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AIRCRAFT MATERIALS AND PROCESSES release of the load. The aim in aircraft design is to keep the
stress below this point.
METALS
Other Strength
Ultimate Strength
It is the maximum stress a material can sustain without
rupture.
Shear Strength
Shear strength describes a metal's ability to resist opposing
forces. A rivet holding two or more sheets of metal together
resisting the force of the sheets trying to slide apart is an
example of a shear load.
Bearing Strength
Bearing strength is the ability of a joint to withstand any form
of crushing or excessive compressive distortion. Material
under a compression load usually fails by buckling or bending.
The force at which something buckles while being
compressed varies with an object's length, cross-sectional
area, and shape.
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Malleability
A material's ability to be bent, formed, or shaped without
cracking or breaking is called malleability. It is this property
that permits the manufacture of sheets, bar stocks, forgings,
and fabrication by bending and hammering. Hardness and
malleability are generally considered opposite characteristics.
To help increase malleability, several metals are annealed, or
softened. In this condition complex shapes can be formed.
After forming is complete, the metal is then heat treated to
increase its strength.
METALWORKING PROCESSES
Ductility After metal alloys are produced, they must be formed into
The ability of metal to be drawn into wire stock, extrusions, or useful shapes. Wrought objects are those formed by
rods is called ductility. Ductile metals are preferred for physically working the metal into shape, whereas cast items
aircraft use because of their ease of forming and resistance to are formed by pouring molten metal into molds. When it
failure under shock loads. For this reason, aluminum alloys comes to mechanically working metal into a desired shape,
are often used for cowlings, fuselage and wing skins, and there are three methods commonly used. They are hot-
formed or extruded parts such as ribs, spars, and bulkheads. working, cold-working, and extruding.
Hot-Working
Toughness Hot-working is the process of forming metal at an elevated
Toughness is a material's ability to resist tearing or breaking temperature when it is in its annealed, or soft condition.
when it is bent or stretched. Hammer faces and wrenches are Almost all steel is hot-worked from the ingot into a form
examples of metal that must be tough as well as hard to be which is either hot- or cold-worked to a finished shape.
useful.
Rolling consists of forming hot metal ingots with rollers to
Elasticity form sheets, bars, and beams.
Elasticity describes a metal's tendency to return to its original
shape after normal stretching and bending. The flexibility of Forging is a process wherein a piece of metal is worked at
spring steel used for the construction of landing gear is a temperatures above its critical range.
good example of elasticity. Another form of elasticity is
demonstrated when aircraft skins expand and contract when
an aircraft is pressurized.
Soft materials such as lead, copper, and pure aluminum have
very low elastic limits, while the elastic limit of hard spring
steel is very high.
Conductivity
Conductivity is the property which enables a metal to carry
heat or electricity. The ability to carry heat is called thermal
conductivity while the ability to carry electrons is electrical
conductivity. The best electrical conductors are gold, silver, Rolling is a process of reduction of the cross-sectional area or
copper, and aluminum.
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shaping a metal piece through the deformation caused by a cavity and then applying pressure through a plunger to form a
pair of rotating in opposite directions metal rolls. compact mass. This mass holds its shape when removed from
Bloom 6x6 .in or larger; approximately square the die by reason of the interlocking of the finely-powdered
Billet less than 6x6 in; approximately square particles.
Slabs rectangular sections in which the width is greater
than twice the thickness Cold-Working
Cold-working is performed well below a metal's critical
temperature and ranges from the manual bending of sheet
metal for skin repairs to drawing seamless tubing and wire.
NONFERROUSMETALS
Much of the metal used on today's aircraft contains no iron.
The term that describes metals which have elements other
than iron as their base is nonferrous. Aluminum, copper,
titanium, and magnesium are some of the more common
nonferrous metals used in aircraft construction and repair.
Aluminum and Its Alloys
Aluminum is found in most clays, soils and rocks, but the
principal commercial source is the ore bauxite. Bauxite is
largely aluminum oxide mixed with impurities. These
impurities are removed by a chemical process leaving the
pure aluminum oxide, alumina. An electrolytic process is used
to obtain aluminum from that oxide.
3xxx Series
The 3xxx series alloys have manganese as the principle
alloying element, and are generally considered non-heat
treatable. The most common variation is 3003, which offers Casting for Aluminum Alloys
moderate strength and has good working characteristics.
3 Ways of Casting Aluminum Alloys
4xxx Series
The 4xxx series aluminum is alloyed with silicon, which lowers 1.Sand Casting is the most common and is used for
a metal's melting temperature. This results in an alloy that complicated shapes or where only a few parts are required.
works well for welding and brazing.
2.Permanent-mold Casting is similar to sand casting, but a
5xxx Series metal mold is used which permits the making of many parts
Magnesium is used to produce the 5xxx series alloys. These with better accuracy than sand casting. Casting with
alloys possess good welding and corrosion-resistance complicated cores cannot be manufactured in metal molds.
characteristics. However, if the metal is exposed to high Sometimes cores are fabricated of sand in the metal mold
temperatures or excessive cold working, its susceptibility to and is called semipermanent-mold casting.
corrosion increases.
