Abstract Cable control systems are widely used in aircraft and gliders. This paper deals with the problem of collecting real loads acting cable control systems and cable tests preparation (load spectrum) and performance. The author proposes a method for defining real loads acting on control systems, preparing and carrying out fatigue tests of cables revealing symptoms of fretting. The fatigue tests results can be used to predict service life, to plan and prepare periodic and details inspections. This method could be used to increase service life of aircraft control cables and could help to replace the commonly used Time-Based Maintenance (TBM) strategy with the Damage Tolerance (DT).
{"title":"Some Comments on Fatigue Life Tests of Aircraft Cable Control Systems","authors":"J. Brzęczek","doi":"10.2478/fas-2020-0010","DOIUrl":"https://doi.org/10.2478/fas-2020-0010","url":null,"abstract":"Abstract Cable control systems are widely used in aircraft and gliders. This paper deals with the problem of collecting real loads acting cable control systems and cable tests preparation (load spectrum) and performance. The author proposes a method for defining real loads acting on control systems, preparing and carrying out fatigue tests of cables revealing symptoms of fretting. The fatigue tests results can be used to predict service life, to plan and prepare periodic and details inspections. This method could be used to increase service life of aircraft control cables and could help to replace the commonly used Time-Based Maintenance (TBM) strategy with the Damage Tolerance (DT).","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"102 - 112"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43208839","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract Landing gears are one of the main components of an aircraft. The landing gear is used not only during take-off and landing but also, in most cases, during ground manoeuvres. Due to its function, the landing gear is also one of the key safety components of the aircraft due to dissipating landing loads acting on the aircraft. The mentioned loads come from both the vertical and horizontal speeds during touchdown and by the aircraft’s losing the speed by braking. The landing gear is then loaded with constantly changing forces acting in various directions during every landing, with the only difference coming from their magnitude. The repeatable loading conditions cause significant wear of the landing gear. This wear can be divided into two categories, one is the wear of consumable parts such as the brake linings and the other is the fatigue wear of the structural components. The latter type of wear is much more dangerous due to its slow, and in many cases, unnoticeable progression. Fatigue wear can be estimated by numerical analyses – this method works with a great degree of probability on single components but due to the complexity of the landing gear as a whole it is not precise enough to be applied to the full structure. In order to evaluate the fatigue of the whole landing gear the best method accepted by regulations is the laboratory testing method. It involves a series of various drop tests resembling the real landing condition distribution. The aim of the tests is to check the fatigue wear of the landing gear and to prove its reliability for certification and/or operational purposes. In this paper the author describes the basics of the landing gear fatigue wear, possibilities of its evaluation and presents laboratory dynamic method used for extensive tests in life-like operation conditions.
{"title":"Dynamic Fatigue Tests Of Landing Gears","authors":"Z. Skorupka","doi":"10.2478/fas-2020-0007","DOIUrl":"https://doi.org/10.2478/fas-2020-0007","url":null,"abstract":"Abstract Landing gears are one of the main components of an aircraft. The landing gear is used not only during take-off and landing but also, in most cases, during ground manoeuvres. Due to its function, the landing gear is also one of the key safety components of the aircraft due to dissipating landing loads acting on the aircraft. The mentioned loads come from both the vertical and horizontal speeds during touchdown and by the aircraft’s losing the speed by braking. The landing gear is then loaded with constantly changing forces acting in various directions during every landing, with the only difference coming from their magnitude. The repeatable loading conditions cause significant wear of the landing gear. This wear can be divided into two categories, one is the wear of consumable parts such as the brake linings and the other is the fatigue wear of the structural components. The latter type of wear is much more dangerous due to its slow, and in many cases, unnoticeable progression. Fatigue wear can be estimated by numerical analyses – this method works with a great degree of probability on single components but due to the complexity of the landing gear as a whole it is not precise enough to be applied to the full structure. In order to evaluate the fatigue of the whole landing gear the best method accepted by regulations is the laboratory testing method. It involves a series of various drop tests resembling the real landing condition distribution. The aim of the tests is to check the fatigue wear of the landing gear and to prove its reliability for certification and/or operational purposes. In this paper the author describes the basics of the landing gear fatigue wear, possibilities of its evaluation and presents laboratory dynamic method used for extensive tests in life-like operation conditions.