DTA Guidelines For Antenna Installations - Dec 2017

Damage Tolerance Evaluation
of Antenna Installations
By Patrick Safarian
December 2017
DTA Guidelines for Antenna Installations Patrick Safarian 2018
Antenna Installation DTA Outline
Damage Tolerance Analysis
1. Overview 10. Setting Inspection
2. General Requirements Intervals
3. Specific Tasks 11. Joint Eccentricity
4. Physical Characteristics 12. Crack Growth Analysis
5. General Assumptions 13. Residual Strength
Analysis
6. Gross Loads
14. Inspections
7. Local Loads and Stresses
15. ICAW
8. Fatigue Evaluations
16. Summary
9. Setting Inspection
Threshold
DTA Guidelines for Antenna Installations Patrick Safarian 2018 2
Damage Tolerance Analysis Overview
Damage Tolerance Analysis
 Damage tolerance analysis (DTA) is the application of
Fracture Mechanics principles to assess how a structure,
assumed to be cracked, will respond to loads (cyclic and
static) over time and how can it be inspected to assure its
safe operation.
 DTA assesses:
 How crack(s) will grow over time
 How the structural strength is affected by the crack(s)
 How to set up inspections to preclude fatigue failure
 Fatigue analysis is the proper approach to assess the
structural durability and identify the critical details for
DTA and setting up inspection thresholds
Damage Tolerance General Requirements
FAR Requirements
 FAR 25.1529 requires preparation of Instructions for
Continued Airworthiness (ICA) in Accordance with Part
25 Appendix H
 Part 25 Appendix H gives specific requirements for ICA
preparation. Requires inclusion of structural inspection
procedures approved under § 25.571
 § 25.571 requires:
 Damage tolerance evaluation
 Establishment of inspections or other procedures necessary
to prevent catastrophic failure
 Inclusion of appropriate inspections or other procedures in
Airworthiness Limitations Section of the ICA
Part 26 Requirement and Applicability
CFR Requirements
 Despite all the requirements previous repairs and
modifications were not evaluated for DT
 New Code of Federal Regulation Part 26.45 and 26.47
mandate the TC and STC holders, respectively, to develop
DT based inspections for alterations and repairs to
alteration in fatigue critical structures for Part 121 and
129 airplanes having:
 A maximum type-certificated passenger capacity of 30 or
more OR
 A maximum payload capacity of 7,500 pounds or more
 This rule is known as Aging Aircraft Safety Rule (AASR)
Part 26 Requirement and Applicability
AASR Requirements
 So what are the AASR requirements?
 To perform a damage tolerance evaluation on the structure
that could contribute to catastrophic failure due to fatigue.
This includes baselines structures and repairs and alteration
 The analysis requirements are similar to requirements of
CFR 25.571 Amendment 24-45, or their TC amendment,
whichever one is greater
Specific Tasks
Overview
 The specific tasks:
1. Identify the most critical
detail(s) of the installation
2. Perform crack growth and
residual strength analyses
3. Determine inspection
threshold and intervals
4. Develop an ICAW
 Include illustrations
and clearly specify
the inspection detail
areas and direction
Physical Characteristics
Through the Skin
 Skin penetration for
antenna cable
 Doubler attached to skin
with mounting provisions
for antenna (e.g. nut plates)
 To enhance the durability
of the doubler to skin
attachments it is best to
pick up the stringer fasteners and stabilize the stringers
using connecting intercostals
 New fatigue critical details are introduced
 Open Holes
 Filled Loaded Holes
General Assumptions
Skin Doubler Installation
 Installation located in skin bounded by frames and
stringers (i.e. longerons)
 Installation located away from discontinuities (e.g. doors,
windows) and other repairs by at least one frame bay and
2 stringer bays
 Biaxial loading due to pressure plus vertical inertia
fuselage bending only (internal shear neglected)
 Calculation of the detail stress at the peripheral fasteners
should include the contributions from membrane and
bending stress components due to eccentricity caused by
the doubler
Airplane Loads
Skin Stresses
 Fuselage subjected to:
 Internal pressure
 Overall bending and shear
associated with gusts,
maneuvers and ground
conditions
 Loads introduced by gear,
wing and empennage
 Calculation of skin stresses Hoop = pR/t
due to pressure away from Longitudinal = pR/2t
discontinuities may conservatively
be given as: where, p = pcabin - po
 Ignoring beneficial effects of frames and stringers is
conservative
Airplane Loads
Skin Stresses
 Major percentage of hoop stress for majority of fuselage
skin is due to pressure; neglecting other loading may be
reasonable
 Use minimum skin gauge and standard radius
 Contribution of fuselage bending to longitudinal stress
may be significant and should NOT be ignored. This is
especially true for installations located on the top and aft
of the wing
Airplane Loads
Skin Stresses
 Avoid installing antennas in fuselage locations where the
primary loading consists of more than the basic pressure
plus overall fuselage bending
 Stabilize the skin structure by installing intercostals. This
reduces extra bending stresses in the skin.
 In smaller radius fuselage add intercostals between frames
Airplane Loads
Skin Stresses
 Vertical fuselage inertia bending adds to longitudinal skin
stress is assumed to vary as shown:
Airplane Loads
Skin Stresses: Estimate of 1g, max
 Assumed to occur at maximum bending location at top of
fuselage over the wing
 Assume zero margin design and conservatively neglect
aerosuction, relief valve setting, Nz > 2.5, etc. unless
specifically known
 Based on the above and Nz = 2.5,
FTU, B = 1.5 (PR/2t + 2.5 g)
1g,max = (FTU, B/1.5 - PR/2t)/2.5
P = normal operating pressure at max design altitude, psi
FTU, B = B-basis ultimate tension allowable (ref. MMPDS)
Note: A knockdown factor of 0.88 can be applied to FTU, B (see Development
and Assessment of Simplified Stress Sequences for Fuselage Structures)
Local Loads/Stresses
Doubler Attachment
1) Skin holes used for doubler attachment will get induced
fastener bearing loading in addition to basic stress
3 Stress components acting

