AME 3 End of Unit

Correct Answer: D) Beach marks and striations

• Explanation: Fatigue fractures typically exhibit characteristic features on the fracture surface known as beach marks and striations. Beach marks are concentric, curved lines that represent the progression of the crack front during each loading cycle. Striations are fine, parallel lines that indicate the advance of the crack front on a microscopic level during each cycle. These features are key indicators of fatigue failure, showing how the crack propagated over time due to repeated stress.

Incorrect Options:

A) Smooth and mirror-like

• Explanation: A smooth and mirror-like surface is more typical of a fracture that occurs due to a sudden, rapid failure, such as in brittle fracture or when the material breaks cleanly under static loading. Fatigue fractures, however, are caused by repeated loading over time, leading to distinctive surface features like beach marks and striations, not a polished, mirror-like appearance.

B) Brittle and jagged

• Explanation: A brittle and jagged surface is usually associated with brittle fracture, where the material fails suddenly with little to no plastic deformation. This type of fracture occurs under high stress and at low temperatures, where the material cracks in a rough, uneven manner. Fatigue fractures, in contrast, develop over time and have more subtle and organized surface features like beach marks and striations.

C) Chevron-shaped markings

• Explanation: Chevron-shaped markings are typically associated with fast fracture in brittle materials, particularly in fracture toughness tests or in materials that fail suddenly. These markings point towards the origin of the crack and are not characteristic of fatigue failure. Fatigue fractures are identified by the gradual crack growth features such as beach marks and striations, rather than chevron patterns.

Correct Answer: A) Tensile Test and Impact Test

• Explanation:
  1. Tensile Test: This test measures the material's strength and ductility by applying a uniaxial tensile load until the sample breaks. It provides critical data on the material's ultimate tensile strength, yield strength, and elongation, which are essential for determining its suitability for structural applications like a propeller shaft.
  2. Impact Test (Charpy Test): This test assesses the material's toughness and its ability to absorb energy during sudden impacts or shock loads. It is crucial for understanding how the material will perform under dynamic conditions and helps ensure that it won't become brittle or fail under operational stresses.

Incorrect Options:

B) Hardness Test and Ultrasonic Test

• Explanation:
  1. Hardness Test: Measures the material's resistance to indentation but does not provide information on the material's strength or ductility. While hardness testing is useful for initial material screening, it is not considered a comprehensive destructive test for assessing suitability for critical components like propeller shafts.
  2. Ultrasonic Test: This is a non-destructive testing method used to detect internal defects and measure thickness but does not involve destructively testing the material. It is not used to assess the fundamental mechanical properties of the material.

C) Fatigue Test and Magnetic Particle Test

• Explanation:
  1. Fatigue Test: This test assesses how the material withstands repeated cyclic loading over time, which is critical for understanding fatigue performance. However, it is not typically a standard destructive test performed specifically for initial acceptance by classification societies for propeller shafts.
  2. Magnetic Particle Test: This is a non-destructive testing method used to detect surface and near-surface cracks in ferromagnetic materials. It is not a destructive test and is used for defect detection rather than assessing material properties.

D) Charpy Test and Dye Penetrant Test

• Explanation:
  1. Charpy Test (Impact Test): This test is appropriate for assessing toughness and is correctly included. However, it is only one of the necessary destructive tests.
  2. Dye Penetrant Test: This is a non-destructive testing method used to detect surface cracks by applying a liquid dye to the surface of the material. It is not a destructive test and is used for detecting surface defects rather than assessing material strength or toughness.

Correct Answer: A) By using vibration dampeners or isolators to minimize vibrations during storage or transportation.

• Explanation: False brinelling occurs due to vibrations that cause small movements of the rolling elements against the raceways when the bearing is stationary. To reduce false brinelling, the most effective method is to minimize or eliminate these vibrations during storage or transportation. Using vibration dampeners or isolators helps absorb and reduce the impact of external vibrations, preventing the small, repeated movements that lead to false brinelling.

Incorrect Options:

B) By increasing the operational load on the bearing to prevent false brinelling.

• Explanation: Increasing the operational load might actually cause other types of damage, such as true brinelling, where excessive load leads to permanent indentations. False brinelling occurs when the bearing is not in use, so increasing the load during operation does not address the root cause of false brinelling, which is vibration while the bearing is stationary.

C) By applying excessive lubrication to the bearing to create a thicker film between the rolling elements and raceways.

• Explanation: While proper lubrication is important for bearing operation, excessive lubrication does not prevent false brinelling. False brinelling is caused by vibration-induced movements, not by lack of lubrication. In fact, excessive lubrication can lead to other issues, such as increased friction or overheating, without addressing the vibration problem.

D) By storing bearings in a vertical position to prevent any contact between rolling elements and raceways.

