MIL-HDBK-17-3F Volume 3.Chapter 6 Structural Behavior of Joints CHAPTER 6 STRUCTURAL BEHAVIOR OF JOINTS 6.1 INTRODUCTION It would be difficult to conceive of a structure that did not involve some type of joint.Joints often oc- cur in transitions between major composite parts and a metal feature or fitting.In aircraft,such a situation is represented by articulated fittings on control surfaces as well as on wing and tail components which require the ability to pivot the element during various stages of operation.Tubular elements such as power shafting often use metal end fittings for connections to power sources or for articulation where changes in direction are needed.In addition,assembly of the structure from its constituent parts will in- volve either bonded or mechanically fastened joints or both. Joints represent one of the greatest challenges in the design of structures in general and in compos- ite structures in particular.The reason for this is that joints entail interruptions of the geometry of the structure and often,material discontinuities,which almost always produce local highly stressed areas, except for certain idealized types of adhesive joint such as scarf joints between similar materials.Stress concentrations in mechanically fastened joints are particularly severe because the load transfer between elements of the joint have to take place over a fraction of the available area.For mechanically fastened joints in metal structures,local yielding.which has the effect of eliminating stress peaks as the load in- creases,can usually be depended on;such joints can be designed to some extent by the "P over A"ap- proach,i.e.,by assuming that the load is evenly distributed over load bearing sections so that the total load(the"P")divided by the available area(the"A")represents the stress that controls the strength of the joint.In organic matrix composites,such a stress reduction effect is realized only to a minor extent,and stress peaks predicted to occur by elastic stress analysis have to be accounted for.especially for one- time monotonic loading.In the case of composite adherends,the intensity of the stress peaks varies with the orthotropy of the adherend in addition to various other material and dimensional parameters which affect the behavior of the joint for isotropic adherends. In principle.adhesive joints are structurally more efficient than mechanically fastened joints because they provide better opportunities for eliminating stress concentrations;for example,advantage can be taken of ductile response of the adhesive to reduce stress peaks.Mechanically fastened joints tend to use the available material inefficiently.Sizeable regions exist where the material near the fastener is nearly unloaded,which must be compensated for by regions of high stress to achieve a particular re- quired average load.As mentioned above,certain types of adhesive joints,namely scarf joints between components of similar stiffness,can achieve a nearly uniform stress state throughout the region of the ioint. In many cases,however,mechanically fastened joints can not be avoided because of requirements for disassembly of the joint for replacement of damaged structure or to achieve access to underlying structure.In addition,adhesive joints tend to lack structural redundancy,and are highly sensitive to manufacturing deficiencies,including poor bonding technique,poor fit of mating parts and sensitivity of the adhesive to temperature and environmental effects such as moisture.Assurance of bond quality has been a continuing problem in adhesive joints;while ultrasonic and X-ray inspection may reveal gaps in the bond,there is no present technique which can guarantee that a bond which appears to be intact does, in fact,have adequate load transfer capability.Surface preparation and bonding techniques have been well developed,but the possibility that lack of attention to detail in the bonding operation may lead to such deficiencies needs constant alertness on the part of fabricators.Thus mechanical fastening tends to be preferred over bonded construction in highly critical and safety rated applications such as primary aircraft structural components,especially in large commercial transports,since assurance of the required level of structural integrity is easier to guarantee in mechanically fastened assemblies.Bonded construction tends to be more prevalent in smaller aircraft.For non-aircraft applications as well as in non-flight critical aircraft components,bonding is likewise frequently used. 6-1
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-1 CHAPTER 6 STRUCTURAL BEHAVIOR OF JOINTS 6.1 INTRODUCTION It would be difficult to conceive of a structure that did not involve some type of joint. Joints often occur in transitions between major composite parts and a metal feature or fitting. In aircraft, such a situation is represented by articulated fittings on control surfaces as well as on wing and tail components which require the ability to pivot the element during various stages of operation. Tubular elements such as power shafting often use metal end fittings for connections to power sources or for articulation where changes in direction are needed. In addition, assembly of the structure from its constituent parts will involve either bonded or mechanically fastened joints or both. Joints represent one of the greatest challenges in the design of structures in general and in composite structures in particular. The reason for this is that joints entail interruptions of the geometry of the structure and often, material discontinuities, which almost always produce local highly stressed areas, except for certain idealized types of adhesive joint such as scarf joints between similar materials. Stress concentrations in mechanically fastened joints are particularly severe because the load transfer between elements of the joint have to take place over a fraction of the available area. For mechanically fastened joints in metal structures, local yielding, which has the effect of eliminating stress peaks as the load increases, can usually be depended on; such joints can be designed to some extent by the "P over A" approach, i.e., by assuming that the load is evenly distributed over load bearing sections so that the total load (the "P") divided by the available area (the "A") represents the stress that controls the strength of the joint. In organic matrix composites, such a stress reduction effect is realized only to a minor extent, and stress peaks predicted to occur by elastic stress analysis have to be accounted for, especially for onetime monotonic loading. In the case of composite adherends, the intensity of the stress peaks varies with the orthotropy of the adherend in addition to various other material and dimensional parameters which affect the behavior of the joint for isotropic adherends. In principle, adhesive joints are structurally more efficient than mechanically fastened joints because they provide better opportunities for eliminating stress concentrations; for example, advantage can be taken of ductile response of the adhesive to reduce stress peaks. Mechanically fastened joints tend to use the available material inefficiently. Sizeable regions exist where the material near the fastener is nearly unloaded, which must be compensated for by regions of high stress to achieve a particular required average load. As mentioned above, certain types of adhesive joints, namely scarf joints between components of similar stiffness, can achieve a nearly uniform stress state throughout the region of the joint. In many cases, however, mechanically fastened joints can not be avoided because of requirements for disassembly of the joint for replacement of damaged structure or to achieve access to underlying structure. In addition, adhesive joints tend to lack structural redundancy, and are highly sensitive to manufacturing deficiencies, including poor bonding technique, poor fit of mating parts and sensitivity of the adhesive to temperature and environmental effects such as moisture. Assurance of bond quality has been a continuing problem in adhesive joints; while ultrasonic and X-ray inspection may reveal gaps in the bond, there is no present technique which can guarantee that a bond which appears to be intact does, in fact, have adequate load transfer capability. Surface preparation and bonding techniques have been well developed, but the possibility that lack of attention to detail in the bonding operation may lead to such deficiencies needs constant alertness on the part of fabricators. Thus mechanical fastening tends to be preferred over bonded construction in highly critical and safety rated applications such as primary aircraft structural components, especially in large commercial transports, since assurance of the required level of structural integrity is easier to guarantee in mechanically fastened assemblies. Bonded construction tends to be more prevalent in smaller aircraft. For non-aircraft applications as well as in non-flight critical aircraft components, bonding is likewise frequently used
