The cause of low fatigue life measurements obtained during routine fatigue testing of IMI 550 titanium alloy compressor blades used in the first stage of the high-pressure compressor of an aeroengine was investigated. The origin of the fatigue cracks was associated with a spherical bead of metal sticking to the blade surface in each case. Scanning electron microscope revealed that the cracks initiated at the point of contact of the bead with the blade surface. Energy-dispersive X-ray analysis indicated that the bead composition was the same as that of the blade. Detailed investigation revealed that fused material from the blade had been thrown onto the cold blade surface during a grinding operation to remove the targeting bosses from the forgings, thereby causing local embrittlement. It was recommended that extreme care be taken during grinding operations to prevent the hot, fused particles from striking the blade surface.

Total knee prostheses were retrieved from patients after radiographs revealed fracture of the Ti-6A1-4 VELI metal backing of the polyethylene tibial component. The components were analyzed using scanning electron microscopy. Porous coated and uncoated tibial trays were found to have failed by fatigue. Implants with porous coatings showed significant loss of the bead coating and subsequent migration of the beads to the articulating surface between the polyethylene tibial component and the femoral component, resulting in significant third-body wear and degradation of the polyethylene. The sintered porous coating exhibited multiple regions where fatigue fracture of the neck region occurred, as well as indications that the sintering process did not fully incorporate the beads onto the substrate. Better process control during sintering and use of subsequent heat treatments to ensure a bimodal microstructure were recommended.

Failure analysis was performed on threaded Ti-6Al-4V fasteners that had fractured in the threads during installation. Scanning electron microscopy (SEM) and optical metallography revealed that the fractures initiated in circumferential shear bands present at the thread roots. The fractures propagated by microvoid coalescence typical of that observed in notched tensile specimen fractures of the same material. For comparison, Ti-6Al-4V fasteners from various commercial sources were tested to failure in uniaxial tension and examined in the SEM. In all cases, the fracture appearances were similar to that exhibited by the fasteners that failed during installation. In addition, results of optical microscopy indicated that the geometry and extent of the shear bands appeared to depend on the fabrication process employed by the individual manufacturers. Causes of shear band formation are discussed along with potential methods to eliminate these microstructural in homogeneities.

The U-0.8wt%Ti alloy is often used in weapon applications where high strength and fairly good ductility are necessary. Components are immersion quenched in water from the gamma phase to produce a martensitic structure that is amenable to aging. Undesirable conditions occur when a component occasionally cracks during the quenching process, and when tensile specimens fail prematurely during mechanical testing. These two failures prompted an investigative analysis and a series of studies to determine the causes of the cracking and erratic behavior observed in this alloy. Quench-related failures whereby components that cracked either during or immediately after the heat treatment/quenching operation were sectioned for metallographic examination of the microstructure to examine the degree of phase transformation. Examination of premature tensile specimen failures by scanning electron microscopy and X-ray imaging of fracture surfaces revealed pockets of inclusions at the crack origins. In addition, tests were conducted to evaluate the detrimental effects of internal hydrogen on ductility and crack initiation in this alloy.

A fluorescent liquid-penetrant inspection of an experimental stator vane of a first-stage axial compressor revealed the presence of a longitudinal crack over 50 mm (2 in.) long at the edge of a resistance seam weld. The vane was made of titanium alloy Ti-6Al-4V (AMS 4911). The crack was opened by fracturing the vane. The crack surface displayed fatigue beach marks emanating from the seam-weld interface. Both the leading-edge and trailing-edge seam welds exhibited weld-metal expulsions up to 3.6 mm (0.14 in.) in length. Metallographic examination confirmed that metal expulsion from the resistance welds was generally present. The stator vane failed by a fatigue crack that initiated at internal surface discontinuities caused by metal expulsion from the resistance seam weld used in fabricating the vane. Expulsion of metal from seam welds should be eliminated by a slight reduction in welding current to reduce the temperature, by an increase in the electrode force, or both.

The head on a golf club driver developed multiple cracks during normal use. The head was a hollow shell construction made from a titanium alloy. Analysis and additional investigation revealed a progressive failure that initiated on the interior surface of the face plate along a deep, concentric groove created during a press forming operation. It was also determined that atmospheric contamination occurred during the welding of the head, causing embrittlement, which may have also contributed to the failure. Recommendations were made addressing the problems that were observed.

An outer fan-duct assembly of titanium alloy Ti-5Al-2.5Sn (AMS 4910) for a gas-turbine fan section cracked 75 mm (3 in.) circumferentially through a repair weld in an arc weld in the front flange-duct segment. Examination of the crack with a binocular microscope revealed no evidence of fatigue. A blue etch-anodize inspection showed the presence of an alpha case along the edges of the repair weld. The alpha case, a brittle oxide-enriched layer, forms when welds are inadequately shielded from the atmosphere during deposition. The brittleness of this layer caused transgranular cracks to form and propagate in tension under the thermal stresses created by the repair-weld heat input. The crack resulted from contamination and embrittlement of a repair weld that had received inadequate gas shielding. Thermal stresses cracked the oxide-rich layer that formed. The gas-shielding accessories of the welding torch were overhauled to ensure that leak-in or entrainment of air was eliminated. Also, the purity of the shielding-gas supplies was rechecked to make certain that these had not become contaminated.

