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ACKNOWLEDGMENT
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In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.In our
 effort towards the realization of this project work, we have drawn on the
 guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge.
 In our effort towards the realization of this project work, we have drawn
 on the guidance of many people for which we are glad to acknowledge
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Damage tolerance design is one of the philosophies followed to achieve the
 minimum weight in the aircraft design.
 Damage To ensure airworthiness of an aircraft during its entire economic
 service life, fatigue and damage tolerance design, analysis,tolerance design
 is based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have 
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NOMENCLATURE
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1,2
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a
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r
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x
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</lyxtabular>

\end_inset


\end_layout

\begin_layout Chapter
Introduction
\end_layout

\begin_layout Center Header
<Title of the project>
\end_layout

\begin_layout Left Header

\end_layout

\begin_layout Right Header

\end_layout

\begin_layout Center Footer

\end_layout

\begin_layout Left Footer

\size small
Dept.
 of Xxxix Engineering, Don Bosco College of Engineering, Fatorda
\end_layout

\begin_layout Right Footer

\size large
\begin_inset ERT
status open

\begin_layout Plain Layout


\backslash
thepage
\end_layout

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\end_layout

\begin_layout Standard
\align block

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status open

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\backslash
thispagestyle{plain}
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\begin_layout Plain Layout


\backslash
pagenumbering{arabic}
\end_layout

\end_inset


\end_layout

\begin_layout Standard

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design functional requirements to ensure
 airworthiness of an aircraft during its entire economic service life, fatigue
 and damage tolerance design demand light weight and, therefore, high operating
 stresses.
 
\size default

\begin_inset Separator latexpar
\end_inset


\end_layout

\begin_layout Itemize
\align block

\size large
The ability to perform its intended function, 
\end_layout

\begin_layout Itemize
\align block

\size large
The ability to perform its intended function
\end_layout

\begin_layout Itemize
\align block

\size large
The ability to perform its intended function.
 
\end_layout

\begin_layout Standard
\align block

\size large
To ensure airworthiness of an aircraft
\begin_inset CommandInset citation
LatexCommand cite
key "Ahlroos2009"
literal "false"

\end_inset

 during its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.
 To ensure the safety
\begin_inset CommandInset citation
LatexCommand cite
key "A.R.Rajesh2015"
literal "false"

\end_inset

 of the structure one should have To ensure airworthiness of an aircraft
 during its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have.
\end_layout

\begin_layout Standard
\align block

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have
\end_layout

\begin_layout Standard
\align block

\size large
A typical diagram is shown in Figure 1.1.
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Float figure
placement H
wide false
sideways false
status open

\begin_layout Plain Layout
\noindent
\align center

\size large
\begin_inset Graphics
	filename Blue hills.jpg
	lyxscale 80
	scale 80

\end_inset


\end_layout

\begin_layout Plain Layout

\size large
\begin_inset Caption Standard

\begin_layout Plain Layout
Abcd of abcd
\end_layout

\end_inset


\end_layout

\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
The weight and, therefore, high operating stresses.
 They are,
\end_layout

\begin_layout Itemize
\align block

\size large
Wings
\end_layout

\begin_layout Itemize
\align block

\size large
Wings
\end_layout

\begin_layout Itemize
\align block

\size large
Wings
\end_layout

\begin_layout Section
Uxxx Vyyyyy
\end_layout

\begin_layout Standard
\align block

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have.
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Float figure
wide false
sideways false
status open

\begin_layout Plain Layout
\noindent
\align center

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\begin_inset Graphics
	filename Blue hills.jpg

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\end_layout

\begin_layout Plain Layout

\size large
\begin_inset Caption Standard

\begin_layout Plain Layout
Abcd of abcd
\end_layout

\end_inset


\end_layout

\end_inset


\end_layout

\begin_layout Standard
\noindent
\align block

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure theservice life, fatigue and damage tolerance design, analysis,tolera
nce design is based on the principle of safety by inspection.
 To ensure the safety of the structure one should have..
 
\end_layout

\begin_layout Standard
\noindent
\align block

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection
\end_layout

\begin_layout Standard
\align block

\size large
Most fuselage cross-sections are relatively circular in shape.
 This is done for two reasons 
\end_layout

\begin_layout Itemize
\align block

\size large
By To ensure airworthiness of an aircraft during its entiree
\end_layout

\begin_layout Itemize
\align block

\size large
To ensure airworthiness of an aircraft during its entire
\end_layout

\begin_layout Standard
\align block

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design
\end_layout

\begin_layout Section
Axxxx mxxxxxs
\end_layout

\begin_layout Subsection
Mxxxx mxxxxxs
\end_layout

\begin_layout Standard
\align block

\size large
To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
 
\end_layout

\begin_layout Itemize
\align block

\size large
Durability
\end_layout

\begin_layout Itemize
\align block

\size large
Durability
\end_layout

\begin_layout Itemize
\align block

\size large
Durability 
\end_layout

\begin_layout Itemize
\align block

\size large
Durability
\end_layout

\begin_layout Itemize
\align block

\size large
Durability
\end_layout

\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.
\end_layout

\begin_layout Subsubsection

\size large
Axxxx 
\end_layout

\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.
\end_layout

\begin_layout Subsubsection

\size large
Axxxxx Axxxxx
\end_layout

\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Float table
wide false
sideways false
status open

