. Bird Strikes can prove to be dangerous if
the collision involves aircraft windscreen or gas turbine engine which is why all
commercial aircraft engine manufacturers such as Snecma and Rolls-Royce must make
sure that the engines they have designed can withstand impacts as mentioned in the
FAA regulations. For this reason, new full-scale aircraft
engines were tested by ingesting a model bird made up
of polyethylene to see if the engine will continue
producing thrust or will it fail. These tests were very
expensive and hugely time consuming as engines had
to be manufactured first before being able to know if the
design is correct or it requires some changes.
Numerical simulation software’s are used to overcome this problem as these
simulations would let the manufacturers know if the components would fail or succeed
prior to manufacturing. This simulation software’s very important as they save time and
a lot of money and they are being used worldwide by all the manufacturers.
As mentioned before, this thesis report is completely based on the analysis of stress on
blades due to the bird strike impact. The report will include one case simulation for both
the blades and once the results have been generated it will be used for comparison
purposes. The numerical simulation method used for this analysis is Finite Element
Analysis on the Ansys Workbench software and the command used for this project is
Explicit Dynamics.
Explicit Dynamics command is used on Ansys software because the speed of bird
involved in this simulation software is higher than 50 meters per second. This command
ensures accurate results are generated if proper time is given to the simulation software
due to high meshing. Implicit Dynamics command is used for simulation of speeds
involving lower than 50 meters per second.
Figure 1- Engine Bird Strike Test

Aims and Objectives
I. To select the specific engine which will give dimensions and geometry of fan
blades.
II. To identify the materials used for the manufacturing of fan blades.
III. To study the FAA regulations concerning the bird strike.
IV. To understand and learn Solid works modeling.
V. To understand and learn Ansys simulations.
VI. Analyze the damage caused to the compressor blades due to the bird strike.
VII. To study and evaluate the extent of damage caused by the bird strike impact.
VIII. To analyze the effect of various bird speed on stress impact.
IX. To analyze the effect of compressor rotation on point of impact.
X. To investigate or analyze the modeling of bird strike impact at different conditions
using numerical simulation methods.
XI. To study the simulation results and conclude accordingly.
XII. To have full knowledge of which section of compressor blade is most affected by
bird strike.

Gantt Chart
Initial Gantt Chart
This is the initial Gantt Chart which was submitted along with the proposal. This Gantt
Chart shows that author was supposed to finish with Ansys simulation by start of
November but this was not the case as author had face many problems one by one in
solution. Ansys is solely based on trial and error which means it will take a lot of time to
generate a result. Further, author did not follow the Individual Project Report schedule
as he was completely busy in the simulation and other subjects as well.
Figure 2- Initial Gantt Chart

Revised Gantt Chart
The Gantt chart above is the revised version as there were many activities which got
delayed due to difficulties in research and learning Ansys. The Gantt chart above shows
that I have continuously worked and updated my logbook since day 1 as planned. One
of the activities which got delayed is the ‘Research of Project’. The reason is this delay
is that I was not able to find engine fan blade exact dimensions and geometry. Because
of which the next activity called ‘Engineering Drawing’ also got delayed. I could only
genuinely start working on Ansys once I had my Solid works design ready.
‘Troubleshooting’ kept going until 24th November which in turn delayed the ‘Individual
Project Report’. Thesis report was started on 24th November and it was completed on
27th November along with the presentation and poster.
90
21
2
42
9
33
1
21
3
4
29-Aug 8-Sep 18-Sep 28-Sep 8-Oct 18-Oct 28-Oct 7-Nov 17-Nov 27-Nov
Making of Log Book
Research of Topic and Ideas
Proposal Writing
Research of Project
Engineering Drawing
Learning Ansys
Calculation
Troubleshooting
Result Analysis
Individual Project Report
Date
Activity
Making of
Log Book
Research of
Topic and
Ideas
Proposal
Writing
Research of
Project
Engineering
Drawing
Learning
Ansys
Calculation
Troubleshoot
ing
Result
Analysis
Individual
Project
Report
Start Date 29-Aug-1629-Aug-1618-Sep-1620-Sep-1623-Oct-1623-Oct-1630-Oct-162-Nov-1624-Nov-1624-Nov-16
Duration 902124293312134
Updated GanttChart
Figure 3- Revised Gantt Chart

Theory
Factors influencing bird strike impact
Bird strike is a serious issue in aviation as it can cause severe damage to the
passengers and hence the airliners. It is certain that not all bird strikes are harmful and
fatal unless the bird is ingested by an engine and moreover if a flock of birds is ingested
by the engine. However, all manufacturers design their engine in a way that it
withstands the impact of bird strike but if a flock of birds is ingested then that would
make it a very serious issue as engines may completely shut down.
Usually, bird strike occurs during the take-off and landing phase because of the greater
number of birds in skies at lower altitudes but this does not mean that flights as high as
37,000 feet altitude are safe, large and heavy birds like Canadian goose fly as high as
37,000 feet.
Stress analysis of bird strike impact can vary depending on the initial conditions. There
are multiple factors which count when analyzing the stress on fan blade due to bird
strike are they are elaborated below:
Bird size and weight: the bigger and heavier the bird is the more the chances are
that the damage can be serious. It is certain that birds of higher mass will have more
kinetic energy which will be absorbed by the engine Fan blades for example and
hence the impact will be higher. Large sized bird would encounter more blades
hence the chances of one of them breaking or damaging is more. Though, bigger
bird will also transform its kinetic energy to more than one blade which decreases
the chance of breakage.
Axial speed: aircraft speeds are proportional to the damage occurred due to
collision. This is because the kinetic energy which has to be absorbed by the engine
is product of mass and square of speed. This energy is converted into an effective
force on the engine based upon the distance over which the impact is delivered.
Angular velocity of the engine: the higher the engine RPM is the more will be the
centrifugal forces acting on the blades. Higher centrifugal force would act as a

tension force on the blade which would make the blade stiffer and hence less prone
to damage. This concludes that higher engine RPM would mean less stress impact
on the engine fan blades.
Location of the impact: different impact locations on blade would generate different
results. If a bird strikes on the fan blade close to hub, then the damage observed will
be less than the damage near the blade tips. This is because the section of fan
blade near the hub is stronger as it must attach to the hub and this would mean less
damage will be accumulated on area near the fan hub as compared to on tips.
Bird orientation: if a bird strike exactly perpendicular to the fan blade which means at
exactly 90 degrees to the fan blade then the normal force accumulated on the fan
blade will be higher and this in turn would generate more total deformation and
higher equivalent stress.
FAA Regulations
There is a specific chapter in FAA standards which is totally devoted to bird strike
regulations and standards. The FAA regulations mentioned below were collected from
chapter 14 CFR Part 33-77 and the whole project thesis revolves around these
regulations:
1. About 60% of the bird strike events with commercial aircrafts occur during the
landing phase of flight which includes approach, descent and landing roll. Whereas,
37% of the bird strike events with commercial aircrafts occur during take-off run or
climb. The remainder, which is about 3% of the bird strike events occur during the
cruising phase.
2. A single bird of maximum mass between 1.8 Kg’s and 3.65 Kg’s depending upon the
engine inlet area shall not cause engine to completely fail, catch fire or become
impossible to shut down instead, it should continue producing at least 50% of the
thrust for the next 14 minutes after the ingestion.

