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1
Petrovic, Zoran. "Corrosion in airframes." Vojnotehnicki glasnik 64, no. 1 (2016): 130–50. http://dx.doi.org/10.5937/vojtehg64-8573.
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2
Cole, Ivan S., P. Corrigan, W. D. Ganther, and Steve C. Galea. "Recent Progress in Intelligent Vehicle Health Monitoring." Key Engineering Materials 558 (June 2013): 357–63. http://dx.doi.org/10.4028/www.scientific.net/kem.558.357.
Повний текст джерелаАнотація:
Boeing, CSIRO and DSTO are collaborating on research into Intelligent Health Monitoring for Aerospace Vehicles (IHMAV). The system has the ability both to predict the probable development of corrosion and to elucidate the environmental factors that are promoting corrosion. The paper discusses the system capabilities, data output including the data derived from previous monitoring programs on B-707. In particular this data established the connection between local microclimate and corrosion events and highlights variations in microclimate and corrosion that can occur for different spaces in an airframe and different airframes.
3
Cajani,, Maurizio. "AGEING AIRFRAMES AND CORROSION MAINTENANCE." Corrosion Reviews 25, no. 3-4 (August 2007): 263–74. http://dx.doi.org/10.1515/corrrev.2007.25.3-4.263.
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Venancio, P. G., R. A. Cottis, R. Narayanaswamy, and J. C. S. Fernandes. "Optical sensors for corrosion detection in airframes." Sensors and Actuators B: Chemical 182 (June 2013): 774–81. http://dx.doi.org/10.1016/j.snb.2013.03.059.
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5
Wanhill, Russell J. H., and Stefanie E. Stanzl-Tschegg. "Short/small fatigue crack growth, thresholds and environmental effects: a tale of two engineering paradigms." Corrosion Reviews 39, no. 2 (March 8, 2021): 165–75. http://dx.doi.org/10.1515/corrrev-2020-0096.
Повний текст джерелаАнотація:
Abstract This paper results from mutual discussions on the review ‘When do small fatigue cracks propagate and when are they arrested?’ in Corrosion Reviews, 2019; 37(5): 397–418. These discussions have arisen from the two engineering paradigms characterizing our fatigue research: (i) an aerospace research and technology remit for metallic airframes, and (ii) a materials science research programme supporting a methodology for steam turbine low pressure (LP) blade operations. In our opinion, this paper is of interest for other investigators of metal fatigue with respect to design requirements, life predictions and assessments. In more detail, the paper considers the fatigue design methodologies for airframes and steam turbine LP blades. This includes short/small fatigue cracks, fatigue crack growth thresholds, high-cycle fatigue (HCF) and very-high-cycle fatigue (VHCF), and the relevance of environmental effects (corrosion and corrosion fatigue).
6
Janardhana, Madabhushi, Charles Davies, Adam Bowler, and David Zemel. "Influence of Advances in Technologies for the Management of Aircraft Structural Integrity within RAAF." Advanced Materials Research 41-42 (April 2008): 455–61. http://dx.doi.org/10.4028/www.scientific.net/amr.41-42.455.
Повний текст джерелаАнотація:
The basic concept of an Aircraft Stuctural Integrity Program is to ensure that airframes are adequately managed to ensure safe operation without catastrophic failure, to maximise fleet availibilty and to minimise cost of ownership. In managing these three aspects, a number of conventional and advanced technologies are being adopted and applied within the RAAF. Composites and bonding technology has been developed and transitioned onto various RAAF aircraft over many years in the form of Bonded Patch Repairs to airframe structures (wing and fuselage). Based upon conventional heat treatment behaviour of aluminium alloys, Retrogressive Re-Ageing technology is being transitioned to minimise stress corrosion cracking. From structural mechanics and FEA technologies, Geometric Shape Optimisation methods have been applied to minimise peak stress thresholds within aged airframe structures. To manage structural degredation (fatigue and corrosion) a number sensor-based monitors are being developed and applied on RAAF aircraft. Finally, using the reliability methodology, a proactive management program to assess the extent of corrosion degradation within a whole aircraft is being instituted. This methodology is being articulated through a new paradigm known as “Environmental Degradation Management System – Tool Box” (EDMS-TB). Within RAAF it can be demonstrated that candidate technologies which are adopted have direct and in-direct positive influences within ASIPs to address the key structural integrity parameters of Safety, Availability and Cost of Ownership.
7
Nickerson, William C. "U.S. Naval Aviation: operational airframe experience with combined environmental and mechanical loading." Corrosion Reviews 33, no. 6 (November 1, 2015): 285–91. http://dx.doi.org/10.1515/corrrev-2015-0067.
