Professional Documents
Culture Documents
— Part 1 —
Concepts and Overview
Matthew Miller
Structural Damage Technology
(425) 266-5091
Introduction
Key elements of damage tolerance
Key elements of residual strength
Key elements of crack growth
Key elements of damage detection and maintenance planning
Documentation
Static strength
Verify that the static strength of undamaged structure meets load
requirements
Durability (fatigue)
Verify that structural detail fatigue quality matches the required
quality to meet the Design Service Objective
Damage tolerance
Verify that an economically feasible inspection program can be
implemented to detect fatigue, corrosion, or accidental damage
before the residual strength of the structure falls below the required
fail-safe load level
Safety
Economics
Damage tolerance
Durability • Residual strength
• Fatigue
• Crack growth
• Corrosion prevention
• Damage detection
• Maintenance
Period (Allowable
Damage)
Detectable N N N N N
Crack Inspection
Length program
Design,
analysis and
manufacturing
• FAA Maintenance
Regulatory
• JAA agencies
and
inspection
• CAA
• CAAC Airlines
• AR
Safety requires diligent performance by all participants
Limit load
Highest load encountered by a fleet during its operational life
Ultimate loads
Limit load exceeded by a factor of safety, usually 50%
Operating loads
Loads normally encountered in day to day operations
Regulatory fail-safe loads
Usually limit load or equivalent
Detailed in FAR 25.571 and JAR 25.571
after damage
Damage detection detection and repair
and restoration
undetected damage
Allowable
damage
• Access / visibility
•Material • Inspection intervals
•Geometry • Inspection methods
•Fracture toughness • Damage detection period
•Multiple Site Damage • Multiple cracking in the
•Load distribution Inspection
fleet
program
• Damage detection
requirement
Are additional
3 inspections
Lcritical required?
2 1
Compare Damage
Inspectable crack Tolerance Rating
Lcritical length vs. flights to
critical curve TOTAL DTR
Crack length
Flights to critical
Primary structure
That structure which carries flight, ground or pressure loads
Secondary structure
That structure which carries only air or inertial loads generated on or
within the secondary structure
Structural Significant Item (SSI)
Any structural detail, element or assembly judged to be significant
because its failure reduces airplane residual strength or results in
the loss of function
Principal Structural Element (PSE)
Structure that contributes significantly to the carrying of flight,
ground and pressurization loads, and whose failure could result in
catastrophic failure of the airplane (Ref. AC 25.571 - 1b)
S t r u c t
Mandatory SB modifications
Environmental deterioration
and accidental damage Detectable size Repair assessments / inspections
fatigue damage
Detectable
DETECTABLE
fatigue
damage
Design Service
Years of service Objective
Damage Tolerance Overview BYJ30-SDT-P00-00x Page 1-23
01/01/00/SAM
Key Elements of Damage Tolerance
Residual Strength
1. Residual 2. Crack
3. Inspection
strength + growth + =
program
analysis analysis
Safety of flight
1
2
Residual Strength
Thickness Regulatory
Requirement
Geometry
LEFM behavior
Geometry Correction
Factor
Y
Y B
Maximum
allowable
damage
L Crack Length
3σ kt = ∞
L σ
σ
kt = 3 K = σ πL ⋅ Y ⋅ C
n
Stress concentration factor Stress intensity factor
80 Fracture toughness is a
70
Plane stress function of:
Thickness
60 Mixed mode
71
(plane stress and plane strain) Orientation
50 50
KA (ksi √in)
10
0
0 0.2 0.4 0.6 0.8 1
Thickness (in)
πL o
Lo Lc C : K A = σc 2
⋅α
Crack Length, L
πL c
KIC = σc 2
⋅α
L
σ c
σ c
KIC
Lo Lc
Crack Length, L
80
Full static
strength σ
70
Residual strength (ksi)
L=t B
60
LEFM
50 Net section yield
B =0.5 in
40 Crack
W =10 in
Transition L
30 Mat’l 2024-T351 (L-T)
equation
KA = 125 ksi in
20 W FTY = 55 ksi
10
0
Damage Tolerance Overview BYJ30-SDT-P00-00x Page 1-31
0 2 4 6 8 10
01/01/00/SAM
Cracking Patterns
Recommended crack configurations
Based on experience and engineering judgement
L L L
1. Residual 2. Crack
3. Inspection
strength + growth + program
=
analysis analysis
Safety of flight
1
2
MATERIAL
Crack length
Lf (critical)
X
M
Li
(detectable)
Flights
Y S
GEOMETRY
FLIGHT STRESS PROFILE
Stress
da/dN (in/cycle)
1.E-04
1 − 0.1⋅ R − 1.0 < R ≤ 0.0
Z= 1.E-05
1.1 R ≤ −1.0 p
0 R ≥ 1.0 1.E-06 1
TEST
COUPON 1.E-07
1 10 M 100
Ζ Kmax (ksi √in)
2014 T652 Hand Forging T-S .75 21.7 24.9 20.6 22.2
T652 Die Forging T-L .75 21.7 24.9 20.6 22.2
2024 T3 Bare Sheet L-T, T-L .04 - .25 24.8 27.9 23.7 25.1
T4 Bare Sheet L-T, T-L .04 - .06 25.6 28.8 24.5 25.9
T3 Clad Sheet L-T, T-L .04 - .13 26.0 29.2 24.8 26.3
T351 Plate L-T, T-L .10 - .15 26.9 30.2 25.6 27.3
.15 - .35 24.5 27.6 23.3 24.8
.35 - .50 22.6 25.4 21.5 22.9
T3511 Extrusion L-T, T-L .10 - .35 26.3 29.6 25.0 26.7
T851 Plate L-T .37 - 1.0 24.3 27.7 23.4 21.4
T851 Plate T-L .37 - 1.0 20.2 23.1 19.4 17.9
2224 T3511 Extrusion L-T, T-L .16 - .31 26.8 30.1 25.5 27.2
2324 T39 Plate L-T .10 - .15 26.9 30.3 25.6 27.3
.15 - .35 25.9 29.2 24.7 26.3
.35 - .50 25.0 28.1 23.8 25.3
. . . . . . . .