3. If a single bird of maximum weight of 1.35 Kg’s is ingested during the takeoff, it
should not cause engine to lose more than 25% of the thrust and the engine should
keep running without reaching hazardous engine condition.
4. If a flock of 7 medium sized birds of weight between 0.35 Kg and 1.15 Kg are
ingested simultaneously then the engine should not suddenly fail instead it should
deliver useable but decreasing power for the next 20 minutes. The regulations are
same for the 16 small sized birds of weight 0.85 Kg.
5. FAA also requires all types of engines to be able to withstand impact with birds of
weight ranging from 0.8 lb. to 8 lb. without sustaining serious damage which could
pose a fatal threat to crew and passengers.
6. The 200 knots ingestion speed is selected as the optimum speed for large bird of
mass around 3.65 Kg’s to accommodate the various CIP associated with typical
turbofan engine designs currently in service.
7. When a flock of medium and small sized birds strike the engine, the engineers must
make sure they’re all fairly distributed among the frontal area of the engine to get the
most accurate results and to take CIP into account.
Sr. No Bird size/Weight Single Flock Damage to engine/Post ingestion
1 3 lb. ● 25% thrust loss only
2 3 lb. - 8 lb. ● 50% thrust for 14 minutes after
ingestion
3 7-mid size 0.7 lb. to 2.5 lb. ● Produces usable but dropping
power for 20 minutes
4 16-small size 1.8 lb. ● Produces usable but dropping
power for 20 minutes
Requires engines to be capable of withstanding impact with birds ranging from 0.8 lb. to 8 lb.
without sustaining damage that poses a fatal threat to passengers and crew.
Engine should not cause fire or disintegrate after being struck by a single 4 lb. bird.
The engine must continue to produce at least 75% thrust for 5 minutes after ingesting a bird.
Table 1- FAA Regulations

Finite Element Analysis
Finite Element Analysis (FEA) is a computer aided method of simulating or analyzing
the result of engineering structures or components that are controlled by some initial
conditions. It is an advanced engineering tool which can give accurate results of static
structures, implicit and explicit dynamics and can be used to replace real life expensive
and time consuming engineering testing.
The technique used in this method is to subdivide the structure/component into smaller
and more manageable finite elements which would enable FEA to analyze each and
every element with greater precision than would otherwise be using the hand analyses.
Further, other factors like loads and constraints can also be analyzed with high
accuracy than that calculated by hand calculations. This method is comprised of three
stages which are described below:
Pre-processing: this phase of FEA lets author import the geometry, set all the
boundary conditions and finally generate the mesh.
Solution: in which the FEA finally solves for the results needed by author. FEA uses
set of equations for implicit and explicit dynamics and solves for displacements,
stress and strain.
Post-processing: in which the author obtains the results required. The results can be
validated based on the color contours and animations which show the deformation of
the structure.
FEA is suitable for many engineering cases particularly structural, mechanical and
engineering designs. Manufacturing, product development and improving the efficiency
of the existing design. FEA enables engineers to achieve objectives which they
otherwise would’ve not like making design modifications. Further, in almost any type of
FEA simulation, it saves a lot of time and money. FEA also helps in understanding the
behavior of all structures when subjected to a load which in turn removes uncertainty.

Selected Engines
Trent 900
The Trent 900 is the engine of choice for the
world’s first complete double decker aircraft
named as Airbus A380, with over half of the
carriers selecting this engine. Good thing
about this engine is that it delivers the lowest
lifetime fuel burn which means it has
exceptional environmental attributes. The
exceptional environmental attributes are
evident because it has the greatest
cumulative margin to ICAO standards for engine emission and it also has the lowest
NOx emissions. This engine is certified to produce 70000 pounds to 80000 pounds of
thrust.
Trent 900 has 24 fan blades that have a new swept design that reduces the effect of
shockwaves as the tip of the fan rotates supersonically making it lighter, quieter and
more efficient.
Figure 5- Trent 900 fan blades
Design features include new generation swept fan blades with a scimitar-shaped
leading edge for lower noise and greater aerodynamic efficiency. The engines hollow
titanium blades are almost 10 feet across and inhale in over 1.25 tons of air every
second. By the time the air leaves the nozzle at the back of the engine it has been
accelerated to a speed of nearly 100 miles per hour.
Figure 4- Trent 900 engine on A380

Compressor Turbine
 Low Pressure- 1 stage
 Intermediate Pressure- 8 stage
 High Pressure- 6 stage
Table 2- Specifications of Trent 900
Low pressure and Intermediate pressure assemblies rotate independently in an anti-
clockwise direction, the High pressure rotates clockwise when viewed from the rear of
the engine. When the engine is at full throttle the blades spin at about 3000 rpm. Other
specifications of the engine are outlined below:
 Thrust to weight ratio = 5.5
 TSFC (Specific Fuel Consumption) = 15.5
 Bypass ratio = 8.4
 Pressure ratio = 39
 Dry weight = 6300 Kg’s
 Length = 4.5 meters
 Fan Diameter = 3 meters
Trent 700
This is the first engine introduced by the highly successful Rolls-Royce Trent family.
This engine is used on the Airbus A330 with over 58% of the market share. It is said
that over 70% of A330 aircrafts in the Middle East are powered by the Trent 700 engine.
This engine can produce approximately 72,000 lb. of thrust which is sufficient for
providing the best take-off performance. The materials used for manufacturing this
engine are capable of the high pressures and temperatures required for 75,000 lb.
The unique three-shaft design of Trent 700 means that it has less compressor and
turbine stages than the competitor engines which would mean lower maintenance costs,
lower weight and hence better performance. This engine was the first engine in service
to introduce the 2nd generation wide chord fan blade. Its blades are manufactured by
super-plastic formation and diffusion bonds which protects the engine from breaking or

denting due to foreign object strikes which in turn contributes to lower noise. Another
pleasing fact of this engine is that is has completed the highest time on-wing hours
which is about 34744 hours without an engine workshop visit.
This engine gives the lowest lifecycle fuel burn and the lowest cumulative emissions as
well as the lowest noise level which makes it deliver the best environmental
performance.
Figure 6- Trent 700 on A330
Compressor Turbine
Table 3- Specifications of Trent 700
 Three-shaft high bypass ratio engine.
 Fan Diameter = 97.4 inches (2.47 meters)
 Single annular combustor with 24 fuel injectors.
 Maximum thrust = 67,500 lb. to 71,100 lb.
 Overall Pressure Ratio = 36:1
 Bypass Ratio = 5.0:1
 Thrust to weight ratio = 5.2
 Specific Fuel Consumption = 16.0 g/KN/S

Project Research
This phase of the thesis report involves description of all the research that I did
throughout this individual project period. It should be noted that it took author more than
2 months to completely collect the data required to begin with Solid Works modeling
and Ansys simulation. How it took so long to collect the information and all the
explanation of the research done is mentioned below.
Variation of Impact with Small and Large engines
The smaller the engine is the more the damage will be sustained after the bird strike.
The is because each blade of a small engine is more susceptible to be repeatedly hit
and damaged by each ingested bird because of the higher angular velocity of small
engines as compared to large engines. This can result in the blade airfoil twist;
extensive airfoil flexure and most probably the blade root fracture which will eventually
make engine catch fire. Small engines are always more in danger irrespective of the
bird size. Despite the disadvantage, small engine can benefit in one way which is more
uniform distribution of force among blades which transfers less force to each blade.
Further, another advantage of small engines is that it rotates at a higher RPM than the
large engine and this high RPM creates a centrifugal force which makes the blade stiffer
hence the blade will be less prone to damage.
Bird Shape
In real life engine testing for a bird strike impact, either a chicken meat is used to create
the impact or polyethylene bird model is used. In this simulation, bird will be taken as
pressure pulse on the structure since birds are mainly made of up water it could be
represented by a jet of fluid.
There are mainly 3 basic ways by which the shape of bird to be used in simulation can
be defined. One shape is hemispherical-ended cylinder, another is straight ended

cylinder and the third one is ellipsoid. These shapes have different length to diameter
ratio and they will impact the static rotor blade differently.
Hemispherical Shape
This picture shows the general shape of the
hemispherical bird and it shows how this shaped
bird can be deformed due to impact with a
surface. The good thing about this shaped bird is
that it transfers the least pressure to the surface
at which it strikes. This means the damage to
that surface will be less as compared to other
shapes of bird model.
Ellipsoid Shape
The picture on the right shows the shape of ellipsoid bird. This
shape will also deform to some extend but won’t deform as much as
the hemispherical shape which means this shape will transfer more
effective force to the surface being impacted which will cause more
damage.
Straight Ended Shape
This shape is very similar to a rectangular box and this shape will
have the maximum pressure profile than the other two shapes.
Maximum pressure profile would mean that it will transfer highest
effective force to the surface being impacted at which will damage
the surface more than the other two shapes.
Figure 7- Hemispherical Shape Model
Figure 8- Ellipsoid Shape Model
Figure 9- Straight-ended
shape model