• Explanation: Storing bearings in a vertical position does not prevent contact between rolling elements and raceways. Bearings are designed to have rolling elements in contact with the raceways. The key issue in false brinelling is not the static contact but the movement caused by vibrations, which would not be resolved by simply changing the storage orientation.

Correct Answer: A) A numerical value used to account for uncertainties in material properties and loading conditions, ensuring that structures can support loads beyond the maximum expected loads.

• Explanation: The safety coefficient (or factor of safety) is a design principle that provides a margin of safety by ensuring that structures or components can support loads well beyond the maximum expected loads. This accounts for uncertainties such as variations in material properties, inaccuracies in load predictions, and potential future conditions. The safety coefficient ensures that even if the actual loads exceed the expected values, the structure will still remain safe and functional.

Incorrect Options:

B) A measure of the material's ultimate strength compared to its yield strength, ensuring that the material remains within its elastic deformation limits.

• Explanation: This option describes the concept of yield strength and ultimate strength, which are properties used to assess material performance under stress. However, it does not define the safety coefficient or factor of safety, which involves a broader consideration of uncertainties and design margins.

C) A ratio of the actual load on a structure to the maximum load it can safely carry, used to determine the minimum thickness of structural components.

• Explanation: This option describes a specific use of the factor of safety in determining component thickness but is not a complete definition of the safety coefficient. The safety coefficient is not merely a ratio but a general design principle used to ensure overall safety by accounting for uncertainties and variations.

D) A factor applied to the design life of a component, ensuring that the component lasts beyond its expected operational life.

• Explanation: This option describes a concept related to design life and durability but does not define the safety coefficient. The factor of safety is more concerned with load-bearing capacity and structural integrity rather than the component’s expected operational life.

Correct Answer: A) Permanent deformation of the raceway surface due to excessive load, resulting in indentations from the rolling elements.

• Explanation: Brinelling is a form of damage in ball race bearings characterized by permanent indentations or deformation on the raceway surfaces. This occurs when the bearing is subjected to excessive loads, causing the rolling elements (balls or rollers) to create indentations on the raceways. This deformation affects the bearing’s performance and can lead to noise, vibration, and premature failure.

Incorrect Options:

B) Corrosion of the bearing surfaces caused by exposure to moisture and contaminants.

• Explanation: This describes corrosion, which is different from brinelling. Corrosion occurs when moisture and contaminants lead to the deterioration of the bearing surfaces, but it does not involve the permanent deformation or indentations associated with brinelling.

C) Wear of the bearing surfaces due to inadequate lubrication over time.

• Explanation: This describes wear, which is a gradual removal of material from the bearing surfaces due to friction and inadequate lubrication. While wear can affect bearing performance, it is not specifically characterized by the indentations resulting from brinelling.

D) Formation of excessive heat within the bearing assembly due to high-speed operation.

• Explanation: This describes thermal issues, which can lead to overheating in bearings. Excessive heat can cause various problems, but it does not involve the indentations or permanent deformation characteristic of brinelling.

Correct Answer: B) 2.0

• Explanation: A typical safety coefficient (factor of safety) of 2.0 is commonly used in marine engineering for components like propeller shafts. This means that the propeller shaft is designed to support twice the maximum expected load. This safety margin accounts for uncertainties in material properties, manufacturing variations, and operational conditions, ensuring reliable performance and safety.

Incorrect Options:

A) 1.5

• Explanation: A safety coefficient of 1.5 is relatively low and may not provide sufficient margin for high-stress components like propeller shafts in superyachts, which are subjected to dynamic and variable loads. Such a low safety factor is more common in less critical applications where the risks are lower and the load conditions are more predictable.

C) 3.0

• Explanation: A safety coefficient of 3.0 is quite high and is often used in more critical or less predictable applications where the risks are greater. While it provides a substantial margin of safety, it is generally more than necessary for a propeller shaft on a superyacht, potentially leading to over-engineering and increased costs without proportional benefits.

D) 4.0

• Explanation: A safety coefficient of 4.0 is unusually high for propeller shafts in superyachts. Such a high safety factor is typically reserved for extremely critical components or conditions with significant uncertainties. Using a factor of safety this high might be excessive for the propeller shaft, leading to unnecessary costs and weight.

Correct Answer: A) Surface wear on the raceway caused by vibration and relative motion between stationary rolling elements and raceways when the bearing is not rotating.

• Explanation: False brinelling refers to surface wear or indentations on the raceway of a ball race bearing that occurs due to vibration and relative motion between the rolling elements and raceways when the bearing is stationary. This type of wear happens when bearings are subjected to vibrations while not in operation, leading to localized surface damage that resembles brinelling but occurs without the bearing actually rotating under load.