on the critical fastener row:
1) By-Pass Stress (BP)
2) Bearing Stress (BR)
BN BP BR
3) Bending Stress (BN)
Doubler Attachment
 First row of fasteners in multi row design will have most
critical combination of bearing and bypass stress
 Calculate the fastener loads by a various method

available, such as 1D FEA tool, Tom Swift or Huth method
Doubler Attachment
2) In addition to induced fastener bearing, bending stresses
due to eccentricity cause by doubler thickness should be
taken into account (refer to Slides 34-44)
Notice the skin
Doubler bending due to
eccentricity caused
by the doubler.
Skin Max skin stress is
at the faying
surface in the first
row of fasteners.
 
Fatigue Evaluation
Critical Locations
 Identify critical locations using Fatigue Evaluation
 High stress concentrations in the structure and
high load transfer points in the joint should be
identified.
 Fatigue lives be determined
 Location for crack growth analysis be determined
See slides 42-44

for guidance on
Fatigue Analysis
Setting Inspection Threshold
Inspection Threshold
 Crack growth scenarios to be considered should be
described and supporting rationale being given:
 Fatigue analysis
 Consider factors such as:
 Installation design, Detail being considered, Inspection
method/procedures to be used for hidden parts
 Inspection threshold should be the least of:
 ¼ of the unfactored fatigue life of the details
 Additional factors should be considered when MMPDS data are used
 ½ the life of rogue flaw size to critical length
 Threshold of the SSID or ALI
 ¾ the design service goal (DSG) of the airplane
 Ref. SACO Damage Tolerance Guidelines
 The inspection threshold is calculated as the airplane
total cycles unless:
 The doubler picks up new holes in the skin, or
 Uses existing holes that are “zero-timed” or “insurance-
cut”, meaning after confirmation of no detectable cracks,
the hole is oversized to a full size.
Initial (Rogue) Flaw Assumptions
0.01” 0.01”
0.05”
 Perform a crack growth analysis of a rogue flaw 0.05”

single crack at a hole in a row of holes to failure- This is
considered as a link-up to adjacent hole- End of Stage 1.
 Perform a crack growth analysis of a continuing damage
0.01” single crack with the same scenario as above.
 No interaction of cracks necessary in this analysis
 This size of a1 at the end of stage 1 is the growth of
0.01” crack during the cycles that it took the 0.05” crack
to grow to failure. Ref EN-SB-08-002
Initial (Rogue) Flaw Assumptions
0.01” 0.01”
0.05”
 The linked up holes plus 2×(0.010 + a1) grow to the

adjacent holes- End of Stage 2.
 The a2 is defined similar to a1 as growth of 0.01 + a1 at
the end of stage 2.
 To facilitate the crack growth after Stage 1, a center
crack scenario with a single 2 tip crack can be assumed
 Use a skin width of 3 time the frame/stringer bay
 This crack growth life is a small percentage of the overall life
Continuing Damage
0.005” a11
0.010”++a
+ a
0.010”+
0.005” a11 A1
D A1

e AA11==e+D+2(0.010”+ a
e + D + 2(.005 +a 1)1)
W
End of Stage 1
a1 1++a
0.010”++a
0.005” a2 2
+ a11 +
0.010”+
0.005” a22
+a
D
Grow the
A1= 2×(0.01+a1) + e + D
crack in a center crack
aa
panel to the critical
1 +2)a2)
e A = 3e + D + 2(.005 a
A22=3e+D+2(0.010”+ + 1+
crack length (aCrit) to
End of Stage 2 obtain Ncr
NThreshold
aCrit
aCRACK LENGTH,
(Nthreshold)
NThreshold = Ncr /2
0.05”
CYCLES, N Ncr/2 Ncr