 The selected bird shape for this simulation is hemispherical shape bird as it will have
the least pressure profile and the damage caused to blade will be less as compared
to Ellipsoid and Straight ended cylinder.
The material used for designing the bird is polyethylene as this is the material that is
used in real life engine testing.
Density (Kg/m3) 950
Tensile Strength (psi) 4600
Tensile Elongation at Yield (%) 900
Flexural Modulus 200,000
Table 4- Properties of Polyethylene

Fan Blade
Trent 900
The research regarding the Trent 900
fan blade consists of the blade
dimensions and geometry. Finding this
information was very difficult as this
information is highly confidential and it
took author about 1 month to
completely collect all information
regarding engine fan blade.
The picture on the right shows the 2-
dimensional layout of the Trent 900
blade along with its dimensions. It is
through this information that the author
could make a Solid Works model.
Trent 900 fan blade is made of titanium alloy and the blade is hollow from inside which
makes it considerably lighter than many of its
competitors.
Trent 700
The criteria of research on Trent 700 blade are exactly
same as the criteria for Trent 900 which involves the
blade dimensions and geometry. The picture on the
right shows the 2- dimensional sketch of Trent 700 fan
blade and this information was taken from the pre-
existing project report from the university library. The
material used for manufacturing this blade is titanium
alloy which means both the Trent family blades have
the same properties in terms of stiffness and yield
Figure 10- Trent 900 blade dimensions
Figure 11- Trent 700 blade dimensions

points. The purpose of comparing these two blades is that both blades have different
dimensions and geometries which would generate different results on Ansys simulation
software. This would conclude which blade is better designed to minimize the bird strike
impact damage. The table below outlines major differences in Trent 900 and Trent 700
blade dimensions.
Trent 900 Trent 700
2900 mm 2470 mm Fan Diameter
1087.6 mm 735 mm Blade overall length
2175.2 1470 2 blades diameter
724.8 1000 Hub diameter
Hollow Titanium Hollow Titanium Blade Material
24-wide chord fan blades 26-off wide chord fan blades No of Blades
Table 5- Engine Specifications Difference
In the table above, the criterion called as ‘2- blades diameter’ represents the total
diameter including 2 blades which are exactly opposite to each other and the hub which
comes in the middle. This criterion was used to calculate the hub diameter as it was
needed to make a realistic solid works design.

Material Specification
The titanium alloy used for Trent 900 and Trent 700 blades is Ti-6Al-4V (Grade 5) Annealed
UNS R556401.
Composition Weight %
Aluminum 6
Iron Max 0.25
Oxygen Max 0.2
Titanium 90
Vanadium 4
Physical Properties
Density 4428.78 Kg/m3
Mechanical Properties
Ultimate Tensile Stress 950 MPa
Yield Tensile Stress 880 MPa
Elongation at Break 14%
Modulus of Elasticity 113.8 GPa
Compressive Yield Strength 970 MPa
Poisson’s Ratio 0.342
Shear Modulus 44 GPa
Shear Strength 550 MPa
Hardness 3730 MPa
Thermal Properties
Specific Heat Capacity 0.5263 J/g-Co
Thermal Conductivity 6.7 W/m-k
Melting Point 1604-1660 oC
Maximum Service Temperature 690 k
Table 6- Titanium Alloy Properties

Airfoil Data
After getting all the required information regarding fan blade dimensions and geometry,
the next phase of research included to find the type of airfoil used for fan blades by the
Trent family. Finding this information took a lot of time as this information was highly
confidential and none of the connections succeeded to provide author with this
information.
After a lot of extensive research on the internet, author found that the series of airfoils
that are used to make engine fan blades in general start from NACA 65 series. After
devoting more time in research, it was found that NACA 65-(18)10 airfoil is used for fan
blades of Trent 700. Though, it was not possible to use this airfoil database as it was
not available anywhere online. Then the author opened his options and decided to
migrate to other airfoil with 65-series. After further research and analysis, it was
concluded that there are few airfoils from the same series which match best with the 65-
(18)10 airfoil. These airfoils include 65-(15)10, 65-(12)10, 65-(24)10 and 65-(21)10. As
usual these airfoil geometries were also not available anywhere online which at last left
only one option to choose any airfoil that is available in online database but the
condition is that it should belong to 65 series as this series is strictly used for making
low pressure compressors. The blade chosen is 65-3618 as this was the best option
available in online database.
Figure 12- Airfoil Plot
This is the airfoil shape used for the modeling of Trent 900 and Trent 700 fan blades.
The database that was derived from this website was used to set coordinates that
determine the twist angle. The twist angle used for the drawing of blades is 20 degrees
as it was searched on internet.

Centrifugal Force
Finding correct centrifugal force is very useful as it will make the fan blades stiffer as
they rotate at a specific RPM. This is one of the reasons why the author compared two
different blades as both the blades have different dimensions and rotate at different
RPM’s. Their specifications will create different centrifugal force at each blade which will
make both blades stiffer by some extent and thus the results generate will vary.
The calculation of centrifugal force is done in the calculation section of this report. It was
necessary to do centrifugal force calculation because it is required by Ansys software to
input the initial conditions.
Calculations
The only calculation that was involved in this Ansys simulation is to find the centrifugal
force created on each blade. When this is found, the answer should be fed to the initial
conditions section of the Ansys explicit dynamic setup. The formula for calculating the
centrifugal force is mentioned below:
𝐶𝑒𝑛𝑡𝑟𝑖𝑓𝑢𝑔𝑎𝑙 𝑓𝑜𝑟𝑐𝑒 = 𝑚𝑎𝑠𝑠 × (2 𝜋
𝑛. 𝑟𝑝𝑚
60
)2 × 𝑟𝑎𝑑𝑖𝑢𝑠
Trent 900
Hub Diameter: 724.8 mm
Hub Radius: 0.363 m
Overall Radius: 0.363+ 1.0876 = 1.4506
Mass of each blade: 10 KG
𝐶𝑒𝑛𝑡𝑟𝑖𝑓𝑢𝑔𝑎𝑙 𝐹𝑜𝑟𝑐𝑒 = 10 × (2𝜋
3000
60
)2 × 1.4506
Answer: 1431.685 KN.

Trent 700
Hub Diameter: 1000 mm
Hub Radius: 500 mm
Overall Radius: 0.735+0.5 = 1.235
Mass of each blade: 10 KG
𝐶𝑒𝑛𝑡𝑟𝑖𝑓𝑢𝑔𝑎𝑙 𝐹𝑜𝑟𝑐𝑒 = 10 × (2𝜋
4500
60
)2 × 1.235
Answer: 2742.516 KN
In the calculations above, it can be seen that the mass chosen for both the blades is 10
KG. The reason for this selection of mass is because the general mass of all engine fan
blades is somewhere around 10 to 11 Kg’s, this was read on internet. Moreover, the
student went to the engine workshop in university and checked the mass of the blade
present there. That blade belonged to the Trent 700 engine and the mass was
somewhere around 10 Kg’s.
Further, the specifications mentioned above are used to get the overall radius of the
blade. Initially, just the length of fan blade was considered as the radius but this is
wrong as the radius is always calculated from the mid-point of the circle which in this
case is the mid-point of hub. Also, the overall radius is calculated by adding the overall
length of blade with the radius of hub which can be seen above.

Solid Works
Trent 900 Design
Figure 13- Trent 900 Blade Design
Figure 14- Trent 900 Blade Side view

Figure 15- Trent 900 hub with Root Cavity
Figure 16- Trent 900 assembly with Bird

Trent 700 Design
Figure 17- View of Trent 700 blade
Figure 18- Side view of Trent 700 blade

Figure 19- Trent 700 hub
Figure 20- Trent 700 assembly side view

Bird Design
Figure 21- Selecting dimensions of rectangle
Figure 22- Extruding the rectangle by 60 mm

Figure 23- Extruded version of Rectangle
Figure 24- Fillet by 20 mm radius

Figure 25- Fillet the length by 20 mm radius
Figure 26- Completed model of Bird Polyethylene

Solid Works Troubleshooting
By now all the solid works design were ready but there is one problem which the author
identified with the model and that is the cavity present on the Trent 900 hub as visible
below. This cavity present should be rectified by any means as this cavity will increase
the changes of root fracture from the blade after the impact. This is very dangerous if a
cavity is present because that would mean that the bond between the blade root and
the hub is very weak as small amount of force would just break the blade root away. If
this scenario happens in real life, then the broken blade would just be sucked in by the
engine which will break all other blades as well as the internal parts of the engine and
hence the result will be very catastrophic as the whole engine would catch fire.
Figure 27- Shows the cavity on Trent 900 hub
The picture above shows the cavity present on the Trent 900 hub and this cavity should
be rectified prior to starting Ansys simulation. If the same assembly is being simulated,
then the generated results would vary greatly and they won’t make any sense.

