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m Signing comment by 82.34.118.67 - "→The difficulties encountered when building the Valiant: " |
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::::Wing to Fuselage Connections, Floor Structure,Fuselage Skin Splices,Fuselage Axially Loaded Members, Fuselage Shear Webs,Fuselage Structure from FS 580 - 812
::::other parts are safe-life e.g U/C or damage tolerant e.g Wing <span style="font-size: smaller;" class="autosigned">— Preceding [[Wikipedia:Signatures|unsigned]] comment added by [[Special:Contributions/82.34.118.67|82.34.118.67]] ([[User talk:82.34.118.67|talk]]) 13:33, 14 August 2014 (UTC)</span><!-- Template:Unsigned IP --> <!--Autosigned by SineBot-->
::::The trouble with British Aircraft pre 1956 (including the Valiant) was the double whammy of building aircraft with a design method that could not guarantee safety in a catastrophic failure [Safe Life] with materials [like DTD683] that could fail catastrophically. This fact was coupled with the fact that not all the metallurgical data was known when these aircraft entered service, for example it wasn't known until 1968 (4 years after the Valiant was scrapped) that for DTD 683, water or water vapour increased crack growth rates by a factor of 10. This was due to the Oxygen in the water rapidly oxidising the "fresh" aluminium at the crack tip releasing Hydrogen at high pressure which was enough to cause the crack to grow exposing more un-oxidised aluminium so producing more high pressure hydrogen and so on, in an auto-catalytic process.
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