3.Die Casting is used when small parts must be made and
6xxx Series held to close tolerances. It works by forcing metal into water
If silicon and magnesium are added to aluminum, the cooled dies.
resultant alloy carries a 6xxx series designation. In these
alloys, the silicon and magnesium form magnesium silicide Temper Designation System
which makes the alloy heat-treatable. Furthermore, the 6xxx
series has medium strength with good forming and corrosion-
resistance properties.
7xxx Series
When parts require more strength and little forming, harder
aluminum alloys are employed. The 7xxx series aluminum
alloys are made harder and stronger by the addition of zinc.
Some widely used forms of zinc-aluminum alloys are 7075
and 7178. The aluminum-zinc alloy 7075 has a tensile
strength of 77 KSI and a bearing strength of 139 KSI.
However, the alloy is very hard and is difficult to bend. An
even stronger zinc alloy is 7178 which has a tensile strength
of 84 KSI and a bearing strength of 151 KSI.
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T2 Annealed elapse between removal of an alloy from the furnace and the
T3 Solution heat treated and cold worked. quench. . The reason for this is that when metal leaves the
T4 Solution heat treated and naturally aged. furnace and starts to cool, its alloying metals begin to
T42 Solution heat treated from 0 temper to demonstrate precipitate out of the base metal. If this process is not
response to heat treatment by the user, and naturally aged to stopped, large grains of alloy become suspended in the
a substantially stable condition aluminum and weaken the alloy. Excessive precipitation also
T5 Cooled from an elevated temperature shaping process increases the likelihood of intergranular corrosion. After
and artificially aged quenching the material initially is soft and ductile.
T6 Solution heat treated and artificially aged.
T62 Solution heat treated from 0 F temper to demonstrate 3. Age Hardening The aging process can be accelerated by
response to heat treatment by the user, and artificially aged reheating a metal and allowing it to soak for a specified
T7 Solution heat treated and stabilized period of time.
T8 Solution heat treated, cold worked, and artificially aged
T9 Solution heat treated, artificially aged, and cold worked
T10 Cooled from an elevated temperature shaping process, AERO
cold worked, and artificially aged. AERO
Heat Treatment
Non-Heat-Treatable Alloys
Methods of Heat Treatment Commercially pure aluminum does not benefit from heat
treatment since there are no alloying materials in its
1.Solution Heat Treat In this procedure, metal is heated in structure. By the same token, 3003 is an almost identical
either a molten sodium or potassium nitrate bath or in a hot- metal and, except for a small amount of manganese, does not
air furnace to a temperature just below its melting point. The benefit from being heat treated. Both of these metals are
temperature is then held to within about plus or minus 10 lightweight and somewhat corrosion resistant. However,
degrees Fahrenheit of this temperature and the base metal is neither has a great deal of strength and, therefore, their use
soaked until the alloying element is uniform throughout. in aircraft is limited to nonstructural components such as
2.Quenching Once the metal has sufficiently soaked, it is fairings and streamlined enclosures that carry little or no
removed from the furnace and cooled or quenched. It is load.
extremely important that no more than about ten seconds Alloy 5052 is perhaps the most important of the nonheat-
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Monel
Monel contains about 68 percent nickel and 29 percent
copper, along with small amounts of iron and manganese. It
Magnesium alloys use a different designation system than can be welded and has very good machining characteristics.
aluminum. For example, the designation AZ31A-T4 identifies Certain types of monel, especially those containing small
an alloy containing 3 percent aluminum and 1 percent zinc percentages of aluminum (K-Monel), are heat-treatable, to
that has been solution heat-treated. tensile strengths equivalent to steel. Monel works well in
gears and parts that require high strength and toughness, as
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well as for parts in exhaust sys-tems that require high ductile in its pure form. It is silvery white in color and is quite
strength and corrosion resistance at elevated temperatures. heavy, having a density of 7.9 grams per cubic centimeter.
Iron combines readily with oxygen to form iron oxide, which
Inconel is more commonly known as rust.
The International Nickel Company, Inc., produces a series of Iron is produced by mixing iron ore with coke and limestone
high strength, high temperature alloys containing and submitting it to hot air. The limestone reacts with
approximately 80 percent nickel, 14 percent chromium, and impurities in the iron and coke to form a slag which floats on
small amounts of iron and other elements. The alloys, top of the molten iron. The slag is removed and the refined
commonly referred to as inconel, find frequent use in turbine metal is then poured from the furnace. The resulting metal is
engines because of their ability to maintain their strength and known as pig iron and is typically remelted and cast into cast-
corrosion resistance under extremely high temperature iron components, or converted into steel.
conditions.