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"69 - 77"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48690826","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract The specificity of personal rescue and reserve parachutes is the fact that they are practically never used for jumping during their service life as they are intended for use only in emergency situations. Therefore, these parachutes throughout the entire period of use are only periodically aired and repacked every 6-12 months. Airing and repacking is necessary even if the parachute is only stored. Rescue and reserve parachutes’ components wear unevenly because the canopy with the suspension lines is inside the container and the cover, while the external components of the harness and the container undergo typical operational wear. Therefore, the service life of rescue parachutes can even reach 20 years (this refers to the canopy with the suspension lines alone). During normal exploitation, parachutes are subjected to non-destructive visual and tactile inspection in preparation for packing. When a parachute reaches its maximum service life, extension of its service life can be calculated based on its technical condition. The procedure for extending parachute’s service life involves non-destructive tests at a fabric air permeability test stand and partially destructive tests at the strength test stand. In the paper, both methods are described and their advantages and disadvantages are discussed. Also, observations some regarding the packers’ work and the desired new properties of raw materials that could be introduced to the parachute industry are presented.
{"title":"Service Life Extension of Parachutes with Use of Non-Desctructive and Partially Destructive Testing Methods of Textile Materials","authors":"K. Szafran, Ireneusz Kramarski","doi":"10.2478/fas-2020-0011","DOIUrl":"https://doi.org/10.2478/fas-2020-0011","url":null,"abstract":"Abstract The specificity of personal rescue and reserve parachutes is the fact that they are practically never used for jumping during their service life as they are intended for use only in emergency situations. Therefore, these parachutes throughout the entire period of use are only periodically aired and repacked every 6-12 months. Airing and repacking is necessary even if the parachute is only stored. Rescue and reserve parachutes’ components wear unevenly because the canopy with the suspension lines is inside the container and the cover, while the external components of the harness and the container undergo typical operational wear. Therefore, the service life of rescue parachutes can even reach 20 years (this refers to the canopy with the suspension lines alone). During normal exploitation, parachutes are subjected to non-destructive visual and tactile inspection in preparation for packing. When a parachute reaches its maximum service life, extension of its service life can be calculated based on its technical condition. The procedure for extending parachute’s service life involves non-destructive tests at a fabric air permeability test stand and partially destructive tests at the strength test stand. In the paper, both methods are described and their advantages and disadvantages are discussed. Also, observations some regarding the packers’ work and the desired new properties of raw materials that could be introduced to the parachute industry are presented.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"113 - 122"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47513551","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract Laboratory for Materials Strength Testing (LMST) has been conducting accredited mechanical research for aviation from 2003. Among accredited procedures are e.g. low and high cycle fatigue tests, fracture toughness tests and fatigue crack growth rate tests. The main goal of them is obtaining materials constants and characteristics. However knowledge how to conduct these tests could be used also in other applications, for instance in the work on development of Structural Health Monitoring systems (SHM). When cracks propagate in a controlled way in laboratory conditions, it allows verifying the operation of a single sensor or a network of sensors. In this paper, an overview of mechanical tests carried out at the Laboratory for Materials Strength Testing within Air Force Institute of Technology (AFIT) work on research and development of SHM systems is presented. Specimens prepared from materials such as aluminum alloys (among other withdrawn PZL-130 Orlik TC-II aircraft) and CFRP composite were tested under different mechanical loads, i.e., cycle and impact loads. In the presented research, both constant amplitude and spectrum loads were applied.
