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ultimate tensile strength
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in Metallurgical Failure Analysis of a Propane Tank Boiling Liquid Expanding Vapor Explosion (BLEVE)
> Handbook of Case Histories in Failure Analysis
Published: 01 December 2019
Fig. 13 Normal strain rate ultimate tensile strength (UTS) and stress-rupture strengths at various temperatures (as percentage of normal strain rate UTS at room temperature). (Data from Ref 1 and 14)
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Published: 01 January 2002
Fig. 19 Quantitative correlation between the ultimate tensile strength and the area percentage of voids on the corresponding fracture surfaces of high-pressure die-cast AM60 magnesium alloy specimens having the same dendrite arm spacing. Source: Ref 3
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Published: 30 August 2021
Fig. 35 Ultimate tensile strength versus hydrogen porosity for sand cast bars of three aluminum alloys
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in Metallurgical Failure Analysis of a Propane Tank Boiling Liquid Expanding Vapor Explosion (BLEVE)
> Handbook of Case Histories in Failure Analysis
Published: 01 December 2019
Fig. 12 Ultimate tensile strengths (UTS) of various steels at high temperatures (high-strain-rate UTS at temperature as percentage of high-strain-rate UTS at room temperature). (Adapted from Ref 14)
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Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.aero.c0091644
EISBN: 978-1-62708-217-4
... attachment. The bolt was fabricated from PH13-8Mo stainless steel heat treated to have an ultimate tensile strength of 1517 to 1655 MPa (220 to 240 ksi). A water-soluble coolant was used in drilling the bolt hole where this fastener was inserted. Investigation (visual inspection, 265 SEM images, hardness...
Abstract
During a routine inspection on an aircraft assembly line, an airframe attachment bolt was found to be broken. The bolt was one of 12 that attach the lower outboard longeron to the wing carry-through structure. Failure occurred on the right-hand forward bolt in this longeron splice attachment. The bolt was fabricated from PH13-8Mo stainless steel heat treated to have an ultimate tensile strength of 1517 to 1655 MPa (220 to 240 ksi). A water-soluble coolant was used in drilling the bolt hole where this fastener was inserted. Investigation (visual inspection, 265 SEM images, hardness testing, auger emission spectroscopy and secondary imaging spectroscopy, tensile testing, and chemical analysis) supported the conclusion that failure of the attachment bolt was caused by stress corrosion. The source of the corrosive media was the water-soluble coolant used in boring the bolt holes. Recommendations included inspecting for corrosion all the bolts that were installed using the water-soluble coolant at the spliced joint areas, rinsing all machined bolt holes with a noncorrosive agent, and installing new PH13-8Mo stainless steel bolts with a polysulfide wet sealant.
Series: ASM Failure Analysis Case Histories
Volume: 2
Publisher: ASM International
Published: 01 December 1993
DOI: 10.31399/asm.fach.v02.c9001382
EISBN: 978-1-62708-215-0
... origin was typical of fatigue. The ultimate tensile strength of the bolt was in excess of requirements. Wear patterns indicated that the bolt had been frozen in position for a protracted period and subjected to repeated bending stresses, which resulted in fatigue cracking and final complete fracture...
Abstract
A trunnion bolt that was part of a coupling in a metropolitan railway system failed in service, causing cars to separate. The bolt had been in service for more than ten years prior to failure. Visual examination showed that the failure resulted from complete fracture at the grease port and surface groove located at midspan. Drillings machined from the bolt underwent chemical analysis, which confirmed that the material was AISI 1045 carbon steel, in accordance with specifications. Two sections cut from the bolt were subjected to metallographic examination and hardness testing. The fracture origin was typical of fatigue. The ultimate tensile strength of the bolt was in excess of requirements. Wear patterns indicated that the bolt had been frozen in position for a protracted period and subjected to repeated bending stresses, which resulted in fatigue cracking and final complete fracture. It was recommended that proper lubrication procedures be maintained to allow free rotation of the bolts while in service.
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.aero.c9001731
EISBN: 978-1-62708-217-4
... Abstract 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...
Abstract
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.
Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.aero.c0092142
EISBN: 978-1-62708-217-4
... attachment. The bolt was fabricated from PH13-8Mo stainless steel heat treated to have an ultimate tensile strength of 1517 to 1655 MPa (220 to 240 ksi). A water-soluble coolant was used in drilling the bolt hole where this fastener was inserted. Investigation (visual inspection, 265 SEM images, hardness...