Setting Inspection Intervals
Inspection Techniques
 Most common inspection techniques are:
 General Visual (Surveillance)
 Detail Inspection
 Special Inspection
 High frequency eddy current (HFEC)
 Low frequency eddy current (LFEC)
 Medium frequency eddy current (MFEC)
 Ultrasound (UT)
 In Table 1 of SACO Damage Tolerance Guidelines guidance
for detectable crack size for most of these techniques are
provided
 Use OEM NDI procedure manual to specify the technique
procedure
Inspection Techniques & Detectable Crack Sizes
TABLE 2. Detectable Crack Sizes Associated with Inspection Techniques (Reference [4])
Reference: SACO Method Description Detectable Crack Length
Damage Tolerance
(inch)
Visual Unpainted Surface*: 1.0 or Hole-to-Edge
Guidelines, Table 1
3 to 5x Magnification
Painted Surface None
Penetrant Unpainted Surface:

3 to 5x Magnification 0.125
Without Magnification 0.250
Painted Surface None
Magnetic Particle Unpainted Surface:
Note: Detectable crack

3 to 5x Magnification 0.0625
Without Magnification 0.125
Painted Surface:
X-RAY
Without Magnification
Uncovered length of crack
0.250
0.75 or Hole-to-Hole or
length, aDet , used in this
Radiography in aluminum (not covered
by a steel member)
Hole-to-Edge
analysis must be based
on the NDT procedures
Ultrasonic Shear-Wave Crack at fastener hole using 0.125 Long x .0625 Deep
(Angle Beam) mini probe (0.25 x 0.25
specified in the ALS.

inch element) at 5 to 10
Mhz
The values in this table

Crack in Clevis or Lug 0.125 Long x 0.0625 Deep
are for reference only.

Ultrasonic Longitudinal Bolts ¼ to 1/3 Diameter
Wave (Straight Beam)
Crack at Fastener Hole 0.125
Bolt Hole Eddy Current Edge Corner Crack 0.030 x 0.030

(Faster Removed)
Inside Diameter Surface 0.060 Long x .030 Deep
Eddy Current Surface Probe Crack at Fastener 0.0625 Uncovered Length
Crack away from fastener 0.125
* Only primer is allowed on unpainted surfaces.
Detectable crack length is provided in the NDT
procedure manual
 Examples of techniques from Boeing NDT procedure
manual. These are called approved specifications:
 727 NDT manual Part 6
 LFEC: 53-30-00 Figure 5
 HFEC: Surface and around fastener 51-00-00 Fig 4 or Fig 23
 HFEC: Open Hole 51-00-00 Fig 16 or Fig 11 (only for t > 0.062”,
needs less space than Fig 16)
 Recommended Minimum detectable crack lengths (aDet):
 HFEC: 0.20” Gen Area, 0.10” + fastener head diameter
 MFEC: 0.50” Gen Area, 0.25” @ fastener shank
 0.15” @ fastener (727 NDT Part 6 53-30-27 Fig 17)
 LFEC: 0.20” C’snk & 0.25” Button-head (0.04 < t < 0.089)
 (727 NDT Part 6 53-30-27 Fig 13 refers to 53-30-00 Fig 9)
Crack Growth Scenarios
 Determine the minimum detectable crack size (aDet) based on
the inspection technique
 Assume a realistic cracking scenario/pattern:
 An acceptable way to model MSD is to assume detectable cracks
exist at every equally critical detail growing to failure;
e.g. both sides of each hole in a row of equally critical holes
Detectable crack at every equally critical hole
(Total of 10 in this schematic)
 Another acceptable way to model MSD is to assume detectable