{"title":"Mechanical Tests Applied to Structural Health Monitoring: An Overview of Previous Experience","authors":"Marta Baran, D. Nowakowski, J. Lisiecki, S. Kłysz","doi":"10.2478/fas-2020-0012","DOIUrl":"https://doi.org/10.2478/fas-2020-0012","url":null,"abstract":"Abstract Laboratory for Materials Strength Testing (LMST) has been conducting accredited mechanical research for aviation from 2003. Among accredited procedures are e.g. low and high cycle fatigue tests, fracture toughness tests and fatigue crack growth rate tests. The main goal of them is obtaining materials constants and characteristics. However knowledge how to conduct these tests could be used also in other applications, for instance in the work on development of Structural Health Monitoring systems (SHM). When cracks propagate in a controlled way in laboratory conditions, it allows verifying the operation of a single sensor or a network of sensors. In this paper, an overview of mechanical tests carried out at the Laboratory for Materials Strength Testing within Air Force Institute of Technology (AFIT) work on research and development of SHM systems is presented. Specimens prepared from materials such as aluminum alloys (among other withdrawn PZL-130 Orlik TC-II aircraft) and CFRP composite were tested under different mechanical loads, i.e., cycle and impact loads. In the presented research, both constant amplitude and spectrum loads were applied.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"123 - 135"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45904724","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract Friction Stir Welding joint quality depends on input parameters such as tool rotational speed, tool traverse speed, tool tilt angle and an axial force. Surface defects formation occurs when these input parameters are not selected properly. The main objective of the recent paper is to develop Discrete Wavelet Transform algorithm by using Python programming and further subject it to the Friction Stir Welded samples for the identification of various external surface defects present.
{"title":"Discrete Wavelet Transformation Approach for Surface Defects Detection in Friction Stir Welded Joints","authors":"Akshansh Mishra","doi":"10.2478/fas-2020-0003","DOIUrl":"https://doi.org/10.2478/fas-2020-0003","url":null,"abstract":"Abstract Friction Stir Welding joint quality depends on input parameters such as tool rotational speed, tool traverse speed, tool tilt angle and an axial force. Surface defects formation occurs when these input parameters are not selected properly. The main objective of the recent paper is to develop Discrete Wavelet Transform algorithm by using Python programming and further subject it to the Friction Stir Welded samples for the identification of various external surface defects present.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"27 - 35"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48804933","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract This paper analyzes the fracture of the quill shaft. An investigation of a twin-engine trainer aircraft incident has been reported. The incident occurred due to the right electric generator out and low oil pressure. The main failure based on the warnings and the subsequent incident was identified. The failure involved the fatigue fracture of the quill shaft on the J85 turbojet engine's accessory drive gearbox (ADG) and Input Drive Assembly (IDA). It was determined that the fracture had been originated by the torsional loads impacting the quill shaft that connects the ADG and IDA. The quill shaft was broken as the loads excessed the limit values designed by the manufacturer as a system protection part. Although the main failure was successfully identified, further analysis regarding the reaching to the triggering cause of the fracture was performed. Through the detailed fractographic and metallographic studies, the root-cause of the fracture was determined as the misalignment of the quill shaft between ADG as the driving unit and IDA as the driver unit.