Повний текст джерелаАнотація:
AbstractAirframe structure is the core capability for all aviation operations, whether fixed or rotary wing, manned or unmanned, or ship-based or shore-based. Airframe materials are the underlying enabling technology for all air vehicle structures. Airframe maintainability is the primary availability and readiness driver for U.S. Naval Aviation. Traditionally, airframe structures are designed for immediate mechanical performance and loads-only structural response, and the degradation of properties over the life cycle and sustainment during operations are often an afterthought. Galvanic management and corrosion-resistant materials selection have never been done systematically as part of the structural analysis and lifing process. Additionally, the lack of true failure mechanism understanding of load path effects, crack initiation and growth behaviors, and nonuniform material response has often resulted in underdesign/overdesign, limits on new material insertion, costly life extension programs, and unexpected early in-service failures. Advances in structural and materials science for airframes offer significant opportunity for improvements in availability, readiness, reduced sustainment requirements, fatigue life enhancement, reduced weight and improved range, and enhanced design tools and standard practices. These science and technology advances would be realized in large part through the engineering and operational communities by facilitating mission profile-specific life prediction and operational requirement-tailored functionality, increasing operational readiness, reducing life-cycle costs, reducing logistics footprint, and lowering the maintenance burden on uniformed personnel. Durability can therefore be incorporated into the design and construction phase, where the largest return can be realized.
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Kumar, Anish, Vinod Kumar, and Jatinder Kumar. "An Investigation into Machining Characteristics of Commercially Pure Titanium (Grade-2) Using CNC WEDM." Applied Mechanics and Materials 159 (March 2012): 56–68. http://dx.doi.org/10.4028/www.scientific.net/amm.159.56.
Повний текст джерелаАнотація:
Titanium is present in the earth’s crust at a level about 0.6% and is therefore the fourth most abundant structural metal after aluminum, iron, and magnesium. High strength, low density, and excellent corrosion resistance are the main properties that make titanium attractive for a variety of applications. The major application of the material is in the aerospace industry, both in airframes,engine components,steam turbine blades, superconductors, missiles etc. or corrosion resistance, for example marine services, chemical, petrochemical, electronics industry, biomedical instruments etc.In this study, wire electrical discharge machining (WEDM) is adopted in machining of commercially pure titanium (Grade-2). During experiments, parameters such as Pulse on time, Pulse off time, Peak current, Spark Gap set Voltage, Wire Feed and Wire Tension were changed to explore their effect on the cutting rate, gap current and surface roughness of the machined specimens. The ranges of process parameters for the experiments were decided on the basis of literature survey and the pilot experiments conducted using one factor at a time approach(OFTA). It is found that the intensity of the process energy does affect the cutting rate, gap current and surface roughness as well as, the wire speed, wire tension and dielectric fluid pressure not seeming to have much of an influence.
9
Shunmugesh, K., and K. Panneerselvam. "Optimization of Drilling Process Parameters Via Taguchi, TOPSIS and RSA Techniques." Archives of Metallurgy and Materials 62, no. 3 (September 26, 2017): 1803–12. http://dx.doi.org/10.1515/amm-2017-0273.
Повний текст джерелаАнотація:
AbstractCarbon Fiber Reinforced Polymer (CFRP) is the most preferred composite material due to its high strength, high modulus, corrosion resistance and rigidity and which has wide applications in aerospace engineering, automobile sector, sports instrumentation, light trucks, airframes. This paper is an attempt to carry out drilling experiments as per Taguchi’s L27(313) orthogonal array on CFRP under dry condition with three different drill bit type (HSS, TiAlN and TiN). In this research work Response Surface Analysis (RSA) is used to correlate the effect of process parameters (cutting speed and feed rate) on thrust force, torque, vibration and surface roughness. This paper also focuses on determining the optimum combination of input process parameter and the drill bit type that produces quality holes in CFRP composite laminate using Multi-objective Taguchi technique and TOPSIS. The percentage of contribution, influence of process parameters and adequacy of the second order regression model is carried out by analysis of variance (ANOVA). The results of experimental investigation demonstrates that feed rate is the pre-dominate factor which affects the response variables.
10
Zhou, X., Y. Younes, D. Wadeson, T. Hashimoto, and George E. Thompson. "Corrosion Control of Friction Stir Welded Aluminium Airframe Alloy." Advanced Materials Research 38 (March 2008): 298–305. http://dx.doi.org/10.4028/www.scientific.net/amr.38.298.
Повний текст джерелаАнотація:
In the present study, microstructure and its influence on corrosion behaviour of friction stir welded aluminium airframe alloy have been investigated. Further, the effect of laser surface treatment on the microstructure and the corrosion behaviour was also assessed. The welded AA2024 alloy showed the expected zones associated with friction stir welding. Corrosion testing showed that modified microstructure reduced its corrosion resistance to localized corrosion, with the regions immediately outside TMAZ being most susceptible to corrosion. Laser treatment resulted in a melted near-surface layer, up to 5 (m thick, where normal constituent particles are absent. Scrutiny of the melted near-surface layer revealed continuous segregation bands, approximately 10 nm thick, containing mainly copper. Corrosion testing showed that laser treatment increases the short term resistance to localized corrosion due to the removal constituent particles. However, prolonged testing revealed corrosion within the melted near-surface layer and delamination of the melted near-surface layer from underlying bulk alloy. The corrosion is associated with copper rich segregation bands that promote local microgalvanic action.
11
Ren, H., T. Steiner, and X. Wang. "Airframe corrosion probabilistic modelling and reliability." Corrosion Engineering, Science and Technology 45, no. 3 (June 2010): 231–34. http://dx.doi.org/10.1179/147842209x12520554108956.
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Lissandrello, Michael. "Avoiding or controlling airframe corrosion with corrosion inhibiting compounds." Metal Finishing 102, no. 3 (March 2004): 13–15. http://dx.doi.org/10.1016/s0026-0576(04)90063-3.
