The adhesive joints used in airframe and wing sections of aircrafts are generally subject to dynamic (fatigue) loading rather than static loading due to environmental conditions. The dynamic loading formed on wing sections of aircraft is generally in the form of fully reversed fatigue. This study experimentally and numerically investigated the lifetimes of single-lap joints (SLJs) of five different adherend thicknesses (2, 3, 4, 5 and 6 mm) – obtained using AA2024-T3 aluminum alloy and Araldite-2015 structural adhesive – under fully reversed bending fatigue loads. Accordingly, before performing fatigue tests, static bending strength tests were carried out on the SLJs to determine the maximum loads to be used for bending fatigue tests and also to evaluate their static performances. Fatigue tests were performed at a loading ratio (R) of −1 and a frequency of 4 Hz. It was determined that the static bending strength of the joints increased by approximately between 43% and 74% with increasing adherend thickness. However, this increase was not the same as the increase in material thickness. In addition, the increased adherend material thickness changed (decreased or increased) the maximum load applied to the joints over infinite cycles (taken to be 2 × 10⁵ cycles). This was because the change in material thickness changed the bending moment formed in the joint and the flexural rigidity of the material.

由于环境条件，用于飞机的机体和机翼部分的粘合接头通常承受动态（疲劳）载荷而不是静态载荷。飞机机翼部分形成的动态载荷通常为完全逆转疲劳的形式。这项研究通过实验和数值研究了五种不同厚度（2、3、4、5和6毫米）（使用AA2024-T3铝合金和Araldite-2015结构胶）获得的单搭接接头（SLJ）的使用寿命，扭转弯曲疲劳载荷。因此，在进行疲劳测试之前，对SLJ进行了静态弯曲强度测试，以确定用于弯曲疲劳测试的最大载荷并评估其静态性能。以-1的负载比（R）和4 Hz的频率进行疲劳测试。可以确定，随着被粘物厚度的增加，接头的静态抗弯强度增加了大约43％至74％。但是，这种增加与材料厚度的增加不同。此外，增加的被粘物材料厚度会改变（减小或增加）无限循环（施加于2×10处）上施加到接头的最大载荷⁵个周期）。这是因为材料厚度的变化改变了在接头中形成的弯矩和材料的抗弯刚度。