ELASTO-STATIC RESPONSES OF

LAMINATED PANELS
MAIN PROJECT REPORT
Submitted in fulfillment of the award of Degree of Bachelor of
Technology in Aeronautical Engineering
Submitted
by
K. MUKESH
O. RADHIKA
N. SNEHA
D. VIJAYASRI NAIK

12951A2115
12951A2152
12951A2158
12951A2160

Under the Supervision of

PROF. Dr. P. K. DASH

Department of Aeronautical Engineering

INSTITUTE OF AERONAUTICAL ENGINEERING

DUNDIGAL 500 043, HYDERABAD, TELANGANA STATE

INSTITUTE OF AERONAUTICAL ENGINEERING

DUNDIGAL 500 043, HYDERABAD, TELANGANA STATE

Department of Aeronautical Engineering

CERTIFICATE
This is to certify that the work embodies in this dissertation entitled
ELASTO-STATIC RESPONSES OF LAMINATED PANELS being
submitted by
K. MUKESH
12951A2115
O. RADHIKA
12951A2152
N. SNEHA
12951A2158
D. VIJAYASRI NAIK
12951A2160
for partial fulfillment of the requirement for the award of Bachelor of
Technology in Aeronautical Engineering discipline to Institute of
Aeronautical Engineering, Dundigal, Hyderabad, Telangana State,
during the academic year 2015-2016 is a record of bonafide piece of work,
undertaken by him the supervision of the undersigned.
Approved and Supervised by
(PROF. Dr. P.K.DASH)
Aeronautical Engineering, Professor
Forwarded by
(V. V. S. H. PRASAD)
Dean Academics
IARE, Hyderabad

(Prof. Dr.GOVARDHAN)
Aeronautical Engineering
IARE, Hyderabad

INSTITUTE OF AERONAUTICAL ENGINEERING

(Autonomous)
DUNDIGAL 500 043, HYDERABAD, TELANGANA STATE

Department of Aeronautical Engineering

DECLARATION
We K. MUKESH, O.RADHIKA, N. SNEHA, D. VIJAYASRI NAIK,
are the students of Bachelor of Technology in Aeronautical
Engineering, session: 2012-16, Institute of Aeronautical Engineering,
Dundigal, Hyderabad, Telangana State. Hereby declare that the work
presented in this project work entitled ELASTO-STATIC RESPONSES
OF LAMINATED PANELS is the outcome of our own bonafide work
and is correct to the best of our knowledge and this work has been
undertaken taking care of engineering ethics. It contains no material
previously published or written by another person nor material which has
been accepted for the award of any other degree or diploma of the
university or other institute of higher learning, except where due
acknowledgment has been made in the text.

K. MUKESH
O. RADHIKA
N. SNEHA
D. VIJAYASRI NAIK

Date:

12951A2115
12951A2152
12951A2158
12951A2160

ACKNOWLEDGEMENT
We take this opportunity to express our deep sense of gratitude to our guide
professor
and
also
Head
of
Aeronautical
Engineering
Department
Prof.Dr.GOVARDHAN. We would like to convey our sincere thanks to him for his
consistent noble guidance, continuous support and valuable suggestions which inspired
us to make this report fruitful.
We would like to express our sincere thanks to our friends for their constant
support and guidance. We thank our parents for supporting us to successfully complete
the project. There are many more who cannot be forgotten and we whole heartedly
thank each and everyone who graciously helped us directly when we were in need.
We would also like to express our sincerest gratitude to Mr. Rajashekar
Reddy, Chairman of the Institute of Aeronautical Engineering, Dr.A.Barai, Principal of
the Institute of Aeronautical Engineering, and the Management for their support in
terms of infrastructure, labs and equipments that enabled us to complete this endeavor.

K. MUKESH
O. RADHIKA
N. SNEHA
D. VIJAYASRI NAIK-

12951A2115
12951A2152
12951A2158
12951A2160

PROJECT ABSTRACT:
Aim: The main aim of the project is to show the concept of Elasto-static
responses on laminated panels by using FEM analysis
Objective: The main objective of this project is to a finite

difference

computational scheme is developed for the application of the present theory for
the practical problems of composite mechanics. To development of light weight,
high temperature resistance composite materials will allow the next generation of
high performance, economical aircraft design to materialize. Uses of such
materials will reduce fuel consumption, improve efficiency and reduce direct
operating cost of aircraft.
Detailed area of work: The accelerated growth in aircraft industry desire to
development of light weight, high temperature resistance composite materials
will allow the next generation of high performance, economical aircraft design to
materialize. Uses of such materials will reduce fuel consumption, improve
efficiency and reduce direct operating cost of aircraft. Composite materials can
be found into various shapes and, if desired, the fibers can be wound tightly to
increase strength. A useful feature of composite is that they can be layered, with
the fibers in each layer running in different direction.

vi

CONTENTS
INTRODUCTION..........................................................................................
.........