cracks at a single hole growing to a 1” (fastener spacing) tip-to-tip
(Reference Damage Tolerance Facts and Fiction by Ulf Goranson, Figure 16)
DTA Guidelines for Antenna Installations 1” Patrick Safarian 2018 28
 Determine the fatigue loads and develop spectrum
 In absence of OEM data use a conservative approach
 Using residual strength analysis compute the critical
crack length
 Choose the shorter length of the net section yield and
LEFM results
 For MSD situations most often the critical crack length is
based on net section yield
If p=8.9 psi, R=128”, pitch=1.2”, D=0.188”, t=0.062”, KA=130 Ksi√in,
FTU=62 Ksi and FTY=42 Ksi show that the critical crack length is 0.24”
Fastener Pitch
aCritical
 Using LEFM principles grow the cracks from detectable
length to the critical length
 Crack interaction effects must be included in this analysis
 Cycle by cycle crack growth or simplified equivalent stress
crack growth methods can be employed
 Programs available include NASGRO, AFGROW,
FractureResearch, CRACKS9x, user-developed programs, or
combinations of features from the listed programs
 Find the most critical cracking scenario(s) using S-N
curves & analyze different crack sequence scenarios
 The most critical inspection program should be applied to
ALL fatigue critical details,
 e.g. inspect the most critical (outer) row in longitudinal
and circumferential directions of a rectangular doubler
Cycles & Flights
 Equivalent once per flight cycle used:
 Most OEM’s have their approach to calculate the

equivalent cycles
 Boeing uses a modified Miner’s rule approach
Operational Stresses
 Vertical fuselage inertia bending adds to longitudinal skin
stress is assumed to vary as shown:
Operational Stresses
 Longitudinal cracks:
 Hoop,min = 0
 Hoop,max = PR/t Use 1.3 for large transports (e.g., Boeing)
 Circumferential cracks: Use 1.5 for small transports (e.g., Gulfstream)
 Long,min = 0
 Long,max 1.5 g,max = 1.5 1.0g,max + PR/2t
 Long,max = 0.4 (FTU, B + PR/2t) (aft of front spar)
 Long,max = 0.4 (L/S)FTU, B + (1 - 0.6 L/S) PR/2t (fwd of front spar)
 P = normal operating pressure at max design altitude, psi
 Use the bending stresses provided in the next few slides
to adjust for the joint eccentricity created due to
installing the antenna doubler
Operational Stresses (Joint Eccentricity)
 Finite element analysis of a 6” tall antenna on fuselage skin
 Skin t=0.040” Doubler t=0.056”
 Skin is subject to hoop and longitudinal stresses
 Fasteners do pick up the adjacent stringers
Antenna
Skin
Antenna
Base
Doubler
Stringer
Model includes skin, stringer, doubler, Note the difference in the skin out of
antenna, 8.6 psi internal pressure and 5 psi plane displacements caused by presence of
side pressure load on the antenna the doubler.
Operational Stresses (Joint Eccentricity)
 Max principal stress contour indicates membrane stress of
17.2 Ksi and Max fiber stress of 25.3 Ksi in the skin
Membrane + bending Membrane principal

principal stress contour stress contour
 Similar analysis indicates that the major contribution to the

