Metals

Class Objectives
Recognize the different types of metals used in aircraft and where they y are used Recognize that product form and heat treatment are directly related to material properties Develop D l ab basic i understanding d di of f the h relationship l i hi between materials properties and design properties and values

Design and Analysis of Aircraft Structures

11-2

Wrought Products
Rolled Sheet and plate Shapes (BAC 1490 and so forth) Bar, rod, wire

Extruded Shapes p and bar

Cast billet

Drawn Tubing and wire

Forged Block Die forgings

Design and Analysis of Aircraft Structures
11-3

Cast Products

Risers Cope

Sprue Flask Gate Part Drag Core

Sand Permanent mold Investment Die castings

Design and Analysis of Aircraft Structures

11-4

Sheet and Plate

ST L LT

Design and Analysis of Aircraft Structures

11-5

Sheet and Plate (continued)

Cast ingot

Thermal homogenization

Scalp billet

Roll

Inspect, pack, ship Stretcher stress relieve Solution heat treat

Design and Analysis of Aircraft Structures
11-6

Precipitation strengthening (aging)

Extrusions

ST

L Area with ST properties LT ST L

LT

Design and Analysis of Aircraft Structures

11-7

Extrusions (continued)

Extruded shape

Die Ram

Billet Die Ram

Billet

Extruded shape

Direct Extrusion Process

Design and Analysis of Aircraft Structures

Indirect Extrusion Process

11-8

Forgings

Grain flow lines

L LT

Plane of parting line

ST

Die Forging Cross Section

Design and Analysis of Aircraft Structures

11-9

Forgings (continued)

Forging steps

Extruded billet

P f Preform

Blocker

Finisher

Design and Analysis of Aircraft Structures

11-10

Castings

Trimmed Casting (Aluminum Alloy C355)

Design and Analysis of Aircraft Structures

11-11

Castings and Forgings are Viable Alternatives to Hogouts

Forging Casting Hogout

Design and Analysis of Aircraft Structures

11-12

Forging
Advantages
M Material t i l stronger t d due t to grain i flow (longitudinal properties around bends and fillets), higher allowables because of reduced cross section of starting stock Machining time reduced (or eliminated for many precision forgings) Unit price less than hogout in many cases

Disadvantages
Ch Changes t to configuration fi ti can be costly Fay y surfaces and bores, , threads, and more may require subsequent machining

Design and Analysis of Aircraft Structures

11-13

Casting
Advantages
C Complex l configurations fi ti are created once in the pattern or mold, and come free in the final product by the simple act of pouring molten metal Hollow features or internal passageways possible Almost always the least expensive method

Disadvantages
C Cast t material t i l allowables ll bl not t as high as wrought material Changes g to configuration g can be costly

Design and Analysis of Aircraft Structures

11-14

Hogout
Advantages
Precision P i i t tolerances l available il bl Minor configuration changes do not affect tooling g Short cycle times possible, high-speed machine centers reduce d spindle i dl ti time Least costly for small order base parts p

Disadvantages
Hi High h material t i l waste t in i the th form of chips Complex p configurations g with many setups very costly, no hollow features

Design and Analysis of Aircraft Structures

11-15

Forging Process

Billet

Preform

Finisher
11-16

Design and Analysis of Aircraft Structures

Reduced Cross Section of Starting Stock

Hand Forgings Form blocks, disks, cylinders, g by y flat die. and rings No Draft Forging Thinner web and rib, higher rib than conventional-type forgings. Up to rib thickness/height ratio 1/23. Without draft angle g on rib wall.

