Visual examination, using the unaided eye or a low-power optical magnifier, is typically one of the first steps in a failure investigation. This article presents the guidelines for selecting samples for scanning electron microscope examination and optical metallography and for cleaning fracture surfaces. It discusses damage characterization of metals, covering various factors that influence the damage, namely stress, aggressive environment, temperature, and discontinuities.

The propeller from a small private airplane came off in flight. The head ends of all six attachment bolts remained in the propeller hub when it was found. Two threaded shanks with nuts remained with the engine, while the remaining four shank ends with their nuts were missing. Parts available for examination, in addition to the hub and attachment bolts, were the two propeller blades and the engine crankshaft. The purpose of this examination was to determine the nature and probable cause of failure in the six attachment bolts. Indications of fatigue failure and wear were the major findings in visual and low power microscopic examination. Fracture surfaces indicated failure was initiated in the threads in four bolts and in the shanks in two. The group of four bolts failed primarily due to tensile loads, while the other two bolts failed primarily due to bending loads. It was concluded that failure was due to improper installation torqueing of the bolts.

Following the crash of a Mirage III-0 aircraft (apparently caused by engine failure), a small crack was detected in a bolt hole in the wing main spar (AU4SG aluminum alloy). Because this area was considered to be critical to aircraft safety and similar cracking was found in other spars in service, the Royal Australian Air Force requested that the crack growth rate during service be determined. The loading history of the aircraft was made available in the form of flight by-flight records of the counts from the vertical accelerometer sensors fitted to the airframe and a series of “overstress” events recorded during the life of the aircraft. The bolt hole was examined by eddy current testing, visual examination, high-powered light microscope, and scanning electron microscope. Simulation tests were also conducted. The use of simulation specimens permitted actual crack growth rate data to be determined for the configuration of interest.

A fuel-nozzle-support assembly showed transverse indications after fluorescent liquid-penetrant inspection of a repair-welded area at a fillet on the front side of the support neck adjacent to the mounting flange. Visual examination disclosed an irregular crack. The crack through the neck was sectioned; examination showed that the crack had extended through the repair weld. The crack had followed an intergranular path. The crack was opened, and binocular-microscope examination of the fracture surface showed that the surface contained dendrites with discolored oxide films that were typical of exposure to air when very hot. Several additional subsurface cracks, typical of hot tears, were observed in and near the weld. There had been too much local heat input in making the repair weld. The result was localized thermal contraction and hot tearing. The cracking of the repair weld was attributed to unfavorable welding practice that accentuated thermal contraction stresses and caused hot tearing. Recommendations involved use of a small-diameter welding electrode, a lower heat input, and deposition in shallow layers that could be effectively peened between passes to minimize internal stress.

A 75 mm OD x 7.4 mm wall thickness carbon steel boiler tube ruptured. A substantial degree of corrosion on the water-side surface leaving a rough area in the immediate vicinity of the rupture was revealed by visual examination. Decarburization and extensive discontinuous intergranular cracking was revealed by microscopic examination of a cross section through the tube wall at the fracture. It was concluded that the rupture occurred because of hydrogen damage involving the formation of methane by the reaction of dissolved hydrogen with carbon in the steel. Hydrogen was produced by the chemical reaction that corroded the internal tube surface. Steel embrittled by hydrogen can be restored only if grain boundary cracking or decarburization had not occurred but since the material embrittled in this manner, its replacement was recommended.

A broken aircraft crankshaft and a severely damaged main brass bearing were examined to determine whether engine failure was initiated in the bearing or in the crankshaft. The steel crankshaft failure was a classical fatigue fracture. The bearing had been subjected to extremely high temperatures, as indicated by melting in the brass components and the extreme distortion in the rollers. Microscopic examination on the crankshaft material showed it to be a good quality steel. On the other hand, the chromium plate was thick, porous, and cracked in many places, including the point of the main fatigue crack. It was concluded that the over-all failure was initiated in the crankshaft, and the failure of the bearing resulted from that failure.