\begin_layout Plain Layout

\size large
\begin_inset Caption Standard

\begin_layout Plain Layout
Abcd of abcd
\end_layout

\end_inset


\end_layout

\begin_layout Plain Layout

\size large
\begin_inset VSpace medskip
\end_inset


\end_layout

\begin_layout Plain Layout
\noindent
\align center

\size large
\begin_inset Tabular
<lyxtabular version="3" rows="2" columns="6">
<features tabularvalignment="middle">
<column alignment="center" valignment="top" width="2cm">
<column alignment="center" valignment="top" width="2cm">
<column alignment="center" valignment="top" width="2cm">
<column alignment="center" valignment="top" width="1.8cm">
<column alignment="center" valignment="top" width="2cm">
<column alignment="center" valignment="top" width="1.5cm">
<row>
<cell alignment="center" valignment="top" topline="true" leftline="true" usebox="none">
\begin_inset Text

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\size large
Material
\end_layout

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</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

\begin_layout Plain Layout

\size large
Youngs modulus
\noun on
 
\end_layout

\begin_layout Plain Layout

\size large
GPa
\end_layout

\end_inset
</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

\begin_layout Plain Layout

\size large
Poisson ratio
\end_layout

\begin_layout Plain Layout
\begin_inset Formula $\gamma$
\end_inset


\end_layout

\end_inset
</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

\begin_layout Plain Layout

\size large
Ultimate strength
\end_layout

\begin_layout Plain Layout

\size large
M
\noun on
P
\noun default
a
\end_layout

\end_inset
</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

\begin_layout Plain Layout

\size large
Yield strength
\end_layout

\begin_layout Plain Layout

\size large
MPa
\end_layout

\end_inset
</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" rightline="true" usebox="none">
\begin_inset Text

\begin_layout Plain Layout
\noindent

\size large
Density 
\end_layout

\begin_layout Plain Layout
\noindent

\size large
g
\noun on
/
\size default
\noun default
cm
\begin_inset script superscript

\begin_layout Plain Layout
2
\end_layout

\end_inset


\end_layout

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Al 2024 T351
\end_layout

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</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

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\size large
72 
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</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

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\size large
0.3
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</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

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\size large
483 
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</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" usebox="none">
\begin_inset Text

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\size large
338 
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</cell>
<cell alignment="center" valignment="top" topline="true" bottomline="true" leftline="true" rightline="true" usebox="none">
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2.78 
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</cell>
</row>
</lyxtabular>

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\end_layout

\end_inset


\end_layout

\begin_layout Subsection
Lxxxxx and pxxxxxxxx
\end_layout

\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 
\end_layout

\begin_layout Standard
\align block

\size large
Stress is defined as load per area.
 Mathematically [7]
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{equation}
\mathrm{\sigma=P/A}
\end{equation}

\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
where the 
\begin_inset Formula $\sigma$
\end_inset

 indicates stress
\end_layout

\begin_layout Standard
\align block

\size large
P is the load
\end_layout

\begin_layout Standard
\align block

\size large
A is the cross sectional area
\begin_inset Newline newline
\end_inset


\end_layout

\begin_layout Standard
\noindent
\align block

\size large
The stresses within a structure must be kept below a defined permitted level.
 Strain is the proportional deflection within a material as a result of
 an applied stress.
 It is impossible to be subjected to stress without experiencing strain.
 For elastic deformation, which is present below the limit load, Hooke’s
 law applies [7]
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{equation}
\mathrm{\varepsilon=\sigma/E}
\end{equation}

\end_inset


\end_layout

\begin_layout Standard
\noindent
\align block

\size large
The bi-axial stress is found in the skin of a cylindrical pressurized cabin.
 The hoop-stress (around the fuselage) is 
\begin_inset Formula $\sigma_{1}$
\end_inset

 while the axial-stress (in the direction of the length) is 
\begin_inset Formula $\sigma_{2}$
\end_inset

.
 If ‘R’ is the cylinder radius ‘t’ the wall thickness and ‘p’ the pressure,
 it can be shown that [6]
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{equation}
\mathrm{\sigma_{1}=pR/t}
\end{equation}

\end_inset

 
\begin_inset Formula 
\begin{equation}
\mathrm{\sigma_{2}=pR/2t}
\end{equation}

\end_inset

The hoop-stress is therefore twice as large as the axial stress.
 
\end_layout

\begin_layout Standard
\align block

\size large
The pressurized cabin has important characteristics.
 Failure is catastrophic, the limit load occurs during every flight and
 the fuselage is not only subject to pressurization forces.
 The static strength of the fuselage therefore incorporates a larger safety
 factor 
\begin_inset Formula $\mathrm{j=2}$
\end_inset

.
 So the structure should be able to sustain twice the pressure usually present.
 Another example of bi-axial stress if the condition within a spherical
 pressure-vessel, where the stress is 
\begin_inset Formula $\mathrm{\sigma=pR/2t}$
\end_inset

 in all directions.
 The sphere is therefore the lightest structure possible for a pressurized
 vessel.
 The rear bulkhead of the cabin is usually spherical.
\end_layout

\begin_layout Subsubsection
Fabcd loabcd
\end_layout

\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 .
\end_layout

\begin_layout Standard
\align block

\size large
Internal pressure will generate large bending loads in fuselage frames.
 The structure in these areas must be reinforced to withstand these loads.
 Because fuselages are pressurized for safety, the designer must consider
 what will happen if the pressurization is lost.
 The damage due to depressurization depends on the rate of pressure loss.
 For very high rates, far higher loads would occur than during normal operation.
 
