A carbon steel ball-peen hammer ejected a chip that struck the user's eye. Failure occurred when two hammers were struck together during an attempt to free a universal joint from an automotive drive shaft. Two samples were cut from the face of the hammer one through the chipped area on the chamfer and the other from the undamaged area on the chamfer. The shape and texture of the fracture surfaces were typical of spalling. The fracture was conchoidal and exhibited a complete lack of plastic deformation. White etching bands that intersected the face and chamfer were revealed during metallographic examination. Fracture occurred through a white band. Failure was attributed to formation of envelopes of untempered martensite under the chamfer that ruptured explosively during service.

Several mercury diffusion pump stages in the Tritium Purification process at the Savannah River Site (SRS) have been removed from service for scheduled preventive maintenance. These stages have been examined to determine if failure has occurred. Evidence of fatigue around the flange portion of the pump has been seen. In addition, erosion and cavitation inside the throat of the venturi tube and corrosion on the other surface of the venturi tube has been observed. Several measures are being examined in an attempt to improve the performance of these pumps. These measures, as well as the noted observations, are described. Six stages [two machined (MP) and four electron beam (EB) welded] from the mercury diffusion pumps operating in the Tritium Purification process at SRS have been analyzed to determine their condition after nine months of usage. Several cracks were found around the necked region of the two MP stages. The EB welded stages, however, seemed to perform better in service; only two of four stages showed cracking. The cracking is caused by fatigue that has been enhanced by high stresses and tritium in the flange area. The EB welded stage appears to be a step in the right direction. Since the EB weld is a shrink fit, the surface is in compression, thereby eliminating crack propagation. In addition, shot peening has been employed to produce a compressive material surface since fatigue usually originates at the surface. Pitting was observed down the throat of the venturi. This pitting was caused by cavitation and erosion along the length of the venturi tube. Corrosion and pitting was seen on the exterior walls of the diffuser tubes. Stress-corrosion cracks were observed emanating from these corrosion pits. The corrosion likely occurred from the chloride ions present in the process cooling water. Shot peening is now being used in an attempt to place the outside of the diffuser tube in compression to eliminate the stress-corrosion cracking.

A T-bolt was part of the coupling for a bleed air duct of a jet engine on a transport plane. Specifications required that the 4.8 mm diam component be made of AISI type 431 stainless steel and heat treated to 44 HRC. The operating temperature of the duct is 425 to 540 deg C (800 to 1000 deg F), but that of the bolt is lower. The T-bolt broke after three years of service. The expected service life was equal to that of the aircraft. It was found that the bolt broke as a result of SCC. Thermal stresses were induced into the bolt by intermittent operation of the jet engine. Mechanical stresses were induced by tightening of the clamp around the duct, which in effect acted to straighten the bolt. The action of these stresses on the carbides that precipitated in the grain boundaries resulted in fracture of the bolt. Due to the operating temperatures of the duct near the bolt, the material was changed to A-286, which is less susceptible to carbide precipitation. The bolt is strengthened by shot peening and rolling the threads after heat treatment. Avoiding temperatures in the sensitizing range is desirable, but difficult to ensure because of the application.

Examination of several fighter aircraft main landing gear legs revealed unusual cracking in the hard chromium plating that covered the sliding section of the inner strut. The cracking was associated with cracks in the 35 NCD 16 steel beneath the plating. A detailed investigation revealed that the cracking was caused by the combination of incorrect grinding procedure, the presence of hydrogen, and fatigue. The grinding damage generated tensile stresses in the steel, which caused intergranular cracking during the plating cycle. The intergranular cracks were initiation sites for fatigue crack growth during service. It was recommended that the damaged undercarriage struts be withdrawn from service pending further analysis and development of a repair technique.

New aircraft wing panels extruded from 7075-T6 aluminum exhibited an unusual pattern of circular black interrupted lines, which could not be removed by scouring or light sanding. The panels, subsequent to profiling and machining, were required to be penetrated inspected, shot peened, H2SO4 anodized, and coated with MIL-C-27725 integral fuel tank coating on the rib side. Scanning electron microscopy and microprobe analysis (both conventional energy-dispersive and Auger analyzers) showed that the anodic coating was applied over an improperly cleaned and contaminated surface. The expanding corrosion product had cracked and, in some places, had flaked away the anodized coating. The corrodent had penetrated the base aluminum in the form of subsurface intergranular attack to a depth of 0.035 mm (0.0014 in.). It was recommended that a vapor degreaser be used during cleaning prior to anodizing. A hot inhibited alkaline cleaner was also recommended during cleaning prior to anodizing. The panels should be dichromate sealed after anodizing. The use of deionized water was also recommended during the dichromate sealing operation. In addition, the use of an epoxy primer prior to shipment of the panels was endorsed. Most importantly, surveillance of the anodizing process itself was emphasized.