increased skin stresses is the presence of the doubler, which
leads to eccentricity.
 Presence of doubler alone increases the skin membrane
stress to 17.2 Ksi and the max fiber stress 25.0 Ksi.
Joint Eccentricity
Joint Stresses
 Secondary bending
 Caused by step in neutral
line
 Bending moment depends on
 Step size (eccentricity)
 Thickness
 Load transfer
 Overlap length (row distance)
 Loads on Joint
 Tensile stresses
 Secondary bending
 Contact surface: Tensile
stress + bending stress
 Outer surface: Tensile
stress - bending stress
Joint Eccentricity
6” Antenna
 Tensile & bending stresses in the skin at the doubler edge
Pressure = 8.6 psi (8.0 psi for 0.036"t skin)
Dblr
R (in.) Skin 0.040 0.050 0.056 0.063 0.071 0.080 0.090 0.095 0.100 0.125
0.036 tensile 17,506 17,638 17,770 17,910 18,055
0.036 ten+ben 25,807 26,264 26,383 26,411 26,329
0.040 tensile 16,833 17,013 17,135 17,267 17,404 17,577 17,721 17,832 17,891 18,142
0.040 ten+ben 24,912 25,450 25,620 25,705 25,687 25,694 25,619 25,849 25,914 26,145
74
0.050 tensile 13,563 13,624 13,711 13,818 13,927
0.050 ten+ben 20,418 20,587 20,691 20,712 20,855
0.063 tensile 10,886 10,968 11,053 11,141
0.063 ten+ben 16,211 16,455 16,633 16,735
0.063 tensile 14,605 14,751 14,876 15,003 15,062 15,119
0.063 ten+ben 21,686 21,713 21,797 21,813 21,794 21,765
0.071 tensile 13,028 13,135 13,246 13,297 13,347 13,565
100
0.071 ten+ben 19,057 19,163 19,200 19,203 19,200 19,120
0.080 tensile 11,639 11,739 11,787 11,834 12,048
0.080 ten+ben 17,363 17,477 17,518 17,597 17,773
Joint Eccentricity
12” Antenna
 Tensile & bending stresses in the skin at the doubler
edge. Pressure = 8.6 psi (8.0 psi for 0.036"t skin)
Dblr
R (in.) Skin 0.040 0.050 0.056 0.063 0.071 0.080 0.090 0.100 0.125
0.036 tensile 18,455 18,240 18,122 17,998 17,875
0.036 ten+ben 28,596 28,141 27,667 26,994 27,027
0.040 tensile 16,670 16,763 16,894 17,261 17,173
0.040 ten+ben 27,901 27,678 27,349 26,714 26,150
74
0.050 tensile 13,329 13,428 13,533 13,641 13,756
0.050 ten+ben 21,962 21,658 21,218 21,619 21,535
0.063 tensile 10,752 10,842 10,933 11,025
0.063 ten+ben 16,683 17,145 17,547 17,883
0.063 tensile 14,612 14,557 14,671 14,796 14,910
0.063 ten+ben 22,480 22,385 22,170 22,077 22,146
0.071 tensile 12,876 12,971 13,077 13,175 13,385
100
0.071 ten+ben 19,612 19,413 19,529 19,613 19,588
0.080 tensile 11,475 11,565 11,649 11,832
0.080 ten+ben 17,003 17,164 17,255 17,399
Joint Eccentricity
18” Antenna
 Tensile & bending stresses in the skin at the doubler edge.
Pressure = 8.6 psi
Doubler
R (in.) 0.071 0.080 0.090 0.100 0.125
Skin
0.063 tensile 14,120 14,246 14,374 14,495 14,781
0.063 tensile+bending 24,712 24,328 23,719 22,999 23,509
0.071 tensile 12,580 12,657 12,772 12,876 13,085

100
0.071 tesile+bending 21,923 21,509 20,917 20,545 21,297
0.080 tensile 11,254 11,356 11,450 11,640
0.080 tensile+bending 18,859 18,304 18,516 19,231
Crack Growth Analysis
AFGROW
 To account for the combined effects of tensile, bending
and bearing stress components in crack growth analysis
AFGROW software offers the necessary options
 Choose the tension and bending stress fraction according
to the skin tensile and bending stresses calculated at the
edge of the doubler, as provided in the previous tables
 Calculate the bearing stress due to load transfer through
each critical fastener row
 Use AFGROW “help” to properly enter each of the 3
stress components
NASGRO
 In cases without capability of applying bending stress,
apply the effect of the eccentricity by adding ½ of the
bending stress value to the by-pass stress - See TC01
Joint Eccentricity Validation
Correlation with Fracture Surfaces
 Figures below shows comparison for the two primary
cracks at the joints with eccentricity and the respective
fracture surfaces.
 The MSD growth
model using the
tension, bearing
and bending stress
components
correlates well with
striation count
data from tear-
down results of an
in-service airplane.
Ref: D. Steadman, R. Ramakrishnan and M. Boudreau, "Simulation of Multiple Site Damage

Growth," 9th Joint FAA/DoD/NASA Aging Aircraft Conference, Atlanta, GA., pp. 12 (2006).
Fatigue Analysis
Handling Combined Tensile & Bending in Fatigue
 Method 1: A convenient and simple method to handle the
combination of tensile and bending stresses for fatigue
analysis of joints such as antenna installations is:
 For notched details, such as open hole and joint details, the
best approach is to adjust Kt to include the combined effects
of tension and bending. Then use one or the other stress as the
reference stress to determine a fatigue margin.
 For instance, if you were analyzing a hole detail with a tension
Ktg of 3.2 and a bending Ktg of 2.2 (from Peterson's textbook or
a similar source), in case Ft=10 Ksi and Fb=5 Ksi (taking the
stresses to be the GAG gross stresses at the hole)
 GAG fpeak at the hole = 3.2×10 + 2.2×5 = 43 Ksi
 Then, the effective Ktg = 43/10 = 4.3, if the reference stress is

