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IN 1950 Zapffe and Worden used the metal‐lurgical microscope for the examination of fatigue fracture surfaces, a technique which they called fractography. They suggested, as a result of their observations, that fatigue fractures showed two characteristics:

The purpose of this paper is to complement available macroscopic fatigue crack growth measurements in flat stiffened panels with scanning electron microscopy (SEM) measurements of striation spacing.

The paper's approach is fatigue testing of two‐stiffener flat panels manufactured using three different processes, with a central initial crack perpendicular to the stiffeners and load, in order to identify striation spacing during crack growth up to final fracture, using SEM.

An increase of striation spacing as cracks grow was quantified. Although when cracks approach the stiffeners the stress intensity factor decreases, there is no clear decrease of striation spacing in that region. Striation spacing is roughly similar to macroscopic crack‐propagation rate da/dN measured in the panels testing. This observation is no longer valid once the stiffeners are reached; this stage is characterized by fast acceleration of the cracking process until final complete rupture is verified, and macroscopic crack growth measurements are made difficult because of the “T” geometry in that region.

A complete picture of the striation spacing during the fatigue crack growth up to final fracture of a two‐stiffener flat panel is provided for three different manufacturing processes: high‐speed machining, laser beam welding and friction stir welding.

The purpose of this paper is to study the fatigue crack growth (FCG) behaviour of the steel and weldments of a railway bridge.

Tests were carried out on compact tension (CT) specimens using the thickness (B=32 mm) of a structural detail. The test matrix included three R values and three material conditions: base material (BM), heat affected zone (HAZ) and weld metal (WM). An evaluation of opening load behavior was carried out. The full field measurement of the residual stress perpendicular to the crack plane was performed using the contour technique. A simplified finite element analysis supported the interpretation of the results. Scanning electron microscopy (SEM) observation of the fracture surface of BM and HAZ specimens was carried out.

Extensive crack closure effects were found in the welded specimens. Important through‐the‐thickness variation of residual stress was found using the contour technique. The residual stress fields of HAZ and WM specimens led to slowing down the FCG rate in the initial stages of crack propagation and to uncommon fracture surfaces. When the opening load effect was taken into consideration it was found that the da/dN vs ΔK of the different types of specimens are approximately identical. The ratio (striation spacing)/(da/dN) decreases up to approximately unity as a/W increases. In the specimens analyzed, FCG rates below approximately 2E‐7 to 3E‐7 m/cycle are associated with approximately constant striation spacing values, which could be considered a conservative upper bound of the real crack growth rate.

Fatigue crack growth behavior of thick welded steel CT specimens was analyzed on the basis of tests including full field residual stress measurements, crack closure behavior and striation spacing, allowing for the simultaneous consideration of all those aspects. It is shown that the striations spacing provides no more than a conservative upper bond of the real crack propagation rate.

The present paper aims to characterize the fatigue crack propagation behavior of wheel and rail steels, in particular the AVE wheel steel and an UIC60 rail steel, including several R-values and near threshold behavior. To accomplish this objective, mode I fatigue crack growth tests were performed according to the ASTM E647 standard on C(T) specimens taken from a Spanish high-speed AVE train used wheel and a UIC60 rail, tested with 0.1, 0.4 and 0.7 load ratios.

In the present study, the two different methodologies presented in the ASTM E647 standard were used to characterize the fatigue crack propagation behavior of the two studied materials. The K-decreasing test procedure was used to characterize fatigue crack propagation near the threshold, whereas the K-increasing with constant load range method was used in the Paris law regime.

It was observed that for the wheel a small influence of R-ratio was found, with greater R implying higher fatigue crack growth rates. For the rail, the influence is small, and for large values of ΔK, it is slightly reversed. The near-threshold results obtained indicate lower threshold values for higher R-ratio, a fact that is possibly associated with crack closure phenomena. A scanning electron microscope (SEM) study of fatigue crack propagation surfaces identified a random behavior in the striation orientation for both materials and no correlation was found between striation spacing and actual fatigue crack growth rate.

R-ratio and threshold behavior of fatigue crack propagation of a steel used in high-speed train wheels, as well as of UIC60 rail steel, were studied, with the objective of generating data to be used in maintenance and damage tolerance models.

The purpose of this paper is to identify a failure mechanism of an industrial tube and recommend corrective actions to improve the reliability of the entire unit.

Metallurgical failure investigation process included mainly stereo‐, light optical microscopy and scanning electron microscopy (SEM) as the main analytical tools for material characterization and root cause analysis.

The investigation findings, obtained by fractographic and metallographic evaluation, suggest strongly that the failure was caused by the operation of low cycle fatigue (LCF) mechanism initiated from the inner side and propagated towards the outer tube surface, assisted by the superposition of applied and residual stress fields.

This paper deals with an industrial case history, providing the findings of failure investigation of a compact refrigeration system, presented principally from structural material/component standpoint and highlighting recommendations for improvement and failure prevention.

The purpose of this paper is to investigate the wear resistance behavior of the striated tool for cross wedge rolling (CWR).

A mechanical-thermal coupled, temperature-dependent FE wear model was developed to explore the wear behaviors for striated CWR tools. To verify the proposed FE model, a newly developed measuring device was also developed to measure wear on the tool ridge. To find the impact order of the parameters of striate unit, orthogonal experiment was carried out.