\end_layout

\begin_layout Standard
\align block

\size large
Doors and hatches are a major challenge when designing an aircraft.
 Windows, being small, do not create a severe problem.
 Depending on their design, doors will or will not carry some of the load
 of the fuselage structure.
 On the floor of the fuselage also very high localized loads can occur,
 especially from small-heeled shoes.
 Therefore floors need a strong upper surface to withstand high local stresses.
\end_layout

\begin_layout Chapter
Literature Review
\end_layout

\begin_layout Center Header
<Title of the project>
\end_layout

\begin_layout Left Header

\end_layout

\begin_layout Right Header

\end_layout

\begin_layout Center Footer

\end_layout

\begin_layout Left Footer

\size small
Dept.
 of Xxxix Engineering, Don Bosco College of Engineering, Fatorda
\end_layout

\begin_layout Right Footer

\size large
\begin_inset ERT
status open

\begin_layout Plain Layout


\backslash
thepage
\end_layout

\end_inset


\end_layout

\begin_layout Standard

\size large
Structural analysis in the context of product development refers to the
 predictions of the product states in response to external loads.
 In industry settings, they are usually done by conducting Finite Element
 Analysis (FEA) on the product geometries generated by Computer-Aided Design
 (CAD) software.
 Since most mechanical products operate under external loads, structural
 analyses are essential to modern product development processes, where the
 use of physical prototype is minimized or even eliminated due to the ever-incre
asing demands for high quality, low cost products with short development
 time.
 
\end_layout

\begin_layout Standard

\size large
Aircraft structure is the most obvious example where functional requirements
 demand light weight and, therefore, high operating stresses.
 An efficient structural component must have three primary attributes; namely,
 the ability to perform its intended function, adequate service life, and
 the capability of being produced at reasonable cost.
 Attention is now focused on how the internal pressurization leads to the
 stress concentrations in the fuselage and the methods to finding out the
 fatigue life.
 The review summarizes the previous effort on the how the fatigue plays
 important role in the service life of aircraft.
 There were many researches being carried out on effect of overloading on
 fatigue growth behavior of different structures.
 
\end_layout

\begin_layout Standard

\size large
Fatigue analysis is routinely used in aerospace design activities to minimize
 the fatigue accidents, simply because every component added important to
 aircraft.
 Thus, the minimization of the fatigue problems of aircraft components is
 of major concern to aerospace designers.
\end_layout

\begin_layout Standard

\size large
Yusuf [1] describe a conceptual design of fuselage structure for very light
 jet aircraft by using CAD software as the design tool.
 Specific size and performance, the number of competing designs and the
 commonality of features with existing light jet aircraft are factors are
 considered in the design process.
 This conceptual design develops the first general size and configuration
 for a light jet aircraft fuselage structure.
 The model of the fuselage structure is then simulated which is based on
 the finite element method.
 By this analysis problems with multiple components are modeled by associating
 the geometry defining each component with the appropriate material model
 and specifying component interaction.
 The same concept of modeling and finite element methods is used in this
 project.
\end_layout

\begin_layout Standard

\size large
Adeel [2] he investigated damage tolerance behavior of integrally and convention
al stiffened panel based on the fracture mechanics and finite element analysis.
 The load bearing capability and crack growth characteristic of both types
 of the stiffened panels having same configuration subjected to distributed
 tensile load is examined in this paper.
 A fourteen-stringer stiffened panel is analyzed for a central skin crack
 propagating towards the adjacent stringers.
 Stress intensity factors and fatigue crack propagation rates of both types
 of the stiffened panels are then compared.
 The analysis results show that integral stiffening causes higher stress
 intensity factor than conventional stiffened panel as the crack tip passes
 through the stringer and the integrally stiffened panel has less load bearing
 capability than the riveted stiffened panel.
\end_layout

\begin_layout Standard

\size large
Vitaliy Kazymyrovych [3] The word fatigue is derived from the Latin ‘fatigare’
 which means “to tire”.
 In engineering terminology fatigue is a progressive structural damage of
 materials under cyclic loads.
 There are a few main types of fatigue.
 Mechanical fatigue is the focus of this study and could be described as
 damage induced by application of fluctuating stresses and strains.
 Among other types of fatigue are: creep fatigue – cyclic loads at high
 temperatures; thermal fatigue – cyclic changes in material’s temperature;
 thermo-mechanical fatigue – a combination of mechanical and thermal fatigue;
 corrosion fatigue – cyclic loads applied in chemically aggressive or embrittlin
g environment; fretting fatigue – cyclic stresses together with the oscillation
 motion and frictional sliding between surfaces.
 The devastating power of the fatigue phenomenon is underlined by the fact
 that very often final fatigue failure occurs at stresses that are well
 below the yield point of the material.
\end_layout