taken as the tension component of the stress.
Fatigue Analysis
 Method 1 works reasonably well when analyzing joint
details, as long as the bending-to-tension (membrane)
stress ratios are close to constant for the most damaging
flight conditions, and the bending stresses are not the
dominant stresses, since most fatigue manual’s notched
and open hole values and load transfer factor curves are
all based on tension data.
 In our example, using this approach, S-N curves would be
conservatively adjusted by the ratio of 3.0/4.3 = 0.698 (3.0
is taken as the 'reference' for Ktg in S-N curves). This
seems like a large knockdown, but note that the reference
stress would be the tension component only (no bending).
Fatigue Analysis
 Method 2: Empirical prediction method
 S-N data available for reference joints
 Similarity principle: Similar peak stresses in different joints
give similar fatigue lives
 Peak stresses depend on load transfer, by-pass load, and
secondary bending S KS peak t tension
 is percent load transmitted K t  K t , pin  1   K t ,hole ,tension  k B K t ,hole ,bending

to the other sheet in the
critical row (R1/p) Sbending
kB 
Stension
 Other parameters included in S-N curve
 Joints should be similar
 Other rational approaches may be proposed
Residual Strength
Residual Strength Evaluation
 Residual Strength Requirements for Damage Tolerance
Evaluation are Given in 25.571(b)(5)(i)&(ii) NOT 25.365
 Two Conditions Must be Considered
 Condition (i) - Normal Pressure Combined with Limit Flight
Loads
 Condition (ii) - Factored Pressure Loading Only
Residual Strength
 Up thru amendment 25-86
 Condition (i)
p + paero + limit symmetric maneuver at Vc or,
‘‘ + limit gust up to Vc or,
‘‘ + limit roll maneuver up to Vc or,
‘‘ + limit yaw maneuver up to Vc, whichever is
greater
 Condition (ii)
1.1 p + paero, 1g
where,
p = normal operating differential pressure
paero = aerodynamic pressure associated with limit condition being
considered
paero, 1g = aerodynamic pressure for 1g flight
Residual Strength
 Amendment 25-96 and higher
 Condition (i) - Same as before except limit symmetric
maneuver at all speeds up To Vc
 Condition (ii) -
1.15 (p + paero, 1g)
Residual Strength
 Use the following residual stress levels to determine the
critical crack length (acritical)
 Longitudinal cracks:
Hoop, Res = (1.1 p + paero)R/t (Up to Amendment 25-86)
Hoop, Res = 1.15 (p + paero)R/t (Amendment 25-96 and higher)
 Circumferential cracks:
Long, Res = PR/2t + Nz 1g,MAX (aft of front spar)
Long, Res = PR/2t + Nz(L/S)1g,MAX (fwd of front spar)
p = normal operating pressure at maximum design altitude +
maximum tolerance of the pressure relief valve setting; e.g 0.5 psi
P = p + paero (0.5 – 1.0 psi for most areas of the fuselage)
Nz = maximum design limit load factor (at least 2.5 but not greater that 3.8)
Critical Crack Size
Crack Growth Rate
Three Regions
 Region I – Growth rate decreases
asymptotically with decreasing K.
Below a threshold value of K (i.e.
KTH) there is no growth.
 Region II – Growth rate and K
follow a Log-Log linear relationship
and can be reasonably approximated
using the Paris Equation where;
 m = Slope of line
 C = Intercept of da/dN axis
 Region III – Growth rate increases
asymptotically with increasing K.
Walker Equation
Paris Equation Modified
 Walker modified the Paris equation so that stress ratio
effects could be approximated
da/dN = C [(1.0-R)q Kmax]p
da/dN vs. K (2024-T3 Sheet)
Walker Constants 1000.000
DELTA K R = .05 TABULAR DATA
( KSI-IN1/2)
DELTA K R = .40 TABULAR DATA (Walker Constants C=6.76E-10,
p=3.72, q=.6445)
( KSI-IN1/2)
DELTA K R = .80 TABULAR DATA
( KSI-IN1/2)
DELTA K R = .05 WALKER EQN
( KSI-IN1/2)
( KSI-IN1/2) 100.000
( KSI-IN1/2)
K (ksi(in)^1/2)
10.000
1.000
1.00E-08 1.00E-07 1.00E-06 1.00E-05 1.00E-04 1.00E-03 1.00E-02 1.00E-01 1.00E+00
da/dN (in/cycle)
Walker Equation Coefficients & Exponents
Walker Constants
TABLE 1. Walker Equation* Coefficients and Exponents for Room Temperature, Laboratory Air Ambient Conditions
ALLOY FORM DIRECTION C q p
2014-T6 Sheet L-T 9.66482 x 10-10 0.57937 3.78906
2024-T3 & -T42 Sheet L-T 6.76125 x 10-10 0.64647 3.71980
2024-T3 & T42 Sheet T-L 9.01566 x 10-10 0.62910 3.68842
2024-T351/T3511 Plate/Extrusion L-T 8.86005 x 10-10 0.67178 3.71010
7050-T7452 Forging L-T & T-L 1.08344 x 10-9 0.68746 3.72313
7050-T74511 & T76511 Extrusion L-T 1.98718 x 10-9 0.76890 3.60885
7050-T7651 & T7451 Plate L-T & T-L 1.32927 x 10-9 0.57452 3.55242
7075-T6 Sheet L-T 1.11737 x 10-9 0.60750 3.79719
7475-T7351 & T7651 Plate L-T 1.05576 x 10-9 0.60418 3.54815
7475-T761 Sheet L-T 1.11412 x 10-9 0.66473 3.74701
* da/dN = C[(1.0 – R)qKmax]p where, da/dN = crack growth rate, in./cycle