STEEL
Inconel and stainless steel are similar in appearance and are
frequently used in the same areas. Therefore, it is often To make steel, pig iron is re-melted in a special furnace. Pure
necessary to use a test to differentiate between unknown oxygen is then forced through the molten metal where it
metal samples. A common test involves applying one drop of combines with carbon and burns. A controlled amount of
cupric chloride and hydrochloric acid solution to the unknown carbon is then put back into the molten metal along with
metal and allowing it to remain for two minutes. At the end other elements to produce the desired characteristics
of the dwell period, a shiny spot indicates that the material is
inconel, whereas a copper-colored spot identifies stainless Much of the steel used in aircraft construction is made in
steel. electric furnaces, which allow better control of alloying
agents than gas-fired furnaces. An electric furnace is loaded
Copper and Its Alloys with scrap steel, limestone, and flux. . The intense heat from
the arcs melts the steel and the impurities mix with the flux.
Neither copper nor its alloys find much use as structural Once the impurities are removed, controlled quantities of
materials in aircraft construction. However, due to its alloying agents are added, and the liquid metal is poured into
excellent electrical and thermal conductivity, copper is the molds.
primary metal used for electrical wiring.
SAE Classifications of Steel
Brass
Brass is a copper alloy containing zinc and small amounts of The Society of Automotive Engineers (SAE) has classified
aluminum, iron, lead, man-ganese, magnesium, nickel, steel alloys with a four-digit numerical index system. For
phosphorous, and tin. Brass with a zinc content of 30 to 35 example, one common steel alloy is identified by the
percent is very ductile, while brass containing 45 percent zinc designation SAE 1030. The first digit identifies the principal
has relatively high strength alloying element in the steel, the second digit denotes the
percent of this alloying element, and the last two digits give
Bronze the percentage in hundredths of a percent of carbon in the
Bronze is a copper alloy that contains tin. A true bronze steel.
consists of up to 25 percent tin and, along with brass, is used
in bushings, bearings, fuel-metering valves, and valve seats.
Bronzes with less than 11 percent tin are used in items such
as tube fittings.
Beryllium
Beryllium copper is probably one of the most used copper
alloys. It consists of approximately 97 percent copper, 2
percent beryllium, and sufficient nickel to increase its
strength. Once heat treated, beryllium copper achieves a
tensile strength of 200,000 psi and 70,000 psi in its annealed
state. This makes beryllium extremely useful for diaphragms,
precision bearings and bushings, ball cages, and spring
washers
FERROUS METALS
Any alloy containing iron as its chief constituent is called a
ferrous metal. The most common ferrous metal in aircraft
structures is steel, an alloy of iron with a controlled amount
of carbon added.
Iron
Chromium
Chromium is alloyed with steel to increase strength and
hardness as well as improve its wear and corrosion
Alloying Agents in Steel resistance. Because of its characteristics, chromium steel is
used in balls and rollers of antifriction bearings.
Carbon Carbon is the most common alloying element found In addition to its use as an alloying element in steel,
in steel. When mixed with iron, compounds of iron carbides chromium is electrolytically deposited on cylinder walls and
called cementite form. It is the carbon in steel that allows the bearing journals to provide a hard, wear-resistant surface.
steel to be heat-treated to obtain varying degrees of
hardness, strength, and toughness. The greater the carbon Nickel-Chromium Steel
content, the more receptive steel is to heat treatment and, Nickel toughens steel, and chromium hardens it. Therefore,
therefore, the higher its tensile strength and hardness. when both elements are alloyed they give steel desirable
However, higher carbon content decreases the malleability characteristics for use in high-strength structural applications.
and weldability of steel. Nickel-chrome steels such as SAE 3130, 3250, and 3435 are
used for forged and machined parts requiring high strength,
Low-carbon steels contain between 0.10 and 0.30 percent ductility, shock resistance, and toughness.
carbon and are classified as SAE 1010 to SAE 1030 steel. AERO
These steels are primarily used in safety wire, cable bushings, Stainless Steel (Corrosion Resistant Steel, CRES)
and threaded rod ends. In sheet form, these steels are used Stainless steel is a classification of corrosion-resistant steels
for secondary structures where loads are not high. Low- that contain large amounts of chromium and nickel. Their
carbon steel is easily welded and machines readily, but does strength and resistance to corrosion make them well suited
not accept heat treatment well. for high-temperature applications such as firewalls and
exhaust system components.
Medium-carbon steels contain between 0.30 and 0.50 The corrosion-resistant steel most often used in aircraft
percent carbon. The increased carbon helps these steels construction is known as 18-8 steel because it contains 18
accept heat treatment, while still retaining a reasonable percent chromium and 8 percent nickel. One of the
degree of ductility. This steel is especially adaptable for distinctive features of 18-8 steel is that its strength may be
machining or forging and where surface hardness is desirable. increased by cold-working.
These steels can be divided into three general groups based
High-carbon steels contain between 0.50 and 1,05 percent on their chemical structure: austenitic, ferritic, and
carbon, and are very hard. These steels are primarily used in martensitic.
springs, files, and some cutting tools.