\begin_layout Standard

\size large
Fatigue life is an important characteristic of an engineering component
 and is measured by a number of load cycles it can withstand before fatigue
 failure takes place.
 Based on the fatigue life concept the mechanical fatigue could be sub-divided
 into: low cycle fatigue (LCF) – up to 
\begin_inset Formula $10^{4}$
\end_inset

 cycles to failure; high cycle fatigue (HCF) – between
\begin_inset Formula $10^{4}$
\end_inset

 and 
\begin_inset Formula $10^{7}$
\end_inset

 cycles to failure and very high cycle fatigue (VHCF) – over 
\begin_inset Formula $10^{7}$
\end_inset

 cycles to failure.
 The VHCF of engineering materials is a phenomenon that first became acknowledge
d and evoked scientific interest only a few decades ago.
 It was observed that some materials when subjected to a sufficiently high
 number of load cycles (
\begin_inset Formula $10^{8}$
\end_inset

-
\begin_inset Formula $10^{10}$
\end_inset

 ) fail at stress levels that traditionally were considered as safe.
 Prior to this, it was believed that if a material survives 
\begin_inset Formula $10^{6}$
\end_inset

–
\begin_inset Formula $10^{7}$
\end_inset

 load cycles than it would never fail with increasing number of cycles at
 the same stress level.
 The highest stress at which a material could sustain infinite number of
 load cycles is called a fatigue limit.
\end_layout

\begin_layout Standard

\size large
Kazymyrovych, Vitaliy [4] The aim of fatigue testing is to establish fatigue
 strength - the materials’ ability to withstand cyclic loading.
 If a material is cyclically loaded it means it experiences repetitive loading
 of a certain character, which in most cases is either bending, torsion,
 tensile loading or a combination of the above mentioned types.
 A load cycle is characterized by a load ratio and stress amplitude.
 In this paper only the fatigue results with constant amplitude loading
 are discussed.
 Other parameters describing cyclic testing are mean stress and stress range
 Fatigue strength is best defined at a certain number of cycles and could
 be presented in the form of “stress – number of cycles” (S-N) curve, establishe
d by experiments.
\end_layout

\begin_layout Standard

\size large
Fatigue strength with reference to a certain number of load cycles describes
 a stress level at which there is a 50 % probability that a material will
 fail due to fatigue damage.
 In contrast to fatigue strength, a fatigue limit is a stress level below
 which no fatigue failure is expected regardless of the number of load cycles
 endured by the material.
 With respect to VHCF one of the main tasks is to investigate whether or
 not a fatigue limit exists for different materials as well as to establish
 their fatigue strengths at 
\begin_inset Formula $10^{7}$
\end_inset

 and higher number of load cycles.
\end_layout

\begin_layout Standard

\size large
Md.
 Nur Hossain [5] Fatigue is commonly referred to as a process in which damage
 is accumulated in a material undergoing fluctuating loading, eventually
 resulting in failure, even if the maximum load is well below the elastic
 limit of the material.
 Fatigue refers to the process that reduces local strength of engineering
 materials (such as metallic alloys, polymers and composites, including
 concrete and fiber reinforced plastics).
 ASTM has given the following definition of fatigue failures in all materials,
 though the phenomenological details of the process may differ from one
 material to another.
 “Fatigue – the process of progressive localized permanent structural change
 occurring in a material subjected to conditions that produce fluctuating
 stresses and strains at some point or points and that may culminate in
 cracks or complete fracture after a sufficient number of fluctuations.”
 (ASTM, 2000).
 Fatigue is a continuous process in which damage initiates gradually in
 the primary stages and propagates very quickly towards the end.
 In most cases the initiation process is confined to a small area, usually
 of high local stress, where the damage accumulates during stressing.
 In adjacent parts of such components, where the stress level is low, no
 fatigue damage may occur and these parts thus would have an infinite fatigue
 life.
 The initiation process usually results in a number of micro-cracks that
 may grow more or less independently until one crack becomes dominant through
 a coalescence process as the micro cracks start to interact.
 Under steady fatigue loading, this crack grows slowly but starts to accelerate
 when the reduction of the cross-section increases the local stress field
 near the crack front.
 Final failure occurs as an unstable fracture when the remaining area is
 too small to support the load.
 These stages in the fatigue process can, in many cases, be related to distincti
ve features of the fracture surface of components that have failed under
 fluctuating loads; the presence of these features can therefore be used
 to identify fatigue as the probable cause of failure.
 
\end_layout

\begin_layout Standard

\size large
Habib Zambrano [6] In addition the probability of a large defect to be situated
 at a critical region of the component increases with the size.
 Another reason is the effect of geometric discontinuities such as holes,
 threads and fillets, which are part unavoidable of the designs.
 These discontinuities that are usually called notches disturb the stress
 field and cause high local stress concentration.
 Thus dealing with these severe stress risers (defects and notches) is not
 an easy task.
 Therefore most designers resort to use very high and unnecessary safety
 factors.
\end_layout

\begin_layout Standard

\size large
Par Johannesson, Thomas Svensson, Jacques de Mare [7] The reliability of
 mechanical systems depends in part on the fatigue strength of the material,
 whose properties need to be determined by experiments.
 In a standard fatigue test a Wohler curve is established, i.e.
 the relation between the life in the number of cycles and the load amplitude.
 Based on a damage accumulation rule, the life can be predicted for service
 loads.
 However, most service loads are far from constant amplitude loads, often
 resulting in large systematic errors in life predictions.
 The method in this paper is based on an estimation of the Wohler curve
 directly from variable amplitude tests.
 Consequently, both the life prediction and estimation are performed at
 similar load situations.
 In the Wohler curve the constant amplitude is replaced by an equivalent
 amplitude given by the load spectrum.
 An important part of this paper is the analysis of the statistical uncertaintie
s in life estimation and prediction.
 The features and usefulness of our method are demonstrated by data from
 Agerskov.
 Our method can be seen as an extension of the Gassner line and the relative
 Miner rule.
\end_layout