1
.

2
.

Magnetically Levitated Landing System

Operations........................................
2.
1

Basic
idea..................................................................................................... 4
2.2 Route
map..................................................................................................... 8
2.3 Comparison with other landing
systems.......................................................

3 Magnets....................................................................................................... 1
.
.... 2
3.1 1
Introduction............................................................................................... 2
3.2 1
Properties................................................................................................... 5
3.3 2
Calculations............................................................................................... 1
4
.

Super-conductors and liquid

nitrogen...............................................................

2
8

5
.

Conceptual design of magnetically levitated landing

system ..........................

3
1

6
.

Fabrication
process...........................................................................................

3
5

6.
1

Magnetic 3
Track.......................................................................................... 7

6.
2

Magnetic 3
Sledge........................................................................................ 8

6. Cart....................................................................................................... 3
3
..... 9
6.
4

Model 4
Plane.............................................................................................. 0

7 Conclusion ................................................................................................. 4
.
...... 2

Introduction to Elasto-static responses on laminated panels:

The use of composite materials is increasing day-by-day, especially, to satisfy the
demand of light weight structures. In order to realize the improved characteristics
of fiber-reinforced composites in most of the practical applications, they are
found to use as a laminate consisting of more than one lamina bonded together
through their thickness. Elasticity problems are usually formulated either in
terms of stress function or displacement parameters. The stress function
approach accepts boundary conditions only in terms of loadings, boundary
restraints cannot be imposed on the function appropriately. Conway and Ithaca
first extended the stress function formulation in the form of Fourier integrals for
the stress analysis of some ideal problems of orthotropic materials. In case of
displacement parameter approach, the simultaneous solution of two elliptic
partial differential equations, especially with mixed mode of boundary conditions
becomes extremely difficult. Stress analysis of actual structures of composite
materials is mainly handled by numerical methods, especially, by the finite
element methods (FEM). The analysis as well as design of structural components
of laminated composites has now become fully dependent on finite element
methods, and the corresponding applications in the literature are
Recent research and developments in using a potential function boundary
modeling approach [8], have generated renewed interest in the field of both
analytical and numerical solutions of stress problems of composite materials. In
this research, a new variable reduction scheme is developed to reduce a multivariable problem into a single variable one. The present paper is on the
comparative analysis of Elasto-static responses of a cross-ply and angle-ply
laminated composite panels under flexural and axial loadings. A finite-difference
computational method is developed for the analysis of structural components of
laminated composites, in which a single variable lamination theory is used.
Deformed shapes as well as critical ply-stress in the panel are discussed in a
comparative fashion. Finally, the present solutions are compared with those of
usual computational method to verify the reliability and accuracy of the present
single variable approach.

ADVANTAGES:

Aircraft can land and take-off with in short distance, because they float over the run
way eliminating rolling resistance and potentially improving the power efficiency.

As the Mag-Lev airplanes have no landing gears, maintenance will be reduced.

Disadvantages:
1. Setup cost is enormous.
1. While the Mag-Lev can be safer overall, any infrequent accidents that do occur are
likely to be more catastrophic due to the levitated guide ways and incredible speeds.

2. Very complex computer systems should use to control the things.

3. Whole new set of tracks would have to be built for the Mag-Lev to run.

Chapter-1
Magnetically Levitated Landing System Configuration:
Magnetic levitation, Mag-Lev, or magnetic suspension is a method by which an
object is suspended with no support other than magnetic fields. Magnetic force is used to
counteract the effects of the gravitational and any other accelerations.
The two primary issues involved in magnetic levitation are lifting force: providing an
upward force sufficient to counteract gravity, and stability: ensuring that the system does
not spontaneously slide or flip into a configuration where the lift is neutralized.
Magnetic levitation is used for Mag-Lev trains, contactless melting, and magnetic bearings
and for product display purposes.
Same configuration we are using for landing of airplanes without landing gears. By this the
airplane will levitates and moves on the runway with zero rolling friction.

