Papers by Keyword: Coating Failure

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Authors: Ladislav Čelko, David Jech, Karel Dvořák, Ivo Šulák, Lenka Klakurková, Karel Obrtlík
Abstract: Barium-Magnesium-Aluminium-Silicate (BMAS) powder was produced from a mixture of initial compounds BaO–MgO–Al2O3–SiO2 by means of solid state synthesis at the temperature of 1200 °C for 3 hours in a laboratory furnace. Synthetized powder was crushed into the fraction of 15-45 μm in a planetary ball mill. Thermal barrier coating system consisting of CoNiCrAlY (bond coat) and BMAS (top coat) was sprayed by atmospheric plasma spray technique onto the polycrystalline nickel-based superalloy substrate. During plasma spraying process, the BMAS underwent phase transformation and the amorphous phase within the top coat was produced. Therefore, after the spraying, several samples were crystallized via annealing in a furnace (4 hours at 1200 °C or 24 hours at 1000 °C) or by subjecting them to several passes of plasma jet. Both samples with an amorphous phase and fully-crystallized samples were subjected to the fire in a burner-rig test (propane-oxygen flame, single 3 + 3 minute cycle), where the top coat reached the temperature of 1150 °C. Top coat failure occurred during the cooling period due to the transformation of the amorphous phase into the crystalline one and/or due to the difference in thermal conductivity and expansion between the top coat and the bond coat.
Authors: Ung Hing Tiong, Bruce R. Crawford, Graham Clark
Abstract: The degradation and failure of protective coatings (paints and sealants) is a key element influencing the service life of aircraft. Such degradation is influenced by the response of coatings to environmental factors such as high temperatures and exposure to ultraviolet radiation, as well as chemical factors. However, the effect of loading and load history on coating durability has received little attention, despite clearly being a factor in determining failure sites (such as joints) and the rate of degradation. This paper describes the key characteristics of coatings at aircraft joints, and the nature of the strains experienced by coatings in locations influenced by in-service loads. It is first step in assessing the complex strain history at joint strain concentration locations as part of developing a prognostic capability for the service life of aircraft coatings. The configuration of coating layers at different joints is important and this research has considered a simplification of a butt strap joint from a RAAF military aircraft and a generic lap joint; predictions of critical movements/displacements have been made using finite element analysis; the predictions will be tested later as part of an experimental program associated with a full-scale fatigue test.
Authors: Byung Young Moon, Byeong Soo Kim, H. K. Kang, S.W. Chung
Abstract: The use of linear and second order stress extrapolation to obtain KI and KII in two-dimensional finite element models of a thick plate containing an edge crack was examined. Three loading cases were studied, including classical Mode I and Mode II problems and a problem of tribological contact. Linear extrapolation was observed to yield accurate predictions of KI in cases of dominant Mode I loading. In Mode II situations, notably where the crack faces experienced compressive normal stresses, second order extrapolation was observed to improve estimates of KII
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