Download Aircraft Fatigue. Design, Operational and Economic Aspects by J. Y. Mann, I. S. Milligan PDF

By J. Y. Mann, I. S. Milligan

Airplane Fatigue: layout, Operational and fiscal facets comprises the lawsuits of the "Symposium on airplane Fatigue-Design, Operational and fiscal features" held in Melbourne, Australia, on might 22-24, 1967. The papers discover the layout and operational points of the fatigue challenge quite often aviation and shipping airplane, in addition to the industrial features of the fatigue challenge because it impacts either operators and brands. This booklet is constructed from 21 chapters and starts off with an outline of an method of structural reliability research in response to order information and the predicted time to first failure in a fleet of particular value, besides its software to buildings topic to innovative fatigue harm. the next chapters take care of structural load size and research; layout and certification courses for a variety of airplane kinds together with the Anglo-French and American civil supersonic transports; acoustic fatigue; and the layout of joints. The detection of fatigue cracks in carrier and the consequences of fatigue at the expense of layout and operation of airplane also are mentioned. This monograph may be an invaluable source for airplane and aeronautical engineers in addition to officers of civil aviation.

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Extra info for Aircraft Fatigue. Design, Operational and Economic Aspects

Sample text

After division by the reference stress, aref9 a dimensionless number, the Stress Severity Factor (SSF), is obtained. SSF = C LJJ (KTB . ^ . tJ where a = a hole preparation factor accounting for hole surface roughness and residual stresses from cold working, a hole filling factor accounting for interference between J8 = fastener and hole, and Optimum Design of Joints 53 0 = a bearing distribution factor accounting for the effect of nonuniform bearing inside the hole, and thereby making distinction between a single shear and a double shear joint.

10) (xju)< 1 • 0 for the exponents a = n + 1 = 2, 3, 4 the parameters cf> = 10, 100 and 1,000 and the sample size n = 20, 50, 200 and 1,000 produces the values EX1 in terms of u presented in Table I. The expected time to the first chance failure for the reliability function Eqn. 8) with v = w according to the first Eqn. 37) n The values of the ratio {EXxjEXlC) are presented in F'ig. 8 as a function of EXlC. It can be seen that these values are practically independent of n and of a. For values EXlC < 0-2u the ratio is sufficiently close to unity to justify the conclusion that under the assumptions resulting in the reliability function Eqn.

Results from a set of booms are plotted in Fig. 13. It will be noted that these seven booms failed at lifetimes varying from 7,200 to 12,800 equivalent hours (to which must be added i z u. MEAAUOMn £ Id ON SURFACE 8 I Id u. m 3 h 5' 3« g 3^ f^ a n~ f^^M ^ J » IO 20 30 40 50 L I F E - PROGRAMMES 60 70 Fig. 12. Crack length versus life for wing spar 1000 0 FLYING HRS PRE-TEST 2000 4000 6000 6000 EQUIVALENT HOURS FATIGUE TESTING Fig. 13. Crack propagation in spars SO 1 46 ALFRED M. FREUDENTHAL some additional hours of service history, prior to test).

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