The same problem was with the Trent 700 assembly as it can be seen that the cavity is
present on the blade hub which would cause same problems like the ones described
above for Trent 900 blade. The extent of cavity is same for both the blade models and
the steps carried out to rectify this problem are explained below.
Figure 28- Shows the cavity on Trent 700 hub
Firstly, analyst should import the assembly file of one blade at a time to the assembly
section of solid works and then to delete or erase the excess root cavity the part which
is excess should be selected and edited. After that, the profile should be generated and
by choosing the option of extrude cut the excess part of the root cavity will be erased.

Ansys Setup
The simulation software used to generate results is the Ansys Workbench software and
this software is solely based on Finite Element Analysis.
General setup of Ansys
Figure 29- Command Selection Page
The picture above shows the project schematic page of Ansys software from where
analyst must choose which command of Ansys software analyst want to work on. The
list of commands is shown on the left side and to choose a specific command the
analyst must double click and then the window will open in the project schematic
section.
Once the required command is selected, which in this case is
explicit dynamics. The project file will open in the project
schematic page and the list on the right shows all the general
setup. These setup functions are explained below:
Figure 30- Command setup

Engineering Data: in this section the analyst chose which materials we will be using
for the simulation process. There is a different range of materials and the analyst
can select which type he needs depending on the command he’s working on.
Figure 31- List of materials
Geometry: in this section the geometry is imported. It should be noted that for Ansys
only the step format file is imported. Once the geometry is imported the analyst
should go to the edit and then generate the geometry in the design modular section.
Model: this is where the actual setup takes place. Go to edit and then an explicit
dynamics mechanical window will open.

Figure 32- Ansys Setup
In the geometry section, the analyst assigned material to each part and then generated
the mesh depending on the project accuracy requirements. In the Explicit Dynamics
sections the analyst assigned the initial forces acting on the blade which includes the lift
force, centrifugal force and the fixed support. Then in the same section analyst can set
the initial velocity which comes under initial conditions section. In the Analysis settings
section the end time will be typed in. This end time comes in a very low range for
explicit dynamics and can be a reason for the post-processing error if not correctly
calculated. The last part is the solution in which the analyst choses the values he needs
for the simulation such as the total deformation, equivalent stress etc.

Explicit Dynamics Setup
First step is to choose Materials and import the geometry. Once geometry is imported,
go to edit and generate the bodies in design modular.
Figure 33- Engineering data sources
Figure 34- Design Modular
The next step is to open explicit dynamics mechanical and set all the conditions.

Figure 35- Explicit Dynamics Setup
Assign material to each body that is involved in the gerometry.
Figure 36- Hub Properties

Figure 37- Bird Properties
Figure 38- Blade Properties
Go to the connections sections and delete contacts as we don’t need that in this
analysis and add body connections.
Body Connection 1: used for blade assembly and keep it Bonded.
Body Connection 2: used for bird and keep it Frictional.

Figure 39- Bonded bodies
Figure 40- Frictional Body
The next part in the setup is meshing. Meshing is very important and it is considered as
a key to get accurate results. There are three options for meshing and the more refined
it is the solver it takes for the solver to get results.

Figure 41- Mesh generation
The three meshing options are:
 Coarse meshing
 Medium meshing
 Fine meshing
The meshing shown in the picture above is fine meshing and the results this meshing
would generate will be accurate provided that all steps in the setup are correct. High
meshing takes a lot of time to solve which is why it was important for analyst to get
sensible results in the first try itself.

Figure 42- Initial velocity condition
The picture above shows the initial velocity condition assigned to bird in the axis
needed.
Figure 43- Lift force
This picture shows the lift force assigned to blade and the specific axis direction.

Figure 44- Centrifugal Forces
The picture above shows the centrifugal force assigned to blade and the direction in
which it acts which is away from the center of hub.
Figure 45- Shows fixed support
This picture specifies the fixed support point which is the internet section of the hub.

Figure 46- Surfaces selected for total deformation
Shows the surfaces selected for total deformation results. In this analysis, the bird will
travel with a certain speed and collide with the engine Fan blade. Due to this collision,
fan blade and bird both will be damaged by some extent and the bodies will be
deformed.

Figure 47- Surfaces selected for equivalent stress
Shows the surfaces selected for equivalent stress. Only blade is selected for equivalent
stress because the effective force that will come from the bird will be absorbed by the
blade.
Figure 48- Surfaces selected for normal stress
The figure above shows the surfaces selected for normal stress values. Only blade is
selected because all the impact energy is absorbed by the blade.

Figure 49- Surfaces selected for shear stress
Bird and blade bodies are selected for shear stress as it always involves two bodies.
Simulation Results
Trent 900
This phase of the project report tells the reader about the results obtained by solving the
Ansys simulation. The steps of the Ansys simulation are shown in the previous heading
and those steps were used to generate sensible results.
Initially, there were few mistakes in the Ansys simulation setup which generated very
inaccurate results and that part is included in the troubleshooting. Analyst started with
the simulation by first working on the Trent 900 fan blade as this was the main engine
selected for this project. Trent 700 fan blade is only meant for comparison purposes
which is why that engine was left for the last simulation of this thesis. It should be noted
that the steps involved for both the engines are exactly same except the initial condition
such as the centrifugal force. The initial values that were considered for this simulation
are as follows:

Speed of Bird 103 meters per second
Centrifugal force for Trent 900 1431.685 KN
Centrifugal force for Trent 700 2742.516 KN
Lift Force 2000 N
Fixed support on the hub
Table 7- Initial conditions
After setting up all the initial conditions in the Ansys setup and running the solution, it
took approximately 17 hours for Ansys solver to solve this simulation.
Figure 50- Trent 900 total deformation
The figure above shows the results of total deformation obtained for Trent 900 engine.
As we can see, the maximum value which we got is 1.7369 m and the minimum value is
0.0051351 m. The blades color is changed to blue which gives us the value of total

deformation according to the color contour. It shows the reader, that the values of total
deformation obtained is 0.0051351 m which comes around approximately 5.1 mm. The
value does make sense because a bird of mass 3.6 Kg hitting the fan blade with a
speed of 200 knots shouldn’t damage the fan blade as such according to FAA
regulations. This proves that this blade design is able to withstand this impact and
hence it does not deform much and does not fracture. The engine will be able to
continue at least 50% of the thrust for the next 14 minutes after the ingestion.
Figure 51- Trent 900 equivalent stress
The figure above shows that the maximum equivalent stress value which the analyst
obtained is 9.1215e6 Pa and the minimum equivalent stress value obtained is 26166
Pas. According to the figure above, the color of blade has changed to blue which
represents that the equivalent stress absorbed by the blade is somewhere around
26166 Pa which is minimum. Though, this is not the case for the point at which the bird
came in touch with the blade since the figure above represents different color for that
point. This means that the equivalent stress on the location of impact is 3.2745e6 Pa.

Figure 52- Trent 900 normal stress
The range of the normal stress values obtained by the analyst is between 2.2562e6 Pa
and -2.8076e6 Pa. As the figure shows above, the normal stress value obtained is
4.4771e5 Pa all over the blade according to the color contour. Further, the normal
stress values at the point of impact is 8.0942e5 Pa which is obvious because the normal
stress absorbed at the location of impact will always be higher than the rest of the
blade.