\begin_layout Standard

\size large
Citation Mustang [8] The pressurization system on the Citation Mustang maintains
 cabin altitude lower than the actual aircraft altitude to provide a suitable
 environment for the crew and passengers.
 To accomplish this, the pilot directs a constant supply of conditioned
 bleed air into the cabin (pressure vessel), then controls the amount of
 air allowed to escape overboard by automatic controls (with manual override).
\end_layout

\begin_layout Standard

\size large
Aerospace Medical Association, Aviation Safety Committee, Civil Aviation
 Subcommittee [9] The adverse physiological effects of flight, caused by
 ascent to altitude and its associated reduction in barometric pressure,
 have been known since the first manned balloon flights in the 19th century.
 It soon became apparent that the way to protect the occupant of an aircraft
 from the effects of ascent to altitude was to enclose either the individual,
 or the cabin, in a sealed or pressurized environment.
 Of primary concern in commercial airline transport operations is the selection
 of a suitable cabin pressurization schedule that assures adequate oxygen
 partial pressures for all intended occupants.
 For the past several decades, 8000 ft has been accepted as the maximum
 operational cabin pressure altitude in the airline industry.
 More recent research fi- ndings on the physiological and psycho-physiological
 effects of mild hypoxia have provided cause for renewed discussion of the
 “ acceptability ” of a maximum cabin cruise altitude of 8000 ft; however,
 we did not find sufficient scientific data to recommend a change in the
 cabin altitude of transport category aircraft.
 The Aerospace Medical Association (AsMA) should support further research
 to evaluate the safety, performance and comfort of occupants at altitudes
 between 5000 and 10,000 ft.
\end_layout

\begin_layout Standard

\size large
Ulf G.
 Goranson [10] Jet transports are designed to be damage tolerant, a concept
 that evolved from the fail-safe design principle introduced in the 1950s.
 The ability to a analyze damaged structure has improved steadily through
 more sophisticated application of fracture mechanics.
 Timely detection of damage is the ultimate control in ensuring structural
 safety.
 However, traditional damage growth and residual strength evaluations have
 failed to incorporate damage detection parameters that influence maintenance
 planning.
\end_layout

\begin_layout Standard

\size large
Jaap Schijve [11] It has been a long road to arrive at the present culture
 of dealing with fatigue and fatigue damage tolerance of aircraft structures.
 Some accidents were milestones along the road.
 New concepts were proposed related to structural design, materials, production
 techniques, inspection procedures and load spectra.
 The present state of the art has been affected by various conditions associated
 with interests of the aircraft industry, the aircraft operator and the
 airworthiness authorities.
 At the same time, extensive research efforts have been spent.
 Our understanding of fatigue damage problems increased significantly in
 the last 50 years.
 Simultaneously our tools to tackle these problems have been developed to
 a high potential efficiency.
 And still, there are problems.
 The present paper is a personal impression of evaluating experience, design
 aspects, predictions and experiments.
\end_layout

\begin_layout Chapter
Overview of the Project
\end_layout

\begin_layout Center Header
<Title of the project>
\end_layout

\begin_layout Left Header

\end_layout

\begin_layout Right Header

\end_layout

\begin_layout Center Footer

\end_layout

\begin_layout Left Footer

\size small
Dept.
 of Xxxix Engineering, Don Bosco College of Engineering, Fatorda
\end_layout

\begin_layout Right Footer

\size large
\begin_inset ERT
status open

\begin_layout Plain Layout


\backslash
thepage
\end_layout

\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
The pressurized cabin has important characteristics.
 Failure is catastrophic, the limit load occurs during every flight and
 the fuselage is not only subject to pressurization forces.
 The static strength of the fuselage therefore incorporates a larger safety
 factor 
\begin_inset Formula $\mathrm{j=2}$
\end_inset

.
 So the structure should be able to sustain twice the pressure usually present.
 Another example of bi-axial stress if the condition within a spherical
 pressure-vessel, where the stress is 
\begin_inset Formula $\mathrm{\sigma=pR/2t}$
\end_inset

 in all directions.
 The sphere is therefore the lightest structure possible for a pressurized
 vessel.
 The rear bulkhead of the cabin is usually spherical..
 