Abstract
During a routine inspection on an aircraft assembly line, an airframe attachment bolt was found to be broken. The bolt was one of 12 that attach the lower outboard longeron to the wing carry-through structure. Failure occurred on the right-hand forward bolt in this longeron splice attachment. The bolt was fabricated from PH13-8Mo stainless steel heat treated to have an ultimate tensile strength of 1517 to 1655 MPa (220 to 240 ksi). A water-soluble coolant was used in drilling the bolt hole where this fastener was inserted. Investigation (visual inspection, 265 SEM images, hardness testing, auger emission spectroscopy and secondary imaging spectroscopy, tensile testing, and chemical analysis) supported the conclusion that failure of the attachment bolt was caused by stress corrosion. The source of the corrosive media was the water-soluble coolant used in boring the bolt holes. Recommendations included inspecting for corrosion all the bolts that were installed using the water-soluble coolant at the spliced joint areas, rinsing all machined bolt holes with a noncorrosive agent, and installing new PH13-8Mo stainless steel bolts with a polysulfide wet sealant.
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.aero.c9001717
EISBN: 978-1-62708-217-4
... to perform a low hover maneuver to the maintenance facility, where ground crews assembled concrete blocks at the appropriate height to allow the aircraft to safely touch down. The failed part was fabricated from maraging 300 grade steel (2,068 MPa [300 ksi] ultimate tensile strength), and was subjected...
Abstract
The US Army Research Laboratory performed a failure investigation on a broken main landing gear mount from an AH-64 Apache attack helicopter. A component had failed in flight, and initially prevented the helicopter from safely landing. In order to avoid a catastrophe, the pilot had to perform a low hover maneuver to the maintenance facility, where ground crews assembled concrete blocks at the appropriate height to allow the aircraft to safely touch down. The failed part was fabricated from maraging 300 grade steel (2,068 MPa [300 ksi] ultimate tensile strength), and was subjected to visual inspection/light optical microscopy, metallography, electron microscopy, energy dispersive spectroscopy, chemical analysis, and mechanical testing. It was observed that the vacuum cadmium coating adjacent to the fracture plane had worn off and corroded in service, thus allowing pitting corrosion to occur. The failure was hydrogen-assisted and was attributed to stress corrosion cracking (SCC) and/or corrosion fatigue (CF). Contributing to the failure was the fact that the material grain size was approximately double the required size, most likely caused from higher than nominal temperatures during thermal treatment. These large grains offered less resistance to fatigue and SCC. In addition, evidence of titanium-carbo-nitrides was detected at the grain boundaries of this material that was prohibited according to the governing specification. This phase is formed at higher thermal treatment temperatures (consistent with the large grains) and tends to embrittle the alloy. It is possible that this phase may have contributed to the intergranular attack. Recommendations were offered with respect to the use of a dry film lubricant over the cadmium coated region, and the possibility of choosing an alternative material with a lower notch sensitivity. In addition, the temperature at which this alloy is treated must be monitored to prevent coarse grain growth. As a result of this investigation and in an effort to eliminate future failures, ARL assisted in developing a cadmium brush plating procedure, and qualified two Army maintenance facilities for field repair of these components.
Book Chapter
Series: ASM Failure Analysis Case Histories
Publisher: ASM International
Published: 01 June 2019
DOI: 10.31399/asm.fach.mech.c0048634
EISBN: 978-1-62708-225-9
... torqued to 80% of rated ultimate tensile strength into a predrilled aluminum alloy plate. This high torque (greater than normal installation) was used to speed the failure rate of the fasteners. After 335 h, a head was lifted with fingernail pressure from the shank of a fastener. Another was removed...
Abstract
During an inspection of a structure two weeks after assembly, the heads of several cadmium-plated AISI 8740 steel fasteners were found to be completely separated from their respective shanks. SEM examination of the fracture surfaces revealed a brittle, intergranular fracture mode, indicating hydrogen embrittlement. An investigation was conducted to determine the extent of hydrogen embrittlement in the various lots of cadmium-plated 8740 steel fasteners. It was found that hydrogen embrittlement was caused by the use of a bright, impervious cadmium electroplate that hindered diffusion of mobile hydrogen outward from the surface of the pin. After the cadmium layer was removed, the mobile hydrogen contained on the surface of the steel and in the electroplated deposit was released, and the embrittlement problem was alleviated. To prevent reoccurrence, the bright cadmium layer was stripped from the pins, which were then baked and repeated with a dull, porous cadmium layer that allowed outward diffusion of hydrogen. The pins were baked again after deposition of the porous cadmium layer. This eliminated the problem.