MIL-HDBK-17-3F Volume 3.Chapter 6 Structural Behavior of Joints This chapter describes design procedures and analytical methods for determining stresses and de- formations in structural joints for composite structures.Section 6.2 which follows deals with adhesive joints.(Mechanically fastened joints will be the subject of a future revision of the Handbook.) In the case of adhesive joints,design considerations which are discussed include:effects of adherend thickness as a means of ensuring adherend failure rather than bond failure;the use of adherend tapering to minimize peel stresses;effects of adhesive ductility;special considerations regarding composite ad- herends;effects of bond layer defects,including surface preparations defects,porosity and thickness variations;and,considerations relating to long term durability of adhesive joints.In addition to design considerations,aspects of joint behavior which control stresses and deformations in the bond layer are described,including both shear stresses and transverse normal stresses which are customarily referred to as "peel"stresses when they are tensile.Finally,some principles for finite element analysis of bonded joints are described. Related information on joints in composite structures which is described elsewhere in this handbook includes Volume 1.Chapter 7.Section 7.5(Mechanically Fastened Joints)and 6.3(Bonded Joints)to- gether with Volume 3,Chapter 2,Section 2.7.8 on Adhesive Bonding. 6.2 ADHESIVE JOINTS 6.2.1 Introduction Adhesive joints are capable of high structural efficiency and constitute a resource for structural weight saving because of the potential for elimination of stress concentrations which cannot be achieved with mechanically fastened joints.Unfortunately,because of a lack of reliable inspection methods and a re- quirement for close dimensional tolerances in fabrication,aircraft designers have generally avoided bonded construction in primary structure.Some notable exceptions include:bonded step lap joints used in attachments for the F-14 and F-15 horizontal stabilizers as well as the F-18 wing root fitting,and a ma- jority of the airframe components of the Lear Fan and the Beech Starship. While a number of issues related to adhesive joint design were considered in the earlier literature cited in References 6.2.1(a)-6.2.1(h),much of the methodology currently used in the design and analysis of adhesive joints in composite structures is based on the approaches evolved by L.J.Hart-Smith in a series of NASA/Langley-sponsored contracts of the early 70's (References 6.2.1(i)-6.2.1(n))as well as from the Air Force's Primary Adhesively Bonded Structures Technology (PABST)program (References 6.2.1(o)-6.2.1(r))of the mid-70's.The most recent such work developed three computer codes for bonded and bolted joints,designated A4EG,A4EI and A4EK(References 6.2.1(s)-6.2.1(u)),under Air Force contract.The results of these efforts have also appeared in a number of open literature publica- tions (Reference 6.2.1(v)-(z)).In addition,such approaches found application in some of the efforts tak- ing place under the NASA Advanced Composite Energy Efficient Aircraft(ACEE)program of the early to mid 80's (Reference 6.2.1(x)and 6.2.1(y)). Some of the key principles on which these efforts were based include:(1)the use of simple 1-dimensional stress analyses of generic composite joints wherever possible;(2)the need to select the joint design so as to ensure failure in the adherend rather than the adhesive,so that the adhesive is never the weak link;(3)recognition that the ductility of aerospace adhesives is beneficial in reducing stress peaks in the adhesive;(4)careful use of such factors as adherend tapering to reduce or eliminate peel stresses from the joint;and(5)recognition of slow cyclic loading,corresponding to such phenomena as cabin pressurization in aircraft,as a major factor controlling durability of adhesive joints,and the need to avoid the worst effects of this type of loading by providing sufficient overlap length to ensure that some of the adhesive is so lightly loaded that creep cannot occur there,under the most severe extremes of humid- ity and temperature for which the component is to be used. Much of the discussion to follow will retain the analysis philosophy of Hart-Smith,since it is consid- ered to represent a major contribution to practical bonded joint design in both composite and metallic 6-2
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-2 This chapter describes design procedures and analytical methods for determining stresses and deformations in structural joints for composite structures. Section 6.2 which follows deals with adhesive joints. (Mechanically fastened joints will be the subject of a future revision of the Handbook.) In the case of adhesive joints, design considerations which are discussed include: effects of adherend thickness as a means of ensuring adherend failure rather than bond failure; the use of adherend tapering to minimize peel stresses; effects of adhesive ductility; special considerations regarding composite adherends; effects of bond layer defects, including surface preparations defects, porosity and thickness variations; and, considerations relating to long term durability of adhesive joints. In addition to design considerations, aspects of joint behavior which control stresses and deformations in the bond layer are described, including both shear stresses and transverse normal stresses which are customarily referred to as "peel" stresses when they are tensile. Finally, some principles for finite element analysis of bonded joints are described. Related information on joints in composite structures which is described elsewhere in this handbook includes Volume 1, Chapter 7, Section 7.5 (Mechanically Fastened Joints) and 6.3 (Bonded Joints) together with Volume 3, Chapter 2, Section 2.7.8 on Adhesive Bonding. 6.2 ADHESIVE JOINTS 6.2.1 Introduction Adhesive joints are capable of high structural efficiency and constitute a resource for structural weight saving because of the potential for elimination of stress concentrations which cannot be achieved with mechanically fastened joints. Unfortunately, because of a lack of reliable inspection methods and a requirement for close dimensional tolerances in fabrication, aircraft designers have generally avoided bonded construction in primary structure. Some notable exceptions include: bonded step lap joints used in attachments for the F-14 and F-15 horizontal stabilizers as well as the F-18 wing root fitting, and a majority of the airframe components of the Lear Fan and the Beech Starship. While a number of issues related to adhesive joint design were considered in the earlier literature cited in References 6.2.1(a)- 6.2.1(h), much of the methodology currently used in the design and analysis of adhesive joints in composite structures is based on the approaches evolved by L.J. Hart-Smith in a series of NASA/Langley-sponsored contracts of the early 70's (References 6.2.1(i) - 6.2.1(n)) as well as from the Air Force's Primary Adhesively Bonded Structures Technology (PABST) program (References 6.2.1(o) - 6.2.1(r)) of the mid-70's. The most recent such work developed three computer codes for bonded and bolted joints, designated A4EG, A4EI and A4EK (References 6.2.1(s) - 6.2.1(u)), under Air Force contract. The results of these efforts have also appeared in a number of open literature publications (Reference 6.2.1(v) - (z)). In addition, such approaches found application in some of the efforts taking place under the NASA Advanced Composite Energy Efficient Aircraft (ACEE) program of the early to mid 80's (Reference 6.2.1(x) and 6.2.1(y)). Some of the key principles on which these efforts were based include: (1) the use of simple 1-dimensional stress analyses of generic composite joints wherever possible; (2) the need to select the joint design so as to ensure failure in the adherend rather than the adhesive, so that the adhesive is never the weak link; (3) recognition that the ductility of aerospace adhesives is beneficial in reducing stress peaks in the adhesive; (4) careful use of such factors as adherend tapering to reduce or eliminate peel stresses from the joint; and (5) recognition of slow cyclic loading, corresponding to such phenomena as cabin pressurization in aircraft, as a major factor controlling durability of adhesive joints, and the need to avoid the worst effects of this type of loading by providing sufficient overlap length to ensure that some of the adhesive is so lightly loaded that creep cannot occur there, under the most severe extremes of humidity and temperature for which the component is to be used. Much of the discussion to follow will retain the analysis philosophy of Hart-Smith, since it is considered to represent a major contribution to practical bonded joint design in both composite and metallic