\end_layout

\begin_layout Section
Problem definition
\end_layout

\begin_layout Standard
\align block

\size large
pressurized cabin has important characteristics.
 Failure is catastrophic, the limit load occurs during every flight and
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To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 .
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Internal pressure will generate large bending loads in fuselage frames.
 The structure in these areas must be reinforced to withstand these loads.
 Because fuselages are pressurized for safety, the designer must consider
 what will happen if the pressurization is lost.
 The damage due to depressurization depends on the rate of pressure loss.
 For very high rates, far higher loads would occur than during normal operation
 is shown in figure 2.4.
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 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should have To ensure airworthiness of an aircraft during
 its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 .
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Internal pressure will generate large bending loads in fuselage frames.
 The structure in these areas must be reinforced to withstand these loads.
 Because fuselages are pressurized for safety, the designer must consider
 what will happen if the pressurization is lost.
 The damage due to depressurization depends on the rate of pressure loss.
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Conceptual Design
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<Title of the project>
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Dept.
 of Xxxix Engineering, Don Bosco College of Engineering, Fatorda
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Because fuselages are pressurized for safety, the designer must consider
 what will happen if the pressurization is lost.
 The damage due to depressurization depends on the rate of pressure loss.
 For very high rates, far higher loads would occur than during normal
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Mg of fge ps
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Because fuselages are pressurized for safety, the designer must consider
 what will happen if the pressurization is lost.
 The damage due to depressurization depends on the rate of pressure loss.
 For very high rates, far higher loads would occur than during normal
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The is shown in Figure 3.2
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Because fuselages are pressurized for safety, the designer must consider
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 run continuously from one end to the other in longitudinal direction.
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 The damage due to depressurization depends on the rate of pressure loss.
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 very high rates, far higher loads would occur than during normal.
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Hoop stress are responsible for increase in the diameter of the cylinder
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theoretical calculation agrees with the software result except for a small
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Figure 3.6 shows snbxnxns.
 The values are tabulated in table 3.3.
 To ensure the safety of the structure one should have To ensure airworthiness
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 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
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\noindent

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To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance 
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Dxnnsxm pljsjxanx
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Abcd of abcd
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\begin_layout Standard
\noindent
\align block

\size large
From the Figure 3.8 it is seen that To ensure the safety of the structure
 one should have To ensure airworthiness of an aircraft during its entire
 economic service life, fatigue and damage tolerance design, analysis,tolerance
 design is based on the principle of safety by inspection.To ensure the safety
 of the structure one should have To ensure airworthiness of an aircraft
 during its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should have
\end_layout

\begin_layout Subsection*
Result discussion 
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The xznnnannbs x
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It is hashcscjjscj
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The rxajsxxnznnbn
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A saxjjxjsmxmmxnm
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Results and Discussions
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<Title of the project>
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\begin_layout Right Header

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Dept.
 of Xxxix Engineering, Don Bosco College of Engineering, Fatorda
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status open

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\backslash
thepage
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To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the 
\end_layout

\begin_layout Section
Introduction to abcd
\end_layout

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\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should 
\end_layout

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Sksccj
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Buaxnaxnb
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Stxxnnb
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Fsbxsnx
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Abcd of abcd
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\noindent
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The xjzmxnNMZXmxmc is shown in Table 4.1.
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Z-section
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(B heads)
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L Section (Stringers)
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7
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Mxcmxzm of the lxz stixznzbx pzXNzns
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\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should havePart of Cylindrical Fuselage around the window
 cutout is model as flat stiffened panel.
 Skin has the thickness of 2 mm.
 The skin houses rest of the components like Bulkheads, stringers, which
 are assembled by riveting process.
 Diameter of the rivet used is 10 mm and the pitch of the rivet is 25 mm
 is seen in Figure 4.3.
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\align block

\size large
\begin_inset Float figure
wide false
sideways false
status open

\begin_layout Plain Layout
\noindent
\align center

\size large
\begin_inset Graphics
	filename Blue hills.jpg
	lyxscale 70
	scale 70

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\begin_layout Plain Layout

\size large
\begin_inset Caption Standard

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Abcd of abcd
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\end_layout

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\begin_inset Float figure
wide false
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\noindent
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\begin_inset Graphics
	filename Blue hills.jpg
	lyxscale 90
	scale 90

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\begin_layout Plain Layout

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\begin_inset Caption Standard

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Abcd of abcd
\end_layout

\end_inset


\end_layout

\end_inset


\end_layout

\begin_layout Standard
\noindent
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance design, analysis,tolerance design is
 based on the principle of safety by inspection.To ensure the safety of the
 structure one should haveThe fine meshing at the mouse hole cut out region
 of the frame is done to get the mesh independent values.
 The 2D shell CQUAD4 and Tria3 summarized in Table 4.2
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\noindent
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\begin_inset Graphics
	filename Blue hills.jpg
	lyxscale 25
	scale 25

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\begin_inset Caption Standard

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Abcd of abcd
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\begin_inset Float table
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\align center

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\begin_inset Caption Standard

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Abcd of abcd
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\begin_inset VSpace medskip
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\align center

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\begin_inset Tabular
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<column alignment="center" valignment="top">
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Components
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Type of elements
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Skin
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CQuad4 & Tria3
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\begin_inset Graphics
	filename Blue hills.jpg
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	scale 60

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\begin_inset Caption Standard

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Abcd of abcd
\end_layout

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Scxzs axnxnbN
\end_layout

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Lschzshc in the lxz modcbnzxnz
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\begin_layout Standard
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance is given by [6], 
\begin_inset Formula 
\begin{equation}
\mathrm{\sigma_{hoop}=\frac{Pressure(p)*Radius(r)}{Thickness(t)}}
\end{equation}

\end_inset


\end_layout

\begin_layout Standard
\noindent
\align block

\size large
To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the can be computed as [6]
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{equation}
\mathrm{P=\sigma_{hoop}*A}
\end{equation}