Figure 53- Trent 900 shear stress
The figure above shows that the range of shear stress value obtained by the analyst.
The maximum shear stress value is 2.8723e6 Pa and the minimum shear stress value
is -1.814e6 Pa. According to the figure above, the maximum shear stress generated on
the blade and bird is 1.9439e5 Pa.
The above analysis values show that this blade is capable of withstanding impact force
generated due to the collision with a polyethylene bird of mass 3.6 Kg. This proves that
this blade is designed successfully in order to be bird strike damage proof.
Trent 700
This blade is also simulated to get the bird strike analysis results which will be
compared later with the Trent 900 results.

Figure 54- Trent 700 total deformation
The figure above shows the values obtained for the total deformation of blade and bird.
It can be seen that the range of values is between 2.4617 meters to 0.013559 meters.
Since the color of blade have changed to blue it represents that the total deformation of
blade is 0.013559 meters which is minimum. The explanation for this is no different than
that of Trent 900. The flexible object like polyethylene hitting a blade at a speed of 103
meters per second won’t cause any major damage to the blade and engine will keep on
producing 50% of the thrust for the next 14 minutes.
Figure 55- Trent 700 equivalent stress

The picture above shows the range of equivalent stress values starting from 65956 Pa
and going up to 3.5081e6 Pa. The blade in the picture above is colored blue and
greenish which means the equivalent stress value at the location of impact is higher
than the rest of the blade. The equivalent stress on the blade is somewhere around
5.5768e5 Pa.
Figure 56- Trent 700 normal stress
The figure above represents the set of readings achieved for the normal stress
generated on the blade as a result of bird strike impact. It can be seen that the blade is
colored yellowish which means that the normal stress value is much higher than the
equivalent stress value. This is because normal stress is taken at exactly 90 degrees to
the object which would transmit highest effective force to the blade. The range of values
is from 4.3372e5 Pa to -1.1911e6 Pa. The value of normal stress measured on the
blade is 2.0161e5 Pa which is quite high but still the blade tends to withstand this very
high normal stress force which proves that this made is well suitable to be bird strike
impact damage proof.

Figure 57- Trent 700 shear stress
This pictures gives reader a complete set of values generated by Ansys simulation
explicit dynamic software for the shear stress between the blade and the bird. The
maximum value shown by the color contour is somewhere around 9.0187e5 Pa and the
minimum value is -3.1869e5 Pa. The shear stress measured on the blade as well as the
bird is 30042 Pa as represented by the color of bird and blade and also the color
contour. If reader carefully observes the picture above, it will be seen that the place at
which the bird comes and impacts with the blade is not greenish like the rest of the
blade but instead it is somewhat changing to yellowish color which means the shear
stress at that point is higher.
The Trent 700 blade also proves that it is able to withstand very high forces due to the
bird strike. FEA simulations make it very easy to design a blade and other components
without spending time and money for manufacturing. The table below helps in
comparing all the measured values of Trent 900 and Trent 700 blades and also
conclude the reason for change in values.

Trent 900 Trent 700
Total Deformation 5.1 mm 13.5 mm
Equivalent Stress 26166 Pa 550000 Pa
Normal Stress 447000 Pa 201600 Pa
Shear Stress 194390 Pa 30042 Pa
 The reason for this variation of values for both the blades is that the Trent 900 blade
is much bigger in length and geometry as which creates lower centrifugal force as
the RPM is much lower. This means the equivalent force for Trent 900 will be much
lower as bird hit the blade with less vertical speed. The less the vertical speed is the
lower will be the equivalent stress. This in turn also explains the high total
deformation of Trent 900 because its equivalent stress is much higher.
 Trent 900 generated much bigger Normal stress and Shear stress values because
the overall length of this blade is much more than the length of Trent 700 blade. This
difference in length would create different values of normal stress and shear stress
as the moment comes into play. The moment will always increase with increase
distance from the center which in this case shows why Trent 900 has bigger values
of Normal Stress and Shear Stress.
Table 8- Trent 900 vs Trent 700

Ansys Solution Report (Trent 900 & Trent 700)
Project
First Saved Friday, November 25, 2016
Last Saved Saturday, November 26, 2016
Product Version 15.0.7 Release
Save Project Before Solution No
Save Project After Solution No

Contents
 Units
 Model (A4)
o Geometry
 Parts
o Coordinate Systems
o Connections
 Body Interactions
 Body Interaction
o Mesh
o Explicit Dynamics (A5)
 Initial Conditions
 Initial Condition
 Analysis Settings
 Loads
 Solution (A6)
 Solution Information
 Results
 Material Data
o Structural Steel
o Polyethylene
o Titanium Alloy
Units
TABLE 1
Unit System Metric (m, kg, N, s, V, A) Degrees rad/s Celsius
Angle Degrees
Rotational Velocity rad/s
Temperature Celsius
Model (A4)
Geometry
TABLE 2
Model (A4) > Geometry
Object Name Geometry
State Fully Defined
Definition

Source
C:Userseau0913701DesktopBird Strike
6_filesdp0SYSDMSYS.agdb
Type DesignModeler
Length Unit Meters
Display Style Body Color
Bounding Box
Length X 0.35 m
Length Y 0.7248 m
Length Z 1.6695 m
Properties
Volume 0.12058 m³
Mass 895.85 kg
Scale Factor Value 1.
Statistics
Bodies 4
Active Bodies 4
Nodes 3889
Elements 16862
Mesh Metric None
Basic Geometry Options
Parameters Yes
Parameter Key DS
Attributes No
Named Selections No
Material Properties No

Advanced Geometry Options
Use Associativity Yes
Coordinate Systems No
Reader Mode Saves Updated File No
Use Instances Yes
Smart CAD Update No
Compare Parts On Update No
Attach File Via Temp File Yes
Temporary Directory C:Userseau0913701AppDataLocalTemp
Analysis Type 3-D
Decompose Disjoint Geometry Yes
Enclosure and Symmetry
Processing
Yes
TABLE 3
Model (A4) > Geometry > Parts
Object Name hub second bird blade second-1-1 blade second-1
State Meshed
Graphics Properties
Visible Yes
Transparency 1
Definition
Suppressed No
Stiffness Behavior Flexible
Coordinate System Default Coordinate System
Reference Temperature By Environment
Reference Frame Lagrangian

Material
Assignment Structural Steel Polyethylene Titanium Alloy
Bounding Box
Length X 0.35 m 0.11232 m 0.27892 m 0.19866 m
Length Y 0.7248 m 0.14526 m 0.36311 m 0.32381 m
Length Z 0.7248 m 6.e-002 m 0.26137 m 0.98698 m
Properties
Volume 0.10541 m³ 4.5801e-004 m³ 6.0578e-003 m³ 8.6513e-003 m³
Mass 827.46 kg 0.43511 kg 27.987 kg 39.969 kg
Centroid X -1.8767e-002 m 3.3556e-002 m -1.5568e-002 m 6.0838e-003 m
Centroid Y 8.5392e-003 m 3.682e-002 m 6.7726e-002 m 0.1176 m
Centroid Z 1.089e-002 m -1.1013 m -0.34441 m -0.73491 m
Moment of Inertia Ip1 66.882 kg·m² 8.3231e-004 kg·m² 0.36279 kg·m² 2.0518 kg·m²
Statistics
Nodes 2411 118 1091 269
Elements 11720 364 4131 647
Mesh Metric None
Coordinate Systems
TABLE 4
Model (A4) > Coordinate Systems > Coordinate System
Object Name Global Coordinate System
State Fully Defined
Definition

Type Cartesian
Origin
Origin X 0. m
Origin Y 0. m
Origin Z 0. m
Directional Vectors
X Axis Data [ 1. 0. 0. ]
Y Axis Data [ 0. 1. 0. ]
Z Axis Data [ 0. 0. 1. ]
Connections
TABLE 5
Model (A4) > Connections
Object Name Connections
State Fully Defined
Auto Detection
Generate Automatic Connection On Refresh Yes
Transparency
Enabled Yes
TABLE 6
Model (A4) > Connections > Body Interactions
Object Name Body Interactions
State Fully Defined
Advanced
Contact Detection Trajectory
Formulation Penalty
Body Self Contact Program Controlled