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13
Nickerson, William C., Nagaraja Iyyer, Keith Legg, and Mehdi Amiri. "Modeling galvanic coupling and localized damage initiation in airframe structures." Corrosion Reviews 35, no. 4-5 (October 26, 2017): 205–23. http://dx.doi.org/10.1515/corrrev-2017-0025.
Повний текст джерелаАнотація:
AbstractTraditionally, airframe structures are designed for immediate mechanical performance and loads-only structural response; the lifetime of aircraft structures is predicted on these analyses and environmental degradation of properties over the life cycle and during operations is often an afterthought. Although the maintenance of aircraft structures is primarily determined by material degradation, galvanic management of airframe designs and corrosion-resistant material selection have never been done systematically. From end-of-life tear-down inspections, we know that, predominantly, structural failures are initiated from corrosion features, especially those accelerated by dissimilar material coupling. In its most simplistic form, this environmental exposure, “loading”, creates corrosion features, such as pitting, that produce crack initiation morphologies; cracks nucleate from these features and then grow under the combined influence of mechanical stress and corrosion, eventually leading to structural failure. There is clearly a strong correlation between corrosion and structural damage, which we think of as corrosion fatigue and stress corrosion cracking. Office of Naval Research’s Sea-Based Aviation program is developing computational approaches to corrosion activity prediction, crack initiation and crack growth, with the ultimate aim of predicting service life in terms of the combination of mechanical and chemical stress. This approach is intended to be the basis for design of durable aircraft structures, using design principles that will take into account both stress and corrosion in the design phase, rather than designing for stress and then maintaining for corrosion.
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Топал, Микола Савович, та Володимир Михайлович Андрющенко. "ПОШКОДЖЕННЯ ВІД ЩІЛИННОЇ КОРОЗІЇ В КОНСТРУКЦІЯХ ЛІТАКІВ ТА ЇХ ВИЯВЛЕННЯ". Open Information and Computer Integrated Technologies, № 83 (23 травня 2019): 143–55. http://dx.doi.org/10.32620/oikit.2019.83.10.
Повний текст джерелаАнотація:
Presented examples of destruction of aircraft designs due to corrosion of metals under conditions of fatigue loading. It is shown that slit corrosion, which is an increase in corrosion in crevice and gaps between two metals, as well as in places of untight contact of metal with a nonmetallic material resistant to corrosion, leads to the appearance of corrosion products in the joints of the skin with the power suite, which supports it , which can lead to the swelling of some elements of the joint relative to other elements and provoke the tearing off of the heads of rivets with the further development of fatigue cracks and the destruction of aircraft structures. Shown, that visual inspection is not always effective for the detection of corrosion damage, and sometimes impossible, for example, in closed internal structures. New developments in the field of sensors and equipment for the detection of corrosive substances and corrosion damage are presented. Among them is information on the sensor (organic-ceramic composite) containing the conducting complex. When the composite is exposed to water liquids, its conductivity is lost. When the composite dries, the sensor reaches its initial values of resistance. Information is provided on the optical sensor for detecting corrosion in the construction of the airframe. This sensor is based on the remote detection of aluminum ions formed during corrosion. The development of a multi-parameter integrated sensor for assessing the structural integrity of aluminum alloys, the recording of the concentration of chloride ions, the release of hydrogen, changes in humidity and degradation of the material is presented. Information is provided on fluorescence-based optical sensors used to detect specific ions such as aluminum, indicating the beginning of corrosion of an aluminum alloy. Information is provided on the development of advanced digital X-ray methods for the detection of corrosion in the design of aircraft. The conclusion is made on the necessity of combining visual control and control with the use of means and methods for detecting corrosive substances and corrosion damage.
15
Molent, Loris, and Russell Wanhill. "Management of Airframe In-Service Pitting Corrosion by Decoupling Fatigue and Environment." Corrosion and Materials Degradation 2, no. 3 (August 31, 2021): 493–511. http://dx.doi.org/10.3390/cmd2030026.
Повний текст джерелаАнотація:
Corrosion-induced maintenance is a significant cost driver and availability degrader for aircraft structures. Although well-established analyses enable assessing the corrosion impact on structural integrity, this is not the case for fatigue nucleation and crack growth. This forces fleet managers to directly address detected corrosion to maintain flight safety. Corrosion damage occurs despite protection systems, which inevitably degrade. In particular, pitting corrosion is a common potential source of fatigue. Corrosion pits are discontinuities whose metrics can be used to predict the impact on the fatigue lives of structural components. However, a damage tolerance (DT) approach would be more useful and flexible. A potential hindrance to DT has been the assumption that corrosion-induced fatigue nucleation transitions to corrosion fatigue, about which little is known for service environments. Fortunately, several sources indicate that corrosion fatigue is rare for aircraft, and corrosion is largely confined to ground situations because aircraft generally fly at altitudes with low temperature and humidity Thus, it is reasonable to propose the decoupling of corrosion from the in-flight dynamic (fatigue) loading. This paper presents information to support this proposition, and provides an example of how a DT approach can allow deferring corrosion maintenance to a more opportune time.
16
Torng, Chau Chen, Chi Kong Huang, and Hsien Ming Chang. "Reliability Evaluation for Aerospace Anodizing Process of Aluminum." Materials Science Forum 638-642 (January 2010): 419–24. http://dx.doi.org/10.4028/www.scientific.net/msf.638-642.419.