The experimental and numerical results both indicate that the wear resistance of striated tool is better than that of smooth tool. Minimum tool ridge wear can be achieved by choosing proper tool contact temperature with striated units on crossed ridge. The order of the striation geometrical factors’ impact on ridge wear is striation width > striation interval > striation length.

Because of the specified tool, the research results may lack generalizability. Therefore, researchers are encouraged to test the proposed propositions further.

It is shown that the wear resistance of striated CWR tool is better than that of smooth tool. The information may help CWR manufactures to design and produce tools with less wear.

Most supersonic aircraft were manufactured using 2A70 aluminum alloy. The purpose of this paper is to study the corrosion mechanism and fatigue behavior of an aircraft in a semi-industrial atmospheric corrosive environment, alternating effects of corrosion and fatigue were used to simulate the aircraft’s ground parking corrosion and air flight fatigue.

For this purpose, the aluminum alloy samples were subjected to pre-corrosion and alternating corrosion-fatigue experiments. The failure mechanisms of corrosion and corrosion fatigue were analyzed using microscopic characterization methods of electrochemical testing, X-ray diffraction and scanning electron microscopy. Miner’s linear cumulative damage rule was used to predict the fatigue life of aluminum alloy and to obtain its safe fatigue life.

The results showed that the corrosion damage caused by the corrosive environment was gradually connected by pitting pits to form denudation pits along grain boundaries. The deep excavation of chloride ions and the presence of intergranular copper-rich phases result in severe intergranular corrosion morphology. During cyclic loading, alternating hardening and softening occurred. The stress concentration caused by surface pitting pits and denudation pits initiated fatigue cracks at intergranular corrosion products. At the same time, the initiation of multiple fatigue crack sources was caused by the corrosion environment and the morphology of the transient fracture zone was also changed, but the crack propagation rate was not basically affected. The polarization curve and impedance analysis results showed that the corrosion rate increases first, decreases and then increases. Fatigue failure behavior was directly related to micro characteristics such as corrosion pits and microcracks.

In this research, alternating effects of corrosion and fatigue were used to simulate the aircraft’s ground parking corrosion and air flight fatigue. To study the corrosion mechanism and fatigue behavior of an aircraft in a semi-industrial atmospheric corrosive environment, the Miner’s linear cumulative damage rule was used to predict the fatigue life of aluminum alloy and to obtain its safe fatigue life.

The purpose of this paper is to deal with the failure analysis of a fractured spar stiffener, extruded from 7075-T6 aluminum alloy, which was found in the central wing, trailing edge structure of a military transport aircraft. The previous loading history and the dominant environmental factors (corrosive and humid atmosphere, water entrapment, etc.) suggest corrosion and fatigue as the principal failure modes, synergistically acting on the wing component.

This study presents the failure analysis concentrated on finding evidence of failure mechanisms and plausible root-cause(s) of the fractured spar stiffener. Chemical analysis, stereo and scanning electron microscopy, as well as finite element analysis employed as the main analytical tools for material characterization and failure investigation.

The overall evaluation of the findings suggest that the failure caused by a synergy of two mechanisms; a crack initiated in the longitudinal, extrusion direction by an environmentally assisted corrosion attack, then propagated by the superimposed transverse stress field, branched/deflected due to a low crack driving force and extended in a transverse path through a high cycle fatigue process. Finally, the complete fracture occurred as fast fracture, resulted by a ductile overload.

This paper deals with an industrial damage case study, providing analysis and modeling from structural engineering standpoint. The aforementioned findings concerning the fractured aircraft component allow gaining a deeper knowledge about the mechanisms of crack initiation and propagation which, in turn, can produce a valuable feedback to design, inspection and maintenance procedures. This includes a modified heat treatment from T6 to T73 temper for the redesigned component.

The quality of crystals grown in space can be diversely affected by the melt flows induced by g‐jitter associated with a space vehicle. This paper presents a full three‐dimensional (3D) transient finite element analysis of the complex fluid flow and heat and mass transfer phenomena in a simplified Bridgman crystal growth configuration under the influence of g‐jitter perturbations and magnetic fields.

The model development is based on the Galerkin finite element solution of the magnetohydrodynamic governing equations describing the thermal convection and heat and mass transfer in the melt. A physics‐based re‐numbering algorithm is used to make the formidable 3D simulations computationally feasible. Simulations are made using steady microgravity, synthetic and real g‐jitter data taken during a space flight.

Numerical results show that g‐jitter drives a complex, 3D, time dependent thermal convection and that velocity spikes in response to real g‐jitter disturbances in space flights, resulting in irregular solute concentration distributions. An applied magnetic field provides an effective means to suppress the deleterious convection effects caused by g‐jitter. Based on the simulations with applied magnetic fields of various strengths and orientations, the magnetic field aligned with the thermal gradient provides an optimal damping effect, and the stronger magnetic field is more effective in suppressing the g‐jitter induced convection. While the convective flows and solute transport are complex and truly 3D, those in the symmetry plane parallel to the direction of g‐jitter are essentially two‐dimensional (2D), which may be approximated well by the widely used 2D models.

The physics‐based re‐numbering algorithm has made possible the large scale finite element computations for 3D g‐jitter flows in a magnetic field. The results indicate that an applied magnetic field can be effective in suppressing the g‐jitter driven flows and thus enhance the quality of crystals grown in space.