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By E. Gassner, W. Schütz

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Extra info for Fatigue Design Procedures. Proceedings of the 4th Symposium of the International Committee on Aeronautical Fatigue Held in Munich, 16–18 June 1965

Sample text

Test loads should include the aeroelastic effects of the structure. Loads must be properly distributed and realistically applied. The test spectrum should be the fatigue equivalent of true service loading. In other words, full-scale testing is a compromise and requires the realization that load application jigs, straps, ballast, and even the test spectra, Fatigue and Fail-Safe Design of a New Jet Transport Airplane are adjusted to get a 'good test' in relatively few predetermined critical areas.

The same article is being flight-tested (structural demonstration tests), using the same strain gages calibrated during the ground tests, to verify the loads derived for the aircraft. Tail loads on the vertical and horizontal surfaces have been obtained, using a 'matrix method' of calibrated strain gages. This is a new technique that uses the automatic structure cutter developed for the redundant force analysis. The location of the instrumentation requires a high degree of accuracy for good results.

The rivet lines did not necessarily stop the cracks—in one 7075-T6 riveted box the crack propagated rapidly across three stringers missing the rivet holes. 0 is Fatigue and Fail-Safe Design of a New Jet Transport Airplane 55 identical to that chosen for the BAC 1-11. Some difficulty has been experienced in explaining this concept to certain European fatigue specialists. e. the significance of the reduction of the apparent gross area stress at the net section relative to the gross area stress at the reference section has not been appreciated.

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