Austenitic steels, also referred to as 200 and 300 series
Sulfur stainless steels, contain a large percentage of chromium and
Sulfur causes steel to be brittle when rolled or forged and, nickel, and in the case of the 200 series, some manganese.
therefore, it must be removed in the refining process. If all When these steels are heated to a temperature above their
the sulfur cannot be removed its effects can be countered by critical range and held there, a structure known as austenite
adding manganese. The manganese combines with the sulfur forms. Austenite is a solid solution of pearlite, an alloy of iron
to form manganese sulfide, which does not harm the finished and carbon, and gamma iron, which is a nonmagnetic form of
steel. In addition to eliminating sulfur and other oxides from iron. Austenitic stainless steels can be hardened only by
steel, manganese improves a metal's forging characteristics coldworking while heat treatment serves only to anneal
by making it less brittle at rolling and forging temperatures. them.
Silicon Ferritic steels are primarily alloyed with chromium but many
When silicon is alloyed with steel it acts as a hardener. When also contain small amounts of aluminum. However, they
used in small quantities, it also improves ductility. contain no carbon and, therefore, do not respond to heat
treatment.
Phosphorus
Phosphorous raises the yield strength of steel and improves Martensitic steel is a 400 series of stainless steel. These
low carbon steel's resistance to atmospheric corrosion. steels are alloyed with chromium only and therefore are
However, no more than 0.05 percent phosphorous is magnetic. Martensitic steels become extremely hard if
normally used in steel, since higher amounts cause the alloy allowed to cool rapidly by quenching from an elevated
to become brittle when cold. temperature.
Nickel Molybdenum One of the most widely used alloying elements
Nickel adds strength and hardness to steel and increases its for aircraft structural steel is molybdenum. It reduces the
yield strength. It also slows the rate of hardening when steel grain size of steel and increases both its impact strength and
is heat-treated, which increases the depth of hardening and elastic limit. Molybdenum steels are extremely wear resistant
produces a finer grain structure. The finer grain structure and possess a great deal of fatigue strength. This accounts for
reduces steel's tendency to warp and scale when heat- its use in high-strength structural members and engine
treated. SAE 2330 steel contains 3 percent nickel and 0.30 cylinder barrels.
percent carbon, and is used in producing aircraft hardware
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Chrome-Molybdenum
Chrome-molybdenum (chrome-moly) steel is the most
commonly used alloy in aircraft. Its SAE designation of 4130
denotes an alloy of approximately 1 percent molybdenum
and 0.30 percent carbon. It machines readily, is easily welded
by either gas or electric arc, and responds well to heat
treatment. Heat-treated SAE 4130 steel has an ultimate
tensile strength about four times that of SAE 1025 steel,
making it an ideal choice for landing gear structures and
engine mounts. Furthermore, chrome-moly's toughness and
wear resistance make it a good material for engine cylinders
and other highly stressed engine parts.
Vanadium
When combined with chromium, vanadium produces a
strong, tough, ductile steel alloy. Amounts up to 0.20 percent
improve grain structure and increase both ultimate tensile Internal Structure of Steel
strength and toughness. Most wrenches and ball bearings are The internal structure of steel is almost wholly dependent
made of chrome-vanadium steel. upon the exact relationship of iron and carbon.
Tungsten
Tungsten has an extremely high melting point and adds this
characteristic to steel it is alloyed with. Because tungsten
steels retain their hardness at elevated operating
temperatures, they are typically used for breaker contacts in
magnetos and for high-speed cutting tools.
Critical Range
In this case each of these states is stable only between very Theory of Heat Treatment
definite temperature limits alpha iron up to 1400F, beta Hardening consists of heating the steel just above the
iron from 1400F to 1652F, and gamma iron above the latter critical range, holding the metal at that temp. until
temperature. thoroughly heated (soaking), and then rapidly cooling
(quenching) by immersing the hot steel in cold water or oil.
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Surface Hardening
Shot peening is a cold work process, in which the metal part
For some design purposes, it is necessary to have a hard, is struck by a stream of small hard spheres (shot) creating
wear-resisting surface and a strong tough core. The hard case numerous overlapped dimples on the part surface.
resist wear and abrasion, and the soft, tough core resist shock
stresses. The surface material resists to stretching induced by the shots
Case Hardening impacts resulting in a formation of a compressively stressed
skin of about 0.01 (0.25 mm) thickness.
1. Carburizing forms a thin layer of high carbon steel on the
exterior of low carbon steel. Glass, steel or ceramic balls of a diameter from the range
0.007-0.14 (0.18-0.36 mm) are used as shot media.
Pack Carburizing is done by enclosing the metal in a fire-
clay container and packing it with a carbon-rich material such The residual compressive stresses inhibit both crack initiation
as charcoal. The container is then sealed, placed in furnace, and propagation. Therefore shot peening is used mainly for
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increasing fatigue strength. should be the same as the original wood whenever possible.