A Ti-6Al-4V alloy pressure vessel failed during a proof-pressure test, fracturing along the center girth weld. The girth joints were welded with the automatic gas tungsten arc process utilizing an auxiliary trailing shield attached to the welding torch to provide inert-gas shielding for the exterior surface of the weld. A segmented backup ring with a gas channel was used inside the vessel to shield the weld root. The pressure vessel failed due to contamination of the fusion zone by oxygen, which resulted when the gas shielding the root face of the weld was diluted by air that leaked into the gas channel. Thermal stresses cracked the embrittled weld, exposing the crack surfaces to oxidation before cooling. One of these cracks caused a stress concentration so severe that failure of the vessel wall during the proof test was inevitable. A sealing system at the split-line region of the segmented backup ring was provided, and a fine-mesh stainless steel screen diffuser was incorporated in the channel section of the backup ring to prevent air from leaking in. A titanium alloy color chart was furnished to permit correlation of weld-zone discoloration with the degree of atmospheric contamination.

In January 1965, a Reaction Control System (RCS) pressure vessel (titanium alloy Ti-6Al-4V) on an Apollo spacecraft cracked in six adjacent locations. It used N2O4 for vehicle attitude control through roll, pitch, and yaw engines, and was protected from the N2O4 by a Teflon positive expulsion bladder. Investigation (visual inspection, pressure testing of 10 similar vessels, and chemical testing of the N2O4) supported the conclusion that the failure was due to stress corrosion from the N2O4, and specifically from a specification change in the military specification MIL-P-26539. Recommendations included revising the specification to require a minimum NO content of 0.6%.

Nondestructive metallographic examination of materials frequently must be performed on-site when the component in question cannot be moved or destructively examined. Often, it is imperative that specific microstructural information (i.e., material type, heat treatment condition, homogeneity, etc.) be obtained either before initial use of a component, or before the use of a component can be safely resumed. In this paper, the use of standard metallurgical laboratory equipment, and the procedures required to conduct nondestructive on-site metallographic analyses of engineering materials, is presented. As an example, the materials and metallographic techniques employed in an actual on-site investigation of a gas tungsten-arc weldment joining two large diameter Ti-6Al-4V alloy cylinders are discussed in depth to illustrate what can be accomplished.

Failures of four different 300-series austenitic stainless steel biomedical fixation implants were examined. The device fractures were observed optically, and their surfaces were examined by scanning electron microscopy. Fractography identified fatigue to be the failure mode for all four of the implants. In every instance, the fatigue cracks initiated from the attachment screw holes at the reduced cross sections of the implants. Two fixation implant designs were analyzed using finite-element modeling. This analysis confirmed the presence of severe stress concentrations adjacent to the attachment screw holes, the fatigue crack initiation sites. Conclusions were reached regarding the design of these types of implant fixation devices, particularly the location of the attachment screw holes. The use of austenitic stainless steel for these biomedical implant devices is also addressed. Recommendations to improve the fixation implant design are suggested, and the potential benefits of the substitution of titanium or a titanium alloy for the stainless steel are discussed.

This article provides an overview of the classification of hydrogen damage. Some specific types of the damage are hydrogen embrittlement, hydrogen-induced blistering, cracking from precipitation of internal hydrogen, hydrogen attack, and cracking from hydride formation. The article focuses on the types of hydrogen embrittlement that occur in all the major commercial metal and alloy systems, including stainless steels, nickel-base alloys, aluminum and aluminum alloys, titanium and titanium alloys, copper and copper alloys, and transition and refractory metals. The specific types of hydrogen embrittlement discussed include internal reversible hydrogen embrittlement, hydrogen environment embrittlement, and hydrogen reaction embrittlement. The article describes preservice and early-service fractures of commodity-grade steel components suspected of hydrogen embrittlement. Some prevention strategies for design and manufacturing problem-induced hydrogen embrittlement are also reviewed.

Two titanium alloy wing attachment bolts from a commercial jetliner failed during the course of a routine service operation. Failure of the bolts occurred during the re-torque process as the wing was being reattached. Metallurgical failure analysis indicated that the fracture mechanism was ductile overload and that the mechanical properties of the bolts were consistent with exemplar bolts that had been supplied. After eliminating other sources of excessive load application, the most probable cause of failure was ascribed to variances between the frictional characteristics of the bolt at the time of re-torque and at the time of initial torque application several years earlier.