Helicopter rotor blade components that included the horizontal hinge pin, the associated nut, and the locking washer were examined. Visual examination of the submitted parts revealed that the hinge pin, fabricated from 4340 steel, was broken and that the fracture face showed a flat beach mark pattern indicative of a preexisting crack. The threaded area of the pin had an embedded thread that did not appear to come from the pin. A chemical analysis was conducted on the embedded thread and on an associated attachment to determine the origin of the thread. Analysis showed that the thread and nut were 4140 steel. Scanning electron fractographic examination of the fracture initiation site strongly suggested that the fracture progressed by fatigue. It was concluded that the failure of the horizontal hinge pin initiated at areas of localized corrosion pits. The pits in turn initiated fatigue cracks, resulting in a failure mode of corrosion fatigue. It was recommended that all of the horizontal hinge pins be inspected. Those pins determined to be satisfactory for further use should be stripped of cadmium, shot peened, and coated with cadmium to a minimum thickness of 0.0127 mm (0.0005 in.).

This article describes the visual, fractographic, and metallographic evidence typically encountered when analyzing stress rupture of turbine airfoils. Stress-rupture fractures are generally heavily oxidized, tend to be rough in texture, and are primarily intergranular and/or interdendritic in appearance compared to smoother, transgranular fatigue type fractures. Often, gross plastic yielding is visible on a macroscopic scale. Commonly observed microstructural characteristics include creep voiding along grain boundaries and/or interdendritic regions. Internal voids can also nucleate at carbides and other microconstituents, especially in single crystal castings that do not possess grain boundaries.

To samples of helical compression springs were returned to the manufacturer after failing in service well short of the component design life. Spring design specifications required conformance to SAE J157, “Oil Tempered Chromium Silicon Alloy Steel Wire and Springs.” Each spring was installed in a separate heavy truck engine in an application in which spring failure can cause total engine destruction. The springs were composed of chromium-silicon steel, with a hardness ranging from 50 to 54 HRC. Chemical composition and hardness were substantially within specification. Failure initiated from the spring inside coil surface. Examination of the fracture surface using scanning electron microscopy showed no evidence of fatigue. Final fracture occurred in torsion. X-ray diffraction analysis revealed high inner-diameter residual stresses, indicating inadequate stress relief from spring winding. It was concluded that failure initiation was caused by residual stress-driven stress-corrosion cracking, and it was recommended that the vendor provide more effective stress relief.

A 4340 steel shaft, the driving member of a large rotor subject to cyclic loading and frequent overloads, broke after three weeks of operation. The driving shaft contained a shear groove at which the shaft should break if a sudden high overload occurred, thus preventing damage to an expensive gear mechanism. The rotor was subjected to severe chatter, which was an abnormal condition resulting from a series of continuous small overloads occurring at a frequency of around three per second. Investigation (visual inspection, hardness testing, and hot acid etch images) supported the conclusion that the basic failure mechanism was fracture by torsional fatigue, which started at numerous surface shear cracks, both longitudinal and transverse, that developed in the periphery of the root of the shear groove. These shear cracks resulted from high peak loads caused by chatter. The shear groove in the shaft had performed its function, but at a lower overload level than intended. Recommendations included increasing the fatigue strength of the shaft by shot peening the shear groove to minimize chatter.

Type 316L stainless steel pipes carrying brine at 120 deg C (250 deg F) and at a pH of about 7, failed by perforation at or near circumferential butt-weld seams. The failure was examined optically and radiographically in the field. Specimens were removed and examined metallographically and with a SEM in the laboratory. The examinations revealed a combination of failure mechanisms. The pitting failure of the welds was attributed to localized attack of an activated surface, in which anodic pits corroded rapidly. Additionally, SCC driven by residual welding stresses occurred in the base metal adjacent to the welds. Use of highly stressed austenitic stainless steels in high-chloride environments having a temperature above 65 deg C (150 deg F) should be discouraged. Solution annealing or shot peening to reduce residual stresses may be advisable. If heat treatment is not feasible after welding, the substitution of a more corrosion-resistant alloy, such as Incoloy 800 or 825, may be necessary.

X-ray diffraction (XRD) residual-stress analysis is an essential tool for failure analysis. This article focuses primarily on what the analyst should know about applying XRD residual-stress measurement techniques to failure analysis. Discussions are extended to the description of ways in which XRD can be applied to the characterization of residual stresses in a component or assembly and to the subsequent evaluation of corrective actions that alter the residual-stress state of a component for the purposes of preventing, minimizing, or eradicating the contribution of residual stress to premature failures. The article presents a practical approach to sample selection and specimen preparation, measurement location selection, and measurement depth selection; measurement validation is outlined as well. A number of case studies and examples are cited. The article also briefly summarizes the theory of XRD analysis and describes advances in equipment capability.

Mechanical springs are used in mechanical components to exert force, provide flexibility, and absorb or store energy. This article provides an overview of the operating conditions of mechanical springs. Common failure mechanisms and processes involved in the examination of spring failures are also discussed. In addition, the article discusses common causes of failures and presents examples of specific spring failures, describes fatigue failures that resulted from these types of material defects, and demonstrates how improper fabrication can result in premature fatigue failure. It also covers failures of shape memory alloy springs and failures caused by corrosion and operating conditions.