Kmax = maximum (i.e. peak) stress intensity, ksi(in)1/2
R = stress ratio, Kmin/Kmax
DTA of An Antenna Installation
Inspection Intervals
 The period to grow a detectable crack to its critical size
is known as the detectable crack growth life (NDet)
 Based on the confidence in the crack growth life prediction
(loads, stresses, , material properties, etc.) a suitable
factor, n, between 2 and 4 should be used to determine the
repetitive inspection intervals, NRep. For example:
 Use a factor of 4 when there is no airplane full-scale fatigue
test data and there is no airplane loads substantiation
through a flight & ground loads survey.
 Use a factor of 3 when there has been an airplane fatigue
test but no loads survey or when there has been an airplane
loads survey but no fatigue test.
 In the event that both airplane fatigue testing and a loads
survey has been accomplished, use a factor of 2.
 NRep = NDet / n Where n = 2, 3, or 4
Instruction for Continuous Airworthiness (ICAW)
 For each installation develop an Instruction for
Continued Airworthiness, which contains:
 Airplane data
 Complete definition of the antenna installation location
 Inspection direction
 Details to be inspected
 Inspection threshold, Nth
 Inspection technique, including the call out of the NDI
procedure or the description for the DVI and DET
 Repetitive inspection intervals, NRep
 Replacement time, if any
 Additional information, instructions or limitations
ICAW
 Some useful repair notes:
1. Confirm that the surrounding structure is corrosion and
damage free per applicable SRM inspection instructions.
2. Maintain a minimum outside trim radius of 0.38 inch and a
minimum inside trim radius of 0.50 inch unless otherwise
approved by engineering.
3. Stop drilling of cracks must be accomplished per SRM.
This typically includes an eddy current inspection to
accurately locate the end of the crack and a minimum stop
drill diameter of 0.25 inch at the end of the crack,
followed by an open hole eddy current inspection, followed
by a minimum 1/16 inch oversize of the stop drill hole.
NOTE: Stop drilling a crack with no further repair action does not
constitute a repair and will not be granted FAA approval except
under extremely limited circumstances.
ICAW
 Some useful repair notes (continued):
4. Perform a surface eddy current inspection of all trimmed
edges and an open hole eddy current inspection of fastener
holes to confirm a crack free condition. Use the
appropriate non-destructive testing (NDT) instruction
manual and procedure.
5. Install repair parts with BMS 5-95 sealant. Apply BMS 5-
95 fillet seal around the edges of the repair.
6. Freeze plugging of holes must be accomplished as
described in the applicable SRM.
NOTE: The SRM only describes the method for
installing freeze plugs. Engineering approval is required
for freeze plug installation at any location.
7. Chamfer or break sharp edges.
8. Maintain a 63 RHR or better surface finish to all reworked
and new surfaces.
ICAW
9. Treat all repair parts and all bare aluminum surfaces or
existing structure and apply one coat of primer per
applicable SRM and/or Standard Overhaul Procedures
Manual (SOPM) instructions. Use the appropriate primer
depending upon whether the surface is exposed to the
airstream. In corrosion-prone areas, two coats of primer
should be used. Allow to dry between coats.
10. Do not install new repair fasteners through the skin chem-
milled steps.
ICAW
11. Observe minimum bend radius listed in the applicable SRM
or other industry reference when forming repair parts
from sheet stock. It is usually advisable to form in either
the annealed or quenched condition and then heat treat.
If the minimum bend radius is exceeded, perform an NDT
inspection (Level 3 dye penetrant inspection or better, or a
surface eddy current inspection) to ensure a crack free
condition.
12. Brush or bath cadmium plate corrosion resistant steel
(CRES) parts and prime with two coats of primer per
applicable SRM and/or SOPM instructions. Allow primer to
dry between coats.
ICAW
13. Add fillers or tapered shims as required to limit pull-up to
0.010 inch for flat stock repairs, such as skin doublers,
and 0.005 inch at all other locations. Fabricate from
2024-T3 or 7075-T6 clad material.
14. Maintain 2D edge margin and 4-6D center-to-center
spacing for all new fasteners.
NOTE: Larger edge margins may be required at certain locations
such as door cutout corners. Consult with engineering for approval
15. Fill all voids and install all repair parts with corrosion
resistant faying surface sealant per the applicable SRM.
16. Install all fasteners and mating hardware per the
applicable SRM. Replace initial fasteners with same type
repair fastener. Oversize initial fasteners up to 1/32 inch
if required to meet hole size and condition requirements.
ICAW
17. Fastener substitutions are allowed only as specified in the
applicable SRM, or as otherwise defined with engineering
approval.
18. If the fastener location includes steel or titanium parts,
install hex drive bolts in close ream holes. If the fastener
location includes only aluminum parts, install in transition fit
holes unless otherwise instructed. Install per the applicable
SRM.
19. Install all bolts, including hex drive bolts, wet with corrosion
resistant faying surface sealant.
20. For increased corrosion protection, or in corrosion-prone
areas, organic corrosion preventive compound may be applied
per the applicable SRM.
Antenna Installations
Summary
 Antenna installations require DTA
 Overview of the specific tasks:
1. Identify most critical detail(s) of installation
2. Establish the stress and the spectrum for the analyses
3. Perform crack growth and residual strength analyses
4. Determine inspection threshold and intervals
5. Develop an ICAW
 In absence of OEM stress use conservative estimates
 Consider Longitudinal and Circumferential stresses
 Fastener load transfer and skin bending due to eccentricity
 To establish inspection threshold use the least of the
analysis results and OEM established limits
Antenna Installations
Summary
 To establish the repetitive inspection intervals
 Determine inspection technique and the associate minimum
detectable length
 Determine the critical crack length at the critical
row/location
 Use LEFM grow a detectable crack to the critical length
 Use a suitable factor to establish the inspection intervals
 Establish an ICAW with all maintenance actions