{"title":"The Fractographic Investigation of an Aeroengine Accessory Gearbox Quill Shaft","authors":"T. Saraçyakupoğlu","doi":"10.2478/fas-2020-0004","DOIUrl":"https://doi.org/10.2478/fas-2020-0004","url":null,"abstract":"Abstract This paper analyzes the fracture of the quill shaft. An investigation of a twin-engine trainer aircraft incident has been reported. The incident occurred due to the right electric generator out and low oil pressure. The main failure based on the warnings and the subsequent incident was identified. The failure involved the fatigue fracture of the quill shaft on the J85 turbojet engine's accessory drive gearbox (ADG) and Input Drive Assembly (IDA). It was determined that the fracture had been originated by the torsional loads impacting the quill shaft that connects the ADG and IDA. The quill shaft was broken as the loads excessed the limit values designed by the manufacturer as a system protection part. Although the main failure was successfully identified, further analysis regarding the reaching to the triggering cause of the fracture was performed. Through the detailed fractographic and metallographic studies, the root-cause of the fracture was determined as the misalignment of the quill shaft between ADG as the driving unit and IDA as the driver unit.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"36 - 46"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45659349","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract The main design parameters that impact the fatigue of components are geometry, material and loading. Simulation with Finite Element Analysis (FEA) and tests on a vibrating table are often used to understand the dynamic behaviour of components and thus validate those items. Accelerated tests are used for the mission profile and test definition, as described in GAM-EG-13, MIL-STD-810F and RTCA DO-160E. The shock response spectrum (SRS) and the extreme response spectrum (ERS) allow for a comparison of the power spectrum density (PSD) and the acceleration factor applied in terms of fatigue severity through the fatigue damage spectrum (FDS). In addition, the hypothesis of linear damage accumulation enables the combination of several events for specifying a mission profile. Ultimately, the mission profile, which represents a usage that might span over several years, can be reduced to a shorter duration with a damage extraction technique. This is particularly useful for the definition of vibrating table specifications. An advantage of the virtual vibrating table is the reduction of the number of prototypes and the understanding of failure modes. To achieve this objective, finite element analysis in the frequency domain (harmonic analysis) is used and the structural stress response is evaluated with a PSD loading. A statistical model of rainflow allows assessing the damage on the components. The presentation also shows the effects of the damping factor on damage results. To achieve accurate results and define a Digital Twin, the correlation between test results and the finite element analysis is fundamental. Experimental modal analysis, based on the measured acceleration responses, helps to validate calculated modal frequencies and to assess the damping for each mode. This study shows the importance and the sensitivity on damping of the structural response, and in turn on fatigue.
{"title":"Digital Twin For Fatigue Analysis","authors":"A. Chabod, Nicolas Baron","doi":"10.2478/fas-2020-0005","DOIUrl":"https://doi.org/10.2478/fas-2020-0005","url":null,"abstract":"Abstract The main design parameters that impact the fatigue of components are geometry, material and loading. Simulation with Finite Element Analysis (FEA) and tests on a vibrating table are often used to understand the dynamic behaviour of components and thus validate those items. Accelerated tests are used for the mission profile and test definition, as described in GAM-EG-13, MIL-STD-810F and RTCA DO-160E. The shock response spectrum (SRS) and the extreme response spectrum (ERS) allow for a comparison of the power spectrum density (PSD) and the acceleration factor applied in terms of fatigue severity through the fatigue damage spectrum (FDS). In addition, the hypothesis of linear damage accumulation enables the combination of several events for specifying a mission profile. Ultimately, the mission profile, which represents a usage that might span over several years, can be reduced to a shorter duration with a damage extraction technique. This is particularly useful for the definition of vibrating table specifications. An advantage of the virtual vibrating table is the reduction of the number of prototypes and the understanding of failure modes. To achieve this objective, finite element analysis in the frequency domain (harmonic analysis) is used and the structural stress response is evaluated with a PSD loading. A statistical model of rainflow allows assessing the damage on the components. The presentation also shows the effects of the damping factor on damage results. To achieve accurate results and define a Digital Twin, the correlation between test results and the finite element analysis is fundamental. Experimental modal analysis, based on the measured acceleration responses, helps to validate calculated modal frequencies and to assess the damping for each mode. This study shows the importance and the sensitivity on damping of the structural response, and in turn on fatigue.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"47 - 56"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"47108104","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A. Leski, Wojciech Wronicz, P. Kowalczyk, Michał Szmidt, R. Klewicki, K. Włodarczyk, Grzegorz Uliński