MIL-HDBK-17-3F Volume 3,Chapter 6 Structural Behavior of Joints structures.On the other hand,some modifications are introduced here.For example,the revisions of the Goland-Reissner single lap joint analysis presented in Reference 6.2.1(k)have again been revised ac- cording to the approach presented in References 6.2.1(z)and 6.2.1(aa). Certain issues which are specific to composite adherends but were not dealt with in the Hart-Smith efforts will be addressed.The most important of these is the effect of transverse shear deformations in organic composite adherends. Although the main emphasis of the discussion is on simplified stress analysis concepts allowed by shear lag models for shear stress prediction and beam-on-elastic foundation concepts for peel stress pre- diction,a brief discussion will be provided on requirements for finite element modeling of adhesive joints Similarly,although joint failure will be considered primarily from the standpoint of stress and strain energy considerations,some discussion of fracture mechanics considerations for adhesive joints will also be in- cluded. 6.2.2 Joint design considerations 6.2.2.1 Effects of adherend thickness:adherend failures vs.bond failures Figure 6.2.2.1(a)shows a series of typical bonded joint configurations.Adhesive joints in general are characterized by high stress concentrations in the adhesive layer.These originate,in the case of shear stresses,because of unequal axial straining of the adherends,and in the case of peel stresses,because of eccentricity in the load path.Considerable ductility is associated with shear response of typical adhe- sives,which is beneficial in minimizing the effect of shear stress joint strength.Response to peel stresses tends to be much more brittle than that to shear stresses,and reduction of peel stresses is desirable for achieving good joint performance. 1 BONDED DOUBLER DOUBLE-STRAP JOINT UNSUPPORTED SINGLE-LAP JOINT (a) ■■ TAPERED STRAP JOINT SINGLE-STRAP JOINT TAPERED SINGLE-LAP JOINT STEPPED-LAP JONT DOUBLE-LAP JOINT SCARF JOINT FIGURE 6.2.2.1(a)Adhesive joint types (Reference 6.2.1(n)and 6.2.2.1(a)). From the standpoint of joint reliability,it is vital to avoid letting the adhesive layer be the weak link in the joint;this means that,whenever possible,the joint should be designed to ensure that the adherends fail before the bond layer.This is because failure in the adherends is fiber controlled,while failure in the adhesive is resin dominated,and thus subject to effects of voids and other defects,thickness variations, environmental effects,processing variations,deficiencies in surface preparation and other factors that are not always adequately controlled.This is a significant challenge,since adhesives are inherently much weaker than the composite or metallic elements being joined.However,the objective can be accom- plished by recognizing the limitations of the joint geometry being considered and placing appropriate re- strictions on the thickness dimensions of the joint for each geometry.Figure 6.2.2.1(b),which has fre- quently been used by Hart-Smith(References 6.2.1(n).6.2.2.1(a))to illustrate this point,shows a pro- 6-3
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-3 structures. On the other hand, some modifications are introduced here. For example, the revisions of the Goland-Reissner single lap joint analysis presented in Reference 6.2.1(k) have again been revised according to the approach presented in References 6.2.1(z) and 6.2.1(aa). Certain issues which are specific to composite adherends but were not dealt with in the Hart-Smith efforts will be addressed. The most important of these is the effect of transverse shear deformations in organic composite adherends. Although the main emphasis of the discussion is on simplified stress analysis concepts allowed by shear lag models for shear stress prediction and beam-on-elastic foundation concepts for peel stress prediction, a brief discussion will be provided on requirements for finite element modeling of adhesive joints. Similarly, although joint failure will be considered primarily from the standpoint of stress and strain energy considerations, some discussion of fracture mechanics considerations for adhesive joints will also be included. 6.2.2 Joint design considerations 6.2.2.1 Effects of adherend thickness: adherend failures vs. bond failures Figure 6.2.2.1(a) shows a series of typical bonded joint configurations. Adhesive joints in general are characterized by high stress concentrations in the adhesive layer. These originate, in the case of shear stresses, because of unequal axial straining of the adherends, and in the case of peel stresses, because of eccentricity in the load path. Considerable ductility is associated with shear response of typical adhesives, which is beneficial in minimizing the effect of shear stress joint strength. Response to peel stresses tends to be much more brittle than that to shear stresses, and reduction of peel stresses is desirable for achieving good joint performance. FIGURE 6.2.2.1(a) Adhesive joint types (Reference 6.2.1(n) and 6.2.2.1(a)). From the standpoint of joint reliability, it is vital to avoid letting the adhesive layer be the weak link in the joint; this means that, whenever possible, the joint should be designed to ensure that the adherends fail before the bond layer. This is because failure in the adherends is fiber controlled, while failure in the adhesive is resin dominated, and thus subject to effects of voids and other defects, thickness variations, environmental effects, processing variations, deficiencies in surface preparation and other factors that are not always adequately controlled. This is a significant challenge, since adhesives are inherently much weaker than the composite or metallic elements being joined. However, the objective can be accomplished by recognizing the limitations of the joint geometry being considered and placing appropriate restrictions on the thickness dimensions of the joint for each geometry. Figure 6.2.2.1(b),which has frequently been used by Hart-Smith (References 6.2.1(n), 6.2.2.1(a)) to illustrate this point, shows a pro-
MIL-HDBK-17-3F Volume 3,Chapter 6 Structural Behavior of Joints gression of joint types which represent increasing strength capability from the lowest to the highest in the figure.In each type of joint,the adherend thickness may be increased as an approach to achieving higher load capacity.When the adherends are relatively thin,results of stress analyses show that for all of the joint types in Figure 6.2.2.1(b),the stresses in the bond will be small enough to guarantee that the adherends will reach their load capacity before failure can occur in the bond.As the adherend thicknesses increase,the bond stresses become relatively larger until a point is reached at which bond failure occurs at a lower load than that for which the adherends fail.This leads to the general principle that for a given joint type,the adherend thicknesses should be restricted to an appropriate range relative to the bond layer thickness.Because of processing considerations and defect sensitivity of the bond material,bond layer thicknesses are generally limited to a range of 0.005-0.015 in.(0.125-0.39 mm).As a result,each of the joint types in Figures 6.2.2.1(a)and 6.2.2.1(b)corresponds to a specific range of adherend thicknesses and therefore of load capacity,and as the need for greater load capacity arises,it is preferable to change the joint configuration to one of higher efficiency rather than to increasing the adherend thickness indefinitely. OUTSIDE FAMURES JOINT SHEAR STEPPED-LAP JOWNT FAILURES FAILURES SHOWN REPRESENT THE LMMIT ON EFFICIENT DESIGN FOR SHEAR FAILURES EACH GEOMETRY OINT UTSIDE TAPERED-STRAP JOINT DOUBLE-STRAP JOINT tEND STRENGTH PEEL FAILURES BENDING OF SINGLE-LAP JOINT ADHERENDS DUE TO ECCENTRIC LOAD PATH ADHEREND THICKNESS FIGURE 6.2.2.1(b)Joint geometry effects(Reference 6.2.1(n)). 6.2.2.2 Joint geometry effects Single and double lap joints with uniformly thick adherends(Figure 6.2.2.1(a)-Joints(B),(E)and(F)) are the least efficient joint type and are suitable primarily for thin structures with low running loads(load per unit width,i.e.,stress times element thickness).Of these,single lap joints are the least capable be- 6-4