Precision forging

Conventional forging

Hand forging

P/L of conventionalconventional and blocker-type forging Blocked forging

P/L of no draft forging Blocker- and conventional-type Forgings Permit some amount of excess thickness and 3 to 10 draft angle to final shape of parts

Design and Analysis of Aircraft Structures

11-17

Break-Even Point Represents Return on Investment

10,000 9 000 9,000 8,000 Tota al cost/part t, $ 7,000 6,000 5,000 4,000 3,000 2,000 1 000 1,000 0 0 25 50 75 100 125 150 175 200 Production quantities
Design and Analysis of Aircraft Structures
11-18

Precision forging break-even point H Hogout t

Precision

Very Large Parts Require Forgings

Design and Analysis of Aircraft Structures

11-19

Benefits
Cost savings

Weight reduction

Reduced parts

More rigid g structure Fewer components p and easier to assemble

Design and Analysis of Aircraft Structures
11-20

Aluminum Alloys
Miscellaneous 1% C Composite it 11% Titanium 7%

Steel 11%

Aluminum 70%

777 Model
Design and Analysis of Aircraft Structures
11-21

777 Aluminum Alloy Applications

Lower skin 2324 and stringers 2224

Lower spar chords 2224

Pressurized skin 2524 Unpressurized skin 7075 Frames, stringers Frames 7075 and 7150 Upper skins and stringers 7055

Keel beam chords 7150 Upper pp spar p chords 7150

Design and Analysis of Aircraft Structures

11-22

Material Designation for Wrought Aluminum Alloys

7075
Major alloy element Assigned when the alloy is registered Modification of the original alloy
Design and Analysis of Aircraft Structures
11-23

Material Designation for Wrought Aluminum Alloys (continued)

Alloy Family 1XXX 2XXX 3XXX 4XXX 5XXX 6XXX 7XXX

Major Alloying Element Unalloyed aluminum Copper Manganese Silicon Magnesium Magnesium and silicon Zinc

Design and Analysis of Aircraft Structures

11-24

Material Designation for Cast Products

A356 0 A356.0
Modification alloy designator Alloy group Ingot identifier Alloy registration
Design and Analysis of Aircraft Structures
11-25

Material Designation for Cast ProductsMajor Groups

1XX.X, aluminum (99.00% pure) 2XX.X, copper 3XX.X, silicon, with additions of copper, magnesium 4XX.X, silicon 5XX.X, magnesium 6XX.X, unused series of numbers 7XX X zinc 7XX.X, inc 8XX.X, tin

Design and Analysis of Aircraft Structures

11-26

Aluminum Alloy Temper Designations

7075 T6 7075-T6
Material designation Temper designation
Design and Analysis of Aircraft Structures
11-27

Aluminum Alloy Temper Designations

D i Designation ti O W F HXX TXXXXX

C diti Condition Annealed Solution treated and quenched (unstable) As fabricated Strain hardened Heat treated

Design and Analysis of Aircraft Structures

11-28

Common TXX Tempers

T3 T4 T6 T73 Solution treat, cold work, natural aged Solution treat, naturally aged Solution treat, artificially aged (peak aged) Solution treat, artificially over-aged for corrosion resistance

T81 Artificially aged after T3

Design and Analysis of Aircraft Structures

11-29

Stress-Relieved Tempers Reduce Distortion in Wrought Products

Accomplished by stretching (after solution heat treatment)
For plate and rolled bar: TX51 For extrusions: TX510 or TX511

Accomplished by compressive deformation (after SHT)

For forgings (hand, die, block): TX52

-T6 511
Standard heat-treat designation. Material has been stress relieved after quench and before aging. Indicates minor straightening after stretching to meet straightness and flatness tolerances. This digit is 0 if no straightening is allowed after stretching. Material was stretched to accomplish stress relief. This digit is 2 when compressive methods are used.

Design and Analysis of Aircraft Structures

11-30

Ferrous Alloys
Miscellaneous 1% C Composite it 11% Titanium 7%

Steel 12%

Aluminum 70%

777 Model
Design and Analysis of Aircraft Structures
11-31

Typical Ferrous Alloy Application

Midspar fitting fitting, aft engine mount

Inboard flap linkages

Main landing gg gear Slat tracks Nose landing gear

Design and Analysis of Aircraft Structures

11-32

Classification of Ferrous Alloys

Carbon steels Alloy steels Ultra-high-strength steels Stainless steels Austenitic Ferritic Martensitic Precipitation-hardened