Повний текст джерелаАнотація:
Detail parts of airframe should have higher precision and lightweight to satisfy the requirements of safety, payload, and controllability. Due to requirement of lightweight, aluminum alloy is widely used in airframe parts. Anodizing process is an important surface treatment process uses to prevent corrosion in aluminum parts. Salt spray is the critical test to verify the anodizing process of aluminum alloy and ensure the corrosion resistance can meet the requirement of specification. This study collects the failure time of salt spray and uses statistical method to construct the suitable probability distribution of those failure data. Furthermore, analyzes the failure time of salt spray and evaluate the reliability of anodizing process. Thereby the process control engineer can use the concept of reliability to monitor the anodizing process.
17
Molent, L. "Managing airframe fatigue from corrosion pits – A proposal." Engineering Fracture Mechanics 137 (March 2015): 12–25. http://dx.doi.org/10.1016/j.engfracmech.2014.09.001.
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Wu, X. R., B. Li, F. Lu, C. H. Tao, W. F. Zhang, and N. S. Xi. "Analysis and control of corrosion cracking in airframe structures." Engineering Failure Analysis 13, no. 3 (April 2006): 398–408. http://dx.doi.org/10.1016/j.engfailanal.2005.02.008.
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Yang, Xiao Hua, Xue Jun Liu, Tai Feng Zhang, and Zhi Dong Xin. "Research on the Influence of Tension and Compressive Fatigue Load on the Corrosion Coefficient of Parking on the Ground." Applied Mechanics and Materials 741 (March 2015): 155–58. http://dx.doi.org/10.4028/www.scientific.net/amm.741.155.
Повний текст джерелаАнотація:
To ascertain the grounding corrosion coefficient parking on the ground is the key to evaluate the airframe calendar life. The influence of pull and press load on the grounding corrosion coefficient was evaluated in this paper. The main results are as follows. First, the fatigue life always follows the logarithmic normal distribution after pre-corrosion for pull fatigue loading and press fatigue loading. But the scatter of fatigue life for the wing down-panels is reduced with the fatigue life, and the scatter of fatigue life for the wing up-panels is not changed. The second, the coefficient of the wing up-panels test sample is not changed with the increase of the corrosion calendar life. But, the coefficient of the wing down-panels test sample descends with the increase of the corrosion calendar life.
20
Ciężak, Patryk, and Adam Rdzanek. "Corrosion Monitoring of Aircraft Based on the Corrosion Prognostic Health Management (CPHM) System." Journal of KONBiN 50, no. 4 (December 1, 2020): 205–16. http://dx.doi.org/10.2478/jok-2020-0082.
Повний текст джерелаАнотація:
Abstract The article presents methods to monitor the actual state of aircraft’s airframe, in particular, the onset of corrosion. The greatest emphasis is put on the “Corrosion Prognostic Health Management” CPHM system. Authors discuss corrosion detection using NDT methods as well as the possibilities of forecasting methods for estimating the onset of corrosion basing on the data gathered by means corrosion sensors. Based on the results of the previous research and analyses, authors focus on monitoring the internal microclimate and the factors causing corrosion in the aspect of damage tolerance operation of the aircraft. The results of the preliminary studies giving credibility to the concepts of predicting corrosion onset in the aircraft structure are presented. Preliminary results of tests carried out in supervised flights are also presented. The final part of the article presents the concept of modernizing the corrosion field site in order to use it in hermetic and non-hermetic tests of aircraft spaces.
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Huang, Chuan Yong. "Electroless Ni-La-P Coatings on 2024 Aluminum Alloys for Aircraft Structure." Applied Mechanics and Materials 224 (November 2012): 348–51. http://dx.doi.org/10.4028/www.scientific.net/amm.224.348.
Повний текст джерелаАнотація:
2024 aluminium alloys are widely used in airframe construction.However,this series of alloys are susceptible to corrosion to limit their usefulness,In this study,electroless Ni-La-P alloy plating on aluminum alloy and the effects of pH value,temperature and concentration of LaNiO3 on deposition rate were investigated.Surface morphology and corosion-resistant of the electroless Ni-La-P deposits were evaluated.The results showed the corrosion-resistant in 5％ NaC1 solutions obviously enhance compared with original aluminum alloy using electroless Ni-La-P deposition method．
22
Mantha, Divakar, and Scott A. Fawaz. "Standardized Test Method for Corrosion Pit-to-Fatigue Crack Transition for AA7075-T651 Aluminum Alloy." Advanced Materials Research 891-892 (March 2014): 205–10. http://dx.doi.org/10.4028/www.scientific.net/amr.891-892.205.
Повний текст джерелаАнотація:
Corrosion damage (pit) is a stress raiser that can have deleterious effects on the fatigue life of airframe structural components. A better understanding and method for modeling the corrosion pit to fatigue crack transition would advance the fidelity of aircraft structural integrity estimates and fleet management decision making. Here, the focus is on developing a standardized fatigue test method for investigating the transition of a corrosion pit to fatigue crack in aluminum alloy AA 7075-T651 specimens. The standardized test method requires the development and validation of two sub-protocols (1) a pitting protocol to create a corrosion pit less than 200 μm diameter at the intersection of the central hole bore and planar surface of sheet and (2) a spot welding protocol for attaching the direct current potential drop (dcPD) probes on either side of the corrosion pit for fatigue crack growth measurement. A dcPD fatigue test method coupled with a unique 10-4-6 marker load sequence is used to measure the fatigue crack growth. The crack shape evolution and crack growth life are predicted using AFGROW.
