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Fig. 7 shows the same data as Fig. 6, but for a higher K = 0.16. Since the da/dN curves are not available for either alloys at R=.1, the comparison of 2024 and 2060 using a R=.1 da/dN curve at equal K was repeated at higher K. Again, the crack length of 2024 at about equal pressure vessel opening after about 3.4 intervals is not affected by the change in K for 2060. Consequently, the interval is again added at equal K but R=.2. The 2060-T8E30 skin results in a crack length of.045-in at about equal pressure vessel opening after 3.4 intervals, while for 2024-T3 Clad the pressure vessel opening of the same crack length is reached after 4.0 intervals at R=.1.This data demonstrates that even with thicker skin of.045-in thickness the new alloys may successfully be used in a mid-bay crack of the same length and impact on the pressure vessel opening after 3.3 intervals. This allows for reduced fatigue life due to the higher risk of fatigue cracking in crucial areas of the fuselage, if thicker Al-Li alloy is used. Although it is unknown if the results have direct influence on the bulk body of the fuselage of the Fokker 70, there are indications that the skin may still be too thin to be considered safety critical. For instance, the metal thickness of the.050-in 2024-T3 Clad is 0.03-in compared to 0.045-in of the new alloys, hence a crack of similar length would not normally be initiated. The two pressure vessel opening values are within the.045-in pressure vessel opening requirement when the crack growth of 2024 is used, but are significantly higher than the.050-in 2024-T3 Clad value. According to data available at the time of writing the.050-in 2024-T3 Clad will be dropped from the K=0.15 curve as it is the last material that has been proven to meet the AEA requirements. The pressure vessel opening values are in line with the requirements, even though 2024 is at a strain rate of R=0.1 when the new materials are at a strain rate of R=.1.
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