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in Metallurgical Failure Analysis of a Propane Tank Boiling Liquid Expanding Vapor Explosion (BLEVE)
> Handbook of Case Histories in Failure Analysis
Published: 01 December 2019
Fig. 14 Stress-rupture strengths of A612 steel at various temperatures (as percentages of normal strain rate ultimate tensile strength, or UTS, at temperature). (Based on data from Ref 1)
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Published: 30 August 2021
Fig. 10 American Society of Mechanical Engineers smooth-bar fatigue curve for carbon and low-alloy steels (ultimate tensile strength < 550 MPa, or 80 ksi). Adapted from Ref 16
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Published: 01 January 2002
Fig. 4 A constant-life diagram for alloy steels that provides combined axes for more ready interpretation. Note the presence of safe-life, finite-life lines on this plot. This diagram is for average test data for axial loading of polished specimens of AISI 4340 steel (ultimate tensile strength
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in Mechanisms and Appearances of Ductile and Brittle Fracture in Metals
> Failure Analysis and Prevention
Published: 01 January 2002
. (b) Lower bainite, isothermally transformed at 375 °C (705 °F) for 1 h, tempered at 600 °C (1110 °F) for 48 h. (c) Upper bainite, isothermally transformed at 450 °C (840 °F) for 24 h, as-quenched Specimen Hardness, HV Yield strength Ultimate tensile strength Reduction of area, % Charpy V
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Series: ASM Failure Analysis Case Histories
Volume: 1
Publisher: ASM International
Published: 01 December 1992
DOI: 10.31399/asm.fach.v01.c9001040
EISBN: 978-1-62708-214-3
... specification M101. Specified mechanical properties were: ultimate tensile strength, 830 MPa (120 ksi) (min); yield strength, 690 MPa (100 ksi) (min); elongation, 15% (min). Specimen Selection Two sections of the failed axle, containing the fractured faces, were submitted for examination. Visual...
Abstract
Failed portions of a 4140 steel axle from a prototype urban transit vehicle were examined to determine the cause of failure. The testing procedures included visual examination, macrofractography, metallography, chemical analysis, and hardness and tensile testing. The analysis showed that a salvage welding repair had resulted in the formation of martensite that developed cracks, leading to fatigue failure of the axle. It was recommended that no weld buildup or repair be permitted on the axles.
Series: ASM Failure Analysis Case Histories
Volume: 1
Publisher: ASM International
Published: 01 December 1992
DOI: 10.31399/asm.fach.v01.c9001112
EISBN: 978-1-62708-214-3
... × 150 × 10 mm (17.7 × 5.9 × 0.4 in.), and a beam length of 12.41 m (40.7 ft) ( Fig. 1 ). The beam was made ofcarbon steel with the following maximum specified composition: 0.23% °C, 0.055% S, and 0.055% P Mechanical property specifications were: yield strength, ∼255 MPa (37 ksi); ultimate tensile...
Abstract
An I-beam of IS-226 specification—I-section dimensions of 450 x l50 x 10 mm (17.7 x 5.9 x 0.4 in.) and a length of 12.41 m (40.7ft)—was flame cut into two section in an open yard near these a coast under normal weather conditions. After approximately 112h, the shorter section of he I-beam split catastrophically along the entire length through the web. Detailed investigation revealed segregation of high levels of carbon, sulfur and phosphorus in the middle of the web and high residual stresses attributed to rolling during fabrication. Flame cutting caused a change in the distribution of the residual stresses, which, aided by low fracture toughness due to the poor quality of the beam, resulted in failure. It was recommended that segregation be avoided in cast ingots used for I-beam manufacture by implementing a better quality-control procedure.
Series: ASM Failure Analysis Case Histories
Volume: 3
Publisher: ASM International
Published: 01 December 2019
DOI: 10.31399/asm.fach.v03.c9001763
EISBN: 978-1-62708-241-9
... are approximated as 50% of the ultimate tensile strength [ 9 ] Fig. 1 Macrograph of the fractured shaft. ( a ) Failed shaft. ( b ) Close view of the fracture surface with cracks propagating at direction of 45°, approximately, to the shaft axis. ( c ) Permanently twisted deformation of spline teeth...
