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A serious problem was discovered when two Tu-144S airframes suffered structural failures during laboratory testing just prior to the Tu-144 entering passenger service. Details are included in a chapter in Fridlyander's memoirs and mentioned by Bliznyuk et al. The problem, discovered in 1976, may have been known prior to this testing; a large crack was discovered in the airframe of the prototype Tu-144 (aircraft 68001) during a stopover in Warsaw following its appearance at the 1971 Paris Air Show.
The aircraft was assembled from parts machined from large blocks and panels, many over 19 m (62 ft) long and 0.64 to 1.27 m (2.1 to 4.2 ft) wide. While at the time, this approach was heralded as an advanced feature of the design, it turned out that large whole-moulded and machined parts contained defects in the alloy's structure that caused cracking at stress levels below that which the part was supposed to withstand. Once a crack started to develop, it spread quickly for many metres, with no crack-arresting design feature to stop it. In 1976, during repeat-load and static testing at TsAGI (Russia's Central Aerohydrodynamic Institute), a Tu-144S airframe cracked at 70% of expected flight stress with cracks running many metres in both directions from their origin.
While fatigue cracks of an acceptable length are normal in aircraft, they are usually found during routine inspections or stopped at a crack-arresting feature. Aircraft fly with acceptable cracks until they are repaired. The Tu-144 design was the opposite of standard practice, allowing a higher incidence of defects in the alloy structure, leading to crack formation and propagation to many metres.
On 31 August 1980, Tu-144D (77113) suffered an uncontained compressor disc failure in supersonic flight which damaged part of the airframe structure and systems. The crew was able to perform an emergency landing at Engels-2 strategic bomber base. On 12 November 1981, a Tu-144D's RD-36-51 engine was destroyed during bench tests, leading to a temporary suspension of all Tu-144D flights. One of the Tu-144Ds (77114, a.k.a. aircraft 101) suffered a crack across the bottom panel of its wing.
The aircraft was designed for a 30,000 hour service life over 15 years. Airframe heating and the high temperature properties of the primary structural materials, which were aluminum alloys, set the maximum speed at Mach 2.2.:p.49 15% by weight was titanium and 23% non-metallic materials. Titanium or stainless steel were used for the leading edges, elevons, rudder and the rear fuselage engine-exhaust heat shield.
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AC susceptibility measurements as a function of field amplitude Hac and of frequency show a strong field dependence for a set of synthetic titanomagnetites (Fe3-xTixO4) and for certain basalts from the SOH-1 Hawaiian drill hole and from Iceland. In-phase susceptibility is constant below fields of about 10-100 A/m, and then increases by as much as a factor of two as Hsc is increased to 2000 A/m. Both the initial field-independent susceptibilities and field-dependence of susceptibility are systematically related to composition: initial susceptibility is 3 SI for a single-crystal sphere of TMO (x = 0) and decreases with increasing titanium content; field-dependence is nearly zero for TM0 and increases systematically to a maximum near TM60 (x = 0.6). This field dependence can in some cases be mistaken for frequency dependence, and leaf to incorrect interpretations of magnetic grain size and composition when titanomagnetite is present.
A previous study suggested an association of the single nucleotide polymorphism (SNP) rs72796353 (IVS4+10 A>C) in the NOD2 gene with susceptibility to Crohn's disease (CD). However, this finding has not been confirmed. Given that NOD2 variants still represent the most important predictors for CD susceptibility and phenotype, we evaluated the association of rs72796353 with inflammatory bowel disease (IBD) susceptibility and the IBD phenotype. Genomic DNA from 2256 Caucasians, including 1073 CD patients, 464 patients with ulcerative colitis (UC), and 719 healthy controls, was genotyped for the NOD2 SNP rs72796353 and the three main CD-associated NOD2 mutations rs2066844, rs2066845, and rs2066847. Subsequently, IBD association and genotype-phenotype analyses were conducted. In contrast to the strong associations of the NOD2 SNPs rs2066844 (p=3.51 x 10(-3)), rs2066845 (p=1.54 x 10(-2)), and rs2066847 (p=1.61 x 10(-20)) with CD susceptibility, no significant association of rs72796353 with CD or UC susceptibility was found. However, in CD patients without the three main CD-associated NOD2 mutations, rs72796353 was significantly associated with the development of perianal fistulas (p=2.78 x 10(-7), OR 5.27, [95% CI 2.75-10.12] vs. NOD2 wild-type carriers). Currently, this study represents the largest genotype-phenotype analysis of the impact of the NOD2 variant rs72796353 on the disease phenotype in IBD. Our data demonstrate that in CD patients the IVS4+10 A>C variant is strongly associated with the development of perianal fistulas. This association is particularly pronounced in patients who are not carriers of the three main CD-associated NOD2 mutations, suggesting rs72796353 as additional genetic marker for the CD disease behaviour.
The effect of load interactions on the crack growth velocity of D6AC steel under stress corrosion cracking conditions was determined. The environment was a 3.5 percent salt solution. The modified-wedge opening load specimens were fatigue precracked and subjected to a deadweight loading in creep machines. The effects of load shedding on incubation times and crack growth rates were measured using high-sensitivity compliance measurement techniques. Load shedding results in an incubation time, the length of which depends on the amount of load shed and the baseline stress intensity. The sequence of unloading the specimen also controls the subsequent incubation period. The incubation period is shorter when load shedding passes through zero load than when it does not if the specimen initially had the same baseline stress intensity. The crack growth rates following the incubation period are also different from the steady-state crack growth rate at the operating stress intensity. These data show that the susceptibility of this alloy system to stress corrosion cracking depends on the plane-strain fracture toughness and on the yield strength of the material. 2b1af7f3a8