MCE 651-ADVANCED ENGINEERING MATERIALS

Fall 2018
HW # 3
Due November 6th 2018

Problem 1:
For the given experimental data:

∆𝜀⁄2 2𝑁𝑓 ∆𝜎⁄2 ∆𝜀𝑝 ⁄2

0.00100 >106 206 <0.00001
0.00180 >106 258 0.00053
0.00202 359700 261 0.00079
0.00202 416700 261 0.00074
0.00306 56000 305 0.00155
0.00306 65650 305 0.00158
0.00410 25220 340 0.00239
0.00420 27160 343 0.00245
0.00510 15890 372 0.00323
0.00509 11870 363 0.00324
0.00510 15950 369 0.00322
0.00520 16120 378 0.00335
0.00756 5119 404 0.00554
0.00770 4475 417 0.00565
0.01020 2671 438 0.00783
0.01020 2952 440 0.00784
0.01030 2981 450 0.00794
0.01310 1175 440 0.01070
0.01320 1725 432 0.01070
0.01510 989 444 0.01250

1- Plot the total strain-life curve and establish the strain-life fatigue constants based on the
given experimental data (Coffin Manson equation).

2- Using the established constants, estimate the number of cycles to failure for an applied
strain ∆𝜀⁄2 = 0.006
 3- For the loading history given below, determine the number of block to failure using a
liner damage model and ignoring mean stress effect). The subcycle strain amplitude is
0.001 and the major cycle strain amplitude is 0.005. The number of subcycles in each
major cycle is 20. The actual number of block to failure was experimentally determined
to be 5350 blocks. Comment on your results.

Problem 2:
A stainless steel (AISI 403) frame with an edge crack is subjected a concentrated load P (as shown
in the figure). If a factor of safety of 2.1 is to be used, determine the allowable value for P for a 6
mm crack length, where the frame is 20 mm wide and 5 mm thick.
Problem 3:
The fuselage of an aircraft has a diameter of 2,6 m. The aircraft is used an average of six hours
each day. During flight, the cabin is pressurized to 52 kPa. The fuselage skin is made of aluminum
and has a thickness of 0.9 mm, E = 75 GPa, yield strength of 400 MPa, and plane strain fracture
toughness KIC of 30 MPa √𝑚 . The aluminum has also the following fatigue crack growth
properties: threshold stress intensity factor ∆𝐾0 = 3.0 𝑀𝑃𝑎√𝑚 (R = 0). In the Paris regime (Stage
II), da/dN = 10-6 mm/cycle and 10-5 mm/cycle at ∆𝐾 = 5 and ∆𝐾 = 9 𝑀𝑃𝑎 √𝑚, respectively (R =
0).
1- When a routine maintenance check was conducted on the aircraft, the presence of a 0.4 mm
long, through thickness crack in the fuselage skin, oriented parallel to the longitudinal axis
of the fuselage, was left undetected due to human error. If the fuselage is designed such
that the cabin pressure could be sustained even with a longitudinal through thickness crack
of up to 10 cm length, find the safe fatigue lifetime of the aircraft from the time of the
maintenance.

Problem 4:
A piston, 9 cm in diameter, is used to increase the internal pressure in a cylinder from 0 to 50 MPa.
The cylinder is made from aluminum having yield strength of 500 MPa and fracture toughness KIC
of 35 MPa √𝑚. The cylinder has an inner diameter of 9 cm, outer diameter of 11 cm, and a length
of 20 cm. The system suffered a malfunction which caused the cylinder to burst. Post failure
analyses, showed the presence of a defect in the form of an elliptical flaw 4.4 mm long at the inner
wall, 1,5 mm deep and oriented normal to the hoop stress in the cylinder.
1- Compute the pressure in the cylinder which caused failure in the first pressure application
(cycle 1).
2- The cylinder failed in fatigue due to fatigue crack growth, what would the pressure be given
the following information
a. The threshold stress intensity factor is ∆𝐾 = 5 𝑀𝑃𝑎√𝑚
b. The number of cycles to failure was N = 2000 cycles
c. The initial flaw size the critical flaw size (calculated using threshold stress intensity
factor)
Problem 5:
1- Perform the rainflow cycle counting technique on a given service load time history
shown below
2- If the material is made from Normalized Steel 1015. Find the number of block that can be
applied to failure (linear damage model). Use the following website to make your
calculations (don’t ignore mean stress)
https://www.efatigue.com/