Design and Analysis of Aircraft Structures

11-33

Material Designation for Carbon and Alloy Steel

4340
Primary alloying elements (Ni, Cr, Mo) Percent carbon in tenths (0.40)
Design and Analysis of Aircraft Structures
11-34

Material Designation for Austenitic, Martensitic, or Ferritic Stainless Steels

304
Typeaustenitic Assigned when alloy is registered
Design and Analysis of Aircraft Structures
11-35

Material Designation for Newer, High-Tech Alloys

9Ni 4Co 0 3C 9Ni-4Co-0.3C

Nickel-cobalt alloy with approximately 9% Ni, 4% Co, and 0.3% C
Design and Analysis of Aircraft Structures
11-36

Material Designation for Some PrecipitationHardening Stainless Steels

15 5PH 15-5PH
Cr content (15%) Ni content (5%) Precipitation hardening
Design and Analysis of Aircraft Structures
11-37

Usable Strength Ranges

Strength range (ksi) Alloy 125-145 4130 4140 4340 4330M 9Ni-4Co-0.20C 9Ni-4cO-0.30C 300M 4340M AerMet 100 15-5PH 17-4PH 17-7PH PH15 7Mo PH15-7Mo PH13-8Mo X X X ------------X X ------150-170 X X X X ----------X X X ----160-180 ----X ------------X X ------180-200 X X X X X --------X X X X X 200-220 ------X ------------------X 220-240 ------X --X ----------------275-300 ------------X X X ----------11-38

Design and Analysis of Aircraft Structures

Titanium Alloys
Miscellaneous 1% C Composite it 11%

Titanium 6%
Steel 11%

Aluminum 70%

777 Model
Design and Analysis of Aircraft Structures
11-39

Typical Titanium Alloy Application

Core cowl and thrust reverser hinge fittings Precooler hinge fittings Forward upper link fitting (GE engine only) Inboard flap support links (2 places)

Elevator actuator fittings (3 places) APU firewall

Windowsill and p posts Outboard flap support links (4 places)

Hydraulic tubing Main landing gear-actuator support fitting (2 places) Forward landing-gear trunnion bearing housing Springs

Design and Analysis of Aircraft Structures

11-40

Alpha Titanium Alloys

Commercially pure titanium
25 to 70 ksi ( (annealed condition) ) Pneumatic ducts, door thresholds

Ti-6Al-2Sn-4Zr-2Mo
130 ksi k i (annealed ( l d condition) diti ) Structure exposed to high temperature

Design and Analysis of Aircraft Structures

11-41

Alpha-Beta Titanium Alloys

Ti-3Al-2.5V
125 ksi (cold worked and stress relieved) Hydraulic tubing

Ti-6Al-4V
Structural fittings: 120 to 135 ksi (annealed condition) Fasteners: 160 ksi (solution-treated and aged-condition)

Design and Analysis of Aircraft Structures

11-42

Beta Titanium Alloys

Ti-10V-2Fe-3Al
170 ksi (solution treated and aged condition) Structural fittings up to 3 in thick

Ti-15V-3Cr-3Al-3Sn
150 ksi (solution-treated and - age condition) Formed sheet, castings, pneumatic ducts

Ti-3Al-8V-6Cr-4Mo-4Zr
More than 180 ksi ( (solution treated and - aged g condition) ) Springs (tension and compression)

Design and Analysis of Aircraft Structures

11-43

Critical Requirements for Component Design

Wing Lower Surface Skin (2xxx plate) Stringer (2xxx extr) Damage tolerance, fatigue Fatigue, damage tolerance, tension strength

U Upper surface f Skin (7xxx plate) Stringer (7xxx extr) Compression strength, damage tolerance Compression strength

Ribs Shear-tied (7xxx plate) Intermediate (7xxx sheet) Shear strength Stiffness, shear Stiffness shear, strength

Fuselage Monocoque Skin (2xxx sheet) Stringer (7xxx sheet) Frames (7xxx sheet) Floors Beams (extrusion, sheet) Seat track Static strength, corrosion resistance Static strength, corrosion resistance Fatigue, damage tolerance, corrosion resistance Fatigue, compression strength Stiffness, fatigue, compression strength