This article focuses primarily on what an analyst should know about applying X-ray diffraction (XRD) residual stress measurement techniques to failure analysis. Discussions are extended to the description of ways in which XRD can be applied to the characterization of residual stresses in a component or assembly. The article describes the steps required to calibrate instrumentation and to validate stress measurement results. It presents a practical approach to sample selection and specimen preparation, measurement location selection, and measurement depth selection, as well as an outline on measurement validation. The article also provides information on stress-corrosion cracking and corrosion fatigue. The importance of residual stress in fatigue is described with examples. The article explains the effects of heat treatment and manufacturing processes on residual stress. It concludes with a section on the XRD stress measurements in multiphase materials and composites and in locations of stress concentration.

This article discusses the common causes of failures of springs, with illustrations. Design deficiencies, material defects, processing errors or deficiencies, and unusual operating conditions are the common causes of spring failures. In most cases, these causes result in failure by fatigue. The article describes the operating conditions of springs, common failure mechanisms, and presents an examination of the failures that occur in springs.

This article briefly reviews the analysis methods for spalling of striking tools with emphasis on field tests conducted by A.H. Burn and on the laboratory tests of H.O. McIntire and G.K. Manning and of J.W. Lodge. It focuses on the metallography and fractography of spalling. The macrostructure and microstructure of spall cavities are described, along with some aspects of the numerous specifications for striking/struck tools. The article also describes the availability of spall-resistant metals and the safety aspects of striking/struck tools in railway applications.

Service failures have occurred in a number of aircraft parts made of quenched and tempered steel heat treated to ultimate tensile strengths of 260,000 to 280,000 psi. Some of these failures have been attributed to “delayed cracking” as a result of hydrogen embrittlement or to stress-corrosion. Because of the serious nature of the failures and because the mechanism of the fracture initiation is not well understood, unusually complete laboratory investigations have been conducted. Three of these investigations are reviewed to illustrate the methods used in studying failures in aircraft parts. The results of the laboratory studies indicate that unusual care is necessary in the processing and fabrication of ultra-high-strength steel and in the design and maintenance of the structures in which it is used.

Fretting is a wear phenomenon that occurs between two mating surfaces; initially, it is adhesive in nature, and vibration or small-amplitude oscillation is an essential causative factor. Fretting generates wear debris, which oxidizes, leading to a corrosion-like morphology. This article focuses on fretting wear related to debris formation and ejection. It reviews the general characteristics of fretting wear, with an emphasis on steel. The review covers fretting wear in mechanical components, various parameters that affect fretting; quantification of wear induced by fretting; and the experimental results, map approach, measurement, mechanism, and prevention of fretting wear. This review is followed by several examples of failures related to fretting wear.

In the course of a general overhaul, the crankpins and main journals (3 in. diam) of the crankshaft of a four-cylinder oil engine were built up by metal spraying. Four weeks later, the shaft broke through the pin remote from the flywheel (driving) end. The fracture was of the fatigue type. A creeping crack originated in the fillet at the inside surface of the pin and extended parallel to the plane of the web across practically the entire section before complete rupture occurred. The sprayed metal on the fractured pin had very poor adhesion. The surfaces of the main journals had not been grooved but appeared to have been roughened by shot or grit-blasting prior to spraying and the deposit was more firmly adherent to these surfaces than in the case of the pins. It is doubtful, however, whether the adhesion of sprayed metal to a surface prepared even in this manner would always be satisfactory under severe loading conditions, such as those to which a crankpin is subjected in service.

This article reviews the general characteristics of fretting wear in mechanical components with an emphasis on steel. It focuses on the effects of physical variables and the environment on fretting wear. The variables include the amplitude of slip, normal load, frequency of vibration, type of contact and vibration, impact fretting, surface finish, and residual stresses. The form, composition, and role of the debris are briefly discussed. The article also describes the measurement, mechanism, and prevention of fretting wear. It concludes with several examples of failures related to fretting wear.

Despite extensive aircraft landing gear design analyses and tests performed by designers and manufacturers, and the large number of trouble-free landings, aircraft users have experienced problems with and failures of landing gear components. Different data banks and over 200 failure analysis reports were surveyed to provide an overview of structural landing gear component failures as experienced by the Canadian Forces over the last 20 years on more than 20 aircraft types, and to assess trends in failure mechanisms and causes. Case histories were selected to illustrate typical problems, troublesome failure mechanisms, the role of high strength aluminum alloys and steels, and situations where fracture mechanics analyses provided insight into the failures. The two main failure mechanisms were: fatigue occurring mainly in steel components, and corrosion related problems with aluminum alloys. Very few overload failures were noted. A number of causes were identified: design deficiencies and manufacturing defects leading mainly to fatigue failures, and poor materials selection and improper maintenance as the principal causes of corrosion-related failures. The survey showed that a proper understanding of the failure mechanisms and causes, by thorough failure analysis, provides valuable feedback information to designers, operators and maintenance personnel for appropriate corrective actions to be taken.