Fatigue defects

Fracture Fatigue Defects Cracks Cotton Wool Melt-spun synthetics Solution-spun fibres... 

In the near future the technique will be further evaluated using ultrasonic signals from natural defects, e.g., fatigue cracks. The performance measure and the parameter optimization procedure wilt also be refined in order to obtain a computationally efficient implementation, easy to use for a trained operator. 

Shear Horizontal (SH) waves generated by Electromagnetic Acoustic Transducer (EMAT) have been used for sizing fatigue cracks and machined notches in steels by Time-of-Flight Diffraction (TOED) method. The used EMATs have been Phased Array-Probes and have been operated by State-of-the-art PC based phased array systems. Test and system parameters have been optimised to maximise defect detection and signal processing methods have been applied to improve accuracy in the transit time measurements. 

Several nontechnical factors can significantly affect the results of a nondestmctive inspection. Many of these are classified as human factors (1,2,17). Operator experience affects the probabiUty of detection of most flaws. Typically, an inexperienced operator has more false rejects, known as Type II errors, than an experienced operator. A poor operator has few false rejects but is more likely to miss a defect in the inspection, known as a Type I error. Operator fatigue, boredom, or an unfavorable environment such as lighting, cold, or rain may further affect performance. Thus it usually is a good investment for the inspection company to assure that the operator environment is most amenable to inspection, that the equipment is suitable for the task, and that the operator is alert and well rested. 

General description. Incomplete penetration describes the condition in which the weld fails to reach the bottom of the weld joint, resulting in a notch located at the root of the weld (Fig. 15.12). This critical defect can substantially reduce the intrinsic mechanical strength of the joint and can combine with environmental factors to produce corrosion fatigue (Chap. 10), stress-corrosion cracking (Chap. 9), or crevice corrosion (Chap. 2). 

Figure 15.18 Examples of crack patterns due to stress-corrosion cracking and corrosion fatigue in butt welds. (Reprinted with permission from Helmut Thielsch, Defects and Failures in Pressure Vessels and Piping, New York, Van Nostrand Reinhold, 1965.)...

The toughness of wood is important in design for exactly the same reasons that that of steel is it determines whether a structure (a frame building, a pit prop, the mast of a yacht) will fail suddenly and unexpectedly by the propagation of a fast crack. In a steel structure the initial crack is that of a defective weld, or is formed by corrosion or fatigue in a wooden structure the initial defect may be a knot, or a saw cut, or cell damage caused by severe mishandling. 

Often contain defects (hydrogen cracks, slag inclusions, stop-start marks). Help initiate fatigue cracks. Critical welds must be tested non-destructively and defects must be gouged out. 

Initially, knowledge of the process is required. It is assumed that the component is free m defects, e.g. porosity, as this will affect surface integrity, and free from residual stresses caused by any previous manufacturing process. There is also a risk in the reduction of component fatigue life associated with some surface coating processes. The compatibility between mating surfaces in service must also be addressed because of possible galvanic corrosion failure... 

Moulded plastics will also have crack initiation sites created by moulding defects such as weld lines, gates, etc and by filler particles such as pigments, stabilisers, etc. And, of course, stress concentrations caused by sharp geometrical discontinuities will be a major source of fatigue cracks. Fig. 2.72 shows a typical fatigue fracture in which the crack has propagated from a surface flaw. 

Another important aspect of the fatigue of all materials is the statistical nature of the failure process and the scatter which this can cause in the results. In a particular sample of plastic there is a random distribution of microcracks, internal flaws and localised residual stresses. These defects may arise due to structural imperfections (for example, molecular weight variations) or as a result of the fabrication method used for the material. There is no doubt that failure... 

If the material has a critical stress intensity factor of 1.8 MN m and it is known that the moulding process produces defects 40 m long, estimate the maximum repeated tensile stress which could be applied to this material for at least 10 cycles without causing fatigue failure. 

A series of utuaxial fatigue tests on unnotched plastic sheets show that the fatigue limit for the material is 10 MN/m. If a pressure vessel with a diameter of 120 mm and a wall thickness of 4 mm is to be made from this material, estimate the maximum value of fluctuating internal pressure which would be recommended. The stress intensity factor for the pressure vessel is given by K = 2hoop stress and a is the half length of an internal defect. 

In the case of the ASME codes for nuclear pressurised components, the questions of fatigue design and of flaw evaluation are dealt with separately in ASME Section III and Section XI Appendix A, respectively. The design S-A curve for machined butt welds typical of thick section pressurised components is set at a factor of two on stress range or twenty on cyclic life, whichever is more conservative, below the mean of S-N data developed on smooth cylindrical specimens in air. (A somewhat similar design curve obtained by a different method from experimental S-A data for machined butt welds is given in British Standard 5500.) These safety factors are intended to encompass any adverse influence of minor weld defects, size effects, data scatter and environment. As far as environmental effects are... 

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