\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
Where,
\end_layout

\begin_layout Standard
\align block

\size large
P is the load, 
\end_layout

\begin_layout Standard
\align block

\size large
A is Cross sectional area,
\end_layout

\begin_layout Standard
\align block

\size large
Uniformly distributed tensile load (UDL) is calculated as [7], 
\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{equation}
\mathrm{UDL=Load(P)/Length(L)}
\end{equation}

\end_inset


\end_layout

\begin_layout Subsection*
\noindent

\size large
Lsczx calculation for snxNXbn
\end_layout

\begin_layout Standard
\noindent

\size large
For sXzxx area 4000 mm
\begin_inset script superscript

\begin_layout Plain Layout
2
\end_layout

\end_inset

and length 2000 mm subjected to a xXBZBXNhnnb 28.65 MPa
\size default

\begin_inset Separator latexpar
\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{align*}
\mathrm{P_{skin}=} & \mathrm{\sigma\mathrm{_{hoop}*A}}_{\mathrm{skin}}\\
\mathrm{P_{skin}}= & 28.65*4000/9.81\\
\mathrm{P_{skin}}= & 11682\quad\mathrm{kg}
\end{align*}

\end_inset


\end_layout

\begin_layout Standard
\noindent

\size large
Usahas distrisaas tensile loczzxnc (UDL) on skin is calculated as below
\size default

\begin_inset Separator latexpar
\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{align*}
\mathrm{UDL_{skin}=} & \mathrm{P_{skin}/L}_{\mathrm{skin}}\\
\mathrm{UDL_{skin}}= & 11682/2000\\
\mathrm{UDL_{skin}}= & 5.84\quad\mathrm{kg}
\end{align*}

\end_inset


\end_layout

\begin_layout Standard
\noindent

\size large
For Skidvjsvn subjected toSXzBnBn of 30.75 MPa,
\size default

\begin_inset Separator latexpar
\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{align*}
\mathrm{P_{skin}=} & \mathrm{\sigma\mathrm{_{hoop}*A}}_{\mathrm{skin}}\\
\mathrm{P_{skin}}= & 30.75*4000/9.81\\
\mathrm{P_{skin}}= & 12539\quad\mathrm{kg}
\end{align*}

\end_inset


\end_layout

\begin_layout Standard
\noindent

\size large
Uzxzd (UDL) on sbxnzN is calculated as below
\size default

\begin_inset Separator latexpar
\end_inset


\end_layout

\begin_layout Standard
\align block

\size large
\begin_inset Formula 
\begin{align*}
\mathrm{UDL_{skin}=} & \mathrm{P_{skin}/L}_{\mathrm{skin}}\\
\mathrm{UDL_{skin}}= & 12539/2000\\
\mathrm{UDL_{skin}}= & 6.26\quad\mathrm{kg}
\end{align*}

\end_inset


\end_layout

\begin_layout Subsection*
\noindent

\size large
LoxNBZ calculation for xsbxzbnB
\end_layout

\begin_layout Standard
\noindent

\size large
For a area 243.2 mm
\begin_inset script superscript

\begin_layout Plain Layout
2
\end_layout

\end_inset

and length 121.6 mm subjected to 28.65 MPa,
\begin_inset Formula 
\begin{align*}
\mathrm{P_{bulkheads}=} & \mathrm{\sigma\mathrm{_{hoop}*A}}_{\mathrm{bulkhead}}\\
\mathrm{P_{bulkheads}}= & 28.65*243.2/9.81\\
\mathrm{P_{bulkheads}}= & 711\quad\mathrm{kg}
\end{align*}

\end_inset


\end_layout

\begin_layout Standard
\noindent

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 below
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\mathrm{UDL_{bulkheads}}= & 5.84\quad\mathrm{kg}
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0.041 MPa
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Results
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To ensure the safety of the structure 
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one should have To ensure airworthiness of an aircraft during its entire
 economic service life, fatigue and damage tolerance design, analysis,tolerance
 design is based on the principle of safety by inspection.To ensure the safety
 of the structure one should have To ensure airworthiness of an aircraft
 during its entire economic service life, fatigue and damage tolerance design,
 analysis,tolerance design is based on the principle of safety by inspection.To
 ensure the safety of the structure one should haveThe analysis is made
 for a pressure of 0.041 MPa.
 The magnitude of maximum tensile stress is observed in the loading direction
 .
 The location 
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To ensure the safety of the structure one should have To ensure airworthiness
 of an aircraft during its entire economic service life, fatigue and damage
 tolerance design, analysis,tolerance design is based on the principle of
 safety by inspection.To ensure the safety of the structure one should have
 To ensure airworthiness of an aircraft during its entire economic service
 life, fatigue and damage tolerance Figure 4.8
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Mashash ashhsha sahbhhsa
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Under jsajjahjcs results obtained are tabulated in Table 4.6.
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Result discussion
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Conclusions
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Dept.
 of Xxxix Engineering, Don Bosco College of Engineering, Fatorda
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\begin_layout Chapter
Scope for Future Work
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Structural testing of the stiffened panel can be carried out for validating
 the analytical predictions.
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Crack growth analysis in the stiffened panel with a different skin material
 can be carried out.
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The bi-axial stress field can be considered for the crack growth study in
 the stiffened panel with tear strap.
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Crack growth arresting can be done by Varying the thickness of skin or bulk
 head bottom flange—etc without inserting tear strap as a additional agent
 in the Stiffened Panel.
 
