Probabilistic Manufacturing Tolerance Optimization of Damage-Tolerant Aircraft Structures Using Measured Data

Inspection scheduling based on reliability updating of gas turbine welded structures

“…In this sense, the new methodology is more efficient. Furthermore, it updates damage growth parameters based on the data obtained from inspections as done by Kapur and Lamberson, 12 Coppe et al, 4 Kim et al, 13 and Bhachu et al, 14 which allows for an update of the inspection plan. The crack growth law incorporates an ''ad hoc'' stress intensity factor (SIF) formulation for welds, 15 which is defined by elementary functions that are obtained by solving the integral of the Paris-Erdogan equations for a surface crack in a welded plate.…”

Comparison of Methods for Calculating B-Basis Crack Growth Life Using Limited Tests

“…The ΔK solution for the through-edge crack at a hole is given in Appendix A. The loading type (Table 1) constant-amplitude loading is chosen such that life is representative of a typical goal for the wing root of a business jet [26]. Also, one FH is assumed to be equal to 1000 cycles that are based on inputs from a business jet manufacturer.…”

“…6 fastener. These dimensions are representative of the center wing spar shown in [26]. We use the procedure outlined in Table 4 to evaluate the performance of different methods to calculate the B-basis FCG life.…”

Deciding Optimal Number of Fatigue Crack Growth Tests for Damage-Tolerant Design

“…In the viewpoint of DT design, parts (e.g., a portion of the spar cap shown in Fig. 3) are sized such that a particular design life goal is achieved (e.g., 24,000 flight hours for a typical business jet spar cap [20][21][22]). The FCG design life is predicted by executing an analytical crack growth analysis for the given load conditions (e.g., using inputs given in Table 2).…”

“…The thickness results listed in Table 4 are extrapolated to calculate the weight penalty for the entire lower cap of a spar. Thus, we consider that the wing spar is l s 24 ft long (a typical length of a midsized business jet spar [20]), and for the first half of spar's length, the lower cap's thickness is assumed to be t and width as w lc 4 in. Further, for the second half of the spar's length, the thickness and width are assumed to be 1∕4t and w lc ∕2.…”