Element Self Contact Program Controlled
Tolerance 0.2
TABLE 7
Model (A4) > Connections > Body Interactions > Body Interaction
Object Name Body Interaction Body Interaction 2
State Fully Defined
Scope
Scoping Method Geometry Selection
Geometry 3 Bodies 1 Body
Definition
Type Bonded Frictional
Maximum Offset 1.e-007 m
Breakable No
Suppressed No
Friction Coefficient 0.
Dynamic Coefficient 0.
Decay Constant 0.
Mesh
TABLE 8
Model (A4) > Mesh
Object Name Mesh
State Solved
Defaults
Physics Preference Explicit
Relevance 0
Sizing

Use Advanced Size Function Off
Relevance Center Coarse
Element Size Default
Initial Size Seed Active Assembly
Smoothing High
Transition Slow
Span Angle Center Coarse
Minimum Edge Length 1.2475e-004 m
Inflation
Use Automatic Inflation None
Inflation Option Smooth Transition
Transition Ratio 0.272
Maximum Layers 5
Growth Rate 1.2
Inflation Algorithm Pre
View Advanced Options No
Patch Conforming Options
Triangle Surface Mesher Program Controlled
Patch Independent Options
Topology Checking Yes
Advanced
Number of CPUs for Parallel Part Meshing Program Controlled
Shape Checking Explicit
Element Midside Nodes Dropped
Straight Sided Elements

Number of Retries Default (4)
Extra Retries For Assembly Yes
Rigid Body Behavior Full Mesh
Mesh Morphing Disabled
Defeaturing
Pinch Tolerance Please Define
Generate Pinch on Refresh No
Automatic Mesh Based Defeaturing On
Defeaturing Tolerance Default
Statistics
Nodes 3889
Elements 16862
Mesh Metric None
Explicit Dynamics (A5)
TABLE 9
Model (A4) > Analysis
Object Name Explicit Dynamics (A5)
State Solved
Definition
Physics Type Structural
Analysis Type Explicit Dynamics
Solver Target AUTODYN
Options
Environment Temperature 22. °C
Generate Input Only No

TABLE 10
Model (A4) > Explicit Dynamics (A5) > Initial Conditions
Object Name Initial Conditions
State Fully Defined
TABLE 11
Model (A4) > Explicit Dynamics (A5) > Initial Conditions > Initial Condition
Object Name Pre-Stress (None) Velocity
State Fully Defined
Definition
Pre-Stress Environment None
Pressure Initialization From Deformed State
Input Type Velocity
Define By Components
Coordinate System Global Coordinate System
X Component -103. m/s
Y Component 103. m/s
Z Component 0. m/s
Suppressed No
Scope
Geometry 1 Body
TABLE 12
Model (A4) > Explicit Dynamics (A5) > Analysis Settings
Object Name Analysis Settings
State Fully Defined
Analysis Settings Preference
Type Program Controlled

Step Controls
Resume From Cycle 0
Maximum Number of Cycles 1e+07
End Time 1.65e-002 s
Maximum Energy Error 0.1
Reference Energy Cycle 0
Initial Time Step Program Controlled
Minimum Time Step Program Controlled
Maximum Time Step Program Controlled
Time Step Safety Factor 0.9
Characteristic Dimension Diagonals
Automatic Mass Scaling No
Solver Controls
Solve Units mm, mg, ms
Beam Solution Type Bending
Beam Time Step Safety Factor 0.5
Hex Integration Type Exact
Shell Sublayers 3
Shell Shear Correction Factor 0.8333
Shell BWC Warp Correction Yes
Shell Thickness Update Nodal
Tet Integration Average Nodal Pressure
Shell Inertia Update Recompute
Density Update Program Controlled
Minimum Velocity 1.e-006 m s^-1

Maximum Velocity 1.e+010 m s^-1
Radius Cutoff 1.e-003
Minimum Strain Rate Cutoff 1.e-010
Euler Domain Controls
Domain Size Definition Program Controlled
Display Euler Domain Yes
Scope All Bodies
X Scale factor 1.2
Y Scale factor 1.2
Z Scale factor 1.2
Domain Resolution Definition Total Cells
Total Cells 2.5e+05
Lower X Face Flow Out
Lower Y Face Flow Out
Lower Z Face Flow Out
Upper X Face Flow Out
Upper Y Face Flow Out
Upper Z Face Flow Out
Euler Tracking By Body
Damping Controls
Linear Artificial Viscosity 0.2
Quadratic Artificial Viscosity 1.
Linear Viscosity in Expansion No
Hourglass Damping AUTODYN Standard
Viscous Coefficient 0.1

Static Damping 0.
Erosion Controls
On Geometric Strain Limit Yes
Geometric Strain Limit 1.5
On Material Failure No
On Minimum Element Time Step No
Retain Inertia of Eroded Material Yes
Output Controls
Save Results on Equally Spaced Points
Number of points 20
Save Restart Files on Equally Spaced Points
Number of points 5
Save Result Tracker Data on Cycles
Cycles 1
Output Contact Forces Off
Analysis Data Management
Solver Files Directory C:Userseau0913701DesktopBird Strike 6_filesdp0SYSMECH
Scratch Solver Files Directory
TABLE 13
Model (A4) > Explicit Dynamics (A5) > Loads
Object Name Force Force 2 Fixed Support
State Fully Defined
Scope
Geometry 5 Faces 2 Faces

Definition
Type Force Fixed Support
Define By Components
X Component 0. N (step applied) 2000. N (step applied)
Y Component 0. N (step applied) -2000. N (step applied)
Z Component -3000. N (step applied) 0. N (step applied)
Suppressed No
Solution (A6)
TABLE 14
Model (A4) > Explicit Dynamics (A5) > Solution
Object Name Solution (A6)
State Solved
Information
Status Done
TABLE 15
Model (A4) > Explicit Dynamics (A5) > Solution (A6) > Solution Information
Object Name Solution Information
State Solved
Solution Information
Solution Output Solver Output
Update Interval 2.5 s
Display Points All
Display Filter During Solve Yes

TABLE 16
Model (A4) > Explicit Dynamics (A5) > Solution (A6) > Results
Object Name
Total
Deformation
Equivalent Stress Normal Stress Shear Stress
State Solved
Scope
Geometry 2 Bodies 1 Body 2 Bodies
Definition
Type
Total
Deformation
Equivalent (von-Mises)
Stress
Normal Stress Shear Stress
By Time
Display Time Last
Calculate Time
History
Yes
Identifier
Suppressed No
Orientation X Axis XY Plane
Results
Minimum 5.1351e-003 m 26166 Pa
-2.8076e+006
Pa
-1.814e+006 Pa
Maximum 1.7369 m 9.1215e+006 Pa 2.2562e+006 Pa 2.8723e+006 Pa
Minimum Occurs On blade second-1 blade second-1
Maximum Occurs On bird blade second-1
Minimum Value Over Time
Minimum 0. m 0. Pa
-2.9343e+006
Pa
-3.1217e+006
Pa

Maximum 5.1351e-003 m 75438 Pa 0. Pa
Maximum Value Over Time
Minimum 0. m 0. Pa
Maximum 1.7369 m 1.0103e+007 Pa 4.5897e+006 Pa 3.1523e+006 Pa
Information
Time 1.1924e-002 s
Set 16
Integration Point Results
Display Option Averaged
Average Across
Bodies
No
TABLE 17
Model (A4) > Explicit Dynamics (A5) > Solution (A6) > Total Deformation
Time [s] Minimum [m] Maximum [m]
1.1755e-038 0. 0.
8.25e-004 2.4047e-005 0.12017
1.65e-003 9.6083e-005 0.24035
2.475e-003 2.1763e-004 0.36052
3.3e-003 3.8905e-004 0.48069
4.125e-003 6.0789e-004 0.60086
4.95e-003 8.78e-004 0.72104
5.775e-003 1.197e-003 0.84121
6.6e-003 1.5641e-003 0.96138
7.425e-003 1.9823e-003 1.0816
8.25e-003 2.4499e-003 1.2017