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-4 gression of joint types which represent increasing strength capability from the lowest to the highest in the figure. In each type of joint, the adherend thickness may be increased as an approach to achieving higher load capacity. When the adherends are relatively thin, results of stress analyses show that for all of the joint types in Figure 6.2.2.1(b), the stresses in the bond will be small enough to guarantee that the adherends will reach their load capacity before failure can occur in the bond. As the adherend thicknesses increase, the bond stresses become relatively larger until a point is reached at which bond failure occurs at a lower load than that for which the adherends fail. This leads to the general principle that for a given joint type, the adherend thicknesses should be restricted to an appropriate range relative to the bond layer thickness. Because of processing considerations and defect sensitivity of the bond material, bond layer thicknesses are generally limited to a range of 0.005-0.015 in. (0.125-0.39 mm). As a result, each of the joint types in Figures 6.2.2.1(a) and 6.2.2.1(b) corresponds to a specific range of adherend thicknesses and therefore of load capacity, and as the need for greater load capacity arises, it is preferable to change the joint configuration to one of higher efficiency rather than to increasing the adherend thickness indefinitely. FIGURE 6.2.2.1(b) Joint geometry effects (Reference 6.2.1(n)). 6.2.2.2 Joint geometry effects Single and double lap joints with uniformly thick adherends (Figure 6.2.2.1(a) - Joints (B), (E) and (F)) are the least efficient joint type and are suitable primarily for thin structures with low running loads (load per unit width, i.e., stress times element thickness). Of these, single lap joints are the least capable be-
MIL-HDBK-17-3F Volume 3.Chapter 6 Structural Behavior of Joints cause the eccentricity of this type of geometry generates significant bending of the adherends that magni- fies the peel stresses.Peel stresses are also present in the case of symmetric double lap and double strap joints,and become a limiting factor on joint performance when the adherends are relatively thick. Tapering of the adherends (Figure 6.2.2.1(a)-Joints (D)and (G))can be used to eliminate peel stresses in areas of the joint where the peel stresses are tensile,which is the case of primary concern. No tapering is needed at ends of the overlap where the adherends butt together because the transverse normal stress at that location is compressive and rather small.Likewise,for double strap joints under compressive loading,there is no concern with peel stresses at either location since the transverse exten- sional stresses that do develop in the adhesive are compressive in nature rather than tensile;indeed, where the gap occurs,the inner adherends bear directly on each other and no stress concentrations are present there for the compression loading case. For joints between adherends of identical stiffness,scarf joints (Figure 6.2.2.1(a)-Joint(I))are theo- retically the most efficient,having the potential for complete elimination of stress concentrations.(In prac- tice,some minimum thickness corresponding to one or two ply thicknesses must be incorporated at the thin end of the scarfed adherend leading to the occurrence of stress concentrations in these areas.)In theory,any desirable load capability can be achieved in the scarf joint by making the joint long enough and thick enough.However,practical scarf joints may be less durable because of a tendency toward creep failure associated with a uniform distribution of shear stress along the length of the joint unless care is taken to avoid letting the adhesive be stressed into the nonlinear range.As a result,scarf joints tend to be used only for repairs of very thin structures.Scarf joints with unbalanced stiffnesses between the ad- herends do not achieve the uniform shear stress condition of those with balanced adherends,and are somewhat less structurally efficient because of rapid buildup of load near the thin end of the thicker ad- herend. Step lap joints(Figure 6.2.2.1(a)-Joint(H))represent a practical solution to the challenge of bonding thick members.These types of joint provide manufacturing convenience by taking advantage of the lay- ered structure of composite laminates.In addition,high loads can be transferred if sufficiently many short steps of sufficiently small "rise"(i.e.,thickness increment)in each step are used,while maintaining suffi- cient overall length of the joint. 6.2.2.3 Effects of adherend stiffness unbalance All types of joint geometry are adversely affected by unequal adherend stiffnesses,where stiffness is defined as axial or in-plane shear modulus times adherend thickness.Where possible,the stiffnesses should be kept approximately equal.For example,for step lap and scarf joints between quasi-isotropic carbon/epoxy (Young's modulus=8 Msi(55 GPa))and titanium(Young's modulus 16 Msi(110 GPa)) ideally,the ratio of the maximum thickness(the thickness just beyond the end of the joint)of the compos- ite adherend to that of the titanium should be 16/8=2.0. 6.2.2.4 Effects of ductile adhesive response Adhesive ductility is an important factor in minimizing the adverse effects of shear and peel stress peaks in the bond layer.Figure 6.2.2.4(a)reconstructed from Reference 6.2.2.4(a)shows the shear stress-strain response characteristics of typical adhesives used in the aerospace industry as obtained from thick adherend tests(Volume 1,Section 7.3).Figure 6.2.2.4(a),part(A)represents a relatively duc- tile film adhesive,FM73,under various environmental conditions,while Figure 6.2.2.4(a),part(B)repre- sents a more brittle adhesive (FM400)under the same conditions.Similar curves can be found in other sources such as Reference 6.2.2.4(b).Even for the less ductile material such as that represented in Fig- ure 6.2.2.4(a),part(B),ductility has a pronounced influence on mechanical response of bonded joints, and restricting the design to elastic response deprives the application of a significant amount of additional structural capability.In addition to temperature and moisture,effects of porosity in the bond layer can have an influence on ductile response.Porosity effects are illustrated in Figure 6.2.2.4(b)(Reference 6.2.1(s))which compares the response of FM73 for porous(x symbols)and non-porous(diamond sym- bols)bond layers for various environmental conditions.This will be further discussed in Section 6.2.2.6. 6-5
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-5 cause the eccentricity of this type of geometry generates significant bending of the adherends that magnifies the peel stresses. Peel stresses are also present in the case of symmetric double lap and double strap joints, and become a limiting factor on joint performance when the adherends are relatively thick. Tapering of the adherends (Figure 6.2.2.1(a) - Joints (D) and (G)) can be used to eliminate peel stresses in areas of the joint where the peel stresses are tensile, which is the case of primary concern. No tapering is needed at ends of the overlap where the adherends butt together because the transverse normal stress at that location is compressive and rather small. Likewise, for double strap joints under compressive loading, there is no concern with peel stresses at either location since the transverse extensional stresses that do develop in the adhesive are compressive in nature rather than tensile; indeed, where the gap occurs, the inner adherends bear directly on each other and no stress concentrations are present there for the compression loading case. For joints between adherends of identical stiffness, scarf joints (Figure 6.2.2.1(a) - Joint (I)) are theoretically the most efficient, having the potential for complete elimination of stress concentrations. (In practice, some minimum thickness corresponding to one or two ply thicknesses must be incorporated at the thin end of the scarfed adherend leading to the occurrence of stress concentrations in these areas.) In theory, any desirable load capability can be achieved in the scarf joint by making the joint long enough and thick enough. However, practical scarf joints may be less durable because of a tendency toward creep failure associated with a uniform distribution of shear stress along the length of the joint unless care is taken to avoid letting the adhesive be stressed into the nonlinear range. As a result, scarf joints tend to be used only for repairs of very thin structures. Scarf joints with unbalanced stiffnesses between the adherends do not achieve the uniform shear stress condition of those with balanced adherends, and are somewhat less structurally efficient because of rapid buildup of load near the thin end of the thicker adherend. Step lap joints (Figure 6.2.2.1(a) - Joint (H)) represent a practical solution to the challenge of bonding thick members. These types of joint provide manufacturing convenience by taking advantage of the layered structure of composite laminates. In addition, high loads can be transferred if sufficiently many short steps of sufficiently small "rise" (i.e., thickness increment) in each step are used, while maintaining sufficient overall length of the joint. 