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Additional resources for Airbus A320 SOP 03Taxi and Before Takeoff
P0 (x) = 1 the compliance function C0u (a, s) and C0l (a, s) are calculated and shown in Fig. 6 for diﬀerent crack sizes. It is seen that the strain on the lower face reaches a maximum at the location directly opposite the crack. As will be shown in the next section, this location is ideal for the measurement of normal residual stresses through-the-thickness. The rapid-increasing of the strain gradient on the lower face with the depth of cut suggests that a shorter gage length will lead to a more sensitive measurement of the deformation.
E = E/(1 − ν 2 ) is the plane strain elastic modulus. The width of the cut with right corner bottom is determined by Eq. 12). 11 shows the normalized strains as a function of depth normalized by one-half width w. It is seen the diﬀerence becomes very small when d/w is larger than 2. Also, the maximum diﬀerence at d/w = 1 is found to be only about 7 percent. This error is, therefore, not expected to aﬀect the stress estimation using a least squares ﬁt, which is described in detail in Chapter 6. d y x 2we 2w Fig.
This leads to a truncated Legendre polynomial series. As will be shown in Chapter 6, the numerical computation for least squares ﬁt becomes more stable when a truncated Legendre polynomial series is used. 12 shows the variation of Ci (a) calculated for σ(x) = L2 to L5 . 8 Normalized depth (a/D) Fig. 12. Crack compliance functions for L2 (x) to L5 (x). 13 shows a thin-walled cylinder of mean radius R and wall thickness t with an arbitrary axisymmetric axial residual stress which is symmetrical about the plane z = 0.
Airbus A320 SOP 03Taxi and Before Takeoff