3.1INTRODUCTION OF COMPOSITES:
HISTORY OF COMPOSITES:

Later, in 1200 AD, the Mongols invented the first composite bow. Using a
combination of wood, bone, and animal glue, bows were pressed and wrapped
with birch bark. These bows were extremely powerful and extremely accurate.
Composite Mongolian bows provided Genghis Khan with military dominance,

and because of the composite technology, this weapon was the most powerful
weapon on earth until the invention of gunpowder.

A composite is when two or more different materials are combined together to

create a superior and unique material. The first uses of composites date back to
the 1500s B.C. when early
Egyptians and
Mesopotamian settlers
used a mixture
of mud and straw to create
strong and
durable buildings. Straw
continued to
provide reinforcement to
ancient
composite products
including
pottery and boats.

14

They generally have two phases:

1. Matrix phase.
2. Dispersion phase.

1. MATRIX PHASE:

It is the continuous material constituent which encloses the composite and

gives it its bulk form.
Matrix phase may be metal, ceramic or polymer.

2. DISPERSION PHASE:

It is the structure constituent, which determines internal structure of

composite.

by

Dispersion
phase is
connected to
matrix phase
bonding.

Particle -reinforced composites:

Composites refer to a material consisting of two or more individual constituents.
The reinforcing constituent is embedded in a matrix to form the composite. One
form of composites is particulate reinforced composites with concrete being a
good example. The aggregate of coarse rock or gravel is embedded in a matrix of
cement. The aggregate provides stiffness and strength while the cement acts as

the binder to hold the structure together.

Fiberreinforced composites:
A fiber-reinforced composite (FRC) is a composite building material that
consists of three components: (i) the fibers as the discontinuous or dispersed
phase, (ii) the matrix as the continuous phase, and (iii) the fine interphase region,
also known as the interface.[1][2] This is a type of advanced composite group,
which makes use of rice husk, rice hull, and plastic as ingredients. This
technology involves a method of refining, blending, and compounding natural
fibers from cellulosic waste streams to form a high-strength fiber composite
material in a polymer matrix. The designated waste or base raw materials used in
this instance are those of waste thermoplastics and various categories of

cellulosic waste including rice husk and saw dust.

Structural composites:
A composite material (also called a composition material or shortened to
composite) is a material made from two or more constituent materials with
significantly different physical or chemical properties that, when combined,
produce a material with characteristics different from the individual components.
The individual components remain separate and distinct within the finished
structure. The new material may be preferred for many reasons: common
examples include materials which are stronger, lighter, or less expensive when
compared to traditional materials. More recently, researchers have also begun to
actively include sensing, actuation, computation and communication into
composites,[1] which are known as Robotic Materials.
Structural composites are majorly two types.

The Role of Composites in the Aviation Industry:

Fiber glass is the most common composite material, and consists of glass fibers
embedded in a resin matrix. Fiber glass was first used widely in the 1950s for
boats and automobiles. Fiber glass was first used in the Boeing 707 passenger jet
in the 1950s, where it comprised about two percent of the structure. Each
generation of new aircraft built by Boeing had an increased percentage of
composite material usage; the highest being 50% composite usage in the yet-tobe-released 787 Dreamliner

Boeing 787 Dreamliner:

Boeing's 787 Dreamliner will be the first commercial aircraft in which major
structural elements are made of composite materials rather than aluminum alloys.
There will be a shift away from archaic fiberglass composites to more advanced
carbon laminate and carbon sandwich composites in this aircraft. Problems have
been encountered with the Dreamliner's wing box, which have been attributed to
insufficient stiffness in the composite materials used to build the part. This has
lead to delays in the initial delivery dates of the aircraft. In order to resolve these

problems, Boeing is stiffening the wing boxes by adding new brackets to wing
boxes already built, while modifying wing boxes that are yet to be built.

Fuel Savings with Reduced Weight:

Fuel consumption depends on several variables, including: dry aircraft weight,
payload weight, age of aircraft, quality of fuel, air speed, weather, among other
things. The weight of aircraft components made of composite materials are

reduced by approximately 20%, such as in the case of the 787 Dreamliner.

