Applications of SPD to Enhance the Structural Integrity of Corroded Airframes

Jones, Rhys; Matthews, Neil; Peng, Daren; Phan, Nam; Nguyen, T. H.

doi:10.1016/b978-0-08-100540-8.00016-9

Cited by 11 publications

(36 citation statements)

References 24 publications

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“…The repair of damage using additive metal technologies [25][26][27][28], or by utilizing multiplicative manufacturing [29], which involves the combination of both additive and subtractive manufacturing.…”

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confidence: 99%

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Crack Growth in a Range of Additively Manufactured Aerospace Structural Materials

et al. 2018

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The aerospace industry is now beginning to adopt Additive Manufacturing (AM), both for new aircraft design and to help improve aircraft availability (aircraft sustainment). However, MIL-STD 1530 highlights that to certify airworthiness, the operational life of the airframe must be determined by a damage tolerance analysis. MIL-STD 1530 also states that in this process, the role of testing is merely to validate or correct the analysis. Consequently, if AM-produced parts are to be used as load-carrying members, it is important that the d a / d N versus ΔK curves be determined and, if possible, a valid mathematical representation determined. The present paper demonstrates that for AM Ti-6Al-4V, AM 316L stainless steel, and AM AerMet 100 steel, the d a / d N versus ΔK curves can be represented reasonably well by the Hartman-Schijve variant of the NASGRO crack growth equation. It is also shown that the variability in the various AM d a / d N versus Δ K curves is captured reasonably well by using the curve determined for conventionally manufactured materials and allowing for changes in the threshold and the cyclic fracture toughness terms.

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confidence: 99%

“…In this context, References [25][26][27][28] have shown how additive metal technology can be used to:…”

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confidence: 99%

Crack Growth in a Range of Additively Manufactured Aerospace Structural Materials

et al. 2018

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“…This observation, i.e. exponential crack growth, also holds for composite and cold spray repairs to cracks and for cold spray repairs to cracks that grow from holes that contain intergranular cracking [43,44].…”

Section: Crack Growth At Fastener Holes Containing Intergranular Cracmentioning

confidence: 82%

“…As outlined in [44], observed corrosion is often near circular in shape. However, because of the difficulty in analysing this geometry a full width corrosion grindout is often assumed when the assessment of the impact of corrosion is conducted, see Figure 21.…”

Section: Assessment Of the Effect Of Skin Corrosion On Wing Plank Intmentioning

confidence: 88%

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Computing the Effect of Environmental Damage on Aircraft Structural Integrity

Jones¹,

Peng²,

Matthews³

et al. 2018

Preprint

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This paper studies the combined effect of corrosion and fatigue on the growth of cracks in aircraft and on the effect of skin corrosion and stress corrosion cracking on the load bearing capacity of rib stiffened aircraft wings. In this context it is shown that the growth of cracks from surface pitting, and also from intergranular cracking at a fastener hole, can be accurately computed using the Hartman-Schijve variant of the NASGRO crack growth equation. The examples studied support the lead crack approach, that has been independently developed by the USAF and the Australian Defence Science Technology Group, in which the growth of lead cracks is often exponential. In the case of skin corrosion it is shown that to be consistent with the US Joint Service Structural Guidelines (JSSG2006) assessment of its effect on the load bearing capacity of the wing should involve an assessment of whether at 115% DLL the remaining material exceeds the yield stress of the material.

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Combined effect of both surface finish and sub‐surface porosity on component strength under repeated load conditions

McMillan

Jones

2020

Engineering Reports

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High duty engineering component life is usually demonstrated through extensive testing and statistical analysis applied to empirical curve-fit equations. Because of this, the extent of the testing required is huge and costly: it must consider the load cycle range and test to high numbers of cycles. Additive Manufacturing (AM) for high duty components has brought to the fore the question of the effect of porosity and surface roughness on fatigue life, and how the true life of a critical component can be assessed conservatively. The authors propose the first step toward the development of a fatigue model based on well-established engineering physics principles, by creating computational specimens with modeled surface roughness and porosity, and subjected to cyclic loading using Finite Element Analysis. They show that the combination of roughness features and sub-surface pores leads to an equivalent plastic strain distribution pattern that suggests an emergent physical process that has not been reported before, and which indicates that the component strength and life reduction arising from surface roughness can be made significantly worse by the presence of porosity. The development of such phenomenological understanding should lead to improved life prediction techniques, more cost effective test procedures, and the development of better AM methods.

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Applications of SPD to Enhance the Structural Integrity of Corroded Airframes

Cited by 11 publications

References 24 publications

Crack Growth in a Range of Additively Manufactured Aerospace Structural Materials

Crack Growth in a Range of Additively Manufactured Aerospace Structural Materials

Computing the Effect of Environmental Damage on Aircraft Structural Integrity

Combined effect of both surface finish and sub‐surface porosity on component strength under repeated load conditions

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