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Damage Tolerance Evaluation

3 Stress components acting

 Calculate the fastener loads by a various method

See slides 42-44

 Perform a crack growth analysis of a rogue flaw 0.05”

 The linked up holes plus 2×(0.010 + a1) grow to the

CYCLES, N Ncr/2 Ncr

Reference: SACO Method Description Detectable Crack Length

Penetrant Unpainted Surface:

Magnetic Particle Unpainted Surface:

Note: Detectable crack

specified in the ALS.

The values in this table

are for reference only.

Bolt Hole Eddy Current Edge Corner Crack 0.030 x 0.030

Eddy Current Surface Probe Crack at Fastener 0.0625 Uncovered Length

Crack away from fastener 0.125

* Only primer is allowed on unpainted surfaces.

 Another acceptable way to model MSD is to assume detectable

 Most OEM’s have their approach to calculate the

Membrane + bending Membrane principal

 Similar analysis indicates that the major contribution to the

0.063 tensile 14,120 14,246 14,374 14,495 14,781

0.063 tensile+bending 24,712 24,328 23,719 22,999 23,509

0.071 tensile 12,580 12,657 12,772 12,876 13,085

0.080 tensile 11,254 11,356 11,450 11,640

0.080 tensile+bending 18,859 18,304 18,516 19,231

Ref: D. Steadman, R. Ramakrishnan and M. Boudreau, "Simulation of Multiple Site Damage

 Then, the effective Ktg = 43/10 = 4.3, if the reference stress is

 is percent load transmitted K t  K t , pin  1   K t ,hole ,tension  k B K t ,hole ,bending

da/dN = C [(1.0-R)q Kmax]p

ALLOY FORM DIRECTION C q p

2014-T6 Sheet L-T 9.66482 x 10-10 0.57937 3.78906

2024-T3 & -T42 Sheet L-T 6.76125 x 10-10 0.64647 3.71980

2024-T3 & T42 Sheet T-L 9.01566 x 10-10 0.62910 3.68842

2024-T351/T3511 Plate/Extrusion L-T 8.86005 x 10-10 0.67178 3.71010

7050-T7452 Forging L-T & T-L 1.08344 x 10-9 0.68746 3.72313

7050-T74511 & T76511 Extrusion L-T 1.98718 x 10-9 0.76890 3.60885

7075-T6 Sheet L-T 1.11737 x 10-9 0.60750 3.79719

7475-T7351 & T7651 Plate L-T 1.05576 x 10-9 0.60418 3.54815

7475-T761 Sheet L-T 1.11412 x 10-9 0.66473 3.74701

* da/dN = C[(1.0 – R)qKmax]p where, da/dN = crack growth rate, in./cycle

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