Abstract The Modular Test Stand was developed and manufactured to decrease the cost of fatigue testing and reduce the time of its completion as well as to enable testing specimens under more complex load conditions. The stand consists of three connected sections, similar to a wing box, all being loaded in the same way. Thanks to that, several specimens can be tested simultaneously. This configuration requires that stress and strain distribution should be reasonably uniform, as assumed in the design stage. The structure can be loaded with bending or torsion. A whole section, selected structural node or a specimen mounted in the structure as well as a repair or a sensor can be a test object. Two stands, one for bending and one for torsion were prepared. This paper presents the verification of the assumed strain and stress distributions on the skin panels. The measurements were performed with the use of Digital Image Correlation (DIC) as well as strain gauges. DIC measurements were performed on one skin panel of the central section. Five strain gauge rosettes were installed on both panels of the one section. In addition, one rosette was applied to one skin panel in each of two other sections. Measurements were performed on the stand for torsion as well as on the stand for bending. The results of DIC analysis and strain gauge measurement during torsion show uniform shearing strain distributions on the panels. During bending, on the tensioned side, the strains obtained indicate quite uniform strain distributions. On the compressed side, local buckling of the skin panels results in high strain gradients. Strain levels obtained with the use of a DIC analysis and strain gauge measurements were similar. Moreover, horizontal displacements of markers in the spar axis during bending was determined based on a series of photographic. The deflection line obtained in this way has a shape similar to arc, which is characteristic of the constant bending moment. The stand was tested with torsional and bending loads in order to verify the design assumptions. The results of strain distributions on the skin panels with the use of DIC and strain gauges as well as the deflection line of the spar axis indicate that the Modular Test Stand performs as assumed and can be used for tests.
{"title":"Modular Test Stand for Fatigue Testing of Aeronautical Structures – Verification of Assumptions","authors":"A. Leski, Wojciech Wronicz, P. Kowalczyk, Michał Szmidt, R. Klewicki, K. Włodarczyk, Grzegorz Uliński","doi":"10.2478/fas-2020-0008","DOIUrl":"https://doi.org/10.2478/fas-2020-0008","url":null,"abstract":"Abstract The Modular Test Stand was developed and manufactured to decrease the cost of fatigue testing and reduce the time of its completion as well as to enable testing specimens under more complex load conditions. The stand consists of three connected sections, similar to a wing box, all being loaded in the same way. Thanks to that, several specimens can be tested simultaneously. This configuration requires that stress and strain distribution should be reasonably uniform, as assumed in the design stage. The structure can be loaded with bending or torsion. A whole section, selected structural node or a specimen mounted in the structure as well as a repair or a sensor can be a test object. Two stands, one for bending and one for torsion were prepared. This paper presents the verification of the assumed strain and stress distributions on the skin panels. The measurements were performed with the use of Digital Image Correlation (DIC) as well as strain gauges. DIC measurements were performed on one skin panel of the central section. Five strain gauge rosettes were installed on both panels of the one section. In addition, one rosette was applied to one skin panel in each of two other sections. Measurements were performed on the stand for torsion as well as on the stand for bending. The results of DIC analysis and strain gauge measurement during torsion show uniform shearing strain distributions on the panels. During bending, on the tensioned side, the strains obtained indicate quite uniform strain distributions. On the compressed side, local buckling of the skin panels results in high strain gradients. Strain levels obtained with the use of a DIC analysis and strain gauge measurements were similar. Moreover, horizontal displacements of markers in the spar axis during bending was determined based on a series of photographic. The deflection line obtained in this way has a shape similar to arc, which is characteristic of the constant bending moment. The stand was tested with torsional and bending loads in order to verify the design assumptions. The results of strain distributions on the skin panels with the use of DIC and strain gauges as well as the deflection line of the spar axis indicate that the Modular Test Stand performs as assumed and can be used for tests.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"78 - 91"},"PeriodicalIF":0.0,"publicationDate":"2020-12-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43722788","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Bartosz Madejski, Maciej Malicki, Sławomir Czarnewicz, K. Gruber
Abstract Selective laser melting (SLM) falls into the category of additive manufacturing technologies that are being increasingly used in the aerospace industry. This study presents the results of the examination of the microstructure and mechanical properties of selective laser melted Inconel 718. The tests were carried out for samples of different geometry (thickness, shape). The investigation showed the effect of the specimen’s size and the printing direction on the microstructure and mechanical properties. In the microstructural investigation, light and scanning electron microscopes were used. The microstructure investigation included measurements of the grain size and the carbides’ content. In order to estimate porosity computer tomography was used. Tensile tests were carried out at room temperature. The results showed differences in mechanical and microstructural properties of different size specimens.