If using a wood substitute, it is the responsibility of the
Burnishing Burnishing is a cold working process in which the person making the repair to ensure that the wood meets all
surface layer of a work piece is plastically deformed by a hard of the requirements for that repair.
tool: either roller or sliding ball. The combination of the
improved surface finish with the hardened skin provides a AC 43.13-lB outlines information regarding acceptable wood
significant increase in the wear resistance of the material. species substitutions.AERO HORIZONS
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NON-METALS
WOODS
Although wood was used for the first airplanes because of its
favorable strength-to-weight ratio, it is primarily the cost of
Wood Assessment
the additional hand labor needed for wood construction and
maintenance that has caused wood aircraft to become almost
The cut of the wood, slope of the grain, and the number of
entirely superseded by those of all-metal construction.
growth rings are factors to examine when determining
However, there are still many home-built airplanes that
quality. The way wood is cut affects its shrinkage
feature wood construction, and occasionally, commercial
characteristics and strength qualities.
designs intended for low-volume production appear using
some degree of wood in their structures. Orville
The slope of the grain is another factor to consider when
assessing wood. The maximum slope of the grain for aviation-
grade lumber is 1:15. The slope of the grain is the amount of
grain rise over the grain length. In other words, the grain may
not rise more than one inch in a 15-inch section of wood.
Wood Substitution
The closed-assembly time is the allowable length of time strands of molten silica glass that are spun together and
between the assembling of the joint and the application of woven into cloth. One of the disadvantages of fiberglass is
the clamping pressure. Closed-assembly time allows for the that it weighs more and has less strength than most other
movement of parts to place them in the proper alignment. composite fibers. However, with newly developed matrix
The pressing time is the period during which the parts are formulas, fiberglass is an excellent reinforcing fiber currently
pressed or clamped together and is essentially the adhesive used in advanced composite applications.
curing period. Pressing time must be sufficient to ensure that
the joint is strong enough to withstand manipulation or the The two most common types of fiberglass are S-glass and E-
machining process. glass. E-glass, otherwise known as "electric glass" because of
its high resistivity to current flow, is produced from
COMPOSITES borosilicate glass and is the most common type of fiberglass
used for reinforcement. S-glass is produced from magnesia-
Composites are combinations of two or more materials that alumina-silicate, and is used where a very high tensile
differ in composition or form. strength fiberglass is needed.
Advantages
reduces weight, that means if weight can be saved, more
cargo, fuel or passengers can be carried
high strength to weight ratio
reducing of parts and fasteners
reducing wear
corrosion resistance
Disadvantages
generally expensive
not easy to repair; that means you need well trained staff, Aramid
tools, equipment and facilities to repair composite In the early 1970s, DuPont introduced aramid, an organic
components aromatic-polymide polymer, commercially known as Kevlar.
Aramid exhibits high tensile strength, exceptional flexibility,
Abbreviations high tensile stiffness, low compressive properties, and
AERO excellent toughness.
AFRP - Aramid Fiber Reinforced Plastic
CFRP - Carbon Fiber Reinforced Plastic Aramid fibers are non-conductive and produce no galvanic
reaction with metals. Another important advantage is its
GFRP - Glass Fiber Reinforced Plastic
strength-to-weight ratio; it is very light compared to other
HOBE - Honeycomb before Expansion composite materials. Aramid-reinforced composites also
MSDS - Material Safety Data Sheet demonstrate excellent vibration-damping characteristics in
NDT - Non Destructive Testing addition to a high degree of shatter and fatigue resistance.
NTM - Non Destructive Testing Manual
Pre-Peg - Pre impregnated Fabric
Bias The bias is the fiber orientation that runs at a 45 angle Pre-Impregnated Materials
(diagonal) to the warp threads. The bias allows for
manipulation of the fabric to form contoured shapes. Fabrics
Pre-impregnated fabrics, commonly known as "pre-pregs,"
can often be stretched along the bias but seldom along the
are fabrics that have the resin system already saturated into
warp or fill.
the fabric.
Fabric Style Fabrics are pre-impregnated with the proper amount and
weight of a resin matrix to eliminate the mixing and
Fabrics used in composite construction are manufactured in application details such as proper mix ratios and application
several different styles: unidirectional, bi-directional, procedures.
multidirectional, and mat. Component designers can use any
or all of these fabric styles, depending on the strength and
flexibility requirements of the component part.
Chopped fibers are made from any type of fiber cut into
certain lengths, commonly 1/4 to 1/2-inch lengths. Flox is the
fuzzy fiber taken from the fabric strands. Both chopped fibers
and flox may be used when added strength is desired.
Adhesives
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Film Adhesives Structural adhesives for aerospace 2.The heat serves to accelerate the curing process of the
applications are generally supplied as thin films supported on matrix. In some instances, a high temperature is required to
a release paper and stored under refrigerated conditions (18 effect a proper cure of the matrix formula.
C, or 0 F).
Paste Adhesives Paste adhesives are used as an alternative 3.The pressure squeezes out excess resin and air pockets
to film adhesive. These are often used to secondary bond from the reinforcing fibers, which helps to produce a more
repair patches to damaged parts and also used in places even blend of fiber and matrix.
where film adhesive is difficult to apply. Paste adhesives for
structural bonding are made mostly from epoxy.
Compression Molding Compression molding is a
Foaming Adhesives Foaming adhesives are used to splice manufacturing process that uses a male and female mold to
pieces of honeycomb together in a sandwich construction form the part. It is normally used to manufacture a large
and to bond repair plugs to the existing core during a prepreg number of precision-formed parts.
repair.