Incorrect Options:

B) Corrosion of the bearing surfaces due to exposure to moisture and contaminants.

• Explanation: This describes corrosion, not false brinelling. Corrosion involves the deterioration of the bearing surfaces due to environmental factors like moisture and contaminants, but it is a different type of damage compared to the wear caused by vibration associated with false brinelling.

C) Permanent deformation of the raceway surface due to excessive load, resulting in indentations from the rolling elements.

• Explanation: This describes brinelling, not false brinelling. Brinelling is caused by excessive loads and results in permanent indentations on the raceway, which is different from false brinelling that occurs due to vibration while the bearing is stationary.

D) Formation of excessive heat within the bearing assembly due to high-speed operation.

• Explanation: This describes thermal issues, such as overheating due to high-speed operation. While excessive heat can affect bearings, it does not involve the specific wear patterns associated with false brinelling.

B. The hull experiences repeated cycles of loading and unloading due to wave action.

Fatigue stress occurs when a material is subjected to repeated cycles of loading and unloading. In a vessel, the constant motion of waves causes the hull to flex and bend, creating these cycles of stress. Over time, this can lead to cracks and structural failure if not properly addressed.

Why the other answers are incorrect:

• A. The hull is subjected to constant, static pressure from the water. This describes hydrostatic pressure, not fatigue stress. Fatigue is caused by cyclic loading.
• C. The hull is only affected by fatigue when grounded. Fatigue occurs due to repeated loading and unloading, which happens continuously while a vessel is in the water, not just when grounded.
• D. Fatigue stress does not occur in modern vessel hulls. This is incorrect. Fatigue is a real and significant issue in vessel design and maintenance.

Fatigue stress is specifically caused by the repeated loading and unloading of the hull structure due to wave action.

Correct Answer: A) Corrosion, Overheating, Vibration Fatigue

• Explanation:
  1. Corrosion: Copper pipes can suffer from corrosion due to exposure to various chemicals, including those in the engine coolant. Corrosion can lead to thinning of the pipe walls and eventual failure.
  2. Overheating: Excessive temperatures can cause copper pipes to weaken or deform. Overheating may result from issues such as coolant flow problems or inadequate cooling capacity, leading to premature pipe failure.
  3. Vibration Fatigue: Engine components can generate vibrations that, if not properly managed, can lead to fatigue and eventual failure of copper pipes. Vibration fatigue occurs when pipes are subjected to repeated stress cycles that cause them to crack or break.

Incorrect Options:

B) Freezing, Electrical Interference, Chemical Contamination

• Explanation:
  1. Freezing: Freezing is more relevant to water systems or systems where coolant can solidify. Copper pipes in engine cooling systems are typically designed to handle high temperatures, and freezing is not a common issue.
  2. Electrical Interference: Electrical interference is not a common cause of failure for copper pipes in cooling systems. While electrical issues can affect various components, they do not typically impact the integrity of copper pipes.
  3. Chemical Contamination: While chemical contamination can affect pipe performance, it is less specific to copper pipes compared to other factors. This option does not fully encompass the typical causes of premature failure.

C) Improper Sizing, Poor Insulation, Excessive Pressure

• Explanation:
  1. Improper Sizing: Although improper sizing can affect the performance of a cooling system, it is not a direct cause of premature failure of copper pipes themselves. It more commonly impacts system efficiency.
  2. Poor Insulation: Poor insulation might lead to thermal inefficiencies but is not a primary cause of premature copper pipe failure. Insulation issues generally affect heat retention rather than causing pipe damage.
  3. Excessive Pressure: While excessive pressure can cause damage, copper pipes are typically designed to handle a range of pressures. This factor alone is not as critical in causing premature failure as the specific factors listed in the correct answer.

D) Inadequate Flow Rate, Mechanical Stress, High Humidity

• Explanation:
  1. Inadequate Flow Rate: While inadequate flow rate can affect cooling efficiency, it is less likely to be a direct cause of copper pipe failure. It affects system performance rather than causing pipe damage.
  2. Mechanical Stress: Mechanical stress can contribute to pipe damage, but vibration fatigue is a more specific and common issue in engine cooling systems. Mechanical stress alone does not fully cover the typical causes of premature failure.
  3. High Humidity: High humidity does not typically affect copper pipes in cooling systems directly. It is more relevant to issues like corrosion in certain environments but is not a primary cause of pipe failure.