Abstract
This paper presents a failure analysis of a reverse shaft in the transmission system of an all-terrain vehicle (ATV). The reverse shaft with splines fractured into two pieces during operation. Visual examination of the fractured surface clearly showed cracks initiated from the roots of spline teeth. To find out the cause of fracture of the shaft, a finite element analysis was carried out to predict the stress state of the shaft under steady loading and shock loading, respectively. The steady loading was produced under normal operation, while the shock loading could be generated by an abrupt change of operation such as start-up or sudden braking during working. Results of stress analysis reveal that the highest stressed area coincided with the fractured regions of the failed shaft. The maximum stress predicted under shock loading exceeded the yield strength and was believed to be the stimulant for crack initiation and propagation at this weak region. The failure analysis thus showed that the premature fatigue fracture of the shaft was caused by abnormal operation. Finally, some suggestions to enhance service durability of the transmission system of ATV are discussed.
Series: ASM Failure Analysis Case Histories
Volume: 2
Publisher: ASM International
Published: 01 December 1993
DOI: 10.31399/asm.fach.v02.c9001268
EISBN: 978-1-62708-215-0
... with specification AMS 5596. This specification requires components to he heat-treated to 1035 MPa (150 ksi) minimum yield strength, 1240 MPa (180 ksi) minimum ultimate tensile strength, 12% minimum elongation, and a hardness of 38 to 44 HRC. A 100% liquid penetrant inspection is performed in accordance with MIL-STD...
Abstract
A missile detached from a Navy fighter jet during a routine landing on an aircraft carrier deck because of a faulty missile launcher detent spring. Visual inspection of Inconel 718 detent spring assembly revealed that four of the nine spring leafs comprising the assembly were plastically deformed while two of the deformed leafs did not meet minimal hardness or tensile requirements. Liquid penetrant testing revealed no cracks or other surface discontinuities on the leaf springs. Material sectioned from the soft spring leafs was heat-treated according to specifications in the laboratory. The resultant increase in mechanical properties of the re-heat-treated material indicated that the original heat treatment was not performed correctly. The failure was attributed to improper heat treatment. Recommendations focused on more stringent quality control of the heat-treat operations.
Series: ASM Failure Analysis Case Histories
Volume: 2
Publisher: ASM International
Published: 01 December 1993
DOI: 10.31399/asm.fach.v02.c9001303
EISBN: 978-1-62708-215-0
... , together with the minimum specified properties for separately cast test bars of alloy LM6M. Results of tensile testing Table 2 Results of tensile testing Specimen Ultimate tensile strength Yield strength Elongation (4 D ), % 0.2% 0.1% MPa ksi MPa ksi MPa ksi...
Abstract
A sand-cast LM6M aluminum alloy sprocket drive wheel in an all-terrain vehicle failed. Extensive cracking had occurred around each of the six bolt holes in the wheel. Evidence of considerable deformation in this area was also noted. Examination indicated that the part failed because of gross overload. Use of an alloy with a much higher yield strength and improvement in design were recommended.
Series: ASM Failure Analysis Case Histories
Volume: 1
Publisher: ASM International
Published: 01 December 1992
DOI: 10.31399/asm.fach.v01.c9001100
EISBN: 978-1-62708-214-3
...) was machined from the long legs of the as-fractured and unfractured bolts. The two specimens were tested at ambient temperature using a crosshead speed of 1.3 mm/min (0.05 in./min). For the unfractured bolt, the 0.2% offset yield strength was found to be 467 MPa (67.8 ksi). The ultimate tensile strength...
Abstract
Galvanized A36 steel unsleeved shear-type anchor bolts failed during installation. The galvanized steel bolts were approximately 18 mm (0.7 in.) in diameter with a 90 deg bend between the long and short legs. As-fractured, sawcut, and unfractured specimens were examined. Failure analysis revealed dark thumbnail regions at the fracture origins and a very narrow and uniform shear lip. The thumbnail region exhibited zinc deposits with no apparent fracture detail, indicating preexisting cracks that had occurred before galvanizing. The balance of the fracture exhibited a transgranular mode with cleavage and ductile, dimpled shear. Hardness values as high as 35 HRC were measured in the bend area. The as-galvanized bolts fractured in a brittle manner. Failure was attributed to improper bending of the bolts, which provided a severely cold-worked bend area susceptible to strain-age embrittlement.
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