23
Fridlyander, I. N., O. E. Grushko, B. S. Denisov, and V. A. Varganov. "The Die Forgings of High Corrosion Resistance, Wieldable, Super Light 1420 Aluminium Alloy." Materials Science Forum 519-521 (July 2006): 973–78. http://dx.doi.org/10.4028/www.scientific.net/msf.519-521.973.
Повний текст джерелаАнотація:
The increase of weight efficiency and flight-technical characteristics of the aircraft engineering is presently the actual task, requiring the constant search for new materials. The aluminum alloys low density (< 2500 kg/m3) based on Al-Mg-Li system developed allowed to solve the problem of creating the pressurized sections of the aircraft airframe, where the basic semiproduct are die forgings 1420 alloy. The tensile mechanical properties, low cycle fatigue at axial loading (LCF), the critical stress intensity factor under plain strain (K1C), fatigue crack growth (FCGR) were determined in forgings of 1420 alloy and its weldments.
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Wahab, M. Shujauddin, and Yuri M. Paramonov. "THE INFLUENCE OF CORROSION ON RELIABILITY AND INSPECTION PROGRAM FOR FATIGUE‐PRONE AIRFRAME STRUCTURES." Aviation 8, no. 3 (September 30, 2004): 10–17. http://dx.doi.org/10.3846/16487788.2004.9635876.
Повний текст джерелаАнотація:
This paper is devoted to a discussion and solution of the following problems: Determination of mean value and variance of estimates of parameters of fatigue crack growth model for both the corroded and non‐corroded types of specimens; Inspection modeling with the use of the Monte Carlo method for calculation of probability of fatigue failure as a function of inspection number; Determination of the number of inspections required for the limitation of fatigue failure probability; Comparison of required reliability for corroded and non‐corroded cases. Special programs have been developed for necessary calculations. It was confirmed that the influence of corrosion has a great impact on the required number of inspections.
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Leśniczak, Andrzej, and Andrzej Gębura. "The structure of recurrent circuits of military aircraft – selected problems based on Su-22." Journal of KONBiN 48, no. 1 (December 1, 2018): 431–45. http://dx.doi.org/10.2478/jok-2018-0065.
Повний текст джерелаАнотація:
Abstract This article comprehensively addresses the problems associated with the structure of recurrent circuits of military aircraft with metal fuselage structure. The authors describe the issues concerning the usage of the fuselage as a recurrent circuit of electric current and with negative conductors connecting the fuselage with negative terminals of the receiver or the source. The military aircraft are frequently operated under harsh conditions of increased humidity, dustiness and variable temperatures. All these factors as mentioned above contribute to the occurrence of intensive electrochemical corrosion at the contact points of airframe’s elements or electrical conductors’ with the fuselage. Such contact surfaces should be subject to monitoring – AFIT has developed the numerous procedures for each aircraft.
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Kurdelski, Marcin, Michał Stefaniuk, Wojciech Zieliński, and Tomasz Bartoszek. "The Verification of the Technical Conditions of a Combat-Trainer Jet’s Airframe." Fatigue of Aircraft Structures 2015, no. 7 (December 1, 2015): 34–40. http://dx.doi.org/10.1515/fas-2015-0006.
Повний текст джерелаАнотація:
Abstract The combat-trainer jet aircraft is an important element in the process of fighter pilot training. This type of aircraft provides a means of transition from basic training on low-speed propeller trainers to piloting high-speed and highly maneuverable fighter aircraft. Nowadays, in Poland, the PZL TS-11 “ISKRA” jet trainers, designed in 1960s, are employed for training purposes. Because of financial considerations this trainer hasn’t been yet replaced by modern aircraft that conforms to current specifications and needs. As is the case with other aircraft in service of the PLAF, the TS-11 fleet has a large reserve of remaining Hourly Service Life (HSL). This opens an opportunity to extend the Calendar Service Life (CSL), so as it matches the HSL. To this end, a series of technical and research activities needed to be undertaken. The Air Force Institute of Technology is conducting the necessary verification of airframe structural conditions in cooperation with the Military Aviation Works No. 1 J.S.C. (branch in Dęblin) responsible for the overhaul and repair operations. The AFIT’s activities in this program include: deformation analysis of the selected surface areas of the wing and the fuselage; assessment of hidden corrosion in riveted joints; non-destructive testing of selected riveted joints. This paper describes the deformation analysis. As of today, the first stage of the deformation inspection has been completed. At this stage, baseline surface measurements were obtained. Further inspections shall be performed cyclically. The future measurements will be used to establish the areas that deform due to the aircraft operation.
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Gilbert, C. R. "Laser Beam Welding of Semi-Solid Rheocast Aluminium Alloy 2139." Advanced Materials Research 1019 (October 2014): 81–89. http://dx.doi.org/10.4028/www.scientific.net/amr.1019.81.