6.2.2.3 Effects of adherend stiffness unbalance All types of joint geometry are adversely affected by unequal adherend stiffnesses, where stiffness is defined as axial or in-plane shear modulus times adherend thickness. Where possible, the stiffnesses should be kept approximately equal. For example, for step lap and scarf joints between quasi-isotropic carbon/epoxy (Young's modulus = 8 Msi (55 GPa)) and titanium (Young's modulus = 16 Msi (110 GPa)) ideally, the ratio of the maximum thickness (the thickness just beyond the end of the joint) of the composite adherend to that of the titanium should be 16/8=2.0. 6.2.2.4 Effects of ductile adhesive response Adhesive ductility is an important factor in minimizing the adverse effects of shear and peel stress peaks in the bond layer. Figure 6.2.2.4(a) reconstructed from Reference 6.2.2.4(a) shows the shear stress-strain response characteristics of typical adhesives used in the aerospace industry as obtained from thick adherend tests (Volume 1, Section 7.3). Figure 6.2.2.4(a), part (A) represents a relatively ductile film adhesive, FM73, under various environmental conditions, while Figure 6.2.2.4(a), part (B) represents a more brittle adhesive (FM400) under the same conditions. Similar curves can be found in other sources such as Reference 6.2.2.4(b). Even for the less ductile material such as that represented in Figure 6.2.2.4(a), part (B), ductility has a pronounced influence on mechanical response of bonded joints, and restricting the design to elastic response deprives the application of a significant amount of additional structural capability. In addition to temperature and moisture, effects of porosity in the bond layer can have an influence on ductile response. Porosity effects are illustrated in Figure 6.2.2.4(b) (Reference 6.2.1(s)) which compares the response of FM73 for porous (x symbols) and non-porous (diamond symbols) bond layers for various environmental conditions. This will be further discussed in Section 6.2.2.6
MIL-HDBK-17-3F Volume 3,Chapter 6 Structural Behavior of Joints (A)FM73 NON POROUS (edM)sseas eeys 20 0.2 0.4 0.e0.8 1.2 1.4 Shear事train LT LT =-55 degc s RT=Room Temp T HT/WT 60 degC/100%RH ) 36 FM00 non porous bond 10 002004 0080.08Q10.120.34 c:bdjointpicVimean-pic 陆的 FIGURE 6.2.2.4(a)Typical characteristics of aerospace adhesives(Reference 6.2.2.4(a)). 0 Stessvs Sirain-FM73 50 (edw) LT---55degC Nan-porus RT--room temp. HW H/W --60 degC/100%rh 西 Porous HW 20 -09 10 0 a.5 1.5 Sheer Strain FIGURE 6.2.2.4(b)Effect of porosity on adhesive stress-strain characteristics(Reference 6.2.1(s)). If peel stresses can be eliminated from consideration by such approaches as adherend tapering. strain energy to failure of the adhesive in shear has been shown by Hart-Smith(Reference 6.2.1(i))to be the key parameter controlling joint strength;thus the square root of the adhesive strain energy density to failure determines the maximum static load that can be applied to the joint.The work of Hart-Smith has also shown that for predicting mechanical response of the joint,the detailed stress-strain curve of the ad- hesive can be replaced by an equivalent curve consisting of a linear rise followed by a constant stress 6-6
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-6 FIGURE 6.2.2.4(a) Typical characteristics of aerospace adhesives (Reference 6.2.2.4(a)). FIGURE 6.2.2.4(b) Effect of porosity on adhesive stress-strain characteristics (Reference 6.2.1(s)). If peel stresses can be eliminated from consideration by such approaches as adherend tapering, strain energy to failure of the adhesive in shear has been shown by Hart-Smith (Reference 6.2.1(i)) to be the key parameter controlling joint strength; thus the square root of the adhesive strain energy density to failure determines the maximum static load that can be applied to the joint. The work of Hart-Smith has also shown that for predicting mechanical response of the joint, the detailed stress-strain curve of the adhesive can be replaced by an equivalent curve consisting of a linear rise followed by a constant stress
MIL-HDBK-17-3F Volume 3,Chapter 6 Structural Behavior of Joints plateau(i.e.elastic-perfectly plastic response)if the latter is adjusted to provide a strain energy density to failure equal to that of the actual stress-strain curve gives.Test methods for adhesives (see Volume 1, Section 7.6)should be aimed at providing data on this parameter.Once the equivalent elastic-perfectly plastic stress strain curve has been identified for the selected adhesive in the range of the most severe environmental conditions(temperature and humidity)of interest,the joint design can proceed through the use of relatively simple one-dimensional stress analysis,thus avoiding the need for elaborate finite ele- ment calculations.Even the most complicated of joints,the step lap joints designed for root-end wing and tail connections for the F-18 and other aircraft,have been successfully designed(Reference 6.2.1(t))and experimentally demonstrated using such approaches.Design procedures for such analyses which were developed under Government contract have been incorporated into the public domain in the form of the "A4EG","A4EI"and "A4EK"computer codes mentioned previously in Section 6.2.1 and are currently avail- able from the Air Force's Aerospace Structures Information and Analysis Center(ASIAC).Note that the A4EK code permits analysis of bonded joints in which local disbonds are repaired by mechanical fasten- ers. 6.2.2.5 Behavior of composite adherends Polymer matrix composite adherends are considerably more affected by interlaminar shear stresses than metals,so that there is a significant need to account for such effects in stress analyses of adhesively bonded composites.Transverse shear deformations of the adherends have an effect analogous to thick- ening of the bond layer and result in a lowering of both shear and peel stress peaks.(See Section 6.2.3.4.4). In addition,because the resins used for adherend matrices tend to be less ductile than typical adhe- sives,and are weakened by stress concentrations due to the presence of the fibers,the limiting element in the joint may be the interlaminar shear and transverse tensile strengths of the adherends rather than the bond strength(Figure 6.2.2.5(a)).In the case of single lap joints(Figure 6.2.2.5(a),part(A))bending failures of the adherends may occur because of high moments at the ends of the overlap.For metal ad- herends,bending failures take the form of plastic bending and hinge formation,while for composite ad- herends the bending failures are brittle in nature.In the case of double lap joints,peel stress build up in thicker adherends can cause the types of interlaminar failures in the adherends illustrated in Figure 6.2.2.5(a),part(B). The effect of the stacking sequence of the laminates making up the adherends in composite joints is significant.For example,90-degree layers placed adjacent to the bond layer theoretically act largely as additional thicknesses of bond material,leading to lower peak stresses,while 0-degree layers next to the bond layer give stiffer adherend response with higher stress peaks.In practice it has been observed that 90-degree layers next to the bond layer tend to seriously weaken the joint because of transverse cracking which develops in those layers,and advantage cannot be taken of the reduced peak stresses. Large differences in thermal expansion characteristics between metal and composite adherends can cause severe problems.(See Section 6.2.3.4.2)Adhesives with high curing temperatures may be unsuit- able for some low temperature applications because of large thermal stresses which develop as the joint cools down from the curing temperature In contrast with metal adherends,composite adherends are subject to moisture diffusion effects.As a result,moisture is more likely to be found over wide regions of the adhesive layer,as opposed to con- finement near the exposed edges of the joint in the case of metal adherends,and response of the adhe- sive to moisture may be an even more significant issue for composite joints than for joints between metallic adherends. 6-7