9.075e-003 2.9657e-003 1.3219
9.9e-003 3.5329e-003 1.4421
1.0725e-002 4.1505e-003 1.5622
1.155e-002 4.8166e-003 1.6824
1.1924e-002 5.1351e-003 1.7369
TABLE 18
Model (A4) > Explicit Dynamics (A5) > Solution (A6) > Equivalent Stress
Time [s] Minimum [Pa] Maximum [Pa]
1.1755e-038 0. 0.
8.25e-004 51634 6.9662e+006
1.65e-003 45264 9.5983e+006
2.475e-003 28267 9.8149e+006
3.3e-003 61003 9.3234e+006
4.125e-003 32840 9.0993e+006
4.95e-003 67035 9.0299e+006
5.775e-003 32648 9.4008e+006
6.6e-003 54942 1.0004e+007
7.425e-003 46270 1.0103e+007
8.25e-003 43011 9.7951e+006
9.075e-003 39827 9.1952e+006
9.9e-003 61819 9.0978e+006
1.0725e-002 75438 9.0766e+006
1.155e-002 59366 9.1083e+006
1.1924e-002 26166 9.1215e+006

TABLE 19
Model (A4) > Explicit Dynamics (A5) > Solution (A6) > Normal Stress
1.1755e-038 0. 0.
8.25e-004 -2.9343e+006 1.6176e+006
1.65e-003 -2.7315e+006 1.9846e+006
2.475e-003 -2.6554e+006 2.5205e+006
3.3e-003 -2.7131e+006 3.0464e+006
4.125e-003 -2.7483e+006 3.593e+006
4.95e-003 -2.7631e+006 4.0705e+006
5.775e-003 -2.7593e+006 4.375e+006
6.6e-003 -2.7656e+006 4.573e+006
7.425e-003 -2.7729e+006 4.5897e+006
8.25e-003 -2.7747e+006 4.4547e+006
9.075e-003 -2.7707e+006 4.2137e+006
9.9e-003 -2.779e+006 3.8595e+006
1.0725e-002 -2.7819e+006 3.4837e+006
1.155e-002 -2.7991e+006 3.0632e+006
1.1924e-002 -2.8076e+006 2.2562e+006
TABLE 20
Model (A4) > Explicit Dynamics (A5) > Solution (A6) > Shear Stress
1.1755e-038 0. 0.
8.25e-004 -3.7467e+005 1.8953e+006
1.65e-003 -6.1415e+005 3.02e+006
2.475e-003 -1.0558e+006 3.1523e+006

3.3e-003 -1.6027e+006 2.9475e+006
4.125e-003 -2.1555e+006 2.7849e+006
4.95e-003 -2.6306e+006 2.7944e+006
5.775e-003 -2.9234e+006 2.8166e+006
6.6e-003 -3.1115e+006 2.8284e+006
7.425e-003 -3.1217e+006 2.8319e+006
8.25e-003 -2.9896e+006 2.851e+006
9.075e-003 -2.7637e+006 2.8458e+006
9.9e-003 -2.4389e+006 2.8566e+006
1.0725e-002 -2.1019e+006 2.8658e+006
1.155e-002 -1.7469e+006 2.8672e+006
1.1924e-002 -1.814e+006 2.8723e+006
Material Data
Structural Steel
TABLE 21
Structural Steel > Constants
Density 7850 kg m^-3
Coefficient of Thermal Expansion 1.2e-005 C^-1
Specific Heat 434 J kg^-1 C^-1
Thermal Conductivity 60.5 W m^-1 C^-1
Resistivity 1.7e-007 ohm m
TABLE 22
Structural Steel > Compressive Ultimate Strength
Compressive Ultimate Strength Pa
0
TABLE 23
Structural Steel > Compressive Yield Strength

Compressive Yield Strength Pa
2.5e+008
TABLE 24
Structural Steel > Tensile Yield Strength
Tensile Yield Strength Pa
2.5e+008
TABLE 25
Structural Steel > Tensile Ultimate Strength
Tensile Ultimate Strength Pa
4.6e+008
TABLE 26
Structural Steel > Isotropic Secant Coefficient of Thermal Expansion
Reference Temperature C
22
TABLE 27
Structural Steel > Alternating Stress Mean Stress
Alternating Stress Pa Cycles Mean Stress Pa
3.999e+009 10 0
2.827e+009 20 0
1.896e+009 50 0
1.413e+009 100 0
1.069e+009 200 0
4.41e+008 2000 0
2.62e+008 10000 0
2.14e+008 20000 0
1.38e+008 1.e+005 0
1.14e+008 2.e+005 0

8.62e+007 1.e+006 0
TABLE 28
Structural Steel > Strain-Life Parameters
Strength
Coefficient Pa
Strength
Exponent
Ductility
Coefficient
Ductility
Exponent
Cyclic Strength
Coefficient Pa
Cyclic Strain
Hardening Exponent
9.2e+008 -0.106 0.213 -0.47 1.e+009 0.2
TABLE 29
Structural Steel > Isotropic Elasticity
Temperature C Young's Modulus Pa Poisson's Ratio Bulk Modulus Pa Shear Modulus Pa
2.e+011 0.3 1.6667e+011 7.6923e+010
TABLE 30
Structural Steel > Isotropic Relative Permeability
Relative Permeability
10000
Polyethylene
TABLE 31
Polyethylene > Constants
Density 950 kg m^-3
TABLE 32
Polyethylene > Compressive Ultimate Strength
0
TABLE 33
Polyethylene > Compressive Yield Strength

0
TABLE 34
Polyethylene > Tensile Yield Strength
2.5e+007
TABLE 35
Polyethylene > Tensile Ultimate Strength
3.3e+007
TABLE 36
Polyethylene > Isotropic Secant Coefficient of Thermal Expansion
22
TABLE 37
Polyethylene > Isotropic Elasticity
1.1e+009 0.42 2.2917e+009 3.8732e+008
Titanium Alloy
TABLE 38
Titanium Alloy > Constants
Density 4620 kg m^-3
Resistivity 1.7e-006 ohm m
TABLE 39
Titanium Alloy > Compressive Ultimate Strength

0
TABLE 40
Titanium Alloy > Compressive Yield Strength
9.3e+008
TABLE 41
Titanium Alloy > Tensile Yield Strength
9.3e+008
TABLE 42
Titanium Alloy > Tensile Ultimate Strength
1.07e+009
TABLE 43
Titanium Alloy > Isotropic Secant Coefficient of Thermal Expansion
22
TABLE 44
Titanium Alloy > Isotropic Elasticity
9.6e+010 0.36 1.1429e+011 3.5294e+010
TABLE 45
Titanium Alloy > Isotropic Relative Permeability
Relative Permeability
1
The project report is exactly same for Trent 900 and Trent 700 engines except the fact
that the Trent 700 engines generated different results. The results comparison of both

the engines have been done previously. This report just shows all the steps which were
carried out to solve the Ansys simulation and generate the results.
Troubleshooting
 The first troubleshooting which the author did during the phase of project is
regarding the solid works file format. Once solid works is completed it has to be
saved in a certain format for Ansys to be able to read it and this file format is called
as the STEP format. Author did not know about this before which is why he was
struggling to open the solid works file and wasted 2 days because of that. To
troubleshoot this issue, author did some research on internet and came to know that
the specific file format of solid works which Ansys can read is STEP format. The
steps below show how solid works file can be saved in a STEP format.
Figure 58- Saving the geometry
The figure above shows how the solid works file can be saved in a STEP format for
Ansys to read it.

 The second problem which the author had during the phase of thesis project is
regarding the solid works design. As mentioned earlier, the initial solid works design
had excess blade root cavity on the hub which was clearly visible. This cavity can
result in very inaccurate results generation or it might show some errors on Ansys
solver. This cavity is considered as part of troubleshooting as this would generate
very poor results or it might just result in break fracture after the bird strike impact.
The initial design of solid works with the cavity is shown below.
Figure 59- Cavity on hub
It is clearly visible that the cavity is present near the edge of blade root in the picture
above. If such cavity is present on real life engine, then the results will be catastrophic
as the blade would just break and get ingested by the engine which would break all the
internet compressor and turbine blade and the engine would catch fire eventually. The
corrected model is shown in the figure below.