This article describes the characteristics of tubing of heat exchangers with respect to general corrosion, stress-corrosion cracking, selective leaching, and oxygen-cell attack, with examples. It illustrates the examination of failed parts of heat exchangers by using sample selection, visual examination, microscopic examination, chemical analysis, and mechanical tests. The article explains corrosion fatigue of tubing of heat exchangers caused by aggressive environment and cyclic stress. It also discusses the effects of design, welding practices, and elevated temperatures on the failures of heat exchangers.

Visual examination, optical and scanning electron microscopy were used to determine the cause of failure in the connector groove of a marine riser coupling. The specified steel was AISI 4142 (0.40 to 0.45% C; 0.75 to 1.00% Mn; 0.20 to 0.35% Si; 0.80 to 1.10% Cr; 0.15 to 0.25% Mo) normalized from 9000C. Microscopic examination revealed the crack's initiation point and subsequent propagation. SEM examination of chemically stripped corrosion showed that corrosion fatigue and stress corrosion might have contributed to the initial slow crack growth. Impact tests revealed a fracture transition temperature in excess of 1000C. The sequence of events leading to failure was detailed. The main recommendation was to quench and temper existing couplings and to use a lower carbon quenched and tempered steel for new couplings.

A forged aluminum alloy 2014-T6 catapult-hook attachment fitting (anodized by the chromic acid process to protect it from corrosion) from a naval aircraft broke in service. Spectrographic analysis, visual examination, microscopic examination, and tensile analysis showed minute cracks on the inside surface of a bearing hole, and small areas of pitting corrosion were visible on the exterior surface of the fitting. The analysis also revealed a small number of rosettes, suggestive of eutectic melting, in an otherwise normal structure. These examinations and analyses support the conclusion that the presence of chromic acid stain on the fracture surface proved that the forging had cracked before anodizing. This suggest that the crack initiated during straightening, either after machining or after heat treatment. The structure and composition of the alloy appear to have been acceptable. Ductility was acceptable so rosettes found in the microstructure are believed to have been nondamaging. Had they contributed to the failure, the ductility would have been very low. The recommendations included inspection for cracks and revising the manufacturing process to include a fluorescent liquid-penetrant inspection before anodizing, because chromic acid destroys the penetrant. This inspection would reduce the possibility of cracked parts being used in service.

The master connecting rod of a reciprocating aircraft engine revealed cracks during routine inspection. The rods were forged from 4337 (AMS 6412) steel and heat treated to a specified hardness of 36 to 40 HRC. H-shaped cracks in the wall between the knuckle-pin flanges were revealed by visual examination. The cracks were originated as circumferential cracks and then propagated transversely into the bearing-bore wall. No inclusions in the master rod were detected by magnetic-particle and x-ray inspection. Three large inclusions lying approximately parallel to the grain direction and fatigue beach marks around two of the inclusions were revealed by macroscopic examination of the fracture surface. Large nonmetallic inclusions that consisted of heavy concentrations of aluminum oxide (Al2O3) were revealed by microscopic examination of a section through the fracture origin. The forging vendors were notified about the excess size of the nonmetallic inclusions in the master connecting rods and a nondestructive-testing procedure for detection of large nonmetallic inclusions was established.

Several large chromium-plated 4340 steel cylinders were removed from service because of deep longitudinal score marks in the plating. One of the damaged cylinders and a mating cast aluminum alloy B850-T5 bearing adapter that also exhibited deep longitudinal score marks were submitted for examination. Analysis (visual inspection, manual testing of the hardness and adherence of the chromium plating, 100x microscopic examination, and hardness testing) supported the conclusions that high localized loads on the cylinder had resulted in chipping of the chromium plating, particles of which became embedded in the aluminum alloy adapter. The sliding action of the adapter with embedded hard particles resulted in scoring of both the cylinder and the adapter. If the cylinder alone had been available for examination, it might have been concluded that the scoring had been caused by entrapped sand or debris from an external source. No recommendations were made.