A sample calculation of total fuel savings with a 20% empty weight reduction
will be done below for an Airbus A340-300 aircraft.
Initial sample values for this case study were obtained from an external source.
Given:
Operating Empty Weight (OEW): 129,300kg
Maximum Zero Fuel Weight (MZFW): 178,000kg
Maximum Take-Off Weight (MTOW): 275,000kg
Max. Range @ Max. Weight: 10,458km
Other quantities can be calculated from the above given figures:
Maximum Cargo Weight = MZFW - OEW = 48,700kg
Maximum Fuel Weight = MTOW - MZFW = 97,000kg
So, we can further calculate the fuel consumption in kg/km based on maximum
fuel weight and maximum range = 97,000kg/10,458km = 9.275kg/km
Following is the calculation for anticipated fuel savings with a 20% weight
reduction, which will only reduce the OEW value by 20%:
OEW(new)= 129,300kg * 0.8 = 103,440kg, which equates to a 25,860kg weight
saving.
Assuming that cargo and fuel weight remain constant:
MZFW(new) = MZFW - 25,680kg = 152,320kg
MTOW(new) = MTOW - 25,680kg = 249,320kg
The 97,000kg mass of fuel has a reduced MTOW to deal with, and thus will have
increased range because maximum weight and maximum range are inversely
proportional quantities.

Using simples
new range:

ratios to calculate the

Solving for X gives a new range of:

X = 11,535.18km
This gives a new value for fuel consumption with reduced weight =
97,000kg/11,535.18km = 8.409kg/km
To put this in perspective, over a 10,000km journey, there will be an approximate
fuel saving of 8,660kg with a 20% reduction of empty weight.

Testing of Composite Materials:

It has been found difficult to accurately model the performance of a compositemade part by computer simulation due to the complex nature of the material.
Composites are often layered on top of each other for added strength, but this
complicates the pre-manufacture testing phase, as the layers are oriented in
different directions, making it difficult to predict how they will behave when
tested.
Mechanical stress tests can also be performed on the parts. These tests start with
small scale models, then move on to progressively larger parts of the structure,
and finally to the full structure. The structural parts are put into hydraulic
machines that bend and twist them to mimic stresses that go far beyond worstexpected conditions in real flights.

Factors of Composite Material Usage:

Weight reduction is the greatest advantage of composite material usage and is
one of the key factors in decisions regarding its selection. Other advantages
include its high corrosion resistance and its resistance to damage from fatigue.
These factors play a role in reducing operating costs of the aircraft in the long
run, further improving its efficiency. Composites have the advantage that they
can be formed into almost any shape using the moulding process, but this
compounds the already difficult modeling problem.
A major disadvantage about use of composites is that they are a relatively new
material, and as such have a high cost. The high cost is also attributed to the
labor intensive and often complex fabrication process. Composites are hard to
inspect for flaws, while some of them absorb moisture.

Even though it is heavier, aluminum, by contrast, is easy to manufacture and

repair. It can be dented or punctured and still hold together. Composites are not
like this; if they are damaged, they require immediate repair, which is difficult
and expensive.

Environmental Impact:
There is a shift developing more prominently towards Green Engineering. Our
environment is given increased thought and attention by today's society. This is
true for composite material manufacture as well.

Recycling of parts from decommissioned aircrafts is possible.

As mentioned previously, composites have a lighter weight and similar strength
values as heavier materials. When the lighter composite is transported, or is used
in a transport application, there is a lower environmental load compared to the
heavier alternatives. Composites are also more corrosion-resistant than metallic
based materials, which means that parts will last longer. These factors combine
to make composites good alternate materials from an environmental perspective.
Conventionally produced composite materials are made from petroleum based
fibers and resins, and are non-biodegradable by nature. This presents a
significant problem as most composites end up in a landfill once the life cycle of
a composite comes to an end. There is significant research being conducted in
biodegradable composites which are made from natural fibers. The discovery of
biodegradable composite materials that can be easily manufactured on largescale and have properties similar to conventional composites will revolutionize
several industries, including the aviation industry.
An alternative option to aid environmental efforts would be to recycle used parts
from decommissioned aircraft. The 'unengineering' of an aircraft is a complex
and expensive process, but may save companies money due to the high cost of
purchasing first-hand parts.