Повний текст джерелаАнотація:
NASA developed aluminium alloy 2139 for use in airframe structural applications as the requirement for higher strength, corrosion resistant, aluminium alloys is increasing, however the need to weld ‘unweldable alloys’ is also becoming apparent. 2139 is seen to be in this class. Semi-solid rheocast aluminium plates (Al-Cu-Mg-Ag) were cast in high pressure die casts. In total 27 welds were fabricated in experimentation, 3 on each plate to avoid distortion by using a continuous wave Nd:YAG. The weldability of this Al-Cu alloy was assessed by optical microscopy to indicate the quality and geometry of the passes. Comparisons were made with As-Cast (F) tempers. Laser power parameters ranged from 3 kW to 4 kW and weld speeds from 4 m/min to 6 m/min. Welds were allowed to cool naturally. The results show that by varying speed and power, when combined with heat treatments, produce diverse results for this unweldable alloy.
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Astarita, Antonello, Luca Giorleo, Fabio Scherillo, Antonino Squillace, Elisabetta Ceretti, and Luigi Carrino. "Titanium Hot Stretch Forming: Experimental and Modeling Residual Stress Analysis." Key Engineering Materials 611-612 (May 2014): 149–61. http://dx.doi.org/10.4028/www.scientific.net/kem.611-612.149.
Повний текст джерелаАнотація:
Titanium alloys, due to their high mechanical properties coupled with light weight and high corrosion resistance, are finding a widespread use in the aeronautic industry. The use of titanium in replacing the conventional alloys, such as aluminum alloys and steel, is reduced by both the high cost of the raw material (it costs anywhere from 3 to 10 times as much as steel or aluminium) and the machining costs (at least 10 times that to machine aluminium). For such a reason new technologies have been studied and developed. In particular many researchers are searching for technologies, such as the precision hot forming, that allows to obtain components with a low buy to fly ratio. Many of the airframe component structures are designed to fit against the inside radius of the fuselage curvature. By combining traditional stretch forming technology with hot titanium forming techniques, the HSF guarantees a saving in material and machining time, which are two serious cost issues for todays aircraft manufacturers. In addition, the process allows for consistent quality in a productively efficient manner, assuring the sustainable attainment of delivery and build schedules. In order to develop and improve the HSF process a modeling of the process itself was executed in order to study the stresses and strains undergone by the material among the deformation. The FEM model was validated through the residual stresses, and in particular the residual stresses provided by the model were compared with the ones experimentally measured using the hole drilling technique. Good agreement, in terms of stress range, was recorded both for the maximum and the minimum stress.
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"Corrosion Control on Airframes." Aircraft Engineering and Aerospace Technology 62, no. 8 (August 1990): 2–33. http://dx.doi.org/10.1108/eb036977.
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Kralovec, Christoph. "Artificial intelligence-based corrosion sensing and prediction for aircraft applications (AICorrSens)." e-Journal of Nondestructive Testing 28, no. 1 (January 2023). http://dx.doi.org/10.58286/27641.
Повний текст джерелаАнотація:
Corrosion causes enormous damage to mechanical structures in many industrial sectors, and the aviation industry is no exception. To extend the lifetime of airframes without compromising safety, it is very important to have a clear picture of the state of corrosion (SoC) of the aircraft. Thus, it is essential to develop methodologies suitable for real-time monitoring of the SoC and subsequent reliable notification when a structure has been compromised by corrosion. Published results so far suggest that the ultrasonic (e.g. acoustic emission, guided waves) as well as electrochemical sensors (e.g. electrochemical noise, impedance spectroscopy) are suitable for monitoring aircraft-relevant corrosion but lack the technological readiness to be applied in commercial aircraft yet. A huge issue in achieving reliable monitoring systems is the correlation between corrosive phenomena and (typically) noisy sensor data. The AICorrSens project addresses these issues by developing a multisensor setup for monitoring the SoC based on ultrasonic, electrochemical, and environmental sensors coupled with AI algorithms. Training data shall be generated by performing accelerated corrosion tests with coupons and demonstrator parts equipped with sensors. Using AI for the subsequent data analysis, one can overcome operational noise, and thus, allow today’s corrosion detection methods onboard real- time evaluation of the SoC in terms of detection, localization, quantification, and typification. The ambition of the project is to transform the created continuous stream of data into classifications of the SoC that are intuitively understandable through a human-machine interface, including a qualified corrosion prediction by the AI models generated from test campaigns. The project results shall lead to increased aircraft safety and reliability and deliver a clear economic benefit for aircraft operators as it allows a switch from regular inspection intervals to condition-based maintenance. Funded by: Austrian Research Promotion Agency Program: Take Off, Call 2019 Consortium: CEST Competence Centre for Electrochemical Surface Technology (CEST), Johannes Kepler University Linz – Institute of Structural Light-weight Design (IKL), Danube University Krems – Department for Integrated Sensor Systems (DISS), Senzoro GmbH (SENZ). Project duration: 10/2020 – 09/2023. EWGAE 35, Ljubljana, Slovenia, 13th – 16th Sep. www.ewg
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POOPAKDEE, Nathawat, and Warut THAMMAWICHAI. "Improvement on cost-performance ratio of fiberglass/carbon fiber hybrid composite." Journal of Metals, Materials and Minerals 31, no. 1 (March 28, 2021). http://dx.doi.org/10.55713/jmmm.v31i1.985.