Correct Answer: A) Ultrasonic Testing, Magnetic Particle Testing, Dye Penetrant Testing, X-ray Inspection

• Explanation:
  1. Ultrasonic Testing: Uses high-frequency sound waves to detect internal flaws or cracks in a material. This method is effective for detecting subsurface cracks and provides information about the depth and size of the defect.
  2. Magnetic Particle Testing: Involves applying a magnetic field to ferromagnetic materials and using magnetic particles to detect surface and near-surface cracks. The particles cluster around the defects, making them visible under a magnetic field.
  3. Dye Penetrant Testing: Applies a liquid dye to the surface of a material. After a certain dwell time, excess dye is removed, and a developer is applied to make any surface cracks visible by drawing out the dye from the cracks.
  4. X-ray Inspection: Uses X-rays to penetrate the material and create an image on a detector or film, allowing the detection of internal cracks and voids. This method provides detailed information about the internal structure of the material.

Incorrect Options:

B) Visual Inspection, Tensile Testing, Ultrasonic Testing, Magnetic Particle Testing

• Explanation:
  1. Visual Inspection: While essential for initial assessments and detecting visible cracks, it is not classified as a non-destructive testing (NDT) method in the same sense as the other methods listed, which provide more detailed and systematic crack detection.
  2. Tensile Testing: Measures a material’s mechanical properties by applying a uniaxial load until failure, but it is not used for crack detection. It assesses overall strength rather than identifying cracks.

C) Dye Penetrant Testing, Hardness Testing, X-ray Inspection, Visual Inspection

• Explanation:
  1. Hardness Testing: Determines the hardness of a material by measuring its resistance to indentation, not for detecting cracks. It evaluates material properties rather than detecting flaws.
  2. Visual Inspection: As previously mentioned, it is a preliminary method and not considered a detailed NDT technique for systematic crack detection.

D) Magnetic Particle Testing, Compression Testing, Dye Penetrant Testing, Ultrasonic Testing

• Explanation:
  1. Compression Testing: Measures the material's behavior under compressive loads but does not detect cracks. It is used to assess strength and deformability rather than identifying defects.

Correct Answer: C) Cyclic Loading Testing

• Explanation: Fatigue testing involves subjecting a material to repeated cycles of loading and unloading, which mimics the real-world conditions where components experience fluctuating stresses. Over time, even if the applied stress is below the material's ultimate tensile strength, these repeated cycles can lead to the formation of cracks and eventual failure. The primary goal of fatigue testing is to determine how many cycles a material can withstand before it fails, which is known as its fatigue life.

Incorrect Options:

A) Static Load Testing

• Explanation: Static load testing involves applying a constant load to the material until it fractures, which is different from the fluctuating stresses involved in fatigue testing. This test measures the material's strength under a steady load, not its resistance to fatigue from repeated stresses.

B) Tensile Testing

• Explanation: Tensile testing involves stretching the material until it breaks, measuring its ultimate tensile strength and elongation. While it assesses the material's ability to withstand a one-time application of force, it doesn't evaluate how the material responds to repeated stress cycles, which is the focus of fatigue testing.

D) Impact Testing

• Explanation: Impact testing assesses the material's toughness by subjecting it to a sudden force or impact, measuring its ability to absorb energy before fracturing. This test is useful for understanding a material's behavior under sudden loads, but it doesn't provide information about the material's performance under repeated cyclic loading, which is essential for fatigue failure analysis.

Correct Answer: A) A hardened steel or carbide ball is pressed into the material's surface under a specific load, and the diameter of the indentation is measured to calculate hardness.

• Explanation: The Brinell hardness test involves pressing a hardened steel or carbide ball into the material's surface under a specified load. After the load is applied and then removed, the diameter of the indentation left on the surface is measured. The Brinell hardness number (BHN) is calculated using the applied load and the diameter of the indentation. This method is commonly used for testing materials like metals to determine their hardness, especially when dealing with materials that may have a coarse or uneven grain structure.

Incorrect Options:

B) A diamond pyramid indenter is pressed into the material's surface, and the diagonal length of the indentation is measured to calculate hardness.

• Explanation: This describes the Vickers hardness test, not the Brinell hardness test. The Vickers test uses a diamond pyramid indenter, and the hardness is calculated based on the diagonal length of the indentation. While it also measures hardness, the method and the indenter used differ from those in the Brinell test.

C) A conical indenter is pressed into the material's surface, and the depth of penetration is measured to determine hardness.

• Explanation: This describes the Rockwell hardness test, not the Brinell hardness test. The Rockwell test uses a conical indenter (often a diamond cone) and measures the depth of penetration under a specific load to determine hardness. This method differs in both the indenter used and the measurement technique from the Brinell test.

D) A sharp edge is dragged across the material's surface to create a scratch, and the resistance to scratching is measured to determine hardness.

• Explanation: This describes the scratch hardness test (such as the Mohs hardness test), not the Brinell hardness test. The scratch test measures the resistance of a material to being scratched by a sharp edge, which is a different way of assessing hardness compared to the indentation methods used in the Brinell, Vickers, and Rockwell tests.