Manufacturing Process While a number of methods are available for joining metal
parts, few are ideal for joining aluminum sheets. The most
In general, most composite manufacturers augment the common technique of joining sheets of aluminum is riveting.
strength of the finished product by applying heat and A rivet is a metal pin with a formed head on one end. A rivet
pressure to the matrix/fiber mix as it cures, which is inserted into a drilled hole, and its shank is then deformed
accomplishes several things: by a hand or pneumatic tool. Rivets create a union at least as
strong as the material being joined.
1.The heat and pressure facilitates the complete saturation of
the fiber material. A well-designed rivet joint will subject the rivets to shear
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loads.
Preparation
standard MS20470AD rivet, which is made from 2117 alloy. The AN470 rivet now replaces almost all other protruding
The NE quadrant indicates rivet diameter, and the location of head designs. The round head rivet (AN430) was used
the manufacturers head (Near or Far). The SW quandrant extensively on aircraft built before 1955, while the flat head
indicates what special methods should be applied to the rivet (AN442) was widely used on internal structures. Flat
fasteners, such as dimpling or countersinking. For example, D head rivets are still used for applications requiring higher
stands for Dimpling, D2 stands for Dimple both sheets, and head strength. Head Design AERO
D2C means Dimple two top sheets and countersink the third.
The lower right corner specifies fastener length in 1/16"
increments. Example: a 3/8" rivet is shown as a -6.
A.MS20425D-4-3
B.MS20470AD-4-4
C.MS20455DD-5-3
We would choose an MS20470AD-4-4 rivet. This is a universal Joints utilizing countersunk rivets generally lack the strength
head rivet, 1/8 inch in diameter and 1/4 inch long. of protruding head rivet joints. One reason is that a portion of
AE the material being riveted is cut away to allow for the
countersunk head.
Rivet Measurements
Rule of thumb: (For the sheet next to the manufactured head
The length of a universal head (AN470) rivet is measured or the upper sheet) .040 or thinner - dimple. Thicker than
from the bottom of the manufactured head to the end of the .040 - countersink.AERO
shank. However, the length of a countersunk rivet (AN426) is
measured from the top of the manufactured head to the end AN426 countersunk (100) rivets were developed to
of the shank. streamline airfoils and permit a smooth flow over an aircraft's
wings or control surfaces. However, before a countersunk
rivet can be installed, the metal must be countersunk or
dimpled. Sheet thickness and rivet size determine which
method is best suited for a particular application. Joints
utilizing countersunk rivets generally lack the strength of
protruding head rivet joints. One reason is that a portion of
the material being riveted is cut away to allow for the
countersunk head.
Head Design
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Countersinking Method
a.Countersinking
Countersinking is a process in which the metal in the top
sheet is cut away in the shape of the rivet head.
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1100 Aluminum (A) Rivets made of pure aluminum have no Corrosion-Resistant Steel (F) Stainless steel rivets are used
identifying marks on their manufactured head, and are for fastening corrosion-resistant steel sheets in applications
designated by the letter A in the rivet code. Since this type of such as firewalls and exhaust shrouds. They have no marking
rivet is made out of commercially pure aluminum, the rivet on their heads.
lacks sufficient strength for structural applications. Instead,
1100 rivets are restricted to nonstructural assemblies such as Monel (M) Monel rivets are identified with two recessed
fairings, engine baffles, and furnishings. The 1100 rivet is dimples in their heads. They are used in place of corrosion-
driven cold, and therefore, its shear strength increases resistant steel rivets when their somewhat lower shear
slightly as a result of cold working. strength is not a detriment.
2117 Aluminum Alloy (AD) The rivet alloy 2117-T3 is the
most widely used for manufacturing and maintenance of Titanium (T) Titanium rivets are identified by a raised V or
modern aircraft. Rivets made of this alloy have a dimple in T on their head and are used for fastening steel alloy and
the center of the head and are represented by the letters AD titanium alloy.
in rivet part codes. Because AD rivets are so common and AERO
require no heat treatment, they are often referred to as
"field rivets.
The main advantage for using 2117-T3 for rivets is its high Blind Rivets
strength and shock resistance characteristics. The alloy 2117-
T3 is classified as a heat-treated aluminum alloy, but does not There are many places on an aircraft where access to both
require re-heat-treatment before driving. sides of a riveted structure or structural part is impossible, or
AERO where limited space will not permit the use of a bucking bar.
5056 Aluminum Alloy (B) Magnesium structures are riveted Also, in the attachment of many nonstructural parts, such as
with 5056 rivets which contain about 5 percent magnesium. aircraft interior furnishings, flooring, deicing boots, and the
These rivets are identified by a raised cross on their heads like, the full strength of solid shank rivets is not necessary.
and the letter B in a rivet code. The maximum shear strength
of an installed 5056H32 rivet is 28,000 pounds per square For use in such places, special rivets have been designed
inch. which can be bucked from the front. They are sometimes
2017 Aluminum Alloy (D) D-rivets are identified by a raised lighter than solid shank rivets, yet amply strong for their
dot in the center of their head and the letter D in rivet codes. intended use.