. . . . . . . . .
.
Damage Tolerance Overview BYJ30-SDT-P00-00x Page 1-39
01/01/00/SAM
Integration of Crack Growth Rate Equation
Crack length
Lf (critical)
p
1 dL Z ⋅ Kmax X
= 10− 4
n dN M
Kmax = fmax πL ⋅ Y ⋅C
n Lo
∫( )
N, number of cycles
1 −p Z ⋅ fmax
∫
πL −4
n ⋅ Y ⋅C dL = 10 dN + C
n M
Z ⋅ fmax n L n fmin
o
If loading is variable amplitude, and the crack growth rate does not depend on
the sequence of varying load cycles, then the life integral can be discretized
as shown:
L NC
10− 4
∫( ) ∑(( Z ⋅ f
1 −p
πL
n ⋅ Y ⋅C dL = NF max i ) )p
n Mp
i =0
Lo
NC = Number of cycles in a flight
NF = Number of flights
Stress
flight Define stress rating, S, as:
(ksi)
1/ p
NC
S=
∑
( ( Z ⋅ fmax ) i )
p
ground
Time i =0
L
∫( )−pdL
10 4 ⋅ Mp 1 πL
NF = n ⋅ Y ⋅C
Lower wing skin stress history for a “typical” flight Sp n
Lo
N, number of cycles
To account for the effects of overload and underload, every stress cycle is
adjusted, similar to the Willenborg model
i=0
Stress
(ksi)
flight NC = Number of cycles in a flight
NF = Number of flights
fmax eff = Effective fmax for cycle i
Time Zeff = Uses effective fmax and fmin for cycle i
ground
L
∫( )−pdL
10 4 ⋅ Mp 1 πL
NF = p n ⋅ Y ⋅g⋅C
Lower wing skin stress history for a “typical” flight
Sspectrum n
Lo
Sspectrum /Slinear
Sspectrum
Guideline
Airline / manufacturer maintenance program planning document,
MSG-3 (Maintenance Steering Group)
Air Transport Association of America, Oct. 1980 (Rev. 2005.1)
FAA approved as a means of complying with FAR 25.571
AM
3 3C C
4
5 EX 2C
2C
4C
AGE exploration: 4C interval
6 or greater
with 1/5 or 1/10 of fleet
A-check frequency: 300 flight cycles
C-check frequency: 15 months or 3000 flight cycles, whichever comes first
Probability of
inspecting an Probability of
inspecting detail Probability of
aircraft with crack detection
damage considered
P1 P2 P3
PD
Probability of
detecting damage
Critical Critical
Crack Length
Crack Length
Surveillance Surveillance
Detailed Detailed
NDI NDI
Crack Growth Interval, Flight Cycles Damage Detection Period, Flights to Critical
0.1
Probability of Detection
Probability of Detection
0.99
0.01
0.95
0.001 0.9
3 5 7 10 30
Inspectable Crack Length (in)
0.0001
0.1 0.5 1 5 10 30
C
A A
B
NC NA NB
Flights
NC N A NB Flights
Required
Structure
DTR
Externally visible areas 4
Wings and nacelles Areas not externally visible 6
Number of 50/50
chances of
Primary flap structure 8
detecting damage
Contribution of <50% 6
Fuselage cabin differential
pressure to total
Damage Tolerance Overview
fail-safe stress >= 50% 10 BYJ30-SDT-P00-00x Page 1-63
01/01/00/SAM