Figure 60- Cavity filled
The troubleshooting of this cavity was done by using the solid works soft and using the
extrude cut command.
 The third troubleshooting that was done in this project was the placement of bird. In
explicit dynamics, the object which is to travel with a certain speed and hit the
surface should be placed very close to the target surface. This is because if the
distance is more between the two bodies then it will take very long time for Ansys to
solve the project and simulate it. It usually takes about 40 hours for Ansys to
completely solve the simulation if the two bodies are kept very long, whereas in this
case it would take 4 to 5 days to solve it which is not an option as the time author
had was very less. This troubleshooting was also done in the solid works as this is
where I made the geometry. In the solid works, we have to go to assembly section
and generate the assembly of engine blades. Once this is done, the next part is to
select the geometry and click on edit geometry to edit it. Lastly, we have to use the
‘MOVE’ option to drag the bird model closer to blade and this can also be done by
specifying the distance between the bird and blade.

 Major troubleshooting which I had in this thesis project was regarding simulation.
There are various steps which we must go through and set initial values and this is
where I was having a problem. Initially, I was using the computer lab PC to solve the
simulation. As I knew, the higher the mesh is the more accurate the values will be
generated. I was trying continuously to do meshing of the geometry of Trent 900
blade but it was failing repeatedly and showing error of the licensing. This is when I
came to know that the computer lab PC does not have full version of Ansys
workbench software thus I cannot work with neither fine mesh nor the medium
meshing options. Since I had no other computer with Ansys and powerful processor,
I decided to go with the coarse mesh which is considered as the lowest mesh and
then tried to solve the simulation.
 Another problem which the author faced was regarding the analysis settings in the
Ansys setup. When the author tries to solve the simulation it continuously shows the
following error:
“Current result file may not contain requested result data. Please clear the solution and
solve gain. The result file cannot be opened. The error occurred when the post
processor attempted to load a specific result. Please review all the meshing options and
try again”
I tried to search on internet and got to know that the problem is in the end time value in
the analysis setting section. I did not know what the end time is and I tried to search for
it on the internet. The end time is the time taken for solver to measure forces acting on
each meshing element which means the end time for explicit dynamics will always be a
very small value. Since I did not know how to calculate the end time I tried watching
some videos on YouTube and understood all the steps involved in its calculation. The
end time is calculated by measuring the overall length of the whole geometry including
the blade and hub. If the length is measured in millimeters then the speed of bird should
also be measured in millimeters per second. The next step is cross multiplication which
gives us clear answer of the end time which is very small value around 0.0021 seconds.

 After the end time calculation, there shouldn’t have been any problem but as soon
as I start to solve the simulation it kept showing the same post-processor errors.
This was very frustrating for analyst as the time of deadline was coming closer.
Again, I watched multiple videos on YouTube and came to know that the I should
selected geometry faces for each variant I want to solve for.
 I went on to solve the simulation but this time it did not give any error and started
solving. I kept the computer running for the whole night and when I came back to
university the next day the progress was only 10% after 18 hours of elapsed time. I
reported this problem to Nasser chakra and he suggested me to use a super
computer from which is in the structural lab as it has a powerful processor of 64 GB
RAM and this would speed up my simulation process.
 I had solved the simulation and the results were generated within 18 hours. There is
huge problem with my results as the blade is coming off from the root and the bird
was passing through the blade without damaging it. The picture below shows the
detached blade.
Figure 61- Blade coming off
This issue was very frustrating for me as the settings in the ‘Body Connection’ part
clearly said that the blade is Not Breakable.

This issue should be addressed as soon as possible as something is wrong in the
setup and probably my results were also wrong. I think the reason for this
detachment of blade is due to the very high centrifugal force. The reason is, the very
high centrifugal force acting exactly opposite to the center might just break the blade
from its center. Another possibility is that the centrifugal force increases the stiffness
of the blade and due to the increased stiffness, the bird impact wouldn’t damage the
blade instead, it would just let the blade break off from its root. Further, another
reason could be the properties of bird in the design modular section. The properties
of bird were set as solid which is not correct so the author changed that property to
fluid. This is because as mentioned in the log book, that bird will be considered as a
jet of moving fluid as the bird is composed of mainly water. This moving fluid acts as
a pressure pulse and transfer effective force to the target surface.
Figure 62- Blade issue rectified
The picture above shows that the blade did not break off after centrifugal force was
decreased to 3000 N and the bird was selected as a fluid body.
 Throughout the simulation process, I continuously had problems with the meshing
options which were rectified each time by changing the relevance value. Relevance

value represents the size of elements in the mesh. The negative the relevance value
is the more will be it size of element.
Future Recommendations
There are some future recommendations which the author would like to give and they
are outlined below:
One future recommendation which I would like to give is that we should make
geometry as one part instead of joining different parts together. Author modelled the
engine blade in 3 parts which includes blade, blade root and hub. Instead of that, we
should make blade and blade root as one geometry and hub as another. These two
bodies should then be bonded together to make a single geometry.
Second future recommendation which I would like to give is that companies should
solely rely on such simulation software for designing engine blade as well as other
components as this saves a lot of time and money. Further, these simulation
software’s such as Ansys workbench should be modified to eliminate the trial and
error for each simulation.
Third future recommendation would be the use of Bird Early Detection System
which is basically a radar which sends signals to receiver about the situation of the
birds migrating. This system is already deployed in many airports and military base
but it is only confined to large group of birds migrating. This means that the aircrafts
are still in danger of single birds that are in the skies. Even a single bird can mean a
lot if the weight of a bird is somewhere around 3.65 Kg’s. Hence, there should be a
revised version of these radars which can even detect single bird traveling
irrespective of the mass of bird and these radars should also be installed in the
aircraft to detect birds by a fine range of distance.
Lastly, the material of the blade should be improved. There is always a room for
improvement and this applies to fan blades as well. More research and development
should be done on engine fan blades to make it more bird strike impact damage
proof.

Appendix A
Project Proposal
Project Proposal - Form A
Form A is an explanatory structure of what a B.Eng. dissertation proposal should include.
(Avoid hand writing).
Programme: B.Eng. (Honours) Aerospace Technology
Module: 303SE Individual Project
Supervisor: A Nasser Chakra
Details
Student Name: Amar Sajjad Student ID: EAU0913701
Student Email: amar_student1@hotmail.com
Project Details
Section 1: 15%
Project Title: 5%

Analysis of Bird Strike Impact on Compressor Blades
There are numerous incidents reported in the aviation industry which occurred due to a
bird strikes. Bird strikes on an aircraft can be very critical specially if the area of impact is
engine as it may completely blow the engine resulting from the fractured or ruptured
diffuser blades. Certification requirements demands all civil and military aircrafts to
withstand bird strikes and other foreign material damage at or around critical flight
conditions. It is very important to design components which can withstand such high
stresses without wasting money and time on experimental bird impact analysis. To make
it possible, numerical studies and simulations of bird strikes have become essential to
optimize the design of engine components simultaneously to enhance the engine
capabilities for acceptable damage tolerance. Good understanding of this idea and the
implications on the behavior of the flow field with respect to damage affecting the fan
blades are usually investigated using computation Fluid Dynamics (CFD) method for the
analysis of the aerodynamics behavior of an aero-engine fan affected by a bird strike.
This case study will involve the numerical simulation such as the nonlinear dynamic
software ANSYS and contacting-impacting algorithm to simulate the bird impact in
different conditions. Further, analysis of bird strike at different fluid speed which should be
approximately between 200 m/s to 300 m/s, the analysis of impact at critical speed and
non-critical speed and the evaluation of the impact depending on the pressure profile and
stagnation pressure at the center of the impact will be covered in this case study. To
make the analysis and simulation possible, there are certain factors that such be selected
prior to simulation which are density of the fluid, viscosity of the fluid, shape of a bird
projectile and length to diameter ratio. It is these factors which can vary the extent of
damage caused by the bird strike and therefore these variables should be selected
precisely. This case study will also involve official complete biodata of the compressor
blades on which the whole analysis and simulation will be based. The steps that are
required to import the different bodies that have been designed to the simulation software
will be mentioned in the project final report and all the steps and procedure of simulation
will be shown.

Amar Final Report

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