Design of Aircraft Structure for High Durability

Nesterenko, G. I.

doi:10.2514/6.2003-2785

Cited by 6 publications

(5 citation statements)

References 1 publication

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“…Namely, for fail-safe involving surface flaws, an initial damage of 1.27 mm (3.18 mm for slow-flaw growth) is assumed for pre-service inspections with high standard NDT, while 6.35 mm is assumed for in-service inspections. In structural applications of aluminium alloy panels in aircraft, the most common NDT method for crack monitoring is General Visual Inspection (GVI) [8]. For GVI, the length of the detectable crack ranges from 5.08 to 12.70 mm.…”

Section: Dimensions Of the Studied Cracksmentioning

confidence: 99%

Innovative NDT Technique Based on Ferrofluids for Detection of Surface Cracks

et al. 2015

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An innovative NDT technique is proposed for surface inspection of materials not necessarily magnetic or conductive, based on local magnetic field variations due to ferrofluid deposited in the cracks. The feasibility of the technique is assessed preliminarily, based on signal detectability without applied external magnetic field, and under applied DC fields. The signals (local magnetic flux density variations) are quantified analytically, experimentally and numerically. The model agrees well with the tests, showing that the signal increases with the applied field strength, up to the saturation magnetization of the ferrofluid, and decreases with the distance to the crack longitudinal axis, and thus it can provide useful estimations of the signal. The proposed technique, requiring application of external fields to magnetize the ferrofluid to enhance the signal, seems promising: the model suggests that signals associated to cracks significantly smaller than surface cracks in a target application like aircraft skin panel inspection NASA STD-5009 are easily detectable with commercial magnetometers.

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Section: Dimensions Of the Studied Cracksmentioning

confidence: 99%

Innovative NDT Technique Based on Ferrofluids for Detection of Surface Cracks

et al. 2015

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“…Among methods to design the residual strength of structures damaged by WFD is one developed at TsAGI. Figure 4 demonstrates the approach to calculate the residual strength of the structure that is composed of four sequentially failed components with different cross section areas ratio F 1 :F 2 :F 3 :F 4 [8]. The residual strength of the multipart structure is varied step-by-step depending on the relative damaged area.…”

Section: Widespread Fatigue Damages and Multiple Site Damages In Airc...mentioning

confidence: 99%

“…The MSD happens mainly in longitudinal skin joints of pressurized fuselages structures. The fracture parameters in case of WFD and MSD are given in paper [1], [8] for Russian airplanes.…”

Section: Widespread Fatigue Damages and Multiple Site Damages In Airc...mentioning

confidence: 99%

Fatigue and Damage Tolerance of Aging Airplane Structures

Nesterenko

2014

AMR

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The paper highlights key questions in ensuring safe operation of aging civil\transport aircraft in Russia. Presented is the analysis of current requirements to fatigue, fail-safe and damage tolerance for transport aircraft structures stated in FARs, Advisory Circulars (UAS) and Russian Airworthiness Regulations\ AR IAC Aviation Regulations. The paper gives the design goals and actual service life values\ service years of aging aircraft fleet and data on full-scaled fatigue tests, together with methods and approaches to ensure safe operation of aircraft structures in case of multiple site damages, corrosion and materials degradation for Russian aging fleet.

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“…The initial specimen cut was through the central primary stiffener, adjacent pad-up, and skin containment features. This is representative of aerospace testing procedures where crack propagation from a damaged stiffener across two adjacent skin bays is a critical design case [34]. The non-prismatic specimen, FCG-E was given a second pre-damage site, located within the skin bay, adjacent to an outer primary stiffener and centralized between a set of off-axis buckling containment features (Fig.…”

Section: Specimen Preparationmentioning

confidence: 99%

Fatigue performance of aircraft panels with novel skin buckling containment features

Quinn

Murphy

Cervi³

2011

Proceedings of the Institution of Mechanical Engineers, Part G:

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To increase structural efficiency of stiffened panels in an aircraft, it is plausible to introduce skin buckling containment features to increase the local skin stability and thus static strength performance. Introducing buckling containment features may also significantly influence the fatigue crack growth performance of the stiffened panel. This study focuses on the experimental demonstration of panel durability with skin bay buckling containment features. Through a series of fatigue crack growth tests on integrally machined aluminium alloy stiffened panels, the potential to simultaneously improve static strength performance and crack propagation behaviour is demonstrated. The introduction of prismatic buckling containment features which have yielded significant static strength performance gains have herein demonstrated potential fatigue life gains of up to þ 63 per cent.

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Design of Aircraft Structure for High Durability

Cited by 6 publications

References 1 publication

Innovative NDT Technique Based on Ferrofluids for Detection of Surface Cracks

Innovative NDT Technique Based on Ferrofluids for Detection of Surface Cracks

Fatigue and Damage Tolerance of Aging Airplane Structures

Fatigue performance of aircraft panels with novel skin buckling containment features

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