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-7 plateau (i.e. elastic-perfectly plastic response) if the latter is adjusted to provide a strain energy density to failure equal to that of the actual stress-strain curve gives. Test methods for adhesives (see Volume 1, Section 7.6) should be aimed at providing data on this parameter . Once the equivalent elastic-perfectly plastic stress strain curve has been identified for the selected adhesive in the range of the most severe environmental conditions (temperature and humidity) of interest, the joint design can proceed through the use of relatively simple one-dimensional stress analysis, thus avoiding the need for elaborate finite element calculations. Even the most complicated of joints, the step lap joints designed for root-end wing and tail connections for the F-18 and other aircraft, have been successfully designed (Reference 6.2.1(t)) and experimentally demonstrated using such approaches. Design procedures for such analyses which were developed under Government contract have been incorporated into the public domain in the form of the "A4EG", "A4EI" and "A4EK" computer codes mentioned previously in Section 6.2.1 and are currently available from the Air Force's Aerospace Structures Information and Analysis Center (ASIAC) . Note that the A4EK code permits analysis of bonded joints in which local disbonds are repaired by mechanical fasteners. 6.2.2.5 Behavior of composite adherends Polymer matrix composite adherends are considerably more affected by interlaminar shear stresses than metals, so that there is a significant need to account for such effects in stress analyses of adhesively bonded composites. Transverse shear deformations of the adherends have an effect analogous to thickening of the bond layer and result in a lowering of both shear and peel stress peaks. (See Section 6.2.3.4.4). In addition, because the resins used for adherend matrices tend to be less ductile than typical adhesives, and are weakened by stress concentrations due to the presence of the fibers, the limiting element in the joint may be the interlaminar shear and transverse tensile strengths of the adherends rather than the bond strength (Figure 6.2.2.5(a)). In the case of single lap joints (Figure 6.2.2.5(a), part (A)) bending failures of the adherends may occur because of high moments at the ends of the overlap. For metal adherends, bending failures take the form of plastic bending and hinge formation, while for composite adherends the bending failures are brittle in nature. In the case of double lap joints, peel stress build up in thicker adherends can cause the types of interlaminar failures in the adherends illustrated in Figure 6.2.2.5(a), part (B). The effect of the stacking sequence of the laminates making up the adherends in composite joints is significant. For example, 90-degree layers placed adjacent to the bond layer theoretically act largely as additional thicknesses of bond material, leading to lower peak stresses, while 0-degree layers next to the bond layer give stiffer adherend response with higher stress peaks. In practice it has been observed that 90-degree layers next to the bond layer tend to seriously weaken the joint because of transverse cracking which develops in those layers, and advantage cannot be taken of the reduced peak stresses. Large differences in thermal expansion characteristics between metal and composite adherends can cause severe problems. (See Section 6.2.3.4.2) Adhesives with high curing temperatures may be unsuitable for some low temperature applications because of large thermal stresses which develop as the joint cools down from the curing temperature. In contrast with metal adherends, composite adherends are subject to moisture diffusion effects . As a result, moisture is more likely to be found over wide regions of the adhesive layer, as opposed to confinement near the exposed edges of the joint in the case of metal adherends, and response of the adhesive to moisture may be an even more significant issue for composite joints than for joints between metallic adherends
MIL-HDBK-17-3F Volume 3,Chapter 6 Structural Behavior of Joints LOW LOAD LEVEL MAXIMUM STRESS CONCENTRATION 门+ DEFORMATION OF ADHERENDS UNDER "INTERLAMINAR"FAILURE OF FILAMENTARY MODERATE LOAD COMPOSITE ADHERENDS -PLASTIC HINGES HIGH LOAD LEVEL (METAL ADHERENDS) PERMANENTLY DEFORMED (METAL)ADHERENDS AFTER FAILURE OF ADHESIVE (A)Single Lap Joints STRESSES ACTING ON OUTER ADHEREND A,B.AND C INDICATE FAILURE SEQUENCE (B)Double Lap Joints FIGURE 6.2.2.5(a)Failure modes in composite adherends(References 6.2.1(w)and(x)). 6.2.2.6 Effects of bond defects Defects in adhesive joints which are of concern include surface preparation deficiencies,voids and porosity,and thickness variations in the bond layer. Of the various defects which are of interest,surface preparation deficiencies are probably the greatest concern.These are particularly troublesome because there are no current nondestructive evaluation techniques which can detect low interfacial strength between the bond and the adherends.Most joint design principles are academic if good adhesion between the adherends and bond layer is poor.The principles for achieving this (Reference 6.2.2.6(a)-6.2.2.6(c))are well established for adherend and ad- hesive combinations of interest.Hart-Smith,Brown and Wong(Reference 6.2.2.6.(a))give an account of the most crucial features of the surface preparation process.Results shown in Reference 6.2.2.6.(a) suggest that surface preparation which is limited to removal of the peel ply from the adherends may be 6-8
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-8 FIGURE 6.2.2.5(a) Failure modes in composite adherends (References 6.2.1(w) and (x)). 6.2.2.6 Effects of bond defects Defects in adhesive joints which are of concern include surface preparation deficiencies, voids and porosity, and thickness variations in the bond layer. Of the various defects which are of interest, surface preparation deficiencies are probably the greatest concern. These are particularly troublesome because there are no current nondestructive evaluation techniques which can detect low interfacial strength between the bond and the adherends. Most joint design principles are academic if good adhesion between the adherends and bond layer is poor. The principles for achieving this (Reference 6.2.2.6(a) - 6.2.2.6(c)) are well established for adherend and adhesive combinations of interest. Hart-Smith, Brown and Wong (Reference 6.2.2.6.(a)) give an account of the most crucial features of the surface preparation process. Results shown in Reference 6.2.2.6.(a) suggest that surface preparation which is limited to removal of the peel ply from the adherends may be