Because D-rivets are so hard they must be heat treated
before they can be used. Pop Rivets Pop rivets are frequently used for assembly and
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non-structural applications. They must not be used in areas are subject to moderate or heavy loads.
that are subject to moderate or heavy loads.
Huck-Loks rivets were the first mechanical-lock rivets and The friction-lock rivet assembly consists of a shell and
are used as structural replacements for solid shank rivets. mandrel or pulling stem. The stem is pulled until the header
However, because of the expensive tooling required for their forms a bucktail on the blind side of the shell. At this point, a
installation, Huck-Loks are generally limited to aircraft weak point built into the stem shears and the stem breaks
manufacturers and some large repair facilities. off. After the stem fractures, part of it projects upward. The
projecting stem is cut close to the rivet head and the small
Cherrylocks often called the bulbed CherryLOCK, was residual portion is filed smooth.
developed shortly after the Huck-Lok. Like the Huck-Lok, the
CherryLOCK rivet is an improvement over the friction-lock
rivet because its center stem is locked into place with a lock
ring. This results in shear and bearing strengths that are high
enough to allow CherryLOCKS to be used as replacements for
solid shank rivets.
Cherrylock
Rivet Selection
Joint Types
There are two basic types of axial riveted joint: the lap joint
and the butt joint.
CherryMAX
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Pitch (Spacing) The distance between adjacent rivets in a When multiple rows of rivets are used in a lay-out, the
row is called the pitch. To prevent the joint from being transverse pitch should be approximately 75% of the rivet
weakened by too many holes in a row, the adjacent rivets pitch, and the rivets should be staggered. AERO
should be no closer than three diameters to one another. In
contrast, to prevent the sheets from separating between Sample Layout Problem
rivets, the rivet holes should be no further apart than ten to
twelve times the rivet shank diameter. How many MS20470 AD-4-6 rivets will be required to attach a
10 x 5 inch plate, using a single row of rivets, minimum edge
distance, and 4D spacing?
A.56
B.54
C.52
D.58
The plate is 10 inches long and 5 inches wide. The rivets have
a diameter of 1/8 inch and there is an edge distance of two
rivet diameters. This requires two rows of rivets 9-1/2 inches
long and two rows that are 4-1/2 inches long. The total length
of the rivet seams is 28 inches. If the rivets are spaced every
1/2 inch (4D spacing), 56 rivets are needed.
Rivet Installation
Hand Riveting Almost all rivets are driven with either a rivet
gun or squeeze riveter, but there are times when building
small components, or when working in areas without air or
electricity, that it is necessary to drive a rivet by hand.
Edge distance and rivet pitch are critical to Compression Riveting When there are a large number of
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Removal of Rivets
Bucking Bar
National series has more threads per inch than the American bolt. A bolt's grip length is the length of the unthreaded
Standard Unified series. portion.
Class of fit:
Class 1 thread is a loose fit
Class 2 is a free fit
Class 3 is a medium fit
Class 4 is a close fit
Class 5 fit is a tight fit
Bolt Designation Codes
Designation Codes
This table indicates fastener diameters, the number of Internal Wrenching Bolts
threads per inch, and the bit size required to drill a hole the
fastener will fit into or be tapped. For example, a number 5 MS20004 through MS20024 internal wrenching bolts are
fine thread fastener has 44 threads per inch, a body diameter high-strength steel bolts used primarily in areas that are
of .125 inch, fits in a hole drilled by a number 25 bit, and is subjected to high tensile loads.
tapped into a hole made by a number 38 bit. High-strength internal wrenching bolts can bear high tension
loads and are frequently used to mount engines.
Standard BoltsAERO
Anchor Nuts
Anchor nuts are permanently mounted nut plates that enable
inspection plates and access doors to be easily removed and
NUTS installed.
All nuts used in aircraft construction must have some sort of Anchor nuts simplify the process of installing and removing
locking device to prevent them from loosening and falling off. inspection plates. Some of the more familiar anchor nuts are
shown.
There are two basic types of nuts, self-locking and non self-
locking.
Screws
Self-locking nuts, or lock nuts, employ a locking device in
their design to keep them from coming loose. Screws are probably the most commonly used threaded
Low-temperature self-locking nuts fastener in aircraft. They differ from bolts in that they are
AN365 self-locking nuts are used on bolts and machine generally made of lower strength materials.
screws and are held in position by a nylon insert above the
threads. Screws are typically installed with a loose-fitting thread, and
There are several different types of self-locking nuts available the head shapes are made to engage a screwdriver or
for multiple applications. wrench.
Structural Screws
Structural screws are made of alloy steel, are heat treated,
and can be used as structural bolts.
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Self-Tapping Screws
Types of Seals
O-Ring Packings
Cotter Pins O-ring packings effectively seal in both directions and,
therefore, are used to prevent both internal and external
Castellated nuts are locked onto drilled bolts by passing a leakage. O-rings are the most commonly used seals in
cotter pin through the hole and nut castellations and then aviation. In installations subject to pressures above 1,500 psi,
spreading the ends of the cotter pin. backup rings are used with O-rings to prevent the O-ring
from being forced out, or extruded.
