Damage Tolerance Implications of Corrosion Pillowing on Fuselage Lap Joints

Bellinger, Nicholas C.; Komorowski, Jerzy P.; Gould, R. W.

doi:10.2514/2.2322

Cited by 12 publications

(10 citation statements)

References 1 publication

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“…Figure 10 clearly Fig. 7 Nondimensional stress intensity plot of outer surface (z 0:000) and inner surface (1.14 mm) of outer skin for single crack length of 3.84 mm, where K 0 is the stress intensity factor of a through crack without corrosion (K 0 p a [11]. shows the characteristic star-shape cracking pattern that occurs in the presence of corrosion in lap joints.…”

Section: A Failure Investigationmentioning

confidence: 98%

“…This smaller stress, along the outer surface, raised concerns about the nucleation and growth of cracks in the presence of corrosion pillowing. To examine this effect, a fracture mechanics analysis was carried out using finite element techniques [11]. A number of straight-frontedthrough cracks were examined for joints containing two levels of corrosion, 5% and 10% thickness loss, and with a crack located at the critical rivet row.…”

Section: Fracture Mechanics Analysismentioning

confidence: 99%

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Corrosion Pillowing in Aircraft Fuselage Lap Joints

Bellinger

Komorowski

Gould

2007

Journal of Aircraft

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This paper presents the results of studies that have been carried out at the National Research Council Canada on the effect that corrosion pillowing has on the structural integrity of fuselage lap joints. Modeling of corrosion pillowing using finite element techniques showed that the stress near the rivet holes increased to the material (Al 2024-T3) yield strength when the corrosion present was above 6% thickness loss. In addition, the analysis showed that pillowing resulted in a stress gradient through the skin thickness, which suggested that semi-elliptical cracks with high aspect ratios could form. During teardowns of service-exposed lap joints, these types of cracks were found at numerous holes and a closer examination of the fracture surfaces revealed the presence of fatigue striations. Therefore, a new source of multisite damage, other than fatigue, was identified.

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Section: A Failure Investigationmentioning

confidence: 98%

Section: Fracture Mechanics Analysismentioning

confidence: 99%

Corrosion Pillowing in Aircraft Fuselage Lap Joints

Bellinger

Komorowski

Gould

2007

Journal of Aircraft

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“…The advantages of bolts manufactured Hi-Shear installation [4] Fig. 5 The parts are pulled tightly together with the flanged collar over the pin. Collar locks in grooves and the pin breaks away [4] Brazier head Fig.…”

Section: Threaded Fastener Design For Aircraftmentioning

confidence: 99%

Aerospace Fasteners: Use in Structural Applications

Melhem

2019

Encyclopedia of Aluminum and Its Alloys

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Aircraft components need to be selected and manufactured to adequately combat the environment, temperature, loading, compatibility, and so on. When structural materials such as aluminum alloys or fiber-reinforced polymer composites need to be joined in aircraft, the selection of fasteners, bolts, rivets, adhesives, and other methods need to be quantitatively assessed in order that the correct design for the component and joining method is identified. There is a variety of fasteners, bolts, and rivets, made using a variety of materials. Aluminum rivets are often used to join aluminum components in an aircraft. Rivets do not perform well under tension loading, but perform better in shear, thus limiting the application specifically for these purposes. Bolts are designed to clamp material together, and even though the bolt may be adequate to support a particular structure and load requirement, consideration must also be given to the modulus of elasticity and stiffness of the components that are being clamped together. Therefore, an understanding of each of the materials being clamped or joined together is necessary. Bolts manufactured from steel, for instance, have coatings applied in order to help protect them from corrosion. The use of composites translates to a reduced number of rivets and fasteners to be used. Drilling of holes into composites to insert fasteners poses many challenges because the fibers are damaged, a region of high stress concentration may be formed, and the hole is a site for the ingress of water or moisture. The insertion of aluminum fasteners or the contact of aluminum components with carbon fibers creates galvanic corrosion due to the large difference in electrical potential. Titanium alloy (Ti-6Al-4V) is a typical fastener where there is composite joining due to its better compatibility (elimination of galvanic corrosion) and increased strength properties. Substitution of rivets and fasteners for welding is also on the increase in aircraft because laser beam welding (LBW) and friction stir welding both reduce cracking, porosity, and better properties achieved due to deeper penetration, and reduce the heat-affected zone which would typically be undesirable with conventional arc welding such as metal inert gas and tungsten inert gas welding. The shear and compressive stresses are increased, and fatigue cracking, weight, and cost are also reduced as a result of LBW, including the elimination of stresses and corrosion associated with rivets and the elimination of adhesives. Dissimilar metals such as the 7000 series and the 2000 series can be joined with a filler metal compatible to both metals to mitigate galvanic corrosion.

