This paper presents the results of an extensive investigation into the durability of cold spray repairs to corrosion damage in AA7075-T7351 aluminium alloy specimens where, prior to powder deposition, the surface preparation involved grit blasting. In this context, it is shown that the growth of small naturally occurring cracks in cold spray repairs to simulated corrosion damage can be accurately computed using the Hartman–Schijve crack growth equation in a fashion that is consistent with the requirements delineated in USAF Structures Bulletin EZ-SB-19-01, MIL-STD-1530D, and the US Joint Services Structural Guidelines JSSG2006. The relatively large variation in the da/dN versus ΔK curves associated with low values of da/dN highlights the fact that, before any durability assessment of a cold spray repair to an operational airframe is attempted, it is first necessary to perform a sufficient number of tests so that the worst-case small crack growth curve needed to perform the mandated airworthiness certification analysis can be determined.

MIL-STD-1530D and the United States Air Force (USAF) Structures Bulletin EZ-SB-19-01 require an ability to predict the growth of naturally occurring three-dimensional cracks with crack depths equal to what they term an equivalent initial damage size (EIDS) of 0.254 mm. This requirement holds for both additively manufactured and conventionally built parts. The authors have previously presented examples of how to perform such predictions for additively manufactured (AM) Ti-6Al-4V; wire arc additively manufactured (WAAM) 18Ni 250 Maraging steel; and Boeing Space, Intelligence and Weapon Systems laser bed powder fusion (LPBF) Scalmalloy^®, which is an additively manufactured Aluminium-Scandium-Mg alloy, using the Hartman-Schijve crack growth equation. In these studies, the constants used were as determined from ASTM E647 standard tests on long cracks, and the fatigue threshold term in the Hartman-Schijve equation was set to a small value (namely, 0.1 MPa √m). This paper illustrates how this approach can also be used to predict the growth of naturally occurring three-dimensional cracks in WAAM CP-Ti (commercially pure titanium) specimens built by Solvus Global as well as in WAAM-built Inconel 718. As in the prior studies mentioned above, the constants used in this analysis were taken from prior studies into the growth of long cracks in conventionally manufactured CP-Ti and in AM Inconel 718, and the fatigue threshold term in these analyses was set to 0.1 MPa √m. These studies are complemented via a prediction of the growth of naturally occurring three-dimensional cracks in conventionally built M300 steel.

This paper reviews the fracture mechanics parameters associated with the variability in the crack growth curves associated with forty-two different tests that range from additively manufactured (AM) steels to cold spray additively manufactured (CSAM) 316L steel. As a result of this review, it is found that, to a first approximation, the effects of different building processes and R-ratios on the relationship between ΔK and the crack growth rate (da/dN) can be captured by allowing for changes in the fatigue threshold and the apparent cyclic toughness in the Schwalbe crack driving force (Δκ). Whilst this observation, when taken in conjunction with similar findings for AM Ti-6Al-4V, Inconel 718, Inconel 625, and Boeing Space Intelligence and Weapon Systems (BSI&WS) laser powder bed (LPBF)-built Scalmalloy^®, as well as for a range of CSAM pure metals, go a long way in making a point; it is NOT a mathematical proof. It is merely empirical evidence. As a result, this review highlights that for AM and CSAM materials, it is advisable to plot the crack growth rate (da/dN) against both ΔK and Δκ. The observation that, for the AM and CSAM steels examined in this study, the da/dN versus Δκ curves are similar, when coupled with similar observation for a range of other AM materials, supports a prior study that suggested using fracture toughness measurements in conjunction with the flight load spectrum and the operational life requirement to guide the choice of the building process for AM Ti-6Al-4V parts. The observations outlined in this study, when taken together with related findings given in the open literature for AM Ti-6Al-4V, AM Inconel 718, AM Inconel 625, and BSI&WS LPFB-built Scalmalloy^®, as well as for a range of CSAM-built pure metals, have implications for the implementation and certification of limited-life AM parts.