{"title":"Microstructural And Mechanical Properties Of Selective Laser Melted Inconel 718 For Different Specimen Sizes","authors":"Bartosz Madejski, Maciej Malicki, Sławomir Czarnewicz, K. Gruber","doi":"10.2478/fas-2020-0002","DOIUrl":"https://doi.org/10.2478/fas-2020-0002","url":null,"abstract":"Abstract Selective laser melting (SLM) falls into the category of additive manufacturing technologies that are being increasingly used in the aerospace industry. This study presents the results of the examination of the microstructure and mechanical properties of selective laser melted Inconel 718. The tests were carried out for samples of different geometry (thickness, shape). The investigation showed the effect of the specimen’s size and the printing direction on the microstructure and mechanical properties. In the microstructural investigation, light and scanning electron microscopes were used. The microstructure investigation included measurements of the grain size and the carbides’ content. In order to estimate porosity computer tomography was used. Tensile tests were carried out at room temperature. The results showed differences in mechanical and microstructural properties of different size specimens.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"15 - 26"},"PeriodicalIF":0.0,"publicationDate":"2020-11-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46279645","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Ayiei Ayiei, L. Pollock, Fatima Najeeb Khan, J. Murray, Glenn Baxter, G. Wild
Abstract Ensuring aircraft are technically safe to operate is the realm of airworthiness, literally worthy of being in the air. This is achieved not only with technological tools and techniques, or with just personnel and manpower, it is guided and supervised by managers and leaders. As such, the objective of this paper is to understand the role leadership plays in maintaining aviation safety and aircraft airworthiness. To this end, a case study of the Hawker Sidley Nimrod XV230 accident that occurred on September 2, 2006 near Kandahar in Afghanistan, was utilized. The study concluded that leadership is a key aspect, specifically finding that leaders are responsible for articulating the organizations vision, strategic objective setting, and monitoring the achievement of those objectives. It was concluded that operational airworthiness is directly dependent on the leadership ability to provide direction, workplace culture, continued learning, and establish risk management systems for safe and airworthy operations.
{"title":"The Role Of Leadership In Aviation Safety And Aircraft Airworthiness","authors":"Ayiei Ayiei, L. Pollock, Fatima Najeeb Khan, J. Murray, Glenn Baxter, G. Wild","doi":"10.2478/fas-2020-0001","DOIUrl":"https://doi.org/10.2478/fas-2020-0001","url":null,"abstract":"Abstract Ensuring aircraft are technically safe to operate is the realm of airworthiness, literally worthy of being in the air. This is achieved not only with technological tools and techniques, or with just personnel and manpower, it is guided and supervised by managers and leaders. As such, the objective of this paper is to understand the role leadership plays in maintaining aviation safety and aircraft airworthiness. To this end, a case study of the Hawker Sidley Nimrod XV230 accident that occurred on September 2, 2006 near Kandahar in Afghanistan, was utilized. The study concluded that leadership is a key aspect, specifically finding that leaders are responsible for articulating the organizations vision, strategic objective setting, and monitoring the achievement of those objectives. It was concluded that operational airworthiness is directly dependent on the leadership ability to provide direction, workplace culture, continued learning, and establish risk management systems for safe and airworthy operations.","PeriodicalId":37629,"journal":{"name":"Fatigue of Aircraft Structures","volume":"2020 1","pages":"1 - 14"},"PeriodicalIF":0.0,"publicationDate":"2020-09-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44955801","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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