By Baker A.A.
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Additional resources for Advances In The Bonded Composite Repair Of Metallic Aircraft Structure
The skin thickness is approximately 1 mm, hence the condition of plane stress is assumed. The computation of the stress intensity factor may be determined directly from the crack tip element used around the crack tip or from displacements using a crack opening displacement (COD) formula. e. e. e. displacement in-plane, transverse to the plane of the crack ) I= length of the crack tip element Chapter 19. 6. FEA of cracked nacelle inlet In order to study the cracking mechanisms of the cracked and repairedlcracked nacelle skin cases, a simplified model has been developed in which the skin is considered to be a flat rectangle.
016 has been used [l]. The boundary conditions for this model are considered to be fully clamped except for the crack region which is not restrained. The patch above the crack also remains fully constrained. Clearly crack closure will occur at an increasing distance away from the crack tip, however the complexity in introducing such constraints has not been included in this preliminary study. The crack is initially 50mm long with it's centre located within the patch. 254 mm I I95 mm I37 mm Short crack Long crack Fig.
1 Hz 54 1 Fig. 10. Mode shapes for the repaired panel containing a short crack (2a=50mm). short and long cracks for the un-repaired and repaired panel. 10. 10 indicate that the crack tip behaviour is dominated by the mode I stress intensity factor KI. 3 Hz Fig. 11. Mode shapes for the repaired panel containing a long crack (2a= 196mm). 8). These mode shapes indicate that the unsupported crack tip behaviour will now have significant contributions from mode I11 stress intensity factor, The modal analysis indicates that all the mode I, I1 and I11 stress intensity factors will be significant.
Advances In The Bonded Composite Repair Of Metallic Aircraft Structure by Baker A.A.