ADVANTAGES:

1. Light weight
2. High strength
3. Strength related to weight
4. Corrosion resistance
5. High impact strength
6. Design flexibility
7. Part consolidation
8. Dimensional stability
9. Non conductive
10. Non magnetic
11. Radar Transparent
12. Low thermal conductivity
13. Durable

DISADVANTAGES:
1. Composites are more brittle than wrought metals and thus are more easily
damaged.
2. Cast metals also tend to be brittle.
3. Repair introduces new problems, for the following reasons:
4. .Materials require refrigerated transport and storage and have limited
shelf lives.
5. .Hot curing is necessary in many cases, requiring special equipment.
6. .Curing either hot or cold takes time. The job is not finished when the last
rivet has been installed.
7. If rivets have been used and must be removed, this presents problems of
removal without causing further damage.
8. Repair at the original cure temperature requires tooling and pressure.

APPLICATIONS:

1.
2.
3.
4.
5.
6.
7.
8.
9.

Aircraft /Military.
Appliance/Business.
Automotive/Transportation.
Civil infrastructure.
Construction.
Consumer.
Corrosion-Resistant Equipment.
Electrical.
Marine.

Chapter-4
LAMINATED PANELS

Laminate panel is a type of manufactured timber made from thin sheets

of substrates or wood veneer. It is similar to the more widely used plywood,
except that it has a plastic, protective layer on one or both sides. Laminate panels
are used instead of plywood because of their resistance to impact, weather,
moisture, shattering in cold (ductility), and chemicals.
Laminate panel layers (called veneers) are glued together with adjacent
plies having their grain at right angles to each other for greater strength. The
plastic layer(s) added for protection vary in composition, thickness, colour and
texture

according
to the application.

The individual layers consist of high-modulus, high-strength fibers in a

polymeric, metallic, or ceramic matrix material. Typical fibers used include
graphite, glass, boron, and silicon carbide, and some matrix materials are
epoxies, polyimides, aluminum, titanium, and alumina.

Classification of laminated panels:

In this section we are going to classify the laminates depending upon the
stacking sequence nature. This classification is very helpful in the laminate
analysis as some of the coupling terms become zero under specific laminate
sequence and their arrangement with respect to the mid-plane.
1. Symmetric laminates.

2. Cross-ply laminates.
3. Angle-ply laminates.
4. Anti-symmetric laminates.
5. Balanced laminates.

1. Symmetric laminates:
A laminate is called symmetric when the material, angle and thickness of
the layers are the same above and below the mid-plane. For example laminate is
shown in Figure 5.6(a).
For symmetric laminates the matrix B is zero. This can be proved as
follows:
Consider two layers
r and s which have the same
material,
angle
and
thickness and are located
symmetrically
with
respect to the mid-plane as
shown in Figure. For
these layers
we can write the relation
about
the
reduced stiffness matrix
entries as

midplane

The symmetry of location of

the following relation

these layers results in

For
these two layers, the contribution of to B matrix of the laminate is

Which
upon substituting Equations (5.42) and (5.43) becomes?

From this derivation it is very clear that the contribution of any pair of
symmetric layers to B matrix is always zero. Thus, the B matrix is zero for
symmetric laminates. However, one can show that the matrices A and D are not
zero for symmetric laminates.
For symmetric laminates, the uncoupling between extension and bending
makes the analysis of laminates simpler. This is very useful because during
thermal cooling down in the processing of such laminates there will not be any
twisting due thermal loads.

2. Cross-ply laminates:
A laminate is called cross-ply laminate if all the plies used to fabricate the
laminate are only 0 and 90. For example is shown in Figure.
For a cross ply laminate the terms. This is because these terms involve the
terms and which have the products of mn terms. This product is zero for any
cross-ply. Thus, the terms and are identically zero for each ply.

mid plane

For a cross-ply
hold true. The readers
relations
from
earlier
constitutive relations.

following relations
should verify these
lectures on planar

3. Angle-ply laminates:
A laminate is called angle-ply laminate if it has plies of the same thickness
and material and are oriented at end. For example is shown in Figure 5.6(c).
For angle-ply laminates the terms are zero. This can be justified by that
fact that and have the term mn. Due to this term and have opposite signs for
layers with and fiber orientation. Since the thicknesses and materials of these
layers are same, by the definition the terms are zero for the laminate

For angle-ply
laminates the
following
relations are very
useful in
computing

4. Anti-symmetric laminates:
A laminate is called anti-symmetric when the material and thickness of the plies
are same above and below the mid-plane but the orientation of the plies at same
distance above and below the mid-plane have opposite signs. For example, is
shown in Figure. For anti-symmetric laminates the terms. The proof is left to the
readers as an exercise.