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Crack growth arresting can be done by varying the thickness of the tear
 strap as a additional member inserting in a stiffened panel.
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Bibliography
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Appendix- A
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Csaxsxnmn
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The wear simulation of ATG  is a complex due to a host of geometric, operational
 and tribological factors need to be captured.
 The MAT-Lab code used for simulation in this research work is presented
 below.
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Coaxsmxsm
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%CONSTANTS
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E=200*(10^9); % Pa or (N/m^2)
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pois_rat=0.3;
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dyn_visc_0=0.05; %Pa sec
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alpha_ehl=2.2*10^-8;% Pa^-1
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Sigma_surface_endurance_strength=630*10^6
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mu_wear=2*10^-16; 
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Appendix-B
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\begin_layout Chapter

\color black
CMM coordinates of  Profiles
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\begin_layout Standard

\size large
\color black
The post manufacture, involute profile of the unused ATG are probed and
 the coordinates are recorded as the nominal value against which the deviations
 are recorded post testing of the gears.
 The profile deviation represents the accumulated wear depth.
 
\end_layout

\begin_layout Section

\color black
LCR ATG 
\size large

\begin_inset Formula $z_{s}^{r}=100,\alpha=0.96,\kappa=0.5$
\end_inset

 
\end_layout

\begin_layout Standard

\size large
\color black
The post manufacture, involute profile of the unused ATG are probed and
 the coordinates are recorded as the nominal value against which the deviations
 are recorded post testing of the gears.
 The profile deviation represents the accumulated wear dep
\end_layout

\begin_layout Section

\color black
LCR ATG 
\size large

\begin_inset Formula $z_{s}^{r}=100,\alpha=0.98,\kappa=0.5$
\end_inset

 
\end_layout

\begin_layout Standard

\size large
\color black
The post manufacture, involute profile of the unused ATG are probed and
 the coordinates are recorded as the nominal value against which the deviations
 are recorded post testing of the gears.
 The profile deviation represents the accumulated wear dep
\end_layout

\begin_layout Section

\color black
NCR STG 
\size large

\begin_inset Formula $z_{s}^{r}=100,\alpha=1,\kappa=0.5$
\end_inset

 
\end_layout

\begin_layout Standard

\size large
\color black
The post manufacture, involute profile of the unused ATG are probed and
 the coordinates are recorded as the nominal value against which the deviations
 are recorded post testing of the gears.
 The profile deviation represents the accumulated wear dep
\end_layout

\begin_layout Section

\color black
HCR ATG 
\size large

\begin_inset Formula $z_{s}^{r}=100,\alpha=1.02,\kappa=0.5$
\end_inset

 
\end_layout

\begin_layout Standard

\size large
\color black
The post manufacture, involute profile of the unused ATG are probed and
 the coordinates are recorded as the nominal value against which the deviations
 are recorded post testing of the gears.
 The profile deviation represents the accumulated wear dep
\end_layout

\begin_layout Section

\color black
HCR ATG 
\size large

\begin_inset Formula $z_{s}^{r}=100,\alpha=1.04,\kappa=0.5$
\end_inset

 
\end_layout

\begin_layout Standard

\size large
\color black
The post manufacture, involute profile of the unused ATG are probed and
 the coordinates are recorded as the nominal value against which the deviations
 are recorded post testing of the gears.
 The profile deviation represents the accumulated wear dep
\end_layout

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\begin_inset Newpage newpage
\end_inset


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Appendix-C
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Gdfbfbfgnfnf
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\begin_layout Standard
\align left

\size large
\color black
The condition for cutting is that the normal at any point on the cutting
 tool has to pass through the pitch point.
 Since the normal at any point on the circle has to pass through the center,
 normal to any point on the circular fillet should pass through the center
 of the fillet as well as the pitch point.
 
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\begin_layout Standard

\color black
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wide false
sideways false
status open

\begin_layout Plain Layout
\align center

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\begin_inset Graphics
	filename G:/backup/PHD/working_Directory/Thesis_lyx/Thesis/LYX_Thesis/lyxthesis/Appendix/pasted2.png
	lyxscale 50
	scale 50

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Root fillet generation
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Appendix-D
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\begin_layout Chapter
List of Publications
\end_layout

\begin_layout Enumerate

\size large
A.
 A.
 Dsa and J.
 Gonsalvis, "Effects of Altering the Tooth-sum on Sliding Wear of a Spur
 Gear", 
\shape italic
International Journal of Advanced Research in Engineering and Technology
\shape default
.
 vol.12(1), pp.
 669--686, January 2021.
\end_layout

\begin_layout Enumerate

\size large
A.
 A.
 Dsa and J.
 Gonsalvis, “Enhancing Design Features of Asymmetric Spur Gears Operating
 on a Specified Center Distance Using Tooth Sum Altered Gear Geometry,”
 
\shape italic
Proceedings of Engineering and Technology Innovation
\shape default
, vol.
 18, pp.
 1-14, March 2021.
\end_layout

\begin_layout Enumerate

\size large
A.
 A.
 Dsa and J.
 Gonsalvis, “Tribological Aspects Affecting Surface durability of Tooth-Sum
 Altered Spur Gears: A Load Sharing Approach ,” 
\shape italic
Advances in Technology Innovation
\shape default
, (Accepted for publication on June 3rd 2022).
\end_layout

\end_body
\end_document