There are two methods of securing cotter pins that are
generally acceptable. In the preferred method, one leg of the Backup Rings
cotter pin is bent up over the end of the bolt, and the other For applications such as actuators that subject a seal to
leg is bent down over one of the flats of the nut. pressure from two sides, two backup rings must be used.
When an O-ring is subject to pressure on only one side, a
single backup ring is generally adequate.
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Packing rings are manufactured with different profiles to suit Cure time is the time in hours after thawing that is required
varying operating requirements. for the sealant to cure firmly enough to be handled without
damage or deformation
GASKET
LIMITS AND FITS
Gaskets are used in fluid systems around the end caps of
actuating cylinders, valves, and other units. Clearance Fit in this assembly there is a space between the
two parts. The shaft is always smaller than the part it fits into.
A solid copper washer is commonly used for spark plug No manual pressure is required. Applicable for different type
gaskets and some hydraulic fittings that require a of parts.
noncompressible yet semi-soft gasket. When compressed
between two solid surfaces, the copper deforms to provide a Interference Fit in this assembly there is no space between
tight seal. the parts. The shaft is always larger than the part it fits into.
This means that mechanical pressure is required for assembly
Cork Gaskets are often used in areas such as between an and once assembled it is not likely to be disassembled.
engine crankcase and accessories, or anywhere a gasket is
required that can occupy an uneven or varying space. Transition Fit this is a range of fits which can be either
clearance or interference. The shaft can be larger or smaller
Rubber sheeting is often used anywhere a compressible than the part it fits into. Only a light manual pressure is (Close
gasket is required. Its flexibility allows it to compress easily to Tolerance) necessary to assemble the parts. It is applicable
provide a tight seal. However, if rubber seals are exposed to for detachable parts and locating parts but not for moving
gasoline, oil, or some types of hydraulic fluid, they will parts.
deteriorate.
SEALING COMPOUNDS
Categories of Compounds
Sealing compounds are divided into two categories, silicone
and nonsilicon.
Silicone compounds are usually white, red, or grey in color
and are used in general where heat resistance is required.
Nonsilicone compounds can be any color and are used
where heat resistance is not required.
TYPES OF AIRCRAFT COMPONENTS
Specification / Classification
The classification system for sealants in Boeing material Rotable anything that needs periodic replacement (Engines,
specifications (BMS) is as follows: generators, pumps, tires, etc)
Class A Brush coat Sealant. Repairable Any part that is usually repaired and then
Class B Filleting Sealant. returned to service as repaired/overhauled or even as new
Class C Faying Surface Sealant. condition. (engines, generators, pumps, large actuators,
Class D Hole-Filling Sealant. electric motors, etc)
Classes E and F Sprayable sealant.
Expendable Any component that is usually just thrown
Properties of Seals away at the end of its useable life, this is usually because it is
not worth repairing or cannot be repaired or overhauled due
Application time is the time in hours after thawing during to its construction and intended use. (hoses, some brake
which can be readily extruded from the sealant gun and components, small actuators, switches, etc)
applied to the structure.
Consumable Any component that is rendered unsuitable for
Squeeze-out life is the time in hours after thawing during reuse when its installed and used. (gaskets, sealants,
which a faying surface can be squeezed out of a joint when compression fittings, etc)
fasteners are installed.
CORROSION
Tack-free is the time in hours after thawing that is required
for the sealant to cure sufficiently so that it will not transfer CORROSION is a natural phenomenon which attacks metal by
to the finger or to a plastic film. chemical or electrochemical action and converts it into a
metallic compound. The corrosion occurs because of the
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Treatment of Corrosion
CHEMICAL NEUTRALIZATION
After removing all corrosion, treat the surface with a five
percent chromic acid solution to neutralize any remaining
corrosion salts.
After the acid has been on the surface for at least five
minutes, it should be washed off with water and allowed to
dry.
Alodine treatment conforming to MIL-C-5541 will also
neutralize corrosion, as well as form a protective film on the
metal's surface.
PROTECTIVE COATING
Although some operators prefer a bare aluminum finish to
Electrode Potential of Metals save weight, most aircraft owners utilize a painted finish.
Paint is not only attractive and dis-tinctive, but also provides
additional protection from impact damage and corrosion.
CLADDING
Coating them with a layer of pure aluminum.
In the manufacture of clad aluminum, pure aluminum is
rolled onto the surface of an aluminum alloy and accounts for
five to ten percent of the total sheet thickness.
The cladding material is anodic as compared to the core
material, and any corrosion that takes place attacks the
cladding rather than the core.
PROTECTIVE COATING
Although some operators prefer a bare aluminum finish to
save weight, most aircraft owners utilize a painted finish.
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CLADDING
Coating them with a layer of pure aluminum.
In the manufacture of clad aluminum, pure aluminum is
rolled onto the surface of an aluminum alloy and accounts for
five to ten percent of the total sheet thickness.
The cladding material is anodic as compared to the core
material, and any corrosion that takes place attacks the
cladding rather than the core.
Corrosion Inspection
Visual inspection
Magnifying glass,
Mirrors,
Borescope, fiber optics,
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