Balanced laminates:
A laminate is called balanced laminate when it has pairs of plies with same
thickness and material and the angles of plies are end. However, the balanced
laminate can also have layers oriented at 0 and 90. For this laminate also is
zero. It should be noted that angle-ply laminates are balanced laminates. For
example, is shown in
Figure.

FIBRE METAL LAMINATES.

FML is basically asandwichedstructure made up of layers of aluminum sheets,
glass and carbon fiber reinforcedlaminates.

Advantages of fiber metal laminates:

1.
2.
3.
4.
5.
6.
7.

High fatigue resistance.

High strength.
High fracture toughness.
High impact resistance.
Excellent corrosion rsistance.
Lower material degradation.
Reduce costs of maintenance.

Laminate mixture rule:

The laminate
mixture rule is also
an
empirical
composite laminate
analysis method. It
assumes an
empirical
contribution from
offaxis plies, e.g.,
10% off-axis
contribution (HartSmith rule). The
composite laminate tensile mechanical properties can be derived as follow

Where t0 is the 0 ply total thickness, t is the ply total thickness and tt is the
laminate total thickness.

Netting analysis:
Netting analysis is an empirical composite laminate analysis method. It assumes
that only lamina fiber direction provides stiffness or strength, i.e., no
contribution from off-axis plies.
The composite
laminate tensile mechanical
properties can be
derived as follow

Ultimate tensile strength:

Ultimate tensile strain:

Youngs modulus:
Where t0 is the 0 ply total thickness, t is the ply total thickness and tt is the
laminate total thickness.
Single variable laminated theory:
The classical lamination theory is almost identical to the classical plate theory,
the only difference is in the material properties (stress-strain relations). The
classical plate theory usually assumes that the material is isotropic, while a fiber
reinforced composite laminate with multiple layers (plies) may have more
complicated stress-strain relations.
The four cornerstones of the lamination theory are the
1. kinematic
2. Constitutive
3. force rsultant
4.

equilibrium equations.
The outcome of each of these segments is summarized as follows:

1. Kinematics:
where u0, v0, and w0 are the displacements of the middle plane in the x, y, and z
directions, respectively. Please note that some literature may define kxy as the
total skew curvature which eliminates the factor of 2. Also note that Kirchhoff's

assumptions are introduced to simplify the displacement fields.

2. Constitutive:

Alternatively,

where the
subscript k
indicates the
kth layer
counting from
the top of the
laminate.

3. Resultants:

Again, the subscript k indicates the kth layer from the top of the laminate and N
is the total number of layers. Note that perfect bonding is assumed so we can
move the integration inside the summation.

4.
Equilibrium:

Forming stiffness matrix A, B and D:

The plate is assumed to be constructed by a homogeneous but not necessarily
isotropic material and subjected to both transverse and in-plan loadings. Also, the
Cartesian coordinate system is used. The goal is to develop the relations between
the external loadings and the displacements. However, the relations between the
resultants (forces N and moments M) and the strains (strains e and curvatures k)
are of most interest in practice.
Replace the stresses in the force and moment resultants with strains via the
constitutive equations, we have

By

applying the summation and integration operations to their respective

components, the force and moment resultants can be further simplified to
Combine the
write:

above equations we can

Where
A is called the extensional stiffness,
B is called the coupling stiffness,
D is called the bending stiffness of the laminate.
The components of these three stiffness matrices are defined as follows:

Where tk is the thickness of the kth layer and is the distance from the mid-plan
to the centroid of the kth layer. Forming these three stiffness matrices A, B, and
D, is probably the most crucial step in the analysis of composite laminates.
In some situations, strains expressed in terms of resultants are handier. The
strain-resultant relations can
be derived with
appropriate matrix
operations:

where,

Mathematical formulation:
For a symmetric laminated composite, the mid-plane strains are assumed to be
equal to the global strains, as the effect of curvature of the laminate under in
plane loading is usually neglected. For this case, the stress-strain relations under
the plane stress
condition are
given by

where,