MIL-HDBK-17-3F Volume 3.Chapter 6 Structural Behavior of Joints suspect,since some peel plies leave a residue on the bonding surfaces that makes adhesion poor. (However,some manufacturers have obtained satisfactory results from surface preparation consisting only of peel ply removal.)Low pressure grit blasting (Reference 6.2.2.6(b))is preferable over hand sand- ing as a means of eliminating such residues and mechanically conditioning the bonding surfaces. For joints which are designed to ensure that the adherends rather than the bond layer are the critical elements,tolerance to the presence of porosity and other types of defect is considerable (Reference 6.2.1(t)).Porosity(Reference 6.2.1(z))is usually associated with over-thickened areas of the bond,which tend to occur away from the edges of the joint where most of the load transfer takes place,and thus is a relatively benign effect,especially if peel stresses are minimized by adherend tapering.Reference 6.2.1(z)indicates that in such cases,porosity can be represented by a modification of the assumed stress-strain properties of the adhesive as determined from thick-adherend tests,allowing a straightfor- ward analysis of the effect of such porosity on joint strength as in the A4EI computer code.If peel stresses are significant,as in the case of over-thick adherends,porosity may grow catastrophically and lead to non-damage-tolerant joint performance. In the case of bond thickness variations(Reference 6.2.1(aa)),these usually take place in the form of thinning due to excess resin bleed at the joint edges,leading to overstressing of the adhesive in the vicin- ity of the edges.Inside tapering of the adherends at the joint edges can be used to compensate for this condition;other compensating techniques are also discussed in Reference 6.2.1(aa).Bond thicknesses per se should be limited to ranges of 0.005-0.01 in.(0.12-0.24 mm)to prevent significant porosity from developing,although greater thicknesses may be acceptable if full periphery damming or high minimum viscosity paste adhesives are used.Common practice involves the use of film adhesives containing scrim cloth,some forms of which help to maintain bond thicknesses.It is also common practice to use mat car- riers of chopped fibers to prevent a direct path for access by moisture to the interior of the bond. 6.2.2.7 Durability of adhesive joints Two major considerations in the joint design philosophy of Hart-smith are:(1)either limiting the ad- herend thickness or making use of more sophisticated joint configurations such as scarf and step lap joints,to insure that adherend failure takes precedence over bond failure;(2)designing to minimize peel stresses,either by keeping the adherends excessively thin or,for intermediate adherend thicknesses,by tapering the adherends (see discussion of effects of adherend tapering,Section 6.2.2.2 and 6.2.3.5.).In addition,it is essential that good surface treatment practices(Section 6.2.2.6)be maintained to insure that the bond between the adhesive and adherends does not fail.When these conditions are met,reliable per- formance of the joint can be expected for the most part,except for environmental extremes,i.e.,hot-wet conditions.The Hart-Smith approach focuses primarily on creep failure associated with slow cyclic load- ing (i.e.,1 cycle in several minutes to an hour)under hot wet conditions;this corresponds,for example,to cyclic pressurization of aircraft fuselages.In the PABST program,References 6.2.1(n)-(q)(see also Ref- erence 6.2.1(v)),18 thick adherend specimens,when tested at high cycling rates(30 Hz)were able to sustain more than 10 million loading cycles without damage,while tests conducted at the same loads at one cycle per hour produced failures within a few hundred cycles.Similar conclusions regarding the ef- fects of cycling rate were presented in Reference 6.2.2.7(a).On the other hand,specimens representative of structural joints,which have a nonuniform shear stress distribution that peaks at the ends of the joint and is essentially zero in the middle (see Section 6.2.3.4.3 on ductile response of joints and Figure 6.2.3.4.3(b),part(B)in particular)are able to sustain hot-wet conditions even at low cycling rates if (e, the length of the region of elastic response in the bond layer,is sufficient.Based on experience of the PABST program,the Hart-Smith criterion for avoidance of creep failure requires that blmin,the minimum shear stress along the bond length,be no greater than one tenth the yield stress of the adhesive.But the stress analysis for the elastic-plastic case (Section 6.2.3.4.3)using a bilinear adhesive response model leads to an expression for the minimum shear stress in double lap joints with identical adherends given by Tp Tblmin= 6.2.2.7(a sinh Bpdle/2to 6-9
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-9 suspect, since some peel plies leave a residue on the bonding surfaces that makes adhesion poor. (However, some manufacturers have obtained satisfactory results from surface preparation consisting only of peel ply removal.) Low pressure grit blasting (Reference 6.2.2.6(b)) is preferable over hand sanding as a means of eliminating such residues and mechanically conditioning the bonding surfaces. For joints which are designed to ensure that the adherends rather than the bond layer are the critical elements, tolerance to the presence of porosity and other types of defect is considerable (Reference 6.2.1(t)). Porosity (Reference 6.2.1(z)) is usually associated with over-thickened areas of the bond, which tend to occur away from the edges of the joint where most of the load transfer takes place, and thus is a relatively benign effect, especially if peel stresses are minimized by adherend tapering. Reference 6.2.1(z) indicates that in such cases, porosity can be represented by a modification of the assumed stress-strain properties of the adhesive as determined from thick-adherend tests, allowing a straightforward analysis of the effect of such porosity on joint strength as in the A4EI computer code. If peel stresses are significant, as in the case of over-thick adherends, porosity may grow catastrophically and lead to non-damage-tolerant joint performance. In the case of bond thickness variations (Reference 6.2.1(aa)), these usually take place in the form of thinning due to excess resin bleed at the joint edges, leading to overstressing of the adhesive in the vicinity of the edges. Inside tapering of the adherends at the joint edges can be used to compensate for this condition; other compensating techniques are also discussed in Reference 6.2.1(aa). Bond thicknesses per se should be limited to ranges of 0.005-0.01 in. (0.12-0.24 mm) to prevent significant porosity from developing, although greater thicknesses may be acceptable if full periphery damming or high minimum viscosity paste adhesives are used. Common practice involves the use of film adhesives containing scrim cloth, some forms of which help to maintain bond thicknesses. It is also common practice to use mat carriers of chopped fibers to prevent a direct path for access by moisture to the interior of the bond. 6.2.2.7 Durability of adhesive joints Two major considerations in the joint design philosophy of Hart-smith are: (1) either limiting the adherend thickness or making use of more sophisticated joint configurations such as scarf and step lap joints, to insure that adherend failure takes precedence over bond failure; (2) designing to minimize peel stresses, either by keeping the adherends excessively thin or, for intermediate adherend thicknesses, by tapering the adherends (see discussion of effects of adherend tapering, Section 6.2.2.2 and 6.2.3.5.). In addition, it is essential that good surface treatment practices (Section 6.2.2.6) be maintained to insure that the bond between the adhesive and adherends does not fail. When these conditions are met, reliable performance of the joint can be expected for the most part, except for environmental extremes, i.e., hot-wet conditions. The Hart-Smith approach focuses primarily on creep failure associated with slow cyclic loading (i.e., 1 cycle in several minutes to an hour) under hot wet conditions; this corresponds, for example, to cyclic pressurization of aircraft fuselages. In the PABST program, References 6.2.1(n)-(q) (see also Reference 6.2.1(v)), 18 thick adherend specimens, when tested at high cycling rates (30 Hz) were able to sustain more than 10 million loading cycles without damage, while tests conducted at the same loads at one cycle per hour produced failures within a few hundred cycles. Similar conclusions regarding the effects of cycling rate were presented in Reference 6.2.2.7(a). On the other hand, specimens representative of structural joints, which have a nonuniform shear stress distribution that peaks at the ends of the joint and is essentially zero in the middle (see Section 6.2.3.4.3 on ductile response of joints and Figure 6.2.3.4.3(b), part (B) in particular) are able to sustain hot-wet conditions even at low cycling rates if Ae , the length of the region of elastic response in the bond layer, is sufficient. Based on experience of the PABST program, the Hart-Smith criterion for avoidance of creep failure requires that τ b | min , the minimum shear stress along the bond length, be no greater than one tenth the yield stress of the adhesive. But the stress analysis for the elastic-plastic case (Section 6.2.3.4.3) using a bilinear adhesive response model leads to an expression for the minimum shear stress in double lap joints with identical adherends given by b min p bd o | = sinh / 2 t τ τ β Ae 6.2.2.7(a)
