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LiftDivergence, great input into this conversation, Thank You! Also, thank you all again for your thoughts. A two DER's with huge experience are involved already, a great opportunity for me to increase my knowledge and confidence.

WKTaylor, it is a 1 piece, machined down from 0.750' thick plate

rb1957, you're right, in Rooke&Cartwright, Fig 9, gives detail for stress intensity KII/Ko for Mode II cracks. Thanks a lot for that hint!

...my apology, SSI - Structural Significant Item

...well, I don't think pressure component is in the picture. and this a a plane over 100,000 lbs MTOW, so 14 CFR 337 and 341, for gust and maneuver, in this case maneuver is leading factor 2.5g

didn't go there yet, but yes, GAG, once per flight cycle, and limit is maybe too conservative!

...yes, it is a web repair, absolutely not taking it lightly!!!

Thank you rb1957 for your thoughts. Yeah, the plane is 737, 2.5g plane, at STA 540 bulkhead, (which is the center wing front spar, so it is not fwd or aft pressure bulkheads. Was thinking to come up with material capability based stress, I think principal stresses approach is valuable. Thanks again!

Good morning, Trying to come up with a fatigue loading on a bulkhead web(not pressurized). As we know, the web is primarily designed for shear, so the fatigue cracks would be more like Mode II (in-plane shear) or Mode III (out-of-plane shear, transverse shear), but not the favorite Mode I where...

Oo, thanks LiftDivergence, that's a good one, agree on your thoughts, and usually I am referring the joint strength data which is different than actual fastener strength, Boeing have a pretty good data, Northrop and Lockheed and MMPDS as well present these data. So, in Niu's first book is the...

I have requested more clarification what do they mean for that factor, and you said unless they show reliable data and reference so I can be based on, I will not include this factor in the report. But that make sense for me, since you and LiftDivergence were inclined towards bolt bending idea...

Thanks rb1957, still digging and thinking over it, but if can not find a reliable reference for this factor, will not included, fitting factor 1.15 would be good enough. Thanks for your inputs and thoughts!

Thanks LiftDivergence, that make sense, thanks a lot, will think about it!

...more details of the design, a 1" wide flange of a unit 0.125" thick is fastened joint to a .071"2024-T3 Alclad sheet using AN3 bolt, and have been asked why material thickness correction factor (Kt) is not included. Never used this material thickness correction factor before for a...

Good Morning Colleagues, My question is about thickness correction factor Kt and please correct me if I am wrong - when analyzing bolt or rivet joints, this Kt is the one responsible for the aluminum sheet being joint and Kt take care for the hole diameter mismatch, and when D/T ratio is higher...

...off the topic, like your wisdoms Wil below your name

-T6 - Solution Heat Treated and artificially aged -T651 - Solution heat treated, stress relived by stretching and artificially aged or artificially aged from -T451 temper (2014, 6061) Applicable to plate and rolled or cold finished bar and rod. -T6510 - Same as -T651, but applicable to extruded...

check out McMaster-Carr website, they have some rubber products - I have used it as a rubber bumper long time ago for antenna installation on a chopper and it did reduce vibrations quite a bit https://www.mcmaster.com

Why you want to separate it, it is integral part of the wing, and since you have it FEM-ed you have the picture for stress and strain?