A sledge hammer chipped during use. The chip struck a by stander in the eye, leading to its loss. The hammerhead surface was examined visually, nondestructively (magnetic particle method), and stereo microscopically, and a microstructural analysis of a cross section of the head was conducted using optical microscope. Chemical composition of the hammerhead was determined by emission spectrometry. The chemical compositions of the chip and hammer head were compared using energy-dispersive analysis. Microhardness versus distance from the striking face was also determined. The hammerhead material was UNS G10800 (AISI/SAE grade 1080). Excessive hardnesses were measured in the first 3 mm (0. 12 in.) below the striking surface, indicating that there was lack of control during the final tempering operation.

Splined rotor shafts (constructed from 1151 steel) used on small electric motors were found to miss one spline each from several shafts before the motors were put into service. Apparent peeling of splines on the induction-hardened end of each rotor shaft was revealed by visual and stereo-microscopic examination. One tooth on each shaft was found to be broken off. It was revealed by metallographic examination of an unetched section through the fractured tooth that the fracture surface was concave and had an appearance characteristic of a seam. Partial decarburization of the surface was revealed after etching with 1% nital. The presence of a crack, with typical oxides found in seams at its root, was disclosed by an unetched section through the shaft in an area unaffected by induction heating. The etched samples revealed similar decarburization as was noted on the fracture surface of the tooth. It was concluded that the seam had been present before the shaft was heat treated and these seams acted as stress raisers during induction hardening to cause the shaft failure. It was recommended that the specifications should specify that the shaft material should be free of seams and other surface imperfections.

A stepped drive axle (hardened and tempered resulfurized 4150 steel forging) used in a high-speed electric overhead crane (rated at 6800 kg, or 7 tons, and handling about 220 lifts/day with each lift averaging 3625 to 5440 kg, or 4 to 6 tons) broke after 15 months of service. Visual examination of the fracture surface revealed three fracture regions. The primary fracture occurred approximately 50 mm (2 in.) from the driven end of the large-diam keywayed section on the stepped axle and approximately 38 mm (1 in.) from one end of the keyway where the crane wheel was keyed to the axle. Macroscopic, microscopic, and chemical examination revealed composition that was basically within the normal range for 4150 steel. This evidence supports the conclusion that cracking initiated at a location approximately opposite the keyway, and final fracture was due to mixed ductile and brittle fracture. Axial shift of the crane wheel during operation, because of insufficient interference fit, was the major cause of fatigue cracking. Recommendations included redesigning the axle to increase the critical diameter from 140 to 150 mm (5.5 to 6 in.) and to add a narrow shoulder to keep the drive wheel from shifting during operation.

The 11 mm diam 8 x 19 fiber-core rope, constructed from improved plow steel wire, on the cleaning-line crane failed while lifting a normal load of coils after five weeks of service. Several broken wires and fraying of the fiber core were revealed by visual examination of a section of the wire rope adjacent to the fracture. Fatigue cracks originating from both sides of the wire were revealed by microscopic examination of a longitudinal section of a wire. The diam of the sheave on the bale (27 cm) was found to be slightly below that specified for the 11 mm diam rope. It was observed that the sudden shock received by the hook in rolling the coils over the edge of the rinse tank after pickling caused vibration which was most severe at the clamped end of the rope. It was concluded that this caused the fatigue failure of the rope. As a corrective measure, the diam of the sheave was increased to 33 cm and pitched roll plates were installed between the tanks where rolling of coils was required.

