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limit
is determined by static stress dept.
Specimen Orientation
Fracture toughness of 7079 (40.5) is < 2024 (45.0)
Fracture toughness very dependent on thickness
Fracture Toughness affected by heat treatment (particles,
dislocations)
L-T is worse than
L-S
Shows crack
propagation rate
is dependent on
grain orientation
Sample Calc: Crack in skin over stringer
Stress Intensity Correction Function
Progression of Crack Calculation
Locations of MSD on aircraft
B737 Aloha Airlines 1988: Explosive decompression (18 section)
Failure along fuselage skin longitudinal lap joint which had been epoxy bonded
Epoxy to take most of loads
Poor bonding transferred load to rivets and crack grew from rivet to rivet.
Aloha Airlines countersunk rivet where fatigue crack started.
MSD at Lap joint
Importance of inspectability (crack was hidden behind a frame)
Small crack was spotted, joint was disassembled and a much
longer crack found underneath.
Japan Airlines B747 Crash 1985 (explosive
decompression of fuselage)
Repaired bulkhead after tail strike was not done
properly.
Doubler was not continuous putting overload on
the skin.
Fatigue cracks at rivet holes, then linked (MSD)
and then failure.
Japan Airlines: Bulkhead failure
Chicago DC-10 crash 1979
Engine fell off during take-off
Incorrect engine removal procedure caused
fracture to engine support.
Fatigue crack growth then started at this
cracked upper flange of aft bulkhead.
The residual strength of the component was
insufficient and complete failure occurred.
Fractography
SEM showing fatigue striations (1 per cycle in stageII)
multiple crack origins
Summary
Fatigue: Miner Rule of linear accumulated
damage
Damage Tolerance: Crack growth rate is
controlled by K, R
Importance of surface finish, assembly,
inspectability.