Stabilizer Lower Surface Skin (7xxx plate) Stringer (2xxx extrusion) Static strength Corrosion resistance, static strength

Upper Surface Skin (2xxx plate) Stringer (2xxx extrusion) Tension strength, damage tolerance Tension strength Fin Skin (7xxx plate) Stringer (7xxx extrusion Compression strength, damage tolerance Compression strength

Design and Analysis of Aircraft Structures

11-44

Critical Material Properties

Design Property Static strength Tension Fty, Ftu, Fbru OHT, FHT, NT Structure must remain elastic to limit load and carry Ultimate Load. For composite materials, manufacturing flaws and Barely Visible Impact Damage (BVID) must be included Fcy, Ec OHC, FHC, NC Fty small hole out OHT open hole tension Ftu large hole out FHT filled hole tension Fbru Joint strength NT notched tension Fcy short columns Ec long columns OHC open hole compression FHC filled hole compression NC notched compression Ftu45, Fty45 thin web Ftu45 Fsu thick web NT notched tension NC notched compression Criteria Property Critical Material Property Property Evaluation

Compression

Shear

Ftu, Fty, Ftu Fty Fsu NC, NT

Durability Fatigue Design service objective with high level of reliability Corrosion Damage Tolerance Crack Growth Damage must be found before g critical. For composite p becoming material, structure must demonstrate no detrimental growth with visible flaw. Must carry limit load with large damage Fatigue crack growth characteristics CAI compression after impact Inspection intervals & methods Fatigue strength, open hole, notched specimen, low load & high load transfer joint coupons K1scc, SCC threshold and exfoliation rating Low load and high load transfer joint coupons data most reliable for material evaluation For composite, cycling to validate no growth. Heavy reliance on service experience

Residual Strength

Kapp, Fty, elongation H, - Composite fracture toughness CAI

Kapp for low Toughness or wide panels, Fty for high toughness narrow parts Hc for wide panels, CAI for local areas

Weight/Cost Minimize within constraints Density, material costs Fabrication and maintenance costs must be accounted for

Design and Analysis of Aircraft Structures

11-45

Weight Ratio for Structural Failure Modes

Approximate Weight Ratio Failure Mode Wo Wc
Tensile strength Pc Po Crippling strength Pc Po Buckling strength Pc Po Shear strength Pc Po F ty F ty o c o c .50 50 Fcy .50 50 o Fcy c Eo Ec Fatigue performance

Failure Mode

Approximate Weight Ratio Wo Wc

Pc Po Pc Po Eo Ec DFR o DFE c Mo Mc K app K app Pc Po F ty F ty o c

Stiffness

Es Es

o c

Crack growth

Pc Po

F ty 45 o F ty 45 c

Residual strength

Pc Po

Design and Analysis of Aircraft Structures

11-46

Structural Material Usage on Commercial Aircraft (by weight)

100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

17%

13%

12%

14% 11%

82%

81%

78%

80% 70%

Miscellaneous Titanium Composites Steel Aluminum

727

737

757

767

777
11-47

Design and Analysis of Aircraft Structures

Selection of New Alloys on Airbus A380

Design and Analysis of Aircraft Structures

11-48

Development of Material Uses in Airbus in Past 20 Years

Design and Analysis of Aircraft Structures

11-49

New Al-alloys on A380 Wing

Design and Analysis of Aircraft Structures

11-50

Notes
Advanced metalic alloys were developed for B i 787 Boeing GLARE, Aluminum Lithium , laser welded skin/stringer s /st ge panels pa e s (60 (6013), 3), a and d FSW-Friction S ct o Stir St Weldeding are used on Airbus 380

Design and Analysis of Aircraft Structures

11-51

Summary
Develop or select the right alloy for the application S l t the Select th appropriate i t product d t form f Select the proper temper or strength level Consider materials properties and their relevance to performance criteria for a given application Consider how the material and material properties affect product performance and cost (recurring and non-recurring) New materials applications must be thoroughly evaluated prior to design usage

Design and Analysis of Aircraft Structures

11-52