Você está na página 1de 32

Design and Aircraft Material

Selection
• Design of an engineering component involves three interrelated
problems:
(i) selecting a material,
(ii) specifying a shape, and
(iii) choosing a manufacturing process.
Criteria
• Material Properties
The expected level of performance from the material
• Material Cost and Availability
Material must be priced appropriately (not cheap but right)
Material must be available (better to have multiple sources)
• Processing
Must consider how to make the part, for example:
Casting
Machining
Welding
• Environment
The effect that the service environment has on the part
The effect the part has on the environment
The effect that processing has on the environment
Four Basic Steps

Translation: express design requirements as constraints and objectives

Screening: eliminate materials that cannot do the job

Ranking: find materials that best do the job

Supporting Info: handbooks, expert systems, web, etc


Step 1) Translation

Function: What does the component do?

Objective: What essentials conditions must be met?

Constraints: What is to be maximized or minimized?

Free Variables: Identify which design variables are free?


Example: Tie Rod
Function: Support a tensile load

Objective: Minimize mass

Constraints: Required length,Load carrying capability w/o/ failure

Free Variables: Cross-sectional area Material


m = A*L*Density
F/A < Yield Stress
Eliminate free variable
m >= (F)(L) (Density/Yield Stress)
therefore minimize weight by maximizing
Yield Stress / Density
Step 2) Screening
• Methods to evaluate large range of materials
• Material Bar Charts
• Material Property Charts (density vs. Young’s Modulus)
• Screen on Constraints
• Rank on Objectives
Step 3) Ranking & Step 4)
• What if multiple materials remain after screening?
• Rank on Objectives
• Objectives define performance metrics

• then verify with any supporting materials


Static Strength
Stiffness
Fatigue
Damage Tolerance
Weight

Aircraft Material Selection


Alluminium
Titanium
Steel
Composites
Static Strength
• Material Must Support Ultimate Loads Without
Failure.
• Material Must Support Limit Loads Without
Permanent Deformation.
• Initial Evaluation for Each Component
• Usually Aluminum Is the Initial Material Selection
• If Aluminum Cannot Support the Applied Load Within the Size
Limitation of the Component, Higher Strength Materials Must Be
Considered (Titanium or Steel)

10
Stiffness
• Deformation of Material at Limit Loads Must Not
Interfere With Safe Operation
• There Are Cases Where Meeting the Static Strength
Requirement Results in a Component That Has
Unacceptable Deflections
• If That Is the Case, The Component Is Said to Be a
‘Stiffness’ Design

11
Fatigue (Crack Initiation)
• The Ability of a Material to Resist Cracking Under
Cyclical Loading
• Stress Concentration Factors
• Component Is Limited to a Certain Stress Level Based on
the Required Life of the Airframe
• Further Processing May Improve Fatigue Properties.

12
Damage Tolerance (Crack Growth)
• The Ability of a Material to Resist Crack Propagation
Under Cyclical Loading
• Slow Crack Growth Design
• Use of Alloys With Increased Fracture Toughness

13
Weight
• Low Weight Is Critical to Meeting Aircraft
Performance Goals
• Materials Are Tailored for Specific Requirements to
Minimize Weight
• Materials With Higher Strength to Weight Ratios Typically
Have Higher Acquisition Costs but Lower Life Cycle Costs
(i.e. Lower Fuel Consumption)

14
Aluminum
• Aluminum Accounts for ~80% of the Structural
Material of Most Commercial and Military Transport
Aircraft
• Inexpensive and Easy to Form and Machine
• Alloys Are Tailored to Specific Needs
• 2000 Series Alloys (Aluminum-copper-magnesium)
Are Medium to High Strength With Good Fatigue
Resistance but Low Stress Corrosion Cracking
Resistance.
• 2024-T3 Is the Yardstick for Fatigue Properties
• 5000 and 6000 Series Alloys Are Low to Medium
Strength but Easily Welded

15
Titanium
• Better Strength To Weight Ratio Than Aluminum or
Steel
• Typically Comprises ~5% By Weight in Commercial
Aircraft and Up To ~25% By Weight For High
Performance Military Aircraft
• Good Corrosion Resistance
• Good Temperature Resistance
• Good Fatigue And Damage Tolerance Properties In
The Annealed Form
• Typical Alloy Is Ti 6Al-4V Either Annealed or Solution
Treated and Aged
• High Cost For Metals
16
Steel
• Steel May Be Selected When Tensile Strengths
Greater Than Titanium Are Necessary
• Steel Is Usually Limited to a Few Highly Loaded
Components Such As Landing Gear