Повний текст джерелаАнотація:
Fiberglass composite (FG) is widely used as a metal substitute in general applications due to its corrosion and chemical resistance, relatively high strength, and low cost. Still, the FG is deficient in performance and relatively heavy for airframes. Carbon fiber composite (CF) is utilized instead as it has greater performance and lower weight. However, the CF is brittle and expensive. Thus, in this work, we combine FG and CF into two types of hybrid composites to achieve a cost-effective solution with greater or comparable mechanical properties to those of CF. The first one uses FG as core and CF as skins (SWFG). The second one uses CF as core and FG as skins (SWCF). Their mechanical properties and cost-performance ratios (CPR) are compared. The results show that the mechanical properties of the SWFG composite, especially the modulus of elasticity, are considerably improved over the FG and nearly match those of the CF. Also, the SWFG has better CPR regarding tensile properties and flexural modulus than the SWCF and the CF. The SWFG shows promising potential as an alternative to the CF due to its comparable performance and almost 40% lower cost than the CF.
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"UNS A03560." Alloy Digest 35, no. 12 (December 1, 1986). http://dx.doi.org/10.31399/asm.ad.al0274.
Повний текст джерелаАнотація:
Abstract UNS No. A03560 is a heat-treatable aluminum casting alloy. Normally it is used only when heat-treated (aged) strengths are required. It is recommended for high-strength, pressure-tight castings, intricate shapes and where good resistance to corrosion is needed. Its many applications include crank cases, gear cases, oil pans, airframe fittings and instrument housings. This datasheet provides information on composition, physical properties, hardness, elasticity, and tensile properties as well as fracture toughness. It also includes information on high temperature performance and corrosion resistance as well as casting, heat treating, machining, and joining. Filing Code: Al-274. Producer or source: Various aluminum companies.
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Pila, Jan, Jarosław Kozuba, and Frantisek Martinec. "Korozja pokrycia samolotu i względy bezpieczeństwa konstrukcyjnego." De Securitate et Defensione. O Bezpieczeństwie i Obronności 7, no. 2 (December 17, 2021). http://dx.doi.org/10.34739/dsd.2021.02.10.
Повний текст джерелаАнотація:
The aim of this article is to point out some peculiarities of airframe corrosion, the impact of external forces on aircraft skin elements and their impact on structural integrity. The corrosion process is generally associated with fatigue of aircraft structural elements due to the effect of many factors such as the type of loading, the properties of the materials, the corro-sive environment, etc. The article is not focused on corrosion processes, but on load factors that are specific to aircraft wing design elements and their influence on corrosion of critical struc-tural elements. Corrosion of the wing is perceived as a consequence of environmental impact on damaged surface protection of the skin and connecting parts (rivets, screws, and welded joints) caused by static and dynamic stress of the wing and also by the interaction of the indi-vidual structural elements as a whole. The dynamics of operation of individual structural ele-ments is further enhanced by the fatigue of the material. Early detection of corrosion processes has generally been and is crucial to overall safety of the aircraft. The proposals presented in the article are formulated in order to improve the system of work to ensure the safety of aircraft operation in terms of resistance to corrosion damage.
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"HAYNES WASPALOY." Alloy Digest 49, no. 3 (March 1, 2000). http://dx.doi.org/10.31399/asm.ad.ni0560.
Повний текст джерелаАнотація:
Abstract Haynes Waspaloy is a specially vacuum melted, nickel-base alloy having outstanding tensile and stress-rupture strength up to 760 deg C (1400 deg F) combined with high oxidation resistance up to 871 deg C (1600 deg F). It is recommended for gas turbine engines, airframe assemblies, and missile systems. This datasheet provides information on composition, physical properties, elasticity, and tensile properties as well as creep. It also includes information on high temperature performance and corrosion resistance as well as heat treating and machining. Filing Code: Ni-560. Producer or source: Haynes International Inc.
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Sankpal, Pranjali Pandurang, and Varun Vourganti. "Missile Materials." Graduate Research in Engineering and Technology, June 2022, 34–36. http://dx.doi.org/10.47893/gret.2022.1126.
Повний текст джерелаАнотація:
The development of missile materials is the key to indigenous materials and their components. The selection of materials includes some the properties such as high strength to weight ratio, easy fabrication, good corrosion resistance, reliable quality, and high fracture toughness. The materials used for the airframe and propulsion system are alloys of aluminum, titanium, magnesium, and maraging steel. Non-metallic materials are also used such as carbon-carbon composites and polymer materials. High purity materials like phosphorous, and silicon are also important for material advancements. The paper outlines the needs and challenges of research and its solutions.
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"ALCOA 7020 T651." Alloy Digest 55, no. 8 (August 1, 2006). http://dx.doi.org/10.31399/asm.ad.al0400.
Повний текст джерелаАнотація:
Abstract Aluminum 7xxx series alloys contain zinc as the main alloying element, usually in combination with magnesium and copper. High-strength 7020 alloy is widely used in aerospace structures and is approved by the world’s leading airframe builders. For engineering applications this alloy is generally used in the T651 temper in order to provide maximum strength. This datasheet provides information on composition, physical properties, and tensile properties. It also includes information on corrosion resistance as well as forming, heat treating, machining, joining, and surface treatment. Filing Code: AL-400. Producer or source: Alcoa Mill Products Inc.