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“…The material elastoplastic constitutive relationship and geometric non-linear properties, as well as nonlinear contact boundary conditions, were included in the numerical models. [16][17][18][19] A literature review [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15][16][17][18][19] showed that there was little quantitative study available on the effect of the clearance fit and friction coefficient on the stress/strain variation in triple-row countersunk riveted lap joints. Furthermore, an accurate numerical analysis of the corrosion pillowing effect on the stress state in lap joints is also needed.…”

Section: Introductionmentioning

confidence: 99%

“…Insightful results about the stress condition were obtained. [10][11][12][13][14] Then, a project was initiated to develop numerical modeling and methodologies to study the riveting process and its effect on riveted lap joints. Effects of the riveting process on the residual stress/strain in joints were studied experimentally and numerically.…”

Section: Introductionmentioning

confidence: 99%

Effects of Clearance Fit and Friction Coefficient on Triple-Row Riveted Lap Joints

Li¹,

Shi²,

Bellinger³

2010

51st AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics, and Materials Conference

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/npsi/ctrl?lang=en http://nparc.cisti-icist.nrc-cnrc.gc.ca/npsi/ctrl?lang=fr READ THESE TERMS AND CONDITIONS CAREFULLY BEFORE USING THIS WEBSITE.http://nparc.cisti-icist.nrc-cnrc.gc.ca/npsi/jsp/nparc_cp.jsp?lang=en Vous avez des questions? Nous pouvons vous aider. Pour communiquer directement avec un auteur, consultez la première page de la revue dans laquelle son article a été publié afin de trouver ses coordonnées. Si vous n'arrivez pas à les repérer, communiquez avec nous à PublicationsArchive-ArchivesPublications@nrc-cnrc.gc.ca. Effects of fastener clearance fit, friction coefficient, and corrosion pillowing on the stress state in triple-row riveted lap joints were studied numerically using three-dimensional finite element methods. The material elastoplastic constitutive relationship and geometric nonlinear properties, as well as nonlinear contact boundary conditions, were included in the numerical simulations. The numerical modeling was validated using experimental measurements of the rivet driven head deformation and in-situ strains. The lap joints were loaded in tension after riveting. Three different clearance fits, three different friction coefficients, and four corrosion pillowing conditions were analyzed. The stress variation along prescribed paths during the tensile loading stage is discussed for each of these conditions. Full-field contours of the friction and maximum principal stresses during the tensile loading stage were investigated. Numerical results showed that a small increase in the clearance fit considerably increased the joint stress magnitude. The clearance fit magnitude also affected the maximum stress location in the vicinity at the top fastener hole. A large friction coefficient increased the contact and friction stresses in the hole vicinity. These results could explain the scatter degree of the fatigue data and could be used to improve the manufacture quality for high fatigue-rated riveted lap joints. Serious corrosion pillowing significantly increased the stress magnitude at both the middle and top hole regions, and led to the co-existence of the two highly-stressed areas in the outer sheet, which greatly decreased the integrity of the aged riveted lap joint due to the occurrence of the multiple-sited damages during cyclic loading. Questions Nomenclature

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Damage Tolerance Implications of Corrosion Pillowing on Fuselage Lap Joints

Cited by 12 publications

References 1 publication

Corrosion Pillowing in Aircraft Fuselage Lap Joints

Corrosion Pillowing in Aircraft Fuselage Lap Joints

Aerospace Fasteners: Use in Structural Applications

Effects of Clearance Fit and Friction Coefficient on Triple-Row Riveted Lap Joints

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