17
Composite
• The Embedding of Small Diameter High Strength High
Modulus Fibers in a Homogeneous Matrix Material
• Material Is Orthotropic (Much Stronger in the Fiber
Oriented Directions)
• Fibers
• Graphite (High Strength, Stiffness)
• Fiberglass (Fair Strength, Low Cost, Secondary Structure)
• Kevlar (Damage Tolerant)
• Matrix
• Epoxy (Primary Matrix Material) to 250° F
• Bismaleimide (High Temp Applications) to 350° F

18
Sheet
• Rolled Flat Metal Thickness Less Than .25”
• Fuselage Skin
• Fuselage Frames
• Rib and Spar Webs
• Control Surfaces
• Pressure Domes
• Good Grain Orientation
• Many Parts and Fasteners
• Fit Problems
• Straighten Operations
• Shims
• Warpage
19
Plate
• Rolled Flat Metal Thickness Greater Than .25”
• Wing and Tail Skins
• Monolithic Spars and Ribs
• Fittings
• Unitized Structure; Fewer Fasteners
• Grain Orientation Can Be a Problem
• High Speed Machining Has Lowered Fab Costs

20
Extrusion
• Produced By Forcing Metal Through a Forming Die At
Elevated Temperature To Achieve The Desired Shape
• Stringers
• Rib and Spar Caps
• Stiffeners
• Grain Is Aligned in The Lengthwise Direction
• Additional Forming and Machining Required
• Used In Conjunction With Sheet Metal Webs

21
Forging
• Produced by Impacting or Pressing The Material Into
The Desired Shape
• Large Fittings
• Large Frames/Ribs
• Odd Shapes
• Control Grain
Orientation
• Residual Stresses
Can Cause
Warpage
• Tooling Can Be
Difficult

22
Casting
• Produced By Pouring Molten Metal Into A Die To
Achieve The Desired Shape
• Nacelle/Engine Components
• Complex Geometry
• Dramatically Lowers Part and Fastener Counts
• Poor Fatigue And Damage Tolerance Properties
• High Tooling Costs

23
Composite
• Produced By Laying Fabric, Laying Tape, Winding, Tow
Placement and 3D Weaving or Stitching
• Skins
• Trailing Edge Surfaces
• Interiors and Floors
• Properties Can be
Oriented To Load Direction
• Excellent Strength To
Weight Ratio
• High Cost Of Material and
Processes
• Poor Bearing Strength
24
Examples
Upper Wing Cover
• Skin - 7075-T651 Aluminum
Plate
• Stringers - 7075-T6511
Aluminum Extrusion
• After Machining; Age Creep
Formed To -T7351/-T73511
• Compression Dominated
• Reduces Compressive Yield
Strength
• Greatly Increases Stress
Corrosion Resistance

26
Lower Wing Cover
• Skin - 2024-T351 Aluminum
Plate
• Tension Dominated
• Good Ultimate Tensile Strength
• Very Good Fatigue and Damage
Tolerance Properties
• Stringers - 7075-T73511
Aluminum Extrusion
• High Ultimate Tensile Strength
• Good Damage Tolerance
Properties
27
Spars
• 7050-T7451 Aluminum Plate
• High Tensile and
Compressive Strength in
Thick Sections
• Good Stress Corrosion
Resistance

28
Fixed Trailing Edge Surface
• Graphite/Epoxy Fabric
• Aramid/Phenolic
Honeycomb
• Fiberglass/Epoxy Fabric
Corrosion Barrier
• Secondary Structure
• Stiffness Design

29
Leading Edge
• 2024-0 Clad Aluminum
• Heat Treated to -T62 After Stretch Forming to Shape
• Clad For Corrosion Resistance
• Polished For Appearance
• De-icing by Hot Air/Bird Strike Resistance

30
Wing to Body Attachments
• PH13-8Mo Cres Steel Bar
• Critical Lug Design
• High Strength
Requirement
• Good Corrosion
Resistance

31
Thank You

Você também pode gostar