MIL-HDBK-17-3F Volume 3.Chapter 6 Structural Behavior of Joints where tp is the adhesive yield stress and Bod is given by Bod=[2Gboto/Eotb]1/2 where Gbo is the initial shear modulus,tp the bond thickness and Eo and to the adherend axial modulus and thickness.Because sinh(3)=10,this amounts to a requirement that Bodle/2to be at least 3,i.e.,that the elastic zone length be greater than 6to/Bod.Since ce,is equivalent to the total overlap length,( minus twice the plastic zone length (p,then making use of the expression given in Section 6.2.3.4.3 for (p (p=(Ox/2 Tp-1/Bpd)to where ox is the nominal adherend loading stress,the criterion for elastic zone length reduces to a crite- rion for total overlap length corresponding to a lower bound on which can be stated as 6.2.2.7(b) Equation 6.2.2.7(b)for the joint overlap length is the heart of the Hart-Smith approach to durability of bonded joints for cases where adherend failure is enforced over bond failure for static loading,and in which peel stresses are eliminated from the joint design.This type of requirement has been used in sev- eral contexts.In Reference 6.2.1(s)for example,it becomes part of the requirement for acceptable void volume,since in this case the voids,acting essentially as gaps in the bond layer,reduce the effective length of the overlap.The criterion has to be modified numerically for joints other than symmetric double lap joints with equal stiffness adherends and uniform thickness.For more sophisticated joint configura- tions such as step lap joints,the A4EI computer code provides for a step length requirement equivalent to that of Equation 6.2.2.7(b)for simple double lap joints. In addition to creep failures under hot-wet conditions,the joint may fail due to cracking in the bond layer.Johnson and Mall(Reference 6.2.2.7(b))presented the data in Figure 6.2.2.7(a)which shows the effect of adherend taper angle on development of cracks at ends of test specimens consisting of compos- ite plates with bonded composite doublers,at 10 cycles of fatigue loading;here the open symbols repre- sent the highest load levels that could be identified at which cracks failed to appear,while the solid sym- bols are for the lowest loads at which cracks just begin to appear.The predicted lines consist of calcu- lated values of applied cyclic stress required to create a total strain energy release rate threshold value, Gah,at the debond tip for a given taper angle.The values of Guh for the two adhesives were experimentally determined on untapered specimens.The angle of taper at the end of the doubler was used to control the amount of peel stress present in the specimen for static loading.It is noted that even for taper angles as low as 5(left-most experimental points in Figure 6.2.2.7(a))for which peel stresses are essentially non- existent for static loading,crack initiation was observed when the alternating load was raised to a suffi- cient level.A number of factors need to be clarified before the implications of these results are clear.In particular,it is of interest to establish the occurrence of bond cracking at shorter cycling times,say less than 3x10cycles corresponding to expected lifetimes of typical aircraft.Effects of cycling rate and envi- ronmental exposure are also of interest.Nevertheless,the data presented in Reference 6.2.2.7(b)sug- gests the need for consideration of crack growth phenomena in bonded composite joints.Indeed,a major part of the technical effort that has been conducted on the subject of durability of adhesive joints (see Reference 6.2.2.7(c)-(i)for example)has been based on the application of fracture mechanics based concepts.The issue of whether or not a fracture mechanics approach is valid needs further examination. Apparently,no crack-like failures occurred in the PABST program,which was a metal bonding program, even when brittle adhesives were examined at low temperatures.The amount of effort which has been expended by a number of respected workers on development of energy release rate calculations for bonded joints certainly suggests that there is some justification for that approach,and the results obtained by Johnson and Mall appear to substantiate their need for composite joints in particular. 6-10
MIL-HDBK-17-3F Volume 3, Chapter 6 Structural Behavior of Joints 6-10 where t p is the adhesive yield stress and β bd is given by bd b0 o o b 1/2 β = [2G t / E t ] where Gbo is the initial shear modulus, t b the bond thickness and E0 and t0 the adherend axial modulus and thickness. Because sinh(3) ≈ 10, this amounts to a requirement that β bd e A / 2t0 be at least 3, i.e., that the elastic zone length be greater than 6 0t bd / β . Since Ae , is equivalent to the total overlap length, A , minus twice the plastic zone length Ap , then making use of the expression given in Section 6.2.3.4.3 for Ap : Ap = / 2 -1/ d i σ x τ p β bd to where σ x is the nominal adherend loading stress, the criterion for elastic zone length reduces to a criterion for total overlap length corresponding to a lower bound on A which can be stated as A ≥ F H G I K J x p bd + o 4 t σ τ β 6.2.2.7(b) Equation 6.2.2.7(b) for the joint overlap length is the heart of the Hart-Smith approach to durability of bonded joints for cases where adherend failure is enforced over bond failure for static loading, and in which peel stresses are eliminated from the joint design. This type of requirement has been used in several contexts. In Reference 6.2.1(s) for example, it becomes part of the requirement for acceptable void volume, since in this case the voids, acting essentially as gaps in the bond layer, reduce the effective length of the overlap. The criterion has to be modified numerically for joints other than symmetric double lap joints with equal stiffness adherends and uniform thickness. For more sophisticated joint configurations such as step lap joints, the A4EI computer code provides for a step length requirement equivalent to that of Equation 6.2.2.7(b) for simple double lap joints. In addition to creep failures under hot-wet conditions, the joint may fail due to cracking in the bond layer. Johnson and Mall (Reference 6.2.2.7(b)) presented the data in Figure 6.2.2.7(a) which shows the effect of adherend taper angle on development of cracks at ends of test specimens consisting of composite plates with bonded composite doublers, at 106 cycles of fatigue loading; here the open symbols represent the highest load levels that could be identified at which cracks failed to appear, while the solid symbols are for the lowest loads at which cracks just begin to appear. The predicted lines consist of calculated values of applied cyclic stress required to create a total strain energy release rate threshold value, Gth, at the debond tip for a given taper angle. The values of Gth for the two adhesives were experimentally determined on untapered specimens. The angle of taper at the end of the doubler was used to control the amount of peel stress present in the specimen for static loading. It is noted that even for taper angles as low as 5o (left-most experimental points in Figure 6.2.2.7(a)) for which peel stresses are essentially nonexistent for static loading, crack initiation was observed when the alternating load was raised to a sufficient level. A number of factors need to be clarified before the implications of these results are clear. In particular, it is of interest to establish the occurrence of bond cracking at shorter cycling times, say less than 3x105 cycles corresponding to expected lifetimes of typical aircraft. Effects of cycling rate and environmental exposure are also of interest. Nevertheless, the data presented in Reference 6.2.2.7(b) suggests the need for consideration of crack growth phenomena in bonded composite joints. Indeed, a major part of the technical effort that has been conducted on the subject of durability of adhesive joints (see Reference 6.2.2.7(c)-(i) for example) has been based on the application of fracture mechanics based concepts. The issue of whether or not a fracture mechanics approach is valid needs further examination. Apparently, no crack-like failures occurred in the PABST program, which was a metal bonding program, even when brittle adhesives were examined at low temperatures. The amount of effort which has been expended by a number of respected workers on development of energy release rate calculations for bonded joints certainly suggests that there is some justification for that approach, and the results obtained by Johnson and Mall appear to substantiate their need for composite joints in particular