Application of modern aluminium alloys to aircraft

Starke, E.A.

doi:10.1533/9780857090256.3.747

Cited by 74 publications

(43 citation statements)

References 31 publications

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“…Figure 12 shows the evolution of the mean values of ζ as a function of f, for each alloy tested. First of all, these values have been calculated by Equation (2), through the experimental measurement of the shear angle (ϕ). As can be observed from this figure, ζ values (calculated via Equation (2)) have the same trend observed for ϕ, as expected.…”

Section: Shrinkage Factor (ζ)mentioning

confidence: 99%

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Analysis of the Chip Geometry in Dry Machining of Aeronautical Aluminum Alloys

et al. 2017

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Aluminum alloys are widely used in the manufacturing of structural parts for aircraft, frequently in combination with other materials such as CFRP (Carbon Fiber Reinforced Polymer), to form FML (Fiber Metal Laminates) structures (CFRP/Al). The dry machining of these structures presents several problems, some of which are related to chip evacuation, either when machining aluminum alloys as an isotropic material, or during hybridization with composites. In this work, a study of the way in which cutting parameters influence the chip morphology in the dry machining of UNS A97075-T6 (Al-Zn) and UNS A92024-T3 (Al-Cu) alloys, is performed. Thus, different geometric parameters of the chip morphology have been obtained, and their evolution with feed has been analysed. Finally, the different relationships which occur between these geometric parameters and feed, have been obtained. These relationships allow a prediction of the evolution of some of the geometric parameters of the chip, as a function of feed.

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Section: Shrinkage Factor (ζ)mentioning

confidence: 99%

“…Light alloys, especially aluminum alloys, have been traditionally used in the aircraft industry, mainly in the manufacturing of aircraft structural components [1,2]. However, in the last few decades, new materials, such as Carbon Fiber Reinforced Polymers (CFRP), are being used in the manufacturing of these parts [3].…”

Section: Introductionmentioning

confidence: 99%

Analysis of the Chip Geometry in Dry Machining of Aeronautical Aluminum Alloys

et al. 2017

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“…sciENcE aNd tEchNology to these reasons, FSW has been classified as a key technology in the production of airplane fuselages and wings [15,32]. The list of material used in aircraft skins is primarily populated by aluminum alloys [4,23,30]. Aluminum alloys, especially 2xxx and 7xxx series are difficult to weld because of their weak solidification and porosity in the joint area.…”

Section: Introductionmentioning

confidence: 99%

The effect of tool wear on the quality of lap joints between 7075 t6 aluminum alloy sheet metal created with the FSW method

Burek¹,

Wydrzyński²,

Sęp³

et al. 2018

Eksploatacja i Niezawodność – Maintenance and Reliability

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The article concerns the issues of tool wear effect on the quality of a friction stir welding joint quality. The experiment used aluminum alloy 7075 T6 sheet metal, which is used primarily in the aerospace industry. 1.0mm and 0.8mm thick lap joints were tested. Tool wear was determined based on multiple readings on a multisensory machine. The tool wear evaluation was done on the basis of a static tensile strength test and metallographic sections of the joints. The pin of the tool works in more demanding conditions and is more exposed to friction. This results from tooling operations performed at full depth dive in the jointed material. When also considering the small dimensions of the pin such as the diameter and the great forces occurring in this process, it is easy to see why this element is most susceptible to tool wear. The welding process causes the tool to undergo friction wear, which is the cause of reduced tool dive depth in the jointed material. As a result, it is paramount to constantly control the tool extension to achieve the desired quality parameters of the joint. After creating 200m of joints, a decrease in the strength of joints was observed as well as the repeatability of the results connected to a change in the stirring conditions in the material. The change in joint strength and tool wear is also confirmed in the metallographic analysis, which states that the continued degradation of the tool makes it subject to a decrease in size of the characteristic sizes of the thermoplastic zone that is the main determining factor of the joint strength.

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“…For the past several decades, there has been a considerable amount of research studies devoted to developing aluminum alloy used as structural materials in aircraft, space vehicles, lightweightarmoured carriers, and automotive applications ( Ref 1,2). Agehardenable 7xxx series aluminum alloys are of particular interest because of their superior properties of higher specific strength and toughness, good machinability, and formability (Ref [3][4][5].…”

Section: Introductionmentioning

confidence: 99%

Influence of Aging Treatments on Alterations of Microstructural Features and Stress Corrosion Cracking Behavior of an Al-Zn-Mg Alloy

Rout

Ghosh

2015

J. of Materi Eng and Perform

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7xxx series Al-Zn-Mg-(Cu) alloys have higher strength in their peak-aged (T6) states compared with other age-hardenable aluminum alloys; however, the maximum strength peak-aged state is more susceptible to stress corrosion cracking (SCC) which leads to catastrophic failure. The over-aged (T7) temper with 10-15% lower strength has higher resistance to SCC requiring oversized structural aerospace component applications. The medium-strength AA7017 Al-Zn-Mg weldable alloy without Cu is also prone to SCC under certain environmental conditions. In the present investigation, the SCC behaviors of an AA7017 Al-Zn-Mg alloys of different tempers have been assessed. Specific aging schedules have been adapted to an AA7017 alloy to produce various tempers, e.g., under-, peak-(T6), over-(T7), and highly over-aged tempers. Artificial aging behavior of the AA7017 alloy has been characterized by hardness, electrical conductivity measurements, x-ray diffraction, differential scanning calorimetry, and electrochemical studies. Slow strain rate test technique was used to assess the SCC behaviors of the AA7017 alloys of under-, T6, T7, and highly over-aged tempers in 3.5 wt.% NaCl solution at free corrosion potential (FCP) and at applied anodic potential, as well. Results revealed that the AA7017 alloy tempers are not susceptible to SCC in 3.5 wt.% NaCl solution at FCP, but severely damaging to SCC at applied anodic potentials. Microstructural features, showing a non-recrystallized grain structure and the presence of discrete, widely spaced, not-interconnected g precipitates at the grain boundaries, are the contributive factors by virtue of which the alloy tempers at FCP did not exhibit SCC. However, the applied anodic potential resulted in rapid metal dissolution from the grain boundary region and led to SCC. The local anodic dissolution (LAD) is believed to be the associated SCC mechanism.

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Application of modern aluminium alloys to aircraft

Cited by 74 publications

References 31 publications

Analysis of the Chip Geometry in Dry Machining of Aeronautical Aluminum Alloys

Analysis of the Chip Geometry in Dry Machining of Aeronautical Aluminum Alloys

The effect of tool wear on the quality of lap joints between 7075 t6 aluminum alloy sheet metal created with the FSW method

Influence of Aging Treatments on Alterations of Microstructural Features and Stress Corrosion Cracking Behavior of an Al-Zn-Mg Alloy

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