Mechanical properties of wire ropes, their chemical composition, and the failure analysis process for them are described. The wires are manufactured from high-carbon, plain carbon steel, with high-strength ropes most often manufactured from AISI Grade 1074. During visual failure examination, the rope, strand, and wire diameters should all be measured. Examination should also address the presence or absence of lubricant, corrosion evidence, and gross mechanical damage. Failed wires can exhibit classic cup-and-cone ductile features, flat fatigue features, and various appearances in-between. However, wires are often mechanically damaged after failure. Most nondestructive evaluation (NDE) techniques are not applicable to wire rope failures. Electron microscope fractography of fracture surfaces is essential in failure analysis. Fatigue is the most important fracture mode in wire ropes. Metallographic features of wire ropes that failed because of ductile overload and fatigue are described.

The failure of an ATAR engine accessory angle drive gear assembly caused an engine flame-out in a Mirage III aircraft of the Royal Australian Air Force (RAAF) during a landing. Stripping of the engine revealed that the bevel gear locating splines (16 NCD 13) had failed. Visual and low-power microscope examination of the spline of the shaft showed evidence of fretting wear debris; similar wear was observed on the splines of the mating bevel gear. It was concluded that the splines had failed by severe fretting wear. Fretting damage was also observed on the shaft face adjacent to the splines and on the bevel gear abutment shoulder. Additional tests included a metrological inspection of the shaft, bevel gear and support ring; metallographic examination of a section from the shaft; chemical analysis of the shaft material (16 NCD 13); and hardness testing of a sample of the yoke material. The wear had been caused by incorrect machining of the shaft splines, which prevented the bevel gear nut from locating correctly against the gear.

A coupling in a line-shaft vertical turbine pump installed in a dam foundation fractured after a very short time. The coupling material was ASTM A582 416 martensitic stainless steel. Visual, macrofractographic, and scanning electron microscopic examination of the coupling showed that the fracture was brittle and was initiated by an intergranular cracking mechanism. The mode of fracture outside the crack initiation zone was transgranular cleavage. No indication of fatigue was found. The failure was attributed to improper heat treatment during manufacture, which resulted in a brittle microstructure susceptible to corrosion. The crack initiated either by stress-corrosion or hydrogen cracking. It was recommended that the couplings in the system be examined for surface cracking and, if present, corrective measures be taken.

A two-section extension ladder, made from 6061-T6 aluminum alloy extrusions and stampings that were riveted together at each rung location and at the ends of side rails, broke in service after having been used at the sites of several fires by the fire department of a large city. The fracture surfaces were examined visually and by optical (light) stereomicroscopy. Material testing showed a sample to be within the specified material limits for aluminum alloy 6061. Microscopic examination showed no significant differences in microstructure or grain size among the four T-sections, and thickness measurements at various locations indicated that thicknesses were well within standard industry tolerances for aluminum extrusions in this size range. However, hardness testing of the four T-sections showed that in two, hardness was considerably lower than the acceptable hardness for the T6 temper and were within the range for 6061-T4 (acceptable hardness, 19 to 45 HRB). This indicated they had been naturally aged at room temperature after solution heat treatment instead of artificially aged as per specs. Edge cracking in two of the T-sections was the result of improper conditions during extrusion of the T-sections; however, this condition was not a primary cause of failure.

A rocket-motor case made of consumable-electrode vacuum arc remelted D-6ac alloy steel failed during hydrostatic proof-pressure testing. Close visual examination, magnetic-particle inspection, and hardness tests showed cracks that appeared to have occurred after austenitizing but before tempering. Microscopic examinations of ethereal picral etched sections indicated that the cracks appeared before or during the final tempering phase of the heat treatment and that cracking had occurred while the steel was in the as-quenched condition, before its 315 deg C (600 deg F) snap temper. Chemical analysis of the cracked metal showed a slightly higher level of carbon than in the component that did not crack. X-ray diffraction studies of material from the fractured dome showed a very low level of retained austenite, and chemical analysis showed a slightly higher content of carbon in the metal of the three cracked components. Bend tests verified the conclusion that the most likely mechanism of delayed quench cracking was isothermal transformation of retained austenite to martensite under the influence of residual quenching stresses. Recommendations included modifying the quenching portion of the heat-treating cycle and tempering in the salt pot used for quenching, immediately after quenching.