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"TIMETAL 50A." Alloy Digest 50, no. 9 (September 1, 2001). http://dx.doi.org/10.31399/asm.ad.ti0120.
Повний текст джерелаАнотація:
Abstract TIMETAL 50A is a commercially pure titanium alloy with a minimum tensile strength of 345 MPa (50 ksi). It is readily formed at room temperature, although complex shapes must be warm formed for satisfactory results. This material is weldable by both electrical resistance and fusion procedures, although the latter methods can be used only if the material is protected from atmospheric contamination. This grade is used in airframe and chemical process applications. This datasheet provides information on composition, physical properties, hardness, elasticity, tensile properties, and bend strength. It also includes information on high temperature performance and corrosion resistance as well as forming, heat treating, machining, and joining. Filing Code: TI-120. Producer or source: Timet.
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Van der Merwe, Lene, George Ruthven, and Konrad Von Leipzig. "The study and design of a national supply chain for the aerospace titanium components manufacturing industry." Journal of Transport and Supply Chain Management 6, no. 1 (November 26, 2012). http://dx.doi.org/10.4102/jtscm.v6i1.29.
Повний текст джерелаАнотація:
Titanium’s strength-to-density ratio, corrosion resistance and high thermal compatibility makes it the perfect metal for aerospace. Titanium is for instance used for the structural airframe, seat tracks, engine components and landing gear of aircraft. The Boeing 787 that had its test flight in 2009 is one of the latest aircraft designs that incorporates a substantially higher percentage of parts manufactured from titanium due to the weight benefit. Titanium’s extensive use in aerospace applications ensures that the aerospace market is the main driver of titanium metal demand. South Africa is the second largest titanium producer in the world after Australia. The abundance of titanium in South Africa together with the growing demand has led it to be identified as a beneficiation priority in a collaborative government initiative, called Titanium Beneficiation Initiative (TBI). The purpose of this paper is to develop a supply chain model for the anticipated South African titanium component manufacturing industry.
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Buckman, R. W. "Development of High-Strength-Fabricable Tantalum-Base Alloys." MRS Proceedings 322 (1993). http://dx.doi.org/10.1557/proc-322-329.
Повний текст джерелаАнотація:
AbstractIn the 1950s, Ta-7.5%W and the Ta-2.5%W were the only tantalum alloys of commercial significance. An intensive alloy development effort occurred between 1958 and 1968 in response to Air Force and Navy aerospace needs for high-temperature, oxidation-resistant alloys for rocket and air-breathing engines and airframe applications. Compatibility with oxidation-resistant coatings, high-temperature short-time strength, fabricability and weldability were of prime importance. These programs led to the development of Ta-10w%W, Ta-30w%Nb-7.5w%V, T-111(Ta-8w%W-2w%Hf), and T-222(Ta-10w%W-2.5w%Hf-O.Olw%C). T-111, with its demonstrated compatibility with liquid alkali metals, and combination of strength, fabricability and weldability, was selected by NASA as the baseline reference alloy for space nuclear power systems studies. Significant quantities of T- 111 and T-222 were produced in the 1960s. Today, however, production is limited to unalloyed tantalum and the tantalum-tungsten binaries because of the demand of the chemical industry for materials with outstanding acid corrosion resistance. To again produce T-11 and T-222 on a commercial basis will require relearning by the refractory metal alloy producers. The current lack of experience in the refractory metal industry with these high temperature alloys will necessitate recovery of the expertise needed for the United States to effectively compete in this technology arena.
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Assurin, Siti Rozakiyah, Paul Mativenga, Kevin Cooke, Hailin Sun, Susan Field, Mark Walker, Jason Chodynicki, Colin Sharples, Boris Jensen, and Morten F. Mortensgaard. "Establishing cutting conditions for dry drilling of aluminium alloy stack materials." Proceedings of the Institution of Mechanical Engineers, Part B: Journal of Engineering Manufacture, January 6, 2023, 095440542211477. http://dx.doi.org/10.1177/09544054221147712.
Повний текст джерелаАнотація:
Aside from their remarkable lightness, high strength and corrosion resistance, aluminium alloys have dominated aircraft manufacturing for decades. The combination of aluminium alloys 2024 and 7150 is widely used in the fabrication of airframe structures. Numerous holes must be drilled through the materials in order for them to be connected. Due to structure size and use of mobile drilling machines, lubricant oil is released during the drilling operation and either becomes airborne or accumulates on the floor. The primary motivation for dry drilling development is to avoid this oil discharge. A significant disadvantage of the drilling process for aluminium alloys is the workpiece’s proclivity to stick to the cutting tool, especially when temperatures are high. This research investigated the selection of cutting conditions that enable dry drilling of stack aluminium panels. The selection of cutting parameters for experiment use was made based on the assessment of literature pertaining to drilling with carbide cutting tools. Apart from literature, the assessment of cutting parameters also took into consideration existing practices in Airbus UK. Results indicated that optimum cutting performance was achieved by drilling at higher feedrates and lower interaction time compared to existing fluid based processes. In addition, this paper outlines the aspects of energy and cutting forces in current cutting processes as well as focuses on determining optimum conditions that minimise energy input.